IVER FEASIBILITY STUDY

Traffic and Transport Study

Report No. 16-129 September 2016 FEASIBILITY STUDY

Traffic and Transport Study

Odyssey Markides Elizabeth House 39 York Road London Tel: 0207 620 2444 Fax: 0207 620 1168 [email protected]

Report No. 16-129 September 2016 IVER FEASIBILITY STUDY 16-129

Traffic and Transport Study September 2016

DOCUMENT CONTROL SHEET

REV ISSUE PURPOSE AUTHOR CHECKED REVIEWED APPROVED DATE

1 Draft Iver Feasibility Study SC/DP SC JB JB 25/08/26

2 Second Draft Feasibility SC/JB SC JB JB 09/09/16 Study

3 Final Iver Feasibility Study SC/JB SC JB JB 26/09/16

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EXECUTIVE SUMMARY

Introduction

Odyssey Markides (OM) has been instructed by County Council (BCC) to undertake Phase 1 of the Iver Feasibility Study to examine existing traffic and transport conditions in and around Iver Parish and the impact of future major infrastructure project developments. District Council (SBDC) and BCC are aware that the volume of Heavy Goods Vehicle (HGV) movements in and around Iver has been a concern of local residents for some time. These elevated levels of HGV traffic are primarily a result of the number of HGV generating industrial sites located within and adjacent to the study area. There are a number of barriers to HGV movement on the road network, including width and weight restrictions and low bridges mean that HGV flows are restricted to certain routes through the study area, further focussing their impact on particular locations.

Since 2012 the Iver area has been the location for a number of planned and approved Infrastructure and Development Projects , Heathrow Express Depot, M4 Smart Motorways, the Western Rail Link to Heathrow (WRLtH) and the potential expansion. There are also a number of proposed developments in The Ivers area that will require planning permission through the Minerals and Waste Local Authority (BCC); CEMEX North Park Extraction and relocation of the Hillingdon Outdoor Activity Centre. These projects have the potential to exacerbate current issues with HGVs and traffic flow levels in the area. BCC have recognised this is therefore the most appropriate time to undertake a detailed transport study of the area to ensure that a strategy for ameliorating the effects of these proposals is available and that the opportunity they offer to improve the existing situation is embraced.

The projects and existing issues need to be reviewed in the context of the draft joint Local Plan being developed between SBDC and CDC with potential requirements for Greenbelt release for residential redevelopment to meet housing targets within both districts.

This Traffic and Transport Study is Phase 1 of a four stage overall Study which will incorporate further assessment work from and HS2 as well as a study

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of the impacts of a potential expansion of Heathrow Airport, with a final overview impact Study. This Phase 1 study focuses on: • Reviewing existing traffic and transport issues, including cycling, walking and public transport links; • Assessing the impact of ongoing and planned NSIPs and future development sites; • Reviewing the options for resolving existing and future issues; and • Identifying potential mitigation options to take forward.

A public exhibition was held on 26 th July 2016 at Iver Village Hall to provide information about the NSIPs and development projects in the area, as well as outline the Study and initial survey results. Feedback from residents and stakeholders has been included within the Study and assists with the issues and mitigations sections.

Existing Conditions Review

The Study Area has a number of key east-west and north-south links. The main route through Iver Village is the B470 (Langley Park Road/High Street) which, connects Langley to the west with Yiewsley and Uxbridge to the east and north east respectively. The other key east-west route is the North Park/Richings Way/Thorney Mill Road which connects Langley with . The main north-south links in the northern part of the Study Area are Wood Lane, connecting the A412 to the B470, and Swallow Street/Love Lane and Bangors Road South, offering further connections to Iver High Street. To the south of the Study Area, Thorney Lane North/South connects the High Street to Thorney Mill Road/Richings Way and Mansion Lane/Hollow Hill Lane/Market Lane connects Langley Park Road to North Park/Parlaunt Road.

A Transport and Highways Audit has been undertaken for the whole of the Study Area which reviews the existing highway network, public transport provision and pedestrian and cycling infrastructure. The audit also identifies any issues within the Study Area that may require improvement.

The Audit shows that the most usable north-south routes through the Study Area for HGVs are Thorney Lane South / North and Wood Lane. To get between these roads it is necessary for HGVs to either travel via North Park / Langley High Street / Langley Park Road (which has a height restriction under the railway line and passes through the

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centre of Langley) or via Iver High Street (which is historic in character, constrained in width and therefore unsuitable to accommodate HGVs).

The bus provision is very limited in terms of frequency and destinations covered, with large sections being hail and ride. Iver Heath has the best provision with services every 15-20 minutes but Iver Village has limited services. On-street parking has led to bus route alterations in the Richings Park area, which hinder bus usage further. Bus stop provision is poor at certain locations with limited shelters and footway connections creating potentially hazardous conditions. None of the bus stops have accessibility platforms.

Iver Rail Station is currently served by First Great Western services between Paddington and Didcot Parkway every 30 minutes Monday to Saturday. This Station will become a Crossrail Station in 2019 with increased service frequencies and accompanying station improvements expected; although questions are raised about the supporting bus service provision to Iver Village and potential future improvements. The Station is not currently step free and the lack of a station car park leads to significant on street parking around the Richings Park area. This will only be exacerbated with the Crossrail Services.

There is adequate pedestrian infrastructure provided in the built up parts of the Study Area for internal connections, but widths are constrained in places and connections could be improved. Some junctions do not have any crossing facilities and provision is poor at others.

Cycling infrastructure is extremely limited on the BCC Local Highway Network. The PROW network is expansive within the Study Area, connecting to Uxbridge, Langley, Cowley, and George Green and also providing links within the Study Area separate from the busy highway network. There may well be potential for improvements and new PROW connections to be created to provide better permeability with Public Bridleway provision allowing cycling which is currently not allowed along the public footpaths. Usage of these routes would need to be encouraged and the routes need to be maintained as many are currently overgrown.

The traffic surveys undertaken in the area have identified that flows are within the road link capacities across the study area, which is indicative that there is not a significant

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congestion issue. However, the ‘environmental capacity’ of Iver High Street and the northern end of Thorney Lane North is exceeded, with these roads carrying traffic flow levels above what is appropriate for the character and non-traffic functions that these streets fulfil.

HGV levels are above the national average across the study area, particularly on Iver High Street, Thorney Lane North and South and Richings Way. A substantial amount of this HGV traffic is associated with Trading Estate, Court Lane and Thorney Business Park sites, which between them generate approaching 1900 HGV movements per day. Approximately two-thirds of the daily northbound HGV movements on Thorney Lane North are made up of traffic from these three sites.

Infrastructure and Development Projects

The specific Infrastructure and Development Projects have been reviewed in terms of construction and operational impacts for the Study Area. A timetable for implementation of these projects has been created from which a cumulative impact analysis has been undertaken for HGV movements within the Study Area.

HEx causes the greatest impact on Iver Heath between 2017-2019 when HOAC and Pinewood combine with the continuous New Denham Quarry vehicles and the HEx traffic. Particular acute impacts will be felt along Church Road given the existing issues and the fact the A412 is a main construction route for many of the projects with vehicles travelling north through the Study Area.

The WRLtH project will generate significant impacts due to tunnelling operations but this project is at an early planning stage and information on construction traffic levels is unavailable. It is clear however there could be synergies with the CEMEX mineral extraction which could substantially reduce vehicles towards the last 3 years of operation. The main impacts on Richings Way will occur between 2020-2022 when the WRLtH and CEMEX are both operational.

An indirect operational impact of the WRLtH results in the closure of Hollow Hill Lane and displacement of traffic on the B470 (High Street). BCC are undertaking a monitoring exercise to review the impact of the experimental closure of Hollow Hill Lane by

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BC which will include surveys in September 2016 to compare to the June 2016 surveys undertaken pre-closure of Hollow Hill lane. The displacement impacts will therefore be quantified. An assumption has been made for the purposes of this feasibility study with a 50/50 split of the traffic that travelled daily along Hollow Hill Lane and this could result in 3827 additional vehicles along High Street B470 daily.

Transport Issues and Potential Improvements

The key issues on the Highway Network result from the limitations on the local highway network within the Study Area, the number of HGV generating site’s and the routeing of vehicles travelling through the Study Area.

The traffic surveys have confirmed that the B470 Langley Park Road (east of Wood Lane) and High Street cater for significant traffic volumes and HGV levels due to the weight, height and width limitations on the surrounding highway network funnelling traffic along the B470 and Thorney Lane North/South. Many of the limitations cannot be addressed and indeed it would not be appropriate to do so considering the conservation status of the most constrained section of this route. The main route for HGVs/traffic will not change unless a relief road is considered. The closure of Hollow Hill Lane will further increase traffic flows (although not HGV levels) along the B470 pushing flows further beyond acceptable levels in environmental terms and potentially beyond the roads traffic carrying capacity in the peak periods.

It is clear that a relief road would offer significant traffic reduction, safety and environmental benefits through Iver High Street which caters for 10,832 daily weekday vehicles with up to 11% HGVs. The relief road would be to stop HGVs from travelling along the B470 High Street in Iver Village and reduce the HGV numbers at the northern most sensitive section of Thorney Lane North. Overall traffic levels through the centre of the village would also reduce. Reduction in traffic flow levels through the Conservation Area and centre of the village would give the opportunity to introduce an HGV ban (apart from access) and to carry out public realm improvements, enhancing the urban environment and creating a much more pleasant place.

To ensure a relief road is deliverable it needs to be funded and relief roads can have substantial costs; it is clear that BCC does not have the standalone funds for a relief

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road or own the land required to the south of Iver Village to provide a relief road. To make the provision of a relief road financially viable and acceptable it would need to be proposed alongside development. Given that SBDC/CDC and are working on a joint Local Plan including Green Belt release, development south of Iver Village could unlock potential for housing to meet the targets as well as a relief road. The redevelopment of an existing HGV generating site(s) as part of this would offer further benefits by reducing overall HGV levels in the area.

We have investigated potential relief road options to the south of Iver Village and have concluded that there are three potential options that should be evaluated further; Option 1) Land immediately to the south of Iver Village, Option 2) Ridgeway Trading Estate or Option 3) Thorney Business Park.

All three relief road options would offer significant benefits to Iver Village. Land ownership, costs and funding would need to be assessed in detail to identify which option offers the best solution. All options provide for housing but require release of Green Belt land. Options 2 and 3 also potentially result in the redevelopment of HGV generating sites which would reduce HGV level on other parts of the network including; Thorney Lane South and Richings Way. However, Options 2 and 3 are likely to require land outside of a single ownership and significant improvement would be needed to Mansion Lane, particularly at its junction with Langley Park Road to accommodate HGV turning traffic.

Even with the removal of an HGV generating site (Option 2 or 3) and the ensuing reduction in HGV levels, the overall traffic levels are still likely to exceed the environmental capacity appropriate for the High Street.

Poor drainage has been identified as an issue in a number of areas. In certain locations carriageway or footway level changes results in flooding and drainage issues. Specific areas have been identified and potential mitigation measures outlined.

On street parking creates significant congestion and obstruction issues at a number of locations within the Study Area due to the lack of controls and restrictions. On-street parking therefore compounds the issues relating to the high traffic flows and the HGV levels as parking reduces the effective width of the carriageway. In particular parking

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restrictions and formalised parking should be reviewed along Iver High Street and Richings Park in line with any proposed station car park.

Iver Rail Station requires accessibility improvements, improved cycle parking and sustainable transport promotion to encourage bus, cycling and walking connections. A car park is also required in line with the local concern that Crossrail will lead to significant intensification of the Station and commuter parking within the Richings Park residential area.

Bus services vary from the north to the south of the Study Area. Iver Heath has the best provision, whereas, Richings Park only has a single bus service operating 3 times in each direction a day with no Sunday services. Bus stop facilities and provision also vary which does little to increase bus usage and retention/improvement to bus services.

Pedestrian improvements are needed between Iver Heath, Iver Village and Richings Park including Iver Station are needed including widened footways and improved levels along with a regular vegetation maintenance program for routes adjacent to carriageways and PROW to improve safety and encourage their use. The PROW network needs to be altered to a public bridleway network to allow cycling and improved off-road links. Shared cycle/footway links externally from the Study Area are needed to encourage sustainable travel and reduce the need for short local vehicular trips.

BCC do not appear to have a cycling strategy and the current cycling infrastructure is poor around the Study Area. It is therefore recommended that discussions with Iver Parish Council and SBDC occur as part of the Joint Local Plan to create a cycling strategy for Iver.

An area-wide travel plan should be created which is aimed at residents, employers and employees within the Study Area, particularly at the HGV generating sites. Crossrail provides an ideal opportunity for employees at Court Lane, Thorney Business Park and Ridgeway Trading Estate, as well as the commercial uses on Bathurst Walk and Thorney Lane South to travel sustainably. A targeted effort to educate residents and workers within the area of the sustainable modes available and car sharing opportunities will offer opportunities for modal shift. This will also provide information to support improvements to bus services and sustainable modes.

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A wide range of mitigation measures are proposed to address the existing issues that have been identified. All measures need to be considered in the context of construction and permanent impacts associated with the various infrastructure projects and other future development in the area. Some measures should be implemented immediately if funding can be provided to improve safety prior to the increased construction flows. Where required short and long term improvements have been identified.

Following this Traffic and Transport Study there are a number of areas that need further review and evaluation to confirm viability and funding streams need to be outlined. Discussions with key Infrastructure and Development Project stakeholders are need as well as between BCC, SBDC and the Parish Council to digest the findings and set out key steps to continue the momentum to improve the area for residents and users and create a more harmonious environment

Acknowledgements

The assistance of Buckinghamshire County Council and South Bucks District Council Officers, , Western Rail Link to Heathrow Project Offices, HS2 Ltd, Highways England and Mouchel, CEMEX, Crossrail and those that attended the Public Exhibition has been invaluable in producing this report.

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CONTENTS Page

1.0 Introduction 1 2.0 Description of Existing Transport Network 5 3.0 Traffic Data Analysis 15 4.0 Infrastructure and Development Projects and Their Impacts 51 5.0 Cumulative Construction and Operational Impacts 74 6.0 Key Transport Issues and Mitigation 81 7.0 Summary and Conclusion 122

FIGURES

Figure 1.1 -Study Area Figure 2.1 -Highway Network Figure 2.2 -Barriers on the Highway Network Figure 2.3 -HGV Generating Sites Figure 2.4 -Site Location Plan West London Industrial Park Iver Lane Figure 2.5 -Site Location Plan Link Park Thorney Mill Road Figure 3.1 -ATC’s and Turning Count Survey Locations June 2016 Figure 3.2 -OD Survey Count Locations June 2016 Figure 3.3 -ATC Vehicle Classifications list June 2016 Figure 3.4 -Manual Traffic Count Vehicle Classification List June 2016 Figure 3.5 -Weekday Average Flows ATCs June 2016 Figure 3.6 -Third Party Survey Locations Figure 3.7 -AM Peak Turning Count Traffic Flow Diagram June 2016 Figure 3.8 -Pm Peak Turning Count Traffic Flow Diagram June 2016 Figure 3.9 -AM Peak Predominant Traffic Flows in Study Area Figure 3.10 -PM Peak Predominant Traffic Flows in Study Area Figure 3.11 -AM Queues Survey Diagram June 2016 Figure 3.12 -PM Queues Survey Diagram June 2016 Figure 3.13 -HGV Flows passing through Iver Village from Industrial Sites Figure 3.14 -Existing Speed Limits on Local Highway Network Figure 3.15 -Collisions within Study Area from Crashmap Figure 3.16 -Collisions in Iver Heath

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Figure 3.17 -Collisions in Iver Village and Langley Park Road Figure 3.18 -Collisions in Richings Park Figure 4.1 -Infrastructure and Development Projects Figure 4.2 -Pinewood Studios Development Framework (PSDF) Figure 4.3 - Works and Construction Route Figure 4.4 -HEx Works and Construction Route Figure 4.5 -HOAC Site and Construction Route Figure 4.6 -CEMEX Site and Construction Route Figure 4.7 -WRLtH Site and Construction Route Figure 4.8 -SIFE Site and Construction Route Figure 5.1 -Infrastructure and Development Project Timetable Figure 5.2 -2017 Cumulative Construction Impacts Figure 5.3 -2018 Cumulative Construction Impacts Figure 5.4 -2019 Cumulative Construction Impacts Figure 5.5 -2020-2022 Cumulative Construction Impacts Figure 5.6 -Post 2026 Operational Cumulative Impacts Figure 6.1 -Iver Heath Sustainable Mitigation Measures Figure 6.2 -Iver Heath Highway Mitigation Measures Figure 6.3- Iver Village Sustainable Mitigation Measures Figure 6.4 -Iver Village Highway Mitigation Measures Figure 6.5 -Richings Park Sustainable Mitigation Measures Figure 6.6 -Richings Park Highway Mitigation Measures Figure 6.7 -Wood Lane to Sutton Lane Mitigation Measures Figure 6.8- Relief Road Option 1 Land immediately to South of Iver Village Figure 6.9- Relief Road Option 2 Ridgeway Trading Estate Figure 6.10 -Relief Road Option 3 Thorney Business Park Figure 6.11-Potential Station car park development options

APPENDICES

Appendix A -Transport and Highways Audit Appendix B -Average Weekday Flow from ATCs June 2016 Appendix C -Manual Survey HGV Generating Site’s Thorney Lane South August 2016 Appendix D -Comparison of Peak Hour ATC Data and Peak Hour Total Flows from Junction Count data

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Appendix E -Five Point Roundabout Improvements 2013/00176/FUL Appendix F -Crossrail Route map Appendix G -Crossrail Stakeholder meeting notes Appendix H -Mouchel Stakeholder meeting notes Appendix J -Highways England Smart Motorways Technical Note Iver Impacts Appendix K -HS2 Stakeholder Meeting Notes Appendix L -CEMEX Stakeholder Meeting Notes Appendix M -Network Rail Stakeholder Meeting Minutes Appendix N -26 th July 2016 Public Exhibition Feedback Appendix P -Potential Mitigation Measures Summary Section 6 Appendix Q -Long Term Mitigation Measures for Iver High Street Appendix R -Short Term Mitigation Measures for Iver High Street Appendix S -TfL Initial Improvements to Iver Station Appendix T -BCC Proposed Cycle/footway Iver Village to Iver Station

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1.0 INTRODUCTION

1.1 Odyssey Markides (OM) has been instructed by Buckinghamshire County Council (BCC), the Highway Authority, to undertake a Traffic and Transport Study for The Ivers which is Phase 1 of the Iver Feasibility Study and will examine existing traffic and transport conditions in and around Iver Parish and propose potential mitigation measures to address the key existing issues.

1.2 South Bucks District Council (SBDC) are the local Planning Authority and are working with BCC and OM as part of the Feasibility Study. A Study Area was defined with BCC for the Study which covers most of the Parish of Iver as shown in Figure 1.1 .

1.3 SBDC and BCC are aware that the volume of Heavy Goods Vehicle (HGV) movements in and around Iver has been a concern of local residents for some significant time. This occurs due to the historical industrial sites located in the area and the associated impacts of HGVs travelling through a small village location to access the sites.

1.4 A joint feedback report from SBDC and BCC following a public exhibition held in 2012 provided guidance on short and long term potential measures for tackling the existing issues in the area. The main short term measure proposed was to commission more detailed study of the issues.

1.5 The Iver area is the location of a number of planned and approved Infrastructure and Development Projects; Crossrail, Heathrow Express Depot, M4 Smart Motorways, the Western Rail Link to Heathrow (WRLtH) and the potential Heathrow Airport expansion. These Projects can be approved through Hybrid Bills that receive Royal Assent and become Acts of Parliament, or other methods such as following the Development Consent Order (DCO) process.

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1.6 There are also a number of proposed developments in the Iver Area that will require planning permission through BCC; CEMEX North Park Extraction and relocation of Hillingdon Outdoor Activity Centre and associated extension to the New Denham Quarry operations.

1.7 As a result of the existing HGV volumes as well as the potential cumulative impact of the Infrastructure and Development Projects, the overall Feasibility Study has been split into 4 separate phases as shown in Table 1.1 .

Table 1.1: Iver Feasibility Study Phases

Description Undertake When

n by

1 Traffic and Transport Study OM on June to September

behalf of 2016

BCC

2 HS2 Ltd carrying out a cumulative HS2 Ltd Autumn 2016 (exact

impact of their construction, as & dates unconfirmed)

well as WRLtH and M4 Smart Highways

Motorways. A similar study is England

being carried out by Highways

England

3 A Heathrow infrastructure study BCC Following

will be undertaken following the Government’s

Government decision on a decision on the

proposed third runway at Heathrow Third

Heathrow, looking at the impacts Runway proposal

of this decision either way

4 Overview of all impacts and the BCC Depends on the

best way forward, undertaken by timing of the above

the County Council.

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1.8 This Phase 1 Traffic and Transport Study will cover: • Reviewing the existing traffic and transport issues; • Reviewing cycling, walking and public transport links.; • Assessing the ongoing and planned Infrastructure and future development sites; • Reviewing potential options for resolving existing and future issues; and • Identifying potential mitigation options to take forward.

1.9 HS2 Ltd and Highways England, due to the M4 Smart Motorway and HEx relocation projects, have committed to carry out further detailed cumulative impact studies to assess the construction impacts on the BCC highway network which forms Phase 2 of the Study; nonetheless, the cumulative effects of all the Infrastructure and Development Projects will be considered at a high level within this Study. The proposal for Heathrow Airport expansion could also impact on the Ivers area and this needs to be reviewed once a decision has been made on the Airport Commissions report findings. This is due from Central Government Q4 2016. Given the timings of the Infrastructure and Development Projects, Phase 4 is proposed to bring together all the phases of the study to assess the overall impact. A timing for Phase 4 is not available as it is dependent on Government decisions on the commencement of projects and the timings of the preceding phases.

1.10 A public exhibition was held on 26 th July 2016 at Iver Village Hall to provide information to the public about the Infrastructure and development projects and to outline the Feasibility Study and initial June 2016 survey results. Feedback from residents and stakeholders was obtained, and is summarised in Appendix N , which has been taken account within the Study to assist Section 6. The top five traffic and transport issues raised at this event were: Volume of HGV Movements (138 responses), Congestion (95

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responses), Traffic Speed (63 responses), Air Quality (49 responses) and Road Safety (39 responses).

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2.0 DESCRIPTION OF EXISTING TRANSPORT NETWORK

2.1 The Study Area in Figure 1.1 was provided by BCC and covers Iver Heath and Iver Village as well as Richings Park, an area of approximately 8 square kilometres in total.

2.2 The Study Area is located immediately to the west of the stretch of the , that runs between Junctions 15 and 16. It falls almost wholly within the County of Buckinghamshire within the South Bucks District Council (SBDC) Local Authority area, with the very south western corner falling within Slough Borough Council. Slough is located to the West and Yiewsley/Uxbridge to the East across the M25. To the South lies Colnbrook and the A4/M4 and to the North is the M40.

Strategic Highway Network

M4

2.3 The M4 is a strategic road link through the south of England and Wales, connecting central London with major settlements across counties to the west, including Reading, Newbury, Swindon, Bristol. The M4 is the closest strategic route south of the study area accessed via Sutton Lane and the A4 onto Junction 5 which is 5km from Iver High Street. The M4 Junction 4B links to the M25 at Junction 15 to the east.

M40

2.4 The M40 is a strategic road link which connects London to Birmingham. Junction 1 of the M40 is located approximately 6.8km to the north of Iver High Street accessed via Wood Lane and the A412. The M25 junction 16 connects to the M40 at Junction 1A.

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M25

2.5 The M25 is the London Orbital Motorway and runs immediately to the east of the Study Area running north to south parallel to Thorney Lane. There is no direct access to the M25 from the local highway network within the Study Area, vehicles need to first access the M40 or the M4

A40

2.6 The A40 connects to the M40 at Junction 1 which links to the A412 and into the Study Area. The A40 connects London to Fishguard in Wales via Oxford and Cheltenham and runs parallel with the M40 until Junction 8 of the M40.

Local Highway Network

2.7 The Highway Network within the Study Area in the vicinity of Iver is shown on Figure 2.1. This Figure also shows the County Boundary as well as the borough boundaries for the London Borough of Hillingdon (LBH) to the east and Slough Borough Council (SBC) to the west . The Strategic Road Network forms a significant barrier to movement to the north, east and south of the Study Area. The and run in an east/west direction through the Study Area and create further barriers to north-south movement. Iver Lane and Thorney Mill Road, which connect into the London Borough of Hillingdon’s road network, have weight and width restrictions limiting HGV traffic. These various barriers to movement limit route choice and increase pressure on the routes that are available.

2.8 The Study Area has a number of key east-west and north-south links. The main route through Iver Village is the B470 (Langley Park Road/High Street) which, connects Langley to the west with Yiewsley and Uxbridge to the east and north east respectively. The

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other key east-west route is the North Park/Richings Way/Thorney Mill Road which connects Langley with West Drayton. The main north-south links in the northern part of the Study Area are Wood Lane, connecting the A412 to the B470, and Swallow Street/Love Lane and Bangors Road South, offering further connections to Iver High Street. To the south of the Study Area, Thorney Lane North/South connects the High Street to Thorney Mill Road/Richings Way and Mansion Lane/Hollow Hill Lane/Market Lane connects Langley Park Road to North Park/Parlaunt Road.

2.9 A Transport and Highways Audit has been undertaken for the whole of the Study Area which reviews the highway network, public transport provision and pedestrian and cycling infrastructure in detail. This is included in Appendix A . The Study Area has been split into four separate character areas based on the findings of the Audit which also includes any issues that were identified that will be discussed further in Section 6 of this Study.

2.10 The Audit has shown that currently the most suitable north-south routes through the Study Area for HGVs are Thorney Lane South / North and Wood Lane. To get between these roads it is necessary for HGVs to either travel via North Park / Richings Way or the B470 High Street / Langley Park Road. The B470 has a height restriction under the railway line and passes through the centre of Langley to the west or via Iver High Street to the east, which is historic in character, constrained in width and therefore unsuitable to accommodate two-way HGV traffic.

2.11 Bus provision within the Study Area is very limited in terms of frequency and the destinations covered, with large sections being hail and ride to the south of the Study Area. Iver Heath has the best provision with services every 15-20 minutes but Iver Village and Richings Park have limited services. This is a serious issue given that Iver Rail Station is located within Richings Park. On street parking has led to bus route alterations in the Richings Park

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area, which further hinders bus usage. Bus stop provision is also poor at certain locations with limited shelters and footway connections creating potentially hazardous conditions. None of the bus stops have accessibility platforms.

2.12 Iver Rail Station is currently served by (GWR)services between Paddington and Didcot Parkway every 30 minutes Monday to Saturday. This Station will become a (TfL) Station on the new Elizabeth Line in 2019 following completion of the Crossrail project, with increased service frequencies and accompanying station improvements expected; although questions are raised about the supporting bus service provision to Iver Village and potential future improvements. The Station is not currently step free and the lack of a station car park leads to significant on street parking around the Richings Park Area from commuters. Local concern is that this will only be exacerbated with the Crossrail Services.

2.13 There is adequate pedestrian infrastructure provided in the built up parts of the Study Area for internal connections, but widths are constrained in places, surfacing could be improved and external connections are poor. Some junctions do not have any crossing facilities and provision is poor at others.

2.14 Cycling infrastructure is extremely limited on the BCC Local Highway Network and local concerns about the traffic levels and HGV traffic further hinders cycling use. There are very few on street cycle parking spaces within the Study Area and the lack of a Iver Parish wide travel plan limits education of sustainable modes for employers within the area.

2.15 The Public Rights of Way (PROW) network is expansive within the Study Area and connecting to Uxbridge, Langley, Cowley, Fulmer and George Green as well as providing links within the Study Area separate from the busy highway network. There may well be

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potential for improvements and new PROW connections to be created to provide better permeability with Public Bridleway provision allowing cycling which is currently not allowed along the public footpaths. Usage of these routes would need to be encouraged and the routes need to be maintained as many are currently overgrown. It should be noted that the Canal towpath appears to be well used by pedestrians and cyclists. The Colne Valley trail also runs north-south through the Colne Valley passing over the Old Slade Lane Bridge to the south of the Study Area.

Barriers to movement on Local Highway Network

2.16 It is clear from the Audit that there are a number of limitations on the local highway network which constrain vehicular capacity and routeing as shown in Figure 2.2 . The Great Western Railway (GWR) constructed in 1861, the Grand Union Canal (GUC) constructed in the 1930’s and the River Colne are historical features which pre-date the current highway network and the growth of employment/residential functions. The highway network has grown around these elements and has led to a number of physical barriers in the form of weight and height restrictions for overbridges and underbridges; these restrict movement through the Study Area.

2.17 The GUC and GWR, which both run east to west, create a significant barrier to north-south movement on the local highway network, in particular on Mansion Lane / Hollow Hill Lane. There is a bridge over the GUC which is approximately 4.0m in width and has a 10 tonne weight restriction and a bridge under the GWR which has a 3.8m height restriction and reduced width only allows single vehicle flow with compromised visibility. Langley Park Road also has a bridge under the GWR with a 3.8m height restriction although this bridge is sufficiently wide to allow for two-way flow.

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2.18 The two roads leading into LBH from the BCC road network in the study area are Iver Lane and Thorney Mill Road. Iver Lane has a bridge over the GUC with a 7.5 tonne weight restriction, whilst Thorney Mill Road has a physical 2.1m width restriction and single direction vehicle flow over the River Colne controlled by signals.

2.19 Within the Study Area Love Lane/Swallow Street and Bangors Road North and Bangors Road South all have 7.5 tonne weight restrictions. Billet Lane to the west of Wood Lane also has a 7.5 tonne weight restriction although this is not located within the Study Area. The only north-south link linking Iver Heath to Iver Village without any limitations or restrictions is Wood Lane.

Existing HGV Generators

2.20 It is understood that the Study Area has significant ongoing issues with HGV traffic. There are a number of industrial / commercial sites that contribute to this, with 6 sites located within SBDC and an additional 2 sites in the London Borough of Hillingdon (LBH) as shown on Figure 2.3 and listed in Table 2.1 . Only the first three; Court Lane Industrial Estate, Thorney Mill Business Park and Ridgeway Trading Estate are actually located within the Study Area.

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Table 2.1: Local HGV Generating Sites that Impact on Study Area

HGV Generator LPA Size and existing uses Thorney Business Park, SBDC Sui Generis, B2/B8- Mainly vehicle hire, transport Thorney Lane South. Size: services and aggregate businesses. Examples of 30 acres. current Operators- Tomato Plant vehicle hire, J French Plant Hire, Elliott & Quattro. Court Lane Industrial SBDC Mainly B2 and Sui Generis - Examples of current Estate, Thorney Lane operators Iver recycling, Q-Park, Multi-force South. Size:14 acres engineering services and Kimberly Access. Ridgeway Trading Estate, SBDC B1/B2/B8 uses mainly logistics and distribution. Thorney Lane South. Size: Examples of current operators: DX Delivery Approx. 35 acres. Services and Tracking, TNT Network Logistics, Whistl, Relay Road Haulage and Birds vehicle sales and repair. Link Park (formerly known SBDC Currently vacant. Thorney Mill Sidings are as Aggregate Industries adjacent to Link Park and also vacant. Site), Thorney Mill Road. Size: 10 acres West London Industrial LBH B2/B8- Examples of current Operators: Park (Formerly Cape Nationwide Platforms, London Building Boards, Iver Lane). Size: Equipment, Speedy Vehicle Hire 30 acres. SHB Vehicle Hire, LBH SHB Vehicle Hire. Thorney Mill Road New Denham Quarry, BCC Planning permission SBD/8201/06 conditioned no Denham Road more than 296 daily HGVs, The quarry will currently complete operations in 2021. Park Lodge Quarry BCC Planning permission 11/01717/CM,11/01718/CM, 11/01719/CM & 11/01720/CM extends life of Quarry to 31 st December 2015.

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2.21 The existence of the Thorney Lane Industrial Estate, Link Park, Ridgeway Trading Estate and Court Lane Industrial Estate pre- date the current planning process and therefore the powers of SBDC as the Planning Authority to control the vehicle trips associated with these sites is limited.

2.22 Although the east of the M25 is not located within the Study Area, Court Lane Industrial Estate has been considered. This site is primarily located to the east of the M25 with an access road under the M25 connecting to Thorney lane South to the west of the M25 which is within the Study Area.

2.23 SBDC does not have any planning control over the West London Industrial Park or SHB Vehicle Hire which are within the London Borough of Hillingdon. The West London Industrial Park, formerly known as the Cape Boards site, is shown in Figure 2.4 . The planning history of this site shows that there is a condition that vehicular access is solely from Iver Lane. A recent planning application (ref:751/APP/2015/335) relating to 4 acres to the north of the West London Industrial Estate was refused planning permission by LBH as the applicant had proposed to extend the existing internal Wallingford Road southwards. This would allow all vehicles for that part of the West London Industrial Estate could travel north onto Cowley Mill Road and the LBH highway network through the Uxbridge Industrial Estate. LBH recommended refusal based on the vehicular impact on their highway network.

2.24 The former Aggregates Industries Site on Thorney Mill Road has been renamed Link Park and at the time of writing this report it is vacant. However, we have been informed a lease has recently been taken out and a goods vehicle operating licence has been applied for by Jewsons for 25 HGVs and 10 trailers. The site location plan is included in Figure 2.5 .

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2.25 Immediately adjacent to the former Aggregate Industries Site is Thorney Mill Sidings which is also vacant. It is safeguarded within the Minerals and Waste Local Plan (2006) for use as a rail freight aggregate depot. A Screening Opinion was submitted to BCC (ref: CX/15/15) in December 2015 for the proposed importation, storage and onward distribution of rail borne aggregates together with the erection and use of a concrete batching plant and associated infrastructure at Thorney Mill Sidings. It was stated in the Screening Opinion that the operations of the development would generate 82 daily HGV movements. Due to the width restriction on Thorney Mill Lane to the east into the London Borough of Hillingdon, all vehicles would have to travel west along North Park or Thorney Lane South. The County Council’s Screening Opinion decision dated April 2016 stated that proposed development did not require an EIA but recommended pre-application advice was sought from the County Council prior to a planning application being submitted.

2.26 The New Denham Quarry is located to the north of Iver on the A412 just outside of the Study Area. This quarry is restricted by a BCC planning condition to generate a maximum of 296 daily HGV vehicles and this is monitored by recording vehicles moving through the main gates of the quarry. Approximately two-thirds of the quarry vehicles travel towards the A40/M40 and a third travel south through Iver towards the M4. We have been informed that the Quarry does not routinely generate the maximum level of HGVs as it depends on the current operations of the working quarry. Average daily vehicles are stated to be closer to 200 HGVs a day, which equates to approximately 60-70 per day travelling through the Study Area.

2.27 Park Lodge Quarry takes access from Pinewood Road and lies to the west of Iver Heath, close to the Five Points roundabout. The quarry covers approximately 30 hectares and comprises a consented sand and gravel working with progressive restoration to

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agriculture using inert waste infill. The northern half of the quarry is fully restored, and extraction and restoration is continuing in the remainder of the quarry in an approximately southerly direction. A planning obligation exists which controls the routeing of HGV movements from the site and ensures they travel to and from the site via the southern part of Pinewood Road via the Five Points roundabout. Vehicles are not permitted to use the part of the B470 between its junctions with Wood Lane and Thorney Lane which includes Iver High Street, except where local deliveries are required in these areas. The operational hours of the quarry are 7.30AM to 5.30PM on weekdays and 7.30AM to 12noon and on Saturdays for maintenance only. No operations on Saturday afternoons, Sundays or Bank and Public Holidays. HGV movements would remain within the existing cap for the quarry of 146 movements per day (73 in, 73 out); and the site was anticipated to be fully restored by 31st December 2015. It is noted that vehicles were observed using the Site and the Site being operational in August 2016 and it does not appear that the planning permission has been extended.

2.28 The Industrial sites have led to a significant number of Goods Vehicle Operating Licences (GVOL) and Operating Centres being granted within the Study Area. A goods vehicle operator's licence is required for goods vehicles over 3.5 tonnes gross plated weight to transport goods in connection with a trade or business. The Traffic Commissioner, with powers from Central Government, grants GVOLs and will assess the suitability of an Operating Centre to accommodate the vehicles, the access and environmental impact. Only a Local Authority can object to GVOLs being granted. A review of the GVOLs shows that there are very few that have been refused within the Study Area.

2.29 From an investigation of the Traffic Commissioner’s applications and decision reports, it would appear that there have been approximately 85 GVOL’s at Operating Centre’s granted for The

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Ivers area since April 2012. It is unclear if any existing GVOL’s have been surrendered as this information is not available. Many of the GVOL’s have been approved and then resubmitted to increase the number of vehicles and trailers. The Tomato Plant specialist haulage operators at Thorney Business Park have been granted one of the largest operating centres in the area for 55 vehicles and 25 trailers.

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3.0 TRAFFIC DATA ANALYSIS

Data Collection

3.1 To enable more detailed assessment of the existing conditions, a range of traffic surveys have been undertaken within the Study Area. The exact locations of the surveys are shown in Figures 3.1 and 3.2 . The survey type, duration and data are summarised in Table 3.1 below:

Table 3.1- Transport Study Surveys 2016

Survey Type Duration Survey Date Origin/Destination One weekday between Tuesday 7 th Surveys 07:00-19:00 using ANPR June 2016 from CCTV Queue Length One Weekday between Tuesday 7 th Surveys 07:00- 10:00 and 16:00- June 2016 19:00 Manual Classified One Weekday between Tuesday 7 th Counts 07:00- 10:00 and 16:00- June 2016 19:00 Automatic Traffic One week Tuesday 7 th Counts (18 locations) June – Monday 13 th June 2016

3.2 Third party survey data has also been obtained where possible within the Study area to compare and validate the recent 2016 surveys. This includes data from Buckinghamshire County Council, Network Rail and the DFT as shown in Table 3.2 below.

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Table 3.2 Third Party Data

Survey Survey Type Duration Survey Date/Year DFT Automatic Traffic Annual Average 2000-2015 Counts (Induction Daily Flow Loop) rd Network Automatic Traffic 1 week 23 June st Rail Counts 2015- 1 July 2015 BCC* Automatic Traffic 12-hour weekday 2007, 2008, Counts 2009 BCC** Automatic Traffic Daily flows captured 2015 Counts (Induction over annual period loops)

*BCC Transport Paper Iver and Richings Park- South Bucks Local Development

Framework 2010

** Information obtained from BCC Traffic Modelling

3.3 Induction loop counters are considered the most reliable automatic traffic data collector and are used by the DFT to obtain average annual traffic flow data. There are two locations that the DFT has induction loops close to / within the Study Area on the A412 Denham Road and the A4007 Slough Road. BCC, via their term consultants, also installed induction loops at 6 survey sites within the Study Area which obtained total daily vehicle flows for 2015.

Vehicle Definitions

3.4 The specific legal vehicle definitions are shown in Table 3.3 which should be considered when analysing survey data.

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Table 3.3 Legal Vehicle Definitions

Term Legal Definition

HGV Any vehicle with a gross combined weight (GCW*) of

over 3.5 tonnes.

OGV1 A classification within the HGV definition – Any vehicle

with GCW* between 3.5 tonnes and 12 tonnes

OGV2 A classification within the HGV definition – Any vehicle

with a GCW* over 12 tonnes

LGV A commercial carrier less than 3.5tonnes

* the passengers and cargo in the tow vehicle, plus the mass of the trailer and

cargo in the trailer.

3.5 The 2016 ATC surveys use 10 different classifications based on the number and distance between vehicle axles as they drive over the Automatic Traffic Count pneumatic tube. The Manual Traffic counts based on video data use human judgement to split vehicles into 9 different classifications Car, Taxi, LGV, OGV1, OGV2, Bus, Coach, MCY and PCY. The vehicle classifications used for the manual traffic counts are included in Figure 3.4 for information. The Origin Destination surveys use ANPR cameras and split vehicles into four different classifications, LV (light vehicle), HV (heavy vehicle) and PSV (public service vehicle).

Survey Accuracy

3.6 No survey is 100% accurate and errors can result from:

• Vehicles stopping, parking or waiting on the ATC tubes on street; • Queuing and slow moving vehicle affect accuracy in vehicle classification; • Damage to the equipment; and • Human error from data analysis and assessment of vehicles.

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3.7 In particular, the classification of whether a vehicle is an LGV (less than 3.5 tonnes) or an HGV (more than 3.5 tonnes) has the largest margin of error. The ATC classifications for category 2, as shown in Figure 3.3 , include any vehicles with 2 axles and an axle distance between 1.7m and 3.2m. Category 4 includes any 2 axle vehicle with an axle distance greater than 3.2m. The manual traffic counts rely on human judgement to assess which category a vehicle falls into.

3.8 The Department for Transport (DfT) TAG unit M1.2 “Data Sources and Surveys 2014”, which provides guidance on traffic data collection states that the split between light and heavy vehicles obtained from ATCs have been shown to be subject to wide margins of error and should not be relied upon. The document concludes by stating that ideally manual and automatic survey data should always be used to reduce the margin of error as data can then be validated and compared. This principle has been followed in the present study.

3.9 The DfT explains that in relation to its annual monitoring data “ATC misclassification is common and occurs due to similarities in vehicle body type. Therefore 2-axle rigid HGVs may sometimes be classified as either LGVs or buses, and vice versa. While this misclassification does occur in both directions, there is a greater misclassification of LGVs and buses as 2-axle rigid than in the opposite direction. Our current best estimate is that 23% of LGVs and 42% of buses are misclassified as 2-axle rigid”.

3.10 The above therefore needs to be borne in mind when reviewing and comparing the various data sources available.

2016 ATC Flow Data

3.11 The 7-day ATC surveys for the Study Area were undertaken between 7th and 13th June 2016. A summary of the average

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weekday flows between 08:00 and 09:00 and 17:00 and 18:00, along with average weekday daily flows across the entire week has been provided in Appendix B. Full survey outputs have been provided to BCC and are available on request. The weekday average for peak hours and daily traffic flows is shown in Figure 3.5 .

3.12 The 2016 ATC survey data undertaken for the purposes of this Study has ten classifications as shown in Figure 3.3 . Category 5 to 10 all clearly fall into the legal definition of a HGV as they have 3 axles or more. Category 4 consists of 2 axle vehicles with an axle distance of more than 3.2m. This category will potentially include a mixture of LGVs and OGVs. This needs to be considered when assessing the ATC results and where HGV percentages have been stated within this Study the classifications used have been noted.

3.13 Looking firstly at overall daily levels of traffic, DMRB TA 46/97 Traffic Flow ranges for Use in The Assessment of New Rural Roads Annex D provides data on Congestion Reference Flow (CRF). The CRF of a link is an estimate of the Annual Average Daily Traffic (AADT) at which the carriageway is likely to be ‘congested’ in the peak periods on an average day. Example CRF’s are provided and these are set out in Table 3.4 .

Table 3.4: Example Congestion Reference Flows

Carriageway Trunk Road Principal Road Standard Single 22000 23000 Wide Single 32000 33000 Dual Two-Lane All 68000 70000 Purpose Dual Three-Lane All 103000 104000 Purpose

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3.14 These are only really relevant for rural roads and are indicative values, but give a reasonable basis to identify if any of the roads are carrying flows higher than they are designed to accommodate.

3.15 Table 3.5 identifies the two-way AADT at each of the ATC locations, the relevant CRF and the ratio of AADT / CRF. Ratios in excess of 1.0 indicate that there are likely to be capacity issues on that particular road.

Table 3.5: Observed Annual Average Daily Traffic and Congestion Reference Flows

ATC AADT / Road AADT CRF No CRF ATC 1 Uxbridge Road 27435 70000 0.39 A4007 Slough ATC 2 Road Iver 9845 23000 0.43 Heath A412 Church ATC 3 20200 23000 0.88 Road A4007 Slough ATC 4 10311 23000 0.45 Road B470 High ATC 5 9722 23000 0.42 Street Iver B470 Iver ATC 6 9516 23000 0.41 Lane Thorney Lane ATC 7 8810 23000 0.38 North ATC 8 Ridgeway 2685 23000 0.12 Langley Park ATC 9 11648 23000 0.51 Road (West) ATC 10 Wood Lane 15045 23000 0.65 ATC 11 Mansion Lane 6711 23000 0.29 ATC 12 Market Lane 8196 23000 0.36 ATC 13 Sutton Lane 15429 23000 0.67 ATC 14 Richings Way 7853 23000 0.34 Thorney Mill ATC 15 7235 23000 0.31 Road (40m) Thorney Lane ATC 16 7833 23000 0.34 South ATC 17 Court Lane 975 23000 0.04 Thorney ATC 18 2036 23000 0.09 Business Park Bangors Road ATC 19 7203 23000 0.31 South

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3.16 It can be seen from Table 3.5 that none of the road on which ATC’s were carried out are showing traffic flows in excess of the Congestion Reference Flow for their specific type of road. The only link where AADT is approaching CRF is the A412 Church Road. This comparison indicated that link congestion is not an issue within the Study Area.

3.17 The DRMB TA 79/99 Traffic Capacity on Urban Road gives the maximum hourly vehicle capacity that can be used as a guide to the capacity of existing urban roads. The capacity is in a single direction and is based on the carriageway width and road type. It should be noted that this does not account for delays that occur at junctions, which requires separate consideration. For the urban links where ATC’s were located, Table 3.6 sets out the relevant capacity and the maximum peak hour single direction flow.

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Table 3.6: One-way peak hourly traffic flows and capacity

Max one- ATC Road UAP Approximate way peak Capacity No Width hour flow

A4007 Slough Road ATC 2 2 6.3m 580 1020 Iver Heath ATC 3 A412 Church Road 2 6.8m 751 1260 ATC 4 A4007 Slough Road 2 6.3m 791 1020 B470 High Street ATC 5 4 6.0m 560 750 Iver ATC 6 B470 Iver Lane 2 7.8m 616 1470 ATC 7 Thorney Lane North 4 4.5m 489 <750 Langley Park Road ATC 9 2 7.3m 594 1470 (West) ATC 12 Market Lane 3 7.3m 456 1470 ATC 13 Sutton Lane 2 7.3m 821 1470 ATC 14 Richings Way 2 7.3m 466 1470 ATC 15 Thorney Mill Road 3 7.3m 439 1470 ATC 16 Thorney Lane South 2 7.3m 434 1470 Bangors Road ATC 19 4 4.2m 415 <750 South

3.18 It can be seen that observed peak hour link flows in all locations are within traffic capacity. However, it is worth noting that Iver High Street, Thorney Lane North immediately south of the High Street and Bangors Road South all have low traffic capacity. Iver High Street, in particular, often has its effective width reduced by vehicle stopping to load / unload or to park for short periods of time. This means that the identified capacity of 750 vehicles per hour is further reduced and on site observations have shown that congestion does occur as a result. This was also a key concern of local residents at the public exhibition held in July 2016.

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Environmental Capacity – Place and Movement

3.19 The information provided in DRMB TA 46/79 and 79/99 relates to the capacity of a road to carry traffic without congestion occurring. However, they do not give any considerations to the effects that heavy traffic flows and high volumes of HGVs have on residents, visitors and general non-car users. The principle of roads and streets having an ‘environmental capacity’ is not a new one and was put forward by Sir Colin Buchanan in ‘Traffic in Towns’ in 1963, where it is defined as:

3.20 ‘The capacity of a street or area to accommodate moving and stationary vehicles, having regard to the need to maintain the (chosen) environmental standards.’

3.21 ‘Transport in the Urban Environment’ published by The Institution of Highways & Transportation in 1997 has more to say on environmental capacity:

3.22 ‘environmental considerations could be used to determine the upper limits of traffic flow and the proportion of heavy vehicles, consistent with a maximum acceptable level of, say, pedestrian delay and noise nuisance previously established as the minimum environmental standard for a particular street. The minimum standard and the most significant environmental factor (e.g. noise, risk of accident, etc.) might vary from street to street and at different times of day, according to the type of activities taking place and their sensitivity to intrusion by vehicular traffic. Thus, a street with wide footways and predominantly commercial frontages might have a higher figure for environmental capacity (i.e. a lower environmental standard) than a street with narrow footways fronted by terraced housing. Likewise, the environmental capacity for a residential street, based upon noise nuisance, would be higher during the day than during the night. Also the degree of priority to be accorded to pedestrians and cyclists will have a bearing of the

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acceptable maximum level of vehicular traffic. The starting point for such decisions would normally lie in designating a hierarchy of the road network but local factors, such as frontage activity, conservation area designation and the location of schools and hospitals, would also play a part.’

3.23 The Manual for Streets (2007), which is primarily focused on residential street design, has adopted the ideas put forward in the past the flow of traffic is not the sole focus of the design of streets. It acknowledges that streets have five principal functions (place, movement, access, parking and drainage/utilities/street lighting) and different character types where the relative importance of their place and movement functions varies.

3.24 Whilst there are no specific guidelines on the level of traffic that represents the environmental capacity of a particular section of road or street, Buchanan suggested that for an access road or local distributor the environmental capacity lies in the range of 300- 600 vehicles per hour.

3.25 In 2012, the then-Mayor of London set up the Roads Task Force (RTF) to consider how to tackle the challenges facing London's roads. The RTF created the Streets Types Matrix which assess the place and movement and categorises streets into 9 different types with place and movement assessed on a scale of 1- 3 with 1 being low and 3 being high. This matrix can be applied to roads in BCC to provide a diagrammatic assessment of the environmental functions of a particularly type of street to show how the road/street should function and highlights the issues created by balancing place and movement. For example, Iver High Street the B470 should arguably have a Movement (M) value of 2 and a place (P) value of 2. Clearly the existing traffic levels balanced against the commercial functions create are favouring movement over place which shows Iver High is currently not functioning as it should which has an impact on the overall environmental capacity.

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3.26 DMRB Volume 11 Section 3 Part 8 Pedestrians and Others and Community Effects provides a good assessment of how the value of a route plays a significant role in its use.

“The value of a route should not be considered solely in terms of the quantity and frequency of use. Amenity is defined as the relative pleasantness of a journey. It is therefore concerned with changes in the degree and duration of exposure to traffic - fear/safety, noise, dirt and air quality - and the impact of the road itself - primarily any visual intrusion associated with the scheme and its structures. Whilst the volume and composition of traffic are very important determinants of amenity other factors should also be taken into account. For pedestrians, these factors include footway width and distance from traffic, any barriers between, pedestrians and vehicle traffic, and the quality of street furniture and planting.”

3.27 The amenity value of pedestrian routes plays an important function. For example, on Church Road pedestrians are generally walking close to the traffic along the carriageway on the southern side which provides a lower amenity value. On Iver High Street, which would most likely generate the highest pedestrian flows given its commercial functions, there are vehicles parked on the footways and some sections of footway are completely impassable. The quality of street furniture and surfacing is also not uniform.

3.28 A significant proportion of the road network in the study area is rural in character, without frontage development or direct access. Other roads are fronted by residential development, but it is often well set back from the edge of the carriageway or is separated from the road by verges or service roads. The main location within the study area that exhibits the characteristics identified above (narrow footways fronted by terraced housing, high frontage activity, conservation area status and sensitive uses such as

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schools) is Iver High Street and the northern end of Thorney Lane North.

HGV Analysis

3.29 Table 3.7 identifies the two-way AM and PM peak traffic flows on these roads.

Table 3.7: Two-way Peak Hour Flows on Iver High Street and Thorney Lane North

Location AM Peak PM Peak Iver High Street 904 1032 Thorney Lane North 886 793

3.30 It can be seen that in both of these locations the two-way traffic flows are substantially above the suggested level for an acceptable environment.

3.31 Looking next at HGV traffic levels, taking Classifications 4 – 10 from the ATC’s and assuming that these are all HGVs Table 3.8 gives the average HGV percentages of the two-way flows at each ATC site split into weekday and also weekday AM 08:00-09:00 peak and PM 17:00-18:00 peaks.

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Table 3.8: HGV Percentages from 2016 ATC’s

ATC Road AM PM WEEKDAY No ATC 1 Uxbridge Road 9.17% 7.21% 10.53% A4007 Slough ATC 2 7.37% 5.31% 8.63% Road Iver Heath A412 Church ATC 3 10.72% 6.16% 11.83% Road A4007 Slough ATC 4 8.01% 5.73% 9.37% Road B470 High Street ATC 5 7.66% 6.84% 11.12% Iver ATC 6 B470 Iver Lane 6.15% 5.03% 8.4% Thorney Lane ATC 7 12.96% 10.20% 16.52% North Langley Park ATC 9 7.40% 6.04% 10.09% Road (West) ATC Wood Lane 8.81% 7.96% 10.97% 10 ATC Mansion Lane 5.08% 4.99% 6.69% 11 ATC Market Lane 4.72% 4.92% 6.07% 12 ATC Sutton Lane 8.80% 7.57% 12.32% 13 ATC Richings Way 17.39% 12.58% 20.16% 14 ATC Thorney Mill 8.87% 5.72% 9.50% 15 Road ATC Thorney Lane 17.48% 12.35% 20.26% 16 South ATC Bangors Road 8.81% 7.96% 10.97% 19 South

3.32 The Department for Transport publication Road Traffic Estimates Great Britain 2014 identifies that HGVs make up 5.1% of traffic on all roads. For motorways HGVs form 11% of traffic, but only 1.4% on minor roads. These are averages across all roads throughout the country. It can be seen that the ATC outputs are indicating that almost all locations throughout the Study Area have HGV levels above the national average for all roads. Thorney Lane North and South, Richings Way, High Street, Church Road, Sutton Lane all have HGV proportions above the average identified for

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motorways. Bangors Road South is marginally below the 11% HGV daily level for motorways.

HGV generating sites

3.33 ATC surveys were specifically undertaken on the access roads for the three HGV generating sites within the study area (Ridgeway, Court Lane and Thorney Business Park). Table 3.9 shows the average AM, PM and weekday flows in and out of these sites for all vehicles and HGVs. As with the earlier tables in this Section, vehicle classes 4 – 10 have been used to represent HGV flows.

Table 3.9: Traffic Generated by Industrial Sites from ATC Surveys

AM PM WEEKDAY Industrial Direction All All All Site of Flow HGV HGV HGV Traffi Traffic Traffic c In 17 193 30 80 445 1765 Ridgeway Out 14 58 13 201 282 1665 In 9 54 4 15 138 536 Court Lane Out 7 22 6 40 147 518 Thorney In 29 83 35 55 527 1280 Business Park Out 31 60 23 101 493 1261

3.34 Looking firstly at the daily totals for each site, it can be seen that there is a clear discrepancy between the numbers of HGVs entering and exiting the Ridgeway Trading Estate site. This is likely to be a result of the counter being placed on the approach to the signal junction and slow moving vehicles passing across it causing errors in the vehicle classification. Additional manual surveys have therefore been undertaken at each of the sites to confirm the validity of the data. These were undertaken over a 12-

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hour period from 7AM to 7PM on the 2 nd August 2016. The full data is available in Appendix C. Table 3.10 provides a comparison of the 12-hour entry and exit flows for the sites with the ATC data.

Table 3.10: 12hr Industrial Site Traffic Generation

12hr ATC 12hr MCC Industrial Direction All All Site of Flow HGV HGV Traffic Traffic Ridgeway In 350 1325 224 1277 Trading Out 223 1342 226 1350 Estate In 119 432 151 530 Court Lane Out 123 429 146 511 Thorney In 449 899 340 885 Business Out 379 956 272 890 Park

3.35 For all sites, the total vehicle numbers entering and exiting compare reasonably well between the two different survey types. There is some variance in the HGV volumes, but they are indicating that the discrepancy in the ATC data on HGVs at the Ridgeway Trading Estate relates to the entry flow.

3.36 On this basis, each of the industrial sites are estimated to generate the following approximate daily HGV numbers:

• Ridgeway Trading Estate: 564 HGVs (16% of Court Lane: 285 HGV’s (27% of trips generated) • Thorney Business Park: 1020 HGVs (40% of trips generated)

3.37 The Court Lane site is the lowest trip generator of the three sites with the fewest HGVs. Ridgeway Trading Estate has the highest

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overall level of trip generation, higher than Thorney Business Park, however, Thorney Business Park generated almost double the level of HGV traffic.

Comparison with Historic Data

3.38 In addition, the third party ATC data identified in Table 3.2 has been assessed and compared to the 2016 data. Full survey outputs for the third party data have been provided to BCC and are available on request.

3.39 Reviewing the third party data and previous assessments that have been undertaken for The Ivers area, there does not appear to be consistent definition of Heavy Goods Vehicles (‘HGVs’) or of time periods covered across the surveys. The third party data is useful for overall validation purposes; it is, however, of limited use for side by side comparison.

3.40 The BCC Transport Paper ‘Iver and Richings Park’ 2010 used 12- hour data between 2007-2009 but does not define the vehicle classicisation used to obtain the HGVs percentages. The Network Rail ATC data was undertaken last year for the purposes of supporting the Western Rail Link proposals and does not specifically identify HGV levels.

3.41 A comparison and validation exercise between the June 2016 ATC data and the third party data has been undertaken. The location of all third party surveys that have been obtained for within the study area are illustrated on Figure 3.6. Some of these third party survey locations are on same stretch of carriageway as the June 2016 ATC’s.

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DfT data collection 2000-2015

3.42 There are two locations, A412 Church Road and the A4007 Slough Road, which can be used from the DfT survey data collection providing data over the last 15 years to compare to the data obtained in June 2016 for this Study. The DfT data includes vehicle categorisation based on vehicle type and number of axles. An analysis of the DfT data for the A412 is provided in Table 3.11 and for the A4007 in Table 3.12 . At the bottom of each table a comparison has been made based on the classifications and respective vehicle numbers from the June 2016 data.

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Table 3.11: DfT data - A412 Church Road V6orMore Pedal Motor Cars & Buses & V2Axle V3Axle V4or5Axle V3or4Axle V5Axle AllMotorVe AADF Year LGV AxleArtic AllHGVs HGV % Cycles cycles Taxis Coaches RigidHGV RigidHGV RigidHGV ArticHGV ArticHGV hicles HGV 2000 32 421 20254 2648 59 703 62 113 56 92 49 1075 24457 4.40% 2001 15 337 22272 3115 79 480 70 162 31 90 51 884 26687 3.31% 2002 16 345 22918 3140 81 492 78 180 28 80 58 916 27400 3.34% 2003 22 292 22884 3155 80 747 89 277 38 126 71 1348 27759 4.86% 2004 22 296 23273 3511 65 798 100 323 36 113 79 1449 28594 5.07% 2005 11 256 22820 3461 92 499 54 158 36 134 75 956 27585 3.47% 2006 10 278 23208 3626 88 513 54 171 32 120 81 971 28171 3.45%

2007 32 281 21346 4143 204 374 66 306 20 108 133 1007 26981 3.73% 2008 32 273 21197 4152 207 365 73 317 18 102 140 1015 26844 3.78% 2009 11 255 20304 3583 166 460 69 210 26 88 127 980 25288 3.88% 2010 29 277 20473 3693 113 525 71 216 33 112 113 1070 25626 4.18%

2011 34 269 21369 4118 93 371 83 291 33 163 176 1117 26966 4.14% 2012 32 261 21215 4288 94 368 89 325 25 160 185 1153 27012 4.27% 2013 27 289 17510 3627 128 381 64 171 27 129 117 889 22443 3.96% 2014 22 298 17913 3893 144 364 66 174 27 120 125 877 23125 3.79%

2015 22 308 18453 4327 142 381 75 182 35 124 130 927 24157 3.84% 2016 ATC 127 17887 1596 82 180 62 86 113 2120 20134 10.53% ATC Category Category Category Category Category Category Category Category Category Categories 1 2/3 4 5 6 7 / 8 9 10 4-10

Table 3.12: DfT data - A4007 Slough Road V6orMore Pedal Motor Cars & Buses & V2Axle V3Axle V4or5Axle V3or4Axle V5Axle AllMotorVe AADF Year LGV AxleArtic AllHGVs HGV % Cycles cycles Taxis Coaches RigidHGV RigidHGV RigidHGV ArticHGV ArticHGV hicles HGV 2000 32 110 8607 1023 56 184 28 24 6 4 3 249 10045 2.48% 2001 28 122 8633 1058 55 182 32 24 5 4 3 250 10118 2.47% 2002 29 138 7854 960 28 216 9 10 8 15 1 259 9239 2.80% 2003 24 169 7925 1081 29 212 9 10 8 13 1 253 9457 2.68% 2004 24 174 7933 1091 25 220 11 12 8 12 1 264 9487 2.78% 2005 25 161 7925 1145 25 216 9 12 6 10 1 254 9510 2.67% 2006 30 83 9088 989 35 248 22 26 11 8 4 319 10514 3.03% 2007 31 83 8853 1091 37 271 24 31 10 8 4 348 10412 3.34% 2008 31 83 8525 1091 41 255 26 31 9 7 4 332 10072 3.30% 2009 35 87 8422 1111 41 231 26 29 8 5 4 303 9964 3.04% 2010 36 77 8262 1143 43 242 26 25 9 5 4 311 9836 3.16% 2011 71 59 3732 599 17 60 8 30 2 10 5 115 4522 2.54% 2012 66 55 3627 628 17 61 9 34 1 9 5 119 4446 2.68% 2013 66 55 3560 675 15 60 9 38 1 9 5 123 4428 2.78% 2014 52 57 3610 725 16 60 10 41 1 8 6 126 4534 2.78% 2015 52 54 3568 776 16 60 11 41 1 8 6 127 4541 2.80% 2016 ATC 132 8952 665 25 31 12 10 17 760 9844 7.72% ATC Category Category Category Category Category Category Category Category Category Categories 1 2/3 4 5 6 7 / 8 9 10 4-10

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3.43 Looking firstly at the data for the A412, the total daily flow between 2000 and 2015 varies between 22443 and 28594 vehicles per day. The 2016 results show a daily average of 20134, which is in the same order as previously observed. The total daily HGV numbers from the DfT surveys between 2000 and 2015 range between 844 and 1449. The 2016 survey shows higher HGV numbers at a daily average of 2120. Looking in more detail at the individual HGV categories, the results for vehicles with three or more axles are broadly similar. However, the 2016 survey is showing a significantly greater number of two axle HGVs. This is potentially due to misclassification of LGV’s as HGVs which has been discussed earlier in this Section.

3.44 The data for the A4007 Slough Road indicates that the total daily flow between 2000 and 2010 varies between 9329 and 10514 vehicles per day. The 2016 results show a daily average of 9844, which is in the same order as previously observed. The total daily HGV numbers from the DfT surveys between 2000 and 2010 range between 249 and 348. The 2016 survey shows higher HGV numbers at a daily average of 760. Looking in more detail at the individual HGV categories, the results for vehicles with three or more axles are broadly similar. However, the 2016 survey is showing a significantly greater number of two axle HGVs. It should be noted that the DfT data for the A4007 Slough Road shows between 2011 and 2015, there has been a significant reduction in vehicles; approximately half compared to the previous 10 years. Therefore, either the data after 2010 for this location is erroneous, the permanent induction loop is damaged or there has been a change to the local highway network to significantly reduce vehicle flows along Slough Road.

Network Rail Data 2015

3.45 Network Rail have undertaken their own ATC surveys in 2015 to provide an evidence base to support the proposed WRLtH.

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Network Rail have kindly provided this data to assist our Feasibility Study. It should be noted that the Network Rail surveys were primarily undertaken to assess the potential impact of the closure on Hollow Hill Lane as a result of the WRLtH. There are five survey locations available for comparison between the Network Rail data and the June 2016 surveys; North Park, Market Lane, Mansion Lane, Langley Park Road and Wood Lane as shown in Figure 3.6.

3.46 The Network Rail data categorises vehicles based on the following classifications; Cars/LVGs, OVG1 and OVG2. Based on these classifications a detailed comparison was undertaken between Classification 4-5 and OVG1 and between Classifications 6-10 and OVG2; this is presented in Table 3.13 .

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Table 3.13: Network Rail Data comparison

ATC Direction Network Rail 2016 ATC Network Rail 2016 ATC Road Name Location Cat Cat Vehicles OGV1 % Vehicles 4-5 % Vehicles OGV2 % Vehicles 6-10 % B470 High Eastbound 5810 224 3.9% 5223 418 8.0% 5810 145 2.5% 5223 185 3.5% ATC 5 Street Iver Westbound 5947 234 3.9% 5609 452 8.1% 5947 153 2.6% 5609 150 2.7% Langley Eastbound 7039 252 3.6% 6732 604 9.0% 7039 42 0.6% 6732 79 1.2% ATC 9 Park Road (West) Westbound 7369 261 3.5% 6153 541 8.8% 7369 36 0.5% 6153 76 1.2% Northbound 7965 380 4.8% 9011 730 8.1% 7965 145 1.8% 9011 216 2.4% ATC 10 Wood Lane Southbound 8515 390 4.6% 8094 684 8.4% 8515 164 1.9% 8094 208 2.6% Mansion Northbound 3852 123 3.2% 3898 257 6.6% 3852 12 0.3% 3898 7 0.2% ATC 11 Lane Southbound 3775 106 2.8% 3756 242 6.5% 3775 9 0.2% 3756 5 0.1% Northbound 4506 158 3.5% 4653 275 5.9% 4506 11 0.2% 4653 8 0.2% ATC 12 Market Lane Southbound 4412 175 4.0% 4513 264 5.9% 4412 13 0.3% 4513 10 0.2% Richings Eastbound 5171 332 6.4% 4463 645 14.5% 5171 196 3.8% 4463 246 5.5% ATC 14 Way - North Park Westbound 5200 333 6.4% 4464 657 14.7% 5200 139 2.7% 4464 251 5.6%

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3.47 The analysis shows that the total number of overall vehicles from the Network Rail 2015 data is broadly comparable to the June 2016 data for all the locations. Classifications 6-10 from the June 2016 data, as shown in Figure 3.3 , would all be over 7.5 tonnes and therefore equivalent to the OGV2 classification from the Network Rail dataset. Table 3.13 shows that at all locations apart from Market Lane / Mansion Lane, OGV2 traffic levels are slightly higher in the 2016 surveys than those undertaken by Network Rail in 2015. Comparing classifications 4-5 from the June 2016 surveys to OGV1 (vehicle between 3.5 tonnes and 7.5 tonnes) it is clear that there is a substantial difference in the HGV percentage; which is due to the classification of ATC’s as discussed earlier.

Buckinghamshire County Council Traffic model 2015 surveys

3.48 The BCC data includes weekday average flows which are compared against the relevant 2016 ATC daily flows in Table 3.14 . There are seven surveys from the BCC dataset that can be compared to locations from the June 2016 surveys: Church Road, Slough Road, High Street, Langley Park Road, Thorney Lane South and North Park as shown in Figure 3.6.

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Table 3.14 – BCC county Traffic model 2015 surveys

DAILY FLOWS ATC 2016 Road Name Direction Location Bucks CC ATC Vehicles Vehicles A412 Church Northbound 11103 11050 ATC 3 Road Southbound 10650 10580 A4007 Slough Eastbound 5619 5579 ATC 4 Road Westbound 6005 6042 B470 High Eastbound 7963 5223 ATC 5 Street Iver Westbound 7836 5609 Eastbound 4085 5219 ATC 6 B470 Iver Lane Westbound 3952 5283 Langley Park Eastbound 6286 6732 ATC 9 Road (West) Westbound 6066 6153 Richings Way - Eastbound 5370 4463 ATC 14 North Park Westbound 5355 4464 Thorney Lane Northbound 3895 4608 ATC 16 South Southbound 4391 4467

3.49 The total daily flows on the A412 Church Road, A4007 Slough Road and Langley Park Road are broadly similar. On High Street Iver, the 2016 surveys are showing substantially lower daily flows (in the order of 2000 vehicles in each direction lower). On the B470 Iver Lane, the 2016 surveys show flows to be around 1000 vehicles higher in each direction. Richings Way / North Park the 2016 surveys are showing flows of approximately 1000 vehicles lower in each direction. The difference can be attributed to seasonal and annual differences and the classification of vehicles by ATC’s as discussed earlier.

Manual Classified Turning Count Survey (MCCS) 2016

3.50 The MCC surveys were undertaken on Tuesday 7th June 2016 between 7AM and 10AM and 4PM and 7PM, for the 9 junctions within the Study Area as shown in Figure 3.1. The surveys cover the typical peak traffic periods and the full results of these survey have been provided to BCC electronically. The AM and PM peak hour traffic flows shown in Figures 3.7 and 3.8. The surveys classified vehicles into Car/LGV’s, OGV1 and

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OGV2 and classifications were made by human observations. For the purposes of comparison to the June 2016 ATC’s, OGV1 is considered to be classifications 4-5 and OGV2 are classifications 6-10.

3.51 A comparison of the peak hour ATC data and the peak hour total flows from the junction counts has been carried out and is included as Appendix D. The flows are similar enough that any differences can be put down to daily typical daily variation. This further confirms that the total flows levels shown by the ATC surveys can be relied upon.

3.52 The turning count data can be examined to identify the predominant traffic routes at the junctions through the study area in the peak periods. Figures 3.9 and 3.10 identify these diagrammatically for all traffic and for HGVs. To the south of the study area, it can be seen that the main flows are heading from Parlaunt Road and Market Lane towards Sutton Lane and vice versa. This is not unexpected, with the Sutton Lane providing an important route to the M4 from the north and west. The movements for HGVs in the same area are slightly different, with two clear desire lines between Parlaunt Road and Sutton Lane and North Park and Sutton Lane. This reflects the locations of the main HGV trip generators in the area using these routes to access the M4. Market Lane, as expected, is not used heavily by HGVs due the height restriction at the railway bridge.

3.53 At the Thorney Lane South / Richings Way junction, the turning flows are fairly evenly balanced over all possible movements. However, for HGVs the major flows in both peaks are the left turn from Richings Way into Thorney Lane South and the right turn from Thorney Lane South to Richings Way. This reflects the location of HGV trip generators to the north. Comparatively little HGV traffic is seen to use Thorney Mill Road.

3.54 At the eastern side of Iver Village, the predominant flows are between Thorney Lane North / Iver Lane and High Street / Bangors Road South (and vice versa). For HGV the predominant movements are slightly different with the heaviest movements from Thorney Lane North left

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straight along the High Street and from both High Street and Bangors Road South heading towards Thorney Lane North. Comparatively little traffic uses Iver Lane, even though it is the sole access into the former Cape Boards site.

3.55 Further to the west, the main movements for traffic are turning left out of Wood Lane towards High Street and Mansion Lane (and vice versa). There is also a significant level of traffic turning left into Wood Lane from Langley Park Road. For HGVs the main movements in this area are the left turn from Langley Park Road into Wood Lane and the movements between Wood Lane and High Street further to the east. This is indicating that there is a significant through movement of HGVs between Thorney Lane North and Wood Lane, along High Street. There is a secondary HGV desire line from Bangors Road South to Thorney Lane North.

3.56 Further north, at the Bangors Road South / A4007 junction, the main movements on all arms are straight ahead for both all traffic and HGVs. At the Five Point Roundabout, predominant flows are: • Wood Lane to the A412 in both directions; • A412 Uxbridge Road to the A412 Church Road, A4007 and Wood Lane; • A4007 to A412 Uxbridge Road; and • A412 Church Road to A412 Uxbridge Road

3.57 For HGVs, the main movements are between the A412 in both direction and the A412 Church Road and Wood Lane in both directions.

Queue surveys June 2016

3.58 The queue surveys were undertaken on Tuesday 7th June 2016, for the selected 9 junctions as shown in Figure 3.1 . The surveys cover the typical peak traffic periods 7AM-10AM and 4PM-7PM and the full results of these surveys have been provided to BCC electronically, with the

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queue data surveys for both the AM and PM peaks summarised in Figures 3.11 and 3.12.

3.59 At priority and roundabout junctions, queues can vary in length substantially over short periods of time. The Figures therefore show the queue range (in vehicles) that was observed over the peak hour, with observations taken at 5 minute intervals. In order to identify where there may be potential problems, the locations where queue lengths in excess of 15 vehicles have been observed have been examined in more detail. Looking at both peak hours:

3.60 Five Points Roundabout – the only arms of this junction with a queue in excess of 15 vehicles are the A412 Uxbridge Road and A4007 arms of the junction. A queue of 15 vehicle or more on the A412 occurs only once during the AM peak hour and 4 times during the PM peak, this indicates that queuing is not a significant issue in this location in the morning, but is becoming a problem in the evening peak. A queue in excess of 15 vehicles on the A4007 only occurs twice in the PM peak, indicating capacity is unlikely to be a significant issue.

3.61 Mansion Lane / High Street Priority Junction – queues in excess of 15 vehicles occur three times in the AM peak hour on Mansion Lane. The minimum queue length in the hour was 6 vehicles and queue were seen to be typically 8 or more vehicles long. This is indicative that capacity is becoming an issue in this location in the morning peak. In the evening peak a queue of more than 15 vehicles only occurs once and queues are generally lower across the hour than they are in the morning.

3.62 Market Lane / Parlaunt Road Signals – queues in excess of 15 vehicles occur twice in the AM peak, but are in excess of 10 vehicles for almost the entire peak hour. In the PM peak a queue greater than 15 vehicles only occurs once in the hour. This may not be a problem, as queues at signal junctions tend to be longer and are only an issue if they do not clear in each cycle of the signals. As the results are not showing a

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queue that increases through the peak hour this junction is likely to be operating within capacity.

3.63 Sutton Lane / North Park Signals - queues in excess of 15 vehicles occur on both the Sutton Lane and Parlaunt Road arms of this signal junction in both peaks. However, as they do not increase consistently through the hour it is likely that these queues clear in each cycle of the signals and that capacity is not a significant issue.

OD Survey Data 2016

3.64 The OD survey was undertaken on Tuesday 7th June 2016, at the location shown in Figure 3.2 . The surveys were taken from 07:00 to 19:00 and the results have been provided to BCC electronically. An OD survey has never previously been undertaken which provides data on the routes of vehicles within a specific survey area.

3.65 OD number plate surveys were carried out on a cordon that extends to the north of Iver Village, east of Thorney Lane, south of North Park and west of Mansion Lane / Market Lane. By matching number plates at each of the locations on the cordon it is possible to identify the level of traffic travelling through the cordon area. It should be noted that there are a number of locations where number plates have been matched entering and exiting the cordon on the same road. This indicates that they are stopping within the cordon area, probably at one of the three HGV generating site and exiting again by the same route. Trip matrices for HGVs and PSV’s passing through the area covered by the cordon is shown in Table 3.13.

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Table 3.15: HGV/PSV Trip Matrix

Bangors Destination Wood Thorney Sutton Parlaunt Langley Love Lane Road Iver Lane TOTAL Lane Mill Lane Lane Road Park Road Origin South Wood Lane 57 1 0 32 6 53 12 101 262 Love Lane 0 1 0 1 1 7 0 6 16 Bangors Road 64 3 20 13 17 97 37 53 304 South Iver Lane 28 0 5 3 0 28 3 11 78 Thorney Mill Lane 3 1 3 1 1 14 5 1 29 Sutton Lane 31 4 22 27 17 131 55 86 373 Parlaunt Road 4 0 3 5 68 43 3 72 198 Langley Park Road 109 5 22 10 0 10 4 40 200 TOTAL 296 15 75 92 110 383 119 370 1460

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3.66 Looking firstly at trips that have been identified with the same origin and destination, it can be seen that the main routes that HGVs that are travelling to and from the industrial areas within the cordon are using are Wood Lane (57 matches), Bangors Road South (20 matches), Sutton Lane (131 matches) and Langley Park Road (40 matches). It should be noted that these do not reflect the total HGV numbers using accessing the industrial sites. This analysis only picks up vehicles travelling both to and from the industrial sites in the same 12-hour period. Any vehicles that leave and do not come back in the 12-hour period surveyed or arrive and do not leave in the 12-hour period surveyed would not be picked up as matching. A further analysis to identify the routeing for vehicle associated with industrial estates as they pass through Iver Village has been carried out later in this Section.

3.67 Turning to through movements, it can be seen that the main movements through the cordon area are from:

• Wood Lane to Iver Lane (32) and Sutton Lane (53) • Bangors Road South to Wood Lane (64), Sutton Lane (97), Parlaunt Road (37) and Langley Park Road (53) • Iver Lane to Wood Lane (28) and Sutton Lane (28) • Thorney Mill Lane to Sutton Lane (14) • Sutton Lane to everywhere apart from Love Lane • Parlaunt Road to Thorney Mill Lane (68), Sutton Lane (43) and Langley Park Road (72) • Langley Park Road to Wood Lane (109) and Bangors Road South (22).

3.68 As a separate exercise, it is possible to match number plates of vehicles travelling north from Parlaunt Road, Sutton Lane and Thorney Mill Lane, through a point on Thorney Lane North to the north of the industrial sites and on to exit the cordon at Iver Lane, Bangors Road South, Wood Lane and Langley Park Road.

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3.69 Of the 282 HGV matches between Thorney Lane North northbound traffic and traffic exiting on Iver Lane, Bangors Road South, Wood Lane and Langley Park Road, 93 also matched as entering the network at Parlaunt Road, Sutton Lane and Thorney Mill Lane. This indicates that the remaining 188 matches are associated with the industrial sites. This equates to 67% of the HGV traffic travelling northbound on Thorney Lane North originating at either the Ridgeway Traffic Estate, Court Lane or Thorney Business Park.

3.70 Taking the number plate matches on Thorney Lane North associated with the industrial sites and matching these to the exit routes from the cordon area to the north it is found that 68% travels to Wood Lane, 15% to Bangors Road South, 10% to Iver Lane and 7% to Langley Park Road (see Figure 3.13).

Vehicle speeds

3.71 The following roads have been flagged as having 85%ile speed above the speed limit:

• Iver Lane both directions • Thorney Lane North southbound • Langley Park West both directions • Market Lane both directions • Sutton Lane southbound • Richings Way/North Park westbound • Bangors Road South both directions

3.72 Based on Figure 3.1 which shows the locations of the ATC speed surveys and comparing this to Figure 3.14 which shows the existing speed limits on the local highway network, there are three roads where the ATC was not located close to a speed limit change (which could be the reason for higher 85 th percentile speeds) and therefore speeding is considered to be an issue.

• Market Lane – not on BCC network

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• Iver Lane – on 30mph section approx. 180m before changes from 30mph to 40mph but 85th percentile both directions above 40mph. • Langley Park Road west of Wood Lane – 40mph speed and 85th percentile above 40mph. Straight road with minimal residential frontages.

Collision analysis

3.73 Crashmap, a free online accident analysis tool, has been used to obtain a 5-year collision history for the Study Area as presented in Figure 3.15. This presents the collision data in terms of severity and shows that collisions are clustered around the main principal road network; A412 and B470 and the associated junctions. This is due to the traffic flows and vehicle movements which increase the risk of collisions.

3.74 There has only been 1 fatal collision in the Study Area on Bangors Road South which was related to a car being hit whilst existing a vehicular access along the carriageway. There are no other recorded fatal collisions within the last 5 years.

3.75 Detailed injury collision data has been obtained from BCC for the three specific areas highlighted in red on Figure 3.15; Iver Heath, Iver Village and Richings Park.

Iver Heath

3.76 There have been 29 collisions within the Iver Heath area as highlighted on Figure 3.16 in the last 5 years with 3 being serious and the remainder being slight. Of these collisions 5 involved non-motorised users (NMUs which include pedestrians and cyclists) with 2 being vehicle / pedestrian collisions and 3 vehicle / cyclist collisions. There were an additional two vehicle / vehicle collisions at the pedestrian crossings caused by rear end shunts from vehicles slowing to allow pedestrians to cross. The non-motorised user collisions make up 17% of total collisions.

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3.77 The remaining vehicle / vehicle collisions were mainly due to driver failure to stop, misleading signals from drivers at Five Points Roundabout and rear end shunts from slow moving traffic and driver error. Two collisions were due to vehicles overtaking parked cars and buses.

3.78 Interestingly the number of collisions per year shows that there were 7 collisions in 2012, 11 collisions in 2013 but a decline in collisions in 2014 with 5 and only 4 collisions in 2015. The last Non-Motorised User (NMU) collision was in 2013. The data does not include 2016 collisions, whereas the Iver Village data does, therefore it would seem that there have been no recorded collision on the Police records in 2016 so far as the data is recorded.

Iver Village

3.79 There have been 29 collisions within the Iver Village and Langley Park Road area as highlighted on Figure 3.17 in the last 5 years with 6 being serious collisions and the remainder being slight. Of these collisions there were 9 NMUs with 4 being vehicle / pedestrian collisions and 5 vehicle / cyclist collisions. The NMU collisions amount to 31% of the total number. There were an additional two Goods vehicle/car collisions and two bus/ car collisions where cars attempted to overtake buses and conflicted with other vehicles.

3.80 The collisions are mainly clustered through the commercial High Street section and Wood Lane/Mansion Lane junction.

3.81 The remaining vehicle / vehicle collisions were mainly due to driver failure to stop, rear end shunts and drivers losing control. There were two collisions related to vehicles that were parked pulling out into the free flow of traffic along the High Street.

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3.82 Interestingly the number of collisions per year shows that there were 7 collisions in 2011, 4 collisions in 2012 as well as 2013 which increases to 7 collisions in 2014. There is then a decline in 2015 to just 2 collisions. There are 2 collision recorded in 2016 but this is an incomplete year. There are NMU collisions for all years recorded and therefore the risk of pedestrian and cyclist conflict with vehicles is high.

Richings Park

3.83 There have been 13 collisions within the Richings Park area as highlighted on Figure 3.18 in the last 5 years with only 1 being serious and the remainder being slight. Of these collisions 2 involved non- motorised users (NMUs) with cycle/vehicle conflict which is 15% of collisions. There were no recorded pedestrian collisions. There were however 3 collisions involving goods vehicle/car conflict along; 2 on North Park and 1 on Thorney Lane South.

3.84 The most recent collision recorded in April 2016 was caused due to a vehicle braking in relation to the temporary traffic signals from the Crossrail works at the Thorney Lane South Bridge. One collision was caused due to a vehicle accessing Bathurst Walk but braking due to parked vehicles.

3.85 The collisions are mainly clustered as the junctions and on North Park/Richings Way and involved rear end shunts and driver error.

3.86 The number of collisions per year shows that there were 3 collisions in 2012, 2 collisions in 2013 as well as 2014 which increases to 4 collisions in 2015 and only 1 recorded so far in 2016.

Collision Summary

3.87 Most of the collisions are centred around areas where conflicting vehicle movements would occur which raises the risk of collisions like junctions. Of particular note are the collisions through the main commercial area of

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the High Street which has been raised as a busy and sensitive location given the traffic flows and commercial functions leading to on street parking. The number of NMU collisions is also double compared to Iver Heath and Richings Park.

3.88 There are also 2 collisions in Iver Village and 3 in Richings Park that involve goods vehicles which highlights the risk of conflict from the high HGV levels. It should be noted that the detailed collision data only includes collisions that have bene reported to the Police or involve personal injury. There may well be additional collisions that the data does not include that the Police are not aware of.

Data Analysis Summary

3.89 The main points that can be drawn from the above data analysis section are: • Comparing daily traffic flows across the study area with Congestion Reference Flows indicates that the network does not suffer from any link capacity problems; • Looking at the peak hour flows within the more urban parts of the study area confirms this, with the only locations that link capacity is being approached being at Iver High Street, the northern end of Thorney Lane North and the southern end of Bangors Road South; • Whilst the capacity of the road network to carry traffic appears to be adequate, the ‘environmental capacity’ of parts of the road network is an issue. Overall traffic flow levels and the volume of HGV traffic on the northern section of Thorney Lane North and Iver High Street is above what would be considered an acceptable level for the character and non-traffic movement functions that these street fulfil. • HGV traffic levels are above national average figures for almost all of the road network in the study area and are substantially higher than national average on Iver High Street, Thorney Lane North and South and Richings Way, even when consideration is

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taken of the limitations that ATC surveys have in differentiating LGV’s and small HGVs; • The Ridgeway Trading Estate, Court Lane and Thorney Business Park were seen to generate approaching 1900 HGV movements per day. The Ridgeway Trading Estate is the biggest HGV generator, with over 1000 daily movements; • The Origin – Destination survey data identifies the main HGV movements through the cordon around Iver Village and Richings Park are between Wood Lane / Bangors Road South and Sutton Lane, with a lesser demand between Iver lane and Sutton Lane. Significant levels of HGV movement between Wood Lane and Langley Park Road and Sutton Lane and Parlaunt Road are also identified, but as these are on the edge of the cordon area they have limited impact on the centre of Iver Village; • The OD data is also indicating that approximately two-thirds of the HGV traffic heading north on Thorney Lane North is associated with the three industrial sites accessed from Thorney Lane North. The northbound HGV traffic associated with these sites splits directionally 68% towards Wood Lane, 15% towards Bangors Road South, 10% to Iver Lane and 7% to Langley Park Road.

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4.0 INFRASTRUCTURE AND DEVELOPMENT PROJECTS AND THEIR IMPACTS

4.1 It is clear from Section 3 that the local highway network within the Study Area caters for significant levels of HGV traffic, much of it on roads that are not suitable, not just in terms of width, but also due to the nature of the existing land uses adjacent to them.

4.2 In addition to the existing HGV issues there are a number of Development Schemes proposed for The Ivers area which form either, Nationally Significant Infrastructure Projects (NSIPs) established by the Planning Act 2008, National Infrastructure Projects (E.g. Hybrid Bills) and other major infrastructure and development projects. The locations of these projects are shown in Figure 4.1 . The process by which the project was or will be established has been noted i.e. Hybrid Bill/Act of Parliament, Planning Act, DCO approval or Planning Permission. These Projects are:

• Pinewood Studios Development Framework (PSDF) (SBDC original planning permission 13/00175/OUT and Phase 1 reserved matters planning permission 14/01992/REM);

• Crossrail (Crossrail Act 2008);

• (HS2) (High Speed Rail (London-West Midlands) 2013-14 Hybrid Bill pending Royal Assent);

• Heathrow Express Depot (HEx) (High Speed Rail (London-West Midlands) 2013-14 Hybrid Bill pending Royal Assent);

• M4 Smart motorways – DCO Process; SoS granted Development Order 2/09/2016;

• Hillingdon Outdoor Activity Centre (HOAC)- Planning Application CM/22/16 and CM/23/16;

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• CEMEX North Park – Planning Application to BCC expected September 2016;

• Western Rail Link to Heathrow (WRLtH) – Will follow DCO process commencing 2017; and

• Slough International Freight Exchange (SIFE) -SoS decision to uphold planning appeal dismissal 12 th July 2016.

Other potential forthcoming developments to consider that are not yet committed are:

• Local Plan Housing Growth

• Heathrow Airport Expansion (including possible 3 rd runway)

4.3 Stakeholder meetings and discussions have taken place with a number of key promoters for the projects above to obtain information on construction and post completion impacts. Meeting notes from the Stakeholders meetings are referenced where applicable and can be found in Appendices G, H, K, L and M.

Pinewood Studios Development Framework

4.4 To the north of the Study Area in Iver Heath on Pinewood Road is Pinewood Studios. Pinewood Studios is a film and television studios which was originally created in the 1930s. A proposal for 1400 dwellings and film studio expansion on the site was dismissed at appeal in 2010. A subsequent Planning Application (ref:13/00175/OUT) which proposed the reconfiguration and expansion of facilities for screen based media, including film, television and video games, and associated services and industries (known as Pinewood Studios Development Framework PSDF) was granted at Appeal on 11 th April 2014 following a refusal by SBDC on 15 th May 2013. The grant of appeal was upheld by the Secretary of State on 18 th June 2014. This development is split into 3 main phases and construction will span 15 years.

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4.5 A Transport Assessment (TA) was undertaken by Vectos to accompany the planning application; the TA outlines the following vehicle movements associated with construction of the development: 180 vehicles per week, of which 70 are HGVs and the remainder LGVs. This equates to 36 vehicles per day, comprising 14 HGVs and 22 LGVs. From the TA it was stated that 30% of new operational trips resulting from the development will route along the A412 Denham Road, resulting in the following additional trips (without their development Travel Plan modal shift target of 20% applied): • 130 vehicles between 0800-0900 hours; and • 122 vehicles between 1700-1800 hours.

4.6 The TA does not provide information pertaining to any potential phasing of occupation, phasing of trips generated, it provides only 2033 data as an assessment year. The Design and Access Statement (DAS) provides limited information regarding phasing: that construction will take place over three stages: phase one is planned to complete in 2020, phase two in 2025 and phase three in 2030. The DAS outlines that the majority of buildings will be completed in phase two. The TA outlines a construction window of 2015 – 2030, with an operational assessment year of 2033. . 4.7 SBDC approved the detailed design of the first phase on 24 th December 2014 under planning application reference 2014/01992/REM which is under construction. The original timeframe proposed completion of Phase 1 in May 2016 but there have been delays to the project and construction work is still ongoing. Phase 1 is expected to be complete in Autumn 2016.

4.8 A Phase 1 Construction Traffic Management Plan dated 5 th March 2015 was approved by BCC and SBDC as part of the reserved matters application. Construction vehicles are approved to use three different construction routes which are shown in Figure 4.2 :

• Slough Road A4007 from Uxbridge • A412 Church Road/Denham Road north west from the A40/M40 • A412 Uxbridge Road from Junction 6 M4 through Slough.

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4.9 It was considered that traffic would split in a 70/30 direction along Church Road and Uxbridge Road and that the A4007 route would very rarely be used by HGVs.

4.10 As construction activity is still ongoing, the June 2016 traffic surveys would have included construction traffic associated with Phase 1 of the development. The routeing restrictions mean that the southern part of the Study area and Iver High Street is unlikely to have experienced any construction traffic associated with PSDF.

4.11 At this stage no detailed information is available on the construction traffic levels associated with later phases of the development. However, it would not be unreasonable to anticipate that the routeing restrictions associated with Phase 1 would apply to later phases of development, again meaning that little impact would be expected in the southern part of the Study area.

4.12 The Transport Assessment supporting the application shows operational increased weekday peak hour traffic flows of 570 vehicles in the AM peak and 520 vehicles in the PM peak as a result of PSDF. There would be 297 and 291 additional vehicles travelling south along Wood Lane to the Langley Park Road roundabout junction in the AM and PM peaks respectively.

4.13 A number of measures are required as part of the planning consent to mitigate these impacts, including monitoring and an additional access onto Sevenhills Road. The main improvement scheme at the Five Points Roundabout approved under planning permission 2013/00176/FUL including the widening of entry and exits and the introduction of signals on all arms apart from the A4007 Slough Road along with crossing facilities as shown in Appendix E. These are expected to be undertaken in January/February 2017.

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Crossrail

4.14 Crossrail is a project jointly funded by TfL and the DfT that will deliver a new railway running from Reading in the west, through 42km of new tunnels under London to Shenfield and Abbey Wood in the east. The project involves building 10 new stations and upgrading 30 more, including Iver Station and Langley Station, integrating new and existing infrastructure.

4.15 Crossrail will be known as the Elizabeth Line when services begin in 2017 and will be operated by TfL. New state-of-the-art trains will carry an estimated 200 million passengers per year. The new service will speed up journey times and increase available destinations. Trains from Iver Station currently terminate at Paddington Station, however, Crossrail will mean that train services travel directly to Bond Street, Liverpool Street and east London which will be only a 45-minute journey. The Crossrail Route Map is included in Appendix F.

4.16 Crossrail services will travel to Reading in the west and the existing Great Western Railway services to Didcot Parkway will cease with passengers having to change at Reading for further destinations. However, the frequency increases and level of service will bring significant benefits to Iver Station as well as more connections to Central and East London.

4.17 A Stakeholder Meeting with John Goldsmith, the Area Communications Manager at Crossrail Ltd was held on 13 th June 2016 to discuss the ongoing Crossrail works and impact within the Study Area. Notes from the meeting are included in Appendix G.

4.18 Iver Station and Langley Stations will be upgraded to become modern, step-free stations and will become part of TfL’s infrastructure by the end of 2017. Crossrail will not operate along the western section through Iver and Langley Stations until December 2019.

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4.19 The Crossrail works around Iver Station in the Study Area commenced in 2014 with electrification works which are still ongoing at the time of writing this report. The main Crossrail construction works in The Ivers area have involved a new railway bridge on Thorney Lane South which opened in April 2016, station pedestrian bridges, platform extensions and electrification and piling works. At peak construction there were 40+ HGVs a day. Restoration of the land to the east of Thorney Lane South where the temporary bridge was located will continue until August 2016.

4.20 There are continuing electrification works along the Great Western Railway between Langley and Iver which have involved embankment clearing and the installation of new infrastructure and fencing. A new tunnel is being constructed for electric cables leading from the GWR track to Thorney Mill Road to the east of Thorney Lane South to remove pylons which currently cross the track these works are due to be completed by April 2017. Dog Kennel Bridge has also been removed and will not be replaced which has severed an existing PROW.

4.21 Construction vehicle numbers for these remaining elements of the project will not be significant. The electrification elements are being carried out by the Statutory Undertaker and not Crossrail directly. Any future aesthetic and accessibility improvements to Iver Station will require consultation with SBDC and notification to residents.

4.22 The Crossrail Assessment of Community Impacts Report No.5 Baseline and Environmental Impacts Maidenhead to Westbourne Park identifies that there will be no significant impact as a result of Crossrail operating from Iver Station :

“The 2016 flows predicted at the station are small, approximately 150 passengers two-way between 0700 and 1000. This represents broadly the same level of usage as forecast in 2016 without Crossrail and there are sufficient traffic and transport facilities in the vicinity of the station to cater for the forecast numbers”.

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4.23 The Study above which states that there would be no impact was undertaken in the knowledge that the existing station has no car park. You cannot purchase tickets at Iver Rail Station only a permit to travel and therefore it is believed that existing usage would be difficult to judge. It is also unclear whether the specifics of the Station location and existing parking issues were considered within the Crossrail Impacts Report; the findings of Crossrail, especially in the context of feedback from the July public exhibition are questioned.

4.24 There are potential plans for a Station car park which are likely to increase usage and traffic flows. TfL are currently investigating the business case for a car park at Iver Station. Any station car park would need to form part of a planning application and SBDC will consult BCC as the Highway Authority who will need to ensure the applicants have assessed the impact of the station car park on the local highway network. The car park would need to be supported by area parking review and subsequent restrictions.

M4 Smart Motorways

4.25 Highways England are proposing to improve the between Junctions 3 and 12 to create a ‘Smart Motorway’. A smart motorway is one that uses technology to actively manage the flow of traffic. The technology is controlled from a regional traffic control centre. The control centre monitors traffic carefully and can activate lanes and change signs and speed limits to keep the traffic flowing freely or intervene in the event of an accident. Smart motorways increase the capacity of the road, without the expense and construction impacts involved in widening the road, by either temporarily or permanently opening the hard shoulder to traffic. The works will be within the existing highway boundary and will involve converting the hard shoulder to a traffic lane to allow for extra traffic and the introduction of gantry signage to allow lane and speed control.

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4.26 A Stakeholder Meeting was held with David Whittle, Project Lead for the Smart Motorway Scheme working for Mouchel on behalf of Highways England, on 19 th July 2016. Notes from the meeting are included in Appendix H. The M4 Smart Motorway was granted a Development Order on 2 nd September 2016 by the Secretary of State through the DCO process. BCC originally raised significant objections to the project but have prepared a ‘Statement of Common Ground’ on the matters where the parties are in agreement although there are some outstanding issues Highways England is to undertake further impact analysis work on the local highway network within BCC to satisfy the Highway Authority. This will form part of the Stage 2 of the wider study (see Table 1.1 ).

4.27 The Smart Motorway works and construction route within the Study Area are shown in Figure 4.3. The Old Slade Lane bridge, which also carries a Public Right of Way (PROW), is the only bridge within the Study Area that will involve construction work. This bridge over the M4 is being removed and replaced which may lead to the closure of the PROW for 12 months. Surveys have been undertaken by Highways England of the existing bridge for two12-hour periods 07:00-19:00 in June 2016. These showed that there were 51 pedestrian movements and 7 cycling movements on a Wednesday and 35 pedestrian movements and 9 cycling movements on a Saturday. These results are presented in the Highways England Technical Note in Appendix J. The connecting bridleway from Thorney Park to Old Slade Lane will also be severed during construction.

4.28 The Smart Motorway Iver Impacts Technical Note is in Appendix J, which also provides information on compound locations, vehicle numbers and timescales for the Old Slade Lane Bridge works. Based on this indicative programme, the reconstruction of Old Slade Lane Bridge is scheduled to take place between July 2018 and April 2019. Highways England have agreed to upgrade IVE/24 as part of the legacy of the Smart Motorway works in the area once the replacement bridge is completed.

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4.29 The Old Slade Lane Bridge will be served from a main compound located to the east of the Sutton Lane/A4 junction. There will also be a small site facility to support the specific bridge works. There will be 50 daily HGVs associated with Smart Motorway works. Vehicles will undertake the Old Slade Lane Bridge works directly from the working zone on the M4. The majority of construction traffic will use the hard shoulders of the existing motorway to avoid disruption to local routes. A construction access from the Old Slade Lane construction compound will be created directly onto the motorway construction area to provide access. From the Highways England Technical Note it would seem that there would be limited impact during construction along North Park/Richings Way and through the highway network of the Study Area.

4.30 The Highways England Technical Note, in Appendix J, also includes operational traffic flow impacts obtained from traffic modelling to show the impact post completion of the Smart Motorways program on the M4. This shows that there would be a nominal reduction of 281 daily vehicles on average travelling eastbound along the A412 and a reduction of 139 travelling westbound. There would be an increase on the M4 and M25 but a nominal decrease on the M40.

4.31 Highways England were asked about the need for a Motorway Service Area (MSA) in The Ivers area. Highways England confirmed that historically the area around Datchet was reviewed for an MSA and there is a need for an MSA in this area to serve the M25. However, initial discussions about the location of slip roads from a theoretical perspective onto the M25 from the east of the Study Area concluded that in relation to existing slip lanes for Junction 15 of the M25 that there is insufficient distance to meet with the DfT standards on the land between Thorney Mill Road and Slough Road. Highways England did confirm that they no longer promote MSA’s which are promoted by the private sector.

High Speed 2 (HS2)

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4.32 HS2 is a planned high speed rail link with Phase 1 connecting London to Birmingham and a second phase planned to link the East Midlands, Leeds, Sheffield and Manchester. Work on the first phase is scheduled to begin in 2017 following Royal Assent when the High Speed Rail (London-West Midlands) 2013-14 Hybrid Bill will become an Act of Parliament. Phase 1 of the project is planned for completion by reaching Birmingham in 2026.

4.33 The rail link will pass through the Chilterns and the Colne Valley approximately 7km to the north of Iver. BCC are currently discussing construction compounds, construction routes and impacts on the Local Highway Network associated with the main rail link with HS2. It is not envisaged that the construction of the main HS2 rail line would directly impact on the Study Area.

4.34 The High Speed Rail (London-West Midlands) 2013-14 Hybrid Bill was amended in 2016 to include ‘Additional Provisions’ (AP) to extend powers to cover private interests contained in the Bill. There are two APs that affect the Study Area and are covered in the Bill. These include the relocation of the Heathrow Express Depot from Old Oak Common to Langley and funding the Hillingdon Outdoor Activity Centre relocation from Harefield to the New Denham Quarry, both of which are discussed in more detail below.

Heathrow Express Depot Langley (HEx)

4.35 The Heathrow Express (HEx) is a premium train service that runs between London Paddington and Heathrow Airport. The service is owned and operated by Heathrow Airport Ltd. The current HEx depot is located at Old Oak Common, however, this site is needed to accommodate a new station on the main HS2 rail line. A number of different sites have been assessed to accommodate a relocated depot, however, a site to the north of Langley Station was chosen as the preferred site. The proposed HEx depot will be bounded by the Slough

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arm of the Grand Union Canal to the north, the GWR to the south, Langley Station, Canal Wharf Industrial Estate and the B470 Station Road to the west and Thorney Business Park to the east.

4.36 The proposed east connection track work linking the depot to the GWR line will cross Hollow Hill Lane, which passes north to south through the HEx site. A section of Hollow Hill Lane will be realigned up to approximately 25m to the west of its existing alignment and lowered by approximately 4m. The realigned and lowered Hollow Hill Lane will pass under a new rail bridge constructed to connect the depot to the main GWR. The underbridge will be constrained in height by the need to connect the new depot to the existing GWR at its current level. However, as the existing restricted height (3.8m) GWR rail bridge on Hollow Hill Lane remains in place to the south of the new rail bridge there will be no increased restriction in the type of vehicles that can use this route.

4.37 A stakeholder meeting was held with HS2 on 20 th June 2016 to discuss the implications for The Ivers area from the construction of the HEx depot. Notes from the meeting are included in Appendix K for information. The HEx depot has to relocate from Old Oak Common by 2019 and to achieve this construction is intended to start in 2017. There will be two vehicular accesses into the depot during construction; from the east along the Thorney Business Park haulage access, across Hollow Hill Lane and from the west onto Station Road /Langley Park Road.

4.38 There are three construction routes currently proposed. These are shown in Figure 4.4 and described below:

• From the east across Hollow Hill Lane and along Thorney Business Park haulage road and onto Thorney Lane South turning north, along Thorney Lane North, High Street and then Bangors Road South, Bangors Road North and then the A412 to the A40;

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• From the east across Hollow Hill Lane, using the Thorney Business Park haulage road, south on Thorney Lane South and then west along Richings Way/North Park to travel south on Sutton Lane to the A4; and

• From the west onto Station Road then north along Langley Park Road, onto Wood Lane and then the A412 Church Road and Denham Road to the A40.

4.39 Current construction vehicle estimates propose 70% (350 daily two way HGVs) travelling west from the depot and 30% (150 daily two way HGVs) travelling east then splitting 15% (75 daily two way HGVs) travelling north and 15% (75 daily two way HGVs) travelling south on Thorney Lane South.

4.40 From traffic impact information provided by HS2 it is clear that the this would result in 8 additional HGVs in the peak network hours (08:00- 09:00 and 17:00-18:00) travelling along Thorney Lane North and Thorney Lane South and 36 vehicles in the peak network hours along Langley Park Road/Wood Lane. This means that 44 HGVs associated with HS2 would combine onto the A412 from the two northern construction routes.

4.41 BCC have requested that HS2 undertake further impact assessments for BCC’s highway network for the routes affected by the relocation of the HEx Depot. This forms part of Stage 2 of the overall study (see Table 1.1 ). BCC are objecting to the use of Bangors Road South as a construction route given the restricted width and character of the carriageway and in particular the existing 7.5 tonne weight limit. The impact of 75 further daily HGVs travelling through Iver High Street should also not be underestimated given the information provided within the Transport and Highways Audit in Appendix A . This may mean that the impact on the remaining two routes is intensified to cater for the 15% of construction traffic that needs to be accommodated if Bangors Road South is not utilised. HS2 have stated that they will try and minimise the

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use of Bangors Road South as they acknowledge the deficiencies of the carriageway to cater for HGVs.

4.42 At the Stakeholder meetings with HS2 to discuss the HEx depot proposals we were informed that the existing depot at Old Oak Common generates approximately 10 HGVs a week and this would not be altered as a result of the relocated. Due to the height restriction under the GWR HGVs may have to travel from the north along Langley Park Road, Wood Lane and the A412. The main operational vehicular access for the depot will be from Station Road. There would also be vehicles associated with staff at the depot which would most likely travel from Slough and the M4.

Hillingdon Outdoor Activity Centre (HOAC)

4.43 The existing HOAC site in Harefield, within the London Borough of Hillingdon, needs to be relocated as it will be affected by the proposed HS2 rail link and the funding of the relocation is considered an AP in the High Speed Rail Hybrid Bill. Planning permission for the relocation will be required as the new HOAC site does not fall under the Hybrid Bill. A suitable site at the New Denham Quarry has been identified; the existing and proposed HOAC sites are shown on Figure 4.5. New Denham Quarry is located to the south of the A412 Denham Road and to the north of Iver Parish Council but not within the Study Area. There is an access road to the existing quarry site from the roundabout on the A412 which connects Denham Road and Southlands Road.

4.44 The New Denham Quarry site is currently an operational quarry run by Summerleaze Ltd and is subject to an existing approved restoration scheme and conditioned to not generate more than 296 HGV movements a day or 148 HGVs.

4.45 Planning permission was granted in 2006 for the construction of the quarry and associated roundabout on the A412, linking Denham Road to Southlands Road, under reference SBD/8201/06. This permission is

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operational until 2021 when the original approved quarry operations will cease. Some areas of the quarry site have already been restored as part of the approved restoration plan; the extraction and restoration program at New Denham Quarry make the site ideal for the relocation of HOAC.

4.46 Existing haulage routes for quarry vehicles, which were surveyed as part of the HOAC applications, show that two-thirds travel north-east to the A40 per day which is 99 HGVs and a third travel west along the A412 per day which is 50 HGVs at peak. The existing quarry vehicles through the Study Area would be included within the traffic volumes recorded in the June 2016 traffic surveys as part of this Feasibility Study. The directional split of quarry HGV vehicles at the Five Points Roundabout is unknown. However, it is a measurable assumption for the purposes of this Study and from site observations to state 20% (10 HGVs) travel along Wood Lane and 80% (40 HGVs) travel further west along Uxbridge Road- particularly with the closure of Hollow Hill Lane adding to congestion on the B470.

4.47 The normal average level of daily HGV movements is estimated to be 174 movements per day (i.e. 87 in and 87 out) comprising: 124 movements for aggregate extraction and 50 movements for importing fill material. The only material impact on the quarry operations will be the increase in the duration of the construction activity until the end of 2024 (extraction) and 2026 (restoration). The present planning limit is June 2021 (restoration). There are 45 existing HGVs from the quarry that travel into Iver Heath.

4.48 The County Planning Authority has recently received two applications for the relocation of HOAC to the New Denham Quarry; these applications are currently being assessed by BCC; SBDC have raised no objections on their consultation response.

4.49 The relocation proposals are split into two phases. Phase 1 involves the extension of the existing sand and gravel extraction area at New Denham Quarry and restoration of the site to accommodate HOAC to be

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operational by April 2018 with the construction of all facilities and a 21.5- acre lake. Phase 2 includes the extension of the lake constructed under Phase 1 by an additional 43 acres which is comparable in size to the lake on HOAC’s existing site. The Phase 1 works are intended to take place during 2017-2018, whilst Phase 2 will run from 2018-2022. The proposed development site and potential construction routes are shown on Figure 4.5.

4.50 The Traffic data submitted with planning application CM/22/16 for the relocation of HOAC states that Phase 1 (2017-2018) construction would generate the following HGV peak movements between 08:00-18:00:

• Stage 1 500 daily 2-way HGV movements (250 HGVs) 50 daily 2-way hourly HGV movements (25 HGVs) • Stage 2 120 daily 2-way HGV movements (250 HGVs) 12 daily 2-way hourly HGV movements (6 HGVs)

4.51 The Stage 1 peak movement occurs during Q2 2017. These movements are in additional to the existing quarry operations. It is proposed in the Transport Assessment supporting the Planning Application that 20% and 33% of the construction traffic in the AM and PM peaks respectively would travel west into Iver Heath along the A412. If on average 30% of traffic travelled into Iver Heath on a daily basis during the peak construction activity this would equate to 150 daily HGVs movements (75 HGVs). Peak time movements on the network during Stage 1 would be 10 HGVs in the AM peak and 17 HGVs in the PM peak travelling to the Five Points Roundabout. For Stage 2 the impact is reduced with only 2 and 2 HGVs travelling to the Five Points Roundabout in the network peaks. This would be for BCC to assess but a routeing agreement should be in place to ensure vehicles do not travel along Wood Lane into Iver Village to the B470.

4.52 The lake for HOAC will be the same size as the existing site approximately 45 acres. HS2 have stated that they will not provide any betterment to the facilities being constructed at New Denham Quarry

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and therefore post construction traffic levels are expected to be the same as those for the existing site.

4.53 Trip generation information for the existing HOAC site has been included in the Transport Assessment for the proposals. This shows that traffic flows are seasonal, with the peak during June for group activities and August for all other users which is due to the school holidays and school trips. There are no HGVs due to the nature of HOAC, the largest vehicles accessing the site will be coaches. The total operational daily midweek figures for June to August are 40, 46 and 117 daily vehicle trips. The weekend figures for June to August are 113, 111 and 58 daily vehicle trips. There are also a number of special events which currently occur and would continue at the relocated site with the most intensive event being the Family Mayday open day which generates 60 additional vehicle trips.

4.54 In terms of vehicle distribution on the network it has been stated that only 8.8% of operational traffic associated with groups would travel from the Study Area to HOAC and 2.8% of traffic for all other users. This means in total 11.6% of traffic travels through the Study Area which at the peak August period is 14 vehicles. Based on the daily operational vehicle numbers and the existing volumes on the A412 this is not considered to generate any significant effects.

CEMEX, Mineral Extraction, North Park

4.55 CEMEX are proposing to extract minerals from the land formerly known as Langley Airfield as shown in Figure 4.6. This extraction and processing of minerals has been brought forward by CEMEX as a result of the proposed Western Rail Link to Heathrow which would sterilise the existing minerals on the land. CEMEX have stated that they will be submitting a planning application to BCC, as the Minerals and Waste Authority, in August 2016.

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4.56 CEMEX have already submitted a Scoping Opinion to BCC (ref: SCOP/15/1) which stated that the proposed development included the extraction and processing of 3 million tonnes of sand and gravel and then backfilling with inert waste and restoration over a 9-year period. A stakeholder meeting was held with CEMEX on 12 th July 2016 and notes from the meeting are included in Appendix L. CEMEX made clear at the meeting, due to the pressure from the proposed Western rail link that they anticipate to commence as soon as planning permission is granted and any conditions discharged.

4.57 A vehicular access will be created for the mineral extraction site onto North Park. The peak period for HGVs would cover 4 years from 2020- 2023 when the site is at maximum operations and would generate 240 daily HGV movements. CEMEX has stated they will sign up to a routeing agreement for all HGVs to travel west from the site on North Park and then south along Sutton Lane to the A4/M4 as shown in Figure 4.6.

4.58 A public footpath (reference IVE/15/1) runs north to south alongside a farm track and cuts the eastern part of the site in half. The footpath terminates on the boundary of the railway line. The path would need to be temporarily stopped up or diverted for the duration of the project. This footpath was severed to the north over the GWR with the removal of Dog Kennel Bridge as part of the Crossrail works.

4.59 Once the CEMEX related mineral extraction operations have been completed in 2026, which is also the planned completion date for WRLtH, there would be no traffic resulting from the site.

Western Rail Link to Heathrow (WRLtH)

4.60 The proposed Western Rail Link to Heathrow (WRLtH) (aka Western Rail Access to Heathrow, WRAtH) is a proposed new rail link to facilitate rail access to Heathrow from many areas of the UK including the Thames Valley, the South Coast, the South-West, South Wales and the

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West Midlands. The rail line consists of a dedicated new spur rail line linking the GWR to Heathrow as shown in Figure 4.7.

4.61 The Project involves construction of a new spur link from the GWR on the northern side which will sit in-between the freight line, the proposed HEx line and the main GWR line. The new spur WRLtH line will need to pass under the existing Great Western Railway (GWR) line, which currently sits on an embankment between Langley and Iver. Due to the alignment of the rail line within the required tunnel and the alignment of the spur from the main GWR line Hollow Hill Lane (Mansion Lane) will need to be permanently closed as the rail track will be at the same level as the existing carriageway. The rail line will go through the embankment tunnel at ground level and will then run approximately 200m before entering the main WRLtH tunnel, which will commence on the CEMEX site. The tunnel will then travel under the M4, across land which was the subject of the Slough International Freight Exchange proposal where a vent shaft is proposed and the tunnel will veer to the east under the M25 until it reaches Heathrow (Terminal 5).

4.62 A Stakeholder meeting was held with Network Rail on 16 th June 2016 to understand the project in more detail and obtain information about the construction impacts on The Ivers and potential synergies with the CEMEX extraction proposals. The meeting minutes from Network Rail are included in Appendix M. This Infrastructure Project is being promoted by Network Rail, however, it is at a very early stage and the DCO process, which Network Rail have stated the project will go through, will not commence until the end of 2017.

4.63 The current proposed commencement year for the WRLtH project is 2019 and the tunnelling project will continue for 8 years. The WRLtH is currently at an early stage and discussions with Network Rail indicate that there will be a small northern compound located on Thorney Business Park and a main compound on part of the CEMEX site where CEMEX would have already completed mineral extraction operations.

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4.64 There are two construction routes for vehicles from the northern and main compounds which combine on North Park. The northern compound will involve vehicles using the existing Thorney Business Park haulage road and then travelling south on Thorney Lane South and then west on Richings Way/North Park to Sutton Lane and the A4/M4. The main bulk of HGVs will be as a result of the tunnelling operations and will involve vehicles accessing North Park directly from the shared construction access with the CEMEX operations and vehicles would travel west onto North Park and then south on Sutton Lane and the A4/M4. Construction vehicle numbers are unclear at this stage but Network Rail are working with Jacobs, their design consultants, to produce more detailed construction management information to commence the DCO process.

4.65 Once the WRLtH tunnelling operations have been completed in 2026 on the North Park site there would be no operational vehicles. The only operational vehicles would be to the vent shafts with the nearest being on land previously proposed to be redeveloped for SIFE to the south of the M4.

4.66 WRLtH will lead to the closure of Hollow Hill Lane which will result in displaced traffic onto the B470 Langley Park Road, High Street, Thorney Lane North, Thorney Lane South, North Park and Richings Way. Moreover, there were 7654 daily vehicles travelling along Hollow Hill Lane in June 2016; prior to Slough BC’s experimental order closing Hollow Hill Lane. As a fair assumption if this traffic was split along the two remaining routes there could be an additional 3827 vehicles travelling along the B470 High Street and Thorney Lane North/South and Richings Way to North Park. This is significant when considering the existing traffic flows along this route. The operational impacts of the WRLtH are therefore considered significant. BCC will be undertaking monitoring on the BCC highway network to assess the displacement of vehicles due to Slough BC’s experimental order closing Hollow Hill Lane from 2nd August 2016. This will provide an accurate assessment for the displacement impact from traffic through Iver Village and Richings Park and will feed into The Ivers Feasibility Study at a later stage.

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Slough International Freight Exchange (SIFE)

4.67 The Slough International Freight Exchange proposal comprised B8 Units and a rail freight interchange with short and long term lorry parking for 257 vehicles. The site is located on land sandwiched between the M4 to the north and the A4 to the south as shown in Figure 4.8 . BCC provided a consultation response to the adjacent authority application from Slough BC which recommended refusal of the proposals based on the limited information provided to assess the impact of the proposals through The Ivers to the north of the site, particularly given the existing issues in The Ivers with regard to HGVs and the constraints of Iver Village.

4.68 Slough Borough Councils refused the SIFE planning application Ref P/14961/000 dated 27 September 2010. A planning appeal was lodged but the Inspector upheld Slough BC’s decision on 26th January 2016 and it was called into the Secretary of State who supported the Planning Inspector’s decision on 12 th July 2016 to dismiss the planning appeal . The Appellant had until 23 rd August 2016 to challenge the decision via judicial review at the High Court. We have been informed that the decision has been challenged and that the Appellant will be demonstrating very special circumstances in the Green Belt based on a national need.

Joint SBDC and CDC Local Plan Housing Growth

4.69 SBDC and Chiltern District Council (CDC) are currently working on a Joint Local Plan. Chiltern and South Bucks District councils are now preparing for the next public consultation stage - Preferred Options . It is anticipated that the public consultation for the Preferred Options will be for 6 weeks from 31 st October until 5pm on 12 th December 2016. The details for the Preferred Options Consultation will be determined by the Council’s Joint Cabinet on 12 th October 2016.

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4.70 The predicted figures for the Joint Local Plan are 7,800 for South Bucks between 2014 and 2036 equating to 355 per annum. This figure will hopefully be reduced however by agreement with Aylesbury Vale District Council (AVDC) to take 7000 of the need across both Districts . For information CDC requires 2650-2900 dwellings during the same plan period and 1257 dwellings have been completed to date. Therefore, Green Belt land release needs to be considered to ensure housing growth targets can be met.

4.71 Most of Iver Parish apart from the main industrial operational areas and the key residential areas is within the Green Belt. However, there are a number of large brownfield areas with adjacent Green Belt land that could be promoted for housing growth which could result in future planning applications within the Study Area.

Heathrow Airport Expansion (Stage 3 Study)

4.72 Heathrow Airport is located approximately 5.0km to the south east of Iver Village accessed via the A4/M4 to the south from Sutton Lane, Thorney Mill Road to the east via Cowley and West Drayton and from the north via the A412 and the M40/M25. A new north-west runway at Heathrow Airport is the preferred option proposed within the Airports Commission’s Final Report July 2015. A decision on a 3 rd Runway is wait from Central Government and it has been acknowledged that this would not take place until the October 2016 at the earliest. Heathrow expansion/intensification may take place eve without a 3 rd Runway. Therefore, the impacts of Airport Expansion will be covered within Stage 3 of The Ivers Feasibility Study by BCC given the approved proposals and implications on the Ivers area are currently unknown.

Summary

4.73 It is clear that the Infrastructure and Development Projects will have a considerable impact on the highway network within the Study Area

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during construction as shown in Table 4.1 . The only project which is yet to provide any construction information is the WRLtH but it is clear that construction vehicles from tunnelling operations would be significant as well as the closure of Hollow Hill Lane. There will be some synergies between WRLtH and CEMEX which could result in 180 HGVs fewer for the remaining backfilling and restoration years if both operate simultaneously.

Table 4.1 Construction and Operational Impacts

Daily Peak Construction Daily Operational impacts Project Impacts in Study Area in Study Area (if 50% split distribution from closure Hollow Hill Lane) +3827 daily vehicles on WRLtH Unknown B470/Thorney Lane North/Thorney Lane South/Richings Way/North Park CEMEX 240 HGVs None 75 HGVs Stage 1 + 45 HOAC HGVs Quarry operations = 14 vehicles mainly cars 119 HGVs 350 HGVs Langley Park Road/Wood Lane. 75 HGVs Thorney Lane HEx North/Bangors Road 10 HGVs South, 75 HGVs Thorney Lane South/North Park = 500 HGVs

50 HGVS along M4. Cars Smart for small satellite -420 vehicles on A412 Motorways compound on Old Slade Lane and North Park +570 vehicles Five Points PSDF 14 HGVs and 22 LGVs Roundabout “No cumulative Impact” based on Crossrail’s report. Crossrail 40 HGVs Potential Station Car Park and Station upgrade will increase usage.

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4.74 Table 4.1 summaries the construction and operational peak daily impacts. From the information available the largest impact will be from the construction of HEx which is as a result of the tight construction timeframe. This project impacts all of the Study Area due to the different construction routes.

4.75 In terms of operational impact, the Smart Motorways program actually results in a nominal decrease in vehicles travelling along the A412. The traffic model only models the principal road network. PSDF has a significant impact but the Five Points Roundabout will be improved with increased capacity and toucan crossings to mitigate the impact which will also assist the construction impacts for HOAC and HEx given the improvements are going to be undertaken in January/February 2017

4.76 The closure of Hollow Hill Lane could have significant implications on the highway network through Iver Village and BCC are undertaking a monitoring exercise to clarify this impact based on Slough BC’s recently implemented experimental order closing Hollow Hill Lane.

4.77 It is clear in operational terms Iver Heath does benefit from mitigation improvements to Five Points roundabout and a reduction in vehicles on the principal road network as a result of the Smart Motorways program. The situation currently appears worse in Iver Village and Richings Park due to the closure of Hollow Hill Lane which needs to be investigated further. The implications for Crossrail at Iver Station without a Station car park and no controlled parking restrictions within Richings Park, needs to be further investigated as it is not believed this has been assessed in detail by Crossrail or TfL.

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5.0 CUMULATIVE CONSTRUCTION AND OPERATIONAL IMPACTS

5.1 Using the information set out in Section 4, it is possible to identify the cumulative impacts of the various schemes, including the increase in construction and operational traffic in each year on different parts of the road network. There are also a number of projects where full information is not yet available and that will need to be considered against the overall cumulative totals.

Construction peaks and routes

5.2 The six projects that will affect the Study Area have the following construction routes as shown in Table 5.1 . The daily HGV construction vehicle levels are shown in Table 4.1 for completeness.

Table 5.1: Construction routes for Infrastructure projects.

Project Construction Route Main Route- North Park- Sutton Lane- A4. Secondary WRLtH route - Thorney Lane South- Richings Way, North Park- Sutton Lane.

CEMEX North Park- Sutton Lane-A4

HOAC A412 (30% West/70% East) Main route- Langley Park Road/Wood Lane (70%). Secondary route Thorney Lane South (15% North to High HEx Street and Bangors Road South and 15% south to North Park-Sutton Lane) Smart M4 hard shoulder Motorways PSDF Pinewood Road- A412 & A4007

5.3 There are also the Five Point Roundabout improvement works to consider which are due to commence in January/February 2017. The timeframe for these works is unclear at this stage, however, full signalisation and widening works could take 3 months and therefore could potentially overrun into 2017 when HEx, subject to Royal Assent, and HOAC subject to BCC planning permission may commence.

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Cumulative impacts on Local Highway Network

5.4 The Infrastructure and Development Projects Timetable in Figure 5.1 , has been created based on all the information that has been collated from meeting with Stakeholders and undertaking research on the projects. This shows the peak impacts and HGV movements.

5.5 As already noted a lot of the projects are awaiting final approval via Royal Assent or the Secretary of State and there are a number of planning applications pending with BCC. However, the cumulative impacts have been assessed based on all the proposed timescales with a smooth approval process.

Cumulative Construction Impacts 2017

5.6 In 2017 Smart Motorways, HEx and HOAC commence with PSDF potentially still ongoing. The existing new Denham quarry vehicles are also included on the 2017 Daily HGV cumulative construction impacts diagram in Figure 5.2 . The directional split of traffic on the A412 for the New Denham Quarry within the Study Area is based on information from the HOAC surveys within the HOAC Transport Assessment. The directional split on Wood Lane and Uxbridge Lane has been based on reasonable assumptions given the experimental order closing of Hollow Hill Lane. The impact on the Five Points Improvements in relation to the closure will be assessed as part of the monitoring by BCC.

5.7 In 2017 there will be 360 additional daily HGVs on Wood Lane, 119 daily HGVs on Uxbridge Road and 485 HGVs on Church Road. The highest impact is on Denham Road where there are 560 HGVs as this is where a number of construction routes all combine. The main construction impacts in 2017 are from HEx which is the only project impacting on Richings Park and Iver Village in 2017. Iver Heath suffers significant impacts during this period from Wood Lane and Bangors Road South.

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Cumulative Construction impacts 2018

5.8 In 2018 the impacts are the same as 2017 within Iver Heath with HEx and HOAC combining with PSDF and the New Denham Quarry vehicles. CEMEX commences to the west of Richings Park in 2018 with 180 daily HGVs in the first year of operations. This is shown in the 2018 Daily HGV Cumulative construction impacts diagram in Figure 5.3 . The CEMEX vehicles combine with the HEx vehicles on North Park creating 255 additional HGVs travelling along North Park and then Sutton Lane.

5.9 The Old Slade Lane Bridge works would commence from July 2018 to April 2019 which would be the peak impact of the Smart Motorway projects on the Study Area. The main construction access would be directly from the M4 with a small satellite compound created at the Bridge. There would be a minimal, if any, construction impact on the local highway network within the Study Area from the M4 Smart Motorways project based on the information provided by Highways England.

Cumulative construction impacts 2019.

5.10 The 2019 cumulative construction impacts are shown on Figure 5.4 in relation to daily HGV levels. HEx needs to be constructed by April 2019 with Heathrow Express needing to relocate from the Old Oak Common depot by December 2019. Therefore, the construction vehicles related to HEx would dramatically decrease by April 2019 and work would only involve fit out which would primarily be undertaken by LGV’s.

5.11 HOAC Stage 1 would be completed in 2019 and the site would be operational with no HGVs generated. Smart Motorways would be ongoing with the Old Slade Bridge replacement works planned for completion in April 2019; there is a minimal, if any, impact on the local highway network from this project on the Study Area.

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5.12 The number of HGVs generated by CEMEX increases to 240 in 2019 and the WRLtH commences although HGV numbers are currently unknown. Tunnelling operations would generate a significant level of HGVs which would combine on North Park and Sutton Lane. The WRLtH does have a small satellite compound to the north of the GWR with vehicles travelling along the existing Thorney Business Park haulage road to Thorney Lane South and then Richings Way and North Park to Sutton Lane. This is the same route that HEx would be using for their eastern construction route and therefore the cumulative impact on this haulage road and to the south of the Thorney Business Park needs to be assessed in detail. The Thorney Business Park access and haulage road, as shown in Photo 5. 1 and 5.2 has been improved as part of the Crossrail bridge replacement works, however, the right hand turn lane on Thorney Lane South cannot accommodate more than 1 HGV.

Photo 5.1 Thorney Business Photo 5.2- Thorney Business Park Park/Thorney Lane South junction existing haulage access road.

5.13 Within Iver Heath there would be HGVs associated with PSDF and the New Denham Quarry but as HOAC and HEx are completed this reduces the number of construction HGVs within Iver Heath dramatically.

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Cumulative Construction Impacts 2020-2022

5.14 The impacts from PSDF and New Denham Quarry within Iver Heath remain the same from 2019. The years 2020-2022 are, however, when the highest cumulative HGV impact occurs in the Richings Park area and along North Park as this is the peak construction period for WRLtH, although construction vehicle numbers are unknown at this stage. These vehicles are in addition to the 240 HGVs generated by CEMEX. This is shown on the 2020-2022 Cumulative construction impacts diagram in Figure 5.5 .

5.15 The Smart Motorways project is ongoing during this period but the Old Slade Bridge replacement works would have been completed in 2019 and minimal impact is expected.

5.16 The impacts during 2023-2026 are the same as those for 2020-2022, albeit the M4 Smart Motorways project is completed in 2022 but this project does not result in any construction impact on the Study Area post 2019 when the Old Slade Lane Bridge works are completed.

Cumulative Operational impact post 2026

5.17 The post 2026 operational cumulative impacts within the Study Area are shown on Figure 5.6 . The reduction in vehicles along the A412 is offset by the increase from PSDF which would be nearly all completed in 2026. The Five Point Roundabout improvements being undertaken in November 2016 would mitigate the PSDF operational impacts at the junction.

5.18 Potentially the greatest operational impact would be on Iver High Street with the displacement of vehicles as a result of the permanent closure of Hollow Hill Lane by the WRLtH project. The exact level of vehicle displacement needs to be reviewed in line with the monitoring which BCC are undertaking due to Slough BC’s experimental order closing Hollow Hill Lane.

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Cumulative Construction Impact of the Hollow Hill Lane Closure

5.19 The HEx Depot project is awaiting Royal Assent at the end of 2017 and is proposed to be constructed by 2019 when Network Rail are planning to commence works on the WRLtH. HEx does not need to consider the WRLtH within their assessments as Network Rail have not started the DCO process and the WRLtH is not a committed scheme. There are no detailed plans available of the cumulative effect of the WRLtH and HEx rail lines, however, Network Rail acknowledge that their proposed closure of Hollow Hill Lane means that HS2 would not need to lower the carriageway on Hollow Hill Lane as it will be severed and closed by WRLtH anyway and therefore any works associated with HEx which are undertaken to lower the carriageway to ensure it remains open for use by vehicles would be superfluous. BCC is currently working to encourage a joined-up working approach between these projects.

5.20 Although it is clear that Hollow Hill Lane (Mansion Lane) will be permanently closed as part of the WRLtH proposals, the road will also need to be closed to lower the carriageway and create the new bridge to cater for the spur rail link leading to the HEx depot from the GWR line. Construction details are unknown as contractors have not yet been appointed and the Local Area Traffic Management Plan has not been written as the project is still awaiting Royal Assent. Construction vehicles for HEx are proposed to cross over Hollow Hill Lane to access the Thorney Business Park haulage road, in-between the existing GWR rail bridge and the Mansion Lane caravan site; this will require a detailed traffic management plan to reduce conflict with existing vehicular movement along Hollow Hill Lane as visibility is poor on this section due to the alignment of the carriageway.

5.21 Timetabling of WRLtH is complex as the WRLtH proposals significantly affect the HS2 HEx depot construction plans and have also triggered the need for CEMEX to extract minerals at least 2 years in advance of any tunnelling works. Network Rail are not in a position to submit the DCO until the end of 2017 and specific details therefore will not be available

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until late 2017 or early 2018 which would provide reassurances to both HS2 and CEMEX. HS2 are pushing ahead with their proposals given the pressure for the existing HEx depot to relocate from Old Oak Common by 2019 so cannot wait for the WRLtH plans to be detailed.

5.22 There is no doubt that as Network Rail progress with their plans at the HEx depot construction arrangements will need to be adapted and the synergies with CEMEX will be identified. Neither project can, given the lack of detail, assess the cumulative impact of the WRLtH and they are not obliged to do so as it is not a committed development at this stage.

5.23 Despite this, CEMEX have indicated that they have an alternative strategy that takes advantage of the sustainable synergies between the two projects, given that there is a tunnel shaft proposed on the CEMEX site. CEMEX have stated that the remaining 3 years of restoration, where daily HGV movements would reduce to 180 could see the HGV flows completely removed if material from the tunnelling operations can be used to backfill the sand and gravel extraction site.

5.24 The northern compound for WRLtH is located along the Thorney Business Park haulage road which will also be used for HEx construction vehicles. This is the same route that HEx are planning to use for 30% of their HGVs. Both projects are currently planned to conflict for a small part of early 2019 but there is potential for one or both proposals to be delayed and the cumulative impact period to increase. Details of this conflict and cumulative impact will have to be provided and mitigated by WRLtH as it will be the last project in this area to come forward to gain approval and be constructed. This is, however, all subject to HEx achieving Royal Assent, WRLtH gaining approval, the CEMEX mineral extraction application being submitted and gaining planning permission and all three proposals actually being constructed.

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6.0 KEY TRANSPORT ISSUES AND MITIGATION

6.1 The assessment of the existing conditions on the highway network provided within The Transport and Highways Audit included in Appendix A, highlighted a number of issues, which will clearly be exacerbated by the construction and operational impacts from the Infrastructure and Development Projects. Prior to proposing any form of feasible mitigation all of the existing key issues need to be fully understood. It is clear that the geography of the Study Area means there are character areas as set out within the Transport and Highways Audit.

• Iver Heath • Iver Village • Richings Park • Wood Lane and Mansion Lane to Sutton Lane

6.2 Each character area was examined within the Audit to understand the existing key issues within the particular area and along the connections between areas and externally from the whole Study Area. The feedback from the Public Exhibition, included in Appendix N, was assessed and incorporated to provide an overview of key existing issues.

6.3 The key existing issues can be categorised into Highway Network Issues, Non-motorised user infrastructure issues and public transport issues. The issues have been sub-grouped as follows and provided with a letter reference:

• Highway Infrastructure (H) • Drainage and Flooding (D) • Junction Improvements (J) • On street parking (P) • Iver Rail Station (R) • Bus stop provision and facilities (B) • Pedestrian Infrastructure (W) • Cycling Infrastructure (C) • Travel Planning (TP)

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6.4 Each issue is described in turn with a reference number linked to the potential mitigation measures which are proposed to address the issue. A concise tabulated summary of all potential mitigation measures under each category is included in Appendix P with a reference letter relating to the category and number relating to the measure. Appendix P also includes a predicted delivery timeframe using a short, medium and long term assessment based on deliverability.

6.5 The mitigation measures have been split into Sustainable and Highway measures to illustrate geographically for the 4 character areas; Iver Heath, Iver Village, Richings Park and Wood Lane to Sutton Lane in Figures 6.1 -6.7.

Highway Network

Highway Infrastructure

6.6 The key issues on the Highway Network result from the limitations of the local highway network within the Study Area, the number of HGV generating site’s and the routeing of vehicles travelling through the Study Area and to the HGV site’s.

6.7 Each Highway Network issues is described and the potential mitigation is then explained.

Issue H1 : No Strategic Network Signage at Five Points Roundabout and Wood Lane/B470 junctions directing vehicles to M40/A40 and M4. The signage indicates M25 directly accessible from A412 which it is not.

6.8 Install green strategic network signage at the Five Points Roundabout, Bangors Road North/A412 Roundabout and Wood Lane/B470 Roundabout which informs drivers the direction to the A40/M40 to the north which is directly accessible from the A412. The signage should also show the M25 and M4 in brackets with drivers directed along the A412 at all roundabouts. This will assist in reducing vehicles travelling

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along less suitable roads within the Study Area which was raised as an issue at the Public Exhibition in July 2016.

Issue H2 : HGV generating sites within and near the Study Area creates significant HGV levels. Limited planning control to restrict HGV generating site's and power of objection to GVOL's rarely being issued.

6.9 The HGV generating sites create a significant level of HGV traffic which would not otherwise be travelling along the B470 and unclassified roads such as North Park, Richings Way and Thorney Lane North/South. Redeveloping any of the HGV generating site(s) for residential use with ancillary office or commercial units would reduce the HGV levels; albeit any development would generate other trips which would need to be assessed within any Transport Assessment/Statement. The existing HGV generating sites should therefore be carefully considered within the SBDC/CDC Joint Local Plan in terms of Land Ownership and viability for redevelopment. The lack of action by BCC and SBDC was raised as an issue at the Public Exhibition in July, however, this Study provides an understanding of the lack of control that both the Planning and Highway Authority have to have reduced HGV movements previously. For example, Thorney Business Park is within one ownership now which makes any redevelopment proposals easier in legal terms.

Issue H10 : Temporary/permanent closure of Hollow Hill Lane would displace traffic along B470 and through Study Area on alternative routes.

6.10 BCC will be undertaking monitoring to assess the local highway network within the Study Area to understand the traffic displacement implications from Slough BC’s experimental order closing Hollow Hill Lane. Comparative analysis of new traffic surveys and the June 2016 traffic surveys will provide technical evidence to understand the implications with suitable mitigation to be developed. SBC had just issued their experimental order before the Public Exhibition and therefore this was of great concern to residents. This closure does however provide the

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opportunity to obtain a technical evidence base to understand the impact on the Study Area and strengthen a case for obtaining mitigation.

Issue H3 : The Volume of HGVs within the Study Area

6.11 B470 High Street/Langley Park Road (east) caters for similar traffic levels as A4007 Slough Road. Iver High Street is a sensitive location where HGVs cause congestion, pedestrian safety and amenity issues due to its character and place functions. There are width, weight and height restrictions elsewhere on the network, in particularly Love Lane/Swallow Street and Bangors Road North and South which means vehicles are routed along B470 High Street and Thorney Lane North/Thorney Lane South.

6.12 The traffic surveys have confirmed that the B470 Langley Park Road (east of Wood Lane) and High Street cater for significant traffic volumes and HGV levels due to the weight, height and width limitations on the surrounding highway network funnelling traffic along the B470 and Thorney Lane North/South. Many of the limitations cannot be addressed directly and indeed it would not be appropriate to do so considering the conservation status of the most constrained section of this route. The main route for HGVs/traffic will therefore not change unless a relief road is considered. The closure of Hollow Hill Lane will further increase flows along the B470 pushing flows further beyond acceptable levels in environmental terms and potentially widening this beyond the roads traffic carrying capacity in the peak periods.

6.13 It is clear that a relief road would offer significant traffic reduction, safety and environmental benefits through Iver High Street which caters for 10,832 daily weekday vehicles with up to 11% HGVs. This is a proposal which has gained significant local support over a number of years. There have been historical proposals for a relief road but none have ever been viewed in the context of deliverability within the wider Ivers Area, hence a relief road option has never been progressed.

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6.14 The purpose of the relief road would be to stop HGVs from travelling along the B470 High Street in Iver Village and reduce the HGV numbers at the northern most sensitive section of Thorney Lane North. Overall traffic levels through the centre of the village would also reduce. Vision for Iver High Street

6.15 With the construction of a relief road a long term ‘vision’ for the High Street can be implemented reaping the benefits that a reduction in traffic from a relief road would bring. The following long term mitigation measures as part of the overall ‘High Street vision’ could be implemented with improved public realm making a more pleasant environment as illustrated in Appendix Q: • A HGV ban (apart from access and loading) • A 20mph speed limit • The implementation of vertical and horizontal traffic calming features through the main commercial section • Improved surface treatments • Additional crossing facilities. • Priority working along the narrow section on Thorney Lane North on approach to the B470/Thorney Lane North junction enabling a wider footway. • Priority working along the narrow section on Bangors Road South on approach to the B470 Junction enabling a wider footway. • Alterations to the Thorney Lane North/B470 Junction to a priority arrangement.

Relief Road

6.16 To ensure a relief road is deliverable it needs to be funded and relief roads can have substantial costs; it is clear that BCC does not have the standalone funds for a relief road or own the land required to the south of Iver Village to provide a relief road. This has been the main issue historically as to why the HGV and traffic flow issues have not been resolved. To make the provision of a relief road financially viable and

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acceptable it would ideally need to be proposed alongside significant development. Given that SBDC/CDC and working on a joint local plan including Green Belt release, development south of Iver Village could unlock potential for housing to meet the targets as well as a relief road. The redevelopment of an existing HGV generating site(s) as part of this would offer further benefits by reducing overall HGV levels in the area.

6.17 It is not considered that a dual carriageway relief road is required given the level of flows. The relief road should be designed to have a minimum of 7.3m wide single carriageway and have off street segregated shared cycle/footways provided on both sides and no direct frontage access. This design is the same for all options which are described below.

6.18 We have investigated potential deliverable relief road options to the south of Iver Village, based on land ownership information and feasible development possibilities and have concluded that there are three potential options that should be evaluated further. These are illustrated in Figure 6.8-6.10 .

• Option 1- Land immediately south of Iver Village • Option 2- Ridgeway Trading Estate • Option 3 – Thorney Business Park

6.19 Option 1 provides for a relief road immediately to the south of the village accompanied by development to create a natural extension to the existing village. The road would essentially divert the B470 from Langley Park Road west of Love Lane to Thorney Lane North south of Delaford Close with the existing B470 connecting to the relief road at priority junctions. The land required for this relief road is understood to be all within one ownership which means this option may avoid the need for compulsory purchase of land and a developer could be required to construct the entire relief road and junctions as part of a development scheme. This offers significant benefits in terms of the time in which the road would be delivered and also reduces the need for public funding. This option does not result in the redevelopment of a HGV generating site but the relief road would still bring significant benefits to Iver Village

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although there are no real benefits to the rest of Study Area which is the same for any relief road option which only offers relief to Iver Village.

6.20 Option 2, which was a common option highlighted by residents at the Public Exhibition in July 2016, would involve the potential redevelopment of the Ridgeway Trading Estate or extension of the existing access road to the west onto Langley Park Road, as per Option 1, or Mansion Lane. Redevelopment of the Ridgeway Trading Estate would remove the most vehicular intensive site, although it does not generate the highest level of HGV traffic of the three sites accessed from Thorney Lane South. There are deliverability issues with this option. Connecting to Mansion Lane and incorporating this existing road into a relief road raises concerns as the existing Mansion Lane/B470 junction is constrained with limited scope for improvement without acquiring third party land. Mansion Lane carriageway is currently not suited to cater for increased traffic flows although there may be sufficient land within the public highway for widening.

6.21 Option 3 involves the redevelopment of the Thorney Business Park which is all within one ownership. This would allow connections to the west onto Mansion Lane over the Grand Union Canal or Hollow Hill Lane in-between the Grand Union Canal and the GWR bridge. There are implications from the HEx and WRLtH proposals which require alterations to Hollow Hill Lane and the existing GWR rail lines with new lines being constructed. The link across the Grand Union Canal would require a new road bridge which would have cost implications. Connecting a relief road in between the Grand Union Canal and GWR existing rail bridge (there will potentially be a new rail bridge from HS2) also raises concerns with the existing highway network limitations. The same concerns about the intensification of Mansion Lane and the Mansion Lane/B470 junction apply from Option 2. This option is adjacent to the Iver Rail Station and could provide a suitable location for a new station car park; Options 1 and 2 are considered too far for station users. Any station car park would need to be accompanied by on street parking controls and restrictions in the surrounding area. As this option is the

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furthest to the south there is potential for a sustainable link from any relief road to North Park across the CEMEX land. CEMEX noted in the Stakeholder meeting that they had no objection to a relief road option travelling south through their site. Given the limited space to achieve the required level change to cross the railway line it is unlikely that this connection could be made, but further investigation into this is warranted if this Option is pursued. Even if a highway link cannot be provided, the replacement and upgrade of Dog Kennel Bridge to create an improved southern sustainable link should be encouraged.

6.22 All three relief road options would offer significant benefits to Iver Village. Land ownership, costs and funding would need to be assessed in detail to identify which option offers the best solution. All options provide for housing to meet the housing targets but require release of green belt land. Options 2 and 3 also potentially result in the redevelopment of HGV generating site’s which would bring significant environmental benefits to other parts of the network; including Thorney Lane South and Richings Way.

6.23 Even with the removal of a HGV generating site, Options 2 and 3, and the reduction in HGV levels, the overall traffic levels are still likely to exceed the environmental capacity appropriate for the High Street.

Issue H11 : The 85 th percentile vehicle speeds on Iver Lane and Langley Park Road (west of Wood Lane) are recorded above the speed limit in both directions.

6.24 Both roads form part of the B470 but assessment of collision data shows that the vehicles speeding does not appear to have any correlation to collisions. A speed limit review for the Study Area should be undertaken, particularly given the closure of Hollow Hill Lane and construction projects that are to planned to commence in line with the increase in HGVs on the network. The roads that should be included within any speed limit review in relation to the increase in HGVs from construction

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are Langley Park Road, High Street, Thorney Lane North, Thorney Lane South, Richings Way, North Park, Church Road, Slough Road.

Issue H4 : Only a planning condition restricts West London Industrial Park vehicles travelling into The Ivers. There is a safer and easier northern access onto Wallingford Road and the LBH highway network.

6.25 The impact of West London Industrial Park was raised by a number of residents at the Public Exhibition. A relief road would not alter the existing planning arrangements placed on the West London Industrial Park which means all vehicles have to travel west on Iver Lane and the edge of the Village. However, there is a suitable alternative route through Wallingford Road to the north and then onto the LBH network. Discussions should take place with West London Industrial Park, who wish to use the northern route, and LBH to see if there is any scope for opening this route up.

Issue H5 : Unclear why there is a width restriction on Thorney Mill Road as the bridge across the River Colne can accommodate HGVs.

6.26 Similarly, discussions with LBH should occur regarding the existing width restriction on Thorney Mill Road which does not appear to serve any safety or environmental purpose. This could lead to increased traffic flows within the Study Area so needs to be carefully evaluated.

Issue H16 : Thorney Lane North has capacity issues due to a narrow 5.0m carriageway exacerbated by traffic and HGV levels. There are pedestrian safety issues as the western footway is the desire line but only 0.9m wide for approximately 30m. Vehicles use dropped kerbs on Thorney Lane North, to the south of the B470, to drive over the footway.

6.27 Mitigation along this section is restricted by the limited public highway available and the proximity of adjacent dwellings along the west and St Peter’s Church along the east. This issue was raised by a number of residents at the public exhibition given the safety issues as a result of

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the narrow footways and vehicles mounting the kerbs. Given the limited public highway and existing traffic flows, improvements could only be implemented if traffic flows were to reduce along this section which would occur if a relief road option was taken forward. If traffic flows reduced significantly the B470/Thorney Lane North existing junction arrangement could be reviewed to potentially alter to a priority junction with give-way priority working along this sensitive section of Thorney Lane North to reduce the impacts of vehicles passing one another along this narrow section and improve pedestrian/cyclist safety.

Issue H15 : Bangors Road South has vehicular conflict risk and pedestrian safety issues due to the narrow 4.2m wide carriageway and narrow 0.9m footway.

6.28 There have been no collisions along this section, although clearly there is still a high risk of conflict which was raised as an issues by residents at the public exhibition. The existing weight limit reduces the vehicular flows. Any relief road option would bring benefits to Bangors Road South and a similar give-way priority arrangement or signalised single vehicle flow section could provide improved pedestrian and cycling safety if flows were reduced.

Issue H14 : Traffic levels and HGV movements create noise, dust and air quality issues. Pedestrian and cyclist safety is perceived to be an issue. The collision data shows that there are double the NUM collisions along Iver Village and Langley Park Road compared to Iver Heath and Richings Park.

6.29 There were many residents at the public exhibition who raised concerns about traffic noise, aircraft noise and overall air quality. Any reduction in existing HGV levels from redeveloping a HGV site would bring benefits to the Study Area, as would the provision of a relief road. Strategic signage to direct vehicles along the main principal road network would also help to reduce traffic on local roads. Reduced traffic flows would

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encourage sustainable modes and reduces local short vehicular trips which can be undertaken by alternative means.

Issue H13 : Priority working on North Park causes congestion and queuing and HGV levels mean forward visibility is limited which increases vehicle conflict

6.30 The existing give-way priority working causes congestion on North Park and forward visibility to view oncoming vehicles is impaired if vehicles are following HGVs which is a regular occurrence along North Park/Richings Way. The original case for implementing the width restrictions needs to be reviewed in line with the June 2016 surveys. Alternative measures may be more suited to reduce speeds.

Issue J5 : Five Points Roundabout has no existing pedestrian crossing facilities.

6.31 The improvements to Five Points Roundabout as a result of PSDF involve signalisation of all arms, apart from Slough Road, and pedestrian facilities. The crossing should all be toucan crossings and cycling infrastructure should be incorporated within the design. These works are proposed to be undertaken in January/February 2017.

Issue H12 : Thornbridge Road/Pinewood Green use as through route from Pinewood Road to A412.

6.32 This is another historical issue within the Study Area which has previously warranted the introduction of speed bumps along the carriageway; this was also raised at the recent public exhibition by residents living on Thornbridge Road. This route could be made more challenging for through route traffic with width restrictions and other traffic calming measures but this needs to be considered in line with resident access. The improvements at Five Points Roundabout should in theory improve access to the A412. Altering the Thornbridge Road/A412

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Junction, which will be discussed further in this section, may also reduce traffic flows if drivers have to wait to access the A412.

Issue H6, H7, H8 & H9 : Iver Heath and Iver Village Schools are located close to the A4007 and B470 which cater for significant HGV and traffic flows, with congestion and pedestrian safety issues exacerbated at School peak times due to drop off and pick up of children.

6.33 It is clear that for both Infant and Junior schools in Iver Village and Iver Heath congestion associated with existing traffic flows and HGV volumes is exacerbated by the school drop off and pick up traffic at peak times. This was raised at the Public Exhibition on 26 th July 2016.

6.34 With the advent of any mitigation proposals to reduce traffic flows on both the B470 or the A4007, through a relief road and Strategic Network Signage, 20mph speed limits and associated traffic calming should be investigated. Emphasis should be placed on travel planning.

6.35 A detailed appraisal of the safety issues at all four schools within the Study Area is required with a joint working group set up between all schools to discuss the existing issues within the Study Area and the potential mitigation options directly related to each school. For example, the Iver recreation ground could be used as a park and stride, subject to access improvements to reduce vehicles parking directly on the B470. There is no secondary school within the Study Area and therefore discussions should also take place about transport and suitable access to secondary schools promoting sustainable modes. The feedback from the public exhibition indicates that there appears to be a need for a secondary school within the Study Area.

Issue H17 : Cumulative construction impacts from the Infrastructure and Development Projects as outlined in Section 5 of this Study.

6.36 The cumulative impact on the Study Area from the Infrastructure and Development Projects will be significant. It is proposed that a

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Construction Working Group is set up between all the contractors and development promoters chaired by BCC which should meet on a regular basis to discuss ongoing construction projects, construction elements and general issues raised around the construction impacts on the Local Highway Network and within the Study Area. The Parish and District Council could feed into the Working Group by providing input to the meeting agenda.

6.37 Construction Management Plans (CMPs) should be conditioned for those projects requiring planning permission and a cumulative impact assessment should be carried out by contractors as well as Condition Surveys of the Local Highway Network so funding can be provided to repair general wear and tear of the carriageway fabric through increased HGV flows.

Drainage and Flooding

6.38 Poor drainage has been identified as an issue in a number of areas. In certain locations carriageway or footway level changes results in flooding and drainage issues.

Issue D1 : Existing gutter along northern footway through Iver High Street fronting Daws Court divides the footway and provides trip hazard

6.39 There is a gutter in the footway which divides the footway and makes it easier for vehicles to park on the footway. The camber of the footway requires a drainage channel but the footway could be resurfaced and the drainage improved to remove the trip hazard.

Issue D2 : Footway along western side of Thorney Lane North becomes flooded during heavy rainfall and is impassable for pedestrians as the surfacing is poor and narrow width in sections.

6.40 This means that the link between Iver Village and Iver Railway Station is not currently heavily used as the footway levels create significant

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flooding and make the route impassable during heavy rainfall. The verges are wide in some locations along this route but the drainage should be considered in line with cycling and pedestrian improvements.

Issue D3 : Langley Park Road under the GWR bridge is frequently closed due to flooding as a result of the carriageway levels.

6.41 Many residents at the public exhibition raised the issue of Langley Park Road being closed due to flooding and in particular the impact on the local highway network within the Study Area given the experimental closure of Hollow Hill Lane by Slough BC. Network Rail and Slough BC are aware of these issues and improvement works were planned to take place but stopped due to the closure of Hollow Hill Lane. Discussions with Slough BC are needed to understand when these improvements can take place as it will lead to increased traffic displacement to the BCC highway network; particularly as Hollow Hill Lane is currently closed.

Junction improvements

6.42 There are locations in the Study Area where pedestrian safety, junction geometry / layout and queuing affects the operations of the junction.

Issue J7 : Mansion Lane/Langley Park Road junction has tight radii so vehicles overrun kerb lines and drive into the path of oncoming traffic. This junction has some queueing from through-route nature (pre- experimental order).

6.43 Mansion Lane, Hollow Hill Lane and Market Lane, prior to the experimental order closing the carriageway at the GWR bridge, catered for significant peak time traffic flows due to rat-running by local traffic. This issue has clearly been resolved with the closure of Hollow Hill Lane, although this will have led to displaced flows elsewhere on the network. The carriageway width and alignment varies and there are limitations over and under the Grand Union Canal and GWR. The existing Mansion Lane/B470 junction has tight radii which leads to vehicles driving over

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the kerb line and into the path of oncoming vehicles. This therefore needs to be considered in line with any highway network relief road options for the area and if this route is to be used for construction vehicles.

Issue J2 : Bangors Road South/Bangors Road North/A4007 Slough Road junction has significant queuing at peak times. There are limited pedestrian crossings and the double mini roundabout arrangements results in a high vehicle conflict risk.

6.44 There appears to be sufficient public highway to the south and west, where wide verges currently exist, to investigate amending this junction to one roundabout rather than two mini roundabouts. The junction has been subject to 8 collisions over the last 5 years and from observations it is clear that the double mini roundabout arrangement does confuse drivers in terms of giving-way between the roundabouts which can then result in rear end shunts and queuing over the mini-roundabout if cars follow each other. Improving the junction arrangement would also allow for formal improved pedestrian crossing facilities to be installed. 6.45 Any investigation would need to give careful consideration to landownership boundaries and the impact of the scheme on trees and statutory undertakers plant.

Issue J1 & P6 : Traffic flows through the Thornbridge Road/A412 junction are affected by the parking arrangements on Thornbridge Road. This mini-roundabout is only 40m from a roundabout junction with Bangors Road North and there are no direct pedestrian crossing facilities at this junction along the desire line.

6.46 Due the uneven flows on Thornbridge Road compared to the A412 altering this existing roundabout to a priority junction with the main flows on the A412 given priority would improve traffic flows onto the A412/Bangors Road North junction and provide additional land to formalise parking for the Thornbridge Road shopping parade. By altering the junction layout pedestrian facilities could be provided on the desire

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line. There may be queuing on the Thornbridge Road arm but this would help to address the rat-running that occurs on Thornbridge Road/Pinewood Green by making this a less attractive route.

Issue J3 : The A412/Bangors Road North junction lacks pedestrian crossing facilities and the queues from the Thornbridge Road/A412 junction have been observed to back up into this junction.

6.47 There are no crossing facilities at this junction and in particular the A412 Church Road arm to link to the PROW IVE/2; as a minimum an informal crossing should be installed. There is a splitter island on the A412 Church Road which is sufficiently wide to cater for the recommended 2.0m width to provide dropped kerbs and create a pedestrian refuge. Altering the Thornbridge Road/A412 roundabout would improve the traffic flows onto this junction as currently queues back up given the junctions are only 39m apart which only allows for 5-6 vehicles to queue on the A412 (east arm) approaching the Thornbridge Road/A412 roundabout.

Issue J8 : The Thorney Lane North/B470 junction has no crossing facilities and the mini-roundabout is constrained by the public highway availability.

6.48 This junction has no crossing facilities and there are pedestrian generating uses on all arms. The public highway boundary is extremely constrained and there are highway width issues that result in queueing, particularly at peak times. The main flows in the AM are from High Street to Thorney Lane North but in the PM flows are even which exacerbates queuing. The proposed parking mitigation options for Iver Village, which are discussed later, will affect this junction. A detailed assessment of the public highway boundary, footway widths and swept path analysis is needed to investigate the possibilities for improvements in the short term based on the existing flows, which are expected to increase as a result of the Hollow Hill Lane closure.

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6.49 In the long term a relief road may reduce flows along the B470 and Thorney Lane North and offer additional improvement options where formalised crossings could be investigated and alterations to the junction arrangement if flows are no longer even on all arms.

Issue J4 : Wood Lane/B470 junction has poor pedestrian crossing facilities and observations have shown that vehicles waiting to turn right into Mansion Lane on Langley Park Road back up to this junction.

6.50 There are dropped kerbs on the pedestrian refuges for the B470 arms but these are not clear informal crossing points and the width of the B470 (eastern arm) splitter island is less than the recommended 2.0m. From the highway boundary extents it would appear that there is sufficient public highway width to provide suitable pedestrian refuges on both arms of the B470 whilst still allowing for suitable swept path arrangements; vegetation clearance along the south side of the junction will be required. There is not sufficient width to provide a pedestrian refuge with the required width dimensions on the Wood Lane arm. However, there is an existing pedestrian refuge further to the north on Wood Lane and providing suitable informal crossings on both of the B470 arms would allow pedestrians to cross over; albeit not on the desire line. Pedestrian movements are currently low at this junction but if cycling and pedestrian infrastructure along Wood Lane is improved then crossings will be needed for safety.

Issue J9 : Love Lane bi-furcated junction arrangement leads to high vehicle approach speeds due to wide radii.

6.51 This is a historical issue within the Study Area that has been raised when planning applications for the intensification of Love Lane have been submitted. Residents also raised this at the public exhibition as the existing issues with approach speeds and lack of footway have not been resolved; only minor carriageway width improvements have ever been carried out. This junction should be altered to one-way traffic flow where the junction splits which is how local traffic uses the junction with the

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western arm providing access to Love Lane and the eastern arm providing access to the B470 with left hand turn only restrictions. The radii need to be tightened to reduce vehicle approach speeds which could occur in line with a western footway.

Issue J6 : Queuing issues at the Sutton Lane/Parlaunt Road/North Park junction due to the insufficient length of the existing left hand turn flare on Sutton Lane with separate signal stage. The Parlaunt Road lanes are narrow and North Park only has 1 lane with a tight radius from North Park into Sutton lane for left hand turning vehicles.

6.52 This junction is maintained by Slough BC as the Highway Authority and therefore any improvements would need to be discussed and agreed with Slough. We are aware that CEMEX may be proposing alterations to the junction to cater for the construction traffic from the North Park CEMEX mineral extraction site. The flows at this junction would need to be monitored as part of the Hollow Hill Lane closure.

Issue J11 : Bangors Road South/B470 junction has queuing at peak times due to uneven flows and only informal pedestrian crossing facilities.

6.53 There are informal crossings on all arms of the Bangors Road South/B470 junction but these do not meet with the recommended 2.0m width to allow cyclists, wheelchairs and pushchairs to safely cross. There appears to be sufficient public highway to improve the width of the pedestrian refuges to meet with the 2.0m recommended distance. This will improve accessibility, especially given the bus stops on both sides of the B470. This may require the verge and footway to be altered along the southern side or the lane widths to be marginally reduced. A detailed design along with swept path analysis will be required to ensure vehicles can still safely manoeuvre through the junction. Due to the narrow width on Bangors Road South (4.2m opposite The Grove House), altering this junction to favour priority along the B470 may lead to queues on Bangors Road South and the narrow section may become impassable.

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Improvements to this narrow section in line with any reduction in vehicle flows on Bangors Road South and the B470 would need to be considered in line with the existing junction arrangement.

On Street Parking Issues

6.54 On street parking creates significant congestion and obstruction issues at a number of locations within the Study Area due to the lack of controls and restrictions. On street parking therefore exacerbates the issues relating to the high traffic flows and in particular the HGV levels as parking reduces the effective width of the carriageway.

Issue P6 : On street parking issues on Thornbridge Road from the Thornbridge Parade causes obstructions, congestion and confusion to drivers.

6.55 The Thornbridge Road shops create on street parking issues and congestion on the A412. The existing refuge separation between the parking for the shops and the Thornbridge Road carriageway is confusing to drivers entering Thornbridge Road arm from the A412. The parking fronting the commercial units would benefit from improvement. The flows on Thornbridge Road are low compared to the A412, a review should be undertaken of the junction to alter to a priority junction with a dedicated right hand turn lane on the A412 into Thornbridge Road. This would improve the flows on the A412 which would have benefits for the A412/Bangors Road North junction. By altering the Thornbridge Road/A412 junction to a priority junction the parking fronting the commercial units can be improved as the junction radii would be narrowed on the Thornbridge Road arm. Altering the junction would also allow for improved pedestrian crossings.

Issue P1, P2, P3, P4, P5 & P8 : Significant on street parking through the High Street causes obstructions and congestion along the carriageway and reduces width of footways making them impassable in certain locations. Limited parking controls and restrictions along B470.

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6.56 One of the main issues raised at the public exhibition was on street parking around the Study Area but in particularly along the High Street which causes severe congestion issues. In terms of customers to the shops within the Village, the cost and availability of parking was also an issue. Therefore, mitigation needs to ensure the congestion is addressed without undermining the availability of parking for economic reasons. Parking is currently free for a limited time and therefore the cost of parking does not appear to be an existing issue. Parking on Iver High Street should be formalised and parking controls should be implemented to favour users of the commercial units. Formalised and controlled parking should occur in the short term prior to any relief road as the current on street parking issues are causing serious highway safety and capacity issues.

6.57 An initial assessment of potential short term formalised parking mitigation has been undertaken, as shown in Appendix R which proposes the following:

• Swan Road short stay car parking • Swan Road Public House short stay car parking • Create approximately 7 formalised parking bays fronting Daws Court on northern side • The addition of two parking bays either end of existing controlled parking bays on southern side. • Implement Parking, waiting and loading restrictions • Potential parking restrictions Chequers Orchard • Potential parking restrictions Grange Way

6.58 Iver High Street would benefit from additional short stay car parking which does not interfere with the free flow of traffic. Swan Road is within the public highway and the existing parking bays along the eastern side should be formalised and potential short stay car parking charges/restrictions installed. The Swan Public House has a large rear car park for approximately 20 spaces which could also be used for short term car parking for Iver Village. This land is within the ownership of the

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Swan Public House but could be revenue generating and the peak times of the public house do not conflict with the peak time of the commercial uses so a beneficial arrangement may be possible. A formalised strategy could be in place where spaces could be retained for public house users or parking charges are reimbursed. Signage throughout and on approach to Iver Village could inform drivers of the location of the short stay car parking. The Swan Road arm of the Thorney Lane North//B470 junction would need to be reviewed as traffic flows would increase from short stay car parking but amending the junction radii would improve visibility.

6.59 This should occur in addition to parking and waiting controls and restrictions along the High Street and surrounding residential streets to improve the existing congestion issues from parking on the High Street. Parking restrictions would also remove vehicular obstructions along the footways.

6.60 A longer term strategy has also been outlined in Appendix Q, which can accompany any relief road option that would reduce vehicular flows through the High Street. The longer term strategy incorporates the overall ‘Vision’ for the High Street including all the parking measures proposed as part of the short term mitigation options in Appendix R . Therefore, both short and long term mitigation measures should be viewed in conjunction with one another to ensure the short term measures would complement the long term vision.

6.61 The Vision for the High Street includes high quality public realm with traffic calming measures in the form of potentially raised carriageways and surface treatments along with additional pedestrian crossings to improve pedestrian safety and aid the commercial functions of the High Street.

6.62 If parking formalisation occurs it may be that a crossing could be installed opposite Lounge Fifteen just to the east of The Fountain access which would aid pedestrians walking from the proposed short term car

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parking on Swan Road to the shops on the southern side of the High Street. This would at least resolve the pedestrian crossing issues at the western end of the High Street, if not specifically at the junction. If the crossing is a Zebra Crossing then the zebra crossing approach markings would also restrict parking, waiting and loading and therefore double yellow lines and loading restrictions would not be needed.

Issue P7 : Significant on street parking throughout Richings Park as a result of commuter parking and lack of controls and restrictions causing congestion and obstructions.

6.63 Parking restrictions and controls are needed within Richings Park to resolve the existing on street parking issues. There can be a short term and long term option.

6.64 In the short term prior to any station car park being constructed, formalised bays should be outlined on Bathurst Road and Wellesley Avenue to ensure vehicles only park within bays which would leave suitable gaps for passing traffic. This would not increase through traffic as on street parking can be alternated to still create a challenging route for through vehicles. Access protection markings should also be used within Richings Park. This would resolve the existing congestion with vehicles waiting on Bathurst Walk as a result of the single effective lane until Wellesley Avenue holding up traffic on Thorney Lane South. There has been a recorded collision occurring as a result of this issue. The 583 bus route (and any future bus routes) as a result of improvements could then travel through Richings Park without congestion and manoeuvring issues.

6.65 The cause of the existing issues, which appears to be primarily from commuters, needs to be addressed in the long term otherwise restricting parking would lead to displaced parking elsewhere. The on street parking mitigation measures within Richings Park need to be reviewed in line with a Station Car Park and the local needs of shoppers and residents.

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Public Transport

Rail Services

Issue P6 & R2 : No station car park causes significant on street parking within Richings Park as there are limited restrictions and controls. Leads to congestion and obstructions to the free flow of traffic.

6.66 A serious issue for Richings Park residents which was raised at the public exhibition was commuter parking and the lack of controls and charging. Iver Station does not have a station car park for rail users and there are local concerns that the existing on street parking issues around Richings Park residential area will be exacerbated by increased use of Iver Station due to Crossrail. There are also significant existing on street parking issues even without the potential exacerbation from increased usage of Iver Station.

6.67 There are two realistic options for a station car park which are being promoted by the individual land owners respectively as shown on Figure 6.11 ; • land to east of Thorney Lane South • land to north of Iver Station within Thorney Business Park

6.68 The potential for a Station Car Park immediately to the south of Iver Village has been identified, however, this is approximately 1km from the station and is not considered a suitable location for walking and cycling connections to the station.

6.69 The land to the east of Thorney Lane South, which was previously used by Crossrail for the temporary vehicle bridge whilst the new bridge was being constructed, would require a pedestrian crossing facility on Thorney Lane South. A car park on land to the north of the station within Thorney Business Park could be, but does not have to be, promoted alongside redevelopment proposals as part of the Option 3 relief road. A car park on land to the north of the Station is TfL’s preferred option for a

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station car park and BCC have been informed that a new station car park will be the subject of a planning application in February 2017; TfL have noted that the existing southern entrance will remain the only entrance

6.70 The benefits of providing a Station car park need to be carefully assessed in terms of the additional traffic that would be generated as the car park would essentially operate as a park and ride in association with Crossrail services. Many other Crossrail stations along the western section do not have car parks and therefore Iver station car park could generate traffic from commuters that do not currently travel through the area. A station car park would also need to be constructed along with wider controlled parking and waiting restrictions within the whole of Richings Park to ensure the option of free long stay parking is removed. The station car park would have to charge users to make it financially viable so all options for free uncontrolled all day on street parking need to be removed.

6.71 Any proposed restrictions will potentially require public consultation and a decision needs to be made whether parking restrictions are installed or revenue generating parking controls and a CPZ permit system is pursued which favours residents. Residents can baulk at CPZ proposals, however, it is considered that this may be the best option if a station car park is provided as CPZs allow unrestricted residential parking whilst preventing commuter parking. Any CPZ should only cover the Richings Park residential area to ensure parking is only permitted for Richings Park residents and permits should not be available to residents outside of this area.

Issue R1 : Iver Station is not step free - accessibility issues

6.72 Accessibility for the vunerable was a key concern of residents raised at the Public Exhibition which can be split into access to public transport services and general sustainable access and movement around the Study Area. TfL have stated there is funding for step free access. An

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initial design has been presented to SBDC for improvements to the Station as included in Appendix S. TfL are currently concentrating on the eastern section of Crossrail as the western section is not operational until 2019. Any proposals would potentially require planning permission and will be available for public consultation through the planning process.

Issue R3 : Limited poor quality cycle parking at Iver Station and no cycling infrastructure from Station to Iver Village, Langley or West Drayton.

6.73 There are only 10 existing cycle parking spaces at the station which are not within a secure shelter or cage. A cycling strategy for the Station is needed as part of the Crossrail operations as cycling may increase and should be encouraged in line with the cycling mitigation proposals within the wider Study Area. Cycling was observed during numerous site visit’s and therefore cycle parking, which was raised as a key concern at the public exhibition would service to increase this sustainable mode.

Bus services and facilities

6.74 Bus services vary from the north to the south of the Study Area. Iver Heath currently has the best provision with services every 20 minutes between Slough and Uxbridge at peak times, whereas, Richings Park only currently has a single bus service operating 3 times in each direction a day with no Sunday Services. Bus stop facilities and provision also varies which does not encourage increased bus usage. The key bus provision, access and facilities issues are highlighted below.

Issue R4 , B1 & B2 : Bus Services through Richings Park are ‘hail and ride’ and there are no bus stops. Implications for increased usage of Iver Station from Crossrail.

6.75 A review of bus services through Richings Park linking to Iver Village and Iver Heath is needed in conjunction with the increased usage of

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Crossrail which could underpin funding and increased bus usage. Improved rail / bus interchange may be achievable in association with any new station Car Park. Physical bus stops are needed with timetable information. Improved on street parking through Richings Park would reduce obstructions to ensure buses can travel along Wellesley Avenue and Bathurst Road.

Issue B3 : Accessibility issues at bus stops throughout the Study Area.

6.76 A review of kerb heights at bus stops within the Study Area is needed as most of the bus stops present accessibility issues for wheelchair and pushchair uses. The TfL Accessible Bus Stop Design Guidance could be used to provide information on potential improvements.

Issue B4 & B5 : No shelter at Langley Park Road eastbound bus stop (adjacent to The Red Lion) or the Langley Park Road westbound bus stop (opposite The Red Lion). Difficult to access stops as poor crossing facilities at B470/Wood Lane Junction and requires pedestrians to walk across pub car park.

6.77 Pedestrian crossing improvements at the B470/Wood Lane junction should be investigated. Footway provision to the west on the northern side of Langley Park Road is needed as currently pedestrians have to walk across private land or walk in the carriageway to access stops. A shelter should be provided at this bus stop given usage could be high due to the public highway and this bus stop is served by routes 7 and 58 so has the highest bus frequency in the Study Area.

Issue B6 : High Street bus stop eastbound (east of Bangors Road South) is located fronting parking bays.

6.78 This bus stop should be relocated approximately 30m further to the east with a formalised bus cage provided to improve access and visibility of the bus stop as shown on Appendix R.

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Issue B7 : High Street B470 eastbound bus stop (West of Bangors Road South/B470 Junction) has poor visibility and is attached to street light. observed to be obstructed by vehicles and is located in close proximity to Bangors Road South junction.

6.79 Install separate bus stop flag to improve visibility of bus stop and bus stop cage on the carriageway to improve driver awareness.

Issue B8 : No footway connection or crossing to the Bangors Road North (southbound) bus stop opposite The Stag and Hounds. Poor quality shelter.

6.80 Improve existing poor quality shelter. Crossing facilities on the Bangors Road North arm of the A412/Bangors Road North junction and footway provision southbound (eastern side) on Bangors Road North to this bus stop would alleviate pedestrian access issues.

Issue B9 : No footway connection or crossing to Bangors Road North bus stop (southbound) opposite The Black Horse. No shelter.

6.81 Install shelter. Crossing facilities on the Bangors Road North arm of the Bangors Road North/Bangors Road South/A4007 junction and footway provision northbound (eastern side) on Bangors Road North to this bus stop would alleviate pedestrian access issues.

Issue B10 : No footway connection or shelter at Bangors Road South (Northbound) bus stop by Love Green Lane Junction.

6.82 The footway along the western side of Bangors Road should be extended to include the cycle lane to the Love Green Lane Junction. A footway should be installed centrally at the Love Green Lane bi-furcated junction fronting Bangors Road South to enable improved access to the bus stop. Install a shelter at this bus stop and a street light.

Issue B11 & B12 : No footway connection to Norwood Lane (westbound)

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bus stops by Bangors Road South Junction and Swallow Street junction and overgrown vegetation.

6.83 Trim vegetation at both bus stops for better driver visibility and create improved waiting area to allow pedestrians with wheelchairs or pushchairs to wait with dropped kerbs to enable pedestrians to safely cross.

Issue B1 & B15 : Review bus services within Study Area as bus services do not support the highest trip generating areas.

6.84 The bus service through the High Street is extremely poor only being served by the 583 with 3 buses a day in each direction. There is no bus stop visible from the shops on Thornbridge Road or Bangors Road South. As noted, Iver Station also has poor bus provision. The schools are also not served by frequent buses. Route 58 passes Iver Village Infant and Junior Schools but is every 30 mins at peak times and Iver Heath Infant and Junior schools have no bus service along the section of the A4007 near to the schools.

6.85 There will be changes on 24 th September 2016 to bus services with route 58 being replaced by the 3 which will operate the same route as the 58 and run every 20 minutes throughout the day Monday-Saturday and operate hourly on a Sunday. Bus route 7 through George Green is being stopped due to low usage. To the west of the Study Area route 75 which currently serves Maidenhead to Heathrow Airport is being withdrawn and replaced between Maidenhead and Slough by route 4. Onward connections to Heathrow Airport can be made by changing at Slough Bus station to the new First Service route 7. The nearest bus stop for this service from the Study Area is between Sutton Lane and Market Lane on Parlaunt Road.

6.86 A detailed assessment of bus patronage is required to understand existing bus usage, and the use of existing bus stops particularly in

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relation to shops and pedestrian generating uses and the station. This will provide information to support the mitigation measures proposed.

6.87 Real Time Passenger Information (RTPI) could be justified to increase bus usage if bus services were improved through a Bus strategy and service review. RTPI works best servicing bus stops with multiple routes, a range of destinations and increased frequency.

6.88 The September 2016 bus alterations do not address the poor multi- modal interchange between bus and rail within the Study Area, especially Richings Park, and even though the bus service on High Street increases to every 20 minutes the east of Iver Village and Richings Park are still considered to have poor bus service provision.

6.89 There are no links to Heathrow Airport from Iver Heath or Iver Village and it was made clear at the Public Exhibition that many residents do work at Heathrow Airport. Therefore bus provision to Heathrow from within the main Study Area should be reviewed, especially inter-modal links from Iver Rail Station. Currently the nearest buses to Heathrow serve stops on Parlaunt Road which are 1.5-2.0km from Richings Park.

Issue B13 : No bus service along Slough Road A4007 fronting Iver Heath Infant and Junior Schools.

6.90 The section of Slough Road from Swallow Street to Bangors Road North does not have a bus route and this section caters for both schools in Iver Heath. Bus services should be reviewed to improve sustainable modes along Slough Road, particularly to the Schools.

Issue B14 : Existing bus lay-bys in Iver Village on High Street and Langley Park Road take up significant room within the public highway and the existing bus service levels do not justify bus lay-bys.

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6.91 The bus lay-bys need to be reviewed as the walking and cycling infrastructure could be improved if the bus lay-bys were removed. Alternatively, additional on street parking could be provided.

Non-Motorised User Key Issues

Pedestrian Infrastructure Issues

6.92 The junction capacity issues outlined earlier in this section highlight where pedestrian crossing facilities need to be improved at junctions. There are wider issues with internal and external footway provision that need to be addressed.

Issue W1 : Pedestrian refuge for IVE/4 on A412 Church Road by St Antioch Church damaged at time of site visit on 8 th August 2016.

6.93 This needs to be repaired but the reasons behind the vehicle conflict need to be reviewed as wider safety improvements may be required along this section.

Issue W9 , W13 & P5 : Street clutter along High Street reduces effective footway width and exacerbates pedestrian safety issues as a result of on street parking. The existing footway surfacing differs in some locations which provides trip hazards and confuses pedestrians. Vehicles also park along the footway through the High Street reducing the footway width and making some sections (for example between The Hair Room and The Swan Public House) impassable.

6.94 The street clutter includes litter bins, phone boxes, the position of street lights, signage and chairs. A decluttering strategy should be undertaken in line with wider improvements through the High Street.

6.95 Parking formalisation with restrictions and controls would stop vehicles parking across the footways to improve pedestrian safety and pedestrian

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movement along and across the High Street with improved driver/pedestrian visibility.

6.96 The current surfacing has limited aesthetic value and therefore surfacing should be upgraded in line with any wider improvements.

Issue W13 : No pedestrian dropped kerbs fronting the parade of shops adjacent to the police station and the parking area off-set from the carriageway is cobbled.

6.97 Dropped kerbs are needed at both vehicular accesses into this parking area to improve pedestrian movement and accessibility along the southern side of the High Street. This off-set parking area should also be formalised with improved surfacing and parking space layout to reduce vehicles reversing out onto High Street and improve pedestrian safety.

Issue W2, W11 & W3 : Overgrown vegetation has been observed along PROW IVE/4, IVE/16, IVE/11, IVE/15, IVE/13 and along the footways on Bangors Road South footway adjacent to Stag and Hounds and the eastern footway along Thorney Lane North. The footway link from Bangors Road North to Iver Recreation Ground has poor surfacing and vegetation needs cutting back.

6.98 One of the main issues observed within the Study Area is overgrown vegetation and lack of maintenance for surfacing of footways and PROWs. This prohibits use and exacerbates safety issues from the high traffic flows along the carriageway as pedestrians have to walk closer to the carriageway. This also raises accessibility issues for pedestrians travelling within the Study Area. A regular maintenance program is required for all footways and PROW within the Study Area to improve surfacing and cut back vegetation which will enhance pedestrian safety and connections to increase sustainable modes of travel.

6.99 Vegetation growth and the impact on footways and PROW was a serious issue raised at the public exhibition. From numerous site visits to the

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area, the particular routes that have been observed with vegetation issues are:

• IVE/4 in Iver Heath which requires improved surfacing and vegetation cut back. • The eastern footway along Thorney Lane North is overgrown in sections and suffers with serious drainage problems leading to flooding due to the level changes along this route. • The footway on eastern side of Bangors Road North by The Stag and Hounds is overgrown. • The unmaintained link between IVE/15 and IVE/13 Colne Orchard to Dutton Way. • PROW IVE/16 from Marina Way in Iver Village across the M25 and southwards towards the Grand Union Canal IVE/17 which is completely impassable due to vegetation. • IVE/11 linking Wood Lane to Love Lane requires surfacing improvements and vegetation cut back. • IVE/5 on Bangors Road North to Slough Road at the entrance within the Study Area is overgrown so vegetation needs to be cut back. • Vegetation needs to be trimmed along Love Lane. • Vegetation trimmed and improved surfacing on footway link between Bangors Road North and Iver Recreation Ground.

Issue W5 : Informal footpath between IVE/15/3 and IVE/13/1 with poor surfacing and overgrown. This link is not part of BCC public rights of way network.

6.100 Although this link has width issues due to third party land at Colne Orchard this is an alternative link to pedestrians walking along the narrow section of Thorney Lane North. This unmaintained link is shown between C and D on Appendix T which is BCC’s potential future proposed cycle/pedestrian link from the Station linking to the Village. Therefore, this should be maintained as part of BCC’s PROW network. This should form part of a formal route from Iver Station/Richings Park to Iver Village and maintenance of this route would encourage use.

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Issue W6 : Dog Kennel Bridge removed and IVE/15 severed as part of Crossrail works.

6.101 A suitable alternative link across the GWR should be investigated to re- provide this link. CEMEX will require the diversion of IVE/15 but this route should not be removed completely as it will be difficult to re- provide. Maintenance of this route would improve usage.

Issue W7 : No footway on north-east side of Trewarden Avenue/Bangors Road North junction to connect to IVE/5 access.

6.102 The footway should be extended up to the access for IVE/5. This junction also requires crossing facilities given that it is located at the main vehicular access into the Iver Heath residential area.

Issue W8 & W11 : No lighting on footway on Bangors Road South by Stag and Hounds Public House, Bangors Road South for entire length, Southern section of Love Lane, IVE/4 and Wood Lane.

6.103 Light pollution is an issue and non-residential areas within the Study Area are rural. However, pedestrian safety and lighting needs to be balanced with the potential light pollution and therefore lighting should be investigated on certain routes within the Study Area. There are many bus stops without specific lights to improve visibility for drivers.

Issue W12 : No footway fronting the Bathurst Walk junction along Thorney Lane South.

6.104 Re-provide the footway that was removed as part of the Crossrail works to the Bathurst Walk/Thorney Lane South Junction.

Issue J10 : Existing pedestrian dropped kerbs on Thorney Lane North to the south of B470 are detrimental to pedestrian safety due to poor visibility

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and vehicles overrunning the kerb line as the carriageway narrows to 5.0m. Vehicles use dropped kerbs to drive up the kerb line.

6.105 These dropped kerbs should be relocated further south in the short term where pedestrian/vehicle visibility is improved. In the long term crossing facilities at the B470/Thorney Lane North junction can be investigated and give-way priority working on Thorney Lane North would improve pedestrian links. This would require substantial reductions in traffic flow to operate safely and could only realistically be delivered in conjunction with a relief road.

Issue J8 : Only one formal crossing through Iver Village High Street, a high pedestrian generating area. Pedestrians therefore frequently jay-walk.

6.106 Additional crossings through Iver High Street could only be reviewed with a reduction in traffic flows from any relief road. Formalising the parking would improve vehicle/pedestrian visibility where on street parking currently obscures the view of jay-walkers. Formal crossings should be reviewed in the long term but the benefits of formalised parking would provide pedestrian safety improvements in the short term.

Shared cycle/pedestrian infrastructure

Issue C1 & W2 : Link between Richings Park, Iver Station and Iver Village is currently poor quality with varying footway widths and no cycling infrastructure.

6.107 A formalised link to encourage cycling and improve the existing walking route is required along Thorney Lane South and Thorney Lane North. Although walking and cycling links do not have to be along or adjacent to carriageways, it is considered that Thorney Lane North and South would be the desire line and most direct route between Iver Station and Iver Village. An off street alternative route could be proposed as shown in Appendix T which is BCC’s proposed link option. This route

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follows Thorney Lane South and North but it diverts immediately south of Iver village along Colne Orchard linking to Dutton Way through an unmaintained section which has already been discussed. Although this route would provide a link it is not considered the main pedestrian desire line and there are width and land ownership issues which prevent a suitably wide shared cycle/footway from being provided as proposed.

6.108 A relief road option may in the longer term, provide for a formalised cycle/pedestrian shared footway which would potentially offer a new, alternative link to Iver Village depending on its proximity to the Village. However, a solution in the short term is needed given a relief road is currently not guaranteed and may not be constructed for some considerable time. The impact from the Infrastructure and development projects will increase traffic flow on Thorney Lane North during construction and then operations and pedestrian and cyclist safety is therefore important.

6.109 A desktop assessment has been undertaken with a view to providing a cycle lane and improved footways along Thorney Lane South and Thorney Lane North. There would appear to be sufficient width along the eastern side of Thorney Lane South within the public highway to provide a 3.0m shared cycle footway up to the southern side of The Ridgeway Trading Estate signalised junction.

6.110 Immediately north of the signalised junction the footway with reduces for approximately 120m, before widening again. The potential for realigning the eastern kerb line to allow this stretch of footway to be widened to 3.0m should be investigated.

6.111 Beyond this pinch point there is sufficient width within the public highway up to Delaford Close to provide 3.0m width shared cycle/footway on either side of Thorney Lane North. The restricted section commences at the bend to the north of Delaford Close. Cyclists would have to return to the carriageway on Thorney Lane North up to the B470 junction. Although it is a poor environment for cyclists, confident

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cyclists have been observed along this section as it is the most direct route. As noted an alternative route can be proposed for less confident cyclists.

Issue C5, C6, W11 & W2 : Poor pedestrian and limited cycling connections between Iver Village and Iver Heath

6.112 There are a number of routes between Iver Heath and Iver Village that could be reviewed for pedestrian and cycling improvements:

• Wood Lane, • Love Lane/Swallow Lane, • Bangors Road South • PROW IVE/33, IVE/7, IVE/8, IVE/5 and IVE/26

6.113 The most suitable existing pedestrian route based on the Transport and Highways Audit in Appendix A , would be Love Lane/Swallow Lane as this road has residential frontages and a fairly good existing continuous footway provision along the carriageway although in some parts the surfacing is degraded and vegetation needs to be cut back.

6.114 Bangors Road South is in location terms the best link from Iver Heath to Iver Village but currently has limited sustainable infrastructure and there is a pinch-point opposite Grove House. There are shared cycle footway signs along this route for a short section to the north of Norwood Lane and there is an on street cycle lane at the Love Green Lane Junction but there is not a continuous cycle lane. There is a 7.5 tonne weight restriction which does improve safety for on street cycling if formalised lane markings and signage was provided. There is a narrow section outside Grove House just to the north of the B470 where the carriageway reduces to 4.2m wide and the footway is only 0.9m. There is insufficient public highway, due to third party boundaries to provide any width improvements outside of the existing constraints. Given the alignment of the carriageway it is considered that vehicles would not attempt to pass cyclists along this section. In the long term any reduction

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in vehicle flows, potentially as a result of a relief road, may allow for signalised priority working with a widened footway. The poor visibility due to the alignment of the carriageway would potentially require the use of signals rather than a give-way arrangement. However, a more detailed assessment will be required along this route in line with any vehicle reduction benefits, visibility and carriageway alignments to propose any substantial improvements.

6.115 Improvements, maintenance and formalisation of PROW IVE/33, IVE/7, IVE/8, IVE/5 and IVE/26 leading from Iver Heath to Iver Village would provide for an acceptable alternative off-road cycle and pedestrian route. Route information should also be provided on noticeboards and via the Parish Council website to encourage sustainable modes of travel and educate local residents. This route should become a public bridleway to allow cycling as public footways do not allow for cycling.

Issue C5 : Poor sustainable walking and cycling connections from the Study Area to Langley which will become a Crossrail Station

6.116 Wood Lane should be reviewed for shared cycle/footway provision between Iver Heath and Langley given there is sufficient width within the public highway extents and Langley Station, which will also be a Crossrail Station, is only 3.5km away. It is considered that residents from the western section of Iver Heath and employees at Pinewood Studios may cycle to/from Langley Station. The Five Points Roundabout improvements with formalised crossings on all arms will also further improve safety to the north of Wood Lane for cyclists and pedestrians.

Issue W10 : Informal entrance from Thorney Lane South to Grand Union Canal towpath with poor surfacing and steps which are extremely slippery in the rain.

6.117 Pedestrian and cycle access to the Grand Union Canal should be improved as the existing steps arrangement is precarious due to the angle, surface treatment and levels of the route. This route offers a quick

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east-west link to Slough in the west and Hayes, Harlington, Southall and Brentford further to the east. This should be encouraged as a key sustainable commuting and leisure link.

Issue W4 : No cycling link along North Park to Langley into Slough BC. Poor surfacing on footway along northern side of North Park from The Pump House to Sutton Lane opposite Richings Park Golf Club

6.118 Parlaunt Road is served by many more bus services which then travel along Sutton Lane. Improved pedestrian facilities and a new cycle link should be provided from Richings Park to Langley which is only 2.5km away. A quiet route could be proposed through Richings Way from Thorney Lane South to North Park. The footway along North Park should be improved and widened if possible within the public highway extent. This footway needs to be reviewed in conjunction with the CEMEX/WRLtH vehicular access proposals.

6.119 Slough BC have a cycle hire system with the nearest cycle hire station from Richings Park being located to the south on Sutton Road and on Langley Road High Street. There may be an opportunity to expand this into Richings Park, Iver Heath and Iver Village or at Iver Station. Residents within SBDC can become members and use the system even if they do not live within Slough BC. Discussions with Slough should occur to understand how residents within SBDC can be educated about the system and encourage its use.

Cycling Infrastructure

6.120 BCC do not appear to have a cycling strategy and the current cycling infrastructure is poor around the Study Area. It is therefore recommended that discussions with Iver Parish Council and SBDC occur as part of the Joint Local Plan to create a cycling strategy for The Ivers.

Issue C2 : Limited and poor quality on street cycle spaces at Thornbridge

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Road Shops and Iver Rail Station. No on street cycle spaces along Iver Village High Street.

6.121 On street cycle parking needs to be improved where it is currently located and provided along Iver Village High Street and at locations such as medical centres, schools, parish council buildings and police station to encourage cycling.

Issue C4 : Public footways within the Study Area need to be altered to Public Bridleways to allow cycling and improve connections within the Study Area and externally.

6.122 The following Public footpaths do not allow cycling as they are not Public Bridleways; • IVE/3 Bangors Road North/A412 to Sevenhills Road • IVE/4 Pinewood Road to Slough Road via Church Road • IVE/5 Bangors Road North to Slough Road • IVE/26 Swan Road to Coppins Farm and Bridleway IVE/8 • IVE/27 High Street to Everham Road • IVE/4A Love Green Lane to High Street • IVE/14 Dutton Way to Ridgeway Trading Estate • IVE/15 Thorney Lane North to the Grand Union Canal • IVE/17 Grand Union Canal (The Canal and River Trust allow cycling along two-paths) • IVE/34, IVE/24 (will be upgraded as part of M4 Smart Motorway Project) & IVE/20 North Park/Richings Way to Old Slade Lane. • We are aware that the Canal and River Trust would not allow public footpaths to be upgraded to Public Bridleways as a matter of policy. However, it should be made clearly from BCC’s perspective that cyclists are welcome and cycling is encouraged along IVE/21 & IVE/16 Grand Union Canal to Thorney Mill Road

Issue C7 : No cycling infrastructure from Iver Heath into Uxbridge along Slough Road A4007.

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6.123 Uxbridge offers a wide range of shops and facilities along with the Underground station and from Iver Heath Uxbridge is only approximately 3.0km away. A shared cycle/footway should be investigated along Slough Road to the LBH network to encourage sustainable modes of travel eastwards from the Study Area.

Issue C3 : No on street cycle spaces along Iver High Street

6.124 Install cycle parking spaces along the High Street to encourage short sustainable trips.

Travel Planning

Issue TP1 : Lack of Travel Planning to encourage sustainable travel and reduce single occupancy journeys for residential and workers within the Study Area.

6.125 It seems that the majority of local feeling towards the HGV generating sites is negative due to the vehicular volumes and environmental factors. It is clear that unless sites can be redeveloped for more harmonious uses then the HGV and traffic levels will be retained within the area. An area wide travel plan should be created which is aimed at residents but also employers and employees within the Study Area, particular at the HGV generating site’s. Crossrail provides an ideal opportunity for employees at Court Lane, Thorney Business Park and Ridgeway Trading Estate, as well as the commercial uses on Bathurst Walk and Thorney Lane South to travel sustainably. A targeted effort to educate residents and workers within the area of the sustainable modes available and car sharing opportunities will offer opportunities for modal shift. This will also provide information to support the appetite for improvements to bus services and sustainable modes to underpin the mitigation measures proposed.

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Summary

6.126 A wide range of mitigation measures are proposed to address the existing issues that have been identified. All measures need to be considered in the context of construction and permanent impacts identified in Section 5 of the Study. Some measures should be implemented immediately if funding can be found to improve safety prior to the increased construction flows.

6.127 Following this Feasibility Study there are a number of areas that need further review and evaluation to confirm viability and funding streams needed to be outlined. Discussions with key Infrastructure and Development Project stakeholders are needed as well as between BCC, SBDC and the Parish Council to digest the findings and set out key steps to continue the momentum to improve the area for residents and users and create a more harmonious environment.

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7.0 SUMMARY AND CONCLUSION

7.1 Odyssey Markides (OM) has been instructed by Buckinghamshire County Council (BCC) to undertake Phase 1 of The Ivers Feasibility Study to examine existing traffic and transport conditions in and around Iver Parish. South Bucks District Council (SBDC) are the local Planning Authority and BCC are the Highway Authority .

7.2 The Study Area is located immediately to the west of the stretch of the M25 Motorway, although Court Lane Industrial Estate is located to the east under the M25. The M25 that runs between Junctions 15 and 16 along the eastern boundary and the Study Area falls almost wholly within the County of Buckinghamshire within the South Bucks District Council (SBDC) Local Authority area, with the very south eastern corner falling within Slough Borough Council. Slough is located to the West and Yiewsley/Uxbridge to the East across the M25. To the South lies Colnbrook and the A4/M4 and to the North is the M40.

7.3 SBDC and BCC are aware that the volume of Heavy Goods Vehicle (HGV) movements in and around The Ivers has been a concern of local residents for some time. These occur as a result of the historical industrial sites located in the area and the Village location in the context of the Strategic Highway Network. In the vicinity of the Study Area there are with 6 main HGV generating sites located within SBDC and an additional 2 sites in the London Borough of Hillingdon (LBH) .

7.4 Since 2012 The Ivers area has been the location for a number of planned and approved Infrastructure and Development Projects; Crossrail, Heathrow Express Depot, M4 Smart Motorways, the Western Rail Link to Heathrow (WRLtH) and the potential Heathrow Airport expansion. These schemes can be approved through Hybrid Bills that receive Royal Assent and become Acts of Parliament, or other methods such as following the Development Consent Order (DCO) process .

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7.5 There are also a number of proposed developments in The Ivers Area that will require planning permission through the Minerals and Waste Local Authority (BCC); CEMEX North Park Extraction and the relocation of the Hillingdon Outdoor Activity Centre.

7.6 The projects and existing issues need to be reviewed in the context of the joint draft Local Plan between SBDC and CDC with potential requirements for Green Belt release for residential redevelopment to meet housing targets within both Districts. The pressure for housing land availability is therefore acute within SBDC.

7.7 This Traffic and Transport Study is Phase 1 of a 4 stage Ivers Feasibility Study which will incorporate further assessment work from Highways England and HS2 as well as the potential expansion of Heathrow Airport with a final overview impact Study. Phase 1 includes:

• Reviewing the existing traffic and transport issues, cycling, walking and public transport links.; • Assessing the ongoing and planned Infrastructure Projects and future development sites; • Reviewing options for resolving existing and future issues; and • Identifying potential mitigation options to take forward.

7.8 A public exhibition was held on 26 th July 2016 at Iver Village Hall to provide information about the Infrastructure and Development Projects in the area as well as outline the Feasibility Study and initial survey results. Feedback from residents and stakeholders included within the Study and assists with the issues and mitigations sections.

7.9 The Strategic Road Network forms a significant barrier to movement to the north, east and south of the Study Area. The Grand Union Canal and Great Western Main Line run in an east/west direction through the Study Area and create further barriers to north-south movement. Iver Lane and Thorney Mill Road, which connect into the London Borough of Hillingdon’s road network, have weight and width restrictions limiting

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HGV traffic. These various barriers to movement limit route choice and increase pressure on the routes that are available.

7.10 The Study Area has a number of key east-west and north-south links. The main route through Iver Village is the B470 (Langley Park Road/High Street) which, connects Langley to the west with Yiewsley and Uxbridge to the east and north east respectively. The other key east-west route is the North Park/Richings Way/Thorney Mill Road which connects Langley with West Drayton. The main north-south links in the northern part of the Study Area are Wood Lane, connecting the A412 to the B470, and Swallow Street/Love Lane and Bangors Road South, offering further connections to Iver High Street. To the south of the Study Area, Thorney Lane North/South connects the High Street to Thorney Mill Road/Richings Way and Mansion Lane/Hollow Hill Lane/Market Lane connects Langley Park Road to North Park/Parlaunt Road.

7.11 A Transport and Highways Audit has been undertaken for the whole of the Study Area which reviews the existing highway network, public transport provision and pedestrian and cycling infrastructure. The audit also identifies any issues within the Study Area that may require improvement .

7.12 The Audit shows that the most usable north-south routes through the Study Area for HGVs are Thorney Lane South / North and Wood Lane. To get between these roads it is necessary for HGVs to either travel via North Park / Langley High Street / Langley Park Road (which has a height restriction under the railway line and passes through the centre of Langley) or via Iver High Street (which is historic in character, constrained in width and therefore unsuitable to accommodate HGVs).

7.13 The bus provision is very limited in terms of frequency and destinations covered, with large sections being hail and ride. Iver Heath has the best provision with services every 15-20 minutes but Iver Village has limited services. On street parking has led to bus route alterations in the Richings Park area, which hinder bus usage further. Bus stop provision

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is poor at certain locations with limited shelters and footway connections creating potentially hazardous conditions. None of the bus stops have accessibility platforms.

7.14 Iver Rail Station is currently served by Great Western Railway services between Paddington and Didcot Parkway every 30 minutes Monday to Saturday. This station will become a Crossrail Station in 2019 with increased service frequencies and accompanying station improvements expected; although questions are raised about the supporting bus service provision to Iver Village and potential future improvements for step free access and aesthetics. The Station is not currently step free and the lack of a station car park leads to significant on street parking around the Richings Park area. This will only be exacerbated with the Crossrail services.

7.15 There is adequate pedestrian infrastructure provided in the built up parts of the Study Area for internal connections, but widths are constrained in places and connections could be improved. Some junctions do not have any crossing facilities and provision is poor at others.

7.16 Cycling infrastructure is extremely limited on the BCC Local Highway Network. The PROW network is expansive within the Study Area, connecting to Uxbridge, Langley, Cowley, Fulmer and George Green and also providing links within the Study Area separate from the busy highway network. There may well be potential for improvements and new PROW connections to be created to provide better permeability with Public Bridleway provision allowing cycling which is currently not allowed along the public footpaths. Usage of these routes would need to be encouraged and the routes need to be maintained as many are currently overgrown as noted in Section 6.

7.17 The traffic surveys undertaken in the area have identified that flows are within the road link capacities across the study area and from a purely construction perspective the carriageways can cater for the traffic levels. If place and movement functions are considered, then the capacity

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becomes an issue in certain locations as Section 3 identified. The ‘environmental capacity’ of Iver High Street and the northern end of Thorney Lane North is exceeded, with these roads carrying traffic flow levels above what is appropriate for the character and non-traffic functions that these streets fulfil.

7.18 HGV levels are above the national average across the study area, particularly on Iver High Street, Thorney Lane North and South and Richings Way. A substantial amount of this HGV traffic is associated with the Ridgeway Trading Estate, Court Lane and Thorney Business Park sites, which between them generate approaching 1900 HGV movements per day. Approximately two-thirds of the daily northbound HGV movements on Thorney Lane North are made up of traffic from these three sites.

7.19 The specific Infrastructure and Development Projects have been reviewed in terms of construction and operational impacts for the Study Area. A timetable for implementation of these projects has been created in Figure 5.1 from which a cumulative impact analysis has been undertaken for HGV movements within the Study Area.

7.20 Construction information has been obtained for all planned Infrastructure and Development Projects apart from WLRtH from stakeholder meetings that have been held and research that has been undertaken. PSDF and Crossrail have already commenced and are ongoing. The construction routeing and vehicle numbers show that the most intensive impact will be from the HEx project which has three different construction routes within the Study Area along Langley Park Road, Thorney Lane South/North Park and Bangors Road South. The latter has an existing 7.5 tonne weigh limit and is unsuited as a haulage route. HEx causes the greatest impact on Iver Heath between 2017-2019 when HOAC and Pinewood Studios Development Framework (PSDF) combine with the continuous New Denham Quarry vehicles and the HEx traffic. Particular acute impacts will be felt along Church Road given the existing issues and the fact the A412 is a main construction route for many of the

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projects with vehicles travelling north through the Study Area. A construction working group should be created to discuss the cumulative construction impacts and mitigation should be considered from all development projects assessing the specific impacts on certain routes- this should not be undertaken in piecemeal fashion.

7.21 The WRLtH project will generate significant impacts due to tunnelling operations but this project is at an early planning stage and information on construction traffic levels is unavailable. It is clear however there could be synergies with the CEMEX mineral extraction which could substantially reduce vehicles towards the last 3 years of operation. The main impacts on Richings Way will occur between 2020-2022 when the WRLtH and CEMEX are both operational.

7.22 Post 2026 only PSDF would still be under construction but most of the main bulk of the build would have been completed. The cumulative operational impacts for all the projects post 2026 provide significant improvements on the highway network compared to construction with PSDF generating the greatest impact at this point in time. Improvements to Five Points Roundabout are planned for January/February 2017 to increase capacity and install pedestrian crossings in advance of the operational impacts to provide mitigation.

7.23 An in-direct operational impact of the WRLtH results in the closure of Hollow Hill lane and displacement of traffic on the B470. BCC are undertaking a monitoring exercise to review the impact of Slough BC’s experimental order closing Hollow Hill Lane which will include surveys in September 2016 to compare to the June 2016 surveys undertaken pre- closure of Hollow Hill lane. The displacement impacts will therefore be quantified, and will be incorporated into the Iver Feasibility Study at a later date. An assumption has been made for the purposes of this feasibility study with a 50/50 split of the traffic that travelled daily along Hollow Hill Lane and this could result in 3827 additional vehicles along High Street B470 daily.

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7.24 The construction and operational impacts of the Infrastructure and Development Projects have been considered in the context of the Transport and Highways Audit which has identified existing issues within the Study Area.

7.25 The key existing issues have been categorised into Highway Network Issues, Non-motorised user infrastructure issues and public transport issues and shown geographically within Figures 6.1-6.7 and Appendix P includes potential delivery timescales. The issues have been sub- grouped as follows:

• Highway Infrastructure (H) • Junction Improvements (J) • On street parking (P) • Drainage and Flooding (D) • Pedestrian Infrastructure (W) • Cycling Infrastructure (C) • Iver Rail Station (R) • Bus stop provision and facilities (B) • Travel Planning (TP)

7.26 The key issues on the Highway Network result from the limitations on the local highway network within the Study Area, the number of HGV generating site’s and the routeing of vehicles travelling through the Study Area and to the HGV site’s

7.27 The HGV generating sites create a significant level of HGV traffic which would not otherwise be travelling along the B470 and unclassified roads such as North Park, Richings Way and Thorney Lane North/South. By redeveloping any of the HGV generating site(s) for residential use with ancillary office or commercial units this would reduce the HGV levels as approximately two-thirds of HGV traffic on Thorney Lane North is associated with the three industrial sites accessed from Thorney Lane South. Any development would generate trips which would need to be assessed within any Transport Assessment/Statement. The existing

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HGV generating sites should be carefully considered within the SBDC/CDC Joint Local Plan in terms of development potential.

7.28 The traffic surveys have confirmed that the B470 Langley Park Road (east of Wood Lane) and High Street cater for significant traffic volumes and HGV levels due to the weight, height and width limitations on the surrounding highway network funnelling traffic along the B470 and Thorney Lane North/South. Many of the limitations cannot be addressed and indeed it would not be appropriate to do so considering the conservation status of the most constrained section of this route. The main route for HGVs/traffic will not change unless a relief road is considered. The closure of Hollow Hill Lane will further increase flows along the B470 pushing flows further beyond acceptable levels in environmental terms and potentially widening this beyond the roads traffic carrying capacity in the peak periods.

7.29 It is clear that a relief road would offer significant traffic reduction, safety and environmental benefits through Iver High Street which caters for 10,832 daily weekday vehicles with up to 11% HGVs. The purpose of the relief road would be to stop HGVs from travelling along the B470 High Street in Iver Village and reduce the HGV numbers at the northern most sensitive section of Thorney Lane North. Overall traffic levels through the centre of the village would also reduce. With the construction of a relief road, long term mitigation measures could be implemented along the High Street B470.

7.30 To ensure a relief road is deliverable it needs to be funded and relief roads can have substantial costs; and it is clear that BCC does not have the standalone funds for a relief road or own the land required to the south of Iver Village to provide this. This has been the main issue historically as to why the HGV and traffic flow issues have not been resolved. To make the provision of a relief road financially viable and acceptable it would need to be proposed alongside significant development. Given that SBDC/CDC and working on a joint Local Plan including Green Belt release, development south of Iver Village could

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unlock potential for housing to meet the targets as well as a relief road. The redevelopment of an existing HGV generating site(s) as part of this would offer further benefits by reducing overall HGV levels in the area.

7.31 We have investigated potential deliverable relief road options to the south of Iver Village, based on land ownership information and feasible development possibilities and have concluded that there are three potential options that should be evaluated further; Land immediately to the south of Iver Village, Ridgeway Trading Estate or Thorney Business Park.

7.32 All three relief road options would offer significant benefits to Iver Village. Land ownership, costs and funding would need to be assessed in detail to identify which option offers the best solution. All options provide for housing to meet the housing targets but require release of green belt land. Options 2 and 3 also potentially result in the redevelopment of HGV generating site’s which would bring significant environmental benefits to other parts of the network; including Thorney Lane South and Richings Way for example.

7.33 Even with the removal of a HGV generating site, Options 2 and 3, and the reduction in HGV levels associated with this, the overall traffic levels are still likely to exceed the environmental capacity appropriate for the High Street.

7.34 The drainage within the Study Area is poor and mostly natural, using vegetation or natural run-off due to the nature of the area. Poor drainage has been identified, through the Public Exhibition and from numerous site visits to the area, as an issue in a number of areas. In certain locations carriageway or footway level changes results in flooding and drainage issues. Specific areas have been identified and potential mitigation measures outlined.

7.35 On street parking creates significant congestion and obstruction issues at a number of locations within the Study Area due to the lack of controls

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and restrictions. On street parking therefore compounds the issues relating to the high traffic flows and the HGV levels as parking reduces the effective width of the carriageway. In particular parking restrictions and formalised parking should be reviewed along Iver High Street and Richings Park in line with any proposed station car park.

7.36 Iver rail station requires accessibility improvements, improved cycle parking and sustainable transport promotion to encourage bus, cycling and walking connections. A car park is also required in line with the local concern that Crossrail will lead to significant intensification of the Station and commuter parking within the Richings Park residential area.

7.37 Bus services vary from the north to the south of the Study Area. Iver Heath has the best provision with services every 20minutes at peak times, whereas, Richings Park only has a single bus service operating 3 times in each direction a day with no Sunday services. Bus stop facilities and provision also vary which does little to increase bus usage and retention/improvement to bus services. The route 583 is currently being subsidised by increased usage will provide support to continuing the funding.

7.38 Pedestrian improvements between Iver Heath, Iver Village and Richings Park including Iver Station are needed including; widened footways, improved levels and increased safety along with a regular vegetation maintenance program for routes adjacent to carriageways and PROW. Many PROW need to be altered to public bridleways from Public Footpaths to allow cycling and improved off-road links. Shared cycle/footway links externally from the Study Area are needed to encourage sustainable travel and reduce the need for short local vehicular trips.

7.39 BCC do not appear to have a cycling strategy and the current cycling infrastructure is poor around the Study Area. It is therefore recommended that discussions with Iver Parish Council and SBDC occur as part of the Joint Local Plan to create a cycling strategy for The Ivers.

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7.40 An area wide travel plan should be created which is aimed at residents, employers and employees within the Study Area, particular at the HGV generating sites. Crossrail provides an ideal opportunity for employees at Court Lane, Thorney Business Park and Ridgeway Trading Estate, as well as the commercial uses on Bathurst Walk and Thorney Lane South to travel sustainably. A targeted effort to educate residents and workers within the area of the sustainable modes available and car sharing opportunities will offer opportunities for modal shift. This will also provide information to support the appetite for improvements to bus services and sustainable modes.

7.41 A wide range of mitigation measures are proposed to address the existing issues that have been identified. All measures need to be considered in the context of construction and permanent impacts identified in Section 5 of the Study. Some measures should be implemented immediately if funding can be provided to improve safety prior to the increased construction flows. Where required short and long term improvements have been identified.

7.42 Following this Feasibility Study there are a number of areas that need further review and evaluation to confirm viability and funding streams need to be outlined. Discussions with key Infrastructure and Development Project stakeholders are need as well as between BCC, SBDC and the Parish Council to digest the findings and set out key steps to continue the momentum to improve the area for residents and users and create a more harmonious environment.

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Glossary

AADT – Average Annual Daily Traffic ANOB – Area Outstanding Natural Beauty AP – Additional Provisions ATC- Automatic Traffic Count AVDC – Aylesbury Vale District Council BCC – Buckinghamshire County Council CDC- Chiltern District Council CRF – Congestion Reference Flow DCO- Development Consent Order DfT- Department for Transport DMRB – Design Manual for Roads and Bridges GVOL – Goods Vehicle Operating Licence GUC – Grand Union Canal GWR- Great Western Railway HEx- Heathrow Express Depot HGV – Heavy Goods Vehicle HOAC- Hillingdon Outdoor Activity Centre HS2- High Speed 2 HV – Heavy Vehicle LBH – London Borough of Hillingdon LGV – Light Goods Vehicle LV – Light vehicle MCC- Manual Classified Count MCCS- Manual Classified Turning Count Survey MCY- Motorcycle MFS – Manual for Streets NMU – Non Motorised User NSIP- Nationally Significant Infrastructure Project OD- Origin/Destination OGV- Other Goods Vehicle OM- Odyssey Markides PCY- Pedal/cycle

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PROW- Public Right of Way PSDF- Pinewood Studios Development Framework PSV- Public Service Vehicle RTF – Roads Task Force SBC- Slough Borough Council SBDC- South Bucks District Council SIFE- Slough International Freight Exchange SoS- Secretary of State SSSI – Site of Special Scientific Interest TA – Transport Assessment TfL- Transport for London UAP- Urban All Purpose WRLtH- Western Rail link to Heathrow

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FIGURES

Figure 1.1 -Study Area Figure 2.1 -Highway Network Figure 2.2 -Barriers on the Highway Network Figure 2.3 -HGV Generating Sites Figure 2.4 -Site Location Plan West London Industrial Park Iver Lane Figure 2.5 -Site Location Plan Link Park Thorney Mill Road Figure 3.1 -ATC’s and Turning Count Survey Locations June 2016 Figure 3.2 -OD Survey Count Locations June 2016 Figure 3.3 -ATC Vehicle Classifications list June 2016 Figure 3.4 -Manual Traffic Count Vehicle Classification List June 2016 Figure 3.5 -Weekday Average Flows ATCs June 2016 Figure 3.6 -Third Party Survey Locations Figure 3.7 -AM Peak Turning Count Traffic Flow Diagram June 2016 Figure 3.8 -Pm Peak Turning Count Traffic Flow Diagram June 2016 Figure 3.9 -AM Peak Predominant Traffic Flows in Study Area Figure 3.10 -PM Peak Predominant Traffic Flows in Study Area Figure 3.11 -AM Queues Survey Diagram June 2016 Figure 3.12 -PM Queues Survey Diagram June 2016 Figure 3.13 -HGV Flows passing through Iver Village from Industrial Sites Figure 3.14 -Existing Speed Limits on Local Highway Network Figure 3.15 -Collisions within Study Area from Crashmap Figure 3.16 -Collisions in Iver Heath Figure 3.17 -Collisions in Iver Village and Langley Park Road Figure 3.18 -Collisions in Richings Park Figure 4.1 -Infrastructure and Development Projects Figure 4.2 -Pinewood Studios Development Framework (PSDF) Figure 4.3 -Smart Motorway Works and Construction Route Figure 4.4 -HEx Works and Construction Route Figure 4.5 -HOAC Site and Construction Route Figure 4.6 -CEMEX Site and Construction Route Figure 4.7 -WRLtH Site and Construction Route Figure 4.8 -SIFE Site and Construction Route Figure 5.1 -Infrastructure and Development Project Timetable

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Figure 5.2 -2017 Cumulative Construction Impacts Figure 5.3 -2018 Cumulative Construction Impacts Figure 5.4 -2019 Cumulative Construction Impacts Figure 5.5 -2020-2022 Cumulative Construction Impacts Figure 5.6 -Post 2026 Operational Cumulative Impacts Figure 6.1 -Iver Heath Sustainable Mitigation Measures Figure 6.2 -Iver Heath Highway Mitigation Measures Figure 6.3- Iver Village Sustainable Mitigation Measures Figure 6.4 -Iver Village Highway Mitigation Measures Figure 6.5 -Richings Park Sustainable Mitigation Measures Figure 6.6 -Richings Park Highway Mitigation Measures Figure 6.7 -Wood Lane to Sutton Lane Mitigation Measures Figure 6.8- Relief Road Option 1 Land immediately to South of Iver Village Figure 6.9- Relief Road Option 2 Ridgeway Trading Estate Figure 6.10 -Relief Road Option 3 Thorney Business Park Figure 6.11-Potential Station car park development options

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Appendix A – Transport and Highways Audit

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Appendix B – Average Weekday Flow from ATCs June 2016

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Appendix C – Manual Survey HGV Generating Site’s Thorney Lane South August 2016

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Appendix D – Comparison of Peak Hour ATC Data and Peak Hour Total Flows from Junction Count data

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Appendix E – Five Point Roundabout Improvements 2013/00176/FUL

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Appendix F – Crossrail Route map

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Appendix G – Crossrail Stakeholder meeting notes

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Appendix H – Mouchel Stakeholder meeting notes

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Appendix J – Highways England Smart Motorways Technical Note Iver Impacts

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Appendix K – HS2 Stakeholder Meeting Notes

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Appendix L – CEMEX Stakeholder Meeting Notes

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Appendix M – Network Rail Stakeholder Meeting Minutes

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Appendix N – 26 th July 2016 Public Exhibition Feedback

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Appendix P – Potential Mitigation Measures Summary Section 6

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Appendix Q – Long Term Mitigation Measures for Iver High Street

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Appendix R – Short Term Mitigation Measures for Iver High Street

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Appendix S – TfL Initial Improvements to Iver Station

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Appendix T – BCC Proposed Cycle/footway Iver Village to Iver Station