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Defence Infrastructure Organisation

Princess Royal Barracks, Deepcut, Disposal

Transport Assessment

October 2012

AMEC Environment & Infrastructure UK Limited

Disclaimer This report has been prepared in a working draft form and has not been finalised or formally reviewed. As such it should be taken as an indication only of the material and conclusions that will form the final report. Any calculations or findings presented here may be changed or altered and should not be taken to reflect AMEC’s opinions or conclusions.

Executive Summary

Vision The redevelopment of Princess Royal Barracks (PRB) will create a new, sustainable and connected community at the heart of the rural village of Deepcut. The proposed scheme will be characterised by the unique, rural heathland and woodland setting of the site and a strong green infrastructure and public open space network. This will incorporate walking and cycling links to nearby local centres, public transport services, a new village green and recreation along the Basingstoke Canal towpath/ Frimley Lock. The vision for PRB includes a new residential led mixed-use settlement that contributes to a vibrant village centre with a supermarket and retail opportunities that will generate local jobs, support the existing local community and encourage interaction across Deepcut. A new primary school, nursery and health centre will be within walking and cycling distance of homes, encouraging sustainable travel and a new sports hub will generate community activity, local recreation and play. The attractive character of the Minden Ridge, Deep Cut and North Alma view will be retained and enhanced in order to encourage people into the heart of the village centre, along the canal and to the sports hub. High quality new homes will thread throughout the site in a natural way to create a contemporary interpretation of traditional Surrey village patterns. The proposed scheme will integrate into the existing residential areas to promote and strengthen a distinct identity for Deepcut.

Purpose of this Report AMEC UK Ltd (Entec) has been commissioned by Defence Infrastructure Organisation (DIO) to prepare a Transport Assessment (TA), which considers the potential impact resulting from a redevelopment of the Princess Royal Barracks (PRB) site in Deepcut, Surrey following the planned disposal of the site by the MoD which is currently scheduled to start in 2015 and be completed by 2018. The proposed development site is to the east of the existing settlement of Deepcut. It adjoins a recent residential development of 342 dwellings, a supermarket and community centre at Alma Dettingen Park (on land formerly occupied by Dettingen Barracks). This TA has been produced to support the hybrid planning application to Surrey Heath Borough Council (SHBC) as planning authority and Surrey County Council (SCC) as highway authority in their consideration of the effects of a redevelopment of PRB at Deepcut. It addresses:

• The existing and future conditions for the surrounding transport infrastructure;

• The development proposals;

• The impact of the development on the surrounding transport infrastructure; and

• The proposed mitigation that is considered to be required to implement the development. The assessment has been formulated against a background of discussion with both authorities and a community consultation process. In September 2009, Atlas (part of the Homes and Communities Agency) were appointed as an independent body to assist in the discussions with the authorities on all aspects of a proposed redevelopment and in the agreement of information required for the CDS process. A series of workshops on specific issues including transport have taken place and the results of these have influenced the evidence base submitted in support of the proposals. Transport sustainability is a key issue for the SHBC, SCC and the Highways Agency (HA). The TA sets out a sustainable Transport Strategy and a Framework Travel Plan (FTP) has been prepared and is summarised in this TA and has been submitted as a separate document. The TA includes assumptions on the trip generating characteristics of the site and the distribution of those trips. Traffic capacity calculations on the network and junctions most likely to be affected by the redevelopment have also been included in the TA. Although disposal is planned to start in 2015 it is anticipated that the first year of occupation would be until late 2016.

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Contents

1. Introduction 1 1.1 Background Information 1 1.2 Proposed Development 1 1.3 Developer and Project Team 3 1.4 TA Production Guidelines 3 1.5 Scope of Works 3 1.6 Structure of the TA 4

2. Policy Context 5 2.1 National Guidance 5 National Planning Policy Framework (March 2012) 5 Managing Our Roads (DfT, 2003) and the Future of Transport - A Network for 2030 (DfT White Paper, 2004) 6 The Essential Guide to Travel Planning - (DfT, March 2008) and Making Residential Travel Plans Work, (DfT, 2007) 6 2.2 Local Policy 6 The Surrey Transport Plan (2011-2026) 6 Surrey County Council Travel Plan Good Practice Guide - July 2010 7 Surrey Heath Core Strategy and Development Management Policies Document (2012) 7 Deepcut Regulation 19 Supplementary Planning Document (Deepcut SPD) 8 2.3 Summary 8

3. Existing Situation 9 3.1 Introduction 9 Site Location 9 Recent Site History 9 3.2 Site Relationship to the Local Area 10 3.3 Local Highway Network 10 Main Routes within the Assessment Area 11 Local Roads within the Assessment Area 13 3.4 Regional Highway Network 14

3.5 Strategic Road Network 14 3.6 Public Transport Network - Bus Services and Facilities 15 Bus Services 15 3.7 Public Transport Network - Rail Services and Stations 16 Rail Stations 16 3.8 Public Rights of Way, Cycle and Pedestrian Facilities 24 Public Rights of Way (PRoW) 24 Pedestrian Network 24 Cycle Network 24 3.9 Local Road Safety Considerations and Assessment 24 Introduction 24 Junction Accident Records 25 Other Accident Clusters in TA Scope 27 Vulnerable Road Users Accidents 28 3.10 Base Traffic Flow Data 30 3.11 Existing Link Capacity Assessment 31

4. Development Proposals 37 4.1 Introduction to the Development Proposals 37 4.2 The Scheme Proposals 37 Introduction 37 Residential Development 37 Retained Community Facilities 38 New Community Facilities 38 4.3 Access and Movement Strategy 42 Access Strategy Principles 42 Access and Movement 42 Street Hierarchy 43 Sustainable Transport 44 4.4 Parking Strategy 45 Residential Car Parking 45 Community and Mixed Use Parking 46 Cycle Parking 46 4.5 Summary of Key Development Proposals Used in Evaluation 46

5. Summary of Framework Travel Plan 47 5.1 Introduction 47 5.2 Travel Plan Objectives and Targets 47 Objectives 47

Targets 47 5.3 Travel Plan Measures 48 Coordination 48 Physical Measures 48 Influencing Travel Behaviour Measures 51 5.4 Monitoring and Review 52 Monitoring 52 Review 53

6. Trip Generation 55 6.1 Introduction 55 Summary of Trip Generation Methodology 55 6.2 Existing PRB Development Traffic 55 Introduction 55 Existing Traffic Generation 55 Existing Traffic Distribution 56 Removal of Trips 57 6.3 Proposed PRB Development Traffic 57 6.4 Estimation of Internal Trips 60 Introduction 60 Supermarket Trips 60 6.5 Pass By Trips 60 Primary School/ Nursery Trips 61 Care Home Internal/ External Split 61 Local Shops/ GP Surgery Internal/ External Split 61 Residential Internal/ External Split 62 Linked Trips 62 6.6 Diverted Trips 62 6.7 Transferred Trips 63 6.8 Derivation of External Trips 63 6.9 Summary 64 6.10 Impact of Sustainable Travel Initiatives 65

7. Distribution of Proposed Development Traffic Generation 67 7.1 Introduction 67 7.2 Residential Trip Distribution 67 Residential Trip Distribution - Employment 67 Residential to Education (Secondary School) 68

7.3 Educational Trip Distribution 69 Primary School Trips 69 Nursery Trips 69 7.4 Retail Trip Distribution 69 Supermarket Trips 69 Local Shop Trips 70 7.5 Care Home Distribution 70 7.6 GP Surgery Distribution 71 7.7 HGV Trip Distribution 71 7.8 Pass by and Diverted Distribution 71

8. Traffic Growth 73 8.1 Introduction 73 8.2 Traffic Growth Methodology 73 Light Vehicle Traffic Growth - 2026 Future Baseline 74 HGV Traffic Growth 77

9. Development of Future Year Traffic Figures 79 9.1 Introduction 79 9.2 2011 Baseline 79 9.3 2026 Future Baseline + Proposed PRB Development 80 Stage 1 - Bellew Road Closure 80 Stage 2 - Netting out of Existing MOD PRB Traffic 80 Stage 3 - Netted Out Base Growthed to 2026 for the ‘With Development’ Scenario 80 Stage 4 - PRB Internal, External and Pass-by/ Diverted Trips Added Together 80 Stage 5 - Proposed PRB Development Traffic Added to 2026 Growthed Base 80 9.4 2026 Future Baseline 81

10. Future Year Highway Assessment 83 10.1 Introduction 83 10.2 Scope of Assessment 83 Existing Junctions Requiring Capacity Assessment 83 Structure of the Section 84 10.3 Future Year Link Capacity Assessment 85 Introduction 85

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Link Capacity Assessment for 2026 Future Baseline 85 Summary 94 10.4 Future Year Junction Assessment 94 Introduction 94 10.5 Junction 1 - M3 Junction 3 94 10.6 Junction 2 - Guildford Road (A322)/ Bagshot Road (A319)/ Red Road (B311) 98 10.7 Junction 3 - Red Road (B311)/ Lightwater Road 100 Introduction 100 10.8 Junction 4 - Red Road/ MacDonald Road 102 10.9 Junction 5 - Red Road/ The Maultway/ Upper Chobham Road 104 10.10 Junction 6 - The Maultway/ Old Bisley Road 106 10.11 Junction 7 - Upper Chobham Road/ Chobham Road/ Old Bisley Road 108 10.12 Junction 8 - Chobham Road/ Portsmouth Road/ Frimley Park Hospital 110 10.13 Junction 9 - Blackdown Road/ Deepcut Bridge Road 112 10.14 Junction 10 - Deepcut Bridge Road/ Brunswick Road 114 10.15 Junction 11 - Deepcut Bridge Road/ Lake Road 116 10.16 Junction 12 - Deepcut Bridge Road (B3015) Railway Bridge 118 10.17 Junction 13 - Deepcut Bridge Road (B3015)/ Guildford Road (B3012) 118 10.18 Junction 14 - Wharf Road/Frimley Green Road/ Sturt Road (Double Mini Roundabout) 120 10.19 Junction 15 - Gole Road (B3012)/ Dawney Hill (A325) 123 10.20 Summary 125

11. Mitigation Proposals 127 11.1 Introduction 127 Locations of Proposed Mitigation 127 Locations of Main Access Junctions to Support the Development 127 Proposed Means of Access Drawings 128 Spine Road Design 128 Locations of Link Alterations to Support the Development 129 11.2 Junction 1 - M3 Junction 3 131 Introduction 131 Sustainable Travel Benefits from the Scheme 133 11.3 Junction 2 - Bagshot Road (A319)/ Guildford Road (A322)/ Red Road (B311) 134 Introduction 134

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Mitigation Proposals 134 Sustainable Travel Benefits from the Scheme 136 11.4 Junction 3 - B311 Red Road/ Lightwater Road and Junction 4 - B311 Red Road/ Macdonald Road 136 Introduction 136 Junction Capacity Assessment 137 Accident Assessment 137 Mitigation Proposals 138 11.5 Junction 5 - B311 Red Road/ B3015 The Maultway 138 Mitigation Proposals 139 Sustainable Travel Benefits from the Scheme 140 11.6 Junction 7 - Upper Chobham Road/ Chobham Road/ Old Bisley Road 140 Introduction 140 Junction Capacity Assessment 140 Accident Assessment 141 Proposed Mitigation 141 11.7 Junction 9 - Blackdown Road/ Deepcut Bridge Road 141 Introduction 141 Mitigation Proposals 142 Sustainable Travel Benefits from the Scheme 142 11.8 Junction 12 - Deepcut Bridge Road Railway Bridge 143 Introduction 143 Mitigation Proposals 143 Sustainable Travel Benefits from the Scheme 144 11.9 Junction 14 - Wharf Road/ Frimley Green Road/ Sturt Road (Double Mini Roundabout) 144 Introduction 144 Mitigation Proposals 145 Sustainable Travel Benefits from the Scheme 146 11.10 Junction 15 - Gole Road/ Dawney Hill 147 Introduction 147 Mitigation Proposals 147 Sustainable Travel Benefits from the Scheme 148

12. Phasing, Construction and Delivery of Transport Proposals 149 12.1 Introduction 149 12.2 Deepcut Transport and Highway Scheme Phasing to Support Development 149 Introduction 149

Impact of Closure of the Existing Barracks 150 Site Access Proposals 151 Proposed Mitigation Triggers 151 12.3 Sustainable Transport Mitigation Proposals 152 Introduction 152 Phasing of Public Transport Improvements 152 Phasing of Cycle/ Walking Infrastructure 153 12.4 Construction Access 153 Introduction 153 Construction Access to the PRB Redevelopment Site 154 Volume of Construction Traffic 154 Construction Traffic - Light Vehicle 154 Construction Traffic - Heavy Goods Vehicles 155 Overall Volumes of Construction Traffic 155 Construction Access to/from the A30 155 Construction Access to/ from the M3 156

13. Summary and Conclusions 157 13.1 Introduction 157 13.2 Summary of Proposals 157 Introduction 157 Highway Mitigation Proposals 157 Sustainable Transport Proposals 158 13.3 Conclusions 159

List of Tables

Table 3.1 Bus Services from Deepcut Bridge Road 15 Table 3.2 Brookwood Railway Station 17 Table 3.3 Farnborough North Railway Station 18 Table 3.4 Farnborough Mainline Railway Station 18 Table 3.5 Frimley Railway Station 20 Table 3.6 Camberley Railway Station 21 Table 3.7 North Camp Railway Station 21 Table 3.8 Ash Vale Railway Station 22 Table 3.9 Woking Railway Station 23 Table 3.10 2011 Link Capacity Assessment AM Peak 32 Table 3.11 2011 Link Capacity Assessment PM Peak 34 Table 6.1 Total 2010 Observed AM and PM Peak Hour Traffic for Existing PRB Development 56 Table 6.2 Total Vehicle Trip Rates by Land Use 58 Table 6.3 HGV Trip Rates by Land Use 58 Table 6.4 Total Vehicle Trip Generation 59 Table 6.5 Total HGV Trip Generation 59 Table 6.6 Secondary School Trip Rate and Generation 63 Table 6.7 Internal Light Vehicle Trip Generation 64 Table 6.8 External Light Vehicle Trip Generation 64 Table 6.9 External HGV Trip Generation - PRB 65 Table 7.1 Residential to Employment Traffic Distribution 68 Table 7.2 Retail Gravity Model Distribution 70 Table 7.3 Care Home Trip Distribution 71 Table 8.1 TEMPRO Growth Rates 2011-2026 Surrey Heath - Unadjusted 75 Table 8.2 AM Peak - Split of peak hour Traffic from TRICS Output for Residential 75 Table 8.3 PM Peak - Split of peak hour Traffic from TRICS Output for Residential 76 Table 8.4 TEMPRO Growth Rates 2011-2026 Surrey Heath - Peak Hours Only 76 Table 8.5 TEMPRO Growth Rates 2011-2026 Revised with Proposed PRB Development Extracted - Peak Hours Only 77 Table 8.6 TEMPRO Income and Fuel Cost Adjustment Factors 77 Table 8.7 NTM HGV Growth Surry Heath 78 Table 10.1 2026 Future Base Year Link Capacity Assessment AM Peak 86 Table 10.2 2026 Future Baseline Link Capacity Assessment PM Peak 88 Table 10.3 2026 Future Baseline + Proposed PRB Development Link Capacity Assessment AM Peak 90 Table 10.4 2026 Future Baseline + Proposed PRB Development Link Capacity Assessment PM Peak 92 Table 10.5 Junction 1: Results of the Junction Capacity Analysis (LINSIG) - M3 Junction 3 - 2011 95 Table 10.6 Junction 1: Results of the Junction Capacity Analysis (LINSIG) - M3 Junction 3 - 2026 Future Year Base 96 Table 10.7 Junction 1: Results of the Junction Capacity Analysis (LINSIG) - M3 Junction 3 - 2026 Future Baseline + proposed PRB Development 97 Table 10.8 Junction 2: Results of the Capacity Analysis (ARCADY) - Guildford Road (A322)/ Bagshot Road (A319)/Red Road (B311) - 2011 98 Table 10.9 Bagshot Road (A319)/ Red Road (B311) - 2026 Future Baseline 99 Table 10.10 Junction 2: Results of the Capacity Analysis (ARCADY) - Guildford Road (A322)/ Bagshot Road (A319)/Red Road (B311) - 2026 Future Baseline +proposed PRB Development 99 Table 10.11 Junction 3: Results of the Capacity Analysis (PICADY) - Red Road (B311)/ Lightwater Road - 2011 100 Table 10.12 Junction 3: Capacity Analysis (PICADY) - Red Road (B311)/Lightwater Road - 2026 Future Baseline 101 Table 10.13 Junction 3: Capacity Analysis (PICADY) - Red Road (B311)/Lightwater Road - 2026 Future Baseline + Proposed PRB Development Traffic 101 Table 10.14 Junction 4: Capacity Analysis (PICADY) - Red Road (B311)/Macdonald Road - 2011 102 Table 10.15 Junction4: Capacity Analysis (PICADY) - Red Road (B311)/Macdonald Road - 2026 Future Base Year 103 Table 10.16 Junction4: Capacity Analysis (PICADY) - Red Road (B311)/Macdonald Road - 2026 Future Baseline + Proposed PRB Development Traffic 103 Table 10.17 Junction 5: Capacity Analysis (ARCADY) - Red Road (B311)/ The Maultway (B3015)/ Upper Chobham Road (B311) - 2011 104 Table 10.18 Junction 5: Capacity Analysis (ARCADY) - Red Road( B311)/ The Maultway (B3015)/ Upper Chobham Road (B311) - 2026 Future Baseline 105 Table 10.19 Junction 5: Results of the Capacity Analysis (ARCADY) - Red Road (B311)/ The Maultway (B3015)/ Upper Chobham Road (B311) - 2026 Future Baseline + Proposed PRB Development Traffic 105

Table 10.20 Junction 6: Capacity Analysis (PICADY) of Junction 6 - The Maultway (B3015)/ Old Bisley Road - 2011 106 Table 10.21 Junction 6: Capacity Analysis (PICADY) - The Maultway (B3015)/ Old Bisley Road - 2026 Future Baseline 107 Table 10.22 Junction 6: Capacity Analysis (PICADY) - The Maultway (B3015)/ Old Bisley Road - 2026 Future Baseline + Proposed PRB Development Traffic 107 Table 10.23 Junction 7: Capacity Analysis (ARCADY) - Upper Chobham Road (B311)/ Chobham Road (B311)/ Old Bisley Road - 2011 108 Table 10.24 Junction 7: Capacity Analysis (ARCADY) - Upper Chobham Road (B311)/ Chobham Road (B311)/ Old Bilsley Road - 2026 Future Baseline 109 Table 10.25 Junction 7: Capacity Analysis (ARCADY) - Upper Chobham Road (B311)/ Chobham Road (B311)/ Old Bisley Road - 2026 Future Baseline + Proposed PRB Development Traffic 109 Table 10.26 Junction 8: Capacity Analysis (ARCADY) - Chobham Road (B311)/ Portsmouth Road (A325)/ Frimley Park Hospital - 2011 110 Table 10.27 Junction 8: Results of the Capacity Analysis (ARCADY) of Junction 85 Chobham Road (B311)/ Portsmouth Road (A325)/ Frimley Park Hospital) - 2026 Future Baseline. 111 Table 10.28 Junction 8: Capacity Analysis (ARCADY) - Chobham Road (B311)/ Portsmouth Road (A325)/ Frimley Park Hospital - 2026 Future Baseline + Proposed PRB Development 111 Table 10.29 Junction 9: Capacity Analysis (PICADY) - Deepcut Bridge Road (B3015)/ Blackdown Road, Existing Conditions - 2011 112 Table 10.30 Road - 2026 Future Baseline 113 Table 10.31 Road - 2026 Future Baseline + Proposed PRB Development Traffic 113 Table 10.32 Junction 10: Capacity Analysis (PICADY) - Deepcut Bridge Road (B3015)/ Brunswick Road - 2011 114 Table 10.33 Junction 10: Capacity Analysis (PICADY) - Deepcut Bridge Road (B3015)/ Brunswick Road - 2026 Future Baseline 115 Table 10.34 Junction 10: Results of the Capacity Analysis (PICADY) Junction 10 - Deepcut Bridge Road (B3015)/ Brunswick Road - 2026 Future Baseline + Proposed PRB Development 116 Table 10.35 Junction 11: Capacity Analysis (ARCADY) - Deepcut Bridge Road (B3015)/ Lake Road - 2011 117 Table 10.36 Junction 11: Capacity Analysis (ARCADY) - Deepcut Bridge Road (B3015)/ Lake Road - 2026 Future Baseline 117 Table 10.37 Junction 11: Capacity Analysis (ARCADY) - Deepcut Bridge Road (B3015)/ Lake Road - 2026 Future Baseline + Proposed PRB Development Traffic 118 Table 10.38 Junction 13: Capacity Analysis (PICADY) - Deepcut Bridge Road (B3015)/ Guildford Road (B3012) - 2011 119 Table 10.39 Junction 13: Capacity Analysis (PICADY) - Deepcut Bridge Road (B3015)/ Guildford Road (B3012) - 2026 Future Baseline 119 Table 10.40 Junction 13: Capacity Analysis (PICADY) - Deepcut Bridge Road (B3015)/ Guildford Road (B3012) - 2026 Future Baseline + Proposed PRB Development Traffic 120 Table 10.41 Junction 14: Capacity Analysis (ARCADY) - Wharf Road/ Frimley Green Road/ Sturt Road (Double Mini Roundabout) - 2011 121 Table 10.42 Junction 14: Capacity Analysis (ARCADY) - Wharf Road/ Frimley Green Road/ Sturt Road (Double Mini Roundabout) - 2026 Future Baseline 122 Table 10.43 Junction 14: Capacity Analysis (ARCADY) - Wharf Road/ Frimley Green Road/ Sturt Road (Double Mini Roundabout) - 2026 Future Baseline + Proposed PRB Development Traffic. 123 Table 10.44 Junction 15: Capacity Analysis (PICADY) - Gole Road (B3012)/ Dawney Hill (A325) - 2011 124 Table 10.45 2026 Future Baseline 124 Table 10.46 Junction 15: Capacity Analysis (PICADY) - Gole Road (B3012)/ Dawney Hill (A325) - 2026 Future Baseline + Proposed PRB Deepcut Development Traffic 125 Table 11.1 Junction 1: Capacity Analysis of M3 Junction 3 - 2026 Future Baseline + Proposed PRB Development with Potential Mitigation Proposals 132 Table 11.2 Junction 2: Capacity Analysis of A322 Guildford Road/ A319 Bagshot Road/ B311 Red Road - 2026 Future Baseline + Proposed PRB Development with Mitigation 135 Table 11.3 Junction 2: Capacity Improvement at A322 Guildford Road/ A319 Bagshot Road/ B311 Red Road with Mitigation Proposals 135 Table 11.4 Junction 5: Capacity Analysis of B311 Red Road/ B3015 The Maultway - 2026 Future Baseline + Proposed PRB Development with Mitigation 139 Table 11.5 Junction 5: Capacity Analysis of B3015 Deepcut Bridge Road/ Blackdown Road Junction - 2026 Future Baseline + Proposed PRB Development with Mitigation. 142 Table 11.8 Junction 15: Capacity Analysis of Gole Road/ Dawney Hill - 2026 Future Baseline + Proposed PRB Development with Mitigation 148 Table 12.1 Total 2010 Observed AM and PM Peak Hour Traffic for Existing PRB Development 150

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List of Figures

Figure 1.1 Site Location Plan After Page 4 Figure 3.1 Site Context Plan in Relationship to the Local Highway Network After Page 36 Figure 3.2 Site Context Plan in Relationship to the Strategic Highway Network After Page 36 Figure 3.3 Existing Public Rights of Way in the Deepcut Area After Page 36 Figure 3.4 Existing Walking Routes in the Deepcut Area After Page 36 Figure 3.5 Existing Cycle Routes in the Deepcut Area After Page 36 Figure 3.6 Accident Locations After Page 36 Figure 3.7 AM Peak Hour Traffic Flows (Observed) in PCUs After Page 36 Figure 3.8 PM Peak Hour Traffic Flows (Observed) in PCUs After Page 36 Figure 4.1 Strategic Masterplan After Page 46 Figure 5.1 Potential Pedestrian/Cycle Route Upgrades as Part of PRB Redevelopment After Page 54 Figure 5.2 Potential Bus Routes to Support the PRB Redevelopment After Page 54 Figure 6.1 Distribution for Existing PRB Traffic at Blackdown Road Southern Entry (Sergeants Mess) After Page 66 Figure 6.2 Distribution for Existing PRB Traffic at Blackdown Road Northern Entry After Page 66 Figure 6.3 Distribution for Existing PRB Traffic at Brunswick Road After Page 66 Figure 6.4 Total Existing PRB Trips in the AM Peak Hour After Page 66 Figure 6.5 Total Existing PRB Trips in the PM Peak Hour After Page 66 Figure 6.6 2011 Observed Traffic without Existing PRB Trips in the AM Peak Hour After Page 66 Figure 6.7 2011 Observed Traffic without Existing PRB Trips in the PM Peak Hour After Page 66 Figure 7.1 Assumed Residential Trip Distribution for the new properties at PRB After Page 72 Figure 7.2 Impacts of Passby and Diverted Trips in the AM Peak Hour After Page 72 Figure 7.3 Impacts of Passby and Diverted Trips in the PM Peak Hour After Page 72 Figure 9.1 2026 AM Peak Hour Predicted Total Traffic Flows including the PRB Redevelopment in PCUs After Page 82 Figure 9.2 2026 PM Peak Hour Predicted Total Traffic Flows including the PRB Redevelopment After Page 82 Figure 9.3 Deepcut Development Traffic - AM Peak Hour After Page 82 Figure 9.4 Deepcut Development Traffic - PM Peak Hour After Page 82 Figure 9.5 2026 AM Peak Hour (without PRB) Predicted Total Traffic Flows in PCUs After Page 82 Figure 9.6 2026 PM Peak Hour (without PRB) Predicted Total Traffic Flows in PCUs After Page 82 Figure 10.1 Predicted Percentage Change in Traffic Flows between the With and Without PRB Development in 2026 on the Local Highway Network in the AM Peak Hour After Page 126 Figure 10.2 Predicted Percentage Change in Traffic Flows between the With and Without PRB Development in 2026 on the Local Highway Network in the PM Peak Hour After Page 126 Figure 10.3 Agreed Junction Assessment Locations After Page 126 Figure 11.1a Proposed Means of Access Plan of Highway Proposals within the Deepcut After Page 148 Figure 11.1b Proposed Means of Access Plan of Internal Spine Road After Page 148 Figure 11.1c Proposed Means of Access Plan of Frith Hill Cycle / Pedestrian Link After Page 148 Figure 11.1d Proposed Means of Access Plan of Deepcut Bridge Road to Frimley Lock Cycle / Pedestrian Link After Page 148 Figure 11.1e Indicative Plan of Deepcut Bridge Road Environmental Enhancements, (Highway Only Elements) After Page 148 Figure 11.2 Indicative M3 Junction 3 Improvement Scheme After Page 148 Figure 11.3 Indicative Red Road / A322 Improvement Scheme After Page 148 Figure 11.4 Indicative Red Road / The Maultway / Upper Chobham Road Improvement After Page 148 Figure 11.5 Proposed Means of Access to the Development - Deepcut Bridge Road / Blackdown Road Improvement Scheme After Page 148 Figure 11.6 Indicative Deepcut Bridge Road Railway Bridge Improvement Scheme After Page 148 Figure 11.7 Indicative Frimley Green Road / Wharf Road Guildford Road / Sturt Road Improvement Scheme After Page 148 Figure 11.8 Indicative Gole Road / Dawney Hill Improvement Scheme After Page 148 Figure 12.1 PRB Redevelopment Phasing Plan After Page 156 Figure 12.2 Proposed Construction Access routes to the Redevelopment Sites After Page 156

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List of Appendices (See Volume 2 Appendices)

Appendix A Agreed Scope of Works with HA and SCC Appendix B Current Bus Time Tables and Services in the Deepcut Area Appendix C Details of Accident Data Appendix D Details of Traffic Count Data Appendix E TRICs Outputs by Land Use Appendix F Trip Generation and Distribution Spread Sheets Appendix G Trip Distribution Methodology Appendix H Detail of Capacity Assessment for M3 Junction 3 Grade Separated Partially Signalled Roundabout Appendix I Detail of Capacity Assessment for A322/ Red Road/ Bagshot Road Roundabout Appendix J Detail of Capacity Assessment for Red Road/ Lightwater Road Priority Junction Appendix K Detail of Capacity Assessment for Red Road/ MacDonald Road Priority Junction Appendix L Detail of Capacity Assessment for Red Road/ The Maultway/ Upper Chobham Road Roundabout Appendix M Detail of Capacity Assessment for The Maultway Old Bisley Road Priority Junction Appendix N Detail of Capacity Assessment for Upper Chobham Road/ Old Bisley Road Chobham Road Mini Roundabout Appendix O Detail of Capacity Assessment for Chobham Road/ Portsmouth Road/ Frimley Park Hospital Roundabout Appendix P Detail of Capacity Assessment for Deepcut Bridge Road/Blackdown Road Priority Junction Appendix Q Detail of Capacity Assessment for Deepcut Bridge Road/ Brunswick Road Appendix R Detail of Capacity Assessment for Deepcut Bridge Road/ Lake Road Mini Roundabout Appendix S Detail of Capacity Assessment for Deepcut Bridge Road Railway Bridge Appendix T Detail of Capacity Assessment for Deepcut Bridge Road/ Guildford Road Priority Junction Appendix U Detail of Capacity Assessment for Wharf Road/ Frimley Green Road /Strut Road Double Mini Roundabouts Appendix V Detail of Capacity Assessment for Gole Road/ Dawney Hill

1. Introduction

1.1 Background Information 1.1.1 AMEC Environment & Infrastructure UK Ltd (AMEC) (previously Entec) has been involved in the proposals for the disposal and redevelopment of the Ministry of Defence (MOD) Deepcut Princess Royal Barracks (PRB) site since 2007. 1.1.2 This Transport Assessment (TA) has been prepared against a background of specific consultation and discussion with key stakeholders, including but not exclusively Surrey Heath Borough Council (SHBC), Surrey County Council (SCC), and the Highways Agency (HA). 1.1.3 The PRB site is currently home to the military headquarters of the Royal Logistics Corps and the site is due to be decommissioned in 2013. Current onsite land uses include residential dwellings, sports grounds, educational facilities and a religious centre. Large areas of the countryside and woodland surrounding the PRB will be retained as MOD training ground with the same partially restricted access for the public use as current. 1.1.4 In a local context, the site forms an eastern edge to the village of Deepcut. It is anticipated that the redevelopment of the PRB site will strengthen this edge and provide an opportunity to integrate the new development with both the existing Deepcut village and the redeveloped Dettingen Barracks development, known locally as Alma Dettingen, completed in the 1990s. 1.1.5 The site location, highlighted by a red line boundary, can be seen in Figure 1.1. 1.1.6 Defence Infrastructure Organisation (DIO), which manages the military estate on behalf of the MOD, is promoting the PRB site. The objective is to create a sustainable, modern redevelopment of the former barracks site. Transport sustainability is a key issue and the evidence in this TA has considered measures to promote local trips by public transport and other sustainable modes through the implementation of a Framework Travel Plan (FTP) which is summarised in this document. The impact of the proposed development traffic generation on the capacity and safety of the network has also been considered.

1.2 Proposed Development 1.2.1 In accordance with the SHBC Regulation 19 Supplementary Planning Document (SPD) on Deepcut which was adopted as guidance by the local planning authorities in September 2011, the following is proposed for the PRB site. 1.2.2 A hybrid planning application (HPA) for major residential-led development, totalling 1,200 new dwellings. 1.2.3 The hybrid application seeks full planning permission for:

• Conversion of the Officers’ and Sergeants’ Messes and the Head Quarters of the Director of Logistics to 81 flats (Class C3); • Creation of a new access, secondary road and new footpaths and cycle paths. 1.2.4 The hybrid application seeks outline planning permission for the proposed demolition of all other buildings, except St Barbara’s Church and two existing dwellings (Huntspiel Cottages), and residential-led redevelopment comprising: • 1,119 new build dwellings (Class C3);

• A 2 form entry primary school, together with a nursery facility (Class D1);

• An enhanced village centre, with improved retail and other local centre uses, comprising:

– A foodstore of 2,000 sqm gross (1,400sqm net retail) floorspace(Class A1);

– Space for medical facilities to accommodate 5 practitioners (3 GPs/ 2 dentists)(Class D1);

– A library, and ancillary uses such as police desk and SANGs visitor centre, of 150 sqm combined total gross floorspace (Class D1);

– Three local shops (e.g. non-food retail/ café/ takeaway/ bookmakers/ estate agent/ bank) each of around 60 sqm gross floorspace (Class A1/ A2/ A3/ A5);

– A site for a public house of 0.12 ha (Class A4);

– Retention of the Church of St Barbara as a religious facility, with a replacement church hall of up to 125 sqm gross floorspace (Class D1). • Provision of 69.12 ha of public open space, comprising:

– SANGs totalling 35 ha;

– A SANGs link totalling 1.07 ha;

– Semi natural open space (ANGSt) totalling 19.85 ha;

– A village green of 2ha, in addition to amenity space within new residential areas.

– Allotments of 1.16 ha;

– A sports hub, including built facilities (e.g. changing rooms) of 7 ha;

– Parkland of 2.54 ha;

– Dedicated play facilities of 0.50 ha, in addition to neighbourhood facilities within new residential areas. • A site for a care home of 1.27 ha (Class C2);

• New services infrastructure, including a Sustainable Urban Drainage System.

1.3 Developer and Project Team 1.3.1 The Scheme is being promoted by DIO which appointed AMEC to advise on master planning and environmental aspects. GVA is leading the delivery of the Planning Application for the site and has advised on relevant planning policy aspects for this report. 1.3.2 The applicant applying for planning permission is DIO. DIO is an executive agency of the Ministry of Defence (MOD) with responsibility for the management, rationalisation and disposal of defence estates within MOD ownership. 1.3.3 The MOD is one of the largest landowners in the United Kingdom and currently spends over £1 billion per annum on its estate. The defence estate comprises some 240,000 hectares (ha) in the UK with over 4,000 sites. Sites can be broadly described as ‘built’ (barracks, naval bases, depots, aircraft hangars, etc.) or ‘rural’. The built estate where most expenditure is concentrated, covers around 80,000ha, including more than 45,000 buildings (excluding housing). 1.3.4 DE has the following objectives: • The management of the defence estate as a corporate whole;

• To ensure the estate is managed and where appropriate, developed in a sustainable manner, in line with acknowledged best practice and Government policy; • To develop new methods of procurement, in line with Government Policy, that improve communication and working methods between the MOD and its chosen suppliers; and • To develop and promulgate best practice and be a centre of excellence on estate matters.

1.4 TA Production Guidelines 1.4.1 This TA has been produced with reference to the guidance set out in the Department for Transport’s (DfT) ‘Guidance on Transport Assessment’ and in consultation with appropriate planning and highways officers within SHBC and SCC. The development proposals and the TA have also been informed by the content within the SHBC SPD.

1.5 Scope of Works 1.5.1 The work contained within this transportation is based upon a report entitled ‘Princes Royal Barracks, Deepcut, Surrey - Transport Assessment Scope of Works (June 2011)’ and subsequent clarification technical note ‘PRB Redevelopment, Surrey, Response to Highways Agency (July 2011)’supplied to the following public bodies: • SCC (as highway authority for local roads);

• HA (as highway authority for the Strategic Road Network);

• SHBC (as the local planning authority); and

• Hampshire County Council (HCC) (as the neighbouring highway authority). 1.5.2 Both of these reports are supplied for information in Appendix A.

1.6 Structure of the TA 1.6.1 The remainder of the TA is structured as follows: • Chapter 2 sets the background policy issues relevant to the development;

• Chapter 3 provides a summary of the current conditions;

• Chapter 4 describes the development proposals in detail;

• Chapter 5 gives a summary of the Framework Travel Plan (FTP) for the site that forms a separate document to the TA; • Chapter 6 describes how future traffic generations to and from the site have been developed for the study area; • Chapter 7 describes the method of distribution of trips from the development onto the local highway network; • Chapter 8 describes the methodology used to predict the future year traffic growth within the Deepcut area

• Chapter 9 presents the future year anticipated levels of traffic upon the highway network both with and without the development proposals;

• Chapter 10 presents an assessment of the impact of the future year traffic flows on the local highway network;

• Chapter 11 describes the potential highway schemes that are proposed to mitigate the impact of the development upon the local highway network;

• Chapter 12 describes the proposed phasing of the development how and when it is proposed to bring forward the highway infrastructure and how construction traffic would access the development; and

• Chapter 13 summarises the proposals and concludes the impact of the development.

2. Policy Context

2.1 National Guidance

National Planning Policy Framework (March 2012) 2.1.1 The Department for Communities and Local Government (CLG) National Planning Policy Framework (NPPF), March 2012, sets out the Government’s planning policies for England and how these are expected to be applied. The NPPF must be taken into account in the preparation of local and neighbourhood plans, and is a material consideration in planning decisions. At the heart of the NPPF is a presumption in favour of sustainable development, an approach which should be followed by local planning authorities in their plan making and decision taking. Decision-takers at every level should seek to approve applications for sustainable development where possible and there is an emphasis on proactive working with applicants at pre- application stage to secure this. 2.1.2 One of 12 core land use planning principles is that planning should: “Actively manage patterns of growth to make the fullest possible use of public transport, walking and cycling, and focus significant development in locations which are or can be made sustainable.” 2.1.3 The NPPF sets out how sustainable development will be delivered, which includes promoting sustainable transport (paragraphs 29-1). Within this section it is recognised that transport policies have an important role to play in facilitating sustainable development and contribute to wider sustainability and health objectives. There is a need to favour sustainable transport modes to enhance travel choice, and to locate developments that generate significant movement where the need to travel will be minimised and the use of sustainable transport modes can be maximised. However, this needs to take account of policies set out elsewhere in the NPPF, particularly in rural areas and it is recognised sustainable transport solutions will vary from urban to rural areas. 2.1.4 Local planning authorities should support a pattern of development which, where reasonable to do so, facilitates the use of sustainable modes of transport. For larger scale residential developments in particular, planning policies should promote a mix of uses in order to provide opportunities to reduce the need to travel. Local authorities should work with neighbouring authorities and transport providers to develop strategies for the provision of viable infrastructure necessary to support sustainable development. 2.1.5 The NPPF sets out that all developments that generate significant amounts of movement should be supported by a Transport Statement or a TA and a Travel Plan, which is identified as a key tool to facilitate sustainable development. 2.1.6 Plans and decisions should take account of whether:

• The opportunities for sustainable transport modes have been taken up depending on the nature and location of the site, to reduce the need for major transport infrastructure; • Safe and suitable access to the site can be achieved for all people;

• Improvements can be undertaken within the transport network that cost effectively limit the significant impacts of the development. Development should only be prevented or refused on transport grounds where the residual cumulative impacts of development are severe. 2.1.7 Local parking standards should take into account of accessibility, the type, mix and use of development, the availability of and opportunities for public transport, local car ownership levels; and an overall need to reduce the use of high-emission vehicles.

Managing Our Roads (DfT, 2003) and the Future of Transport - A Network for 2030 (DfT White Paper, 2004) 2.1.8 These documents set out the Government’s long-term strategy for transport. An objective of the strategy set out is to deal with the pressures of increasing demand for travel by striking the right balance among environmental, economic and social objectives, now and into the future. 2.1.9 Road networks will only be expanded where it is justifiably required on environmental and social reasoning. Technology and travel behaviour change initiatives will be used to ensure developments and facilities are more accessible for all, whilst aiming to negate environmental impacts of development.

The Essential Guide to Travel Planning - (DfT, March 2008) and Making Residential Travel Plans Work, (DfT, 2007) 2.1.10 These documents provide a detailed framework on workplace and residential travel planning and benefits of these; including greater accessibility, reduced congestion, improved local environmental conditions and significant modal shift towards sustainable transport. Evidence suggests that workplace travel plans can reduce car use by up to 18% and residential travel plans can improve residents’ knowledge of travel options.

2.2 Local Policy

The Surrey Transport Plan (2011-2026) 2.2.1 The Surrey Transport Plan (STP), the third Local Transport Plan (LTP), sets out the strategy for the period from April 2011 to March 2026 to achieve effective, reliable, safe and sustainable transport within the Surrey county area. 2.2.2 The Travel Plan Strategy of the STP places an emphasis on travel plans for the work place and schools. Providing travel advice and promoting activities to reduce car use is one of the travel plan objectives for a workplace travel plan. In terms of a school travel plan, the main objective is to provide resources and training to all pupils and students to help them become independent and more self- reliant.

2.2.3 Providing appropriate parking where needed and making best use of the parking spaces available is two objectives of the Parking Strategy set out in the STP. Due to the projected growth in the number of electrical vehicles, SCC will seek the provision of electric vehicle charging points within all new developments. The Parking Strategy sets out the parking standards for the Surrey area which for residential developments in the suburban edge/ villager/ rural area are as follows:

• One and two bed flats - one space per unit;

• One and two bed flats - 1.5 spaces per unit;

• Three bed houses - two spaces per unit; and

• Four+ bed houses - two spaces per unit. 2.2.4 The main objectives of the STP Bus Strategy are to provide reliable and punctual bus services and to improve the accessibility of bus services for all passengers. Partnership working with bus operators, the boroughs and districts and maximising use of developer funding are key factors in achieving the objectives set out in bus strategy.

Surrey County Council Travel Plan Good Practice Guide - July 2010 2.2.5 This document provides a framework overview for travel plans in Surrey and gives a clear and well defined vision of what a travel plan should include. 2.2.6 This document sets out the thresholds for travel plan requirements, for example, any residential development which exceeds 80 units should submit a Travel Plan alongside a planning application. The travel plan should comply with the national and local policies and should help SCC to achieve the objective of sustainable transport. 2.2.7 The redevelopment of the PRB will require a well structured, practical and deliverable travel plan, which aims to promote a sustainable, renewable development and give all those who access the site a range of opportunities to maximise the success of redevelopment.

Surrey Heath Core Strategy and Development Management Policies Document (2012) 2.2.8 The Core Strategy and Development Management Policies document sets out the key policies for new development within the Surrey Heath Borough in the period up to 2028. PRB has been identified as a potential residential development site in the Core Strategy document. Redevelopment of the PRB site also represents an opportunity to regenerate Deepcut Village itself and enhance the provision of local facilities and services for existing local communities. 2.2.9 Policy CP4 Deepcut states that new development in Deepcut area will be required to contribute towards delivering a safe, high quality environment, affordable housing, opportunities for local employment, retails, community infrastructure. The proposed PRB mixed development is well fitted in policy CP4 context. Policy CP4 also emphasises that developers are expected to contribute towards measures to reduce the

development traffic impact and enhancement of the setting of and improved linkages to the Basingstoke Canal. 2.2.10 Policy CP11 Movement supports proposals to improve public transport that serves Camberley Town Centre and Deepcut. 2.2.11 Policy DM11 Traffic Management and Highway Safety ensures that all development should have safe and well designed vehicular access and egress and layouts which consider the needs and accessibility of all highway users including cyclists and pedestrians. This policy also ensures that all existing footways, cycleways and bridleways should be protected and facilitates improvements to existing or provides new connections to these routes.

Deepcut Regulation 19 Supplementary Planning Document (Deepcut SPD) 2.2.12 The Deepcut SPD covers a locality known as the ‘Deepcut Area’ which includes the existing settlement of Deepcut, the Princess Royal Barracks (PRB) and surrounding hinterland areas. The SPD forms part of the LDF and sets out the chosen strategy of managing the development of the area and how this will be achieved. 2.2.13 The document sets out that the transport baseline indicates that the site has limited connectivity to public transport. 2.2.14 The future vision is to maintain Deepcut Bridge Road and provided environmental improvements to reduce speeds on the route and create a safer environment for vulnerable road users. The document also provides details on the anticipated street hierarchy and design. The document then summarises the design principals behind the transport infrastructure on site such as roads, footways, cycle facilities and bus routes. 2.2.15 The Deepcut SPD also sets out the requirement for travel planning at the site, and also sets out a range of off site junctions which should be considered as part of an assessment of the development impact. The report also sets out for a number of off-site junctions the scale and type of improvements that could be necessary to allow development to proceed.

2.3 Summary 2.3.1 National and local policy seeks to promote sustainable, well planned developments, which provide high quality alternative transport choices with the objective of reducing reliance on the private car. 2.3.2 A hierarchy which sets bus, cycling and walking above car use is an integral part of the masterplan design philosophy. A framework of measures has been set out in the FTP for all elements of the potential new development, consistent with the promotion of a sustainable, non-car dependent extension to the existing settlement of Deepcut. Whilst we acknowledge that there is a need to accommodate the car, this should not be to the detriment of promoting more sustainable transport options.

3. Existing Situation

3.1 Introduction

Site Location 3.1.1 The main part of PRB site is located on the eastern fringe of Deepcut village with access off the B3015 (Deepcut Bridge Road). It is approximately 2.5 km south of Frimley, and 2.7 km north-east of Farnborough and around 10 km to the south-west of the strategic road network (SRN) (as controlled by the HA) at M3 Junction 3. A small area of the site (Sergeants’ Mess) is on the western side of the B3015, to the north of Lake Road. 3.1.2 To the north and east of the site is land owned by the MOD for training purposes and with restricted access for public. It also falls within the Thames Basin Heaths Special Protection Area (SPA). To the south of the site is the Basingstoke Canal and to the west Deepcut Village, the B3015 and Pine Ridge Golf Course. 3.1.3 The PRB redevelopment site at Deepcut red line boundary and its relationship with the surrounding area and local highway network are presented in Figure 3.1. 3.1.4 The site is some distance from the SRN (M3) and main routes such as the A331, A325 and A321. The site is relatively close to six railway stations. The main rail stations serving the area are Brookwood, Woking, Frimley, Farnborough North, Farnborough Mainline Ash Vale, and North Camp. These stations provide links to London Waterloo, Gatwick Airport, Reading, Guildford, Ascot and Basingstoke. All stations are outside acceptable walking distances. 3.1.5 The PRB redevelopment site at Deepcut red line boundary and its relationship with the surrounding area and strategic highway network are presented in Figure 3.2. 3.1.6 There are existing bus stops located on Deepcut Bridge Road, less than 400 m from the centre of the centre of the main areas of proposed residential development. Further information on the sustainable transport network is set out in section 3.6 to section 3.8.

Recent Site History 3.1.7 PRB is the location of the headquarters of the Royal Logistic Corps (RLC) of the British Army and the Defence School of Logistics. In 2008, the MOD announced that PRB has been identified as surplus to MOD requirements and its intent to release the site for disposal. Following a review of the MOD’s future requirements, PRB is due for closure in 2016 and the training facilities on the site are to be provided elsewhere. Following this announcement, the MOD requested that Surrey Heath Borough Council (SHBC) include the site in its draft Core Strategy as a housing site. The Surrey Heath Core Strategy (adopted February 2012) and the Development Management Policies

Development Plan Document (DPD) includes PRB as a strategic housing location suitable for a large-scale housing led mixed-use development. 3.1.8 Since the inclusion of PRB in the Core Strategy, DIO has developed proposals for a new mixed use residential-led scheme designed in accordance with best practice in sustainable development. The range of proposed uses will contribute towards providing an expanded rural settlement at Deepcut and includes the phased delivery of 1,200 new homes, retail and community facilities as part of a new village centre, social and physical infrastructure (including education and transport), and open space/ Suitable Areas of Natural Greenspace (SANGS) provision. The Barracks site lies within the village of Deepcut, Surrey, within the Borough of Surrey Heath. The Planning Application covers a total area of c.114 hectares (ha) of land at PRB.

3.2 Site Relationship to the Local Area 3.2.1 The site currently is a military base with a high level of activity both civilian and military vehicle access and egressing the site. With the closure of the base this activity will cease having a significant impact upon the local area. 3.2.2 The proposed development site sits adjacent to the existing small village of Deepcut and to the south of the relatively recently completed Alma Dettingen development. Within the existing village of Deepcut on the western side of Deepcut Bridge Road are a few local shops. 3.2.3 To the west of the area are the larger settlements of Frimley and Frimley Green. The closest district centre is that of Camberley located some 6 km north of the development. 3.2.4 The nearest key facilities and services are as follows:

• Frimley Park Hospital is some 4 km away; • Doctors surgery is 1 km away in Frimley;

• Tesco Express East Frimley in Heatherside is 2.4 km away and Sainsbury Frimley Local in Frimley Green is 2.5 km; • Heatheridge Infant School (2.4 km); Cross Farm Infant School (2.6 km) or Sandringham Infant School (3.5 km);

• Ravenscote Community Junior School in Heatherside is some 2.8 km; and

• Tomlinscote Secondary School is some 3.3 km.

3.3 Local Highway Network 3.3.1 The site in relationship to the local highway network is presented within Figure 3.1. 3.3.2 The B3015 (Deepcut Bridge Road) runs along the eastern edge of the site and there are three existing access points from this road, plus one from Bellew Road. The

B3015 currently acts as the main route through and to and from both the existing PRB and Deepcut settlement. 3.3.3 A wider area of the local highways network has been considered in this assessment, including the following local classified roads: • B3015 Deepcut Bridge Road;

• B3015 The Maultway;

• B3012 Guildford Road/ Gapemouth Road;

• B311 Red Road;

• B311 Chobham Road;

• Blackdown Road/ Bellew Road;

• Lake Road; and

• Old Bisley Road.

Main Routes within the Assessment Area 3.3.4 The main routes within the area are highlighted within Figure 3.1.

B3015 Deepcut Bridge Road/ The Maultway 3.3.5 The B3015 is a single carriageway two-way road linking the B3012 to the A30 east of Camberley. The road has pedestrian footways along the majority of the route. Off-road cycleways, running parallel to the existing road, have also recently been completed between Alma Dettingen and Red Road. There are streetlights covering the core Deepcut area on the route, north of the railway bridge on Deepcut Bridge Road. 3.3.6 This route will act as the key traffic distributor for development traffic and as so is fundamentally important to the development. Key locations along the route have been identified from south to north as: • Deepcut Bridge Road (B3015)/ Guildford Road (B3012) Junction - this is currently a priority junction with Deepcut Bridge Road giving way to Guildford Road. This has been identified by SCC as having potential safety issues which need to be considered in detail within the assessment. Guildford Road to the east would provide the main access route to both Guildford and Woking from the site;

• Deepcut Bridge Road Bridge - this is a narrow bridge located just to the north of the Deepcut Bridge Road/ Guildford Road junction. The road is only wide enough to allow the passage of a single vehicle across the bridge. There is no direction priority but signs warn of the narrow bridge and single file traffic. It currently has a 7.5 tonne weight limit imposed. There is also no defined pedestrian or cycle route across the bridge;

• Deepcut Bridge Road (B3015)/ Lake Road - this is a mini-roundabout located just to the north of the Deepcut Bridge Road Bridge. Lake Road would provide the main access route from the site to Frimley Green area;

• Deepcut Bridge Road (B3015)/Brunswick Road - this is currently a priority junction with Brunswick Road giving way to Deepcut Bridge Road. It currently provides the main access into the existing PRB barracks; • Deepcut Bridge Road (B3015)/ Blackdown Road - this is currently a priority cross roads, with Blackdown Road giving way to Deepcut Bridge Road on both sides. Blackdown Road to the west forms the main access to many of the houses within the Deepcut existing Deepcut village area. Blackdown Road to the east provides an alternative entrance to the PRB Barracks (via The Royal Way) and also access to Alma Gardens at the rear of the Alma Dettingen development;

• Deepcut Bridge Road (B3015)/ Alma Dettingen accesses - two accesses have recently been built to access the Alma Dettingen Development. Each access takes the form of a standard roundabout;

• Deepcut Bridge Road (B3015)/ The Maultway (B3015)/Old Bisley Road - the junction takes the form of a priority junction with Old Bisley Road giving way to the B3015. This is additionally the point at which the name of the B3015 changes from Deepcut Bridge Road to The Maultway. Old Bisley Road forms the main route for traffic exiting the site up towards the west. In particular Frimley Park Hospital, Frimley, the M3 west, the A325 and the A331; • The Maultway (B3015)/Upper Chobham Road (B311)/ Red Road (B311) - the junction takes the form of a standard four arm roundabout. To the east is Upper Chobham Road. As discussed in paragraph 3.3.11, Upper Chobham Road is unlikely to be a key route to/ from the development, except for local destinations. To the west is Red Road which would form the main route from the site to the M3 east (London bound) as well as some local destinations such as Lightwater, Bagshot and the A322(N); • The Maultway (B3015)/ London Road (A30)/Portsmouth Road (A325) - this junction is also known locally as the American Golf Roundabout. This junction takes the form of a signalised gyratory. The A30 and A325 are key local routes.

B3012 - Guildford Road/ Gapemouth Road/ Gole Road 3.3.7 The B3012 is a single carriageway two-way road, which links the south of Frimley to Pirbright and Pirbright Camp. This road has few pedestrian footways and occasional street lighting. It is predominantly rural to the east with a speed limit of 60 mph. The B3015 joins the B3012 via a priority ‘T’ junction. 3.3.8 SCC has advised that there are some safety concerns around the route which would require detailed analysis. 3.3.9 The route would provide access to some key local destinations, such as:

• Guildford;

• Woking; and

• Brookwood Station.

B311 Chobham Road/ Upper Chobham Road/ Red Road 3.3.10 The B311 is a single carriageway two-way road linking Frimley (A325) to Guildford Road (A322) just north of West End. There are pedestrian footways and streetlights along the major part of the route. 3.3.11 It is considered that the Deepcut development will have little if any impact upon Upper Chobham Road as there is easier alternatives to using the route for all but the most local of destinations. SCC has raised concerns about the following key junctions from west to east along this route:

• Chobham Road (B311)/ Portsmouth Road (A325) - this junction additionally provides access to Frimley Park Hospital;

• Chobham Road (B311)/ Upper Chobham Road (B311)/Old Bisley Road;

• The Maultway (B3015)/ Upper Chobham Road (B311)/Red Road (B311) as previously described;

• Red Road (B311)/ MacDonald Road;

• Red Road (B311)/ Lightwater Road; and • Red Road (B311)/ Guildford Road (A322).

Local Roads within the Assessment Area

Lake Road 3.3.12 Lake Road is a single carriageway two way road linking the Frimley Green area to Deepcut Bridge Road. The road generally has a footway on each side, has street lighting and has direct frontage access. 3.3.13 The two major junctions along the route are at either end. Deepcut Bridge Road/ Lake Road junction is previously described and at the other end of the link is Lake Road /Guildford Road/ Sturt Road/ Frimley Green Road. This junction takes the form of a pair of mini-roundabouts. 3.3.14 Another junction that is being considered within the assessment is the junction of Lake Road with Bellew Road. This is in tandem with the Blackdown Road/ Bellew Road issues which are described below.

Old Bisley Road 3.3.15 Old Bisley Road is a single carriageway two way road linking Deepcut Bridge Road to Chobham Road. The road generally has a footway on each side, has street lighting and has direct frontage access. 3.3.16 The key junctions along the route are at either ends and have been previously described.

Blackdown Road/ Bellew Road 3.3.17 The Blackdown Road/ Bellew Road route connects Lake Road (in the south) with Deepcut Bridge Road to the north.

3.3.18 The entire route is a private road. AMEC’s understanding is that it is in the control of the properties that have frontage access. 3.3.19 From the south the existing route is one way (northbound) up until approximately the entry to the current military base on the east side of the road. The route then becomes two-way up until Deepcut Bridge Road.

3.4 Regional Highway Network 3.4.1 The regional highway network is considered to be all of the key A roads within the area still under the control of the local highway authority (as opposed to the HA). In this case these are considered to be the following: • The A30, which runs east/ west and is located to the north of the site and effectively runs parallel to the M3; • The A331, which runs north/ south and is located to the west of the site; and

• The A322, which runs north/ south and is located to the east of the site.

A322 between Red Road (B311) and the M3 3.4.2 The A322 between Red Road (B311) and the M3 is a high standard rural dual carriageway standard road. There are various entries/ exits along the route that serve local destinations such as Lightwater.

3.5 Strategic Road Network 3.5.1 The SRN is essentially all of the trunk roads and motorways throughout the country. It covers all of the routes of national strategic importance and is operated and maintained by the HA. 3.5.2 The key strategic route with the area is the M3. The M3 is a dual 3 lane standard motorway throughout the area. In strategic (national terms) the motorway connects the southern port cities (Southampton and Portsmouth) with London and the M25. 3.5.3 The development traffic which accesses this road would do so at two local junctions:

• M3 Junction 4 would serve traffic travelling south-west from the development in the direction of Southampton; and

• M3 Junction 3 would serve traffic travelling east from the development in the direction of London and the M25. 3.5.4 Both of these junctions are large scale, grade separated junctions. Junction 3 takes the form of a single partially signalised roundabout. Junction 4 takes the form of a complex partially signalised dumbbell roundabout arrangement. 3.5.5 In November 2011, the Chancellor of the Exchequer announced that funding was being made available for the managed motorway scheme on the M3 between Junctions 2 and 4a. It is anticipated that this scheme will alleviate existing congestion within the area. It is understood that it will not have a material impact upon either junction.

3.6 Public Transport Network - Bus Services and Facilities

Bus Services 3.6.1 SCC has fairly recently undertaken a review of the local bus services, the outcomes of which have subsequently been implemented. 3.6.2 Key services in the vicinity of the development run along Deepcut Bridge Road. All other bus services within the area are not considered to be in close enough proximity to serve the development unless diversions were made. 3.6.3 The current bus map and time tables for the area are contained within Appendix B. 3.6.4 Two services have been identified as currently routeing along Deepcut Bridge Road. It should be noted that neither service uses Deepcut Bridge Road Bridge due to the associated 7.5 tonne weight limit. The two services are: • Service 11, which routes as follows - Farnborough-Mytchett-Frimley Green- Deepcut-Maultway-Jolly Farmer Roundabout-London Road-Camberley-Bain Avenue-Frimley Park Hospital-Tomlins Avenue-Bretharte Road-Middlemoor Road-Ansell Road-Worsley Road-Paddock Hill Estate-Tomlins Avenue-Frimley Park Hospital and then back to Camberley and Farnborough; and • Service 48, which routes as follows - Woking-Star Hill-St. Johns-Hermitage Estate-Knaphill-Knaphill Sainsburys-Brookwood-Pirbright Camp-Deepcut-Frimley Green-Mytchett-Farnborough. 3.6.5 Table 3.1 shows the bus services frequencies.

Table 3.1 Bus Services from Deepcut Bridge Road

Service Route Day Approximate Max Frequency/ No. Service Times Service Level

11 Farnborough Kingsmead - Monday - Friday 07:17-17:56 Hourly Farnborough Main Station - Deepcut Village - Camberley Rail Station - Saturday 08:15-18:11 Hourly Frimley Park Hospital - Paddock Hill Sunday No Service No Service

11 Paddock Hill - Frimley Park Hospital Monday - Friday 06:42-18:16 Hourly - Camberley Rail Station - Deepcut Village - Farnborough Main Station - Saturday 08:24-18:24 Hourly Farnborough Kingsmead Sunday No Service No Service

48 Wokingham Rail Station, St Johns Monday - Friday 06:55-18:29 Hourly Post Office, Knaphill Shops, Brookwood Rail Station, Deepcut Saturday 06:55-18:29 Hourly Cyprus Road, Deepcut Garage, Mytchett Crossroads, Farnborough Sunday No Service No Service Kingsmead.

Table 3.1 (continued) Bus Services from Deepcut Bridge Road

Service Route Day Approximate Max Frequency/ No. Service Times Service Level

48 Farnborough Kingsmead, Mytchett Monday - Friday 07:26-18:59 Hourly Crossroads, Deepcut Garage, Deepcut Cyprus Road, Brookwood Saturday 07:26-18:59 Hourly Rail Station, Knaphill Shops, St Johns Post Office, Wokingham Rail Sunday No Service No Service Station.

3.6.6 Although these bus routes link to all major surrounding settlements, including the local hospital and rail station, the frequency of buses are, at maximum, only hourly. There are either a limited or no services available on Sundays.

Existing Bus Stop Facilities 3.6.7 There are currently four bus services departing from Deepcut Bridge Road, which is approximately 400 m from the centre of the PRB site and within the recommended maximum walking distance of 400 m, as stated in IHT guidance ‘Guidelines for Planning for Public Transport in Development’.

3.7 Public Transport Network - Rail Services and Stations

Rail Stations 3.7.1 The main railway stations are all over 2 km from the PRB site and therefore are outside general guidance on comfortable/ acceptable walking distance. Some stations are around 5 km from the site and could be considered within cycling distance; however, local topography could reduce the attractiveness of cycling for some people. Comments received during the consultation exercise suggested that some people considered that Brookwood station could be an acceptable cycle journey via the Basingstoke Canal towpath, a distance of just over 5 km, provided the towpath was upgraded. 3.7.2 The six closest mainline railway stations are:

• Brookwood;

• Farnborough North;

• Farnborough Main Line;

• Frimley;

• Camberley; and

• Woking.

3.7.3 Whilst car parking and cycle parking is available at most stations on the occasions of site visits all station car parks were observed to be full with some overspill car parking evident in the streets surrounding the smaller stations.

Brookwood Railway Station 3.7.4 Brookwood Railway station is located east of the site and is some 7 km away (by road) from the site. It is identified as the best option for accessibility by sustainable modes as it is directly linked to the site by the Basingstoke Canal towpath, a distance of just over 5 km, but would require upgrading of the towpath for this to be an attractive route. The station benefits from the following facilities: • 394 car park spaces at the rate of £7:00 per day, monthly and annual option available; and • Partially sheltered cycle storage.

Table 3.2 Brookwood Railway Station

Route Day Approximate Max Frequency/ Service Level Service Times

London Waterloo - Woking - Monday - Friday 06:08-00:34 30mins Guildford - Brookwood - Ash Vale - Aldershot - Alton - Farnborough Saturday 06:08-00:34 30mins Main - Basingstoke Sunday 07:51-00:41 Hourly

Basingstoke - Farnborough Main- Monday - Friday 06:23-00:13 30mins Alton - Aldershot - Ash Vale - Brookwood - Guildford - Woking - Saturday 05:23-00:13 30mins London Waterloo Sunday 08:45-23:48 Hourly till afternoon then 30mins

Farnborough North Railway Station 3.7.5 Farnborough North Railway station is located west of the site and is some 5.5 km away from the site. The station benefits from the following facilities:

• Five car park spaces; and

• Cycle parking.

Table 3.3 Farnborough North Railway Station

Route Day Approximate Max Frequency/ Service Level Service Times

Reading - Farnborough North - Monday - Friday 06:20-23:59 Peak - 30mins North Camp - Guildford - Redhill - Off Peak - Hourly Gatwick Airport Reduced service to Gatwick

Saturday 06:30-23:00 Hourly, only last two services serve to Gatwick

Sunday 07:59-23:57 Every Two Hours

Gatwick Airport - Redhill - Guildford Monday - Friday 06:33-23:34 Peak - 30mins - North Camp - Farnborough North - Off Peak - Hourly Reading Saturday 06:32-23:34 Hourly

Sunday 08:10-00:07 Every Two Hours

Farnborough Mainline Railway Station 3.7.6 Farnborough Mainline Railway station is located south-west of the site and is some 6 km away from the site. The station benefits from the following facilities:

• 480 car park spaces available at the daily rate of £7.50. Monthly and annual parking tickets are available;

• Sheltered cycle storage.

Table 3.4 Farnborough Mainline Railway Station

Route Day Approximate Max Frequency/ Service Level Service Times

London Waterloo - Woking -– Monday - Friday 06:33-00:41 Peak - 15mins Guildford - Brookwood - Ash Vale - Off peak - 20mins Aldershot - Alton - Farnborough Main - Basingstoke Saturday 06:33-00:41 Peak - 15mins Off peak -15mins

Sunday 07:59-00:18 Peak - Hourly Off peak - Hourly

Basingstoke - Farnborough Main- Monday - Friday 05:56-00:06 Peak - 15min (morning peak only) Alton - Aldershot - Ash Vale - Off peak - 30mins Brookwood - Guildford - Woking - London Waterloo Saturday 05:16-00:06 Peak - 30mins Off peak - 30mins

Sunday 08:38-22:38 Peak - Hourly Off peak - Hourly

Table 3.4 (continued) Farnborough Mainline Railway Station

Route Day Approximate Max Frequency/ Service Level Service Times

London Waterloo- Farnborough Monday - Friday 08:13-00:14 Peak - 30mins Main - Basingstoke - Portsmouth Off peak - 30mins Harbour - Southampton - Romsey - Bournemouth and Weymouth Most of the services terminates either at Portsmouth Harbour or Southampton

Saturday 08:13-00:14 Peak - 30mins Off peak - 30mins

Most of the services terminates either at Portsmouth Harbour or Southampton

Sunday 16:36-23:36 Hourly, evening services only Services terminate at Basingstoke

Bournemouth and Weymouth - Monday - Friday 09:00-22:00 Peak - 30mins Romsey - Southampton - Off peak - 30mins Portsmouth Harbour - Basingstoke - Farnborough Main - London Saturday 08:30-22:46 Peak - 30mins Waterloo Off peak - 30mins

Sunday No Service from No Service from Farnborough Main Farnborough Main

Frimley Railway Station 3.7.7 Frimley Railway station is located north-west of the site and is some 4.5 km away from the site. The station benefits from the following facilities: • 30 car park spaces at the daily rate of £2:50. Weekly, monthly, quarterly and annual tickets are available; • Cycle parking.

Table 3.5 Frimley Railway Station

Route Day Approximate Max Frequency/ Service Level Service Times

London Waterloo - Hounslow - Monday - Friday 06:43-23:43 Peak – 30 mins Richmond - Ascot - Camberley - Off peak 30mins, most of the Frimley - Ash Vale - Aldershot - services terminate at Guildford. Guildford - Reading Saturday 07:13-23:43 Peak – 30 mins Off peak – 30 mins, most of the services terminate at Guildford.

Sunday 08:29-23:29 Hourly, most of the services terminate at Guildford.

Reading - Guildford - Aldershot - Monday - Friday 06:10-23:40 30 mins, most of the services Ash Vale - Frimley - Camberley - terminate at Ascot, limited service to Ascot -Richmond - Hounslow - London Waterloo. London Waterloo Saturday 06:10-23:40 30 mins, most of the services terminate at Ascot, limited service to London Waterloo.

Sunday 07:51-22:51 Hourly to Ascot only.

Camberley Railway Station 3.7.8 Camberley Railway station is located north-west of the site and is some 7.5 km away from the site. The station benefits from the following facilities:

• Eighteen car park spaces available at the daily rate of £4.00. Weekly, monthly, quarterly and annual tickets are available;

• Cycle parking.

Table 3.6 Camberley Railway Station

Route Day Approximate Max Frequency/ Service Level Service Times

London Waterloo - Hounslow - Monday - Friday 08:07-23:37 Peak - 30mins Richmond - Ascot - Camberley - Off peak - 30mins, most of the Frimley - Ash Vale - Aldershot - services terminate at Guildford. Guildford - Reading Saturday 07:07-23:37 Peak - 30mins Off peak - 30mins, most of the services terminate at Guildford.

Sunday 08:27-23:27 Hourly, most of the services terminate at Guildford.

Reading - Guildford - Aldershot - Monday - Friday 06:18-23:48 30min, most of the services Ash Vale - Frimley - Camberley - terminate at Ascot, limited service Ascot - Richmond - Hounslow - for London Waterloo. London Waterloo Saturday 06:18-23:48 30min, most of the services terminate at Ascot, limited service for London Waterloo.

Sunday 07:55-22:55 Hourly to Ascot only

North Camp Railway Station 3.7.9 North Camp Railway station is located south-west and is some 6 km away from the site. The station benefits from the following facilities: • 62 car park spaces; and

• Cycle parking.

Table 3.7 North Camp Railway Station

Route Day Approximate Max Frequency/ Service Level Service Times

Reading - Farnborough North - Monday - Friday 04:57-00:04 30 mins, Reduced Service to North Camp - Guildford - Redhill - Gatwick Gatwick Airport Saturday 04:57-23:04 30 mins, Reduced Service to Gatwick

Sunday 06:39-00:01 Hourly

Gatwick Airport - Redhill - Guildford Monday - Friday 06:29-00:14 Peak – 20 mins - North Camp - Farnborough North - Off peak – 30 mins Reading Saturday 06:28-23:30 30 mins

Sunday 07:02-00:03 Hourly

Ash Vale Railway Station 3.7.10 Camberley Railway station is located south of the site and is some 6.2 km away from the site. The station benefits from the partially sheltered cycle parking.

Table 3.8 Ash Vale Railway Station

Route Day Approximate Max Frequency/ Service Level Service Times

London Waterloo - Hounslow - Monday - Friday 06:49-23:49 Peak – 30 mins Richmond - Ascot - Camberley - Off peak – 30 mins, most of the Frimley - Ash Vale - Aldershot - services terminate at Guildford. Guildford - Reading Saturday 07:19-23:49 Peak – 30 mins Off peak – 30 mins, most of the services terminate at Guildford.

Sunday 08:36-22:45 Hourly, most of the services terminate at Guildford.

Reading - Guildford - Aldershot - Monday - Friday 06:32-23:34 30 mins, most of the services Ash Vale - Frimley - Camberley - terminate at Ascot, limited service Ascot - Richmond - Hounslow - for London Waterloo London Waterloo Saturday 06:04-23:34 30 mins, most of the services terminate at Ascot, limited service for London Waterloo.

Sunday 07:45-22:45 Hourly to Ascot only.

London Waterloo - Woking - Monday - Friday 07:19-23:49 15 mins, alternate services Guildford - Brookwood - Ash Vale - terminate at Aldershot and Alton. Aldershot - Alton - Farnborough Main - Basingstoke Saturday 06:16-00:15 15 mins, alternate services terminate at Aldershot and Alton.

Sunday 08:03-00:48 30 mins, alternate services terminate at Aldershot and Alton.

Basingstoke - Farnborough Main- Monday - Friday 06:32-23:39 30 mins Alton - Aldershot - Ash Vale - Brookwood - Guildford - Woking - Saturday 06:39-23:39 30 mins London Waterloo Sunday 08:41-23:41 Hourly

Woking Railway Station 3.7.11 Woking Railway station is located east of the site and is some 14 km away from the site. It is the nearest Railway Station that may be considered to be a ‘hub’ style station with some five train services an hour services a wide variety of stations with designations that include:

• London Waterloo; and

• Portsmouth. 3.7.12 The station benefits from the following facilities:

• 570 car park spaces available at the rate of £10.00 per day. Weekly, monthly, quarterly and annual tickets are available; • Partially sheltered cycle parking.

Table 3.9 Woking Railway Station

Route Day Approximate Max Frequency/ Service Level Service Times

London Waterloo - Woking - Monday - Friday 05:51-00:28 Every 20 mins Guilford - Alton - Basingstoke Saturday 05:53-00:28 Every 20 mins

Sunday 07:32-00:35 Every 20 mins

Basingstoke - Alton - Guilford - Monday - Friday 04:10-00:18 Every 5 mins Woking - London Waterloo Saturday 04:10-00:20 Every 5 mins

Sunday 06:36-00:04 Every 15 mins

London Waterloo - Woking - Monday - Friday 05:53-00:13 Every 20 mins for Haslemere and Guilford - Haslemere - Portsmouth every 30 mins for Portsmouth

Saturday 05:53-00:13 Every 20 mins for Haslemere and every 30 mins for Portsmouth

Sunday 07:32-00:03 Every 30 mins

Portsmouth - Haslemere - Guildford Monday - Friday 06:01-23:56 Every 15 mins - Woking - London Waterloo Saturday 06:13-23:56 Every 15 mins

Sunday 08:15-23:45 Every 30 mins

London Waterloo - Woking - Monday - Friday 06:01-00:03 Every 30 mins Basingstoke - Southampton - Romsey - Lymington - Bournemouth Saturday 06:01-00:03 Every 30 mins - Weymouth Sunday 08:28-23:28 Every 30 mins

Weymouth - Bournemouth - Monday - Friday 06:06-00:18 Every 30 mins Lymington - Romsey - Southampton - Basingstoke - Woking - London Saturday 06:28-00:18 Every 30 mins Waterloo Sunday 09:02-23:02 2 services hourly

London Waterloo - Woking - Monday - Friday 07:36-00:08 Every 30 mins Basingstoke - Salisbury - Exeter Saturday 07:36-00:08 Every 30 mins

Sunday 08:47-00:08 Hourly

Exeter - Salisbury - Basingstoke - Monday - Friday 06:18-22:28 Every 30 mins Woking - London Waterloo Saturday 06:18-22:28 Every 30 mins

Sunday 07:39-22:28 Hourly

3.8 Public Rights of Way, Cycle and Pedestrian Facilities

Public Rights of Way (PRoW) 3.8.1 Figure 3.3 shows all existing PRoW in the locality: there are no identified routes within the MOD land area as most of it has restricted access only for MOD use. It is therefore considered that there will no requirements to divert or close any PRoW as part of the development. 3.8.2 The redevelopment of the PRB will provide the opportunity for new links through the site with connections to the existing PRoW network to enhance the permeability of the area and promote the use of the surrounding PRoW network.

Pedestrian Network 3.8.3 Figure 3.4 identifies all of the existing walking routes within the area and shows that the site has significant pedestrian links. These routes are a mixture of footpaths running between the residential and community elements of the site and footways which are set back from the carriageways to provide a feeling of safety away from passing vehicles. 3.8.4 There are footways along the B3015 and south of the B311and street lighting along most of this section. Footways vary in width between the Alma Dettingen development and the B311 Red Road roundabout and include short sections of segregated footway/ cycleway. There is a zebra crossing within Deepcut, south of Woodend Road. The B3015 is traffic calmed through the village.

Cycle Network 3.8.5 Figure 3.5 shows all of the existing cycle routes within the area. The main off-road cycle route is along the Basingstoke canal. Several roads around the area are recommended as cycling friendly in Surrey Cycle Guide due to light traffic and layout of the existing road. 3.8.6 Short sections of shared use cycle/ pedestrian routes are available, with provision on Deepcut Bridge Road in front of Alma Dettingen, part of Chobham Road (west), part of Frimley Green Road and Portsmouth Road between Chobham Road and Frimley Road.

3.9 Local Road Safety Considerations and Assessment

Introduction 3.9.1 Personal Injury Accidents (PIAs) are road traffic accidents where either ‘slight’, ‘serious’ or ‘fatal’ injuries to people have been recorded by the Police. The data generally includes information on the location of the accident, number of casualties, modes of travel involved, age and gender of those involved and factors contributing to the accident.

3.9.2 The DfT ‘Guidance on Transport Assessment’ states that a TA should “identify any significant highway safety issues and provide analysis of the recent accident history of the study area”. 3.9.3 Records of PIAs have been obtained from SCC for the five year period from 01 January 2006 to 31 March 2011 for the local highway network in the vicinity of the PRB site. Detail of the accident data is provided in Appendix C. This section highlights the accidents which have occurred at the major junctions which form the scope of the assessment, and accident clusters, as well as a list of all accidents which have involved vulnerable road users. 3.9.4 The area of the accident study is shown in Figure 3.6, but covers all of the identified key study links and junctions requested by SCC. 3.9.5 It is important to analyse the locations and causation for each accident that has occurred over recent years. This can identify trends and numbers of accidents, which should highlight any specific location(s) where accidents are a significant issue and increases in traffic flow could be detrimental to road safety. 3.9.6 As part of this report each PIA has been reviewed to provide a detailed road safety background of the area.

Junction Accident Records 3.9.7 This section highlights the PIAs at the major junctions which form the scope of the assessment. 3.9.8 Junction 1 - M3 Junction3: twenty seven slight accidents were recorded at the junction including slip roads. These slight accidents were caused by a variety of reasons such as careless lane changing, failed to stop in time, sudden breaking, striking kerb, losing control on a wet road and careless driving. 3.9.9 Junction 2 - Red Road/ Guildford Road/ Bagshot Road: ten accidents were recorded at the junction of which two were serious and eight were slight. Both the serious accidents involved pedal cyclists and were caused by careless driving. One of the slight accidents also involved a pedal cyclist who was hit by a car at roundabout. The major causes of the slight accidents were close trailing, failure to look properly and careless driving. 3.9.10 Junction 3 - Red Road/ Lightwater Road: four slight accidents were recorded at the junction. Major causes for these accidents were careless driving and poor manoeuvring at the junction. 3.9.11 Junction 4 - Red Road/ MacDonald Road: eleven accidents were recorded at the junction of which two were serious and nine were slight. One of the serious accidents was caused by poor bend negotiation when a car lost control. One of the serious accidents involved motorbike rider who was trying to overtake a car as it was turning right. Slight accidents were caused by a variety of reasons such as speeding, an animal on the road, car headlight dazzle, poor manoeuvring, and careless overtaking. 3.9.12 Junction 5 - The Maultway/ Red Road/ Upper Chobham Road: fourteen accidents were recorded at the junction of which one was serious and 13 were slight. The serious accident occurred when a car left the carriageway for no known reason. Three

of the slight accidents involved cyclists and were caused by a variety of reasons, such as careless cycling (cyclist suddenly came from behind a bus), careless driving (car suddenly moved and hit the cyclists who were crossing the road) and poor roundabout negotiation. The rest of the slight accidents were caused by a variety of factors such as poor roundabout negotiation, failure to stop on time, speeding, overtaking at junction, car headlight dazzle. 3.9.13 Junction 6 - The Maultway/ Deepcut Bridge Road/ Old Bisley Road: four slight accidents were recorded at the junction. These accidents were caused by variety of reasons such as sudden turn, careless ‘U’ turn, failure to look on time and collision with a broken tree branch. 3.9.14 Junction 7 - Upper Chobham Road/ Chobham Road/ Old Bisley Road: three slight accidents were recorded at the junction, of which, one involved a cyclist. One of the slight accidents occurred when one of the cyclists from a group of cyclists suddenly moved into the path of moving vehicles. Of the three slight accidents, two occurred due to the careless driving such as loss of control and skidding due to the sudden braking. 3.9.15 Junction 8 - Portsmouth Road/ Chobham Road/ Hospital Road: ten accidents were recorded at the junction of which two were serious and eight were slight. One of the serious accidents involved a pedestrian who was trying to cross the road through stationary traffic which moved suddenly. The other serious accident was caused by sudden braking. One of the slight accidents involved a cyclist who failed to look properly while crossing the road and collided with a car. The major causes of slight accidents were failure to stop at junction, cutting in front of a moving vehicle, careless driving and loss of control. 3.9.16 Junction 9 - Deepcut Bridge Road/ Blackdown Road: one slight accident has been recorded which was caused by careless driving when a stationary vehicle was hit by a car. 3.9.17 Junction 10 - Deepcut Bridge Road/ Brunswick Road: one slight accident has been recorded at the junction which involved a motorbike rider who was following the vehicle in front too closely and collided with it when it braked. 3.9.18 Junction 11 - Deepcut Bridge Road/ Lake Road: one slight accident occurred when a car entered into the junction without due care and attention and collided with another car. 3.9.19 Junction 13 - Deepcut Bridge Road/Guildford Road: six accidents were recorded at the junction of which four were slight and two were serious. The slight accidents were caused by different factors such as driving on the wrong side of the road (foreign driver), rolled back at junction, failed to stop on time and lost of control due to careless driving. One of the serious accidents resulted from a careless driver who entered into the junction without due care and attention and collided with two motorbikes. The cause of the other serious accident is unknown, but resulted in a car leaving the carriageway into a ditch. 3.9.20 Junction 14 - Frimley Green Road/ Wharf Road/ Stuart Road/ Guildford Road: ten accidents were recorded at the junction of which two were serious and eight were slight. One of the serious accidents was caused by speeding and the other by careless

driving when a car hit a pedestrian who was getting into a parked car. Of the eight slight accidents, one involved a pedestrian who was hit by a car which mounted the kerb. Of the eight slight accidents, three involved cyclists: two accidents were caused by careless cycling and one was caused by careless driving. The major causes of the other slight accidents were failure to stop on time at the roundabout and careless driving. 3.9.21 Junction 15 - Gole Road/ Dawney Hill: three slight accidents were recorded at the junction. All three accidents were caused by different reasons such as careless driving, loss of control on an icy road and failure to negotiate a bridge which had only one lane.

Other Accident Clusters in TA Scope 3.9.22 M3 Junction 4: fifty accidents were recorded at the junction of which five were serious and 45 were slight. Of the five serious accidents, three involved motorcyclists and were caused by different factors such as poor roundabout negotiation, loss of control and careless driving. Two of the serious accidents were caused by skidding and poor driving. The slight accidents were caused by a variety of reasons such as speeding, sudden braking, poor manoeuvring, sudden lane changing, failure to stop in time at the junction, cutting into the wrong lane and red light running at the junction traffic lights. 3.9.23 London Road/ The Maultway/ Portsmouth Road/ Maultway North: six slight accidents were recorded at the junction, one of which involved a pedal cyclist was caused by careless cycling when a young cyclist suddenly crossed the path of a moving vehicle. The remaining slight accidents were caused by different factors such as poor lane changing, careless driving and close trailing. 3.9.24 Frimley Road/ Portsmouth Road/ Frimley High Street: thirty five accidents were recorded at the junction of which four were serious and 31 were slight. Of the four serious accidents, one involved a pedestrian who crossed during a pedestrian red light and was hit by a car, and one involved a cyclist who was hit by a car due to skidding. The remaining two involved motor cyclists and were caused by poor junction negotiation and failure to stop on time. One of the slight accidents also involved a pedestrian who was hit by a car, cause of this accident was unknown. Of the remaining 34 slight accidents, three involved cyclists and were caused by a variety of reasons such as careless driving at the roundabout and careless cycling. The other slight accidents were caused by different factors such as poor junction negotiation, poor turning manoeuvre, failure to stop on time, sudden lane change, using a mobile phone while driving and careless driving. 3.9.25 Gapemouth Road (along the bend west of Brunswick Road): twenty five accidents were recorded along this road bend of which three were serious and 22 were slight. Of the three serious accidents, two were caused by loss of control at the bend due to wet weather conditions and speeding, the other by reverse manoeuvring at the bend. The slight accidents were caused by variety of reasons such as poor bend negotiation, loss of control on wet and icy road surfaces, speeding, sudden appearance of an animal in the road and careless driving. None of the accidents involved vulnerable road users. 3.9.26 Gole Road (bend near Vapery Lane and Stanley Hill): twenty accidents were recorded along this bend of which one was serious and 19 were slight. The serious accident

involved two pedestrians who were walking along Gole Road (there is no footway) in the dark and were hit by a car. None of the slight accidents involved vulnerable road users. The slight accidents were caused by a variety of reasons such as loss of control on wet and icy road surfaces, poor bend negotiation, speeding, careless driving and sudden appearance of an animal in the road.

Vulnerable Road Users Accidents 3.9.27 The following accidents involved vulnerable road users, but did not occur at the clusters set out above.

A325/A331 3.9.28 One slight accident occurred when a cyclist was hit by a car: cause - careless driving, following cyclist too close. 3.9.29 One serious accident occurred when a car hit a cyclist at the exit of the roundabout: cause - reckless driving.

Chobham Road 3.9.30 One slight accident occurred when a car hit a cyclist: cause - trailing cyclist very close. 3.9.31 One slight accident occurred when a car mounted on pavement and hit two pedestrians: cause - icy road surface, skidding. 3.9.32 One slight accident occurred when a cyclist swerved out of way and collided with car: cause - loss of control by cyclist. 3.9.33 One slight accident occurred when a pedestrian suddenly walked out of street and entered into zebra crossing and collided with car: cause - careless move on road. 3.9.34 One slight accident occurred when a bus hit a pedestrian who was walking on zebra crossing: cause - careless driving.

Connaught Road 3.9.35 One slight accident occurred when a cyclist hit kerb and fall off bike: cause - poor kerb negotiation. 3.9.36 One slight accident occurred when a child ran into the path of moving vehicle: cause - careless move on road.

Deepcut Bridge Road 3.9.37 One slight accident occurred when a pedestrian stepped into the path of moving vehicle: cause - failure to look properly. 3.9.38 One slight accident occurred when a child on his pushbike suddenly came into the path of moving car: cause - careless biking. 3.9.39 One fatal accident occurred when a car hit a pedestrian: cause - unknown.

Lake Road 3.9.40 One slight accident occurred when a cyclist fell off his bike due to sickness: cause - sickness.

Newfoundland Road 3.9.41 One slight accident occurred when a car mounted on footway and hit the pedestrian: cause - careless driving.

Portsmouth Road (around Chobham Road and Frimley Road) 3.9.42 One slight accident occurred when a car driver ran a red light and hit a cyclist: cause - red light running. 3.9.43 One slight accident occurred when a car hit a cyclist on zebra crossing in slow moving traffic: cause - careless driving. 3.9.44 One slight accident occurred when a bus hit a pedestrian who was crossing a signal junction without a ’green man’ stage: cause - pedestrian ignoring traffic lights. 3.9.45 One slight accident occurred when a cyclist suddenly moved into zebra crossing and collided with a car: cause - careless cycling. 3.9.46 One slight accident occurred when a car hit a cyclist while overtaking: cause - careless driving, close overtaking.

Red Road 3.9.47 One serious accident occurred when a car hit a cyclist who failed to look properly before crossing the road: cause - lack of due care and attention by cyclist. 3.9.48 One fatal accident occurred when a car hit a pedestrian jogger who suddenly ran into the road from woodlands: cause - lack of due care and attention by pedestrian. 3.9.49 One slight accident occurred when a LGV hit a cyclist from side: cause - reckless driving.

The Maultway 3.9.50 One slight accident occurred when a car mounted on pavement while taking ‘U’ turn and hit a pedestrian: cause - lack of due car and attention and kerb/ footway mounting by driver. 3.9.51 One serious accident occurred when a car hit a cyclist at junction while turning: cause - lack of due care and attention by the driver.

Upper Chobham Road 3.9.52 One slight accident occurred when a cyclist was suddenly stopped by a pedestrian causing him to fall off his bike: cause - sudden braking. 3.9.53 One slight accident occurred when a pedestrian suddenly ran into the path of a moving vehicle: cause - lack of due care and attention by pedestrian. 3.9.54 One serious accident occurred when a cyclist collided with a car: cause - unknown.

Wharf Road 3.9.55 One slight accident occurred when a cyclist collided with a car: cause - unknown.

Conclusions 3.9.56 Analysis of the accidents listed above indicates that there are specific accident patterns or trends at some locations within the accident assessment area, notably: • Gapemouth Road and Gole Road - the PIAs occurred on road bends, and generally occurred due to wet or icy road conditions and/ or speeding. The roads are enclosed by dense tree vegetation which cuts out natural light and provides habitats for wildlife, which is also reflected as a cause for accidents.

• Red Road - speeding resulting in careless driving has been identified as major factor for the road accidents. 3.9.57 The development will increase the volumes of traffic using each of these links. It is therefore proposed to bring forward potential mitigation schemes at each of the locations in consultation with SCC at appropriate times. 3.9.58 Other clusters within assessment area don’t have any specific accident pattern or trend. 3.9.59 The accident record of vulnerable road users indicates that careless movements around the roadway by pedestrians and cyclists is major cause for these accidents, as is driving without due care and attention, which do not warrant specific highway improvements.

3.10 Base Traffic Flow Data 3.10.1 As part of the development of the TA and in order to understand existing traffic conditions within the area, AMEC commissioned Sky High Traffic Surveys consultancy, to undertake a series of traffic counts within the area. These traffic surveys were undertaken at the following locations in May 2011: • Automatic Traffic Counts (ATCs) (from 18 May 2011 to 31 May 2011);

• Red Road (east of B3015/ B311);

• Old Bisley Road (between Holly Avenue and Fern Close);

• Deepcut Bridge Road (south of Blackdown Road);

• Deepcut Bridge Road (south of Lake Road);

• Lake Road (west of Bellew Road);

• Manual Classified Traffic Turning Counts (18 May 2011);

• M3 Junction 3;

• M3 Junction 4;

• A30/ A325/ B3015;

• A322/ A319/ B311;

• Red Road/ Lightwater Road;

• Red Road/ MacDonal Road;

• B3015/ B311;

• B3025/ Old Bisley Road;

• Upper Chabham Road/ Old Bisley Road;

• A325/ B311;

• B3015/ Blackdown Road;

• B3015/ Brunswick Road;

• B3015/ Lake Road;

• B3015/ Guildford Road;

• B3012/ B3411;

• A325/ B3411; and

• A324/ B3012. 3.10.2 It should be noted that the M3 Junction 3 and A322/ A319/ B311 junctions were both resurveyed in July 2011 due to a traffic incident on Bagshot Road in the PM peak requiring rerouting of vehicles, which would have had an impact on traffic flows at the junctions. 3.10.3 The traffic survey data is provided in Appendix D, and network diagrams of the peak hour vehicle flows are provided as Figures 3.7 (AM peak hour) and 3.8 (PM peak hour).

3.11 Existing Link Capacity Assessment 3.11.1 A capacity assessment of the existing highways network in the AM and PM peak hours has been undertaken based on the traffic counts undertaken at the locations set out in section 3.10. The AM and PM peak hours have been identified as 08:00 to 09:00 and 17:00 to 19:00 respectively. 3.11.2 The AM and PM peak 2011 capacity assessments are set out in Tables 3.10 and 3.11 respectively.

Table 3.10 2011 Link Capacity Assessment AM Peak

Width One Way Highest Link Link Name Class Lanes Estimate Capacity Directional Capacity No. (m) (veh) Flow (veh)

1 A322 north of M3 Junction 3 UM 2 in each direction 14.00 4,000 2,872 72%

2 A322 (between M3 Junction 3 and A319) UM 2 in each direction 18.00 4,000 1,138 28%

3 Bagshot Road (A319) UAP2 1 in each direction 7.33 1,476 991 67%

4 A322 south of A319 UAP1 1 in each direction 7.55 1,644 1,035 63%

5 Red Road (B311) (between A322 and Lightwater Road) UAP2 1 in each direction 8.55 1,722 709 41%

6 Lightwater Road (north of Red Road) UAP3 1 in each direction 5.80 856 514 60%

7 Red Road (B311) between Lightwater Road and McDonald Road UAP2 1 in each direction 7.80 1,571 1,258 80%

8 McDonald Road (north of Red Road) UAP3 1 in each direction 6.70 1,102 164 15%

9 Red Road (between McDonald Road and The Maultway) UAP2 1 in each direction 7.70 1,551 1,217 78%

10 The Maultway (between Red Road and A30) UAP2 1 in each direction 6.31 1,055 531 50%

11 Upper Chobham Road (west of The Mualtway) UAP3 1 in each direction 5.92 873 614 70%

12 The Maultway (between Red Road and Old Bisley Road) UAP2 1 in each direction 6.74 1,258 762 61%

13 Old Bisley Road (between Maultway and Upper Chobham Road) UAP3 1 in each direction 6.02 888 299 34%

14 Deepcut Bridge Rd (between Old Bisley Road and Alma Dettington ) UAP3 1 in each direction 6.60 1,085 557 51%

15 Upper Chobham Road (north of Old Bisley Road) UAP3 1 in each direction 6.20 915 561 61%

16 Chobham Road (between Upper Chobham Road and A325) UAP3 1 in each direction 6.40 1,052 668 63%

17 Deepcut Bridge Rd (between Alma Dettington and Blakedown Road) UAP3 1 in each direction 6.80 1,181 565 48%

18 Blakedown Road (east of Deepcut Bridge Road) UAP3 1 in each direction 6.70 1,102 72 7%

19 Blakedown Road (west of Deepcut Bridge Road) UAP3 1 in each direction 7.40 1,381 71 5%

Table 3.10 (continued) 2011 Link Capacity Assessment AM Peak

Width One Way Highest Link Link Name Class Lanes Estimate Capacity Directional Capacity No. (m) (veh) Flow (veh)

20 Deepcut Bridge Road (Deepcut Village) UAP3 1 in each direction 7.20 1,282 625 49%

21 Brunswick Road (east of Deepcut Bridge Road) UAP3 1 in each direction 7.20 1,282 154 12%

22 Deepcut Bridge Road (between Brunswick Road and Lake Road) UAP3 1 in each direction 7.60 1,538 626 41%

23 Deepcut Bridge Rd (between Lake Road and Guilford Road) - Bridge UAP3 1 in each direction 5.10 710 258 36%

24 Guildford Road (east of Deepcut Bridge Road) UAP2 1 in each direction 6.30 1,167 468 40%

25 Guildford Road (west of Deepcut Bridge Road) UAP2 1 in each direction 5.85 978 280 29%

26 Gole Road (west of Dawney Hill) UAP3 1 in each direction 6.40 1,052 662 63%

27 Conought Road (east of Dawney Hill) UAP3 1 in each direction 6.50 1,069 570 53%

28 Dawney Hill (couth of Gole Road) UAP2 1 in each direction 5.75 961 447 47%

29 Bellew Road (between Lake Road and Existing Site Access) UAP2 1 in each direction 7.90 1,591 53 3%

30 Lake Road (between Bellew Road and Wharf Road) UAP2 1 in each direction 7.70 1,551 499 32%

31 Wharf Road (east of Frimley Green Road) UAP2 1 in each direction 7.30 1,470 609 41%

32 Frimley Green Road (north of Wharf Road) UAP2 1 in each direction 7.90 1,591 587 37%

33 Sturt Road (south of Frimley Green Road) UAP2 1 in each direction 7.75 1,561 806 52%

Table 3.11 2011 Link Capacity Assessment PM Peak

Width One Way Highest Link Link Name Class Lanes Estimate Capacity Directional Capacity No. (m) (veh) Flow (veh)

1 A322 north of M3 Junction 3 UM 2 in each direction 14.00 4,000 2,737 68%

2 A322 (between M3 Junction 3 and A319) UM 2 in each direction 18.00 4,000 1,461 37%

3 Bagshot Road (A319) UAP2 1 in each direction 7.33 1,476 776 53%

4 A322 south of A319 UAP1 1 in each direction 7.55 1,644 986 60%

5 Red Road (B311) (between A322 and Lightwater Road) UAP2 1 in each direction 8.55 1,722 832 48%

6 Lightwater Road (north of Red Road) UAP3 1 in each direction 5.80 856 291 34%

7 Red Road (B311) between Lightwater Road and McDonald Road UAP2 1 in each direction 7.80 1,571 853 54%

8 McDonald Road (north of Red Road) UAP3 1 in each direction 6.70 11,02 206 19%

9 Red Road (between McDonald Road and The Maultway) UAP2 1 in each direction 7.70 1,551 606 39%

10 The Maultway (between Red Road and A30) UAP2 1 in each direction 6.31 1,055 606 57%

11 Upper Chobham Road (west of The Mualtway) UAP3 1 in each direction 5.92 873 553 63%

12 The Maultway (between Red Road and Old Bisley Road) UAP2 1 in each direction 6.74 1,258 630 50%

13 Old Bisley Road (between Maultway and Upper Chobham Road) UAP3 1 in each direction 6.02 888 191 22%

14 Deepcut Bridge Rd (between Old Bisley Road and Alma Dettington ) UAP3 1 in each direction 6.60 1,085 474 44%

15 Upper Chobham Road (north of Old Bisley Road) UAP3 1 in each direction 6.20 915 346 38%

16 Chobham Road (between Upper Chobham Road and A325) UAP3 1 in each direction 6.40 1,052 575 55%

17 Deepcut Bridge Rd (between Alma Dettington and Blakedown Road) UAP3 1 in each direction 6.80 1,181 466 39%

18 Blakedown Road (east of Deepcut Bridge Road) UAP3 1 in each direction 6.70 1,102 64 6%

19 Blakedown Road (west of Deepcut Bridge Road) UAP3 1 in each direction 7.40 1,381 61 4%

20 Deepcut Bridge Road (Deepcut Village) UAP3 1 in each direction 7.20 1,282 477 37%

Table 3.11 (continued) 2011 Link Capacity Assessment PM Peak

Width One Way Highest Link Link Name Class Lanes Estimate Capacity Directional Capacity No. (m) (veh) Flow (veh)

21 Brunswick Road (west of Deepcut Bridge Road) UAP3 1 in each direction 7.20 1,282 117 9%

22 Deepcut Bridge Road (between Brunswick Road and Lake Road) UAP3 1 in each direction 7.60 1,538 478 31%

23 Deepcut Bridge Rd (between Lake Road and Guilford Road) - Bridge UAP3 1 in each direction 5.10 710 185 26%

24 Guildford Road (east of Deepcut Bridge Road) UAP2 1 in each direction 6.30 1,167 367 31%

25 Guildford Road (west of Deepcut Bridge Road) UAP2 1 in each direction 5.85 978 246 25%

26 Gole Road (west of Dawney Hill) UAP3 1 in each direction 6.40 1,052 474 45%

27 Conought Road (east of Dawney Hill) UAP3 1 in each direction 6.50 1,069 439 41%

28 Dawney Hill (south of Gole Road) UAP2 1 in each direction 5.75 961 377 39%

29 Bellew Road (between Lake Road and Existing Site Access) UAP2 1 in each direction 7.90 1,591 75 5%

30 Lake Road (between Bellew Road and Wharf Road) UAP2 1 in each direction 7.70 1,551 438 28%

31 Wharf Road (east of Frimley Green Road) UAP2 1 in each direction 7.30 1,470 510 35%

32 Frimley Green Road (north of Wharf Road) UAP2 1 in each direction 7.90 1,591 689 43%

33 Sturt Road (south of Frimley Green Road) UAP2 1 in each direction 7.75 1,561 730 47%

486000 487000 488000 489000 490000 491000 492000 493000 494000 495000 496000 Key: Fatal traffic accident 164000 164000

Serious traffic accident N Slight traffic accident 163000 163000 162000 162000 161000 161000 160000 160000 159000 159000 158000 158000

157000 157000 0 500 1,000 Metres Scale: 1:35,000 @ A3 H:\MOD Projects\#MOD Subfiles\22729 - DTR Package 2\22729-23 Deepcut disposal\2011\Baseline Data\Accident Data\22729-L742 Figure 3.6.mxd Deepcut Princess Royal Barracks Planning Application Transport Assessment 156000 156000

Figure 3.6 Accident Locations

155000 155000 May 2012 22729-L742 browj 486000 487000 488000 489000 490000 491000 492000 493000 494000 495000 496000 Based upon the Ordnance Survey Map with the permission of the Controller of Her Majesty's Stationery Office. © Crown Copyright. 100001776 Defence Infrastructure Organisation Deepcut Princess Royal Barracks Planning Application Transport Assessment

Figure 3.7 AM Peak Hour Traffic Flows (Observed)

May 2012 22729-L723.ai smitv Defence Infrastructure Organisation Deepcut Princess Royal Barracks Planning Application Transport Assessment

Figure 3.8 PM Peak Hour Traffic Flows (Observed)

May 2012 22729-L724.ai smitv

4. Development Proposals

4.1 Introduction to the Development Proposals 4.1.1 The redevelopment of PRB at Deepcut proposes a range of carefully located land uses in order to create a balanced, sustainable and community with a strong heart that is integrated with the existing population of Deepcut (paragraph 4.2, Deepcut SPD). These include retail, education and health sites for facilities such as the foodstore, primary school and nursery as well as quality new housing, attractive public open spaces, community facilities and allotments, informal and formal children’s play spaces, a residential care home site and strategic landscape elements such as SANGS and ANGSt. 4.1.2 The location of land uses is based upon an understanding of the site’s surrounding local context and opportunities and constraints, combined with ‘The Deepcut Place Concept’ (paragraph 4.3, Deepcut SPD) and sustainable development principles based around five minute (400 m) walking distances from homes to local facilities. 4.1.3 The proposed land uses create an integrated development and landscape form throughout the site. The scheme is based around a strong village heart that connects St. Barbara’s Church, the new primary school and nursery and Church Park to the new village centre along Deepcut Bridge Road. The new village centre also connects to a series of key elements within the proposed scheme, such as the foodstore to the north, a network of green open spaces, the Basingstoke Canal and high quality, surrounding residential streets.

4.2 The Scheme Proposals

Introduction 4.2.1 The hybrid planning application boundary for PRB covers a total site area of 114.32 hectares. The masterplan for the site is presented as Figure 4.1. The detail of the scheme proposals is presented in paragraphs 4.2.2 to 4.2.25 respectively.

Residential Development

Main Housing Areas 4.2.2 The illustrative masterplan (Figure 4.1) proposes up to 1200 new homes on a total land area of 114.32 ha at an average density of in the order of 30 dph. The majority of proposed new housing, as set out in the Deepcut SPD, is within the main barracks area to the east of Deepcut Bridge Road, with a focus on new family homes. This linear, central neighbourhood connects to a series of smaller, new housing areas to the north of the site adjacent to the proposed sports hub and northern edge of Dettingen Park and to the west of Deepcut Bridge Road in the western area. Each residential area is

connected by a permeable and accessible network of green open spaces and corridors, quality streets and rural lanes. 4.2.3 The design of new homes promotes Deepcut’s rural village identity and character with a development form that allows for flexibility and a quality housing type and tenure mix, which will include a significant percentage of family homes and affordable housing. A mix of one, two, three and four bedroom homes will be included as appropriate in each character area of the scheme based upon the landscape form and density of the location.

Specialist Housing 4.2.4 At least 10% of homes will be designed as life-time homes as highlighted in the Deepcut SPD (paragraph 7.55). These will be readily accessible and usable by the disabled and elderly or capable of adaptation for such uses. 4.2.5 Up to 35% of the total number of new homes proposed within the development will be affordable. These homes will be located throughout the site. Outdoor amenity space is to be provided for all affordable homes alongside adequate garden space for private play and recreation.

Retained Community Facilities 4.2.6 The listed St Barbara’s Church is retained and its setting improved, alongside a proposed church park, churchyard/ cemetery extension, landscape improvements and a new car parking area accessed from within the site. The Grade II Listed Building will be retained for its faith function as well as other extended community roles and uses (paragraph 5.45, Deepcut SPD). A new church hall is to be provided to the east of the church.

New Community Facilities 4.2.7 A range of community facilities and opportunities for local employment are provided within the scheme to support the new residents. The location of these proposed facilities is supported by the Deepcut SPD (paragraph 7.59, Deepcut SPD), ‘The Deepcut Place Concept’ and their key characteristics and spatial design principles by the character areas identified in the Deepcut SPD (paragraph 4.3 and 6.1). The community facilities include the following: • A two form entry primary school and adjoining nursery;

• A foodstore;

• Three new shops and rear servicing/ parking area, a library space, visitor information desk, police desk;

• A health centre;

• A new church hall;

• A public house located on the village green;

• A village green, church park and network of public open spaces;

• A sports hub, pitches and new pavilion;

• Informal and formal children’s play areas;

• SANGS; and

• Community allotments. 4.2.8 The key pieces of local community infrastructure are described in paragraphs 4.2.10 to 4.2.25 respectively.

Local Village Centre and Shops 4.2.9 The proposed local centre is the focal point for the new neighbourhood, which compliments the existing commercial uses located along Deepcut Bridge Road and creates a distinct identity and area of vibrancy and activity for Deepcut. This central area is within easy walking distance (5-10 minutes) for most new and existing residents of Deepcut and provides access to basic amenities and local services to meet the needs of local people, whilst promoting non-car based movement. The village centre is located along Deepcut Bridge Road in order to maximise the passing trade to support the facilities, draw people into the site and to express this area as a key place within the overall settlement structure. This is expressed through its location opposite the community heart that includes St Barbara’s Church, the new church park and existing retail uses. 4.2.10 The new local village centre consists of a parade of three shops and local facilities. These include a health centre that overlook and enclose the northern edge of the church park and Deepcut Bridge Road to create a strong focal area for Deepcut village. 4.2.11 Parking spaces are provided to the front of these shop units and the health centre. However, the majority of car parking and servicing is contained to the rear of these buildings (in line with parking standards) and co-located with other facilities parking to form a main visitor parking area within a courtyard. A number of footpaths connect from the courtyard parking area to Deepcut Bridge Road and the new church park.

Two Form Entry Primary School and Nursery 4.2.12 A new two form entry primary school is proposed on a site located centrally within the scheme adjacent to the new village centre and church park. The location of these uses ensures that the maximum numbers of residents are within a five minute walking distance and that the school contributes to the life and activity at the heart of the new and existing community. A separate nursery is also proposed adjacent to the primary school site area to the north, fronting the village centre. The nursery will be located in order to provide an activity hub that integrates with the local centre, overlooking the church park. The primary school site will also accommodate a Multi-Use Games Area (MUGA) of 1,200 m² which is envisaged to be accessible to the public out of school hours. 4.2.13 It is important that the pedestrian entrance and majority of the built form of the primary school is located to the south-west corner of the school site, close to the village centre and fronting onto the church park and accessible green corridors that connect into the surrounding residential areas. The school drop off area is proposed

adjacent to the green corridor, along the southern boundary of the site. This corridor provides a safe and accessible route to school and accommodates the car parking spaces. The outdoor play areas for the school and nursery site are contained to the rear of the buildings and retain a number of mature trees. This area is enclosed by the backs of new housing and gardens around its perimeter, which creates a safe and enclosed space which does not require high fences onto surrounding residential streets.

Foodstore 4.2.14 SHBC’s Core Strategy seeks improved retail, which is supported by the Deepcut SPD (paragraph 7.57 Deepcut SPD). The proposed foodstore has purposefully been located at a highly accessible gateway location within the centre of Deepcut village. An attractive building frontage onto this main route is important in order to set the quality of the development and the approach into the centre of Deepcut village. The foodstore is located to the north of the proposed village centre on the corner of Newfoundland Road and Deepcut Bridge Road. The foodstore will contribute to the heart of the new settlement and is within a 10 minute walking distance for the majority of new residents and the existing community of Deepcut village and Dettingen Park. The retail site accommodates an appropriately scaled building footprint of 1,400 m² net. The new foodstore will encourage sustainable shopping patterns and is envisaged to meet local needs and not compete with larger stores located in Frimley Green. The store will enable people within the village to undertake some of their weekly shops but is not of a size to attract people away from larger foodstores elsewhere and into the village. 4.2.15 The foodstore will be visible from Deepcut Bridge Road which will assist in supporting its commercial viability. The foodstore building is located to the western part of the retail site in order to front the main entrance onto Deepcut Bridge Road and create a landmark building. It is envisaged that the building will be two storeys with an attractive, low level roofscape and architectural detail, around the main entrance, with the main shop area glazed and frontage onto Deepcut Bridge Road. 4.2.16 The foodstore is accessible to vehicles from a new roundabout along Deepcut Bridge Road and a new secondary road into the site to the south of the foodstore. This secondary road connects into the proposed development and forms the access point into the proposed foodstore car park and servicing area to the south and east of the building. 4.2.17 The service yard for the foodstore is proposed to the east of the building, screened by woodland planting along the eastern and northern edge of the retail site to ensure a sensitive design to neighbouring buildings of merit such as the retained HQ of Director of Logistics building and Alma House, a locally listed building outside of the application boundary to the north of the foodstore site (paragraph 7.50 Deepcut SPD). Service vehicles are proposed to access the foodstore via the new roundabout, connecting to Deepcut Bridge Road. 4.2.18 The retail site is close to existing public transport routes along Deepcut Bridge Road and the proposed new bus route within the site.

Public House 4.2.19 A site for a new village pub is proposed to the south-west corner of the site, overlooking the village green. The pub site is located in order to provide an activity node to the south-eastern edge of the village green and to incorporate a contemporary interpretation of traditional Surrey village patterns of development. The location of the new pub fronting onto the village green will provide a community focal point and provide natural surveillance of the proposed children’s play area and new village pond. The pub is located as a gateway feature along a green SUDS corridor and recreation route within the site that connects the Basingstoke Canal towpath and Frimley Lock area along a green residential street northward to the village green and wider area. 4.2.20 The pub is a well located landmark feature to promote non-car based movement, connecting into the wider public open spaces, public rights of way, public transport routes and cycling network within and surrounding the site. The proposed car parking and servicing area is accessed via Brunswick Road and is well screened by tree planting.

Public Open Space Provision 4.2.21 Public open space including formal parks and gardens, outdoor sports facilities, children’s play space, Suitable Alternative Natural Greenspaces (SANGS), Accessible Natural Greenspace Standard (ANGSt) and allotments. 4.2.22 The main public open space consists of the new church park, village green and open space adjoining the enhanced village centre along with the new Brunswick open space which forms the formal parks and gardens. Sports facilities are located together to form a ‘sports hub’ in the northern part of the development. This provides a dual-use cricket and football pitch, junior football pitches, four tennis courts, an outdoor adult gym, a Multi-Use Games Area (MUGA), a Neighbourhood Equipped Area of Play (NEAP) and a sports pavilion building with changing facilities. Various other greenspaces are proposed within the development such as the Minden Ridge open space, the Minden view green corridor and additional pocket parks to support amenity greenspace. 4.2.23 The large areas of woodland, heathland and rough grassland located in the southern part of the site parallel to the Basingstoke Canal, the centre of the site to the east of The Royal Way and the north-east area of the site which adjoins the Thames Basin Heaths SPA are retained as SANGS and ANGSt open spaces.

Children’s Play Space 4.2.24 In accordance with the Deepcut SPD and the Fields in Trust (FIT) Guidance, the proposed development delivers areas of children’s play space. This is principally provided within new open spaces and includes one combined Neighbourhood Equipped Area for Play (NEAP) and Local Equipped Area for Play (LEAP), four LEAPs and one Multi Use Games Area (MUGA).

4.3 Access and Movement Strategy

Access Strategy Principles 4.3.1 The principles that underpin the proposed access strategy for the development are:

• To provide a choice of routes into the new development from the external highway network and to avoid excessive traffic loadings at any single point;

• To ensure no more than 150 dwellings units are served by a single access point;

• To create an internal street network that maximises the opportunity for bus services and encourages the provision of attractive and sustainable public transport; • To create a fully connected internal layout that minimises barriers to walking and cycling, naturally calms traffic speeds and encourages these modes as a attractive means of travel; and • To design the streetscape and layout within residential areas as a ‘people first, car second’ environment.

Access and Movement 4.3.2 The new development at PRB is located at a point were traffic accessing and leaving the site will take several different routes, depending upon the origin and destination. It is important to minimise the impact of traffic generated through Deepcut Village Centre. In order to achieve this it is proposed to access the site via two main points at: • Brunswick Road; and

• Blackdown Road. 4.3.3 These two access points would be linked via a new secondary road through the development. 4.3.4 It would be anticipated that traffic entering/ exiting the development northbound would predominately use the Blackdown Road access. SHBC have requested that a direct link to the north is not provided as this would involve routing a road across the proposed playing fields and new sports hub facility. 4.3.5 Southbound traffic would predominately use the Brunswick Road access. This would minimise the impact of the new development on the existing village and Deepcut Bridge Road. Therefore, traffic generated by the development will not be focused on any single route, yet will be distributed over these two access points, thereby reducing the overall development impact. The new access junction on Deepcut Bridge Road would be designed to a high standard to prevent any delay to existing users, whilst promoting accessibility and visibility of the new local village centre within Deepcut. 4.3.6 It is also proposed to complete an environmental improvement scheme along Deepcut Bridge Road. This will include:

• On-street parking bays;

• Planting of street trees;

• Cycle parking; and

• Improved pedestrian facilities (benches etc.).

Street Hierarchy 4.3.7 The street network for the new development corresponds to the street hierarchy and design guidelines proposed in the SPD and comprises of the following (paragraph 5.3 and Appendix 3, Deepcut SPD): • Deepcut Bridge Road - the primary road in the village of Deepcut. This is the main vehicular access road into the site along the western boundary of the main part of the site. This road is aligned in a north-south direction through the centre of Deepcut and connects to the sports hub area to the north of the site, the proposed supermarket via a new roundabout that connects to the new secondary road and Brunswick Road to the south of the site. Deepcut Bridge Road is a main public transport route that serves a number of bus routes and stops and provides sections of designated footways and cycleways. Design proposals for Deepcut Bridge Road include environmental, safety and parking improvements alongside a new pedestrian crossing and speed reduction incentives, which will boost the regeneration and amenity value of the area. Incorporating improved surface finishes, soft landscape design, tree planting and public realm enhancements will also contribute towards creating a unique identity for the area and new village centre; • Secondary Roads - on arrival into the site, Brunswick Road (in part) serves as a secondary road to provide access to and connecting the village pub, village green, church park, the primary school, village centre, supermarket and residential areas. This road also serves as a new bus route through the site and provides a centrally located public transport hub at the village centre. The route is actively fronted by retail and community buildings and is designed with increased priority for pedestrian movement, integrating bus-friendly traffic calming features, such as raised pedestrian crossings. The carriageway width would be reduced to 6.0 m in order to aid pedestrian movement whilst continuing to serve the needs of buses. Any lengths of straight road will be traffic calmed using natural methods that utilise junctions with lower order residential streets, on-street parking, built enclosure and pinch-points to assist with pedestrian crossing. As such, the numerous junctions along this road would be detailed to break down the length of the street into short sections (no more than 50 m long) with pinch-points in the carriageway. However, the overall street will spatially read as a high quality, continuous space. This principle will be applied to all straight sections of the secondary road and it is expected that the details of these will be submitted as part of reserved matters applications. A 30 mph design speed would be applied;

• Residential Streets - the majority of the new road network at PRB will be in the form of residential streets, which serve new residential areas, up to a maximum of 400 homes, with no more than 150 homes served from a single point of access from the secondary road. Residential streets will have a soft, green character that incorporates tree planting on both sides of the street and a maximum carriageway width of 4.8 m (subject to assessment of vehicle swept paths) and are suitable for use by buses. Footways would be limited to a single side of the street and cyclists

are accommodated on the carriageways, which should adopt a number of homezone principles in addition to permeable surfaces with a natural appearance. A 30 mph design speed would be applied; • Rural Lanes - these radiate from residential streets along soft housing edges and the SANG and sports hub interface, directly serving areas of lower density, often detached housing with on-plot parking. The width of rural lanes is 3.7-4.1 m in addition to passing points, which create a varied and organic character. Rural lanes provide a soft and green interface between new housing and landscape features such as the SANG edge, mature, retained woodland areas and the new sports hub to the north of the site. The lanes will be designed to maintain vehicle movements below 20 mph and encourage pedestrians and cyclists to share the carriageway. Surface materials of the carriageway should be permeable with a natural appearance.

Sustainable Transport 4.3.8 The new development at PRB aims to create a balance between providing sustainable travel choices, accommodating additional travel demands and ensuring the safe movement of all road users. The main sustainable transport choices available for Deepcut are walking, cycling and bus.

Walking 4.3.9 Pedestrian priority links will be provided throughout the site in order to prioritise walking as a key mode of transport to all community facilities and services. The new village centre, nursery and primary school are located within an accessible walking distance for most new and existing residents of Deepcut, creating a walkable new neighbourhood and overall development. All streets will have standard footways on either side or one side of the carriageway, alongside footpaths that meander through green open spaces and SUDS corridors, connecting community facilities to residential areas. 4.3.10 Rural lanes create an on-road, informal walking route that connect to proposed footways along residential streets. Homezone design principles will be applied to a number of residential streets where the living environment will be predominant over the provision for vehicles. Vehicles will be controlled to create a safe environment through appropriate street and landscape design and highway engineering. 4.3.11 Improved pedestrian links to the Basingstoke Canal towpath will provide a high quality route for walkers that is safe, accessible and convenient. Equally, SANGS footpaths provide a key recreation opportunity for the residents of Deepcut and visitors that connect into the new local centre, Deepcut village the open space network within the site and wider network of paths in the hinterland area. 4.3.12 A high standard pedestrian/ cycle route would be provided on the northern edge of the army training facility on the west side of Deepcut Bridge Road to link directly to Tomlinscote School.

Cycling 4.3.13 New places within the proposed development will be well designed in order to provide convenient and accessible pedestrian and cycle movement without compromising safety and security. The development achieves safer access and movement by ensuring that all routes are direct, overlooked and lead to where people want to go. All pedestrian and cycle routes off the street network are as direct and as wide as possible and overlooked by surrounding buildings and public open spaces. 4.3.14 Brookwood Station lies within a reasonable cycling distance and it has been agreed to provide a high quality cycle route between the two sites (along the canal) and increase on site cycle parking. A frequent bus service will also run between the site and Brookwood Station.

Public Transport 4.3.15 The bus routes that serve Deepcut and PRB will be enhanced through the improvement of the existing route and the provision of new routes. These improvements will include both service and infrastructure provision. All improvements will be sustainable and meet the needs of the Deepcut community. 4.3.16 In accordance with the overall sustainability objectives of the development, it is intended that the site layout will be optimised so that no part of the scheme will be more than 400 m from a bus stop. Accordingly, the proposed secondary road through the development will be designed to accommodate a new bus service, with provision for high quality bus stops located at regular intervals. 4.3.17 It is anticipated that the new bus service will focus around the village centre, with a new transport hub provided within the area. The routes would radiate from this location to provide a suitable level of service provision to all areas of the development.

4.4 Parking Strategy 4.4.1 Provision for parking needs to be well designed and integrated into the form of the development in order to ensure that parked cars do not dominate the layout of the street scene. 4.4.2 It is intended that car parking for/ within the development will be in accordance with Surrey Country Council parking guidance (paragraph 7.41, Deepcut SPD).

Residential Car Parking 4.4.3 Residential Car Parking guidance is currently being reviewed nationally. As the redevelopment of Deepcut is a long terms scheme it is important not to be restrictive but to abide by appropriate policies at the time of delivery. As described in this document, discussions will be ongoing with SCC as to the exact level of car parking provision within the site. 4.4.4 The range of proposed parking options to be used within the development includes:

• On street - unallocated parking parallel or perpendicular to the carriageway to supplement off-road alternatives;

• Housing squares - parking arranged around landscaped area where streets meet;

• On plot - carefully designed driveways and garages can minimise the visual impact of on-plot parking, which is generally the most popular type of parking; and • Rear courts - private parking to the rear of homes in shared semi-private courts, which are most successful when limited to a maximum of 10 homes. 4.4.5 The details of applying these parking options are envisaged to be submitted as part of reserved matters applications once the exact form of housing types has been developed.

Community and Mixed Use Parking 4.4.6 Provision of car parking for all other land uses within the site will also be in accordance with SCC adopted car parking standard. Car parking provision will be based upon allocations per square metre of development. It is intended to create a single rear car park area to serve the new village centre in order to minimise the need to travel to different uses within this area and to provide the greatest flexibility of the car parking area.

Cycle Parking 4.4.7 Cycle prioritisation is seen as a key component of the proposed development in order to enable the choice of cycling for local journeys over use of the car. 4.4.8 Each mixed use facility, residential unit and bus stop will provide cycle parking in positions which are more easily accessed than the car parking to encourage and promote the use and priority of the bicycle locally, linked to public transport for longer journeys. 4.4.9 Cycle parking is to be provided throughout the development in order to include a minimum requirement of one secure space per home. New apartments will provide integral secure facilities within the buildings. In addition, attractive cycle stands will be provided within the main public open spaces such as the village green, the local village centre and the supermarket.

4.5 Summary of Key Development Proposals Used in Evaluation 4.5.1 There is a high diversity of facilities being provided within the development site. For simplicity and the ability to focus upon the key peak hour travel generators, the following main uses have been used to develop the traffic generations from the site. All of the other uses are considered ancillary and have such low peak hour generations as to be inconsequential to the overall development proposals.

Central SANGS

Southern SANGS Basingsto ke Canal

0 m 400 m

Scale 1:7,500 @ A3

Key Existing school Infrastructure Park Defence Infrastructure New Primary school/nursery SNCI boundary Woodland/ Organisation Application site boundary open space Existing community hall and Village green Deepcut Princess Royal Barracks Deepcut Bridge Road new located library Planning Application Sports hub Transport Assessment Existing road Existing retail / commercial area along DBR SANGS Figure 4.1 New secondary road Strategic Masterplan New retail/pub SANGS link Local access streets New church hall Community allotments Retained buildings

Care home Main green links July 2012 New housing 22729-L716a.ai smitv

Based upon the Ordnance Survey Map with the permission of the Controller of Her Majesty’s Stationery Office. © Crown Copyright. 100001776.

5. Summary of Framework Travel Plan

5.1 Introduction 5.1.1 A Framework Travel Plan (FTP) designed as an outline document providing a range of measures, which will support and facilitate sustainable travel choices within a new development. The primary ethos is to influence design and facilitate an environment where users of the site choose sustainable travel modes over single occupancy vehicle (SOV). 5.1.2 The FTP covers all the land use proposals identified for the PRB site and will form the basis for the full Travel Plan that will be required prior to the commencement to development, the timetable for which will be set out within the Section 106 agreement. The FTP has been prepared using information from the TA and based on discussions held with local highway authority officers, and on the SCC Guidance ‘Travel Plans Good Practice Guide’. 5.1.3 The FTP is submitted as a separate document, which should be read in conjunction with this TA. A brief overview of the key points are summarised below.

5.2 Travel Plan Objectives and Targets

Objectives 5.2.1 The FTP is focused upon achieving a number of key objectives, which are identified as follows: 1. Reduce the volume of car traffic generated by the development, particularly single occupancy vehicles (SOV); 2. Reduce the need to travel from the development; and 3. Increase the use of cycling, walking and public transport for journeys to and from the site, thereby encouraging healthier living.

Targets 5.2.2 Targets for the site should help achieve and be related to each of the numbered objectives. Targets are usually based on the results of a travel survey of occupants, and in this case have been based on the multi modal count survey undertaken of the Alma Dettinghen site for the purpose of this TA, and reported in the TRICS database. Targets for the other land uses have not been set at this stage.

5.3 Travel Plan Measures

Coordination 5.3.1 A Travel Plan Coordinator (TPC) will be identified, who is responsible for developing the Travel Plan and working with all occupants and transport operators and suppliers to facilitate opportunities to make sustainable travel choices. It is proposed that the TPC role will be undertaken by an appropriate member of staff. This person will be identified by the site developer. Ideally this would be a member of the sales team, based on site, or a staff member who can use a site based office. This should be in place for the duration of the construction period, or until such time that the role becomes obsolete.

Physical Measures 5.3.2 Physical measures are an essential part of any development. There is a commitment on behalf of the applicants that all on-site transport infrastructure will be designed to the latest guidance, ensuring suitable provision for pedestrians, cycling, and public transport access.

Pedestrian and Cycle Infrastructure 5.3.3 Provision for pedestrians and cyclists will be an integral part of the design for the development and will be designed to a high standard with good lighting. Walking and cycling is anticipated to be the main mode of travel for journeys within the new development and to existing facilities within the vicinity. 5.3.4 The following measures will be included:

• An extensive network of share use walking and cycling routes within the site which connect to the external network;

• Appropriate signage will be provided indicating local destinations from the site along the routes radiating from the development boundary;

• Home Zone design principles will be applied to the residential priority streets where the living environment will be predominant over provision for traffic; • All housing will be located within a walking distance of the Neighbourhood Centres; and • The primary school is located centrally to the main catchment areas for those schools to promote sustainable access. 5.3.5 Cycle parking will be in accordance with SCC standards and provided at key local points, providing the following:

• Cycle parking for each dwelling which is protected from the weather; and

• Secure, covered cycle parking within public open spaces and employment areas. 5.3.6 In order to facilitate pedestrian accessibility around the site the following upgrades in accessibility are proposed to be provided in the immediate area of the Site:

• Improved pedestrian crossing on Deepcut Bridge Road;

• Improved pedestrian route to Tomlinscote School; and

• Improved pedestrian crossing and links to the Basingstoke Canal. 5.3.7 Figure 5.1 presents these external Cycle Pedestrian Routes on a map base. 5.3.8 It is intended that cycle routes to the following will be provided to encourage the use of cycling as an realistic alternative to the use of the private car for many local trips: • Tomlinscote School (the identified Secondary School);

• Basingstoke Canal;

• Brookwood Station; and

• Surrounding Local/ District Centres.

Bus Services and Infrastructure 5.3.9 There will be opportunity to route bus services through the site, and in accordance with national policy and the overall objectives for the scheme, all residential properties will be within 400 m of a bus stop. Accordingly, the main residential access roads will be designed as bus routes with provision for bus stops being made at suitable intervals. 5.3.10 Two bus routes have been identified as integral to the development, as follows:

• Route 1 - Farnbourgh to Camberley via Deepcut; and

• Route 2 - Woking to Deepcut via Brookwood Station. 5.3.11 Figure 5.2 presents these potential bus routes on a map basis. 5.3.12 Discussions are ongoing with SCC regarding the provision of appropriate bus services that would be required as part of the development and will be concluded as part of the Section 106 negotiations. 5.3.13 It is intended to provide high quality DDA compliant bus stops throughout the site. The stops would generally include the following: • Installation of high quality bus shelters (with at minimum lighting, seats and passenger information panels); • If new bus stops are needed, new bus stop poles/ flags/ timetable frames to SCC standards at the site and at key locations and along bus routes where passengers would be expected to catch buses to the development site;

• Raised access kerbs should be installed, providing level access for passengers boarding or alighting the buses;

• Have an associated maintenance and cleaning programme so the stops do not fall below the required standard;

• Safe, well lit and level pedestrian routes to the bus stops, including suitable points to cross the highway; and • Appropriate traffic management to prevent illegal parking at the bus stops i.e. Clearway Orders. 5.3.14 Consideration will be given to the following in agreement with SCC: • Investigation into the need and provision of Real Time Passenger Information (RTPI) displays at shelters/ stops serving the development site and potentially other key local sites if required; • Investigation into the need and provision of reviewing with the operator the need for buses with RTPI facilities to operate to the site if required; • Investigation into the need and provision of multi modal bus and rail real-time information via a media broadcast type RTPI display within development site if required; and • Investigation into the need and provision of RTPI SMS bus stop plates along real time equipped routes within surrounding 'commuting/ access' area to sites if required.

Car Share Infrastructure 5.3.15 It is accepted that the private car will remain the only viable form of transport for certain journeys. However, car sharing will be encouraged and dedicated car share spaces will be provided within the retail and education areas to encourage those for whom this is a feasible option. These spaces will be positioned in favourable locations and be available for car sharers only. The management of these spaces will be the responsibility of each on-site organisation.

Information Communication Technology (ICT) 5.3.16 ICT will be designed into the development to encourage home working via broadband and flexible layouts, and to ensure that commercial elements of the site have access to video conferencing.

Car Club 5.3.17 A ‘car club’ provides its members with flexible access to the ‘hire’ of a car club vehicle. Car club vehicles are parked in reserved parking spaces, close to homes and/ or workplaces and can be used, and paid for, on an hourly, daily or weekly basis. 5.3.18 The opportunity to locate one or more car clubs within the site will be investigated by the TPC with car club operators who would be willing to locate in the development to identify the commercial viability of such a scheme.

Electric Vehicle Charging Points 5.3.19 The European Renewable Energy Directive (RED) requires the UK to source 10% of transport energy from renewable sources by 2020. Whilst biofuels are expected to form the major contribution to this target, Electric Vehicles (EVs) will also play a part.

To facilitate this, it is anticipated that recharging infrastructure will be included as standard in increasing numbers of domestic, workplace and retail developments. 5.3.20 The following provision for the development is proposed: • Dwelling units with garages to have a standard 32 amp single phase socket fitted at an appropriate height and location within a garage (advice on appropriate location to be sought from a supplier of plug-in units, such as Chargemaster); • Dwelling units without a garage to have an outdoor standard 32 amp single phase socket where feasible (advice on appropriate location to be sought from a supplier of plug-in units, such as Chargemaster); and • A maximum of 120 homecharge units (10% of 1,200 dwellings) to be made available to householders who demonstrate a valid requirement for regular personal use of the technology, or financial assistance to join the POLAR scheme up to the plug-in unit value of £500.

Influencing Travel Behaviour Measures

Pedestrian and Cycle Strategy 5.3.21 In addition to the measures listed above, a range of other cycle and walking specific measures will be designed and implemented within the site, including:

• Cycle and local walking maps to be provided in each residential welcome pack and available to the retail employers for dissemination to employees, and to the school;

• Arrangement of a discount scheme with local cycle shops site occupants;

• Cycle demonstrations on site by bicycle providers and a Bicycle User Group (BUG) would also be established on site by the TPC if deemed appropriate by users; and

• Regular promotion of walking and cycling via short term schemes, such as a Cycling Challenge or Pedometer Challenge would be undertaken via the TPC.

Public Transport Strategy 5.3.22 There are numerous ways that public transport will be promoted, including:

• Working with SCC and the local bus operator, the TPC will identify what specific advice and publicity is required to promote the existing services and how to get to useful destinations by bus; and

• Dissemination of local rail and bus timetable information, made available within the residents welcome pack, and in the neighbourhood centre, retail and at the school.

Car Share Strategy 5.3.23 It is proposed to promote the Surrey Car Share Scheme, accessed via https://surrey.liftshare.com/default.asp.

5.3.24 Regular marketing campaigns will be developed via the TPC to encourage people to share their journeys.

Personalised Travel Planning 5.3.25 PTP is an essential part of any TP to ensure maximum success. It is envisaged that the TPC will meet with all new occupants and discuss travel options and choices. This will include where key facilities are located, how to access public transport services, identification of safe routes to school and other essential information.

Travel Information 5.3.26 The provision of information to residents on bus and rail services, cycle routes and the car share scheme prior to occupation can help influence the choice of travel mode. 5.3.27 A comprehensive standalone Smarter Travel Information Leaflet bespoke to the development will be produced which will include walking and cycling routes to key destinations, bus service routes and the locations of bus stops, bus and rail timetable information, car share and local taxi information. This will be supported by a full range of information on the development website, or a sub website which will be maintained in the medium term from start of marketing. SCC’s templates will be followed for both.

Promotion and Marketing 5.3.28 In addition to travel information, the TPC would be expected to increase awareness of sustainable travel amongst residents and the benefits that could be afforded by alternatives such as car sharing, public transport or cycling. 5.3.29 The following are proposed as part of this TP: • Promotion of national events such as Car Share Day, Bike to Work Month and Walk to Work Day; • Continuous promotion of the TP; and

• Public transport weekends/ bike rides.

5.4 Monitoring and Review

Monitoring 5.4.1 An initial travel survey will be undertaken at an appropriate point in the construction and occupation programme of the development. It is envisaged that monitoring will begin on the first anniversary of the initial occupation and will continue annually for five years following the occupation of 80% of the development. The results of the periodic monitoring will provide a baseline against which the success of the TP can be measured.

Review 5.4.2 At agreed milestone points in the construction and occupation programme, the TP will be reviewed on the basis of the results of the monitoring surveys against the baseline data and the identified targets. Where elements of the TP are identified to be underperforming, these would need to be reviewed and revised as appropriate, for implementation by the TPC. This may include, for example, the bus timetable or routeing, means of distribution of transport information, etc. However this would only be done where another solution can be introduced and would not take place without agreement from SCC TPC.

6. Trip Generation

6.1 Introduction 6.1.1 The redevelopment of the PRB site will have two major impacts upon the local highway network. These are: • The closure of the existing Barracks will reduce the overall volume of trips upon the network as trips will no longer access the site; and • The construction of the new development will add back additional trips to the site based upon the levels and type of the new development. 6.1.2 AMEC has developed a robust methodology for the assessment of each of these impacts which will produce an overall impact figure for the development.

Summary of Trip Generation Methodology 6.1.3 In accordance with DfT guidance and in agreement with SCC and the HA, trip generation has been estimated as for the following weekday peak hour travel periods: • AM Peak 08:00-09:00; and

• PM Peak 17:00-18:00.

6.2 Existing PRB Development Traffic

Introduction 6.2.1 The existing PRB (that is due to close) does have an influence upon the surrounding highway network. Although the occupation of the site has substantially reduced over recent years, it is still a significant operation in the locality. 6.2.2 Over the next few years the military activity will reduce and the base will be decommissioned in readiness for the proposed redevelopment on the site. As such, in assessing the traffic impact of the redevelopment, the existing MOD PRB traffic needs to be removed from the baseline traffic levels. This is discussed in further detail in Chapter 9. 6.2.3 AMEC commissioned counts at all the access junctions into the PRB in 2008 and this data has been taken forward to establish the 2011 PRB existing traffic levels for use in this TA.

Existing Traffic Generation 6.2.4 There are currently three key access points into the PRB site at Deepcut that are relevant to this assessment:

• Access to the Sergeants Mess (off Bellew Road);

• Access onto the Royal Way (off Newfoundland Road); and

• Access via Brunswick Road (off Deepcut Bridge Road). 6.2.5 All three of these access points are locations where vehicles leave the local highway network and travel via a checkpoint into the base. 6.2.6 The results of the traffic counts taken at these locations are summarised in Table 6.1.

Table 6.1 Total 2010 Observed AM and PM Peak Hour Traffic for Existing PRB Development

AM Peak Hour Site Entry Total HGVs

In Out In Out

Blackdown Road (south) 5 12 1 1

Blackdown Road (north) 52 24 3 4

Brunswick Road 154 54 2 3

Total 211 89 5 8

PM Peak Hour Site Entry Total HGVs

In Out In Out

Blackdown Road (south) 9 4 0 0

Blackdown Road (north) 10 24 3 4

Brunswick Road 44 117 1 1

6.2.7 It should be noted that the PRB site is currently operating at very low level of total capacity when compared to the maximum number of military personnel that could be based there. At around 20% o9f what it could be. Therefore it should be recognised that if the military were to fully utilise this base within the existing consents, as much as five times the existing traffic could be generated from the site. In order to present a robust assessment based on the current situation, only the 2008 PRB trips as set out Table 7.1 have been used as part of the netting out process. However, the full occupation potential is a material consideration in the determination of the application.

Existing Traffic Distribution 6.2.8 The trips to and from the site had been established from the 2008 traffic counts. The next stage is to understand the distribution so these trips can be set out across the network scope of the assessment area. 6.2.9 The distribution of these trips has been based on the residential distribution methodology set out in section 8. However, for a more robust distribution, the

adjustments made in residential distribution for the travel to local rail stations has been removed and the pure journey to work data used. 6.2.10 The proportional distribution of these trips is presented within Figures 6.1 to 6.3 for the three individual PRB site access points. Figures 6.4 to 6.5 set out the AM and PM Peak existing PRB traffic across the local highways network.

Removal of Trips 6.2.11 The existing PRB trips have then been removed from the existing 2011 traffic flows. This is set out in Figures 6.6 and 6.7. This traffic provides a base case that can then be factored up to provide future year traffic flows for the area.

6.3 Proposed PRB Development Traffic 6.3.1 The following set of bullets points set out the land use development mix that has been used as part of the assessment of the proposed PRB development traffic. • 1,200 - residential properties;

• One primary school (420 pupils);

• Supermarket - 1,400 m² NFA;

• Care home - 80 bedrooms;

• Nursery - 104 children;

• Local shops – 180 m² GFA; and

• Doctors’ surgery - five practicing GP’s. 6.3.2 Several elements of the proposed development have not been included in the traffic generation assessment as they generate minimal or no traffic in the AM or PM peak such the public house, sports pitches, library and community centre and SANGS land. 6.3.3 To understand the trip generating characteristics of the land uses set out in section 5.2 trip rates have been agreed with SCC and the HA. 6.3.4 For the residential element of the development it has been agreed to use the trip rates which have been calculated for the Alma Dettington residential site just to the north of the proposed PRB site. 6.3.5 The trip rates for the other land uses have been based on a TRICS assessment for site of a similar size and location to that of the elements proposed at the PRB site. These have been agreed with both SCC and the HA. TRICS outputs for each land use are provided in Appendix E. 6.3.6 Table 6.2 sets out the agreed trip rates for total vehicles, while Table 6.3 sets out the rates for HGVs.

Table 6.2 Total Vehicle Trip Rates by Land Use

AM Peak PM Peak

Development Size Arrivals Departures Arrivals Departures

Residential 1,200 houses 0.131 0.485 0.345 0.181

Primary School 420 pupils 0.376 0.278 0.003 0.019

Supermarket 1,430 m² NFA 3.612 2.179 9.090 9.119

Care Home 80 bedrooms 0.051 0.088 0.066 0.081

Nursery 104 children 0.297 0.268 0.184 0.205

Local Shops 180 m² GFA 4.943 4.520 3.707 4.000

Doctors Surgery Five GPs 5.218 2.243 2.999 4.416

Table 6.3 HGV Trip Rates by Land Use

AM Peak PM Peak

Development Size Arrivals Departures Arrivals Departures

Residential 1,200 houses 0.000 0.003 0.000 0.000

Primary School 420 pupils 0.000 0.000 0.000 0.000

Supermarket 1,430 m² NFA 0.045 0.045 0.030 0.030

Care Home 80 bedrooms 0.000 0.000 0.000 0.000

Nursery 104 children 0.001 0.001 0.000 0.000

Local Shops 180 m² GFA 0.195 0.163 0.033 0.065

Doctors Surgery Five GPs 0.000 0.024 0.000 0.240

6.3.7 The trip rates above were applied to the development land use mix and the following total traffic generation has been calculated. Table 6.4 sets out the total trip generation while Table 6.5 set out the total HGV generation for the proposed PRB redevelopment site.

Table 6.4 Total Vehicle Trip Generation

AM Peak PM Peak

Development Size Arrivals Departures Arrivals Departures

Residential 1,200 houses 157 582 414 217

Primary School 420 pupils 158 117 1 8

Supermarket 1,430m² NFA 52 31 130 130

Care Home 80 bedrooms 4 7 5 6

Nursery 104 children 31 28 19 21

Local Shops 180m² GFA 9 8 7 7

Doctors Surgery Five GPs 26 11 15 22

Total 437 784 591 413

Table 6.5 Total HGV Trip Generation

AM Peak PM Peak

Development Size Arrivals Departures Arrivals Departures

Residential 1,200 houses 0 4 0 0

Primary School 420 pupils 0 0 0 0

Supermarket 1,430m² NFA 1 1 0 0

Care Home 80 bedrooms 0 0 0 0

Nursery 104 children 0 0 0 0

Local Shops 180m² GFA 0 0 0 0

Doctors Surgery Five GPs 0 0 0 1

Total 1 5 0 2

6.3.8 The trips above represent the total internal and external vehicle trips which are predicted to be generated by the development. The trip generation calculations are set out in further detail in Appendix F.

6.3.9 Given the proposed mixed of land used within the site, and the site location, adjustments have been made to these traffic generation figures to account for the following: • Internal trips;

• Pass-by trips;

• Linked trips;

• Diverted trips; and

• Transfer trips. 6.3.10 These are discussed in turn in the following sections, followed by a section on derivation of external trips and a summary.

6.4 Estimation of Internal Trips

Introduction 6.4.1 Given the proposed mix of land uses within the site, there will be development generated trips which would have an origin and destination internal to the site, such as to the school or the supermarket. Assumptions have therefore been made for each of the land uses as to the percentage of trips that will be internal (i.e. contained within the site) and external. This section describes the methodology and assumptions.

Supermarket Trips 6.4.2 The derivation of the internal trips is based upon the principles set out in 2001 DfT Focus on Personal Travel documentation. Within this, the following information is provided which relates to retail trips: • In the AM peak hour 4% of trips relate to retail; and

• In the PM peak hour 13% of trips relate to retail. 6.4.3 Of these percentages, the following is the split relating to the type of retail they are accessing:

• 46% relates to food shopping; • 43% relates to convenience shopping; and

• 11% relates to comparison shopping. 6.4.4 The retail offer at the PRB would relate purely to food and convenience shopping, therefore all the comparison shopping trips would assume to be external.

6.5 Pass By Trips 6.5.1 Pass-by trips are defined in the DfT guidance, paragraph 4.64 as being:

“Trips that are already present on the road network directly adjacent to the points of access to the site, which will turn into the site” 6.5.2 In case of the PRB development this could relate to two trip generators within the site: the supermarket and the primary school. It relates specifically to trips that currently use Deepcut Bridge Road and would divert off this route into the site to take advantage of these facilities. A prime example of which is someone driving back from work along Deepcut Bridge Road would turn into the development to access the supermarket. 6.5.3 In terms of the primary school these will be considered within the transferred trips as this is considered to be more appropriate. 6.5.4 In terms of the retail there would clearly be an element of pass by trips wishing to access the retail development. There are however no clear guidelines as to the volume of pass by trips that relate to developments. It has been considered appropriate to use a conservative figure of 20% of the trips that are external generated trips as pass-by. 6.5.5 Although the PRB would provide adequate facilities to cater for the total food and convenience shopping element of the demand, it is recognised that human behaviour and expectation means that it is unlikely that there would be 100% use of the local facilities. The nearest alternative local facilities are some distance from the site, therefore it is considered that there would be a significant demand from on-site, and it assumed that the PRB will accommodate 50% of food and convenience shopping trips.

Primary School/ Nursery Trips 6.5.6 For the primary school it is considered a robust assessment that 14% of the trips (arrivals and departures) will be diverted from other local primary schools. Once the 14% of diverted trips have been removed from the total primary school trips it is assumed that all arrivals to the site will be internal trips in the AM and PM peak, however for the departures in the AM and PM it has been assumed that 50% of the trips will be external and 50% be internal. 6.5.7 The same methodology has been used to understand the internal and external split of nursery trips.

Care Home Internal/ External Split 6.5.8 The Care Home will not have any internal trips and all trips to and from the care home will be onto the external network.

Local Shops/ GP Surgery Internal/ External Split 6.5.9 For both the local shops and GP surgery, these elements are designed to cater for the residents of the proposed PRB site and as such it has been considered that all trips to these elements are internal trips.

Residential Internal/ External Split 6.5.10 There are two possible elements relating to internal trips relating to residential properties.

• Element 1 - trips to other residential properties within development; and

• Element 2 - trips to other facilities provided within the development (such as primary school and retail facilities) 6.5.11 As it is not possible to define the quantum of internal trips to other properties (which is likely to be low in the peak periods) it is proposed to discount Element 1 from the assessment. 6.5.12 For the residential element of the development internal trips are considered to be the inverse of departures from the other land uses on site. For example the internal trips leaving the supermarket or primary school are assumed to return to the residential element of the site.

Linked Trips 6.5.13 Linked trips are defined in the DfT guidance, paragraph 4.64 as being: “Trips that have multiple destinations within the development site” 6.5.14 In the case of the PRB site this relates mainly to: • Trips that access the ancillary developments (GPs, SANGS, Library, Community Centre) on their way home (this is dealt with in internal trips); and • Trips that would access more than one of the ancillary uses, such as local shops and supermarket. 6.5.15 In these terms, therefore, the only significant linked trips would relate to the ancillary developments. As this would likely to take the form of such elements as supermarket and heath centre or supermarket and local shops and it is considered that all the ancillary facilities are considered internal trips it is proposed not to make an allowance for linked trips.

6.6 Diverted Trips 6.6.1 Diverted trips are defined in the DfT guidance, paragraph 4.64 as being: “Trips that are already present on the local road network, but not roads which have site access taken and will divert from their existing route to access the site” 6.6.2 Clearly given the nature of the development and the presence of a supermarket the development will have an element of traffic that will divert to take advantage of this facility. It is however difficult to quantify the overall quantum of this impact and therefore for the purpose of this assessment this impact will be ignored.

6.7 Transferred Trips 6.7.1 Transferred trips are defined in the DfT guidance, paragraph 4.64 as being: “Trips that are already present on the local road network, accessing similar existing sites in close proximity to the proposed development and will have the potential to transfer there destination to the proposed development” 6.7.2 The one element which it clear and can be identified is the primary school trips. It has been estimated in paragraph 6.4.9 that 14% of trips to the primary school will be transferred trips. In discussion with SHBC, this is considered most likely to be transferred will be trips from Alma Dettingen development to the new primary school. 6.7.3 It is therefore proposed to identify the existing primary school and the likely route for traffic from Alma Dettingen to that school and transfer those trips to the new school at PRB.

6.8 Derivation of External Trips 6.8.1 From this derivation of internal trips and understanding the implications of transfer trips related to the primary school and nursery and pass by trips related to the supermarket, it is assumed that all the remaining trips upon the network are external trips. 6.8.2 A further calculation is required of the split of external residential trips between employment work purposes and education purposes (for secondary school trips) as these journey purposes will have separate distribution patterns. 6.8.3 To understand this split, SCC informed AMEC that there would be a requirement of 0.18 secondary school places per household. This represented 216 places generated by the 1,200 houses at the proposed PRB site. A TRICS assessment for a secondary school was then used to estimate arrivals and departures in the AM and PM peak hours. Table 6.6 sets out the trip rates and generations derived from TRICS. In summary, 216 pupils would generate 30 arrivals and 17 departures in the AM peak and 4 arrivals and 6 departures in the PM peak. For traffic distribution purposes, these figures have been subtracted from the total residential external trips and the remainder assumed to be an employment journey purpose trips.

Table 6.6 Secondary School Trip Rate and Generation

AM Peak (08:00-09:00) PM Peak (17:00-18:00)

Arrivals Departures Arrivals Departures

Trip Rate per Pupil 0.140 0.080 0.020 0.030

Trip Generation (216 Pupil s) 30 18 4 7

6.8.4 The trip generation calculations are set out in Appendix F. The calculations for the split between employment and education journey purpose for residential.

6.9 Summary 6.9.1 The methodology above has been designed to provide a robust estimation of trip generations from the site both internally and externally. Table 6.7 provides the internal light vehicle generations from the site. Table 6.8 provides the external light vehicle trips and Table 6.9 the external HGV generations from the site.

Table 6.7 Internal Light Vehicle Trip Generation

AM Peak PM Peak

Development Arrivals Departures Arrivals Departures

Residential 92 200 51 57

Primary School 136 50 1 3

Supermarket 3 10 18 9

Care Home 0 0 0 0

Nursery 27 12 16 9

Local Shops 9 8 7 7

Doctors Surgery 26 11 15 22

Total 200 92 57 51

Table 6.8 External Light Vehicle Trip Generation

AM Peak PM Peak

Development Arrivals Departures Arrivals Departures

Residential - 35 361 359 154 Employment

Residential - 30 17 4 6 Education

Primary School 0 50 0 3

Supermarket 38 16 89 96

Care Home 4 7 5 6

Table 6.8 (continued) External Light Vehicle Trip Generation

AM Peak PM Peak

Development Arrivals Departures Arrivals Departures

Nursery 0 12 0 9

Local Shops 0 0 0 0

Doctors Surgery 0 0 0 0

Total 108 463 458 276

Table 6.9 External HGV Trip Generation - PRB

AM Peak PM Peak

Development Arrivals Departures Arrivals Departures

Residential - 0 4 Employment

Residential -

Education

Primary School

Supermarket 1 1 1

Care Home

Nursery

Local Shops

Doctors Surgery 1

Total 1 5 0 2

6.10 Impact of Sustainable Travel Initiatives 6.10.1 Set out in section 5 a range of sustainable travel initiatives based around a Travel Plan have been developed. It has been estimated that the impact of these schemes could reduce the traffic generation of the site by 10%. However for a robust assessment in terms of junction and link capacity assessment, AMEC has, in agreement with SCC assessed the site without the 10% reduction having been applied.

Defence Infrastructure Organisation Deepcut Princess Royal Barracks Planning Application Transport Assessment

Figure 6.1 Distribution for Existing PRB Traffic at Blackdown Road Southern Entry (Sergeants Mess)

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Figure 6.2 Distribution for Existing PRB Traffic at Blackdown Road Northern Entry

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Figure 6.4 Total Existing PRB Trips in the AM Peak Hour

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Figure 6.3 Distribution for Existing PRB Traffic at Brunswick Road

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Figure 6.5 Total Existing PRB Trips in the PM Peak Hour

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Figure 6.6 2011 Observed Traffic without Existing PRB Trips in the AM Peak Hour

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Figure 6.7 2011 Observed Traffic without Existing PRB Trips in the PM Peak Hour

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