Proposed Residential Development, Upper Marsh Road, Warminster

PROPOSED RESIDENTIAL DEVELOPMENT, UPPER MARSH ROAD, WARMINSTER

Transport Statement (Post-Application Revision) Volume 1 – Text & Plans March 2018 IMA-17-167 CONTENTS

1 INTRODUCTION ...... 3 1.1 Purpose of the Report ...... 3 1.2 Background ...... 3 1.3 Scope of the Report ...... 4 2 EXISTING SITE INFORMATION ...... 5 2.1 Site Location ...... 5 2.2 Existing Site Description ...... 5 2.3 Local Transport Infrastructure ...... 5 3 BASELINE TRANSPORT DATA ...... 7 3.1 Accessibility Context...... 7 3.2 Facilities Accessible without a Car ...... 7 3.3 Actual Commuting Choices ...... 9 3.4 Local Commuting Patterns ...... 9 3.5 Local Traffic Data ...... 10 3.6 Personal Injury Collision History ...... 11 4 PROPOSED DEVELOPMENT ...... 12 4.1 Development & Access Arrangements ...... 12 4.2 Car & Cycle Parking Provision ...... 13 4.3 Predicted Vehicular Trips ...... 14 4.4 Predicted Non-Car Travel Demand ...... 15 4.5 Implications of Predicted Change in Travel Demand ...... 15 5 HIGHWAYS STATEMENT ON BEHALF OF LOCAL RESIDENTS ...... 18 5.1 Background ...... 18 5.2 Issues Relating to the Proposed Site Access ...... 18 5.3 Issues Relating to Accessibility ...... 19 5.4 Issues Relating to the Single-Track Section of Upper Marsh Road ...... 20 5.5 Issues Relating to Smallbrook Road ...... 20 5.6 Conclusion on Badingham Highways Statement ...... 21 6 SUMMARY AND CONCLUSIONS...... 22 6.1 Summary ...... 22 6.2 Conclusion ...... 22

______Transport Statement (Post-Application) – Upper Marsh Road, Warminster IMA-17-167 TS v4-1 (Post-App) March 2018 1 IMA-17-167 PLANS Plan TS-1 Site Location Plan TS-2 Site Access & Off-Site Works Plan TS-3 RCV Turns at Site Access

Figures Figure TS-1 Surveyed Traffic (Weekday AM Peak Hour) Figure TS-2 Surveyed Traffic (Weekday PM Peak Hour) Figure TS-3 Development Traffic (Weekday AM Peak Hour) Figure TS-4 Development Traffic (Weekday PM Peak Hour)

Appendices Appendix TS-1 LHA Pre-Application Response Appendix TS-2 Out-Commuting Distribution Derivation Appendix TS-3 Damask Way Survey Appendix TS-4 Smallbrook Road ATC Appendix TS-5 Masterplan Appendix TS-6 Site Access & Long Section Appendix TS-7 TRICS Output

______Transport Statement (Post-Application) – Upper Marsh Road, Warminster IMA-17-167 TS v4-1 (Post-App) March 2018 2 IMA-17-167 1 Introduction 1.1 Purpose of the Report 1.1.1 Planning application 17/12348/OUT by Greatworth Developments Ltd was registered with Wiltshire Council on 19th December 2017. The application proposed 34 dwellings as the third phase of development to the south east of Damask Way on the south side of Warminster and was supported by a Transport Statement produced by IMA Transport Planning in December 2017. 1.1.2 Following the planning application, the access arrangement was revised in consultation with Wiltshire Council and agreement was reached with the Local Highway Authority (LHA) on an arrangement to serve 34 dwellings. 1.1.3 The development scheme was subsequently revised to address other matters arising from the consultation responses received and a development of 28 dwellings is now proposed, served via the access arrangement agreed for the larger scheme. 1.1.4 This Transport Statement has therefore been revised to reflect the access arrangements that the LHA agreed to be suitable for the 34-dwelling scheme and the effects of reducing the scheme to 28 dwellings. 1.1.5 A section has also been added to the Transport Statement to address issues raised in a Highways Statement produced on behalf of a local residents group. 1.2 Background 1.2.1 The site is the third phase of development to the east of Upper Marsh Road. Application W/12/00687/OUT was granted consent in 2013 to construct up to 23 dwellings off an extension to Damask Way, now fully built out (reserved matters consent 14/03655/REM), with an emergency access onto Upper Marsh Road. 1.2.2 The second phase was a small extension to the first phase (consents 15/01661/OUT & 1512197/REM), adding 5 units on a shared private drive off an upgraded section of the first phase emergency access, also now built out. 1.2.3 The development site is over a spur of raised land to the south and east of the first two phases and is generally sloping away from the built-out development. 1.2.4 A pre-application inquiry (17/08219/PREAPP) was submitted to Wiltshire Council with a scheme using an upgrade to the first phase emergency access, with a left- in/right-out arrangement aimed at minimising construction works. 1.2.5 A framework document for a Transport Statement was included with the submission, which drew highway comments summarised as follows (included in full in Appendix TS-1): · The principle of residential development in this location is accepted. · Upper Marsh Road is narrow and lacks pedestrian facilities but widening proposed by the development will improve the situation. · Adequate access and visibility is essential with an all-movement junction to fully accommodate servicing, refuse collection and emergency access. · Long-sections of the access will be required to demonstrate a maximum gradient of 1 in 30 over the first 9m of the access and 1 in 12.5 thereafter. · An Automatic Traffic Count will be required to establish actual speeds and hence visibility splay requirements. · Up to 25 dwellings could be served by a 4.5m carriageway, 1.5m footway and 0.5m margin opposite, or a 5.5m shared surface with 1m verge. ______Transport Statement (Post-Application) – Upper Marsh Road, Warminster IMA-17-167 TS v4-1 (Post-App) March 2018 3 IMA-17-167 · If more than 25 dwellings are proposed, a 5.5m road with 2m footways either side would be required, or a 5.5m shared surface with a 2m service strip and a 0.5m margin opposite. · The Transport Statement framework sets out a satisfactory approach. · The development should upgrade and surface the existing footpath running through the site to a 3m wide shared use path, providing adequate pedestrian and cycle access to the nearby Lake Pleasure Grounds. 1.2.6 The December 2017 Transport Statement was prepared in the context of the pre- application input from the LHA. This updated document reflects the post- application negotiations carried out with the LHA regarding the access proposals. 1.3 Scope of the Report 1.3.1 The existing site and the immediate surroundings are described, including nearby committed development and local transport infrastructure. 1.3.2 The section on baseline transport data commences with a summary of the facilities that can be reached without a car. Local census data on commuting patterns is then considered. Traffic patterns on the local highway network are examined, via surveys agreed with the LHA at the pre-application stage. 1.3.3 The development proposals are described, including details of an all-movement access arrangement that has been designed in consultation with the LHA and has their agreement. Parking provision and likely trip generation by all key modes are set out, with the likely distribution of peak period traffic on the local highway network, which has been agreed by the LHA. 1.3.4 The likely change in travel demand for 34 dwellings was agreed by the LHA and this has been revised on the same basis to reflect the reduced scheme. The change in traffic patterns is quantified and illustrated diagrammatically and the implications for existing facilities and infrastructure considered, with the mitigation measures agreed with the LHA post-application set out. 1.3.5 The issues raised in a Highways Statement produced on behalf of local residents are addressed individually in the context of a scheme that has the agreement of the LHA and has since been reduced in scale by 6 dwellings.

______Transport Statement (Post-Application) – Upper Marsh Road, Warminster IMA-17-167 TS v4-1 (Post-App) March 2018 4 IMA-17-167 2 Existing Site Information 2.1 Site Location 2.1.1 The site lies on the southern side of Warminster just north of the River Wylye and the A36 Warminster bypass. Warminster town centre is approximately 900m to the north on foot. The site boundary and surroundings are shown in Plan TS-1. 2.1.2 The site abuts the first two phases of residential development to the north and west, served via Damask Way, with an emergency access onto Upper Marsh Road formed by a narrow, steeply sloping metalled track. It is surrounded by fields on the other sides. 2.1.3 Warminster Lakeside Pleasure Grounds lie just north of the site, accessed via a public right of way that runs through the site, shown in Plan TS-1. The town centre is just beyond that. 2.2 Existing Site Description 2.2.1 The development site is a hillside plot of about 2.225 hectares, sloping to the south, north and east with the most level area being immediately east of the second phase of development. 2.2.2 The site is open grassland at present, with a public right of way running through it in a north-south direction, shown in Plan TS-1. 2.3 Local Transport Infrastructure 2.3.1 Access is proposed via the south western site boundary onto Upper Marsh Road, which runs north-west to Deverill Road, some 650m from the site. 2.3.2 Deverill Road is the main north-south arterial route linking the town centre and southern residential areas to the A36 Warminster bypass. 2.3.3 The initial section of the Upper Marsh Road link to Deverill Road is a narrow lane, widening at the junction with a short cul-de-sac serving No.s 67, 69, 71, 73 & 81 Upper Marsh Road. 2.3.4 The narrow section extends over a length of 150m from the proposed site access described later in this report, to the cul-de-sac junction referred to above. 2.3.5 The carriageway width is generally about 4m and without footways, although it narrows to below 4m over a length of about 45m south the cul-de-sac, to just over 3m in places. The 150m section between the proposed site access and the cul-de- sac is therefore single-track, with a slight widening at the emergency access location that allows passing. 2.3.6 Beyond the cul-de-sac junction, Upper Marsh Road opens out to a carriageway of just over 6m serving residential development either side, with a footway on the north east side and street lighting throughout. 2.3.7 Upper Marsh Road meets Deverill Road at a standard priority junction with adequate visibility and a zebra crossing immediately to the south west. 2.3.8 To the south east of the site Upper Marsh Road widens slightly to about 4.8m, then falls below 4m over a length of about 75m then widens slightly again before the staggered junction with Lower Marsh Road, Smallbrook Road and Henford’s Marsh. 2.3.9 Henford’s Marsh is a no-through road serving a small number of dwellings and a small holiday lodge and fishing lake development (Hunter’s Moon). 2.3.10 Lower Marsh Road is a residential road running north west to Deverill Road via Wylye Road. ______Transport Statement (Post-Application) – Upper Marsh Road, Warminster IMA-17-167 TS v4-1 (Post-App) March 2018 5 IMA-17-167 2.3.11 Smallbrook Road is a single-track lane that eventually links to B3414 Boreham Road. It could theoretically allow traffic to/from the east to avoid the town centre, but the route is convoluted, with a ‘prohibition of motor vehicles except for access’ where it joins the B3414, requiring a further detour via Southleigh View and Prestbury Drive. 2.3.12 National Cycle Route 24 runs just south of the site on Lower Marsh Road and Hanford’s Marsh (shown in Plan TS-1), linking Warminster to Bath, Radstock, Frome and Salisbury. A link runs via Smallbrook Road to the town centre and station. NCR24 also connects to Regional Cycle Route 22 at Sutton Veny, which runs west to join National Cycle Route 25 which runs south from Frome into Dorset. 2.3.13 There are bus stops approximately 500m from the site on Avon Road off Upper Marsh Road, a walk of about 7 minutes (see Plan TS-1). The stops are used by the Warminster town service 50 at hourly intervals Monday to Saturday. Weekday services run from 7:58 to 17:55 and Saturday services from 08:28 to 17:15. 2.3.14 Warminster railway station is 1.4km to the north of the site, a walk of under 20 minutes or a bus journey of a similar duration on the circular town service 50. The station is on the Wessex Mainline with regular services to Bath, Bristol, Cardiff, Portsmouth, Salisbury and Southampton. London Waterloo is accessible with a change at Salisbury.

______Transport Statement (Post-Application) – Upper Marsh Road, Warminster IMA-17-167 TS v4-1 (Post-App) March 2018 6 IMA-17-167 3 Baseline Transport Data 3.1 Accessibility Context 3.1.1 The grassland site only has access via a public right of way at present, but it will be provided with pedestrian and cycle links to Upper Marsh Road via Damask Way and the first two phases of residential development. The Warminster Lakeside Pleasure Grounds and town centre are accessible via the public right of way through the site. 3.1.2 The facilities that might be reached from the site without a car are therefore considered in the above context. 3.1.3 Traffic surveys are then described to quantify traffic on the local highway network and the accident history is considered. 3.2 Facilities Accessible without a Car 3.2.1 The Department for Transport have produced Journey Time Statistics (Updated April 2017) to provide theoretical journey times by main modes of transport for key land uses based on known journey origins and destinations. 3.2.2 Each of those land uses is considered below to appraise the ease with which they might be reached without relying on a car, in the context set out in section 3.1. 3.2.3 Journey times are from centre of the site and based on the DfT recommended speeds of 4.8kph for walking (4kph off-road) and 16kph for cycling (4.8kph on pedestrian streets, alleys and private roads). Bicycle journeys have 5 minutes added to allow for secure parking. 3.2.4 The bus journey times include allowances for walking at both ends and a 5 minute wait for the bus. Only direct services are considered for all uses and employment trips only consider bus routes running during typical commuting times. Employment Opportunities 3.2.5 The site is within reach of the following employment areas identified in the Warminster Neighbourhood Plan. Figures in brackets indicate where the facility is beyond the normally accepted journey time or distance, but some people may still choose to undertake the trip by that mode.

Journey Times Facility Distance On Foot Bicycle Bus Town Centre 900m 11 mins 9 mins 17 mins Factory Lane/The Maltings 1.4km 18 mins 10 mins 17 mins Lyons Seafoods 1.5km 19 mins 11 mins - Woodcock Industrial Estate 1.8km 23 mins 12 mins 23 mins Warminster Garrison 2.4km (30 mins) 14 mins 25 mins Northlands Industrial Estate 2km 25 mins 13 mins 27 mins Warminster Business Park 2.5km (31 mins) 15 mins 35 mins Crusader Park 2.7km (34 mins) 15 mins 37 mins Table 1: Employment Accessible without a Car 3.2.6 The table shows there are a wide range of employment sites accessible within the town either on foot, by bicycle or by bus. 3.2.7 In addition to the sites within the town, the railway station is a walk of under 20 minutes, so employment centres such as Bath (33 minute rail journey), Trowbridge (14 minutes), Westbury (10 minutes) and Salisbury (21 minutes) are all accessible by rail within a reasonable commuting time. ______Transport Statement (Post-Application) – Upper Marsh Road, Warminster IMA-17-167 TS v4-1 (Post-App) March 2018 7 IMA-17-167 Education Facilities 3.2.8 The table below summarises journey times to schools from the site.

Journey Times Facility Distance On Foot Bicycle Bus Sambourne Primary (BA12 8LF) 900m 11 mins 9 mins - New Close Primary (BA12 9JJ) 1.2km 15 mins 10 mins - St John’s Primary (BA12 9JY) 1.4km 18 mins 10 mins 30 mins The Avenue Primary (BA12 9AA) 1.5km 19 mins 11 mins 23 mins The Minster Primary (BA12 8JA) 1.6km 20 mins 11 mins - Warminster School (Independent) 1.7km 21 mins 12 mins - Princecroft Primary (BA12 8NJ) 1.7km 21 mins 12 mins 31 mins Kingdown Secondary (BA12 9DR) 2km 25 mins 13 mins 24 mins Table 2: Primary & Secondary Schools Accessible without a Car 3.2.9 A range of primary schools and the Kingdown secondary school are within reach without a car. 3.2.10 There are no further education establishments within Warminster but Wiltshire College facilities in Trowbridge and Salisbury are accessible by rail. Healthcare Facilities 3.2.11 There are primary and secondary healthcare facilities within reach without a car.

Journey Times Facility Distance On Foot Bicycle Bus The Avenue Surgery (BA12 9AA) 1.5km 19 mins 11 mins 23 mins Warminster Community Hospital 1.7km 21 mins 12 mins 23 mins Table 3: Healthcare Accessible without a Car 3.2.12 There are primary and secondary healthcare facilities within reach without a car. There are also dentists and pharmacies within walking distance in the town centre. Retail Facilities 3.2.13 The following food stores and local/town centres are within reach without a car.

Journey Times Facility Distance On Foot Bicycle Bus Spar (BA12 9BJ) 850m 11 mins 8 mins - Town Centre 900m 11 mins 9 mins 17 mins Waitrose (BA12 9BR) 1.1km 14 mins 9 mins 17 mins Lidl (BA12 9BR) 1.2km 15 mins 10 mins 17 mins Table 4: Retail Facilities Accessible without a Car 3.2.14 It is evident from the above tables that facilities in all key land use categories would be accessible on foot, by bicycle or by bus. The site is evidently in a sustainable location.

______Transport Statement (Post-Application) – Upper Marsh Road, Warminster IMA-17-167 TS v4-1 (Post-App) March 2018 8 IMA-17-167 3.3 Actual Commuting Choices 3.3.1 Having established the range of commuting choices that would be available to residents at the site, this section examines how existing residents commute. 3.3.2 The following table summarises data from the 2011 census, obtained from the Office for National Statistics via the NOMIS website. The commuting data is from ONS table QS703EW – Method of Travel to Work. 3.3.3 The table shows travel to work modes for people in employment living in the Lower- Level Super Output Area covering the site and the built area of Warminster.

Local LSOA Warminster Commuting Mode (E01032106) Built-Up Area Employed 644 8,622 Work mainly at or from home 11% 10% Train 2% 2% Bus, minibus or coach 1% 2% Motorcycle, scooter or moped 1% 1% Driving a car or van 66% 59% Passenger in a car or van 6% 6% Bicycle 2% 4% On foot 10% 15% Table 5: Commuting Modes form 2011 Census (Resident Population) 3.3.4 The Output Areas closest to the site show a slightly higher level of commuting by car than the wider built area, mostly as a result of fewer people commuting on foot. There is still a significant level of commuting by non-car modes evident however, with some 34-35% of commuting trips made without driving a car. 3.4 Local Commuting Patterns 3.4.1 Data from the 2011 Census has been used to derive a distribution of traffic on commuting trips by examining origin and destination data from Table WF01BEW from the Office for National Statistics, obtained via the NOMIS website. 3.4.2 The output for the data query is summarised in Appendix TS-2, based on residents out-commuting from the Mid-Layer Output Area E02006694 (Wiltshire 044), which covers the southern side of Warminster. Commuting destinations that make up less than 1% of the total by car were removed to simplify the data processing. 3.4.3 Commuting destinations in the south west of England were found to be as follows: Number of Percentage of Commute Destination Commuters by Total Car Wiltshire 1,824 82% Bath and North East Somerset 91 7% Mendip 68 5% North Dorset 27 2% South Gloucestershire 25 2% Bristol, City of 17 1% South Somerset 13 1% Totals 1,321 100% Table 6: Commuting Destinations at District Level ______Transport Statement (Post-Application) – Upper Marsh Road, Warminster IMA-17-167 TS v4-1 (Post-App) March 2018 9 IMA-17-167 3.4.4 Destinations in Wiltshire were broken down into Middle Super Output Areas for added detail, then condensed by town (the second and third tables in Appendix 2). Destinations making up less than 1% were again removed to simplify the assignment process. 3.4.5 The percentages for each commuting destination were assigned manually to the main road network to produce a distribution for commuting trips shown below (see Appendix 2 for detail). Where there was a possible choice of routes, particularly a choice between joining the A36 south of the site or by heading north through the town centre, the percentages have been split evenly between those routes. Commuting to North West via Bath Road: 5% Commuting North via Weymouth Street: 15% Commuting to North via Westbury Road: 23% Commuting to North East via Smallbrook Road: 13% Commuting to South via Deverill Road: 43% 3.4.6 The above distribution will be applied to the development traffic predictions derived in the following chapter. 3.5 Local Traffic Data 3.5.1 Traffic surveys have been carried out at the Damask Way/Upper Marsh Road junction and on Smallbrook Road to establish the local traffic patterns. 3.5.2 All turning movements were surveyed at the Damask Way junction by independent specialist Axiom Traffic Ltd on Wednesday 22nd November 2017. The full survey is shown in Appendix TS-3 and the peak hour movements are summarised in Figures TS-1 & 2. 3.5.3 In the AM peak, which fell between 7:45 & 8:45, there were 49 movements to/from Damask Way, 90% of which were via the Deverill Road end of Upper Marsh Road. Upper Marsh Road carried 59 vehicles in an hour on the site side of the Damask Way junction, less than 1 per minute. 3.5.4 The PM peak hour fell between 16:45 & 17:45 with 72 movements to/from Damask Way, 95% of which were via Deverill Road. Upper Marsh Road carried 52 vehicles in an hour on the site side of the Damask Way junction, less than 1 per minute. 3.5.5 An Automatic Traffic Count (ATC) was also carried out by Axiom Traffic, located on Smallbrook Road at the point where the 30mph speed limit ends, some 100m east of its junction with Upper Marsh Road. The output is included in Appendix TS-4. 3.5.6 The weekday average AM peak hour was from 08:00 to 09:00 with 94 vehicle movements recorded, 41 south-westbound and 53 north-eastbound. The PM peak fell between 15:00 and 16:00 with 96 vehicles recorded, 61 south-westbound and 35 north-eastbound. The traffic flows were therefore slightly tidal. 3.5.7 The 85th percentile traffic speeds recorded at the point where the 30mph limit changes to 60mph were 33mph north-eastbound (towards the 60mph limit) and 31mph south-westbound (towards the 30mph limit).

______Transport Statement (Post-Application) – Upper Marsh Road, Warminster IMA-17-167 TS v4-1 (Post-App) March 2018 10 IMA-17-167 3.6 Personal Injury Collision History 3.6.1 The website Crashmap.co.uk is a database of road traffic collisions collected by the police when an injury is recorded. The data is approved by the National Statistics Authority and reported on by the Department for Transport. The data shows each incident on a map, plotted to an accuracy of 10 metres. 3.6.2 The website shows no collisions at all recorded on Upper Marsh Road or on the Smallbrook Road/Southleigh View/Prestbury Drive route in the last 5 years. It is therefore evident that there is no pattern of recorded accidents that suggests any inherent safety issues on the immediate local highway network, so there is no requirement for more detailed research.

______Transport Statement (Post-Application) – Upper Marsh Road, Warminster IMA-17-167 TS v4-1 (Post-App) March 2018 11 IMA-17-167 4 Proposed Development 4.1 Development & Access Arrangements 4.1.1 The revised development scheme reduces the number of dwellings from 34 to 28, a decrease of 18%. The revised Masterplan is included in Appendix TS-5. 4.1.2 The layout is illustrative, with only access to be determined. The scheme plan shows 8 No. affordable units in the north-western corner of the site, with 20 No. 3/4-bed houses on the rest of the site. 4.1.3 In the pre-application consultation (included in Appendix TS-1), the LHA set out their requirements for access, including geometry and gradient specifications. 4.1.4 The access scheme was redesigned following the December 2017 Transport Statement, in consultation with the LHA, to provide the scheme shown in Appendix TS-6 (Plan IMA-17-167-006 Rev D). The access works were subsequently expanded to include passing improvements on Upper Marsh Road, discussed in section 4.5. 4.1.5 Plan TS-2 shows the proposed access in a wider context with a 2.4m x 43m visibility splay and the widening works. The visibility splay is to Manual for Streets Standards for the 30mph speed limit on Upper Marsh Road, although observed traffic speeds are below 30mph, as acknowledged by a LHA officer during a site visit. 4.1.6 The proposed access incorporates part of the existing emergency access, which will be re-graded to tie in with the new access. The junction with Upper Marsh Road has been designed to accommodate all turning movements by a Refuse Collection Vehicle (RCV) to Wiltshire council specifications set out in the Wiltshire Council Supplementary Planning Document Waste Storage and Collection: Guidance for Developers. The RCV swept path are shown in Plan TS-3. 4.1.7 In their pre-application comments (see paragraph 1.2.5), the LHA specified that a development of up to 25 dwellings could be served by a 4.5m carriageway, 1.5m footway and 0.5m margin opposite, or a 5.5m shared surface with 1m verge. 4.1.8 Beyond 25 dwellings, the access specification was a 5.5m road with 2m footways either side, or a 5.5m shared surface with a 2m service strip and a 0.5m margin opposite. 4.1.9 It has been agreed with the LHA that the preferred pedestrian route to Upper Marsh Road will be via the Phase 1 development and Damask Way, via the link shown in Plan TS-3. The agreed route adds 85m to reach Upper Marsh Road, but it was agreed with the LHA that the additional minute of walk-time is offset by the benefit of avoiding the gradients to reach the Damask Way junction via the new access. 4.1.10 The proposed access features a footway on one side only south west of the link to Phase 1, which is adequate for the low level of demand over that length. The access features a 5.5m carriageway, more than adequate to allow a car and RCV to pass. 4.1.11 The LHA also specified a maximum gradient of 1 in 30 over the first 9m of the access and 1 in 12.5 thereafter. A long section demonstrating that the gradients can be achieved is included in included in Appendix TS-6. 4.1.12 In an email dated 13th March 2017, the LHA declared the proposed access arrangements to be acceptable, subject to providing full engineering details of the site access road and the vertical tie-in to the emergency access and pedestrian link, which the LHA were content to deal with by planning condition for an application in outline, as sufficient detail had been provided to establish the principle of access.

______Transport Statement (Post-Application) – Upper Marsh Road, Warminster IMA-17-167 TS v4-1 (Post-App) March 2018 12 IMA-17-167 4.1.13 The LHA pre-application response also stated that the development should upgrade and surface the existing Public Right of Way (PROW) running through the site to a 3m wide shared use path, to provide pedestrian and cycle access to the nearby Lake Pleasure Grounds. 4.1.14 The potential for improvement was discussed with the Public Rights of Way Officer and it was concluded that no improvement works were required beyond the development site. The route through the development will be upgraded as shown in the masterplan in Appendix TS-5. 4.2 Car & Cycle Parking Provision 4.2.1 All parking provision for development is dealt with in the Car Parking Strategy (updated March 2015), part of the Wiltshire Local Transport Plan 2011-2026. 4.2.2 The Strategy sets out minimum car parking standards as follows: 1 Bed Dwellings: 1 Car Parking Space 2 & 3 Bed Dwellings: 2 Car Parking Spaces 4+ Bed Dwellings: 3 Car Parking Spaces Visitor Parking per Dwelling: 0.2 Car Parking Spaces 4.2.3 The standards require that garages need to have minimum dimensions of 6m x 3m to count as part of the allocated provision. There is also a discounting process set out to allow reduced parking provisions at locations with high accessibility. 4.2.4 Car ownership in the area has been researched using census data, obtained from the Office for National Statistics via the NOMIS website. The following figures are derived from Table QS416EW for the Lower-Level Super Output Area covering the site and the built area of the town. Local LSOA Warminster (E01032106) Built-Up Area Cars/Household 1.5 1.2 No Car 12% 20% 1 Car 43% 46% 1-2 Cars 77% 72% More Than 2 Cars 11% 8% Table 7: Local Car Ownership Data from 2011 Census 4.2.5 Car ownership is slightly higher in the southern area of the town than the average across the whole built area. It is therefore proposed that while the site has a wide range of day to day facilities accessible without a car, the minimum parking standards will be met so that parking demand can be fully accommodated. 4.2.6 The proposed layout is illustrative, but it shows parking provision via garages and driveways for the 3/4-bed market housing, mostly with 4 parking spaces per plot, but some have 3 spaces. There is ample space for on-street visitor parking in the layout. 4.2.7 The affordable 3-bed dwellings would be provided with two parking spaces each, with two visitor spaces. 4.2.8 The parking standards would therefore be met in full. 4.2.9 In terms of cycle parking, Table 5 in section 3.3 shows 2% of local residents commuting by bicycle, but more people will own bicycles for leisure use.

______Transport Statement (Post-Application) – Upper Marsh Road, Warminster IMA-17-167 TS v4-1 (Post-App) March 2018 13 IMA-17-167 4.2.10 The National Travel Survey of 2016 states that on average 43% of people own, or had the use of a bicycle, although it also says that 66% of respondents cycled less than once a year or not at all. 4.2.11 The market dwellings have garages able to accommodate bicycles on wall hangers, while the affordable units will be able to store bicycles in garden sheds with direct access to rear gardens. 4.3 Predicted Vehicular Trips 4.3.1 Vehicular trip predictions for the first phase of residential development off Damask Way (W/12/00687/OUT) were based on a survey on Damask Way, from which trip rates of 0.30 and 0.45 vehicle movements per dwelling per hour were derived for the weekday AM and PM peak hours. 4.3.2 The trip rates derived from Damask Way are low, probably as a result of the number of bungalows served from Damask Way, so an alternative methodology has been used to provide a comparison. 4.3.3 The TRICS (Trip Rate Information Computer System) database of traffic surveys was originally developed by a consortium of local highway authorities to assist in determining planning applications and is the standard method of predicting development traffic. 4.3.4 Version 7.4.2 of the database was searched for sites in the Houses Privately Owned category, based on all site in England, excluding Greater London where high levels of public transport influence car use. The sites were further filtered to exclude town centre and edge of town centre sites, returning surveys at 73 sites. 4.3.5 The resulting trip profile for 28 dwellings is shown below. The full TRICS output is included in Appendix TS-7. Hour Arrive Depart 2-Way Starting 07:00 2 8 10 08:00 4 11 15 09:00 4 5 9 10:00 4 4 8 11:00 4 4 8 12:00 4 4 8 13:00 4 4 8 14:00 4 5 9 15:00 7 5 12 16:00 7 4 11 17:00 9 4 13 18:00 7 4 11 Totals 60 62 122 Table 8: Trip Predictions from TRICS 4.3.6 The TRICS-derived trip rates of 0.508 (AM peak) and 0.472 (PM peak) movements per dwelling per hour were higher than the rates agreed for Phase 1 development. As the scheme does not include any bungalows, the TRICS trip predictions have been used in this report.

______Transport Statement (Post-Application) – Upper Marsh Road, Warminster IMA-17-167 TS v4-1 (Post-App) March 2018 14 IMA-17-167 4.3.7 Commuting data from the 2011 census was examined in section 3.4 to derive a distribution of peak hour commuting trips. Figures TS-3 & 4 use that distribution to set out the predicted pattern of traffic movements on road serving the site. 4.4 Predicted Non-Car Travel Demand 4.4.1 It was demonstrated in section 3.2 of this report that residents at the site would have access to facilities in all key land-use categories without having to use a car. 4.4.2 Table 5 in section 3.3 of this report used 2011 Census data for the immediate area to show the modal split for out-commuting, 66% of which was by car. That data has been used to provide a broad estimate of peak hour non-car travel. 4.4.3 Table 8 in section 4.3 shows the development is likely to generate some 122 vehicle movements over 12 hours. If that represents 66% of all trips by all modes, then the latter would equate to about 185 person trips over 12 hours. The breakdown of those trips is shown in the following table.

12-Hour Trips Commuting Mode Modal Split by Mode

Work mainly at or from home 11% 21 Train 2% 4 Bus, minibus or coach 1% 2 Motorcycle, scooter or moped 1% 2 Driving a car or van 66% 122 Passenger in a car or van 6% 10 Bicycle 2% 4 On foot 10% 18 Totals 100% 185 Table 9: Estimated 12-Hour Modal Split 4.4.4 The modal split is derived from commuting data, which may not necessarily be applicable to off-peak trips, but provides a reasonable basis to quantify the likely level of non-car travel demand, the implications of which are considered in the following section. 4.5 Implications of Predicted Change in Travel Demand 4.5.1 The changes in travel demand by non-car modes will be small, as indicated in Table 9 above. The biggest increase in non-car travel is likely to be journeys on foot, with about 18 predicted over the 12-hour period from 07:00-19:00. 4.5.2 The proposed pedestrian route via Phase 1, agreed with the LHA, and the surfaced footway link through the site, maintaining and upgrading the existing public right of way (illustrated in the Masterplan in Appendix TS-5), are considered adequate to accommodate the small increase in pedestrian travel arising from the site. 4.5.3 To encourage residents to make sustainable travel choices where possible, it is suggested that each household would be provided with a Sustainable Travel Information Leaflet, providing information on opportunities to walk, cycle or take a bus to local facilities. 4.5.4 The development is predicted to add just 11-13 vehicle movements to Upper Marsh Road (north west of the site) in an hour (see Figures TS-3 & 4), broadly one every 5 5 minutes on average.

______Transport Statement (Post-Application) – Upper Marsh Road, Warminster IMA-17-167 TS v4-1 (Post-App) March 2018 15 IMA-17-167 4.5.5 Examination of local commuting data from the census in section 3.4 shows that the majority of the trips, some 87%, would run via Deverill Road, with about 2 vehicle movements in either peak hour using the Smallbrook Road route to access employment on the north-east side of Warminster. 4.5.6 The Damask Way survey described in section 3.5 suggests the predicted distribution over-estimates the likely use of Smallbrook Road by development traffic, as only 5- 10% of traffic from Damask Way headed in that direction, compared to 13% from the census-derived prediction. 4.5.7 In any event, it is quite clear that there will be no perceptible impact on Smallbrook Road, with about 2 vehicle movements added to the 94 to 96 movements an hour recorded in the busiest periods of the day. 4.5.8 Section 3.5 set out the traffic using Upper Marsh Road between Damask Way and the site, which is summarised in the following table with the predicted increases arising from the development. South-East North-West to Period Traffic Type from Deverill Two-Way Deverill Road Road Surveyed 28 31 59

AM Peak Development +10 +3 +13

Change 1 per 6 mins 1 per 20 mins 1 per 5 mins

Surveyed 33 19 52

PM Peak Development +3 +8 +11

Change 1 per 20 mins 1 per 7 ½ mins 1 per 5 ½ mins Table 10: Summary of Change in Traffic on Upper Marsh Road North-West of Site Access 4.5.9 The table shows that the changes in traffic flow on Upper Marsh Road would be extremely small, with tidal flows peaking at an average of one additional movement every 6 to 7 ½ minutes in the main direction of travel in either peak. 4.5.10 In the inter-peak that makes up a large proportion of a weekday, there would only be about 6 additional vehicle movements an hour on the single-track section, one every 10 minutes. 4.5.11 These small changes in traffic will pass through the narrow section of Upper Marsh Road described in section 2.3 of this report. The single-track section covers about 150m from the proposed site access to the short cul-de-sac serving No.s 67, 69, 71, 73 & 81 Upper Marsh Road, with a slight widening at the existing emergency access to Phases 1 & 2 where vehicles can pass. 4.5.12 A car will typically take less than 20 seconds to traverse the 150m single-track section at a speed of around 20mph, so the introduction of one additional vehicle movement every 6 to 7 ½ minutes in the dominant flow direction will not lead to any material increase in the frequency with which vehicles meet within the single- track section. When vehicles do occasionally meet, there is space to pass at the emergency access, or at the proposed site access. 4.5.13 Notwithstanding the very minor nature of the increases in traffic, when considering the larger 34-unit scheme, the LHA requested the developer to explore the potential for widening works in the single-track section of Upper Marsh Road to the north west of the proposed site access.

______Transport Statement (Post-Application) – Upper Marsh Road, Warminster IMA-17-167 TS v4-1 (Post-App) March 2018 16 IMA-17-167 4.5.14 Following initial investigation of the constraints to road widening on Upper Marsh Road, which include a limited amount of highway land and tree root protection zones, the LHA agreed to meet the development team on site to inspect the constraints first-hand and establish the extent of widening works achievable. 4.5.15 Following that meeting the plan included in Appendix 8 was produced (IMA-17-167- 007A) to show what could be achieved within the constraints identified. The plan shows a 4.8m carriageway between the proposed site access and the existing emergency access, as illustrated in the plan inset. 4.5.16 Northwest of the emergency access there is a gap in the mature trees where a passing place could be delivered, shown on plan IMA-17-167-007A. The highway ownership information provided by the LHA shows a 5m corridor of highway land at that point, so the widening works are shown contained within that. The retained edge would be about 1m in height, based on the existing bank profile. 4.5.17 The works shown in plan IMA-17-167-007A have been agreed as adequate to serve the 34-unit development proposed at the time. The development has since been reduced by 18% to 28 units, with a corresponding decrease in the traffic associated with the scheme, so the off-site improvement works to reduce the length of single- track road used by the very low level of development traffic considered entirely adequate for the smaller development scheme.

______Transport Statement (Post-Application) – Upper Marsh Road, Warminster IMA-17-167 TS v4-1 (Post-App) March 2018 17 IMA-17-167 5 Highways Statement on Behalf of Local Residents 5.1 Background 5.1.1 A local residents’ group has commissioned a Highways Statement from Badingham Transport Planning & Traffic Engineering to support their objections to the scheme. 5.1.2 The Executive Summary contains a list of 19 points that can be grouped as follows: · Issues Relating to the Proposed Site Access · Issues Relating to Accessibility · Issues Relating to the Single-Track Section of Upper Marsh Road · Issues Relating to Smallbrook Road 5.1.3 This section of the Transport Statement addresses the individual issues under the above headings. 5.2 Issues Relating to the Proposed Site Access 5.2.1 Ten points are raised in relation to the proposed site access onto Upper Marsh Road. The access arrangement has been designed in consultation with the LHA to their specification and subsequently agreed in writing by the LHA, but each point is nevertheless discussed to address residents’ concerns on highway matters. (1) Two 2.0m footways should be provided on the new access as per Wiltshire Council’s request. 5.2.2 A single footway has been agreed with the LHA as appropriate to the low level of pedestrian demand from the development. (2) The gradient of the new access at its junction with Upper Marsh Road is too steep. 5.2.3 The access gradient has been designed within the maximum specified by the LHA and has their agreement in principle. A more level pedestrian route to Upper Marsh Road is to be provided via the Phase 1 development. (3) The proposed gradient of the access at 8.00% is not suitable for elderly/wheelchairusers and level resting platforms should be incorporated. 5.2.4 There is a more level pedestrian route to Upper Marsh Road via the Phase 1 development, agreed as suitable by the LHA. (4) Reduced visibility splays are proposed at the access junction. 5.2.5 The site access plan in the original Transport Statement showed both 2.4 x 33m and 2.4 x 43m visibility splays. The revised site access plan (Plan TS-2 in this report) shows how approaching vehicles will be in clear site over 43m from the site access, to visibility standards are met or exceeded. (5) A significant part of the site frontage will need to be cut into the embankment, which is likely to involve the loss of a substantial amount of screening vegetation. 5.2.6 This is a landscape matter rather than a highway issue. (6) The access is not perpendicular to the junction which can cause some drivers difficulty with aligning their vehicles blocking other vehicles from entering the development.

______Transport Statement (Post-Application) – Upper Marsh Road, Warminster IMA-17-167 TS v4-1 (Post-App) March 2018 18 IMA-17-167 5.2.7 The access arrives at Upper Marsh Road at 90 degrees, evident from the centreline in Plan TS-2. The junction uses standard geometry and is entirely adequate to serve the development, as recognised by the LHA. (7) No speed surveys have been undertaken on Upper Marsh Road to justify the reduced visibility requirement despite Wiltshire Council’s request. 5.2.8 There is no reduced visibility splay proposed in the current access scheme or the original proposal presented in the December 2017 Transport Statement, so no speed survey was required. (8) The vehicle swept path assessment (TS-2A) provided fails to demonstrate that the proposed access can be safely and efficiently negotiated by large vehicles. 5.2.9 The LHA has accepted the swept path analysis, which has been revised for the current proposal (plan TS-3). (9) Without suitable surface water drainage there is a risk that the development will exacerbate conditions on Upper Marsh Road and subsequently further afield on Lower Marsh Road and Smallbrook Road, which are regularly subject to flooding. 5.2.10 Drainage will be designed to the full satisfaction of the LHA in association with a reserved matters planning application. (10) There is insufficient space for a vehicle to access the site if a vehicle is waiting to egress. 5.2.11 The access will mostly be used by light vehicles, which can pass within the agreed geometry. There is space to pass service vehicles on the site access away from the junction and in the improved passing facilities proposed on Upper Marsh Road. 5.3 Issues Relating to Accessibility 5.3.1 The following points were raised in connection with non-car access to the site. Each is addressed, but the fundamental point is that the local Planning Authority has accepted that the site is a suitable location for residential development, so the level of access to services without a car has been accepted. (11) No pedestrian/cycle connection is provided to the existing emergency vehicle/pedestrian link to the north, which is likely to be a strong desire line for future residents. 5.3.2 The original scheme connected to the emergency access and the revised access incorporates a direct pedestrian link, illustrated in Plan TS-2. (12) No details are provided on how Footpath No. WARM53 is to be improved. It is subject to significant gradients and slippery muddy surfaces that would not be suitable for vulnerable users or wheelchair users. 5.3.3 The pre-application response from the highway development control team suggested improvements to the public right of way connecting to the Pleasure Grounds. When the developer discussed the nature of potential improvements was with the Public Rights of Way officer, the officer’s view was that surfacing the route beyond the site was not appropriate, so the improvements are to be contained within the site and are shown on the Masterplan (Appendix TS-5). (13) The footway linking to Upper Marsh Road will encourage pedestrians to walk in the highway with no footway provision or street lighting and limited carriageway width. In some places there is no verge for pedestrians to make use of to get out of the way of a passing vehicle. ______Transport Statement (Post-Application) – Upper Marsh Road, Warminster IMA-17-167 TS v4-1 (Post-App) March 2018 19 IMA-17-167 5.3.4 The main pedestrian link is via Phase 1 and Damask Way. The pedestrian link to Upper Marsh Road via the vehicular access is only likely to be used for leisure purposes and pedestrian activity on the lightly-trafficked lane is common, as acknowledged in the next point, which suggests the route is considered entirely suited to use by walkers and cyclists. (14) The quiet nature of Upper Marsh Road and Smallbrook Road are attractive leisure routes for walkers and cyclists. Indeed, these roads are regularly and frequently used by residents of the Care Home nearby. There is a risk of collisions between these users and vehicles, particularly at night. 5.3.5 The additional traffic arising from the development would be imperceptible against background traffic. In the busiest hour of the day, about 2 vehicle movements might be added to Smallbrook Road and Upper Marsh Road to the south east of the site. (15) Most of the site is beyond the maximum recommended walk distance to a bus stop and the development cannot be considered accessible. 5.3.6 There is a bus stop about 500m from the site, a walk of less than 10 minutes, and section 3.1 of this Transport Statement clearly demonstrates the wide range of facilities within reach without a car, so the site is clearly accessible, as the LHA and LPA have accepted. 5.4 Issues Relating to the Single-Track Section of Upper Marsh Road 5.4.1 The following points relate to the single-track section of Upper Marsh Road. (16) The suitability and adequacy of the existing narrow variable carriageway widths to serve the proposed development is questioned. 5.4.2 In consultation with the LHA, an improvement scheme is proposed to add passing opportunities to the single-track section of Upper Marsh Road, in the context of the 34 dwellings then proposed. 5.4.3 The development scheme has since been reduced by 18% to 28 units and the additional traffic will decrease accordingly, only adding intermittent movements to Upper March Road to the north west of the site (peak hour movements of one additional vehicle every 6 to 7 ½ minutes on average in the dominant directions and typically one movement every 10 minutes off-peak). 5.4.4 The passing place scheme agreed for the 34-unit scheme is still proposed, notwithstanding the fact that the traffic impact arising from the revised scheme is even more negligible. (17) If two vehicles meet on the narrow section of Upper Marsh Road it requires vehicles to reverse considerable distances and make use of private driveway accesses to enable opposing vehicles to pass. 5.4.5 A passing place improvement scheme has been agreed with the LHA. 5.5 Issues Relating to Smallbrook Road 5.5.1 The following issues relate to use of Smallbrook Road to the east of the site (discussed in sections 3.4 and 4.5 of the Transport Statement). (18) the IMA TS underestimates the level of traffic likely to travel south from the development and utilise the unsuitable Smallbrook Road and Lower Marsh Road. The lack of adequate visibility to the west at the Upper Marsh Road/Lower Marsh Road may also be detrimental to highway safety in this location with the introduction of additional traffic flows.

______Transport Statement (Post-Application) – Upper Marsh Road, Warminster IMA-17-167 TS v4-1 (Post-App) March 2018 20 IMA-17-167 5.5.2 The predicted distribution of development traffic has been accepted by the LHA and provides clear evidence that the development – which would generate very little traffic in total - will have no perceptible impact on the roads to the south and east of the site. 5.5.3 The suggestion by Badingham that traffic might be distributed in accordance with flows passing the site takes no account of actual destinations or the clear evidence from turning movements at Damask Way, which lies about 30 seconds away by car. (19) Both Upper Marsh Road and Smallbrook Road are lightly trafficked at present and so even the addition of small numbers of vehicles is likely to have a significant impact in terms of traffic flow and loss of amenity. 5.5.4 This statement has no factual basis, the addition of intermittent vehicle movements to Upper Marsh Road to the north west of the site, one every 6 to 7 ½ minutes in dominant directions during the busiest hours and one typically every 10 minutes off- peak, cannot possibly be considered as having a significant impact. Smallbrook Road is predicted to see 2 additional vehicle movements an hour. 5.6 Conclusion on Badingham Highways Statement 5.6.1 The Badingham Highways Statement concludes from the above points: ‘… the residual cumulative impacts of the development are considered severe and there is an unequivocal case for refusal not only in terms of planning policy but also inadequacies in highway terms… ‘ 5.6.2 It has been demonstrated that all of the points raised are without substance or have otherwise been addressed so the conclusion of the Badingham report has no weight. The LHA has agreed the access arrangements, the level of accessibility and improvements to passing places on Upper Marsh Road, so the development is acceptable in highway terms and in planning policy terms as it relates to transport.

______Transport Statement (Post-Application) – Upper Marsh Road, Warminster IMA-17-167 TS v4-1 (Post-App) March 2018 21 IMA-17-167 6 Summary and Conclusions 6.1 Summary 6.1.1 This Transport Assessment has considered proposals by Greatworth Developments Ltd to develop land off Upper Marsh Road, Warminster, to provide 28 dwellings (revised from 34 previously). The main points are summarised as follows: (i) The site lies on the southern side of Warminster, immediately adjoining two previous phases of residential development served off Damask Way. (ii) The site lies on a pedestrian route to the town centre, is just north of National Cycle Route 24 and is within a short walk of stops serving the circular town bus route. (iii) The non-car travel infrastructure provides links to facilities in all key land use categories without having to use a car, including employment, education, healthcare and retail. (iv) There have been no collisions at all recorded on Upper Marsh Road or on the Smallbrook Road/Southleigh View/Prestbury Drive route in the last 5 years. (v) The development proposes 28 dwellings served by car parking to meet local car ownership demands, in accordance with minimum parking standards. (vi) The proposed access onto Upper Marsh Road would accord with standards specified by the Local Highway Authority and has been developed in consultation with the LHA, receiving their approval in March 2018. (vii) The main pedestrian access would be via the Phase 1 development, as agreed with the LHA and the public right of way through the site would be upgraded. (viii) The development is predicted to add just 11-13 vehicle movements to the main route serving the site in the weekday peak hours. (ix) A worst-case appraisal shows the development might add about 2 vehicle movements to the 94 to 96 peak hour movements using Smallbrook Road, with no perceptible impact. (x) The single-track section of Upper Marsh Road is expected to have one additional vehicle every 6 to 7 ½ minutes in the dominant flow direction, with no material increase in the frequency with which vehicles meet. (xi) The development would have no significant impact on the operation of the local highway network, but off-site works for the 34-unit scheme have been agreed with the LHA to improve passing opportunities on the single-track section of Upper Marsh Road. (xii) The developer proposes to minimise car use by providing all residents with information on opportunities for sustainable travel. (xiii) A Highways Statement prepared to support residents’ objections has been examined and all points raised were found to be either without substance or to have been addressed directly with the LHA. 6.2 Conclusion 6.2.1 The proposed residential development, mitigated by sustainable travel measures and improved passing facilities off-site - agreed with the LHA in the context of a larger 34-unit scheme and therefore more than adequate for this 28-unit proposal - would not give rise to any significant adverse transport impact and therefore accords with local and national planning policy as it relates to transport.

______Transport Statement (Post-Application) – Upper Marsh Road, Warminster IMA-17-167 TS v4-1 (Post-App) March 2018 22 IMA-17-167

Plans TS-1 to TS-3

Employment area

Railway station

Commercial Area

Employment area

Town bus route (service 50)

Nearest bus stop

Footpath

Cycleway to station

Nation Cycle Route 24 Development Site

CLIENT: TITLE: SCALE: (A3) CHECKED: APPROVED: Greatworth Developments 1:10,000 T RA NS PORT P L A NNING CAD FILE: DESIGN/DRAWN: DATE: PROJECT: PMG Dec 17 11 K I N G S M E A D S Q U A R E Site Location & Surroundings Plans TS-1&2 (Location).dwg B A T H B A 1 2 A B PROJECT No: DRAWING No: REV: t : 0 1 2 2 5 4 4 4 0 1 1 Upper Marsh Road w w w . i m a - t p . c o m Warminster IMA-17-167 Plan TS-1

11.5 4.1

4.1 Approaching car in clear sight at 43m

4.1 A Existing emergency access

Existing emergency access Footway link to Phase 1 & Damask Way

4.8

2.4 x 43m visibility splay

4.8

Road widened to 4.8m (see IMA-16-167-007A for detail) 2.4 x 43m visibility splay

Approaching car in clear sight at 43m

LDS9

CLIENT: TITLE: SCALE: (A3) CHECKED: APPROVED: Greatworth Developments 1:500 T RA NS P ORT P L A NNING Plan TS-2 CAD FILE: DESIGN/DRAWN: DATE: PROJECT: PMG March 2018 11 K I N G S M E A D S Q U A R E Proposed Site Acess Off-Site Works V4-2.dwg B A T H B A 1 2 A B Upper Marsh Road PROJECT No: DRAWING No: REV: t : 0 1 2 2 5 4 4 4 0 1 1 and Off-Site Improvement Works w w w . i m a - t p . c o m Warminster IMA-17-167 009

© Crown copyright [and database rights] 2018 OS Licence Number 100036393. 127.213 123.242 122.149 123.028 123.478 127.411 122.424 122.720 124.212 126.651 123.614 121.923 120.300 P&W 121.120 120.233 124.009 P&R 123.242 123.171 123.478 124.212 124.748 121.09 119.95 119.71 120.72 124.009 124.525 121.923 P&W 119.469 124.306 120.769 120.300 123.171 124.525 Spread:12 120.233 119.67 119.34 125.056 Diam:0.65 120.747 4.8 119.20 122.838 120.53 124.306 119.95 125.083 119.71 119.469 119.197 122.85 122.838 120.747 119.036 P&W 120.012 119.34 118.68 118.636 119.67 119.20 TrHt:145.5 P&W 122.57 GY:119.01 118.442 TrHt:143.5 119.00 118.39 121.634 119.197 TrHt:145.5 118.68 118.636 123.614 117.994 TrHt:143.8 123.028 119.036 126.651 122.424 122.720 123.242 123.478 124.212 123.614

121.120 124.748 P&R 124.009 123.242 123.478 124.212 121.923 P&W 121.09 120.300 123.171 124.748 124.525 120.72 124.009 120.233 121.923 P&W 125.056 124.306 120.769 120.300 123.171 119.95 124.525 119.71 119.469 120.233 4.8 122.838 120.53 124.306 120.747 119.95 119.34 120.012 122.85 119.71 119.469 119.67 119.20 122.838 P&W 120.747 122.57 120.012 119.34 119.197 119.67 119.20 TrHt:145.5 TrHt:143.5 118.68 118.636 121.634 P&W 119.036

118.39 119.197 118.442 TrHt:143.8 121.711 TrHt:145.5 118.68 118.636 119.036 GY:119.01 CLIENT: TITLE: 119.00 117.994 SCALE: (A3) CHECKED: APPROVED: Greatworth Developments 1:200 T RA NS P ORT P L A NNING Plan TS-3 CAD FILE: DESIGN/DRAWN: DATE: PROJECT: PMG March 2018 11 K I N G S M E A D S Q U A R E Large Refuse Lorry Swept Path Off-Site Works V4-2.dwg B A T H B A 1 2 A B Upper Marsh Road PROJECT No: DRAWING No: REV: t : 0 1 2 2 5 4 4 4 0 1 1 at Proposed Site Access w w w . i m a - t p . c o m Warminster IMA-17-167 010