PERSIMMON HOMES MIDLANDS

PROPOSED RESIDENTIAL DEVELOPMENT ON LAND AT STEPPINGLEY ROAD, ,

TRANSPORT APPRAISAL

ADC Infrastructure Limited Sampsons Yard Halifax Place Nottingham NG1 1QN

Tel. 07968 021158 www.ADCinfrastructure.com

project number: ADC1230 report reference: ADC1230 TA version date author comments 1 27/04/2015 Rebecca Leconte draft issued to Client 2 07/05/2015 Rebecca Leconte Client comments included

STEPPINGLEY ROAD, FLITWICK TRANSPORT APPRAISAL ADC1230 TA V2

CONTENTS

1.0 INTRODUCTION …………………………………………………………………………. 3

2.0 EXISTING CONDITIONS ………………………………………………………………... 4 Site location and existing use Nearby development Highway network Highway network operation Opportunities for pedestrian travel Opportunities for cycle travel Opportunities for bus travel Opportunities for train travel Summary

3.0 RESIDENTIAL DEVELOPMENT ………………………………………………….....… 14 Development proposals Car parking Access Internal layout and accessibility

4.0 TRIP GENERATION …………………………………………………………..………..… 15 Trip rates and traffic generation Modal split and person trip generation Impact of additional person trips on the local infrastructure

5.0 VEHICLE TRIP DISTRIBUTION AND ASSIGNMENT, AND HIGHWAY IMPACT ... 17 Distribution and assignment Highway impact

6.0 SUMMARY AND CONCLUSIONS ……………………………………………………. 19

DRAWINGS

ADC1230/001 Ghost island layouts and swept path analysis ADC1230/002 T-junction layouts and swept path analysis

APPENDICES

Appendix A Consented development traffic flow diagrams Appendix B TRICS outputs Appendix C Consented 72 dwellings trip rates Appendix D Consented 400 dwellings trip rates

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1.0 INTRODUCTION

1.1 Persimmon Homes Midlands commissioned ADC Infrastructure Ltd to provide transport and highways advice on the potential development of up to 250 residential dwellings on land off Steppingley Road in Flitwick, Bedfordshire. The general and detailed site locations are shown in Figures 1 and 2 respectively.

Figure 1: General site location

Figure 2: Detailed site location 3 STEPPINGLEY ROAD, FLITWICK TRANSPORT APPRAISAL ADC1230 TA V2

1.2 This Transport Appraisal has therefore been prepared as part of the promotion of the site, and is structured as follows:  Section 2 describes the context for the development. This includes a description of the existing conditions in the vicinity of the site, and the conditions once various consented developments close to the site are operational. As part of this, the local highway network is described, and the opportunities for travel to the site by foot, cycle, bus and train are examined.  Section 3 outlines the development proposals, and provides advice on the parking provision, the vehicular access, and the sustainable travel infrastructure that would need to be provided to encourage use of sustainable modes.  Section 4 summarises the potential trip generation of the residential development using trip rates from the TRICS 7.1.2 database and the modal split from the 2011 Census.  Section 5 presents the likely distribution pattern and assignment of development traffic on the local highway network, and examines the likely highway impact and where mitigation measures may be required.  Section 6 presents the summary and conclusions.

1.3 This Transport Appraisal has been produced in accordance with Guidance on Transport Assessment1, and Travel plans, transport assessments and statements in decision-taking2.

1.4 It also examines the transport implications of any development at the site taking into account the following objectives from paragraph 32 of the National Planning Policy Framework (NPPF):  “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, and  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.”

1.5 Persimmon Homes Midlands are seeking to have the site allocated in the Local Plan. This report has been produced to support that aim. If the proposals are progressed and a planning application is subsequently submitted, a detailed Transport Assessment and Travel Plan will need to be prepared. This Transport Appraisal can be used as a base for both reports, and to start discussions with Council (CBC) as the local highway authority.

2.0 EXISTING CONDITIONS

Site location and existing use

2.1 As shown in Figure 1, the development site is located on the western edge of Flitwick. It is bordered by Steppingley Road to the north-east, and a public bridleway to the south-east. It is bordered by a public footpath to the south-west, and fields north-west.

2.2 As shown in Figure 2, there is a residential estate to the south of the public bridleway bordering the site, with pedestrian access to it via Keats Close and Chaucer Road. The existing Flitwick Leisure Centre is opposite the site on the northern side of Steppingley Road, and The Rufus Centre (a conference and wedding venue) is located to the north-west.

2.3 As shown in Figure 2, the site is an agricultural field and, for the purposes of this assessment, has no existing use.

1 Guidance on Transport Assessment, Department for Transport, March 2007 2 Travel plans, transport assessments and statements in decision-taking, National Planning Practice Guidance, March 2014 4 STEPPINGLEY ROAD, FLITWICK TRANSPORT APPRAISAL ADC1230 TA V2

Nearby development

2.4 As shown in Figure 3, there are a number of sites with planning consent in the vicinity of the Persimmon Homes site.

Figure 3: Nearby consented development

2.5 This includes the existing Flitwick Leisure Centre opposite the site, which is being replaced with a new leisure centre on land directly to the west (planning application reference CB/14/01967/REG3 – approved July 2014). At the time of writing, the new leisure centre is still being constructed, but the access has been constructed and is a new simple T-junction on Steppingley Road.

2.6 Once the new leisure centre is open, the existing leisure centre site will be redeveloped for 72 residential dwellings (planning application reference CB/14/02174/REG3 – approved September 2014). It is understood that access will be taken via the existing simple T-junction on Steppingley Road, but the Transport Statement prepared in support of the scheme does not include any designs.

2.7 In addition, planning consent has been granted for a large mixed use development on land to the north-west of the Persimmon Homes site. The consented development includes up to 400 new residential dwellings and 4,400sqm of B1 and B2 employment use (application reference CB/13/00728/OUT – approved July 2013). Access will be taken via a simple T-junction on Steppingley Road and two mini-roundabouts on Froghall Road.

2.8 These developments will increase the traffic flows and the turning movements on and off Steppingley Road. The traffic flow diagrams for the mixed use development are contained in Appendix A.

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2.9 However, each consented development will provide appropriate highway works and mitigation measures to accommodate the traffic that is forecast to be generated. The highway works and changes to the sustainable travel infrastructure that will be provided as part of these developments is detailed in the following sections.

Highway network

2.10 The local highway network is annotated in Figure 4.

Figure 4: Local highway network

2.11 Steppingley Road is a single carriageway road running from the Steppingley Road/Froghall Road/Flitwick Road roundabout to the north (recently upgraded from a staggered crossroads junction), into the centre of Flitwick to the south. It is subject to a 30mph speed limit but there are no parking restrictions.

2.12 There is an existing gateway feature west of the access into the existing leisure centre, and thus along the site frontage. It includes ‘SLOW’ markings, dragons teeth, red surfacing and white lining, and gates on either side of the road. However, the surface treatments are worn, as shown in Photograph One below.

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Photograph One: Existing gateway feature

2.13 A new simple T-junction has been constructed as part of the new leisure centre. It is understood that the consented residential development on the existing leisure centre site will use the existing access junction. Vehicular access into the Persimmon Homes site will therefore need to take into account these accesses. In addition, a new simple T-junction will be provided on Steppingley Road as part of the large mixed-use development further north. This will be located between the existing cottages and The Rufus Centre, as shown by the yellow arrows in Figure 3. These developments and their accesses will increase the turning movements on and off Steppingley Road as noted previously.

2.14 To the north of the Steppingley Road/Froghall Road roundabout, Steppingley Road becomes Fordfield Road and runs up to the junction with the A507 (Millbrook Roundabout). From there, the A507 runs west to the M1 Junction 13.

2.15 Froghall Road is a single carriageway road running between Steppingley Road and the A507. It is currently rural in nature and subject to the national speed limit. However, extensive highway works will be undertaken as part of the consented mixed-use development, including the installation of a 30mph speed limit, one-way shuttle working at the railway bridge, the two new mini-roundabout site access junctions and traffic calming features.

2.16 To the north-east, Froghall Road joins the A507 at a four arm roundabout (known as the Doolittle roundabout). From here, the A507 runs east through the four arm A507/Flitwick Road/ Road roundabout (known as the One-O-One roundabout), and onwards to the A6 and onto the A1(M) Junction 10.

2.17 To the south of the site, Steppingley Road provides access to a number of residential roads via simple T-junctions. This includes Manor Way, Beaumont Road and Kendal Drive.

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2.18 Further south, Steppingley Road joins Road and Coniston Road at a roundabout (Tesco Roundabout). To the north of this, Dunstable Road joins the A5120 and Station Road at a small roundabout (Flitwick High Street Roundabout).

Highway network operation

2.19 The Transport Assessment prepared as part of the planning application for the consented mixed-use development to the north-west of the site examined the operation of the local highway network junctions. It assessed the 2012 background scenario, 2022 background scenario and 2022 with mixed use development scenario.

2.20 The 2012 traffic flows were taken from traffic counts undertaken in 2011 and 2012. The 2022 background scenario included the growthed observed flows and various committed developments (including Centre Parcs; 250 dwellings on Land West of Ampthill; 410 dwellings on land west of Abbey Lane in Ampthill known as Warren Farm; and 6.22ha of B1/B2/B8 employment on land at Doolittle Mill). It did not take into account the new Flitwick Leisure Centre, or the development of 72 dwellings on the existing leisure centre site.

2.21 This is acceptable, given that the Transport Assessment for the proposed new leisure centre stated that “the vast majority of vehicles which will use the new leisure centre are already using the existing one. The increase in vehicle numbers is predicted to the 15 arrivals and 13 departures in the weekday evening peak hour (1700-1800). Thus, the impact on the surrounding road network will be minimal, and no further assessment is required.”

2.22 Similarly, the Transport Statement for the proposed residential development of 72 dwellings on the existing leisure centre site forecast two-way trips of 25 and 27 in the morning and evening peak hours and noted that “even in the peak hours, the number if vehicle trips is anticipated to be very small. Consequently, there is no need for further assessment of vehicle trips”.

2.23 The key findings of the Transport Assessment for the mixed use development are summarised in the table below.

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Millbrook Roundabout 2012 all arms operate well within the 85% ratio of flow to capacity (RFC) with minimal queuing and delays in both the morning and evening peak hours 2022 background all arms operate well within the 85% RFC with minimal queuing and delays in both the morning and evening peak hours 2022 all arms operate well within the 85% RFC with minimal queuing and with development delays in both the morning and evening peak hours Steppingley Road/Froghall Road/Flitwick Road roundabout 2012 this has only recently been upgraded from a staggered crossroads junction as part of the nearby Centre Parcs development, and thus has significant spare capacity 2022 background all arms operate well within the 85% RFC with minimal queuing and delays in both the morning and evening peak hours 2022 all arms operate well within the 85% RFC with minimal queuing and with development delays in both the morning and evening peak hours One-O-One Roundabout 2012 all arms operate within the 85% RFC but rolling queues form on the A507(E) arm 2022 junction operates above 85% RFC in both peak hours with queueing and delay on all arms 2022 Development traffic exacerbates congestion. Mitigation scheme with development proposed as part of the Warren Farm scheme (widening on all arms) to be implemented with cost divided on pro-rata basis with Warren Farm developers. Doolittle Roundabout 2012 all arms operate within the 85% RFC with minimal queuing and delays in both the morning and evening peak hours 2022 background 85% RFC exceeded on A507(E) and Froghall Road arms 2022 85% RFC exceeded on A507(E) and Froghall Road arms. Mitigation with development scheme proposed as part of the Warren Farm scheme (widening the A507(N) arm entry) to be implemented with cost divided on pro-rata basis with Warren Farm developers. Tesco Roundabout 2012 all arms operate within the 85% RFC with minimal queuing and delays in both the morning and evening peak hours 2022 background junction approaching capacity in morning peak hour and exceeds capacity in the evening peak hour on the Dunstable Road arm 2022 queue length and delay exacerbated on Dunstable Road but no with development mitigation proposed Flitwick High Street Roundabout 2012 junction operates above the 85% RFC in both peak hours. 2022 background Flitwick High Street, Station Road and The Avenue (W) arms overcapacity in both peak hours, and queues block back to the Tesco roundabout 2022 queue lengths and delay increase but no overall significant impact, and with development thus no mitigation proposed

2.24 As shown, all junctions operate with spare capacity, or will do once the mitigation measures are implemented. This is with the exception of the Tesco Roundabout and Flitwick High Street Roundabout, which are forecast to operate with queuing and delays but are not being improved as part of the developments shown in Figure 3. The impact of the Persimmon development at these junctions is examined in Section 6.

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Opportunities for pedestrian travel

2.25 Guidelines for Providing for Journeys on Foot3 describe acceptable walking distances for pedestrians without mobility impairment. They suggest that for commuters and school pupils, up to 500 metres is the desirable walking distance, up to 1,000 metres is an acceptable walking distance, and up to 2,000 metres is the preferred maximum walking distance.

2.26 Figure 5 shows the pedestrian catchment area based on a 2,000 metres walking distance from the centre of the site, via footways along the local highway network and via traffic-free public footpaths. As shown, the pedestrian catchment area includes all of Flitwick and the southern parts of Ampthill, and thus the various employment, education, retail, health and leisure facilities. All of these facilities would help reduce the need for residents to travel by car.

Figure 5: 2km pedestrian catchment area

2.27 With regards to pedestrian infrastructure, there is a continuous footway on the northern side of Steppingley Road, leading from the Froghall Road roundabout into Flitwick town centre. Dropped kerbs are provided on all side roads. In addition, there is a footway on the southern

3 Guidelines for Providing for Journeys on Foot, Institution of Highways and Transportation, 2000 10 STEPPINGLEY ROAD, FLITWICK TRANSPORT APPRAISAL ADC1230 TA V2

side of Steppingley Road from opposite the pedestrian access into the existing leisure centre leading towards the town centre. It therefore extends approximately half-way along the site frontage.

2.28 There is also a traffic-free public bridleway along the south-eastern boundary of the site and a public footpath on the south-western boundary of the site. This provides access through to the adjacent residential estate via Keats Road and Chaucer Road, off Byron Crescent.

2.29 With regards to pedestrian crossing facilities, there are several signal controlled crossings with dropped kerbs and tactile paving on the desire line between the site and the town centre.

Opportunities for cycle travel

2.30 Recent guidance suggests that cyclists are typically prepared to cycle up to 5km for non-leisure journeys, such as those to school or work.

2.31 Figure 6 shows the cycle catchment area based on a 5km distance from the centre of the site. The cycle catchment area includes Flitwick and Ampthill and various surrounding villages.

2.32 With regards to cycle infrastructure, Figure 7 shows an extract of Central Bedfordshire Council’s Flitwick and Ampthill cycle map. As shown, there is a network of recommended and designated cycle routes, including a stretch of Steppingley Road adjacent to the site.

Figure 6: Cycle catchment area

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Figure 7: Extract of CBC cycle map

2.33 It is understood that further cycling infrastructure will be provided as part of the consented mixed use development to the north-west of the site, which may further increase the cycle accessibility of the Persimmon Homes site.

Opportunities for bus travel

2.34 As indicatively shown in Figure 8, there are seven bus services in the vicinity of the site, as follows:  service 42 run between Bedford and Dunstable approximately twice per hour from Monday to Saturday  service 140 runs between Toddington and Ampthill on Saturdays only  service 197 runs between and Milton Keynes every two hours from Monday to Saturday  service F4 runs between and Milton Keynes on the fourth Tuesday of each month  service F5 runs between Silsoe and Bedford on Wednesdays only  service F6b runs between and Flitwick on Thursdays only  service F7 runs between Silsoe and Flitwick on Fridays only.

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Figure 8: Local bus services

2.35 Figure 8 also shows the indicative locations of the nearest bus stops for each service, which are on Steppingley Road adjacent to the site (unmarked) and on Manor Close to the south, and within walking distance. The bus stops on Manor Close can be accessed via the footways on Steppingley Road, or via the footways on Keats Road or Chaucer Road and along Byron Crescent. The bus stops on Manor Close comprise shelters with timetable information and raised kerbs for ease of access.

2.36 It is understood that the bus service frequency may be improved as part of the consented mixed use development to the north-west of the site, which will be designed to allow bus services to route through the site.

Opportunities for train travel

2.37 Flitwick Train Station is approximately 1km from the site, and thus within walking and cycling distance. Bus service 42 also routes past the station. The station has a 257 space pay and display car park and secure cycle parking for 48 bicycles. There are therefore opportunities for train travel as part of a multimodal journey.

2.38 The train station is on the Midland Mainline and provides regular and frequent services to destinations including Bedford, Luton, Luton Airport Parkway, Harpenden, St Albans, and London St Pancras.

Summary

2.39 The site is located on the western edge of the town of Flitwick. It is accessible by all modes of travel, and is therefore well located for residential development.

2.40 There are good opportunities for pedestrian travel to and from the site. The facilities within Flitwick and southern parts of Ampthill are within acceptable walking distance of the site, and there is good pedestrian infrastructure including footways and crossings on the desire lines.

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2.41 Similarly, given the areas contained within cycling distance, and the existing recommended routes, there are good opportunities for cycle travel between the site and the local area.

2.42 In addition, there are good opportunities for public transport travel, with a regular bus service running twice per hour within walking distance of the site, and Flitwick train station within walking and cycling distance of the site.

2.43 The opportunities for sustainable travel would increase further with the opening of the consented mixed-use development to the north-west. This will increase the employment opportunities in the area, but also include further sustainable travel infrastructure. The Section 106 Agreement for the scheme refers to a new pedestrian crossing on the A507 near the One- O-One roundabout, and to contributions towards cycling and public transport infrastructure.

3.0 RESIDENTIAL DEVELOPMENT

Development proposals

3.1 The development proposals would comprise 200-250 residential dwellings with associated parking. For the purposes of a worst case assessment, this report assumes a development of 250 dwellings.

Car parking

3.2 The car parking would need to be provided in accordance with CBC’s minimum parking standards4, as follows:  one bedroom one space per dwelling + one space per four dwellings  two bedrooms two spaces per dwelling + one space per four dwellings  three bedrooms three spaces per dwelling + one space per four dwellings  four bedrooms four spaces per dwelling + one space per four dwellings

Access

3.3 Given the potential number of dwellings, the residential development would need to be accessed via two new junctions on Steppingley Road, and a single point of access would not be acceptable. The two junctions would need to be connected via an internal link road.

3.4 TD42/95 states that a ghost island right turn lane should be provided when the two-way traffic flows on the minor arm (in this case the site access), exceeds 500 per day (and this level of traffic is typically generated by 70 dwellings).

3.5 Therefore, the site access junctions should include ghost island right turn lanes, and thus a potential layout is shown in Drawing ADC1230/001. As shown, both junctions include a ghost island right turn lane, with a 5.5 metres wide carriageway and 6 metres kerb radii.

3.6 However, a precedent has been set for simple T-junctions without a ghost island right turn lane. None of the existing residential access junctions have ghost island right turn lanes, and it is understood that one is not being provided for the consented large mixed use development of 400 dwellings to the north-west of the site. Therefore, a potential layout with two simple T- junctions is shown in Drawing ADC1230/002. Again, both junctions include a 5.5 metres wide carriageway with 6 metres kerb radii.

4 Appendix B Minimum Parking Standards for Residential Uses within the Central Bedfordshire Local Transport Plan: Appendix F Parking Strategy 14 STEPPINGLEY ROAD, FLITWICK TRANSPORT APPRAISAL ADC1230 TA V2

3.7 In both potential layouts, the location of the two junctions has been designed taking into account the junction into the new leisure centre and the junction to serve the new residential development on the existing leisure centre site.

3.8 Regardless of which junction type is promoted, the site access junctions must include 2.4x43 metres visibility splays, which is the requirement for a road with a 30mph speed limit.

3.9 Hence the access junctions would be designed to the relevant standards and would provide sufficient visibility such that it would be a safe and suitable access for the development. The junction type would need to be agreed with CBC, but the above proves that either junction type is deliverable.

3.10 As part of the development, the existing gateway feature on Steppingley Road should be relocated further west, beyond the most western site access junction. This would be beneficial given that the existing gateway is very worn anyway and needs to be resurfaced. This is shown in Drawings ADC1230/001 and 002.

Internal layout and accessibility

3.11 The internal layout of the development would be designed to ensure that service vehicles can enter, manoeuvre and exit the site in a forward gear.

3.12 In order to encourage pedestrian travel, 2 metres wide footways would be provided on both sides of the site access carriageway, into the site and along the internal road. Away from the main road, footways and shared space environments would be provided in accordance with Manual for Streets.

3.13 The existing footway on the southern side of Steppingley Road would be extended along the site frontage, and crossings with dropped kerbs and tactile paving would be provided to facilitate pedestrian movements to and from the new leisure centre and mixed-use development to the north.

3.14 The development should also be laid out to allow pedestrian connections through to the public footpath and public bridleway that border the site, and thus through to Chaucer Road and Keats Close.

3.15 Cyclists would be encouraged to cycle on the carriageways throughout the site and it is not considered necessary to provide designated cycle lanes.

3.16 With regards to bus travel, residents would be able to make use of the existing bus services on Steppingley Road and Manor Way, and it is not proposed to divert a bus service through the site. However, the existing bus stops on Steppingley Road could be upgraded to provide shelters and raised kerbs.

4.0 TRIP GENERATION

Trip rates and traffic generation

4.1 The forecast traffic generation was calculated using the ‘privately owned houses’ category of the TRICS 7.2.1 database. All sites located in , with the exception of Greater London, were selected. Sites with fewer than 100 dwellings were deselected. Only suburban and edge of town sites were selected, and all weekend surveys were deselected. The TRICS outputs are contained in Appendix B, and the 85th percentile trip rates and resultant worst case traffic generation based on 250 dwellings are shown in the table below.

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TRICS trip rates and traffic generation arrive depart two-way trip rates (per dwelling) AM peak hour 0.243 0.491 0.734 from TRICS database PM peak hour 0.463 0.296 0.759 vehicle trips (250 dwellings) AM peak hour 61 123 184 PM peak hour 116 74 190

4.2 It is highlighted that, whilst the above trip rates are typical for residential developments and are thus suitable to use, the Transport Statement prepared for the consented development of 72 dwellings on the opposite side of the road used significantly lower trip rates (see extract in Appendix C). As shown in the table below, if these agreed lower trip rates were used, the traffic generation of the Persimmon Homes development would be much lower and thus the highway impact would be less.

Consented trip rates (and traffic generation arrive depart two-way trip rates (per dwelling) AM peak hour 0.081 0.273 0.354 from consented development of 72 dwellings PM peak hour 0.256 0.124 0.380 vehicle trips (250 dwellings) AM peak hour 20 68 88 PM peak hour 64 31 95

4.3 Furthermore, the Transport Assessment for the large consented mixed-use development of 400 dwellings and employment to the north-west of the site used lower trip rates (see extract in Appendix D). These were calculated from a traffic count of the residential dwellings on Millwright Way. The agreed residential trip rates, and the resultant traffic generation of 250 dwellings, is shown in the table below. Again, if these lower trip rates were used, the traffic generation would be lower and thus the highway impact of the Persimmon Homes development would be less.

Consented trip rates and traffic generation arrive depart two-way trip rates (per dwelling) AM peak hour 0.087 0.393 0.480 from consented development of 400 dwellings PM peak hour 0.432 0.286 0.718 vehicle trips (250 dwellings) AM peak hour 22 98 120 PM peak hour 108 72 180

Modal split and person trip generation

4.4 The proportion of trips by each mode was calculated using the 2011 National Census ‘Method of travel to Work’ data (dataset QS701EW) for the Flitwick ward. This is appropriate given that new residents at the development would generate similar travel patterns to existing residents in the area. The resultant peak hour two-way trip generation of 250 houses, based on the worst case traffic generation in the table at paragraph 4.1, is shown in the table below.

on foot bicycle bus train m/cycle car driver passenger taxi

8.8% 1.0% 0.9% 12.7% 0.6% 71.4% 4.3% 0.2% AM peak hour 23 3 2 33 2 184 11 1 PM peak hour 23 3 2 34 2 190 11 1

Impact of additional person trips on the local infrastructure

4.5 The proposed residential development, with up to 250 dwellings, will generate up to 23 pedestrian trips, three cycle trips and 36 public transport trips in the peak hours.

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4.6 Section 2 details the existing accessibility of the site, including a description of the existing pedestrian, cycle and public transport infrastructure. Section 3 details the sustainable travel infrastructure that would be provided as part of the development, including new footways throughout the site and along Steppingley Road, a pedestrian crossing on Steppingley Road, pedestrian connections through to Keats Close and Chaucer Road and improved bus stops on Steppingley Road. It is therefore concluded that the existing and proposed infrastructure would have the capacity to accommodate the additional trips, and no further infrastructure would be required as part of the development proposals.

5.0 VEHICLE TRIP DISTRIBUTION AND ASSIGNMENT, AND HIGHWAY IMPACT

Distribution and assignment

5.1 In order to determine the likely distribution pattern of the residential development traffic shown in the table at paragraph 4.1, reference was made to the observed passing flows on Steppingley Road. These are taken from the 2012 base flows included in Appendix F of the Transport Assessment prepared in support of the consented mixed use development to the north of the site. They are therefore three years old but still help to represent existing travel patterns and flow demands.

5.2 The following traffic flows were observed on Steppingley Road at the Steppingley Road/Froghall Road/Flitwick Road junction:

northbound southbound two-way AM peak hour 590 272 862 PM peak hour 370 503 873

5.3 The traffic flows on Steppingley Road are therefore tidal, with the majority (approximately 70%) of vehicles travelling northbound in the morning peak hour and returning in the evening peak hour. This is realistic given the draw of the A507 (with two routes via Fordfield Road and Froghall Road), A6 and M1 to the north. Based on the current travel patterns, the following distribution pattern would therefore occur at the site access junctions:

5.4 Distributing the development traffic flows in the table at paragraph 4.1 gives the following traffic assignment at the site access junction (shown as one junction for simplicity but there would be two junctions serving the development):

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Highway impact

5.5 Guidance on Transport Assessment suggests 30 or more two-way traffic movements in a peak hour as being an appropriate threshold for beginning to consider whether a development will have an adverse impact on the local highway network. That is because traffic flows less than this threshold are unlikely to materially increase the existing traffic.

5.6 As shown above, the residential development will result in an increase of more than 30 two-way trips both north-west and south-east of the site access junctions.

5.7 As part of any subsequent planning application for the site, a Transport Assessment will need to be prepared. This will need to assess the impact of the development’s traffic at the off-site junctions and propose mitigation measures to ensure a nil detriment solution (i.e. that the junction operates no worse than it would without the development in place). Any assessment will need to include new traffic counts, with the observed traffic growthed to a future assessment year of five years after registration of the planning application and include appropriate committed development.

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5.8 The Transport Assessment will need to examine the impact of the additional traffic at the Steppingley Road/Froghall Road/Flitwick Road roundabout. However, as detailed in Section 2.1.8, this junction has only recently been constructed and has spare capacity despite the various committed developments in the area. The Persimmon Homes development traffic is therefore unlikely to have a significant impact on the operation or safety of the junction, and thus no mitigation measures should be required.

5.9 The Transport Assessment may also need to assess the impact of the development traffic at the One-O-One and Doolittle Roundabouts if there will be more than 30 two-way trips through them. As detailed in Section 2.1.8, both junctions are forecast to operate overcapacity, with queueing and delay in 2022. However mitigation measures are proposed at both junctions to improve the operation of the junction as part of the consented large mixed use development. Therefore, the Persimmon Homes development is unlikely to have a significant impact on the operation or safety of the junctions, and thus no further mitigation measures should be required.

5.10 The Transport Assessment will need to assess the operation of the Tesco Roundabout, and possibly the Flitwick High Street Roundabout if more than 30 two-way trips are likely to route through it. As detailed in Section 2.1.8, both junctions are forecast to operate with congestion and delay by 2022. The additional development traffic may exacerbate this, and thus appropriate mitigation measures will need to be identified and implemented as part of the development proposals.

5.11 At the Tesco Roundabout, the Persimmon Homes development will primarily increase traffic flows on the Steppingley Road arm in the morning peak hour as traffic departs the site. The Transport Assessment for the consented mixed use development confirms that this arm operates satisfactorily. However, in the evening peak hour, the Persimmon Homes development will primarily increase flows on the A5120 Dunstable Road arm as vehicles arrive at the site, which is forecast to operate with extensive queues (57 vehicles) and delay.

5.12 The Flitwick High Street Roundabout is a small roundabout with land constraints on all sides. All arms are sensitive. The most appropriate mitigation is therefore likely to comprise the introduction of traffic signal controls, but this will require further investigation as part of any subsequent Transport Assessment.

5.13 The Transport Assessment will need to calculate the traffic generation using trip rates agreed with CBC, and assign it to the study area junctions using a distribution pattern agreed with CBC. This report has used robust trip rates that are significantly higher than those agreed for the residential development on the opposite side of the road on the existing leisure centre site. It also uses a distribution pattern that assumes 30% of development traffic will travel to and from the south and thus through the congested Tesco and Flitwick High Street junctions. However, if the lower trip rates (previously agreed by CBC for the consented residential development opposite the site) were used, the Persimmon Homes traffic flows would be much lower, and would be less than the threshold for assessment of 30 two-way trips (30% of the traffic in the table at paragraph 4.2 is 26 and 29 two-way). Therefore, the assessment and subsequent mitigation would be less. Therefore, the highway impact will need to be examined further and addressed, but this report proves that some form of mitigation may be required but this would not be a barrier to the development of the site.

6.0 SUMMARY AND CONCLUSIONS

6.1 Persimmon Homes Midlands commissioned ADC Infrastructure Ltd to provide transport and highways advice in support of the potential residential development of up to 250 dwellings on land off Steppingley Road in Flitwick, Bedfordshire. The aim is for the site to be allocated in the Local Plan.

19 STEPPINGLEY ROAD, FLITWICK TRANSPORT APPRAISAL ADC1230 TA V2

6.2 This Transport Appraisal demonstrates that the site is accessible by all modes of transport and is therefore well located for residential development.

6.3 The facilities within Flitwick and southern parts of Ampthill are within acceptable walking distance of the site, and given the existing pedestrian infrastructure, there are good opportunities for pedestrian travel. Similarly, given the areas contained within cycling distance and the recommended cycle routes, there are good opportunities for cycle travel between the development and the local area. There are also good opportunities for public transport travel, with buses every 30 minutes, and Flitwick Train Station within walking and cycling distance.

6.4 The opportunities for pedestrian, cycle, bus and train travel will increase further as a result of the various consented developments in the vicinity of the site, including 400 dwellings and 4,400sqm of B1/B2 employment to the north-west of the site; a new leisure centre opposite the site; and 72 new dwellings on the existing leisure centre site opposite the site.

6.5 The residential development would be accessed via two new junctions on Steppingley Road. The location of these would take into account the location of the accesses into the new leisure centre and the new residential development on the existing leisure centre site, and would be designed in accordance with the relevant standards.

6.6 The two new site access junctions could comprise simple T-junctions linked via an internal loop road, but T-junctions with ghost island right turn lanes may be required. The junctions would be designed to include 2.4x43 metres visibility splays.

6.7 Sustainable travel infrastructure would be provided, including new footways through the development and along the southern side of Steppingley Road, a new pedestrian crossing on Steppingley Road, connections to the public footpath and public bridleway that borders the site. The existing bus stops on Steppingley Road could also be upgraded to provide shelters and raised kerbs.

6.8 The development could generate between 95 and 190 two-way trips in the evening peak hour depending on the trip rates used. The additional traffic should be accommodated on the highway network, although mitigation measures may be required at the Tesco Roundabout and Flitwick High Street roundabout to the south. This will need to be examined more thoroughly in any subsequent Transport Assessment prepared to support a planning application, and with discussion and agreement with CBC, but should not be a barrier to the development.

6.9 Overall, therefore, the development of up to 250 dwellings at the site would accord with the aims of the NPPF, and it would be unreasonable to prevent the allocation of the development on transport grounds.

20

APPENDIX A

CONSENTED DEVELOPMENT TRAFFIC FLOW DIAGRAMS

APPENDIX B

TRICS OUTPUTS

APPENDIX C

CONSENTED 72 DWELLINGS TRIP RATES

APPENDIX D

CONSENTED 400 DWELLINGS TRIP RATES

Rev Description Date

Client:

Project:

Title:

Drg Size: Scale: Date:

Drg No: Rev: Rev Description Date

Client:

Project:

Title:

Drg Size: Scale: Date:

Drg No: Rev:

APPENDIX A

CONSENTED DEVELOPMENT TRAFFIC FLOW DIAGRAMS

APPENDIX B

TRICS OUTPUTS

TRI CS 7.2.1 240315 B17.12 (C) 2015 TRICS Consortium Ltd Friday 17/ 04/ 15 Page 1 ADC Infrastructure Limited The Lace Market Nottingham Licence No: 855401

TRI P RATE CALCULATI ON SELECTI ON PARAMETERS:

Land Use : 03 - RESIDENTIAL Category : A - HOUSES PRIVATELY OWNED VEHI CLES

Selected regions and areas: 02 SOUTH EAST EX ESSEX 1 days WS WEST SUSSEX 1 days 04 EAST ANGLI A SF SUFFOLK 1 days 05 EAST MI DLANDS LN LINCOLNSHIRE 2 days 06 WEST MIDLANDS SH SHROPSHIRE 1 days 07 YORKSHIRE & NORTH LINCOLNSHIRE NE NORTH EAST LINCOLNSHIRE 1 days NY NORTH YORKSHIRE 1 days 08 NORTH WEST CH CHESHIRE 2 days

This section displays the number of survey days per TRICS® sub-region in the selected set

Filtering Stage 2 selection:

This data displays the chosen trip rate parameter and its selected range. Only sites that fall within the parameter range are included in the trip rate calculation.

Parameter: Number of dwellings Actual Range: 108 to 432 (units: ) Range Selected by User: 100 to 4334 (units: )

Public Transport Provision: Selection by: Include all surveys

Date Range: 01/01/07 to 11/12/14

This data displays the range of survey dates selected. Only surveys that were conducted within this date range are included in the trip rate calculation.

Selected survey days: Monday 2 days Tuesday 4 days Thursday 3 days Friday 1 days

This data displays the number of selected surveys by day of the week.

Selected survey types: Manual count 10 days Directional ATC Count 0 days

This data displays the number of manual classified surveys and the number of unclassified ATC surveys, the total adding up to the overall number of surveys in the selected set. Manual surveys are undertaken using staff, whilst ATC surveys are undertaking using machines.

Selected Locations: Suburban Area (PPS6 Out of Centre) 4 Edge of Town 6

This data displays the number of surveys per main location category within the selected set. The main location categories consist of Free Standing, Edge of Town, Suburban Area, Neighbourhood Centre, Edge of Town Centre, Town Centre and Not Known.

Selected Location Sub Categories: Residential Zone 7 No Sub Category 3

This data displays the number of surveys per location sub-category within the selected set. The location sub-categories consist of Commercial Zone, Industrial Zone, Development Zone, Residential Zone, Retail Zone, Built-Up Zone, Village, Out TRI CS 7.2.1 240315 B17.12 (C) 2015 TRICS Consortium Ltd Friday 17/ 04/ 15 Page 2 ADC Infrastructure Limited The Lace Market Nottingham Licence No: 855401

RANK ORDER for Land Use 03 - RESIDENTIAL/A - HOUSES PRIVATELY OWNED VEHI CLES Ranking Type: TOTALS Time Range: 08:00-09:00 WARNING: Using 85th and 15th percentile highlighted trip rates in data sets of under 20 surveys is not recommended by TRICS and may be misleading. 15th Percentile = No. 9 WS-03-A-04 Tot: 0.417 85th Percentile = No. 2 SF-03-A-02 Tot: 0.734

Median Values Mean Values Arrivals: 0.140 Arrivals: 0.165 Departures: 0.412 Departures: 0.398 Totals: 0.552 Totals: 0.562

Trip Rate (Sorted by Totals) Park Spaces Rank Site-Ref Description Town/City Area DWELLS Day Date Arrivals Departures Totals Per Dwelling 1 SH-03-A-04 TERRACED SHREWSBURY SHROPSHIRE 108 Thu 11/06/09 0.287 0.454 0.741 1.86 2 SF-03-A-02 SEMI DET./TERR IPSWICH SUFFOLK 230 Thu 24/05/ 07 0.243 0.491 0.734 2.48 3 EX-03-A-01 SEMI-DET. STANFORD-LE-HOPE ESSEX 237 Tue 13/05/08 0.177 0.523 0.700 2.53 4 LN-03-A-01 MIXED HOUSES LINCOLN LINCOLNSHIRE 150 Tue 15/05/07 0.187 0.440 0.627 4.91 5 LN-03-A-02 MIXED HOUSES LINCOLN LINCOLNSHIRE 186 Mon 14/05/07 0.183 0.425 0.608 4.13 6 NY-03-A-06 BUNGALOWS & SE BOROUGHBRIDGE NORTH YORKSHIRE 115 Fri 14/10/11 0.096 0.400 0.496 3.50 7 CH-03-A-02 HOUSES/FLATS CREWE CHESHIRE 174 Tue 14/10/08 0.103 0.374 0.477 2.81 8 NE-03-A-02 SEMI DETACHED SCUNTHORPE NORTH EAST LINCOLNS 432 Mon 12/05/14 0.067 0.354 0.421 1.00 9 WS-03-A-04 MIXED HOUSES HORSHAM WEST SUSSEX 151 Thu 11/12/14 0.139 0.278 0.417 2.28 10 CH-03-A-06 SEMI-DET./BUNG CREWE CHESHIRE 129 Tue 14/10/08 0.163 0.240 0.403 2.59

This section displays actual (not average) trip rates for each of the survey days in the selected set, and ranks them in order of relative trip rate intensity, for a given time period (or peak period irrespective of time) selected by the user. The count type and direction are both displayed just above the table, along with the rows within the table representing the 85th and 15th percentile trip rate figures (highlighted in bold within the table itself).

The table itself displays details of each individual survey, alongside arrivals, departures and totals trip rates, sorted by whichever of the three directional options has been chosen by the user. As with the preceeding trip rate calculation results table, the trip rates shown are per the calculation factor (e.g. per 100m2 GFA, per employee, per hectare, etc). Note that if the peak period option has been selected (as opposed to a specific chosen time period), the peak period for each individual survey day in the table is also displayed. TRI CS 7.2.1 240315 B17.12 (C) 2015 TRICS Consortium Ltd Friday 17/ 04/ 15 Page 3 ADC Infrastructure Limited The Lace Market Nottingham Licence No: 855401

TRI P RATE CALCULATI ON SELECTI ON PARAMETERS:

Land Use : 03 - RESIDENTIAL Category : A - HOUSES PRIVATELY OWNED VEHI CLES

Selected regions and areas: 02 SOUTH EAST EX ESSEX 1 days WS WEST SUSSEX 1 days 04 EAST ANGLI A SF SUFFOLK 1 days 05 EAST MI DLANDS LN LINCOLNSHIRE 2 days 06 WEST MIDLANDS SH SHROPSHIRE 1 days 07 YORKSHIRE & NORTH LINCOLNSHIRE NE NORTH EAST LINCOLNSHIRE 1 days NY NORTH YORKSHIRE 1 days 08 NORTH WEST CH CHESHIRE 2 days

This section displays the number of survey days per TRICS® sub-region in the selected set

Filtering Stage 2 selection:

This data displays the chosen trip rate parameter and its selected range. Only sites that fall within the parameter range are included in the trip rate calculation.

Parameter: Number of dwellings Actual Range: 108 to 432 (units: ) Range Selected by User: 100 to 4334 (units: )

Public Transport Provision: Selection by: Include all surveys

Date Range: 01/01/07 to 11/12/14

This data displays the range of survey dates selected. Only surveys that were conducted within this date range are included in the trip rate calculation.

Selected survey days: Monday 2 days Tuesday 4 days Thursday 3 days Friday 1 days

This data displays the number of selected surveys by day of the week.

Selected survey types: Manual count 10 days Directional ATC Count 0 days

This data displays the number of manual classified surveys and the number of unclassified ATC surveys, the total adding up to the overall number of surveys in the selected set. Manual surveys are undertaken using staff, whilst ATC surveys are undertaking using machines.

Selected Locations: Suburban Area (PPS6 Out of Centre) 4 Edge of Town 6

This data displays the number of surveys per main location category within the selected set. The main location categories consist of Free Standing, Edge of Town, Suburban Area, Neighbourhood Centre, Edge of Town Centre, Town Centre and Not Known.

Selected Location Sub Categories: Residential Zone 7 No Sub Category 3

This data displays the number of surveys per location sub-category within the selected set. The location sub-categories consist of Commercial Zone, Industrial Zone, Development Zone, Residential Zone, Retail Zone, Built-Up Zone, Village, Out TRI CS 7.2.1 240315 B17.12 (C) 2015 TRICS Consortium Ltd Friday 17/ 04/ 15 Page 4 ADC Infrastructure Limited The Lace Market Nottingham Licence No: 855401

RANK ORDER for Land Use 03 - RESIDENTIAL/A - HOUSES PRIVATELY OWNED VEHI CLES Ranking Type: TOTALS Time Range: 17:00-18:00 WARNING: Using 85th and 15th percentile highlighted trip rates in data sets of under 20 surveys is not recommended by TRICS and may be misleading. 15th Percentile = No. 9 WS-03-A-04 Tot: 0.371 85th Percentile = No. 2 SH-03-A-04 Tot: 0.759

Median Values Mean Values Arrivals: 0.367 Arrivals: 0.355 Departures: 0.224 Departures: 0.222 Totals: 0.592 Totals: 0.576

Trip Rate (Sorted by Totals) Park Spaces Rank Site-Ref Description Town/City Area DWELLS Day Date Arrivals Departures Totals Per Dwelling 1 LN-03-A-02 MIXED HOUSES LINCOLN LINCOLNSHIRE 186 Mon 14/05/07 0.495 0.355 0.850 4.13 2 SH-03-A-04 TERRACED SHREWSBURY SHROPSHIRE 108 Thu 11/06/ 09 0.463 0.296 0.759 1.86 3 SF-03-A-02 SEMI DET./TERR IPSWICH SUFFOLK 230 Thu 24/05/07 0.478 0.248 0.726 2.48 4 EX-03-A-01 SEMI-DET. STANFORD-LE-HOPE ESSEX 237 Tue 13/05/08 0.439 0.274 0.713 2.53 5 LN-03-A-01 MIXED HOUSES LINCOLN LINCOLNSHIRE 150 Tue 15/05/07 0.413 0.213 0.626 4.91 6 CH-03-A-02 HOUSES/FLATS CREWE CHESHIRE 174 Tue 14/10/08 0.322 0.236 0.558 2.81 7 NY-03-A-06 BUNGALOWS & SE BOROUGHBRIDGE NORTH YORKSHIRE 115 Fri 14/10/11 0.296 0.174 0.470 3.50 8 NE-03-A-02 SEMI DETACHED SCUNTHORPE NORTH EAST LINCOLNS 432 Mon 12/05/14 0.257 0.162 0.419 1.00 9 WS-03-A-04 MIXED HOUSES HORSHAM WEST SUSSEX 151 Thu 11/12/14 0.252 0.119 0.371 2.28 10 CH-03-A-06 SEMI-DET./BUNG CREWE CHESHIRE 129 Tue 14/10/08 0.132 0.140 0.272 2.59

This section displays actual (not average) trip rates for each of the survey days in the selected set, and ranks them in order of relative trip rate intensity, for a given time period (or peak period irrespective of time) selected by the user. The count type and direction are both displayed just above the table, along with the rows within the table representing the 85th and 15th percentile trip rate figures (highlighted in bold within the table itself).

The table itself displays details of each individual survey, alongside arrivals, departures and totals trip rates, sorted by whichever of the three directional options has been chosen by the user. As with the preceeding trip rate calculation results table, the trip rates shown are per the calculation factor (e.g. per 100m2 GFA, per employee, per hectare, etc). Note that if the peak period option has been selected (as opposed to a specific chosen time period), the peak period for each individual survey day in the table is also displayed.

APPENDIX C

CONSENTED 72 DWELLINGS TRIP RATES

APPENDIX D

CONSENTED 400 DWELLINGS TRIP RATES