Expansion of Hethel Engineering Centre Transport Statement
Final October 2011 Hethel Engineering Centre, Norfolk Transport Statement
Revision Schedule
Transport Statement October 2011
47060127/N001
Rev Date Details Prepared by Reviewed by Approved by
- Oct 11 Draft Kimberley Pettingill Mark Watson Philip Porter Assistant Transport Principal Transport Associate Consultant Consultant
A Oct 11 Final Kimberley Pettingill Mark Watson Philip Porter Assistant Transport Principal Transport Associate Consultant Consultant
URS Scott Wilson Alexandra Court Church Street Great Baddow Chelmsford Essex CM2 7HY
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Hethel Engineering Centre, Norfolk Transport Statement
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Table of Contents
1 Introduction ...... 1 1.1 Background and Brief ...... 1 1.2 Scoping ...... 1 1.3 Report Structure ...... 1 2 Site Location and Development Proposals ...... 2 2.1 Site Location and Existing Use ...... 2 2.2 Development Proposals...... 2 3 Policy Consideration...... 3 3.1 Background ...... 3 3.2 National Policy...... 3 3.3 Regional Policy...... 6 3.4 Local Policy ...... 7 3.5 Summary ...... 8 4 Accessibility Appraisal ...... 9 4.1 Background ...... 9 4.2 Public Transport Access ...... 9 4.3 Pedestrian Integration...... 9 4.4 Cycle Integration...... 10 4.5 Vehicular Access ...... 10 4.6 Conclusion...... 10 5 Trip Generation Assessment...... 12 5.1 Background ...... 12 5.2 Site Working Hours and Practices ...... 12 5.3 Existing Person Trip Generation ...... 12 5.4 Existing Vehicular Trip Generation...... 14 5.5 Proposed Person Trip Generation ...... 15 5.6 Proposed Vehicular Trip Generation...... 16 5.7 Net Difference in Vehicular Trip Generation...... 17 5.8 Travel Plan ...... 18 5.9 Summary ...... 19 6 Highway Safety...... 20 6.1 Vehicular Safety ...... 20 6.2 Site Access...... 22
Hethel Engineering Centre, Norfolk Transport Statement
7 Parking, Servicing and Emergency Access ...... 24 7.1 Background ...... 24 7.2 Parking Provision...... 24 7.3 Servicing, Deliveries and Emergency Access ...... 25 7.4 Summary ...... 25 8 Summary and Conclusions ...... 26 8.1 Summary ...... 26 8.2 Conclusions...... 27
Appendices Appendix A Site Location Plan Appendix B Development Proposals Appendix C Public Transport Plan Appendix D Cycle Route and Catchment Plan Appendix E Highway Network Plan Appendix F Trip Generation Calculations Appendix G Accident Data Appendix H Speed Survey Data
Hethel Engineering Centre, Norfolk Transport Statement
1 Introduction
1.1 Background and Brief
1.1.1 URS Scott Wilson have been appointed by Hethel Engineering Centre to develop a Transport Statement (TS) to consider current proposals to expand the existing site. The site currently consists of an engineering centre, incubator units, meeting room, canteen and conference room and it is proposed to provide an additional eight incubator units to the east of the existing building with additional parking to the south and north.
1.1.2 Hethel Engineering Centre (HEC) is an enterprise hub focused on incubating start-up businesses, providing business support and skills training and development. The offices and workshops are rented by tenants. Other users attend the HEC for conferences.
1.1.3 The site currently accommodates 80 staff/tenants and will be able to accommodate 240 staff/tenants following the proposed development. Of the staff/tenants there are currently three centre staff members and five catering staff. The number of centre staff will remain the same following the expansion of the site.
1.2 Scoping
1.2.1 Discussions held with Norfolk County Council indicated that a Transport Statement and Workplace Travel Plan would be required to support the proposed expansion of the Hethel Engineering Centre (HEC).
1.3 Report Structure
1.3.1 Following on from this section the remainder of the report is structured as follows:
• Section 2 describes the site location, existing use and development proposals. • Section 3 outlines relevant national, regional and local transportation policies. • Section 4 examines the site’s accessibility by bus and rail as well as pedestrian connectivity, cycle connectivity and highway access. • Section 5 provides a trip generation for the existing and proposed site using staffing numbers. • Section 6 examines the highway safety in the vicinity of the site, including an assessment of three years Personal Injury Accident (PIA) data, and visibility splays from the access. • Section 7 describes the parking, servicing and emergency vehicle provision to be provided on site. • Section 8 provides the summary and conclusions to the report.
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2 Site Location and Development Proposals
2.1 Site Location and Existing Use
2.1.1 The development site is located to the northwest of Hethel, Norfolk, approximately 10 miles to the south of Norwich. The site accesses onto and is bound by Chapman Way to the west which accesses onto Wymondham Road (B1135) at its southern extent. The site is surrounded by arable farm land to the north and is bound by Potash Lane to the east and Wymondham Road (B1135) to the south. A site location plan is shown in Appendix A .
2.1.2 Hethel Engineering Centre (HEC) is an enterprise hub focused on incubating start-up businesses, providing business support and skills training and development. HEC was funded by Norfolk County Council, South Norfolk Council and East of England Development Agency and opened in March 2006. The offices and workshops are rented by tenants and other users attend the HEC for conferences. The site currently consists of an engineering centre, meeting room, canteen and conference room. The existing car park is situated to the south of the existing engineering centre and consists of 115 car parking spaces (including seven disabled bays) for staff, tenants and conference users. A further 6 spaces are provided to the north of the building.
2.1.3 The HEC currently accommodates up to 80 tenants on a daily basis. The conferencing facilities are used by 64 people on average per day, with a maximum of 108 people per day during peak demand.
2.2 Development Proposals
2.2.1 The development proposals are to provide an additional eight incubator units to the east of the existing engineering centre which will aid start-up businesses by providing support, training and skills development. The site’s Gross Floor Area (GFA) will increase by 3,745m 2 in total, consisting of an additional 1,760m 2 B2 use, 1,760m 2 B1(a) use and 225m 2 which is made up by toilets and the corridor area. The site will be able to accommodate up to 240 tenants following the proposed expansion equating to an increase of 160 tenants. It is not envisaged that there will be any additional conference users or centre staff (admin/catering) following the proposed expansion.
2.2.2 A new car park will be provided following the expansion which will be situated to the south of the eight incubator units. The new car park will consist of 95 parking spaces including five parking bays allocated for disabled users. The new car park will be accessed via the existing car park to the west and will be used by the tenants based at the site.
2.2.3 A plan illustrating the development proposals is held in Appendix B .
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3 Policy Consideration
3.1 Background
3.1.1 Relevant transport policy is considered at national, regional, county and local levels.
3.1.2 National policy deals with the wider strategic aims and objectives of transport policy and does not provide specific detail but gives general guiding principles for the implementation of new development. Regional policy relates to the East of England, county policy considers planning and development in Norfolk, whilst local policy defines the detailed requirements for new developments in terms of transport and specific requirements for South Norfolk and individual sites.
3.1.3 In November 2010 the High Court found that the Secretary of State’s revocation of RSSs was unlawful and regional policy still constitutes a material planning consideration.
3.1.4 An assessment of how the proposed development accords with these policies has been undertaken below.
3.2 National Policy
3.2.1 Central Government policy guidance in relation to transport and new development is embodied in Planning Policy Guidance Note 13 Transport (PPG13) which was recently updated in January 2011. The objectives of the guidance are to integrate planning and transport to promote sustainable transport choices, accessibility and to reduce the need to travel, especially by car. The following paragraphs are considered relevant to the proposals for the development site.
3.2.2 In paragraph 6 it states that ‘In order to deliver the objectives of this guidance, when preparing development plans and considering planning applications, local authorities should’:
• Locate day to day facilities which need to be near their clients in local centres so that they are accessible by public transport and walking
• Use parking policies, alongside other planning and transport measures, to promote sustainable transport choices and reduce reliance on the car for work and other journeys
• Ensure that the needs of disabled people as pedestrians, public transport users and motorists - are taken into account in the implementation of planning policies and traffic management schemes, and in the design of individual developments.
3.2.3 Paragraph 23 identifies the requirements with regards to the assessment of new developments and states ‘Where developments will have significant transport implications, Transport Assessments should be prepared and submitted alongside the relevant planning applications for development. The coverage and detail of the Transport Assessment should reflect the scale of development and the extent of the transport implications of the proposal’.
3.2.4 Furthermore, paragraph 24 goes on to state 'These assessments enable local planning authorities better to assess the application and provide a basis for discussion on details of the scheme, such as the level of parking, the siting of buildings and entrances, and the need for further measures to improve access arrangements to the site. Details of any firm proposals to
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improve the access to a site (particularly where included in the local transport plan) should be taken into consideration when assessing the suitability of a site for development’.
3.2.5 Accommodating travel by a variety of transport modes is recommended in paragraph 29: ‘The Government places great emphasis on people being able to travel safely whatever their chosen mode. The planning system has a substantial influence on the safety of pedestrians, cyclists and occupants of vehicles through the design and layout of footpaths, cycleways and roads. When thinking about new development, and in adapting existing development, the needs and safety of all in the community should be considered from the outset, and addressed in the Transport Assessment accompanying development proposals, taking account of the importance of good design’.
3.2.6 Paragraph 31 examines mobility issues and states that developments should take account of disabled people by taking account of their needs, in terms of access arrangements and parking spaces, in location and parking policies.
3.2.7 Paragraphs 52-54 on parking standards state that the levels set out in Annex D of PPG13 should be applied as a maximum throughout England, although local planning authorities may adopt more rigorous standards where appropriate. For individual developments, the standards in Annex D should apply as a maximum, unless the applicant has demonstrated that a higher level of parking is needed. Applicants for development with significant transport implications should show the measures they are taking to minimise the need for parking.
3.2.8 Paragraph 74 identifies walking as the most important mode of travel at the local level which offers the greatest potential to replace short car trips, particularly under 2km. New development should help promote walking as a prime means of access through their design, location and access arrangements.
3.2.9 Paragraph 77 identifies cycling as having the potential to substitute short car trips, particularly those under 5km and to form part of a longer journey by public transport. New developments should provide safe and secure cycle parking and promote cycling through restricting parking and through their design, location and access arrangements.
3.2.10 Paragraph 88 states that Travel Plans should be submitted alongside planning applications which are likely to have significant transport implications including the following:
• All major developments comprising jobs, shopping, leisure and services • Smaller developments comprising jobs, shopping, leisure and services which would generate significant amounts of travel • New and expanded school facilities • To help address a particular local traffic problem associated with a planning application.
3.2.11 In terms of strategic land use planning, national policies are discussed within Planning Policy Statement 1 Delivering Sustainable Development (PPS1) . This document promotes greater emphasis on the appropriate siting of development proposals which support sustainability, viability of development and local services, economic prosperity, improved quality of life and effective protection of the environment. Published in 2005, PPS1 replaces Planning Policy Guidance Note 1 (PPG1), and was intended to provide guidance for the preparation of Local Development Frameworks and Regional Spatial Strategies.
3.2.12 In paragraph 5 it is stated that ‘planning should facilitate and promote sustainable and inclusive patterns of urban and rural development by (inter alia) protecting and enhancing the natural
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and historic environment, the quality and character of the countryside, and existing communities; and ensuring that development supports existing communities and contributes to the creation of safe, sustainable, liveable and mixed communities with good access to jobs and key services for all members of the community’.
3.2.13 Paragraph 27 urges Planning Authorities to ‘provide improved access for all to jobs, health, education, shops, leisure and community facilities, open space, sport and recreation, by ensuring that new development is located where everyone can access services or facilities on foot, bicycle or public transport rather than having to rely on access by car’.
3.2.14 In addition, paragraph 27 (vii) suggests that Planning Authorities should ‘reduce the need to travel and encourage accessible public transport provision to secure more sustainable patterns of transport development’ by focusing new development ‘near to major public transport interchanges’.
3.2.15 The Government White Paper ‘The Future of Transport – A Network for 2023’ , published in July 2004, extends investments plans to 2014-15 to build on the progress already made since the implementation of the 10 Year Plan for transport. It is identified that the growing demands for transport need to be managed through the central themes of sustained investment, improvements in transport management and planning ahead.
3.2.16 The Government paper ‘Delivering a Sustainable Transport System’ (DaSTS), published in November 2008, aims to work towards a modern transport system that works for everyone and is truly sustainable. The document outlines five transport goals at a national level which focus on delivering strong economic growth whilst reducing greenhouse gas emissions. These are as follows:
• To support national economic competitiveness and growth by delivering reliable and efficient transport networks. • To tackle climate change by reducing transport’s emissions of carbon dioxide and other greenhouse gases and securing a mode shift to lower carbon forms of transport. • To improve safety, security and health by promoting travel modes that are beneficial to health and reducing the risk of death, injury or illness arising from transport. • To promote greater equality of opportunity for all citizens to create a fairer society. • To improve the quality of life for transport and non-transport users by promoting a healthy natural environment.
3.2.17 Clear priorities have been set until 2014 which are supported by a significant programme of investment. The main priority is to make better use of the existing network with a targeted programme to improve its capacity, reliability and safety in the most congested areas. Specific investment packages are currently being put together for the period 2014-2019 and form part of a longer-term strategy.
3.2.18 The DaSTS follows ‘Towards a Sustainable Transport System’ (TaSTS) which was published in October 2007 and detailed how the DaSTS would be put into action, setting out the Government’s transport investment and policy plans up to 2014. The key features of the approach set out in TaSTS are as follows:
• To improve the targeting of transport policy and spending by being clear about the goals and outcomes and avoiding lengthy and unaffordable wish-lists.
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• Examining a wide range of options that assess different transport modes to come up with the best solutions for individual networks. • Assessing the benefits of large-scale national schemes alongside packages of smaller-scale interventions and ensuring regional/local considerations can be factored into decisions on national networks (and vice versa). • Planning over the short, medium and long term by setting out hard deliverables for 2014-19 with firm investment plans and committed funding. Further options should also be provided with an approximate 30 year time horizon taking into account relatively predictable changes such as climate and population, as well as less predictable changes such as attitudes and technology.
3.3 Regional Policy
3.3.1 The regional spatial strategy for the East of England is set out in the Regional Spatial Strategy for the East of England: The East of England Plan (May 2008). Section 7 of the Plan discusses the Regional Transport Strategy (RTS). Policy T1 outlines the objectives of the RTS as follows:
• To manage travel behaviour and the demand for transport to reduce the rate of road traffic growth.
• To encourage efficient use of existing transport infrastructure.
• To enable the provision of the infrastructure and transport services necessary to support existing communities and development proposed in the spatial strategy.
• To improve access to jobs, services and leisure facilities.
3.3.2 The successful achievement of the objectives would lead to the following outcomes:
• Improved journey reliability as a result of tackling congestion.
• Increased proportion of the region’s movements by public transport, walking and cycling.
• Sustainable access to areas of new development and regeneration.
• Safe, efficient and sustainable movement between homes and workplaces, education, town centres, health provision and other key destinations.
• Increased proportion of freight movement by rail.
• Safe, efficient and sustainable movement of passengers and freight to and from the region’s international gateways.
• Economic growth without a concomitant growth in travel.
• Improved air quality.
• Reduced greenhouse gas emissions.
3.3.3 The Second Local Transport Plan for Norfolk, published in March 2006, covers the five year period from April 2006 to March 2011 but with a longer term strategy up to 2021. The Third Local Transport Plan covering the period up to 2026 is currently under preparation.
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3.4 Local Policy
3.4.1 Planning policy for South Norfolk is currently contained in the Local Plan (2003). The Local Plan will eventually be replaced the Local Development Framework (LDF) once adopted. The Local Plan sets out policies and proposals to guide future development in the district, and provides a framework against which planning applications can be assessed. The Plan was due to expire in September 2007, but Government Office issued a direction to ‘save’ the majority of policies beyond this period. The Local Plan was subsequently updated in November 2007.
3.4.2 Since the adoption of the Joint Core Strategy (for Broadland, Norwich and South Norfolk) in March 2011, a number of the ‘saved policies’ in the Local Plan have been superseded. Therefore, only those policies which remain in place and are of relevance to the development proposals have been examined below.
3.4.3 Strategic Principle 1: Sustainable development In making due provision for development, the principal aim is to protect the essential character of the District, its biodiversity and the wealth of its main environmental assets. These include the historic character and setting of the built and unbuilt environment of towns and villages, environmentally sensitive areas such as historic parkland and river valleys, and areas of nature conservation value. Development should seek to conserve, and use efficiently, natural resources (including the utilisation of renewable energy and the efficient use of water). Wherever possible, the optimum use of existing infrastructure, including redundant and under-utilised sites, will be sought.
3.4.4 Strategic Principle 6: Main objectives for employment The main objectives of the Local Plan for employment are:
• Provide alternatives to commuting into Norwich and other large towns outside the district in the interests of convenience and sustainability
• Sustain and promote small businesses and the self-employed, which provide the predominant sources of work opportunities for local people
• Identify sites likely to attract modern growth industries, to redress the high proportion of employment in declining industries
• Address localised unemployment problems in the eastern Waveney Valley, Costessey and Wymondham.
3.4.5 Policy EMP 6: Alterations and extensions to existing business premises Alteration and extensions to existing premises will be permitted provided that:
• The size and design of the proposals would be in keeping with the existing building and its surroundings
• The existing landscaping of the site would not be seriously compromised and that full and effective landscaping for the proposed alteration or extension would be incorporated
• All necessary parking, servicing, access and circulation can be accommodated on site for both the existing building and the proposed extension.
3.4.6 Policy TRA 3: Provision of cycling facilities The siting, layout and design of development which is likely to generate an increase in cycle use will be required to make provision for safe and convenient cycle access and circulation, and to maximise practicable opportunities for
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users of the development to cycle to town and village centres, public transport interchanges and other community facilities.
3.4.7 The Joint Core Strategy (JCS) for Broadland, Norwich and South Norfolk was adopted on 24th March 2011 and is a key document which will form part of the Local Development Framework (LDF). The LDF is a group of documents that will guide how development takes place over the next 20 years. Those policies held within the JCS which are of relevance to the development proposals are detailed below:
3.4.8 Policy 5 : ‘The economy’ states that ‘The local economy will be developed in a sustainable way to support jobs and economic growth both in urban and rural locations. This will:
• provide for a rising population and develop its role as an engine of the wider economy
• facilitate its job growth potential with a target of at least 27,000 additional jobs in the period 2008-2026
• increase the proportion of higher value, knowledge economy jobs while ensuring that opportunities are available for the development of all types and levels of jobs in all sectors of the economy and for the entire workforce.
3.4.9 Policy 6 : ‘Access and transportation’ states that ‘The transport strategy will promote sustainable economic development, improve local quality of life, reduce the contribution to climate change, promote healthy travel choices and minimise the need to use the private car. Social exclusion, deprivation and isolation will be reduced and accessibility for all to jobs, services and facilities enhanced’.
3.5 Summary
3.5.1 The development proposals have been examined in relation to national, regional and local policy. It is considered that the development proposals comply with a range of policies in terms of transportation and the need to ensure that there is no detrimental impact upon the local or strategic highway network.
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4 Accessibility Appraisal
4.1 Background
4.1.1 The overall accessibility of the site has been assessed in detail with respect to bus, rail, cycle, pedestrian and vehicular access.
4.1.2 The purpose of the assessment is to consider the level of connectivity of the site for promoting sustainable travel within the surrounding area, and to identify required improvements.
4.2 Public Transport Access
Bus
4.2.2 Bus service accessibility is measured in reference to the number and frequency of services available within easy walking distance of the development. Reasonable walking distance is considered to be up to 400 metres in the case of accessing bus based public transport. This distance equates to a five minute walk time (assuming an average walk speed of 80 metres per minute).
4.2.3 There are no bus services accessible within a 400m walking distance of the site. The nearest bus stops to the site are situated approximately 1.2km to the south on Church Road in Wreningham, 1.5km to the southeast on the B1113 near Wreningham and 1.9km to the east on School Road near Bracon Ash.
Only the bus stops on the B1113 near Wreningham are served by regular bus services including the 10, 10A and 10B. These bus services provide access towards Mulbarton and Bracon Ash to the east, Swardeston, Norwich, Old Catton and Spixworth to the north, and Ashwellthorpe, Bunwell, the Buckenhams and East Harling to the south. A public transport plan showing the bus stops and bus routes in the vicinity of the site is held in Appendix C .
Rail
4.2.4 Rail service accessibility is measured by reference to the proximity of the proposed development to rail stations. A reasonable walking distance to reach a rail station is considered to be up to 800 metres, which equates to a ten minute walk time.
4.2.5 Wymondham railway station is located approximately 4.3km to the west of the site, a substantial distance further than reasonable walking distance of the site. Wymondham railway station provides National Express East Anglia services towards Norwich and Cambridge. Services towards Cambridge operate with a frequency of every 60 minutes and also stop at Attleborough, Thetford, Brandon and Ely. Services are direct towards Norwich and operate with a frequency of every 60 minutes. A plan illustrating the public transport network in the vicinity of the site is held in Appendix C .
4.3 Pedestrian Integration
4.3.1 There are no formal pedestrian facilities within the vicinity of the site. However, given its rural location, this is to be expected. A pedestrian and cycle only link provides access to St. Thomas Lane to the north of the site.
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4.4 Cycle Integration
4.4.1 Cycle access to the site has been considered in detail to explore the possibility of staff cycling to the site. For the purpose of cycle accessibility, cycle times of 10 and 20 minutes at an average speed of 15kph (equating to 2.5km and 5km respectively), have been assumed.
4.4.2 Within a 2.5km cycle distance, both Hethel to the east and Wreningham to the south are accessible.
4.4.3 Within a 5km cycle distance, Ketteringham and Hethersett are accessible to the north, East Carleton, Mulbarton and Bracon Ash to the east, Hapton, Toprow, Fundenhall and Ashwellthorpe to the south and Silfield and Wymondham to the west.
4.4.4 An on-road signed cycle route runs past the site to the east along Potash Lane between East Carleton and Wreningham. The South Norfolk ‘Bike It!’ Route 2 also runs to the northeast of the site and passes through East Carleton. The route forms part of a leisure ring route that runs through nearby settlements including Ketteringham, Hethersett, and Great Melton. From the proposal site, the route can be accessed via Potash Lane on the eastern side (indeed heading north from the site Potash Lane is a cycle/pedestrian only route), St. Thomas Lane and Wymondham Lane.
4.4.5 A plan showing the cycle routes which can be used to access the site as well as the catchment area is contained within Appendix D .
4.5 Vehicular Access
4.5.1 The site’s vehicular accessibility has been considered in relation to the local and strategic highway networks.
4.5.2 The site will be accessed via Chapman Way to the west using the existing access for the site. Chapman Way forms a priority controlled T-junction with the B1135 (Wymondham Road) at its southern extent. Chapman Way is a no-through road and consists of a single carriageway subject to a 50mph speed limit. Chapman Way is approximately 120m in length.
4.5.3 The B1135 (Wymondham Road) consists of a single carriageway and is subject to a 50mph speed limit. The B1135 provides access to the B1113 (Norwich Road) to the east and the A11 (as well as Wymondham) to the west. The B1113 (Norwich Road) provides access to Mulbarton, Swardeston and Norwich to the north of the site and Fundenhall to the south. The A11 also provides access to Norwich, as well as Attleborough and Thetford to the southwest.
4.5.4 The site is considered accessible to areas nearby such as Mulbarton and Wymondham using the local highway network, as well as areas further afield including Norwich, Attleborough and Thetford using the local and strategic highway networks.
4.5.5 A plan showing the key roads within the vicinity of the proposal site is held in Appendix E .
4.6 Conclusion
4.6.1 Access to the site by bus, rail, cycle, walking and motor vehicle has been considered for the proposed site. Limited opportunity exists to access the site on foot or by public transport. There are no bus services within a reasonable walking distance of the site and the nearest railway station (Wymondham) is situated 4.3km to the west of the site. The site is accessible
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by bicycle from several surrounding areas including Wymondham. Vehicular access is taken from Chapman Way to the west of the site which takes access from the B1135 (Wymondham Road) to the south. The B1135 provides access towards Mulbarton and Wymondham, as well as Norwich, Attleborough and Thetford via the A11 trunk road.
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5 Trip Generation Assessment
5.1 Background
5.1.1 The information held in the existing travel plan for the site has been used to determine the existing travel patterns and the existing trip generation for the site. The travel information was derived from a tenants travel survey which was undertaken between June and August 2009 and completed by a total of 70 tenants. In addition, a survey was undertaken for conference users to establish how conference users currently access the site.
5.2 Site Working Hours and Practices
5.2.1 The site opening hours are between 08:30 and 17:30. Conference users have access to HEC during opening hours and tenants have 24 hour access to the offices and workshops under rent.
5.2.2 There are currently 80 staff/tenants working at the site.
5.2.3 The conferencing facilities are used by 64 people per day on average, with a maximum of 108 people using the facilities during peak demand per day.
5.3 Existing Person Trip Generation
5.3.1 Although tenants have 24/7 access to the site for the purposes of producing a robust trip generation it has been assumed that all staff, tenants and conference users will arrive at the site between the hours of 08:00-09:00 and will depart between the hours of 17:00-18:00. In addition, it has been assumed that 108 conference users access the site on a daily basis, to provide a worst case assessment.
5.3.2 Traffic loop surveys were undertaken along the B1135 (Wymondham Road) within the vicinity of the site access in November 2010. The surveys were undertaken over a seven day period between the 18 th and 24 th November 2010. The peak flows along Wymondham Road were also found to be between 08:00-09:00 and 17:00-18:00 throughout the majority of the week (on Monday, Tuesday, Wednesday and Thursday). Therefore the assumption that users of the site will arrive and depart during these times is considered acceptable.
5.3.3 An all mode person trip generation for staff, tenants and conference users is shown in Table 5.1 below.
Table 5.1 All Person Trip Generation for Existing Site
Type of Site User AM Peak (08:00-09:00) PM Peak (17:00-18:00) Existing Users Arrivals Departures Arrivals Departures Staff/Tenant (80) 80 0 0 80 Conference User (108 108 0 0 108 worst case) Total 188 0 0 188
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5.3.4 The following modal split has been derived using the tenant travel survey that was undertaken in 2009.
Table 5.2 Mode Share for Existing Tenants (2009 travel survey)
Staff/Tenant Mode of Travel Percentage Number Car Driver 82.9% 66 Car Sharer with someone 5.7% 4 working at the site Car Sharer with someone not 5.7% 5 working at the site Bus 0.0% 0 Train 0.0% 0 Walk 0.0% 0 Bicycle 5.7% 5 Total 100.0% 80
5.3.5 For the purposes of this assessment it has been assumed that half car sharers currently car share travel with someone else working at the site, and half currently travel with someone who is travelling to another site.
5.3.6 The conference user survey shows that all conference users access the site by car. although the majority of conference users car share when driving to the site. The number of people found to travel in each car is shown in Table 5.3.
Table 5.3 Car Occupancy for Conference Users (2009 travel survey)
Number of Number of Mode of Travel Percentage Conference Vehicles Users Single Occupancy Car 22% 24 24 Car Sharer – 2 people per car 50% 54 27 Car Sharer – 3 people per car 28% 30 10 Total 100% 108 61
5.3.7 The all mode person trip generation has been applied to the modal split obtained from the 2009 tenant survey. The car occupancy figures for the conference users have also been included to determine the multi-modal existing person trip generation for the site. The resultant multi-modal person trip generation by mode is shown in Table 5.4.
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Table 5.4 Person Trip Generation for Existing Site by Mode
Type of Site User AM Peak PM Peak Existing Users Arrivals Departures Arrivals Departures Staff / Tenants Car Drivers 66 0 0 66 (66 employees) Car Sharer with someone working at the site 4 0 0 4 (5 employees) Car Sharer with someone not working at the site 5 0 0 5 (5 employees) Cyclists 5 0 0 5 (5 employees) Conference Users Cars (108 conference users) 108 0 0 108 Total 188 0 0 188
5.4 Existing Vehicular Trip Generation
5.4.1 The vehicular trip generation has been determined for the existing site. It has been assumed that in terms of tenants two people will travel in car sharing cars in order to produce a robust vehicular trip generation.
5.4.2 The resultant vehicular trip generation is shown in Table 5.5 below.
Table 5.5 Vehicular Trip Generation
Type of Site User AM Peak PM Peak Existing Users Arrivals Departures Two-way Arrivals Departures Two-way Staff / Tenants Car Drivers 66 0 66 0 66 66 (66 employees) Car Sharer with someone working at the site 2 0 2 0 2 2 (4 employees = 2 cars) Car Sharer with someone not working at the site 5 5 10 5 5 10 (5 employees = 5 cars) Conference Users Cars (108 conference users = 61 0 61 0 61 61 61 cars) Total 134 5 139 5 134 139
5.4.3 The existing site currently produces approximately 139 two-way vehicular trips in the AM peak and 139 two-way vehicular trips in the PM peak period.
Transport Statement October 2011 14 Hethel Engineering Centre, Norfolk Transport Statement
5.4.4 There are currently 1-2 HGVs generated by the development per day.
5.4.5 The trip generation calculations are held in Appendix F .
5.5 Proposed Person Trip Generation
5.5.1 Following the expansion of the site, there are likely to be an additional 160 staff/tenants working at the site. The total number of staff/tenants will therefore be 240. The number of conference users are likely to remain the same following the expansion of the site. Although tenants have 24/7 access to the site for the purposes of producing a robust trip generation it has been assumed that all staff, tenants and conference users will arrive at the site between the hours of 08:00-09:00 and will depart between the hours of 17:00-18:00.
5.5.2 The all mode person arrivals and departures for both staff and conference users are shown in Table 5.6 below.
Table 5.6 All Person Trip Generation for Proposed Site
Type of Site User AM Peak PM Peak Proposed Users Arrivals Departures Arrivals Departures Staff/Tenant (240) 240 0 0 240 Conference User (108 108 0 0 108 worst case) Total 348 0 0 348
5.5.3 The all person trip generation has been applied to the modal split that was derived from the tenant travel survey that was undertaken in 2009. This is shown in Table 5.7.
Table 5.7 Mode Share for Existing Tenants (2009 travel survey) – applied to proposed tenant numbers
Staff/Tenant Mode of Travel Percentage Number Car Driver 82.9% 199 Car Sharer with someone 5.7% 14 working at the site Car Sharer with someone not 5.7% 14 working at the site Bus 0.0% 0 Train 0.0% 0 Walk 0.0% 0 Bicycle 5.7% 14 Total 100.0% 240
5.5.4 For the purposes of this assessment it has been assumed that half of those who car share travel with someone else working at the site, and half travel with someone who are travelling to another site.
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5.5.5 The proposed all mode person trip generation has been applied to the modal split obtained from the 2009 tenant survey. The conference user trip generation will remain the same following the site expansion. The resultant future multi-modal person trip generation by mode is shown in Table 5.8.
Table 5.8 Person Trip Generation for Future Expanded Site by Mode
Type of Site User AM Peak PM Peak Future Users Arrivals Departures Arrivals Departures Staff / Tenants Car Drivers 199 0 0 199 (199 employees) Car Sharer with someone working at the site 14 0 0 14 (14 employees) Car Sharer with someone not working at the site 14 0 0 14 (14 employees) Cyclists 14 0 0 14 (14 employees) Conference Users Cars (108 conference users) 108 0 0 108
5.6 Proposed Vehicular Trip Generation
5.6.1 A vehicular trip generation has been determined for the proposed site. In order to produce a robust vehicular trip generation it has been assumed that in terms of tenants two people will travel in car sharing cars.
5.6.2 The resultant vehicular trip generation is shown in Table 5.9.
Transport Statement October 2011 16 Hethel Engineering Centre, Norfolk Transport Statement
Table 5.9 Vehicular Trip Generation
Type of Site User AM Peak PM Peak Future Users Arrivals Depar tures Two-way Arrivals Departures Two-way Staff / Tenants Car Drivers 199 0 199 0 199 199 (199 employees) Car Sharer with someone working at the site 7 0 7 0 7 7 (14 employees = 7 cars) Car Sharer with someone not working at the site 14 14 28 14 14 28 (14 employees = 14 cars) Conference Users Cars (108 conference users = 61 0 61 0 61 61 61 cars) Total 281 14 295 14 281 295
5.6.3 With the proposed development in place the site is likely to generate a total of 295 vehicular trips in the AM peak, and 295 in the PM peak. It should be noted that this level of vehicular trips is what is likely to be generated at the site without the implementation of the travel plan.
5.6.4 The expanded site is likely to generate one additional HGV per day in addition to the existing 1-2 HGVs generated by the development currently per day.
5.6.5 The trip generation calculations are held in Appendix F .
5.7 Net Difference in Vehicular Trip Generation
5.7.1 The difference between the existing and proposed vehicular trip generations has been calculated and is shown in Table 5.10 below.
Table 5.10 Vehicular Trip Generation
Type of Site User AM Peak PM Peak Future Users Arrivals Departures Two-way Arrivals Departures Two-way Staff / Tenants Car Drivers 133 0 133 0 133 133
Car Sharer with someone working at the site 5 0 5 0 5 5
Car Sharer with someone 9 9 18 9 9 18 not working at the site Conference Users Cars 0 0 0 0 0 0 Total 147 9 156 9 147 156
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5.7.2 The expansion of the site is likely to generate an additional 156 vehicular movements during the AM peak, and an additional 156 vehicular movements in the PM peak. It is considered that the above demonstrates a robust trip generation for the site as tenants can access the site 24/7 so may not all arrive and depart during the hours specified in this assessment.
5.7.3 This represents a worst case assessment as these figures take no account of the workplace travel plan which has been prepared alongside this Transport Statement.
5.8 Travel Plan
5.8.1 The targets included in the travel plan which will be submitted alongside this Transport Statement are as follows:
• 11% decrease in the number of single occupancy car driver trips.
• 9% increase in car sharing (with staff members based at the HEC site).
• 2% increase in cycling.
5.8.2 The targets are aimed at staff/tenants at the site and are to be met within five years of travel plan implementation. Therefore, the future modal split of the staff/tenants at the site is likely to be as shown in Table 5.11.
Table 5.11 Mode Share following five years of Travel Plan implementation
Staff/Tenant Mode of Travel Percentage Number Car Driver 71.9% 173 Car Sharer with someone 14.7% 35 working at the site Car Sharer with someone not 5.7% 14 working at the site Bus 0.0% 0 Train 0.0% 0 Walk 0.0% 0 Bicycle 7.7% 18 Total 100.0% 240
5.8.3 The resultant vehicular trip generation is therefore likely to be as shown in Table 5.12.
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Table 5.12 Vehicular Trip Generation – Inclusive of Travel Plan Measures
Type of Site User AM Peak PM Peak Future Users Arrivals Departures Arrivals Departures Staff / Tenants Car Drivers 173 0 0 173 (173 employees) Car Sharer with someone working at the site 18 0 0 18 (35 employees = 18 cars) Car Sharer with someone not working at the site 14 14 14 14 (14 employees = 14 cars) Conference Users Cars (108 conference users = 61 0 0 61 61 cars) Total 266 14 14 266
5.9 Summary
5.9.1 A vehicular trip generation has been produced for the existing and proposed site using staff and conference centre information obtained from HEC. The site currently employs 80 staff members and tenants and the proposals will result in an increase in staff/tenants to approximately 240.
5.9.2 The existing vehicular trip generation was based on the assumption that all staff/tenants will arrive at the site between 08:00-09:00 and all will leave between 17:00-18:00. This assumption has provided a robust trip generation as tenants have 24/7 access to the site and are more likely to filter into and out of the site throughout the day. The worst case conference centre usage has been used to inform the daily trip generation for the site, which too will produce a robust trip generation.
5.9.3 Staff/tenant and conference centre user travel information was based on the results of a travel survey sent out in 2009 as part of the existing travel plan for the site. The existing site generates approximately 139 two-way vehicular trips in the AM and PM peaks. The site currently generates between 1-2 HGV trips per day.
5.9.4 The proposed trip generation used the same assumptions as the existing however the staff/tenant numbers were increased to 240. The conference centre facilities will not be changing following the site expansion and the number of users will remain the same. The proposed trip generation estimates that there will be 295 two-way vehicular movements in the AM and PM peaks. This equates to an additional 156 two-way vehicular movements during both the AM and PM peaks. The HGV movements associated with the site will increase by approximately 1 vehicle per day resulting in 2-3 HGV vehicles accessing the site per day.
5.9.5 A Travel Plan has been produced which aims to reduce car driver trips generated by the proposed site by 11% over a five year period. This has been considered in the Transport Statement and reduces the two-way vehicular trips to 280 during the AM and PM peaks.
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6 Highway Safety
6.1 Vehicular Safety
6.1.1 The most recent three years of available Personal Injury Accident (PIA) data has been obtained from Norfolk County Council for the roads surrounding the site. The PIA data covered the period from the 1 st August 2008 to the 31 st July 2011. The study area included the a 5km section of the B1135 (Wymondham Road / Stanfield Road), Hethel Road, Potash Lane, a section of the B1113 to the east of the site, the A11 / B1135 junction to the west of the site, a 1km section of the A11 and Browick Road. The accident data study area and PIA data is contained within Appendix G .
6.1.2 The PIA data indicated that a total of 15 recorded collisions occurred in the study area during the three year period. Five collisions were classified as serious in severity and 10 collisions were classified as slight in severity. The 15 recorded collisions have been examined by area and are summarised below.
The B1135 (Wymondham Road / Stanfield Road)
6.1.3 A total of seven collisions occurred along the 5km stretch of the B1135 (Wymondham Road / Stanfield Road). One collision occurred at the B1135 / Potash Lane junction. The remaining six collisions do not appear to be associated with any junctions. Two collisions were classified as serious in severity and the other five as slight in severity. The details of the collisions are as follows:
• The incident (slight) which occurred at the B1135 / Potash Lane junction involved a rear end shunt between a vehicle waiting to turn right into Potash Lane and another vehicle travelling westbound. • Three incidents (all slight) each involved a vehicle leaving the carriageway and colliding with an object off the carriageway after the driver lost control. No other vehicles were involved in any of the three instances. The incidents occurred at least 1.5km away from each other along the B1135. The three incidents occurred on a wet road surface and one incident occurred during dark conditions. Although one incident occurred near the site, it does not appear to be associated with the junction between the B1135 and Chapman Way. • One incident (serious) involved a motorcyclist colliding with an animal in the carriageway and subsequently leaving the carriageway and colliding with a tree. No other vehicles were involved. • One rear end shunt (slight) occurred which involved a motorcyclist colliding into the rear of another vehicle. Although this incident occurred near the site, it does not appear to be associated with the junction between the B1135 and Chapman Way. • One incident (serious) involved a head-on collision between a car and a light goods vehicle. This incident occurred on a wet road surface.
6.1.4 There appear to be no collisions associated with the B1135 / Chapman Way junction used to access the site. Although three incidents were related to a loss of control, the incidents occurred along different sections of the B1135 and were most likely the result of vehicles travelling too fast for the road conditions; all three accidents occurred on a wet road surface. It is considered that the additional traffic to be generated by the development proposals will be unlikely to exacerbate the existing highway safety record of the B1135 in the vicinity of the site.
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The B1113
6.1.5 A total of three collisions occurred along the section of the B1113 to the east of the site. One collision occurred at the B1113 / B1135 junction. The remaining two collisions do not appear to be associated with any junctions. One collision was classified as serious in severity and two as slight in severity. The details of the collisions are as follows:
• The incident (serious) which occurred at the B1113 / B1135 junction involved a vehicle attempting to turn right from the B1113 onto the B1135 colliding with another vehicle travelling eastbound along the B1113. • One incident (slight) resulted from a head on collision between two vehicles travelling in opposite directions along the B1113. This incident occurred during dark conditions on an unlit road surface. • One rear end shunt (slight) involved a vehicle colliding into the rear of decelerating vehicle travelling northbound along the B1113.
6.1.6 It is considered that none of the above incidents appear to be related in terms of cause and that the additional traffic to be generated by the development proposals will be unlikely to exacerbate the existing highway safety of the B1113 in the vicinity of the site.
The A11
6.1.7 A total of five collisions occurred along the section of the A11 to the west of the site. One collision occurred at the A11 / Browick Road junction. The remaining four collisions do not appear to be associated with any junctions. Two collisions were classified as serious in severity and three as slight in severity. The details of the collisions are as follows:
• The incident (serious) which occurred at the A11 / Browick Road roundabout junction involved a vehicle attempting to exit left onto the A11 from the roundabout and colliding into a cyclist on the nearside, the cyclist was attempting to continue straight ahead on the roundabout. This incident occurred during dark conditions on a lit road surface. • One incident (slight) involved a southbound vehicle colliding into the central crash barrier of the A11 after the driver lost control. No other vehicles were involved. The incident occurred on a wet road surface. • One incident (serious) involved a southbound motorcyclist colliding with the nearside barrier of the A11 after the driver lost control. No other vehicles were involved. • One incident (slight) involved a southbound vehicle leaving the carriageway and colliding with a tree after the driver lost control. No other vehicles were involved. The incident occurred on a wet road surface. • One rear end shunt (slight) involved a vehicle colliding into the rear of a stationary vehicle on the southbound carriageway of the A11.
6.1.8 The three loss of control incidents occurred on the southbound carriageway of the A11 within 1km of each other. The incidents are most likely attributable to the vehicles travelling too fast for the road conditions as no other vehicles were involved in any instance. The other two collisions appear to be unrelated in cause. The additional traffic being generated by the development proposals which will use the A11 southbound carriageway will be relatively small and will not impact upon the existing safety record of the A11.
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Potash Lane, Hethel Road, Browick Road
6.1.9 There were no reported collisions along Potash Lane, Hethel Road or Browick Road within the study area during the three year period.
Summary
6.1.10 A review of the most recent three years PI accident data revealed that a total of 15 collisions occurred within the study area. There appear to be no collisions associated with the B1135 / Chapman Way junction used to access the site. It was considered that the additional traffic to be generated by the development would not exacerbate the existing highway safety of the surrounding roads including the B1135, B1113 and the A11.
6.2 Site Access
6.2.1 Development traffic will utilise the existing Chapman Way junction with the B1135 (Wymondham Road). The accident data has shown that no accidents have occurred at this junction in the most recent three year period.
6.2.2 The appropriate standard for visibility requirements at this access is the Design Manual for Roads and Bridges (DMRB). The DMRB is used primarily for the design of motorway and trunk roads; however, it has been used here as best practice in accordance with Norfolk County Council guidance. In terms of visibility at the junction, DMRB TD 42/95 provides information on the ‘Y’ distance required along a major road based on the design speed of the major road. This is shown in Table 6.1 below.
Table 6.1 ‘Y’ Distances based on Design Speed
Design Speed of ‘Y’ Distance (m) Major Road (kph) 50 70 60 90 70 120 85 160 100 215 120 295
6.2.3 Traffic loop surveys were undertaken along the B1135 (Wymondham Road) within the vicinity of the site access in November 2010. The surveys were undertaken over a seven day period between the 18 th and 24 th November 2010. The speed survey data is held in Appendix H .
6.2.4 To determine the appropriate design speed for Wymondham Road traffic speed information from the traffic count was examined. Table 6.2 below shows the speed of traffic identified on Wymondham Road within the vicinity of the site access junction.
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Table 6.2 ‘Speed Survey Results (weekly average)
Location Direction Mean Speed (mph) ‘85 th Percentile Speed (mph) Wymondham Road West 33.8 46.3 west of Potash Lane East 34.6 47.2 Two-way average 34.2 46.8 Wymondham Road West 38.3 46.1 east of Potash Lane East 35.8 42.7 Two-way average 37.0 44.4
6.2.5 The speed survey indicates that 85 th percentile speeds are approximately 47mph to the west of the junction and 44mph to the east. This equates to 76kph and 71kph respectively.
6.2.6 Based upon the speed survey results identified above DMRB suggests that the minimum visibility splays required from the junction should be 160m in both directions.
6.2.7 Visibility splays measured from OS mapping of the site access indicate that splays of 4.5m x 150m are achievable in each direction.
6.2.8 Whilst it is acknowledged that the visibility splays from the junction are slightly less than that suggested by DMRB, the accident data shows that existing visibility does not appear to be a problem and no collisions have occurred involving vehicles turning out of the junction. It is therefore felt that the existing situation is unlikely to be worsened by the additional traffic generated by the expansion.
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7 Parking, Servicing and Emergency Access
7.1 Background
7.1.1 A total of 121 parking spaces (including seven allocated for disabled users) are currently provided on site, which includes parking for tenants, staff, conference users and visitors. It is proposed that there will be an additional 95 parking spaces (including six allocated for disabled users) provided within a new car park to the east of the existing car park. There will be a total of 216 parking spaces on site following the development proposals.
7.2 Parking Provision
Car Parking
7.2.1 South Norfolk Council is currently in the process of adopting their Local Development Framework and submitted their Joint Core Strategy in March 2010. As such, they currently do not have their own adopted parking standards. The Norfolk County Council parking standards (October 2007) are therefore considered to be the most appropriate standard to be used in conjunction with the development proposals as an interim measure until South Norfolk Council adopt their own measures. This will establish the maximum level of additional vehicular parking that is permitted to be provided on-site as shown by Table 7.1 below.
Table 7.1 Norfolk County Council Maximum Car Parking Standards Proposed Car Parking Maximum Additional Land Use Development Standard Spaces Permitted (GFA)
B1(a) Business 1 space / 30m 2 1,873m 2 62
B2 General Industry 1 space / 50m 2 1,873m 2 38
Total - 3,745m 2 10 0
7.2.2 The Norfolk County Council car parking standards show that a maximum of 100 additional parking spaces are permitted to be provided on site. Therefore, the proposed provision of 95 parking spaces is in accordance with this standard.
Cycle Parking
7.2.3 There are currently 20 cycle spaces provided on site for staff, visitors and tenants. It is proposed to provide an additional five sheltered cycle racks to provide 30 cycle spaces overall. Only 5.7% existing staff members cycle to the site. Following the implementation of the Travel Plan it is predicted that at least 7.7% staff will cycle to the site (after five years) equivalent to 19 staff members. It is therefore considered that the provision of 30 cycle spaces is more than adequate to cater for all users.
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7.3 Servicing, Deliveries and Emergency Access
7.3.1 Servicing and emergency access, as well as deliveries, will use the existing access from Chapman Way to the west. The site is currently served by this access and the accident data revealed that there were no incidents associated with this access in the most recent three year period. It is therefore considered appropriate for serving the development proposals.
7.4 Summary
7.4.1 The existing HEC site contains 121 parking spaces for staff, visitors and tenants. It is proposed that an additional 95 parking spaces are to be provided on site following the development proposals. The adopted Norfolk County Council maximum parking standards show that an additional 100 parking spaces are permitted to be provided on site. The level of additional parking to be provided on site is therefore in accordance with this standard.
7.4.2 A total of 30 cycle spaces are to be provided on site for staff, visitors and tenants. A relatively low proportion of staff currently cycle or are expected to cycle to the site. This level of provision is therefore considered suitable.
7.4.3 The servicing, delivery and emergency access arrangements are to remain the same as at the existing site. The existing site access operates safely and is considered suitable for serving the proposed development.
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8 Summary and Conclusions
8.1 Summary
8.1.1 URS Scott Wilson have been appointed by Hethel Engineering Centre (HEC) to develop a Transport Statement (TS) to incorporate proposals to expand the existing site. The site currently consists of an engineering centre, meeting room, canteen and conference room and it is proposed to provide an additional eight incubator units to the east of the existing building with additional parking to the south and north.
8.1.2 Hethel Engineering Centre (HEC) is an enterprise hub focused on incubating start-up businesses, providing business support and skills training and development. The offices and workshops are rented by tenants and other users attend the HEC for conferences.
8.1.3 The site currently accommodates 80 staff/tenants and will be able to accommodate 240 staff/tenants following the proposed development. Of the staff/tenants there are currently three centre staff members and five catering staff; the number of centre staff will remain the same following the expansion of the site.
8.1.4 The site is outside a reasonable walking distance of the nearest bus stops. Wymondham railway station is situated 4.3km to the west of the site, providing services towards Norwich and Cambridge. The site is accessible from Chapman Way which takes access from the B1135 (Wymondham Road) to the south. The B1135 provides access towards Mulbarton and Wymondham, as well as Norwich, Attleborough and Thetford via the A11.
8.1.5 A vehicular trip generation has been produced for the existing and proposed site using staff and conference centre information obtained from HEC. The site currently employs 80 staff members and tenants and the proposals will result in an increase in staff/tenants to approximately 240.
8.1.6 The existing vehicular trip generation was based on the assumption that all staff/tenants will arrive at the site between 08:00-09:00 and all will leave between 17:00-18:00. This assumption has provided a robust trip generation as tenants have 24/7 access to the site and are more likely to filter into and out of the site throughout the day. The worst case conference centre usage has been used to inform the daily trip generation for the site, which too will produce a robust trip generation.
8.1.7 Staff/tenant and conference centre user travel information was based on the results of a travel survey sent out in 2009 as part of the existing travel plan for the site. The existing site generates approximately 139 two-way vehicular trips in the AM and PM peaks. The site currently generates between 1-2 HGV trips per day.
8.1.8 The proposed trip generation used the same assumptions as the existing however the staff/tenant numbers were increased to 240. The conference centre facilities will not be changing following the site expansion so the number of users will remain the same. The proposed trip generation estimates that there will be 295 two-way vehicular movements in the AM and PM peaks. This equates to an additional 156 two-way vehicular movements during both the AM and PM peaks. The HGV movements associated with the site will increase by approximately 1 vehicle per day resulting in 2-3 HGV vehicles accessing the site per day.
Transport Statement October 2011 26 Hethel Engineering Centre, Norfolk Transport Statement
8.1.9 A Travel Plan has been produced which aims to reduce car driver trips generated by the proposed site by 11% over a five year period. This has been considered in the Transport Statement and reduces the two-way vehicular trips to 280 during the AM and PM peaks.
8.1.10 Accident data was obtained from Norfolk County Council for the area surrounding the site for the most recent three year period. It was considered that traffic to be generated by the proposed development would not have a detrimental impact upon the highway safety of the surrounding highway network, as few accidents occurred near to the site and none occurred at the site access.
8.1.11 Visibility from the site access road along the B1135 (Wymondham Road) was examined. Although it was acknowledged that visibility at the junction was marginally less than that recommended by DMRB with regards to the recorded traffic speed data, the accident data showed that no collisions involving vehicles turning out of the junction had occurred. It was considered that because no accidents occurred at the site access junction, the additional trips generated by the development proposals would not have a detrimental impact on the operation of the junction.
8.1.12 The level of parking to be provided on site is in accordance with the Norfolk County Council maximum parking standards.
8.1.13 A total of 30 cycle parking spaces will be provided at the site. Following the implementation of the Travel Plan it is predicted that at least 7.7% staff will cycle to the site (after five years) equivalent to 19 staff members. It is therefore considered that the provision of 30 cycle spaces is more than adequate to cater for all users.
8.2 Conclusions
8.2.1 This Transport Statement provides an assessment of the highway impacts of the development proposals.
8.2.2 The expansion of the site will result in approximately 160 additional tenants. A vehicular trip generation was produced for the existing and proposed site based on staff information and conference user travel information obtained from a travel survey undertaken for the existing site travel plan. It was estimated that the proposed development would generate an additional 156 vehicular trips during the AM peak and 156 in the PM peak, this trip generation represented a worst case assessment. The trip generation will be less than this once the travel plan target of reducing single occupancy car travel by 11% has been met.
8.2.3 It is considered that the proposed development will not have a detrimental impact upon the highway network based on the information contained within this assessment.
Transport Statement October 2011 27 Hethel Engineering Centre, Norfolk Transport Statement
Appendix A Site Location Plan
Transport Statement October 2011
Hethel Engineering Centre, Norfolk Transport Statement
Appendix B Development Proposals
Transport Statement October 2011
Hethel Engineering Centre, Norfolk Transport Statement
Appendix C Public Transport Plan
Transport Statement October 2011
Hethel Engineering Centre, Norfolk Transport Statement
Appendix D Cycle Route and Catchment Plan
Transport Statement October 2011