Trumpet Junction, Basingstoke Transport Assessment
On behalf of ZeroC Holdings
Project Ref: 37693/5502 | Rev: v1.4 | Date: June 2016
Office Address: Caversham Bridge House, Waterman Place, Reading, Berkshire RG1 8DN T: +44 (0)118 950 0761 F: +44 (0)118 959 7498 E: [email protected] Transport Assessment Trumpet Junction, Basingstoke
Document Control Sheet
Project Name: Trumpet Junction, Basingstoke Project Ref: 37693/5502 Report Title: Transport Assessment Doc Ref: v1.3 Date: June 2016
Name Position Signature Date
Prepared by: Graham Smith Senior Technician
Daniel Reviewed by: Principle Engineer Townsend
Approved by: Phil Brady Director
For and on behalf of Peter Brett Associates LLP
Revision Date Description Prepared Reviewed Approved
v1.1 26/05/16 Draft GS DT
v1.2 03/06/16 2nd Draft GS
v1.3 09/06/16 Final GS
v1.4 20/06/16 GS
Peter Brett Associates LLP disclaims any responsibility to the Client and others in respect of any matters outside the scope of this report. This report has been prepared with reasonable skill, care and diligence within the terms of the Contract with the Client and generally in accordance with the appropriate ACE Agreement and taking account of the manpower, resources, investigations and testing devoted to it by agreement with the Client. This report is confidential to the Client and Peter Brett Associates LLP accepts no responsibility of whatsoever nature to third parties to whom this report or any part thereof is made known. Any such party relies upon the report at their own risk.
© Peter Brett Associates LLP 2016
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Contents
1 Introduction ...... 1 1.1 Overview ...... 1 1.2 Background ...... 1 1.3 Document Structure...... 1 2 Site in Context ...... 2 2.1 Site Location ...... 2 2.2 Local Highway Network ...... 2 2.3 Site History ...... 3 2.4 Policy Review ...... 3 3 Development Proposals ...... 7 3.1 Development Scheme ...... 7 3.2 Vehicle Access ...... 7 3.3 Pedestrian Access ...... 8 3.4 Car Parking Provision ...... 8 3.5 Cycle Parking Provision ...... 9 3.6 Delivery and Servicing ...... 9 4 Sustainable Travel Opportunities ...... 10 4.1 Introduction ...... 10 4.2 Footway and Cycleway Network ...... 10 4.3 Public Transport ...... 10 4.4 Access to Local Amenities ...... 11 5 Trip Generation and Assignment ...... 15 5.1 Trip Rates ...... 15 5.2 Trip Generation ...... 16 6 Traffic Impact Apprasial ...... 18 6.1 Introduction ...... 18 6.2 A340 Aldermaston Road / Priestley Road / The Avenue ...... 18 6.3 Rooksdown Avenue/ A339 Ringway Roundabout ...... 19 7 Conclusion ...... 20
Figures
Figure 2-1: Site Location ...... 2 Figure 4-1: Local Amenities ...... 12
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Tables
Table 3-1: Development Schedule (As marketed) ...... 7 Table 3-1: Development Schedule (50% uptake in flexible units) ...... 7 Table 3-3: BDBC Outer Urban Residential Vehicle Parking Standards ...... 8 Table 3-4: BDBC Residential Cycle Parking Standards ...... 9 Table 4-1: Local bus services ...... 10 Table 4-2: Rail services ...... 11 Table 5-1: Traffic Survey Results, Trenchmead Gardens (10.05.16) ...... 15 Table 5-2: Trip Rates (per unit) Trenchmead Garden ...... 16 Table 5-3: Trip Assignment - Trenchmead Gardens ...... 16 Table 5-4: Proposed Trip Generation and Assignment for Trumpet Junction ...... 16 Table 6-1: Link Impact Assessment – 2016 (2011 TA extract) ...... 18 Table 6-2: Rooksdown Roundabout Development Flow Assignment ...... 19 Table 6-3: Link Impact Assessment ...... 19
Appendices
Appendix A Proposed Masterplan Appendix B Vehicle Swept Path Analysis
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1 Introduction
1.1 Overview
1.1.1 Peter Brett Associates LLP (PBA) has been commissioned by ZeroC Holdings to prepare a Transport Assessment (TA) to support the planning application of the site known as Trumpet Junction in Basingstoke. The site is located to the south of Park Prewett adjacent to the A339 Ringway North / A340 Ringway West / A339 Kingsclere Road Roundabout.
1.1.2 The proposal relates to an outline planning resolution to grant, for 122 new homes (use class C3), including affordable housing, access, parking, landscape, play area and other associated works.This TA should be read in conjunction with the supporting planning statement and other accompanying documents including the Framework Travel Plan (TP).
1.1.3 The site is an undeveloped overgrown plot to the north of the A339 / A340 roundabout. In 2011 outline planning application (T/00853/11/DC7) for the proposal was consented for 122 residential homes.
1.1.4 A scoping report was sent out to Basingstoke and Deane Borough Council and Hampshire County Council to agree the methodology of this TA.
1.2 Background
1.2.1 On 19th October 2011, BDBC resolved to grant planning permission for an outline application for the erection of 122 dwellings subject to completion of the s106 Agreement. The application sought permission for means of access, with the appearance, layout, landscaping and scale reserved for a later date.
1.2.2 Since the first Committee resolution, the land changed in ownership from the former applicant The Highways Agency (HA) to the current applicant, the Homes and Communities Agency (HCA), resulting in a delay and the legal agreement was never completed.
1.2.3 Following this, an updated viability assessment confirmed the ability of the scheme to bear a greater affordable housing provision from 24% to 36% because of rising market conditions. This was presented to BDBC committee and a further resolution to grant planning was made on 27 August 2014.
1.2.4 The principle of developing this site for housing is well established through two resolutions to grant planning permission in 2011 and 2014.
1.3 Document Structure
1.3.1 This TA covers into the following chapters:
Section 2 – Site in Context
Section 3 – Development Proposals
Section 4 – Sustainable Travel Opportunities
Section 5 – Trip Generation and Assignment
Section 6 – Traffic Impact Appraisal
Section 7 - Conclusion
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2 Site in Context
2.1 Site Location
2.1.1 As illustrated on Figure 2-1, the site is located to the south of the Park Village development, adjacent to the A339 Ringway North / A340 Ringway West / A339 Kingsclere Road Roundabout, also known as the ‘Trumpet Junction’. The site is approximately 2.5 kilometres to the north-west of Basingstoke town centre.
Figure 2-1: Site Location
2.2 Local Highway Network
2.2.1 The site currently is bound to the north by Sheepwash Court within the Park Prewett development. The Park Prewett development connects to the local highway network at the junction of:
A340 Aldermaston Road / Priestley Road / The Avenue;
Rooksdown Avenue / A339 Ringway roundabout;
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2.2.2 The A340 Aldermaston Road / Priestley Road / The Avenue junction is currently in the process of being upgraded to provide the following improvements;
Extended dualling of the A340 Aldermaston Road 300m north towards the ambulance station;
Introduction of traffic light controls at the Avenue / Lodge Junction;
Additional dedicated lanes at the Priestley Road junction with the A340;
Improved pedestrian and cycle connections with the town centre and crossing facilities.
Baseline Traffic Flows
2.2.3 The TA submitted with the 2011 application used traffic flows extracted from 2011 AM and PM peak TRANSYT files provided to PBA by Hampshire County Council (HCC) for the Aldermaston Road / Priestley Road signalised junction.
2.2.4 These TRANSYT files were completed by the engineering consultant MVA as part of their Transport Assessment of the North Popley Development (John Hunt of Everest School Site Transport Assessment Report (July 2003)).
2.2.5 Currently the A340 Aldermaston Road / Priestly Road junctions are being upgraded and are not expected to be complete until summer 2016. Therefore this TA has surveyed the traffic flows A339 Kingsclere Road / Rooksdown Avenue roundabout, and will use the previously used traffic flows.
2.3 Site History
2.3.1 The site historically was designated to be used to provide a grade separated trumpet junction between the A339 Ringway and Ringway West. However this idea was dropped by The Highways Agency; and thus it was considered a suitable location for housing as an extension to the Park Prewett development.
2.3.2 This led to a planning application being submitted in 2006, and subsequently revisited in 2011 for residential.
2.4 Policy Review
National Planning Policy Framework (2012)
2.4.1 The Government published the National Planning Policy Framework (NPPF) in March 2012, which replaces planning policy statements (PPSs) and planning policy guidance (PPGs).
2.4.2 The NPPF sets out a presumption in favour of sustainable development and, in relation to decision making, identifies the following approach:
2.4.3 Paragraph 17 of the NPPF sets out 12 core planning principles that should underpin both plan-making and decision-taking, and these include “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.”
2.4.4 Section 4 of the NPPF – ‘Promoting Sustainable Transport’ contains the following guidance which is particularly relevant to the Proposed Development:
“the transport system needs to be balanced in favour of sustainable transport modes, giving people a real choice about how they travel” (paragraph 29);
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“plans and decisions should ensure developments that generate significant movement are located 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 Framework, particularly in rural areas” (paragraph 34);
“plans should protect and exploit opportunities for the use of sustainable transport modes for the movement of goods or people. Therefore developments should be located and designed where practical to:
• accommodate the efficient delivery of goods and supplies;
• give priority to pedestrian and cycle movements, and have access to high quality public transport facilities;
• create safe and secure layouts which minimise conflicts between traffic and cyclists or pedestrians, avoiding street clutter and where appropriate establishing home zones;
• incorporate facilities for charging plug-in and other ultra-low emission vehicles; and
• consider the needs of people with disabilities by all modes of transport” (paragraph 35);
“all developments which generate significant amounts of movement should be required to provide a Travel Plan” (paragraph 36);
“planning policies should aim for a balance of land uses within their area so that people can be encouraged to minimise journey lengths for employment, shopping, leisure, education and other activities” (paragraph 37);
Regional Policy
2.4.5 The Hampshire Local Transport Plan 2011-2031 (LTP) sets out the County Council’s transport strategy. It explains how the wider policy objectives will be achieved, such as improving quality of life, protecting the environment and securing economic prosperity. The LTP has been written to meet all the requirements in the Government’s guidance on LTP’s and to produce a strategy document that serves the needs of Hampshire’s residents, businesses and visitors.
2.4.6 The overall vision for the LTP is of a transport strategy that helps achieve HCC’s corporate priorities of “developing and supporting stronger safer communities, maximising well being and enhancing quality of place. It will also help realise our vision of safe, efficient and reliable ways to get around a prospering and sustainable Hampshire”. The main objectives of the LTP are:
To increase accessibility;
To promote safety;
To reduce the impact and effect of congestion;
To widen travel choice;
To support wider quality of life objectives; and
To encourage value for money and efficient asset management.
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2.4.7 The core of the strategy is to produce a balanced transport strategy, with the aim to reduce the number of journeys made, and the average length of journeys. This can be achieved through creating more sustainable communities where employment and other services are closer to where people live as well as Travel Planning and other initiatives to reduce unnecessary journeys, particularly car journeys to work and school.
Local Policy
2.4.8 Section 38(6) of the Planning and Compulsory Purchase Act (2004) requires all applications to be determined in accordance with the Development Plan unless material considerations indicate otherwise.
2.4.9 BDBC adopted a new Basingstoke & Deane Local Plan on 26 May 2016 for the period to 2029. This Plan no longer contains a site allocation at Trumpet Junction.
2.4.10 The old Local Plan allocated the site for up to 300 units and BDBC’s Annual Monitoring Report (2015) identified that the site is available, relatively unconstrained and a high level of infrastructure is already in place.
2.4.11 On this basis, the proposals are in accordance with the old development plan and assumed to be ready to be built out and these are material considerations in the determination of the planning application.
2.4.12 The proposals are also in accordance with the general principles of the new Local Plan. Indeed, there is still a need to accommodate approximately 4,300 dwellings in the plan period on sites with planning permission. Trumpet Junction forms part of this as is identified as a site with planning permission.
2.4.13 The Local Plan also directs the delivery of new and sustainable communities within and around the borough’s main settlements. It confirms that developments such as Trumpet Junction will contribute towards meeting outstanding housing need.
2.4.14 It is an unusual situation to have a development plan that is more advanced than the development proposals themselves. However, it is maintained that the proposals are in accordance with the development plan, albeit an old plan. In order to provide a completely robust position, other material considerations are brought in to weighing up the planning balance on whether planning permission should be granted.
2.4.15 The case is made that the proposals are in accordance with the old development plan and therefore assumed to be ready to be built out and this is a material consideration in the determination of the planning application. The proposals also accord with policies and guidance in other Government and BDBC documents.
Summary
2.4.16 As discussed throughout this section, the Trumpet Junction site is very well placed to meet the objectives of national, regional and local planning policy. This TA will provides detail on how the site:
Provides walking and cycling routes throughout the site, connecting into neighbouring networks;
Provides resident and visitor cycle parking in accordance with BDBC standards;
Is located within 400 metres of a high frequency of bus services;
Is within walking and cycling distance of numerous education, retail, leisure and employment facilities;
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Car Parking will be provided to BDBC standards;
Will have a Residential Travel Plan, to provide residents with incentives and measures to encourage sustainable travel;
Will provide a proportion of affordable housing units;
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3 Development Proposals
3.1 Development Scheme
3.1.1 The development proposals for the site are to provide 122 new residential dwellings.
3.1.2 It is proposed that the ‘open market houses’ have been designed to allow for future flexibility. These dwellings are designed such that the roof trusses and doors are able to provide an additional bedroom within the propose footprint. This allows future owners to stay within their properties are extend when they need to. Although, it must be noted that each property will be marketed as its minimum number of bedrooms.
3.1.3 Table 3-1 shows the proposed development schedule, as it is to be marketed.
Table 3-1: Development Schedule (As marketed) Dwelling Type Open Market Affordable Total
1 Bed Flat 7 10 17 2 Bed Flat 17 0 17 2 Bed House 4 14 18 3 Bed House 50 18 68 4 Bed House 0 2 2 Total 78 44 122
3.1.4 It is has been assumed that up to 50% of the ‘open market houses’ will take up the opportunity to provide an additional bedroom. Table 3-2 shows the proposed development if 50% of the ‘open market houses’ were to have an additional bedroom.
Table 3-1: Development Schedule (50% uptake in flexible units) Dwelling Type Open Market Affordable Total
1 Bed Flat 7 10 17 2 Bed Flat 17 0 17 2 Bed House 2 14 16 3 Bed House 27 18 45 4 Bed House 25 2 27 Total 78 44 122
3.1.5 A copy of the proposed masterplan is enclosed within Appendix A.
3.2 Vehicle Access
3.2.1 From the site masterplan it can be seen that there are to be two points of access into the proposed development from existing routes that serve the adjacent Park Village site. A loop road provides access across the site, providing connection to individual car parking areas.
3.2.2 There will not be an access provided into the site from the A339 Ringway and the nature of the site access and the internal arrangement will mean that the development will not be
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suitable for through trips from the adjacent Park Village development and therefore the internal roads will generally only be used by residents and visitors to the Trumpet Junction. This will provide an improved environment for all users.
3.3 Pedestrian Access
3.3.1 From the site masterplan it can be seen that footways are to be provided throughout the site, creating a safe pedestrian environment and linking into footways on the adjacent development sites.
3.3.2 A pedestrian and cycle greenway route is to be provided along the southern boundary of the site connecting the existing Park Village greenway to the rights of way footpath. This route will link into on and off-road routes that are proposed along Priestley Road and in turn this will connect into existing cycle routes to the south of the Ringway, therefore providing connection between the Trumpet site and Basingstoke town centre.
3.3.3 As previously stated, the underpass adjacent to the site is in good condition. However, the route is not currently under CCTV surveillance and this could potentially be provided through the financial contributions that are to be provided by the developer, as discussed in Section 6 Measures.
3.3.4 The design of the footways and provision of dropped kerbs will mean that they are accessible to all users, who will then be able to continue their journeys through the neighbouring Park Village and Winklebury developments that also have high quality pedestrian and cycle links.
3.4 Car Parking Provision
3.4.1 The proposal provides the flexibility for 54 ‘open market houses’ to be either built with an additional bedroom or the ability to for an additional bedroom to be added in the future, within the footprint of the property.
3.4.2 For the purpose of calculating parking provision, it has been assumed that 50% of these dwellings will take up the opportunity to provide an additional bedroom.
3.4.3 Table 3-3 shows the recommended number of parking spaces per residential dwelling from BDBC Residential Parking Standards (Supplementary Planning Document, July 2008).
Table 3-3: BDBC Outer Urban Residential Vehicle Parking Standards Outer Urban & Rural Settlements Type With more than 50% spaces With between 20% and 50% unallocated spaces unallocated 1 bedroom 1 1.25 2 or 3 bedrooms 1.5 1.75 4 or more bedrooms 2.5 2.75
3.4.4 It is proposed that over 50% of the parking onsite will be unallocated; and based on these standards, and the assumption that potentially every flexible dwelling included the additional bedroom, the proposed site would need to provide 232 spaces.
3.4.5 A drawing will be provided with the TA that will illustrate the location of the 232 spaces across the site, including an indication of where allocated and unallocated spaces are located.
3.4.6 The parking spaces will also be designed in accordance with these standards, being 4.8 metres long by 2.4 metres wide with a 6.0m carriageway width provided to the rear of the
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parking spaces to allow cars to manoeuvre safely. Any garage units provided on site would be 6.0m long by 3.0m wide and therefore also comply with the BDBC standard to be counted as sufficient for both car parking and storage.
3.5 Cycle Parking Provision
3.5.1 The development will provide sufficient cycle parking in accordance with BDBC cycle standards which are set out below in Table 3-4.
Table 3-4: BDBC Residential Cycle Parking Standards Long Stay Short Stay
1 bedroom 1.0 1.0 2 or 3 bedrooms 2.0 1.0 4 or more bedrooms 2.0 1.0
3.5.2 The standards state that “long stay cycle parking, for dwelling houses requires secure covered parking for residents’ cycles, such as within a garage or shed, with short stay provision by way of a secure loop attached to the house or garage.”
3.5.3 Therefore the 227 long stay cycle parking spaces will be provided within garages, sheds and cycle stores across the masterplan based on the housing type.
3.5.4 The proposed development will also provide 122 cycle parking spaces within the development for short stay cyclists. This will equate to one cycle parking space to every unit.
3.6 Delivery and Servicing
3.6.1 Vehicle track plots, enclosed in Appendix B have been completed and demonstrate that the site layout is suitable for service/delivery vehicles and that emergency vehicles can satisfactory enter, manoeuvre and access the proposed development.
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4 Sustainable Travel Opportunities
4.1 Introduction
4.1.1 This chapter sets out the sustainable travel opportunities for the site in terms of walking, cycling and public transport. This chapter also sets out the accessibility to local facilities.
4.2 Footway and Cycleway Network
4.2.1 The site is well placed, with existing footpaths, cycle paths and public rights of way connecting the site to numerous destinations, including Basingstoke town centre and railway station.
4.2.2 The A339 Ringway North does create a barrier for pedestrian and cycle movement between the site and the south. However, this is mitigated by the provision of two underpasses and two bridges in the local area, all of which are accessible to both pedestrians and cyclists. One of the underpasses is adjacent to the sites southern boundary and provides direct access into the Winklebury estate and the associated facilities and bus stops.
4.3 Public Transport
Bus
4.3.1 A summary of the local bus routes that currently serve the local area is provided within Table 4-1
Table 4-1: Local bus services Service Frequency (mins) Route Route Description Number Weekday Weekday Weekend Peak Daytime
20 (Sat) 2 Inhurst – Rooksdown – Basingstoke 15 18 30 (Sun) 4 Chineham – Rooksdown – Basingstoke 60 60 60 10 (Sat) 6 Winklebury – Chineham 12 10 20 (Sun) 54 Eastrop – Hannington 1 bus a day N/A LINK Newbury – Basingstoke 30 30 60
4.3.2 Route 6 runs from bus stop Winklebury, Dunsford Crescent within 400m from the site southern boundary which can be accessed via the underpass.
4.3.3 Bus LINK runs from Rooksdown, Peggs Way within 400m from the site accessed by walking through Limes Park.
4.3.4 North Hampshire Hospital bus stop is within 650m and routes 2, 4, 54, and LINK bus provides links towards the station, it can be accessed through using the public right of way adjacent to Parcel Drive linking to North Hampshire Hospital.
4.3.5 Mill Road bus stop is within 650m walking distance from the proposed site, and routes 4, 54 and LINK bus runs from the stop. It can be accessed by using the footpath running adjacent to the A339 Ring Road.
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4.3.6 All services shown above in Table 4-1 either run to or from Basingstoke railway station providing the proposed development with suitable transport links to other local regions and Basingstoke Town Centre.
Rail
4.3.7 Basingstoke railway station is located approximately 2.5km to the south east of the site run by South West Trains and can be reached by all the existing bus services.
4.3.8 A summary of some key destinations accessible from Basingstoke station is summarised in Table 4-2 along with the approximate journey times.
Table 4-2: Rail services Approximate Journey Time Number of Services per Hour Destination (minutes) (Weekday Peak Frequency)
London Waterloo 50 7 Reading 25 4 Southampton 35 4 Bournemouth 75 3 Woking 25 5
4.3.9 Other destinations that rail services from Basingstoke station include: Weymouth, Portsmouth, Winchester and Oxford.
4.3.10 It has been demonstrated that there is a good level of rail service provided from Basingstoke station. Furthermore, the station is well connected to the site through local bus services and cycle routes.
4.4 Access to Local Amenities
4.4.1 Within this section the development site will be assessed in relation to its proximity and how readily accessible it is to education, health, employment, retail, leisure and community facilities in the surrounding area.
4.4.2 The proximity of the site to local services and amenities has been determined from on-site observations and categorised in this chapter. The locations of these local services and amenities are illustrated on Figure 4-1.
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Figure 4-1: Local Amenities
Accessibility to Education
4.4.3 There are nine schools within 2 km of the site, six of which are primary schools, two secondary schools and a special needs school. In terms of HCC School Catchment areas, the following schools will serve the site, all of which are located to the south of the A339:
Winklebury Infant School;
Fort Hill Community School;
Castle Hill Infant School;
4.4.4 Winklebury Primary School: The primary school is within a 0.75km walking distance from the centre of the Trumpet Junction site, with the route being via the underpass, along Hazelwood Drive, a short length of Ashwood Way and then connecting into a pedestrian only route that runs between Sycamore Way and Watson Way.
4.4.5 The driving distance to Winklebury Primary is 3.6km from the centre of the Trumpet site.
4.4.6 Fort Hill Community School: The secondary school is within a 1.1km walking distance of the centre of the Trumpet Junction site, with the route being via the underpass and then along Hazelwood Drive, Elmwood Way, Hawthorn Way and Blackthorn Way. The route is along footways for the entire route, along quiet residential roads.
4.4.7 The footways to the college are in good condition and dropped kerbs are provided at all the crossing points along the route except for at the Willow Way crossing on Hawthorn Way.
4.4.8 The driving distance to Fort Hill Community School is twice as long as the walking distance, with a length of 2.2km from the centre of the Trumpet site.
4.4.9 Castle Hill Primary School: The primary school is within a 1.65km walking distance from the centre of the Trumpet Junction site, with the route being a slight extension of the Fort Hill Community College journey, with it extending from Hawthorn Way to Hill Crest Walk to gain
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access into the school. Hill Crest Walk is a wide pedestrian only route that is lit and in good condition.
4.4.10 The driving distance to Castle Hill Primary is 2.5km from the centre of the Trumpet site.
4.4.11 It can therefore be seen that good pedestrian routes are provided to all three of the schools within the Trumpet Junction site catchment area. These routes would also be suitable for cycling due to the gentle gradients and quiet nature of the routes. For each of the schools the driving distance from the Trumpet Junction site is far longer than the walking distance, with the journey length increasing by between 50% and 380%. The site is therefore well placed in encouraging pupils to walk or cycle to school rather than driving.
4.4.12 Higher Education is available from Basingstoke College of Technology, located 2km to the south-east of the site.
4.4.13 There are also two children’s nurseries school located within 500m of the site, with one of these located on the hospital site.
Accessibility to Health Facilities
4.4.14 Rooksdown Parish has a doctor’s surgery, The Rooksdown Practice, which serves the local community and well placed with it being located 400 metres to the north of the site.
4.4.15 North Hampshire Hospital is located to the north-east of the site, within a five minute walking distance. Located within the grounds of North Hampshire Hospital is Parklands Hospital, St Michaels Hospice and The Ark, a Postgraduate Medical Centre providing the very latest facilities for training and research.
Accessibility to Employment
4.4.16 There is a wide range of employment opportunities at Kingsclere Road / Houndmills employment area, located to the south-east of the site, which is accessible through existing footways and cycle routes and this access will be further improved with the proposed cycle route improvements.
4.4.17 Further employment opportunities are available within Basingstoke town centre where a range of businesses, shops and amenities are present. The town centre is easily accessible by bus or cycle.
Accessibility to Retail Facilities
4.4.18 The nearest shops to the site are a WH Smiths and Costa Coffee located within North Hampshire Hospital and therefore within walking distance of the site. There is also a cash machine within the hospital.
4.4.19 There are further local shops and a Somerfield food superstore located within the Winklebury estate to the south of the site. These are accessible via the underpasses on the sites southern boundary.
4.4.20 A wide selection of shops is located within Basingstoke town centre, which is easily accessible by bus or cycle. Festival Place Shopping Centre is a regional shopping destination with over 165 shops including the department stores of Debenhams, Bhs and Marks and Spencer and 28 restaurants, bars and cafes. Festival Place is located south of Basingstoke rail station.
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Accessibility to Leisure and Community Facilities
4.4.21 The Rooksdown Community Centre is located on the eastern side of the parish adjacent to The Rooksdown Practice, which hosts regular actvities like: badminton; pilates; scouts and beavers to name a few.
4.4.22 West Ham Leisure Park is located approximately 1.5km to the south of the site which can be accessed by foot and cycle. Basingstoke Aquadrome swimming complex, a cinema complex, a 10 pin bowling alley and Planet Ice ice-skating rink are located in the leisure complex.
4.4.23 There are several leisure facilities within Festival Place in Basingstoke town centre. This includes a 10 screen VUE Cinema complex, Basingstoke Sports Centre with health spa, swimming pool, gym, aerobics studios and climbing wall, Liquid Nightclub and Basingstoke Library.
4.4.24 The recently opened Everest Community College provides a number of sport and leisure facilities that are available for public use. These facilities include a gym, Multi Use Games Area and a floodlit astro-turf sports pitch.
Summary
4.4.25 It has been demonstrated that there are a wide range of educational, health, employment, retail, leisure and community facilities within a 2km walking distance and 5km cycling distance of the site.
4.4.26 Furthermore, frequent bus services provide access to Basingstoke town centre, rail station and other local attractions.
4.4.27 Therefore, the development site is well placed with regards to local facilities and offers the opportunity for many trips to be undertaken by modes of travel other than the private car.
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5 Trip Generation and Assignment
5.1 Trip Rates
5.1.1 The traffic generation and assignment proportions to be used for the development are to be based on the results of traffic surveys undertaken at Trenchmead Gardens, a 44 home residential cul-de-sac on the Park Prewett estate. Trenchmead Gardens is fully occupied and comprises of the following residential split:
22 Terrace Houses;
8 Semi-Detached Houses;
1 Detached House; and
13 Apartments.
5.1.2 Although Trenchmead Gardens has a slightly greater proportion of apartments as compared to the proposed development, 30% to 18%, it is still believed to be a robust option as:
All properties are occupied.
Road is centrally located within the Park Village site so there will not be a bias of trips to either the east (A340) or west (A339);
Road is in close proximity of the Trumpet Junction site;
Provides greatest level of property numbers within single contained area (Domitian Gardens is the only other suitable site that is centrally located within the development but this only provides a total of 10 properties).
5.1.3 A survey of traffic movements into and out of Trenchmead Gardens was undertaken in the AM peak hour (08:00-09:00) and PM peak hour (17:00-18:00) on Tuesday 10th May 2016 and the results are summarised in Table 5-1.
Table 5-1: Traffic Survey Results, Trenchmead Gardens (10.05.16) Arrive Depart Time Two-way From From From From Period Total North South (Via Total North South Total (Via A340) A339) (Via A340) (Via A339) AM Peak 2 5 7 1 21 22 28 PM Peak 1 16 17 1 7 8 25
5.1.4 From Table 5-1 it can be seen that Trenchmead Gardens generated 28 and 25 two-way movements in the AM and PM peak hours respectively. A summary of the resultant trip rates and trip assignments from Trenchmead Gardens is provided in Tables 5-2 and 5-3 respectively.
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Table 5-2: Trip Rates (per unit) Trenchmead Garden Time Period Arrive Depart Two-way
AM Peak 0.159 0.500 0.659 (08:00 – 09:00) PM Peak 0.386 0.182 0.568 (17:00 – 18:00)
5.1.5 From Table 5-2 it can be seen that the survey of Trenchmead Gardens has provided a two- way trip rate of 0.659 per dwelling, which is considered realistic and robust for use in the trip generation forecasts for the Trumpet Junction site. The TA submitted with the 2011 application calculated an AM peak arrival and departure trip rate of 0.16 and 0.45 respectively, and demonstrates that proposed trip rates in Table 5-2 are comparable.
Table 5-3: Trip Assignment - Trenchmead Gardens Arrival Departure Two-way Time Period Via A340 Via A339 Via A340 Via A339 Via A340 Via A339 AM Peak 28.6% 71.4% 4.5% 95.5% 10.3% 89.7% PM Peak 5.9% 94.1% 12.5% 87.5% 8.0% 92.0%
5.1.6 From Table 5-3 it can be seen that 89.7% and 92.0% of all traffic travelling to the site travel from the south via the A339 during the AM and PM peak hours respectively. It also shows that 10.3% and 8.0% of all traffic travelling to the site travel from the north via the A340 during the AM and PM peak hour respectively.
5.2 Trip Generation
5.2.1 A summary of the resultant traffic generation and assignment for the proposal at Trumpet Junction (122 residential dwellings) during the AM and PM peak hours has set out in Table 5- 4.
Table 5-4: Proposed Trip Generation and Assignment for Trumpet Junction Arrive Depart Two- Time From From A340 To A340 To A339 way Period A339 Aldermaston Total Aldermaston Ringway Total Total Ringway Road Road North North AM Peak 6 14 20 3 58 61 81 PM Peak 3 44 47 3 19 22 69
5.2.2 Table 5-4 shows that the proposed development would generate 81 and 69 two-way vehicle during the AM and PM peak hours respectively.
5.2.3 Table 5-4 shows that of the total trip generation, 72 and 63 two-way trips travelling through the Rooksdown Avenue/ A339 Ringway/ Roman Road/ Kingsclere Road roundabout during the AM and PM peak hours respectively. With the remaining 9 and 6 two-way trips travelling through the A340/ Priestly Road junction.
5.2.4 The previous 2011 TA estimated a trip generation for the proposal of 80 two-way movements in the AM peak hour, and used the reverse trip rates for the PM peak hour. Table 5-4 demonstrates that the proposed trip generation for the updated TA not only estimates a similar
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trip generation in the AM peak hour; but also provides a better estimation for the PM peak trip generation.
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6 Traffic Impact Apprasial
6.1 Introduction
6.1.1 Due to the small number of two-way trips generated by the site, we have undertaken a link impact assessment of the development on the existing traffic flows at the junctions of A340 Aldermaston Road / Priestley Road and Rooksdown Avenue/ A339 Ringway roundabout
6.2 A340 Aldermaston Road / Priestley Road / The Avenue
6.2.1 Currently the junction of A340 Aldermaston Road / Priestly Road is in the process of being upgraded. This upgrade work will result in the closure of Priestley Road at the junction of the A340 Aldermaston Road / The Avenue at Lodge junction.
6.2.2 It is considered that due to this closure and the impact of the traffic management for the junction improvements, it would be difficult to survey and get a true representation of traffic flows and queues at the junction. Therefore for the purpose of assessing the impact of the 9 and 6 two-way trips during the AM and PM peak hours respectively. We have used the 2016 baseline traffic flows used within the previous 2011 TA to undertake a link impact assessment at the A340 Aldermaston Road / The Avenue junction.
6.2.3 From previous projects that PBA have worked on in the local area it has been agreed that for development traffic travelling via the A340 Aldermaston Road, 85% would travel via the south (to/from A339 / Basingstoke town centre) and 15% via the north.
6.2.4 Table 6-1 sets out the 2016 baseline link flows for the A340/ Priestley Road / The Avenue junction at lodge junction; and the development flows and percentage net impact as a result of the proposal.
Table 6-1: Link Impact Assessment – 2016 (2011 TA extract) AM Peak PM Peak Link 2016 Development % 2016 Development % Flow Flow Impact Flow Flow Impact Priestley Road 719 6 0.83% 344 3 0.86% Eastbound A340 (N) 1426 0 0.07% 1304 0 0.00% Southbound A340 (S) 2202 3 0.14% 2255 3 0.13% Northbound Whole 4347 9 0.2% 3903 6 0.2% Junction
6.2.5 From the result summaries it can be seen that the proposed development has a negligible impact on the baseline traffic flows, and thus does not provide evidence that a junction assessment at this location would necessary.
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6.3 Rooksdown Avenue/ A339 Ringway Roundabout
6.3.1 The previously approved 2011 TA did not provide a link impact assessment for the Rooksdown Avenue / A339 Ringway roundabout during the peak hours
6.3.2 For the purpose of assessing the impact of the 72 and 63 two-way trips during the AM and PM peak hours respectively. A traffic survey was carried out at the Rooksdown Avenue/ A339 Ringway roundabout to provide existing traffic flows of the roundabout. Traffic surveys were carried out on Tuesday 10th May 2016 for the AM (08:00 – 09:00) and PM (17:00 – 18:00) peak hours.
6.3.3 The development flows have been assigned to the junction using the existing turning movements in and out of Rooksdown Avenue, and is shown in Table 6-2.
Table 6-2: Rooksdown Roundabout Development Flow Assignment Arrive Depart
Time Period From From From To To To A399 A399 Roman Kingsclere Roman Kingsclere Ringway Ringway Road Road Road Road 2016 Survey 323 313 54 319 265 98 %age 46.8% 45.4% 7.8% 46.8% 38.9% 14.4% AM Development 7 6 1 27 23 8 Flows 2016 Survey 430 147 63 280 254 53 %age 67.2% 23.0% 9.8% 47.7% 43.3% 9.0% PM Development 30 10 4 9 8 2 Flows
6.3.4 Table 6-3 sets out the 2016 survey link flows for the Rooksdown Avenue/ A339 Ringway roundabout; and the development flows and percentage net impact as a result of the proposal.
Table 6-3: Link Impact Assessment AM Peak PM Peak Link 2016 Develop. % 2016 Develop. % Flow Flow Impact Flow Flow Impact Rooksdown Ave 682 58 7.8% 587 19 3.1% Southbound A339 Ringway 1253 7 0.5% 1810 30 1.6% Westbound Roman Road 996 6 0.6% 500 10 2.0% Northbound Kingsclere Road 1130 1 0.1% 1048 4 0.4% Eastbound Whole Junction 4061 72 1.7% 3945 63 1.6%
6.3.5 Table 6-3 shows that the proposed development is estimated to result in a 7.8% increase in vehicle movement along the Rooksdown Avenue Approach to the roundabout. Overall this results in a 1.7% increase in total movements at the junction. .
6.3.6 This link impact assessment demonstrates that the development proposals would result in a overall negligible increase in trips at the Rooksdown Avenue / A339 Ringway roundabout.
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7 Conclusion
7.1.1 This Transport Assessment has demonstrated how the Trumpet Junction is well placed to accommodate the proposed level of residential development.
7.1.2 The site is allocated for the development of 122 new residential dwellings adjacent to the Park Village residential development. The site therefore not only benefits from the existing high level of facilities provided in the local area but will also benefit from the ancillary services that will be provided within the Park Village development once fully complete.
7.1.3 The proposed development will provide 232 parking spaces across the site, this allows for upto 50% of the ‘open market house’ owners to take up the opportunity to provide an additional bedroom within the property.
7.1.4 The proposed development will provide adequate cycle parking provision across the site in line with current standards.
7.1.5 The proposed development is in accordance with national, regional and local planning policy as it:
provides walking and cycling routes throughout the site, connecting into neighbouring networks;
provides resident and visitor cycle parking in accordance with BDBC standards;
is located within 400 metres of a high frequency of bus services;
is within walking and cycling distance of numerous education, retail, leisure and employment facilities;
provides a level of on-site car parking to BDBC standards;
provides a proportion of affordable housing units;
7.1.6 In addition to the local education, retail, leisure and employment facilities that are within walking and cycling distance, the site is also well connected to Basingstoke town centre as up to 7 buses per hour, located within 400 metres of the site, serve the town centre.
7.1.7 All of the local bus services also provide access to Basingstoke train station.
7.1.8 The assessment work contained with this report has demonstrated that the forecast level of traffic generation from the Trumpet Junction site will have a limited impact on the surrounding road network.
7.1.9 The internal site arrangement provides suitable access for delivery, servicing and emergency vehicles.
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Appendix A Proposed Masterplan
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Responsibility is not accepted for errors made by others in Housetype Legend scaling from this drawing. Contractors must check all dimensions on site. Discrepancies must be reported Housetype Beds MARKET AFFORDABLE TOTAL immediately to the architect before proceeding. This drawing is copyright ©2016 Nash Partnership. All rights reserved.
A 2/3 bed 4 14 x 2 bed 23 Revision Date Notes Initials 5 x 3bed A 21.04.16 First issue ST B 3/4 bed 6 8 x 3bed 14 B 26.04.16 Parking layouts and minor road AA width amendments C 3/4 bed 16 3 x 3bed 19
D 3/4 bed detached 6 6
E 3/4 bed detached 6 2 x 4bed 8
F 3/4 bed Part M(2) 16 2 x 3bed 18 compliant G 1 bed FOG 1 2 x 1bed 3
H 2 bed FOG 5 5
1/2 bed FLATS 18 8 x 1bed 26
TOTAL 78 44 (36%) 122
CDM Regulations
Reference Scale
0 10cm
Nash Partnership 23a Sydney Buildings BATH BA2 6BZ
01225 442424 www.nashpartnership.com [email protected]
Preliminary
Project Number Drawing Number Revision 14131 SK019 B
Project Trumpet Junction, Basingstoke
Title Site Plan, HOUSE TYPES (mews option)
Drawn by Project Manager
ST AT
Scale Date first created 1 : 500 @A1 04/21/16
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Appendix B Vehicle Swept Path Analysis
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R30.000 A Revised Masterplan 16.05.16 JHC GS -
Mark Revision Date Drawn Chkd Appd
R25.000 SCALING NOTE: Do not scale from this drawing. If in doubt, ask. UTILITIES NOTE: The position of any existing public or private sewers, utility services, plant or apparatus shown on this drawing is believed to be correct, but no warranty to this is expressed or implied. Other such plant or apparatus may also be present but not shown. The Contractor is therefore advised to undertake his own investigation where the presence of any existing sewers, services, plant or apparatus may affect his operations. Drawing Issue Status FOR INFORMATION TRUMPET JUNCTION PARK PREWETT, BASINGSTOKE REFUSE VEHICLE SWEPT PATH ANALYSIS
Client
Date of 1st Issue Designed Drawn 19.04.16 - SB Offices throughout A1 Scale Checked Approved the UK and Europe 1:500 GS - www.peterbrett.com Drawing Number Revision Peter Brett Associates LLP READING The Spinney 37693/5502/001 A Tel: 0118 950 0761 user name: james chodorowski File Location: j:\37693 trumpet junction, basingstoke\transport\drawings, gis, photos and video\cad\dwgs\37693-5502-001 rev a.dwg