Bradfield College Campus Development Framework Transport Appraisal

BRADFIELD COLLEGE

CAMPUS DEVELOPMENT FRAMEWORK

TRANSPORT APPRAISAL

13 February 2019

Our Ref: DA/AW/JG/lh/adf/JNY9598-01i

RPS 20 Western Avenue Milton Park Abingdon Oxon OX14 4SH

Tel: 01235 432190 Fax: 01235 834698 Email: [email protected]

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QUALITY MANAGEMENT

Prepared by: Amy Waites / Joanna Gunn

Authorised by: David Archibald

Date: 13 February 2019

Project Number/Document JNY9598-01i Reference:

The material presented in this report is confidential. This report has been prepared for the exclusive use of Bradfield College and shall not be distributed or made available to any other company or person without the knowledge and written consent of RPS.

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CONTENTS

1 INTRODUCTION ...... 1 2 CAMPUS LAYOUT AND PUPIL DESIRE LINES ...... 2 3 SUSTAINABLE TRANSPORT BASELINE AND SURVEYS ...... 6 4 TRANSPORT RELATED POLICIES ...... 17 5 KEY PRINCIPLES OF DEVELOPMENT ...... 21 6 SUMMARY AND CONCLUSIONS ...... 27

FIGURES FIGURE 1 – SITE LOCATION FIGURE 2 – CAMPUS LAYOUT

APPENDICES APPENDIX A – CAMPUS MASTERPLAN APPENDIX B – FAULKNERS GREEN PLAN

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1 INTRODUCTION

1.1 RPS have been instructed by Bradfield College to prepare a transport appraisal detailing the existing baseline situation in terms of movement and parking to identify potential improvements that can be brought about through the Bradfield College Campus Development Framework which sets out the College’s desire to build and improve existing campus facilities. A plan showing the future building/facility ambitions is attached at Appendix A.

1.2 Bradfield College is a boarding school with day pupils with a capacity of approximately 800 pupils (90% boarders, 10% day) which includes boarding houses and various faculties across the campus.

1.3 The College employs approximately 200 academic staff and 325 support staff (cleaners, maintenance, administration, security etc). Approximately 50% of the academic staff live on-site and nearly all support staff live off-site with the exception of approximately 16 (mainly house matrons) who live on-site.

1.4 All staff and sports centre staff are issued permits to park within the site. Pupils who have passed their driving test are also able to have a parking permit (approximately 25).

1.5 The Campus Development Framework (CDF) is a long-term plan, which seeks to improve educational and boarding buildings and facilities, pedestrian routes, parking and access, through the rationalisation of the location and improvements of existing buildings and facilities and the construction of new facilities and buildings. Some of the facilities will remain available for use for the wider community.

1.6 The campus is located on the four segments of a crossroad which is dissected by four public highways. There are several internal footpaths away from the public highway that allow for the safe movement of pupils within each segment of the site.

1.7 The full teaching days at the College are Monday, Wednesday and Friday with half days on Tuesday and Thursday for sports activities in the afternoon. There is a requirement for pupils to move from one area of the College to another during class changeovers, which may involve crossing the public highway. These movements are based on the College timetable. There are movements from pupils from the hours of 08:00 – 22:00 including during the peak hours for vehicular flows on the public roads (08:00 – 09:00 and 17:00 – 18:00).

1.8 The pedestrian movements include pupils crossing at the crossroads at the centre of the College, and across the four approach roads. No formal crossing points exist at the crossroads and although there is a crossing patrol person to assist crossings, on-site observations and discussions with the College identified an increasing risk of pedestrian/vehicular collision in the village.

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2 CAMPUS LAYOUT AND PUPIL DESIRE LINES

Site Location / Context

2.1 The facilities associated with Bradfield College are dispersed around the village of Bradfield, located approximately five kilometres to the west of Junction 12 of the M4 and approximately eleven kilometres west of Reading. At the centre of the village is a crossroads junction which is the primary route to Theale to the southeast, Pangbourne to the northeast, Ashampstead to the northwest and Bradfield Southend the southwest. The location of the College is shown on Figure 1.

2.2 Part of Bradfield village is subject to a 20mph speed limit. There are buildouts, implemented by the College, after discussions with the council across the south western, north eastern and south-eastern roads leading into the village. There is street lighting in the immediate vicinity of the crossroads junction; however, there is no streetlighting present throughout the remainder of the village.

2.3 The north-western arm (Ashampstead Road) continues to Ashampstead located approximately seven kilometres from the cross-roads. Private residential dwellings form the northern western boundary to the village, and beyond Bradfield, Ashampstead Road becomes rural in nature with few dwellings and no footway provision. The south-western arm (Southend Road (West)) of which the College grounds form the boundary to the village, continues to Bradfield Southend and further towards Woolhampton and Aldermaston. The north-eastern arm (Southend Road (East)) of which the College grounds form the eastern boundary to the village, continues to the A340 located approximately three kilometres from the crossroads. The south-eastern arm (Common Hill) of which the College ground and private residential properties cover the southern boundary, continues to the A340 and Theale approximately three and a half kilometres from the crossroad junction at Bradfield.

Pedestrian Facilities and Movements

2.4 As aforementioned, Bradfield College is spread over land centred around the crossroads in the centre of the village. The various buildings and facilities are spread to the north, south, east and west of the main College building located at the north-western corner of the crossroads.

2.5 Figure 2 shows the locations of the various faculties at the College and several footways and internal footpaths throughout the College grounds. The Greek Theatre, music school, tennis centre and sports centre are located north-east of the crossroads and the Science, History and Languages departments and sports fields are located to the west. The main boarding houses for the College are located east of the crossroads and the main College buildings and sports field are located to the north of the crossroads along with the Medical Centre.

2.6 The location of the various facilities at the College results in pupils travelling along the various footpaths within the College site and crossing the public highway.

2.7 A Pedestrian Improvement Strategy for the College was undertaken in 2017, detailing the key pupil movements throughout the College grounds to identify potential improvements to existing facilities.

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2.8 Information from the College and on-site observations have shown the key pedestrian movements are as follows:

. When pupils are travelling to breakfast in the dining hall from their boarding houses, there is a mass movement of 107 pupils from the east to the centre of the College via the crossroads. After breakfast at 08:00, pupils then disperse across the campus to their various faculties’ chapel / assembly or for their first lesson;

. At 09:55, there is a break and the majority of pupils travel to the main College buildings at the crossroads or their boarding houses. This break ends at 10:30 and pupils disperse to their lessons across the campus;

. During the lunch break (12:00-13:45), there is a movement towards the main buildings of the College at the crossroads. The lunch break ends, and pupils disperse across the College to their lessons;

. There are lesson changes throughout the day and there is a movement across the College during these times;

. The College teaching day ends at 18:00 on Mondays, Wednesdays and Fridays, and at 14:00 on Tuesdays and Thursdays, when sports activities take place in the afternoon; and

. The pupils have dinner in the main dining hall or Faulkner’s dining hall (Year 9s) and must return to their houses by 22:00.

2.9 There is an instruction from the College which states that pupils cannot cross the crossroads from the south-eastern corner via Southend Road, due to a narrow footway on the northern side of Southend Road. Pupils also cannot walk along this footway to access College facilities. The footway is approximately 0.9 metres at the corner of the crossroads and ranges between 0.7 – 1.3 metres along its length.

2.10 If pupils need to access facilities on the northern side of the crossroads, they must cross from the south-eastern corner of the crossroads. A member of staff wearing high-visibility clothing currently advises pupils on crossing over Common Hill onto the footway on the southern side of Southend Road (west). Pupils then cross over Southend Road (west) to access the main College buildings on the northern side of the road; a Lollipop Man, (who has been instated in agreement with the council) operates across Southend Road (west) to stop traffic and allow pupils to cross.

2.11 If pupils wish to access the facilities in the north-eastern corner of the College, pupils must cross be using the routes described above, then cross Ashampstead Road. There is also permission from the council for the Lollipop Man to be located on Ashampstead Road. On-site observations showed that the majority of pupils crossed over Ashampstead Road approximately 20 metres north from the crossroads, and most were crossing diagonally across the road. Footways on the western side of Ashampstead Road are approximately 1.9 metres in width and footways on the eastern side of Ashampstead Road are between 1.5 – 1.8 metres in width.

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2.12 As aforementioned, the main movements of pupils are from the boarding houses located at the south-eastern corner of the campus. Internal footpaths route parallel to Common Hill to the south, and route parallel to the Southend Road (east) to the east. These footpaths are approximately 1.5 metres in width and are maintained by the College. Pupils utilise these footpaths to access the crossing point across Common Hill.

2.13 Common Hill is approximately 5 metres in width with a footway on the eastern side of the carriageway, ranging between 0.6 – 1.0 metres in width. Common Hill has a gradient of 14% and the point at which pupils cross the Common Hill arm of the crossroads is a braking zone for vehicles. Outside Faulkner’s, there are build outs on Common Hill which narrow the carriageway to a single lane with priority given to northbound vehicles and which provides a reduced crossing width for pedestrians into Hill 2 sports field.

Cycle Patterns and Facilities

2.14 There is limited cycle parking across the various faculties at Bradfield College; the topography of the area and the distance to adjacent towns means that the demand for cycle parking is negligible, as few people cycle to the College and walking is the primary mode of transportation for pupils moving through the College. For the same reasons staff do not undertake journeys by bicycle, choosing to walk or drive when moving around the college.

Parking Provision

2.15 Formal parking bays for Bradfield College are dispersed around the site in designated car parks and on an ad hoc basis.

2.16 Overall the campus has 438 formal parking bays inclusive of 21 disabled spaces. The distribution of the formal parking bays is shown in Table 2.1.

Table 2.1 Formal Parking Bay Provision Disabled Parking Location Parking Bays Bays Science Centre Car Park 77* 1 Sports Centre Car Park 135 1 Chapel Bank - 1 Performing Arts 14 5 Hillside 2 - Lloyd House 8 2 Stone House / Steves House 13 1 Stanley House / Armstrong House / Palmer House 35 4 Falkners / House-on-the-Hill (2) / The Close 45 6 All Weather Pitches 88 - Note: * includes 8 spaces marked for visitors

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2.17 To the south of the crossroads is Science Centre Car Park (78 spaces including 1 disabled space, eight of these s [aces are marked for visitors’ use). At the new sports ground to the northwest of the site is a car parking facility primarily used for the sports fields (this parking has not been included within the parking survey). Additional parking is available at the sports centre north of the crossroads junction (130 spaces plus 5 minibus spaces).

2.18 For parking on the east side of the College there is parking south of the all-weather pitches and adjacent to the boarding houses.

2.19 Additional parking is located around the campus on an ad hoc basis; smaller car parks in addition to private roads with parking are located within the grounds of the College which allow pupils and staff to drive and park around the College grounds.

2.20 Access to a field, to the south of the newly constructed tennis centre, has been improved for occasional use when the College has events with large visitor numbers.

2.21 The roads and other areas around the site enable informal parking for an additional 513 vehicles; the majority of the parking occurs on a regular basis in safe locations. However, there is a small element of parking that takes place in inappropriate locations causing safety issues for both pedestrians and vehicles.

Vehicle Access

2.22 Except for the main administrative area to the northwest of the crossroads, there are no restrictions to vehicle movements throughout the site. This means that members of the public can access the campus and also that there is no control over staff and visitor parking. The roads in the vicinity of Faulkner’s Green and the all-weather pitches are narrow in places and unable to accommodate two-way vehicle movements. With day pupils being dropped off and picked up from their houses and the vehicles associated with sports matches with other schools using Faulkner’s Green alongside the heavy pedestrian movements the College have raised concerns in respect of these conflicts.

Vehicle Movements

2.23 To date, no vehicle surveys have been undertaken at the various accesses within the College Campus. Whilst not all staff will be present everyday it can be assumed that there will be at

least, with delivery, maintenance and housekeeping journeys at least 1,000 two-way vehicle movements per day. The majority of inbound movements will occur between 07:30 and 09:30 with outbound movements spread out more throughout the day.

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3 SUSTAINABLE TRANSPORT BASELINE AND SURVEYS

Cycle Patterns and Facilities

3.1 There are limited cycle facilities within the vicinity of Bradfield College. National Cycle Route 4 routes to the south of Theale and north of Sulhamstead along the Kennet and Avon Canal, and can be accessed approximately six kilometres from site.

3.2 Routes 1 and 2 of West Berkshire Council’s cycle maps shows two routes between Buckleberry, Bradfield, Yattendon and Hermitage as recreational cycle routes. The circular cycle routes vary between 11 miles and 18 miles in length. The cycle routes utilise Ashampstead Road (northwest) and southeast arms of the crossroads junction which routes through the centre of Bradfield.

Bus Facilities

3.3 There are two bus stops within close proximity of Bradfield College, accessed from two arms of the crossroads junction in the centre of Bradfield. The bus stops are situated on opposite sides of the carriageway to facilitate travel in both directions. Both stops have narrow footway provision from the crossroads junction to each stop and have a flag and pole at each location.

3.4 Two buses services are easily accessible from the site, facilitating travel to Thatcham, Calcot and Theale.

3.5 A summary of the services available from the bus stops adjacent to Bradfield College are summarised in Table 3.1.

Table 3.1: Local Bus Services Weekday Weekend

No. Stop Route Frequency Frequency AM Off PM Evening Sat Sun Peak Peak Peak Bradfield Thatcham - Newbury - College 08:04 and 15:02 daily No service Bradfield - Theale (North) 41 Bradfield Theale - Bradfield - College One service at 15:20 No service Newbury - Thatcham (South) Bradfield Thatcham - Brimpton - One service at 12:02 Mondays and College Aldermaston - Bradfield - No service Wednesdays (North) Theale - Calcot 44 Bradfield Calcot - Theale - Bradfield One service at 13:53 Mondays and College - Aldermaston - Brimpton - No service Wednesdays (South) Thatcham Source: Traveline (May 2018)

3.6 With the exception of service 41, which provides a single arrival and departure time, there is limited ability for pupils and staff to undertake journeys by bus.

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Rail Facilities

3.7 There are two railway stations within six kilometres of Bradfield College, located at Theale to the south and Pangbourne to the north. Theale offers regular services to Reading, Newbury and London Paddington, and Pangbourne has regular services to Didcot Parkway, London Paddington, Reading and Banbury.

3.8 As Bradfield College is primarily a boarding school with 90% of its pupils residing on campus and 10% commuting to the College daily, the rail facilities listed will not be used by a significant number of pupils daily. Given the distance from the College, which is outside of what could be considered a reasonable walking distance, it is also unlikely to be used by a significant number of staff who travel daily.

Traffic Surveys

3.9 Automatic Traffic Counts (ATC) were undertaken between 19 – 25 September 2016. The ATCs have been undertaken on each approach to the crossroads and have collected hourly directional traffic flow, recording vehicle speeds and both volume and vehicle classification.

3.10 Manual Classified Counts (MCC) surveys were undertaken Tuesday 20 September 2016 during the following time periods:

. 07:00 - 10:00;

. 12:00 - 14:00; and

. 17:00 - 19:00.

3.11 The MCC turning movements have also been recorded at the crossroads and has provided an indication of the key movements of vehicles through the junction.

Vehicle Flows

3.12 Analysis of the vehicle traffic flow for each ATC survey location at the crossroads has been undertaken; the results of the average weekday flows are provided in Table 3.2. The table sets out both the directional flow and two-way flows for each arm of the crossroads, as well as the total flow for the crossroads as a whole.

Table 3.2: 2016 ATC Average Weekday Traffic Flows D – A - Southend Road C – Southend B – Common Hill Ashampstead (east) Road (west) Junction Road Total Direction / Two Two Two Two NE SW NW SE NE SW NW SE Time Way Way Way Way 00:00-01:00 2 2 4 4 8 13 2 3 5 2 6 8 29 01:00-02:00 0 1 1 2 5 7 0 1 2 1 4 5 15 02:00-03:00 0 1 2 1 4 5 0 2 2 0 4 4 13 03:00-04:00 0 1 1 3 6 9 0 1 2 1 4 5 17 04:00-05:00 0 1 1 3 7 10 0 1 1 1 6 7 19 05:00-06:00 4 3 7 12 21 33 5 3 8 5 14 19 68 06:00-07:00 19 10 30 32 50 82 26 15 41 18 35 52 205 07:00-08:00 115 70 185 96 128 223 98 65 163 35 79 114 685

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D – A - Southend Road C – Southend B – Common Hill Ashampstead (east) Road (west) Junction Road Total Direction / Two Two Two Two NE SW NW SE NE SW NW SE Time Way Way Way Way 08:00-09:00 181 156 337 96 152 248 167 152 318 54 120 175 1078 09:00-10:00 110 156 267 74 119 193 103 118 221 55 71 126 807 10:00-11:00 63 66 129 53 62 115 49 51 100 42 47 89 433 11:00-12:00 57 64 121 57 70 126 46 44 90 42 46 88 426 12:00-13:00 59 56 114 52 55 107 68 44 112 43 30 72 406 13:00-14:00 78 78 156 59 56 115 61 55 116 47 37 83 470 14:00-15:00 69 74 142 87 70 157 59 86 145 47 55 102 546 15:00-16:00 62 75 137 92 85 177 72 93 165 64 64 128 608 16:00-17:00 83 112 195 116 104 220 78 118 196 71 71 142 753 17:00-18:00 171 186 356 126 114 240 169 188 357 76 67 143 1095 18:00-19:00 93 139 232 116 106 221 117 107 225 106 40 146 824 19:00-20:00 41 58 99 93 65 158 48 72 120 62 43 105 481 20:00-21:00 16 39 56 59 50 109 25 47 72 33 24 56 293 21:00-22:00 12 27 39 38 39 77 18 30 47 25 21 46 210 22:00-23:00 6 13 19 23 21 44 9 15 24 16 13 29 116 23:00-24:00 4 6 10 11 14 24 4 7 11 6 9 15 60

07:00-19:00 1140 1232 2371 1022 1120 2142 1088 1121 2209 681 728 1409 8131 06:00-22:00 1228 1367 2595 1244 1323 2567 1205 1285 2489 818 850 1669 9320 06:00-24:00 1238 1386 2624 1278 1357 2635 1217 1307 2524 840 872 1712 9496 00:00-24:00 1245 1395 2640 1303 1409 2712 1225 1318 2543 851 911 1761 9657 Source: Traffic Survey Data (September 2016)

3.13 The ATC data identifies the network peak hours occurring between 08:00 and 09:00 during the morning and 17:00 and 18:00 during the evening, reflective of typical commuter peak hours. During the lunchtime period, traffic flows are highest between 13:00 and 14:00, with roughly half the volume of traffic found during the peak hours.

3.14 The results in Table 3.2 highlight that the highest traffic flows take place on Southend Road (East) during the morning and evening peaks. The second highest traffic flows are on the Southend Road (West), followed by Common Hill. Lastly, the lowest traffic flow, approximately half of that on Southend Road (East), is on Ashampstead Road.

3.15 Analysis of the MCCs at the crossroads has been undertaken and the hourly results for the surveyed periods are provided in Table 3.3. The table sets out the movements to and from each respective arm of the crossroads.

Table 3.3: Total Movement To/From Each Arm of the Crossroad Junction From (ARM): To Time A B C D TOTAL A B C D TOTAL 07:00-08:00 53 94 102 85 334 112 125 57 40 334 07:15-08:15 75 111 139 100 425 138 147 83 57 425 07:30-08:30 109 117 157 105 488 155 157 113 63 488 07:45-08:45 141 112 172 116 541 178 172 134 57 541 08:00-09:00 166 93 178 123 560 192 163 151 54 560 08:15-09:15 183 78 162 121 544 186 149 154 55 544

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From (ARM): To Time A B C D TOTAL A B C D TOTAL 08:30-09:30 192 71 149 115 527 167 146 151 63 527 08:45-09:45 181 76 129 99 485 143 138 141 63 485 09:00-10:00 168 78 109 80 435 120 128 127 60 435 12:00-13:00 54 36 75 27 192 72 46 43 31 192 12:15-13:15 61 38 62 31 192 64 55 49 24 192 12:30-13:30 76 34 58 36 204 69 58 55 22 204 12:45-13:45 67 30 43 30 170 59 45 48 18 170 13:00-14:00 94 56 61 36 247 93 52 66 36 247 17:00-18:00 204 124 179 68 575 187 118 197 73 575 17:15-18:15 206 135 173 69 583 183 128 186 86 583 17:30-18:30 205 144 160 61 570 166 131 168 105 570 17:45-18:45 175 143 142 53 513 144 121 134 114 513 18:00-19:00 151 120 120 41 432 109 109 105 109 432 Arm A= Southend Road (east) Arm B= Common Hill Arm C = Southern Road Arm D= Ashampstead Road Source: Traffic Survey Data (September 2016)

3.16 The MCC data identifies the same morning peak hour as the ATC (08:00 - 09:00), and a slightly different peak hour in the evening, (specifically 17:15 - 18:15). The MCC identified that the lunch time peak occurred between 12:30 and 13:30, slightly different from the ATC data.

3.17 To be consistent with the ATC network peaks, Tables 3.4 – 3.6 below summarise the turning movements during the peak hours of 08:00 - 09:00, 13:00 - 14:00 and 17:00 - 18:00.

Table 3.4: Vehicle Turning Movements during AM Peak Hour (08:00 - 09:00) Destination ARM A B C D Total A 0 49 103 14 166 B 54 0 19 20 39 C 113 45 0 20 65 Origin D 25 29 29 0 58 Total 192 123 151 54 328 Arm A= Southend Road (east) Arm B= Common Hill Arm C = Southern Road Arm D= Ashampstead Road Source: Traffic Survey Data (September 2016)

Table 3.5: Vehicle Turning Movements during Lunchtime Peak Hour (13:00 - 14:00) Destination ARM A B C D Total A 0 30 46 18 94 B 36 0 10 10 56 C 43 10 0 8 61 Origin D 14 12 10 0 36 Total 93 52 66 36 247 Arm A= Southend Road (east) Arm B= Common Hill Arm C = Southern Road Arm D= Ashampstead Road Source: Traffic Survey Data (September 2016)

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Table 3.6: Vehicle Turning Movements during PM Peak Hour (17:00 - 18:00) Destination ARM A B C D Total A 0 74 124 6 204 B 56 0 35 33 124 C 118 27 0 34 179 Origin D 13 17 38 0 68 Total 187 118 197 73 575 Arm A= Southend Road (east) Arm B= Common Hill Arm C = Southern Road Arm D= Ashampstead Road Source: Traffic Survey Data (September 2016)

3.18 The predominant flow of traffic during the peak hours is between Southend Road (East) (Arm A) and Southend Road (West) (Arm C). During the morning peak hour traffic flows are slightly higher west bound with the reverse occurring during the evening peak hour. During the lunchtime period, traffic flows are similar in both directions.

3.19 In terms of overall turning movements, Southend Road (East) (Arm A) receives the largest proportion of traffic during the morning peak hour and lunchtime period whereas Southend Road (west) (Arm C) receives the highest amount of traffic during the evening peak hour. During the peak hours, Southend Road (East) is the predominant origin of movements at this junction.

3.20 Common Hill receives the next largest proportion of traffic during both the morning and evening peak hours. During the morning peak hour, fewer vehicles enter the junction from Common Hill in relation to Ashampstead Road. However, during the evening peak hour, movements from Common Hill are double those of Ashampstead Road.

Pedestrian Surveys

3.21 Surveys of pedestrian movements have been undertaken on Tuesday 20 September 2016, during the key changeover periods in the College day (07:00 - 10:00, 12:00 – 14:00 and 17:00 – 19:00). The surveys have quantified the volume of pedestrian traffic on a directional path.

3.22 The location of the pedestrian surveys and the directional flow of the pupils is shown in Plate 1 below.

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Plate 1: Location of Pedestrian and Automatic Traffic Counter Surveys

3.23 The total hourly pedestrian movements at each survey location are presented in Table 3.7 below. These identify that the peak pedestrian movements occur between 08:30 - 09:30 and 17:00 - 18:00. During the lunchtime period, there is a definite peak in overall pedestrian activity between 12:00 - 13:00 hours, however the peak hour for each respective survey location varies within the two-hour period.

Table 3.7: Total Hourly Pedestrian Movements by Survey Location Southend Southend Crossroads Common Hill Time Road (east) Road (west) Total 07:00 - 08:00 43 2 4 2 51 07:15 - 08:15 77 4 10 4 95 07:30 - 08:30 114 98 14 4 230 07:45 - 08:45 141 98 24 9 272 08:00 - 09:00 179 99 34 11 323 08:15 - 09:15 212 96 46 14 368 08:30 - 09:30 291 3 47 20 361 08:45 - 09:45 266 3 38 15 322 09:00 - 10:00 260 2 32 20 314

12:00 - 13:00 173 37 29 5 244 12:15 - 13:15 145 27 34 9 215 12:30 - 13:30 118 29 40 16 203 12:45 - 13:45 122 37 35 18 212 13:00 - 14:00 115 77 32 19 243

17:00 - 18:00 248 66 58 19 391 17:15 - 18:15 235 69 41 13 358

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Southend Southend Crossroads Common Hill Time Road (east) Road (west) Total 17:30 - 18:30 210 57 35 12 314 17:45 - 18:45 185 143 33 8 369 18:00 - 19:00 140 110 21 7 278 Source: Traffic Survey Data (September 2016)

3.24 As shown in Table 3.7 the highest pedestrian movements take place at the crossroads during the morning, lunch time and evening periods. The second highest pedestrian movement is across Common Hill, followed by Southend Road (East) and Southend Road (West).

3.25 For the crossroads, Southend Road (East) and Southend Road (West), the highest pedestrian flow is during the morning and evening peak hours of 08:30 – 09:30 and 17:00 - 18:00. The highest flow during the lunchtime period is 12:00 -13:00 for the crossroads, 12:30 - 13:30 for Southend Road (East) and 13:00 – 14:00 for Common Hill and Southend Road (West). For Common Hill the morning peak hour is earlier at 08:00 – 09:00 and the evening peak hour is later at 17:45 – 18:45.

3.26 Taking into consideration the identified pedestrian peak hours the turning movements have been reviewed for each respective location, as presented in Tables 3.8 – 3.11.

Crossroads

Table 3.8: Peak Pedestrian Movements at Crossroads Arm A - Arm C - Arm D - Arm B - Southend Southend Ashampstead Common Hill Road (east) Road (west) Road TOTAL TIME Eb Wb Nb Sb Eb Wb Nb Sb

08:30 - 09:30 8 0 107 72 3 85 16 0 291

12:30 - 13:30 1 1 15 38 45 15 3 0 118

17:00 - 18:00 0 1 85 57 27 70 2 6 248 Source: Traffic Survey Data (September 2016)

3.27 At the crossroads, during all identified peak hours, the peak pedestrian movements occurred across Common Hill as shown in Table 3.8. During the morning peak hour, there is a high number of movements both northbound towards the boarding houses and southbound across to

the pavement on the southern side of Southend Road (West), there is then a high movement then westbound across Southend Road (West). This represents pupils arriving and leaving for breakfast in the main College buildings.

3.28 As shown in Table 3.7, this peak morning movement of pupils coincides with the vehicle network peak for the crossroads. During the lunch time and evening peak hour there is also a high number of movements across Common Hill and Southend Road (West). The evening vehicle network peak hour again coincides with the pedestrian movement peak hour.

3.29 Despite the footway on Southend Road (East) being out-of-bounds to pupils, there are still movements along it, albeit low at up to 8 per hour. The movements across Ashampstead Road and Common Hill identify predominant movements between the department buildings/boarding houses and the main College buildings inclusive of the dining hall.

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Common Hill

3.30 For Common Hill, there is a large movement southbound during the morning and lunch time, this is associated with pupils crossing Common Hill from their boarding houses across to the sports fields, as shown in Table 3.9. During the evening, there is a large number of pupils travelling both northbound and southbound across Common Hill. The vehicle network peak, as shown in Table 3.7 coincides with the pedestrian peak crossing period; this is particularly key when considering the darker evenings in the winter and the low visibility this would cause for drivers.

Table 3.9: Peak Hour Pedestrian Movements at Common Hill Time Nb Sb Total 08:00 - 09:00 5 94 99 13:00 - 14:00 8 69 77 17:45 - 18:45 84 59 143 Source: Traffic Survey Data (September 2016)

3.31 Both the lunchtime and morning vehicle network peaks coincide with the pedestrian movement peaks.

3.32 Pedestrian movements at Common Hill are found to fluctuate throughout the surveyed hours. Movements very between being relatively low, or a large movement in a short space of time. These large movements are reflective of the College undertaking scheduled movements according to timetabling. A consistent movement is understood to be the evening movement associated with prep, which is undertaken on the building east of Southend Road (West) and accessed using the footpath through the sports pitches opposite Common Hill.

Southend Road (East)

Table 3.10: Peak Hour Pedestrian Movements at Southend Road (East) Time Eb Wb Total 08:30 - 09:30 0 47 47 12:30 - 13:30 31 9 40 17:00 - 18:00 53 5 58 Source: Traffic Survey Data (September 2016)

3.33 At the crossing location on Southend Road (East), the only movement in the morning is westbound, this is a movement from the boarding houses to the facilities in the north-eastern corner of the College. During the lunch time and evening period the movement is predominantly in the eastbound direction, this will be pupils returning to their boarding houses.

3.34 The vehicle network peaks, as shown in Table 3.7 above coincides with all pedestrian crossing peaks.

Southend Road (West)

Table 3.11: Peak Hour Pedestrian Movements at Site 4 (Southend Road (West)) Time Eb Wb Total 08:30 - 09:30 5 15 20 12:30 - 13:30 7 9 16 17:00 - 18:00 14 5 19 Source: Traffic Survey Data (September 2016)

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3.35 At the crossing location on Southend Road (West) movements are predominantly west bound during the morning peak hours and eastbound during the evening peak hour. During the lunchtime peak, pedestrian flows are similar in both directions as shown in Table 3.11.

3.36 The predominant direction of movement reflects the location of departmental buildings being west of Southend Road (West), with the boarding houses being to the east. As such, movements towards the west are reflective of commuting to lessons, with higher eastbound movements being anticipated at the end of the day.

3.37 Both the morning and evening vehicle network peak hours coincide with the pedestrian movement peak hours.

Parking Beat Surveys

3.38 A parking beat survey was undertaken on Wednesday 6th June 2018 to establish parking demand within the Bradfield College campus. The focus of the study is primarily to establish parking demand in different areas of the College and establish a baseline scenario from which parking demand can be assessed.

3.39 The majority of car parking areas within the College grounds, inclusive of car parks, internal roads and other ad hoc locations where parking occurs were included within the parking beat survey. The following areas were not included within the survey:

. The main buildings west of the crossroads junction – access is via a gated ANPR controlled vehicular entrance adjacent to the Pit Pavilion and therefore the college has control over vehicles entering and parking in this area;

. Parking at the Golf Club to the northwest of the site as it is remote from the main college campus;

. Maintenance area accessed from Southend Road – this area is used by the College’s maintenance team and associated vehicles and parking availability exceeds demand; and

. Church Lane – this privately-owned road has residents that are not associated with the College and therefore parking cannot be controlled.

3.40 The survey areas can be broken down into areas of varying size: . Science Centre car park accessed via Southend Road (west);

. Chapel Bank area accessed from Southend Road (west);

. Parking at the sports centre to the north east of the crossroads, including access road and adjacent parking spaces accessed from Southend Road (east);

. Parking around the performing arts area;

. Parking at the Hillside boarding house;

. Parking at Lloyd House boarding house;

. Parking at the Stone House and Stevens House boarding houses;

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. Parking at the Stanley House, Armstrong House and Palmer House boarding houses;

. Parking at Faulkner’s. House-on-the-Hill (2) and The Close boarding houses; and

. Car parking around the all-weather pitches (which includes 72 informal spaces that are frequently used for events at the AWP and as an overflow when events are taking place elsewhere at the College).

3.41 Parking beat surveys were undertaken between 07:00 and 22:00. The survey company recorded the number of cars parked in each section of the campus during these times, broken down into hourly segments.

3.42 The data gathered from the parking beat surveys is summarised in Table 3.12.

3.43 The survey shows that there are 366 formal parking bays, which increases to 438 if the 72 spaces at the AWP are included and a further 513 informal bays that could be used for parking, giving a total of 951 bays.

3.44 The survey indicates that the maximum number of vehicles parked on-site throughout the day was 304. This indicates, if all vehicles were parking only in formal parking bays that the overall percentage occupancy would be 83%. However, if the additional 72 bays at the AWP are included, the percentage occupancy decreases to 69%, a generally acceptable level. There were no events taking place on the day and therefore the survey indicates that without the car parking at the all-weather pitches the campus would only be able to manage a small fluctuation in vehicle numbers.

3.45 Predominantly vehicles are parked within formal parking bays however, there are several vehicles parked on the roads and in ad hoc areas indicating either that there are no / insufficient formal parking bays in the desired locations or that occupants are not prepared to park in designated spaces and undertake the remaining part of their journey on foot.

3.46 Looking more closely at individual areas it can be seen that the Science Centre car park is almost at full capacity between 11:00 and 14:00.

3.47 In the vicinity of the Chapel Bank, at various times throughout the day, up to four vehicles are parked on the single yellow lines with up to another seven vehicles parked on the unrestricted length of road.

3.48 Car parking at the sports centre and the performing arts centre use approximately 75% of the capacity indicating sufficient spare capacity to deal with average daily fluctuations.

3.49 At Hillside the two formal parking bays are only fully occupied for one hour but throughout the day there are two to four additional vehicles parked. There are no parking concerns at Lloyd House.

3.50 The formal parking bays at Stone House and Stevens House reached a maximum occupancy of 62%. However, there are up to an additional 9 vehicles parked within the area throughout the day; several of these vehicles were College service vehicles.

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3.51 At Stanley House / Armstrong House / Palmer House the formal parking bays have a maximum capacity of 45%; up to 12 vehicles are parked on the road in an ad hoc fashion throughout the day; several of these vehicles were College service vehicles.

3.52 At Faulkner’s / House-on-the-Hill (2) /The Close the formal parking bays record a maximum occupancy of 83% between 09:00 and 11:00. Throughout the day there are up to 9 vehicles parked on an ad hoc basis.

3.53 There were no parking capacity issues recorded at the all-weather pitches (no events were taking place on the day of the survey.

Table 3.12 Parking Beat Survey Percentage Occupancy

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4 TRANSPORT RELATED POLICIES

Context

4.1 This section identifies the relevant transport policies that are relevant to the CDF and the requirements that the proposed development will need to meet.

National Policy

4.2 The revised National Planning Policy Framework (NPPF) is a material consideration in planning decisions and sets out the Government’s planning policies for England and how these are to be applied. The focus of the NPPF is to ensure development is sustainable which, according to the Framework, has three dimensions being economic, social and environmental.

4.3 At paragraph 10, NPPF states that there is a presumption in favour of sustainable development, and for decision-taking; this means approving development proposals that accord with the development plan without delay. Where the development plan is absent, silent or relevant policies are out-of-date, granting permission unless, the application of policies in the NPPF that protect areas or assets of particular importance provides a clear reason for refusing the development proposals or any adverse impacts of doing so would significantly and demonstrably outweigh the benefits, when assessed against the policies in the NPPF.

4.4 Paragraph 108 of the NPPF states:

“In assessing sites that may be allocated for development plans, or specific applications for development, it should be ensured that:

. Appropriate opportunities to promote sustainable transport modes can be - or have been - taken up given the type of development and its location; . Safe and suitable access to the site can be achieved for all users; and . Any significant impacts from the development on the transport network (in terms of capacity and congestion), or on highway safety, can be cost effectively mitigated to an acceptable degree.”

4.5 Paragraph 110 continues:

“Within this context, applications for development should:

. give priority first to pedestrian and cycle movements, both within the scheme and with neighbouring areas; and second – so far as possible – to facilitating access to high quality public transport, with layouts that maximise the catchment area for bus or other public transport services, and appropriate facilities that encourage public transport use;

. address the needs of people with disabilities and reduced mobility in relation to all modes of transport;

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. create places that are safe, secure and attractive – which minimise the scope for conflicts between pedestrians, cyclists and vehicles, avoid unnecessary street clutter, and respond to local character and design standards;

. allow for the efficient delivery of goods, and access by service and emergency vehicles; and

. be designed to enable charging of plug-in and other ultra-low emission vehicles in safe, accessible and convenient locations.”

4.6 The National Planning Practice Guidance (NPPG), which is regularly updated, provides advice on when Travel Plans, Transport Assessments and Statements are required and what they should contain.

4.7 Transport Assessments and Statements are ways of assessing the potential transport impacts of developments, and they may propose mitigation measures to promote sustainable developments. Transport Assessments are thorough assessments of the transport implications of development, and transport Statements are a “lighter-touch” evaluation to be used where this would be more proportionate to the potential impact of the development.

Local Policy

4.8 The West Berkshire Core Strategy Development Plan Document (2006 – 2026) (WBCSDP) forms part of the West Berkshire Development Plan (WBDP). Policy CS 13 relates to transport and states:

Development that generates a transport impact will be required to:

. Reduce the need to travel;

. Improve and promote opportunities for healthy and safe travel;

. Improve travel choice and facilitate sustainable travel particularly within, between and to main urban areas and rural service centres;

. Demonstrate good access to key services and facilities;

. Minimise the impact of all forms of travel on the environment and help tackle climate change;

. Mitigate the impact on the local transport network and the strategic road network.

. Take into account the West Berkshire Freight Route Network (FRN); and

. Prepare Transport Assessments/Statements and Travel Plans to support planning proposals in accordance with national guidance.

4.9 Policy CS 14 relates to design principles and states:

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New development must demonstrate high quality and sustainable design that respects and enhances the character and appearance of the area and makes a positive contribution to the quality of life in West Berkshire. Good design relates not only to the appearance of a development, but the way in which it functions. Considerations of design and layout must be informed by the wider context, having regard not just to the immediate area, but to the wider locality. Development shall contribute positively to local distinctiveness and sense of place.

4.10 In respect of transport, proposals are expected to:

. Create safe environments, addressing crime prevention and community safety;

. Make good provision for access by all transport modes; and

. Ensure environments are accessible to all and give priority to pedestrian and cycle access providing linkages and integration with surrounding uses and open spaces.

4.11 The WBCSDP states that standards for parking provision will be related to levels of accessibility. The basis for this will be established through the Local Transport Plan, and subsequently a Supplementary Planning Document (SPD) will be prepared.

4.12 The third West Berkshire Local Transport Plan (2011-2026) (LTP3) sets out the framework for the delivery of all aspects of transport and travel for West Berkshire and is vision statement is “To deliver effective transport solutions for all by increasing choice and minimising congestion.”

4.13 The LTP3 goals are:

. To improve travel choice and encourage sustainable travel;

. To support the economy and quality of life by minimising congestion and improving reliability on West Berkshire’s transport networks;

. To maintain, make best use of and improve West Berkshire’s transport networks for all modes of travel;

. To improve access to services and facilities;

. To improve and promote opportunities for healthy and safe travel; and

. To minimise energy consumption and the impact of all forms of travel on the environment.

4.14 LTP3 policies that relate to Bradfield College are:

. Policy LTP AT1 Walking;

. Policy LTP AT2 Cycling;

. Policy LTP SC1 Travel Planning;

. Policy LTP NMP1 Highway Management;

. Policy LTP K3 Accessibility (access to services and facilities);

. Policy LTP K4 Accessibility (equality, diversity and inclusion);

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. Policy LTP K5 Climate Change;

. Policy LTP K8 Road Safety;

. Policy LTP K10 School Travel; and

. Policy LTP K11 Parking.

The West Berkshire District Local Plan 1991-2006 (Saved Policies 2007)

4.15 The saved policies of the West Berkshire District Local Plan 1991 - 2006 forms part of the current Local Plan for the district.

4.16 Policy TRANS.1 states:

“The transportation needs of new development should be met through the provision of a range of facilities associated with different transport modes including public transport, walking, cycling and parking provision. The level of parking provision will depend on the availability of alternative modes, having regard to the maximum standards adopted by West Berkshire Council. Standards below the maximum level may be applied in more accessible locations.”

Policy Summary

4.17 This section has identified national and local transport related policies that are relevant to the CDF. These policies and principles have been taken into account in the CDF and will be incorporated in further detail when individual planning applications are brought forward. It is considered that he proposed development generally accords with these policies.

4.18 The CDF sets out the Bradfield College’s long terms aspirations for development. New buildings will be provided to upgrade existing facilities and/or to relocate facilities in a more appropriate location and to provide additional facilities for the College.

4.19 West Berkshire do not have parking standards for education facilities.

4.20 The CDF aims to build upon the previous pedestrian movement surveys and the improvements scheme to ensure safe pedestrian movements throughout the site and to make sure there is

adequate, safe parking in appropriate locations wherever practicable.

4.21 Access for all, including disabled parking, is considered within the CDF.

4.22 All traffic and transport issues pertaining to the proposed development will be addressed through the submission of a Transport Assessment or Transport Statement to support each detailed planning application.

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5 KEY PRINCIPLES OF DEVELOPMENT

5.1 The key parameters for the CDF in terms of transport will be parking, vehicle access and movement and pedestrian access and movement ensuring that safety is foremost in all strategies and designs.

Parking Strategy

5.2 The parking survey has indicated that there are issues pertaining to the number of visitor spaces in the Science Centre car park, unwanted/unsafe areas being used) and this process offers the ability to be able to undertake a review and adjust parking to meet the requirements of the College.

5.3 The parking on the campus consists of 366 formal car parking spaces (this figure increases to 438 if the 72 spaces alongside the all-weather pitches are included). The formal car parking spaces are not always utilised and there is an amount of ad-hoc parking occurring on the internal roads and small informal parking areas. This ad hoc parking occasionally prevents ease of vehicle movements around the campus and sometimes is detrimental to safety for both other drivers and pedestrians.

5.4 The College has identified issues in respect of parking at the all-weather pitch during interschool tournaments and in the Faulkner’s / House on the Hill / The Close boarding house area when parents are dropping off / picking up pupils. Moving forward, the College should seek planning permission to formalise parking at the all-weather pitch and provide additional parking in this area to cater for these parking requirements and ameliorate the ad hoc parking which currently takes place along the internal access roads. Improvements to the alignment of the internal roads, the provision of safe parking for the dropping off / picking up of pupils and widening of the main vehicular access onto the public highway should also be explored. Planning permission should be sought for the above works, having regard to the pre-application advice obtained from West Berkshire Council. A copy of the plan submitted for pre-application advice is attached at Appendix B. Additionally, it may be of benefit to formalise individual spaces around the campus that are currently used and are deemed safe and appropriate to do so.

5.5 Additional parking, in the area to the south of the Design Centre would provide additional capacity for the Faulkner's / House-on-the-Hill / The Close area and for the AWP and netball courts. To ensure everyday visitors’ vehicles can be adequately accommodated on site, it would be advantageous to review the number of formal visitors parking bays in the Science Centre car park.

5.6 Parking spaces could be marked out and numbered so that if some spaces are required to be allocated for individuals or certain uses then this is easily understood by all employees / pupils/ parents / visitors. This then identifies clearly the areas where parking can take place and by whom and the areas where parking is not allowed and enables enforcement to be undertaken.

5.7 The demand for parking provision for future projects will be considered.

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5.8 It is considered that with the formalisation of the additional spaces at the all-weather pitch and south of the Design Centre that there would be sufficient provision for the College to increase its pupil capacity by 5-10%.

5.9 Any future facilities that may increase parking demand through shared use with members of the public would be considered on an individual basis in discussion with West Berkshire’s highways officers.

Vehicle Access and Movement Strategy

5.10 The College is served by numerous vehicle accesses the majority of which are suitable for the use currently undertaken. Alterations to the two southern accesses on Common Hill are proposed as part of the Faulkner’s Green project to enable two-way traffic. The amalgamation of the accesses to Stevens House and Stone House has been considered but discarded due to the geography of the land between. The vehicle access opposite Stone House is predominantly used as a pedestrian route and it would be beneficial if this access could be controlled between Southend Road (east) and the music school to only provide vehicular access for the residents of the staff housing and maintenance vehicles.

5.11 Safety and security of pupils is of utmost importance to the College and therefore future projects could include a barrier system, possibly controlled by ANPR and the security centre, to prevent unauthorised vehicles entering different areas of the campus.

5.12 Staff use of cars within and around the campus can be an issue in respect of parking capacity in certain areas. A review of staff movements should be undertaken to understand why and how staff move around the college and to find solutions in areas where parking is considered to be at or nearing full occupancy.

5.13 The College is a large employer and generates a variety of vehicle movements throughout the day. This impact is lowered by having both staff and pupils living on-site. However, over the next few years the College will seek to reduce single occupancy vehicle movements along with the introduction, where feasible, of low pollution generating vehicles.

5.14 Vehicle access for future projects will be considered.

Pedestrian Access and Movement Strategy

5.15 Internally the College has determined pedestrian routes. Some of these routes are shared with vehicles and where feasible these routes will be considered when future projects are bought forward to separate pedestrian and vehicle movements to provide a safe and convenient route for pedestrians.

5.16 Externally, there are significant pedestrian movements occurring on all four public highways that route through the campus. These movements occur in areas where vehicle speeds are high (ATC’s in the vicinity of the crossroads showed 85th percentile vehicle speeds of 31 – 35mph in a 20mph speed limit), footways are narrow, street lighting is not present and intervisibility is compromised.

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5.17 Potential improvement works to slow vehicle speeds and alter pedestrian routes across the public highways and the provision of a footbridge on Common Hill, are currently being discussed with Highway Officers at West Berkshire Council to determine the extent and layout with a view to improve pupil safety.

The Masterplan

5.18 The Bradfield College Campus Development Framework, attached at Appendix A, details the long-term vision for the development of the campus, which includes both refurbishment of existing facilities along with some creation of some new buildings.

5.19 There are five key priority projects as follows:

. Blue Project – Study Centre, Library, Sixth Form Centre and Big Space;

. Red Project – Performing arts hub, exam venue and conferences;

. Green Project – Enlarged or replacement teaching block;

. Orange Project – Dining area, Snake Door and kitchens; and

. Pink Project – Pavilion, Rifle Range.

5.20 A series of other projects have been identified which may be delivered independently of the key projects listed above (see Campus Masterplan attached at Appendix A). These include:

. Future Boarding House (02);

. Maintenance, Stores and CCF (03;

. Medical Centre (04);

. Future Development Site (pastoral, pupil / social accommodation) (05);

. Future Development Site (new teaching block) (06);

. Teaching Block Refurbishment (07);

. Teaching Block refurbishment (08);

. Army House Refurbishment (09);

. Teaching Block Refurbishment (10);

. Staff Housing or Sold (11);

. Racquets Hub (12); and

. Future Development Site (13).

5.21 The CDF is a long-term plan and the College will bring forward schemes as and when they can be accommodated within the annual budget and schedule. The priority schemes are discussed in further detail below.

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Priority Projects

Faulkner’s Green

5.22 The proposal seeks to remove the majority of vehicle movements in order to improve safety in an area where there are high pedestrian movements.

5.23 The scheme removes the ability for vehicles to loop though Faulkner’s Green, the all-weather pitches and the rear access adjacent to Gullane and Windrush staff properties reducing vehicle movements through Faulkner’s Green (see plan attached at Appendix B).

5.24 The scheme undertakes widening of the rear access road to enable two-way vehicle movements, with the exception of a short stretch due to mature trees (the need to give-way at this point will reduce speeding by vehicles.)

5.25 Parent drop-offs and pick-ups both during the start and finish of the day for non-boarders and Saturday lunchtime and Monday mornings for boarders can be undertaken from the access adjacent to Gullane along with all movements to and from the all-weather pitch / netball pitches.

5.26 An additional 33 vehicle parking spaces, inclusive of one disabled space, will be provided adjacent to The Paddocks to cater for parents and domestic staff. To accommodate sports matches with visiting schools the 72 informal parking bays (including one disabled parking space) alongside the all-weather pitch will be converted into formal parking bays; this parking will also be available for general use by staff, including those based at the new estates/store building and medical centre, and for dropping off pupils. Parking for two minibuses will also be provided in this area to cater for visiting schools’ transport.

5.27 A pedestrian link is proposed to route through the parking spaces adjacent to The Paddocks to enable the safe movement for pupils from their boarding houses to the sports pitches. A footway from the car parking spaces alongside the access road is recommended to provide a safe and convenient pedestrian route to the all-weather pitch.

Pink Project – Pavilion and Rifle Range

5.28 The proposal will remove existing buildings / storage containers/ greenhouses and poly-tunnels and replace with Rifle Range, Armoury, Sports Pavilion (changing rooms on lower levels, seating and balconies above) and two additional tennis courts.

5.29 The Faulkner’s Green project provides the parking for these elements of the CDF. However, to ensure that the needs of persons with lower mobility are met, five parking bays will be provided adjacent to the pavilion, one of which will be marked out as a disabled bay.

5.30 To ensure safe pedestrian movements between the main parking area north of the all-weather pitch and the pavilion a walkway will be provided (this could be a footway or just at level with carriageway but marked by lining for use by pedestrians). Also, a pedestrian link will be provided from the pavilion to the tennis courts.

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Red Project - Performing Arts Hub

5.31 This project is proposed to be sited between the existing sports complex and the Greek theatre on the site of the Old Gym, tennis/netball courts (being re-provided within the Pavilion/Rifle range project) and the existing Music School.

5.32 The project will introduce a formal theatre with seating for 400 people, a drama studio, a recital hall with seating for 200 people, an exam space which will be able to accommodate 200 pupils. Part of the existing music school will be retained. An extension to provide additional sports facilities or teaching space will be provided to the east.

5.33 An access road to the north of the proposed building with a turning area is proposed to enable stage scenery to be delivered.

5.34 The main pedestrian entrances to the recital hall and the theatre will be designed to enable access for all.

5.35 The theatre will be used on a day-to-day basis for assemblies. The use of the theatre to a full audience will only occur occasionally throughout the year and therefore, audience parking for everyday use is not required. When large audiences are expected the sports centre car park and overflow car park to the south of the new tennis centre will be employed.

5.36 There is parking for mobility impaired visitors in the bays to the south of the existing music school (two of which are formerly designated as disabled bays) and in the bays east of the proposed theatre. There are minimal vehicular movements in this area and therefore it is considered suitable for pedestrians and vehicles to share the carriageway.

Green Project - Teaching Block

5.37 A new teaching block comprising of classrooms, tutorial rooms and associated infrastructure is proposed to replace the existing mathematics building. No additional parking is required as the building is only to provide additional / improved facilities.

5.38 The project proposes to maintain a pedestrian access around the west, northern and eastern sides of the building, which enables pedestrian connectivity to be retained.

Blue Project - Study Centre / Library/ Sixth Form Centre / Big Space

5.39 This project will see the conversion of and possible redevelopment of existing buildings to form an area where pupils are able to study independently outside of the main teaching periods.

5.40 The main benefit of this project in terms of transportation is that pupils will not have to return to their boarding house to undertake their independent study; this will reduce the number of pedestrian trips throughout the day.

5.41 The pedestrian infrastructure to the project is already in place and no additional parking is required due to the project being a conversion of existing floorspace and providing only additional / improved facilities.

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Other Projects

Medical Centre (04 on Campus Masterplan)

5.42 The existing medical centre, which will either be used for housing staff or will be sold, is located on the northern side of Ashampstead Road and is distant from the main campus areas. Therefore, this project aims to construct a new medical facility within the main boarding house area, reducing the need for pupils to cross public highways, enabling pupils to have more convenient and safer access.

5.43 The facility already exists on campus and therefore no additional vehicle movements will occur. Parking for the medical staff at the facility will be provided within the new car park adjacent to the existing all-weather pitch and a suitable pedestrian link will be provided.

New Teaching Facility (06 on Campus Masterplan)

5.44 The proposal will remove existing buildings (The Moat and Temporary Science Labs) and replace with a single building consisting of classrooms / computing lab / science labs/ tutorial rooms and associated infrastructure.

5.45 The existing delivery centre (The Moat) will be relocated and therefore removes the daily requirement for a vehicle access.

5.46 The proposal connects into the existing pedestrian network, which is provided alongside the modern languages building and Southend Road (West) and to the Blackburn Science Centre building enabling the safe routing of pedestrians.

5.47 As vehicular access will not be required on a daily basis and due to not wanting students to cross Southend Road (West) at this location (reduced intervisibility due to bend to west of access) it is proposed to barrier the access. The barrier will enable the occasional access for deliveries to this area and maintenance.

5.48 There is no parking requirement for this building as the intention is only to improve existing facilities.

Maintenance, Stores and CCF (03 on Campus Masterplan)

5.49 A new Estates/Stores building is proposed in an area in close proximity to the all-weather pitch. Staff housed in this building will utilise the new parking area alongside the all-weather pitch. A loading area, to serve transit sized vehicles, will be identified and marked out for unloading / loading supply vehicles.

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6 SUMMARY AND CONCLUSIONS

6.1 The Campus Development Framework (CDF) is a long-term plan, which seeks to improve educational, boarding and co-curricular facilities, pedestrian routes, parking and access, through the rationalisation of the location, and improvements to existing buildings and facilities, and the construction of new facilities and buildings. Some of the facilities will remain available for use for the wider community.

6.2 This transport appraisal details the existing baseline situation in terms of movement and parking to identify potential improvements that can delivered through the Bradfield College Campus Development Framework.

6.3 Bradfield College is a co-educational boarding school with day pupils with a capacity of approximately 800 pupils (90% boarders, 10% day) which includes boarding houses and various faculties across the campus.

6.4 The College employs approximately 200 academic staff and 325 support staff (cleaners, maintenance, administration, security etc). The majority of full-time academic staff (approximately 50% of all academic staff) live on-site and nearly all support staff live off-site with the exception of approximately 16 (mainly house matrons) who live on-site.

6.5 All staff and sports centre staff are issued permits to park within the site. Pupils who have passed their driving test are also able to have a parking permit (up to circa 25).

6.6 Bradfield College is spread over land centred around the crossroads in the centre of the village. The various buildings and facilities are spread to the north, south, east and west of the main College building located at the north-western corner of the crossroads.

6.7 The location of the facilities at the College results in pupils travelling along the various footpaths within the College site and crossing the public highway. The number of pedestrians crossing the public highway, especially at peak times, has raised concerns regarding the safety of pupils. Discussions are ongoing with Highway Officers at West Berkshire Council regarding improvements within the public realm to slow vehicle speeds and provide safer crossing points.

6.8 Pedestrian movements within the site take place on both segregated footpaths and shared use carriageways. The CDF will seek to ratify these routes and provide additional segregated routes where required.

6.9 With the exception of the Main College and associated buildings, all of the College’s internal roads are accessible by members of the public. As this raises issues regarding safety of the pupils, it is recommended that a future aspiration may be to introduce a barrier system to prevent access to unauthorised vehicles.

6.10 Parking surveys undertaken indicate that the existing formal parking provision offers adequate resilience for normal day-to-day parking. However, there are issues during pupil drop off and pick up times and during interschool sports tournaments and additional parking in suitable areas would benefit safety for all users of the campus. In addition, the survey indicated that the existing Science Centre car park was at capacity for several hours during the survey and a review of the number of formal visitor spaces would be of benefit.

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6.11 Additionally, parking occurs ad hoc throughout the site on internal roads and small areas of land of which some unofficial parking causes issues with traffic moving around the site and the safety of pedestrians. Additional parking bays could be provided in suitable places within the site to ensure parking occurs in safe locations; Enforcement of parking outside of the marked bays will be required.

6.12 These initial observations from surveys undertaken provide the backbone for the Parking Strategy, Vehicle Access and Movement Strategy and Pedestrian Access and Movement Strategy.

6.13 The priority projects and some of the other key projects have been assessed in terms of transport and are broadly acceptable. As the schemes move forward, the details will be adjusted to incorporate the requirements of all inputs in order to submit the most appropriate scheme for detailed planning permission. A Transport Assessment / Transport Statement will be submitted with the planning application to show the full transport appraisal of the individual scheme.

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FIGURES

Figure 1 – Site Location

Figure 2 – Campus Layout

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Ashampstead

Pangbourne

Pangbourne Rd

Ashampstead Common

Tidmarsh Ashampstead Road

South End READING Road (east)

Bradfield

Bradfield College Englefield

South End Road (west) Common Hill Theale

Chapel Row

n i Sulhamstead

e Project:

8 BRADFIELD

N Title:

\ T SITE LOCATION PLAN

S Date: Jul 2017 Scale: NTS Rev: 1 Figure No:

R Drwg. No: JNY8885-01 Drawn: CR Checked: AN 1

h t Transport

P © Crown copyright, All rights reserved. 2017 License number 0100031673, 10001998,100048492. Contains Ordnance Survey data © Crown copyright and database right 2017 Boarding Houses 33 A Loyd House ALL WEATHER PITCH (1) C Army House D House-on-the-Hill (D) E Stone House F Hillside TO PANGBOURNE G House-on-the-Hill (G) 34

H The Close D ALL WEATHER A

O PITCH (2)

I R Palmer House 35

J Armstrong House E

TEMPLER

K Stevens House PAVILION

Faulkner’s

M Stanley House P

Notable Locations SPORTS CENTRE 1 Headmaster’s Office CAR PARK P K H 2 Warden’s Room 49 TEMPORARY TENNIS & 3 CHANGING Dining Hall ROOMS P NETBALL COURTS 4 Snake Door A 13 16 48 12 5 SCR J 6 Business Studies, Economics and Politics 7 Mathematics 21 8 47 L G English and Religious Studies D 9 Modern Languages 24 TENNIS & TO THEALE & 10 NETBALL History and History of Art COURTS M4 MOTORWAY 11 Blackburn Science Centre I 12 Faulkner’s Dining Hall 22 13 E Design Centre M 14 Observatory 36 15 Textiles 37 16 Wellbeing 17 F Temporary Laboratories 26

URITY 38 TO ASHAMPSTEAD SEC E C OFFIC HILL 2 AYS CROSSW 29 28 15 3 27 7 FOUNFOUNTAAININ 20 P 4 30 1 14 2 Cultural Centres 6 5 VISITORS’ 46 18 Chapel QUAD CAR PARK NEW 8 P 19 St Andrew’s Church ENLARGEMENT OF CENTRAL AREA GROUND 19 20 Art School 23 21 Music School 25 18 22 Greek Theatre 11

23 10 Big School R E 24 Old Gym 45 C C T O 25 Garrett Library R Y 9 L A N 28 E 17 29 IRON 43 32 BRIDGE MAJOR GOODS 3 G INWARDS Support Facilities N

P 7 FOUNFOUNTAAININ 26

Medical Centre R 50

V 27 CCF Headquarters I R 44 4 30 28 Reception MAX 1 29 Bursary 2 30 School Shop 31 Estates Department T O 32 6 Maintenance & Site Services S 5 O QUAD B U R T A 42 H D E 8 F N I Sports Venues E D L D 33 All Weather Pitch (1) 41 PIT 19 34 All Weather Pitch (2) 31 23 35 Templer Pavilion 36 Squash Courts (Hill 2) TO 37 Fives Courts GOLF 38 Hill 2 COURSE & 18 RECTORY 39 Golf Course FIELDS

40 Rectory

41 Pit Pedestrian access 42 Pit Pavilion 40 RECTORY FIELDS Vehicular access 43 Major Main Road 44 Max Sports Venues 45 Obstacle Course Pupil Boundary 46 New Ground 47 Sports Complex 48 Squash Courts (Bodie) 49 Tennis Centre 50 Stunt Pavilion GOLF 39 04 .16 CLUB HOUSE P GOLF COURSE Bradfield College Bradfield, Berks RG7 6AU Bradfield College: Tel: 0118 964 4500 /1 6 Bradfield Sports Complex: Tel: 0118 964 4600 www.bradfieldcollege.org.uk

Public Transport

By Rail Theale Station – 10 minutes drive. Reading Station – 30/35 minutes drive. For information on train operators and times phone National Rail Enquiries on 0845 7484950.

For Taxi and Private By Air Hire Service contact Heathrow Airport Theale Taxis: 40 minute drive Tel: 0118 930 2345 via M4. Email: thealetaxis @btconnect.com

APPENDICES

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APPENDIX A – CAMPUS MASTERPLAN

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Pond LEGEND Pond Blue Project Study Centre, Library, Sixth Form Centre, Big Space

12 Red Project

D Performing Arts Hub, Exam Venue, Conferences ra in Green Project Enlarged or Replacement Teaching Block Orange Project 11 13 Dining, Snake Door and Kitchens Pink Project CCF Pavilion

10 02 Future Boarding House

03 Maintenance, Stores and CCF

04 Medical Center g n a P 05 Future Development Site r e Pastoral, pupil / social accommodation iv R 05 06 Future Development Site 09 04 03 New Teaching Block for Future Subjects, or as an alternative location for existing subjects 07 Teaching Block Refurbishment

08 Teaching Block Refurbishment

09 Admin & Staff Room or Day House 02 10 Teaching Block Refurbishment

11 Staff Housing or Sold

12 Racquets Hub 08 3rd Squash Court, Tennis Shop, Club House, Offices 13 Future Development Site Potential Teaching or Sport Facility

07 College Building

Development / Refurbishment Project

New Car Parking

01/08/2018 DRAWN BY: JCS PROJECT MALLORY HOUSE | GOOSTREY WAY | MOBBERLEY Campus Masterplan Rev squires and brown CHESHIRE | WA16 7GY | 01565 872 288 Bradfield College 1:2250 @ A3 architects and building surveyors [email protected] www.squiresandbrown.co.uk Campus Development Framework 1582 M010

APPENDIX B – FAULKNERS GREEN PLAN

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SWEPT PATH OF 4x4: FAULKNER'S AND ALL WEATHER PITCH ACCESS POINTS SWEPT PATH OF LARGE REFUSE VEHICLE: ALL WEATHER PITCH ACCESS POINT NOTES

1. If this drawing has been received electronically it is the recipients responsibility to print the document to the correct scale.

2. All dimensions are in metres unless stated otherwise. It is recommended that information is not scaled off this drawing.

3. This drawing should be read in conjunction with all other relevant drawings and specifications.

B BA SM 21/10/14

A BA SM 20/10/14

rev amendments by ckd date

Planning and Development T +44 (0) 1235 432 190 20 Milton Park W www.rpsgroup.com Abingdon E [email protected] Oxfordshire OX14 4SH

Client Bradfield College

Project Bradfield College, Campus Improvements

Title Possible Access Improvements and Swept Paths

Drawing Status Date Created Drawing Scale FOR INFORMATION 11.12.2013 1:500 Drawing Size Project Leader Drawn By Initial Review A1 CF SM CF

Drawing Number Rev JNY8092-01 B