SEWARDSTONE HALL FARM
TRANSPORT STATEMENT
Client: E.W. Davies Ltd
TRANSPORT STATEMENT
SEWARDSTONE HALL FARM
Client: E.W. Davies Ltd
i-Transport LLP 85 Gresham Street London EC2V 7NQ Tel: 020 3705 9215 www.i-transport.co.uk
i-Transport Ref: NM/MD/ITB6205-005A R
Date: 25 July 2018
COPYRIGHT The contents of this document must not be copied or reproduced in whole or in part without the written consent of i-Transport LLP
QUALITY MANAGEMENT
Report No. Comments Date Author Authorised
ITB6205-005A Issue 25/07/2018 MD NM
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CONTENTS
SECTION 1 INTRODUCTION...... 3 SECTION 2 POLICY CONTEXT ...... 6 SECTION 3 EXISTING CONDITIONS ...... 12 SECTION 4 DEVELOPMENT PROPOSAL ...... 21 SECTION 5 OPPORTUNITIES FOR SUSTAINABLE TRAVEL ...... 24 SECTION 6 FRAMEWORK TRAVEL PLAN ...... 31 SECTION 7 TRAFFIC IMPACT ...... 32 SECTION 8 SUMMARY AND CONCLUSIONS ...... 41
FIGURES
FIGURE 3.1 LOCAL PEDESTRIAN AND CYCLIST ROUTES FIGURE 3.2 2018 OBSERVED MORNING PEAK HOUR FIGURE 3.3 2018 OBSERVED EVENING PEAK HOUR FIGURE 5.1 LOCAL FACILITIES PLAN FIGURE 7.1 2023 WITHOUT DEVELOPMENT MORNING PEAK HOUR FIGURE 7.2 2023 WITHOUT DEVELOPMENT EVENING PEAK HOUR FIGURE 7.3 DEVELOPMENT DISTRIBUTION FIGURE 7.4 DEVELOPMENT ASSIGNMENT MORNING PEAK HOUR FIGURE 7.5 DEVELOPMENT ASSIGNMENT EVENING PEAK HOUR FIGURE 7.6 2023 WITH DEVELOPMENT MORNING PEAK HOUR FIGURE 7.7 2023 WITH DEVELOPMENT EVENING PEAK HOUR
DRAWING
ITB6205-GA-002 REV D SITE ACCESS
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APPENDICES
APPENDIX A TRAFFIC SURVEY DATA APPENDIX B PERSONAL INJURY ACCIDENT DATA APPENDIX C EXISTING LAND USES APPENDIX D TRICS REPORT AND CALCULATIONS APPENDIX E ILLUSTRATIVE MASTERPLAN APPENDIX F STAGE 1 ROAD SAFETY AUDIT AND DESIGNER’S RESPONSE APPENDIX G DISTRIBUTION TABLE APPENDIX H JUNCTIONS 9 OUTPUT REPORTS
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SECTION 1 INTRODUCTION
Introduction
1.1.1 E.W. Davies Farms Ltd has appointed i-Transport LLP to provide transport and highways advice in relation to an outline planning application for a residential development on land at the former haulage yard, Sewardstone Hall, Sewardstone, Essex. The site currently houses two residential units and a number of buildings associated with the former haulage yard.
1.1.2 The development will provide up to 40 dwellings on land to the west of Sewardstone Road and south of Hawes Lane. Epping Forest District Council (EFDC) is the Local Planning Authority (LPA) and Essex County Council (ECC) is the local highway authority (LHA) responsible for the site.
1.1.3 In accordance with ECC’s Development Management Policies (February 2011), this Transport Statement has been produced in accordance with the Department for Transport’s ‘Guidance for Transport Assessment’.
Planning History
1.2.1 An application on the site for up to 73 residential dwellings and a 200sqm community facility or retail unit was submitted in 2014 (planning ref: EPF/1556/14).
1.2.2 Whilst the application was refused by EFDC as the LPA, ECC as the LHA offered no objection. The LHA was clear in its consultation response dated 26th September 2014 to the planning application that from a highway and transportation perspective the impact of the proposal is acceptable to them. This is detailed fully as follows:
“The proposed development has been assessed against current National and County policy and safety guidelines and has been found acceptable to the Highway Authority.
The applicant has submitted a comprehensive and robust Transport Assessment which demonstrates that the development will not have a detrimental impact upon the local highway network in the vicinity of the site or upon the wider highway network. There are no capacity issues associated with the development and the access has more than appropriate visibility for the speed of the road. Furthermore the developer is proposing significant highway works which will greatly improve and regulate the operation of the site access, Hawes Lane and Mott Street to the benefit of all highway users.
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Consequently the Highway Authority is satisfied that the development will not be detrimental to highway safety, capacity or efficiency and will improve safety and accessibility to the site and in the locality”.
1.2.3 An appeal was lodged, (appeal ref: APP/J1535/W/15/3033482), and was dismissed in September 2015.
1.2.4 The new application seeks a significant reduction in the number of residential units proposed and no longer proposes the non-residential building.
Pre-Application Discussion
1.3.1 Pre-application discussions for the new scheme were held with EFDC during March and April 2018. The key points raised during the pre-application discussions, relating to transport and accessibility of the scheme, are detailed below:
The reduction in the number of units from the previous application will reduce the anticipated impact of the scheme;
The anticipated trip generation of the proposal may be similar to the level of vehicle movements of the existing uses. Further information regarding the changes in trip generation is required; and
It is recognised that new housing development, within a District that cannot demonstrate a five-year land supply, can outweigh any concerns about locational sustainability of a scheme.
Structure
1.4.1 The remainder of this document is structured as follows:
Section 2 – Policy Context;
Section 3 – Existing Conditions;
Section 4 – Development Proposal;
Section 5 – Opportunities for Sustainable Travel;
Section 6 – Framework Travel Plan;
Section 7 – Traffic Impact; and
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Section 8 – Summary and Conclusions.
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SECTION 2 POLICY CONTEXT
Introduction
2.1.1 This section summarises the national and local transport policies that provide the context for the transport appraisal of the proposed residential development.
National Policy
National Planning Policy Framework (2012)
2.2.1 The National Planning Policy Framework (NPPF) provides the overarching document for which all planning policy should be considered against. The specific transport policies are contained within Section 4 of the NPPF. This sets out the importance of facilitating sustainable development by reducing the need to travel and re-balancing the transport system in favour of sustainable transport modes.
2.2.2 The NPPF recognises the importance of transport policies in facilitating sustainable development. Paragraph 32 of the NPPF states that:
“All developments that generate significant amounts of movement should be supported by a Transport Statement or Transport Assessment. Plans and decisions should take account of whether:
The opportunities for sustainable transport modes have been taken up depending on the nature and location of the site, to reduce the need for major transport infrastructure;
Safe and suitable access to the site can be achieved for all people; and,
Improvements can be undertaken within the transport network that cost effectively limit the impacts of the development.” (Ref: NPPF Paragraph 32)
2.2.3 In summary, development should provide opportunities for sustainable travel; achieve safe access; and should only be prevented where the residual cumulative impact is ‘severe’.
Draft National Planning Policy Framework (2018)
2.2.4 The updated draft version of the NPPF was published in March 2018. The latest draft continues the presumption in favour of sustainable development. With regard to transport, the plan states that development should ensure the following:
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“A) appropriate opportunities to promote sustainable transport modes can be – or have been – taken up, given the type of development and its location;
b) safe and suitable access to the site can be achieved for all users; and
c) any significant impacts from the development on the transport network (in terms of capacity and congestion), or on highway safety, can be cost effectively mitigated to an acceptable degree.
Development should only be prevented or refused on highways grounds if the residual cumulative impacts on the road network or road safety would be severe.”
Local Policy
Essex Development Management Policies (2011)
2.3.1 Essex’s policies for managing the transport impacts of development are set out in their ‘Development Management Policies’ document (February 2011). The relevant policies to this proposal are summarised in the following paragraphs.
2.3.2 Policy DM1 provides general transport policy guidance. It requires the number of new accesses, where these are acceptable in principle, to be kept to a minimum on roads designated as part of the Development Management Route hierarchy, and to be designed in line with current standards and not to have a detrimental impact on road safety. It requires proposals to be located so as to provide access to sustainable travel modes (commensurate to the location of the development). The A112 Sewardstone Road is designated as a “Main Distributor” road.
2.3.3 As a result, Policy DM2 is of relevance, which states that in locations between defined settlement areas, direct access will be prohibited, as will intensification of an existing access. The highway authority will also require improvements to existing substandard accesses.
2.3.4 Policy DM9 requires developments to enable access by non-car modes including walking, cycling and public transport by providing appropriate infrastructure to facilitate these journeys. Policy DM10 requires developers to provide a Residential Travel Information Pack to all new residents.
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2.3.5 Policy DM13 requires a Transport Statement to be submitted with planning applications for residential developments of 50 dwellings or less. Policy DM14 requires a Stage One Road Safety Audit and Designer’s Response to be undertaken as part of any planning application seeking to materially alter the highway.
2.3.6 DM20 relates to impacts of development during construction and sets out the need for a Construction Traffic Management Plan to be submitted and agreed with the LHA prior to commencement. This should include details of parking and turning facilities within the development site and wheel cleaning facilities.
Essex Local Transport Plan (2011-2026)
2.3.7 A new Local Transport Plan (LTP) for Essex was adopted in May 2011 entitled Essex Transport Strategy. This third Local Transport Plan for Essex covers the 15 year period 2011-2026. The LTP3 seeks to address national transport priorities at the local level and identifies a number of policy objectives structured under five broad outcomes:
Providing connectivity for communities to support sustainable economic growth;
Reducing carbon dioxide emissions and improving air quality;
Improving safety on the transport network;
Enhancing maintenance and ensuring transport network is available for use; and
Providing sustainable access and travel choices for Essex residents to create sustainable communities.
2.3.8 The LTP 3 is broken into four areas: The Heart of Essex, Haven Gateway, Thames Gateway and West Essex. Epping Forest falls into the West Essex area. Sewardstone is classified as being a lower order settlement than a local centre and is therefore not referenced within the document.
Epping Forest District Local Plan (1998) and Alterations (2006), (February 2008)
2.3.9 The EFDC Local Plan and its alterations is now quite dated, and as a result, a number of policies were reviewed saved where relevant in 2008. The saved policies of relevance to this application are as follows.
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2.3.10 Policy CP3 – New Development. Part (ii) of this policy sets out that the Council will require development to be accessible by existing, committed, or planned sustainable means of transport, and that planning obligations may be used to secure this criteria.
2.3.11 Policy CP 9 – Sustainable Transport. This policy sets out requirements for development schemes, including the need to promote and provide for sustainable means of transport, especially to key community facilities, particularly by public transport, cycling and walking.
2.3.12 Policy ST1 – Location of Development seeks to ensure that new development is located in places that encourage walking, cycling, and the use of public transport. Similarly, Policy ST2 – Accessibility of Development sets out that development must be designed to provide safe, pleasant, and convenient access for pedestrians and cyclists.
2.3.13 The requirement for a Transport Assessment for developments with significant transport implications is set out in Policy ST3, whilst Policy ST5 establishes the need for a Travel Plan to reduce car usage and encourage more sustainable forms of transport.
2.3.14 Policy ST4 – Road Safety states that the Council will grant planning permission for new development that is unlikely to lead to an excessive degree of traffic congestion and will not be detrimental to highway safety.
Epping Forest District Council Draft Local Plan Submission (2017)
2.3.15 Epping Forest are seeking to submit their new draft Local Plan to the Planning Inspectorate in Autumn 2018, and therefore the Plan is currently of limited weight. A review of the draft policies is provided below.
2.3.16 Policy SP1 – Presumption in Favour of Sustainable Development – the Council will support and promote proposals which accord with the development plan and reflect the presumption in favour of sustainable development contained within the NPPF.
2.3.17 Policy T1 – Sustainable Transport Choices. This policy seeks to promote and support opportunities to improve supporting transport infrastructure, minimise the need to travel and promote opportunities for sustainable transport. This includes the provision of all new developments to make provision for electric vehicle charging points. Further, it states that development will be permitted where it:
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Does not result in a cumulative severe impact on the operation and safety of the local highway network;
Provides appropriate parking provision with regard to design, layout and quantity; and
Ensures that, where appropriate, proposals will not prejudice future provision of transport infrastructure of adjoining sites.
2.3.18 Policy DM11 – Waste Recycling Facilities in New Development. All new development will need to provide sufficient storage facilities for waste collection, including the provision of a safe access on-site for refuse vehicles.
Guidance for Vehicle Parking Standards (September 2009)
2.3.19 Relevant car parking standards are given in Essex Planning Officers’ Association’s Parking Standards Design and Good Practice Guidance document (September 2009). This document takes accounts of expected levels of car ownership and seeks to ensure high quality design and the efficient use of land in new development.
2.3.20 The car and cycle parking standard for residential uses are given in Table 2.1.
Table 2.1: Parking Standards
Dwelling Size Residents Parking Spaces Disabled Spaces Cycle Spaces
1 bedroom 1 per dwelling Not required if One 2 + bedrooms 2 per dwellings parking is within secured/covered curtilage otherwise as space per below dwelling for residents Visitor/ 0.25 per dwelling 1 space + 1 space per Unless secure Unallocated 20 spaces for the 1st cycle parking 100 spaces, then 1 provision within space per 30 spaces curtilage, one space per 8 dwellings for visitors
Source: ECC Parking Standards Design and Good Practice (September 2009). Note: Garages excluded if less than 7m x 3m
2.3.21 In addition, all car parking spaces are to be provided within passive electric vehicle charging points, as set out in the Draft Local Plan and Essex’s Design Guide. Ref: NM/MD/AC/ITB6205-005A R Date: 25 July 2018 Page 10
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Summary
2.4.1 A key aim of local and national transport policy is to integrate land use planning and transport and to promote accessibility by non-car modes of transport. New development should ensure that high quality provision is made for pedestrians and cyclists, and connections should be provided to public transport facilities. Car and cycle parking should be provided in accordance with relevant local standards, and be well designed and conveniently located.
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SECTION 3 EXISTING CONDITIONS
Introduction
3.1.1 This section sets out the existing transport conditions in the local area, including a review of the local highway network, the environment for walking and cycling, public transport provision, traffic volumes and speeds, and the road safety record.
Site Location
3.2.1 The site is located to the west of the A112 Sewardstone Road. It is bounded to the north by Hawes Lane, to the east by Sewardstone Road, to the south by a permissive off-road cycle route, and to the west by Sewardstone Marsh and Gunpowder Park.
3.2.2 The site is currently occupied by a range of employment use buildings which include B1, B2 and B8 land uses. There are currently 26 employees at the site. The breakdown in floor areas of the employment uses is provided below.
100sqm of B1 floor area;
416sqm of B2 floor area; and
1,514 sqm B8 floor area.
3.2.3 A site location plan is provided at Figure 3.1.
Locale and Highway Network
3.3.1 The site currently accommodates a number of light industrial units and two residential dwellings, MOT centre and fireplace/stove retail unit. The site’s access road effectively forms a shared simple priority access with Hawes Lane onto the A112 Sewardstone Road. Hawes Lane is a single track road of some 4.1m in width with no footway provision.
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3.3.2 Sewardstone Road in the vicinity of the site access is subject to a 30mph speed limit, is street lit, and is some 8.1m wide. Double white lines are present in the middle of the road to prohibit overtaking. White line edge markings are present on both sides of the carriageway. Footways are present on both sides of the carriageway to the south of the site, and on the eastern side of the road to the north of the site (the western footway becomes a footpath for some 200m before re-joining the carriageway in the vicinity of the Bakers Arms restaurant).
3.3.3 Sewardstone itself is effectively a linear settlement along the A112 Sewardstone Road – one of the main vehicular routes between Chingford to the south and Waltham Abbey to the north. A petrol station marks approximately the southern extent circa 1km to the south, which the Gunpowder Park and Sainsbury’s distribution depot in the vicinity of the junction with the A121 approximately 1.2km to the north mark the northern extent. The Plough public house and restaurant is located approximately 20m north of the site access to the north of Mott Street, and the Bakers Arms restaurant and Premier Inn hotel are located approximately 200m to the north of the site.
Walking and Cycling
3.4.1 Pedestrian permeability in the locale is fair. Footways are present on the A112 Sewardstone Road. A publicly accessible footpath and cycleway routes along the southern boundary of the site, consisting of an off-road metalled surface cycle route with permitted public access. This routes from the A112 westwards, where it joins a shared foot/cycle way through Sewardstone Marshes over the Cattlegate Bridge across the River Lea to Enfield Island Village. There is a Tesco Express convenience retail unit and gym located in the village, as well as additional bus stops, approximately 800m west of the site.
Public Transport
3.5.1 A bus stop including shelter for bus route 505 is located on the western side of Sewardstone Road approximately 60m south of the site access. This provides six services (in each direction) on Saturdays only between Harlow to the north and Chingford railway station to the south. The southbound bus flag is circa 100m to the south, and can be accessed by the site’s proposed new pedestrian crossing facility of Sewardstone Road as part of the access junction improvements detailed later in this report. Ref: NM/MD/AC/ITB6205-005A R Date: 25 July 2018 Page 13
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3.5.2 Across the River Lea in the Enfield Island Village, bus routes 491 and 121 stop on Brunswick Road (approximately 900m west of the site or a 10-15 minutes walk). The bus route 491 provides a route towards Waltham Cross and North Middlesex Hospital with up to three buses per hour, in both directions, during the weekday. The bus route 121 provides a route towards Wood Green/Turnpike Lane station via Enfield Lock station, Enfield Town and Southgate, with up to 10 buses per hour during the weekday.
3.5.3 During the weekday morning peak, the first bus services south towards North Middlesex Hospital are at 0622 and 0638 hours on route 491 and 0709 and 0726 towards Waltham Cross. On the return journey, the last services from Waltham Cross are at 2320 and 2340 hours, and from North Middlesex hospital at 2335 and 2355. Similarly, for route 121 the first services are at 0545 and 0600 hours towards Enfield Town, Palmers Green and Wood Green, with return journeys every 15 minutes from Wood Green until 0134 hours.
3.5.4 Enfield Lock railway station is located approximately 2km to the west via Enfield Island Village. This provides services to London Liverpool Street, Stratford, Hertford, and Bishops Stortford. The station provides cycle stands.
Traffic Flows
3.6.1 Traffic surveys (manual classified counts and queue lengths) were undertaken on Tuesday 12th June 2018 at the following locations (consistent with the locations assessed as part of the previous assessment):
A112 Sewardstone Road / A1212 Dowding Way / A121 Meridian Way; and
A112 Sewardstone Road / Mott Street / Site Access / Hawes Lane.
3.6.2 This date was chosen as it avoided both school holidays and known road closures. A 12 hour traffic count was also undertaken on the site access road.
3.6.3 The local highway network peaks have been observed to be 0730-0830 hours and 1600-1700. The observed two-way peak hour flows on local links are summarised in Figures 3.2 and 3.3, with the full data provided at Appendix A.
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3.6.4 A summary of the total junction flows at each of the junctions is provided in Table 3.1. The table also includes a comparison to the 2013 data collected as part of the previous application.
Table 3.1: Observed Traffic Flows
Junction Total Junction Flows 2013 AM 2018 AM 2013 PM 2018 PM Peak Peak Peak Peak A112 Sewardstone Road / A1212 2,976 3,208 2,956 2,712 Dowding Way / A121 Meridian Way A112 Sewardstone Road / Mott Street 1,689 1,892 1,739 1,432 / Site Access / Hawes Lane
Source: Consultant’s Estimates
3.6.5 The table demonstrates the total junction flows have increased at both junctions in the morning peak period (by circa 8% at junction 1 and circa 12% at junction 2) and reduced during the evening peak hour (by circa 8% at junction 1 and circa 18% at junction 2), since 2013.
Road Safety
3.7.1 Personal Injury Accident (PIA) data for the most recently available (at the time of requesting in June 2018) five year period of 1st February 2013 to 31st January 2018 have been obtained from ECC. The study area includes the full length of Sewardstone Road. A review of the accidents that took place is set out below; the full data are attached as Appendix B, alongside a location map of each accident.
3.7.2 A total of 48 accidents were recorded within the study area during the time period. Of these 35 resulted in slight injuries, 12 were serious in their severity and one accident was fatal. The majority of vehicles were as a result of rear end shunts, vehicles pulling out into oncoming vehicles and vehicles swerving to avoid other vehicles and/or obstructions in the carriageway.
3.7.3 In the region of the access junction, seven accidents were recorded over the five year period, all of which are classified as slight. No serious or fatal accidents occurred, and only one incident involved vulnerable road users. A summary of the accidents within the region of the access junction is provided in Table 3.2.
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Table 3.2: Personal Injury Accident Data Summary – Sewardstone Road/ Sewardstone Hall Farm/ Motts Road/ Hawes Lane
Date /Time Summary September 2014 Driver swerved to avoid an animal in the carriageway and 1825 subsequently veered off the carriageway February 2015 Motorcycle overtaking a stationary vehicle collides with a vehicle 1245 travelling in the opposite direction May 2015 Driver lost control of their vehicle on the chicane next to Mott Street 0900 resulting in the car leaving the carriageway and colliding with a bus stop August 2015 A rear end shunt between two vehicles as one was waiting to turn 1334 right March 2016 A rear end shunt between three vehicles as one vehicle slowed down 0630 due to stationary traffic September 2016 A rear end shunt between two vehicles as the vehicle behind was 0935 unable to stop in time May 2017 A vehicle collided with another as they exited Mott Street onto 1330 Sewardstone Road
Source: ECC
3.7.4 In summary, whilst any accident is regrettable, it is considered that there is not an inherent road safety problem with the local highway network. The number, form, and type of recorded PIA remains broadly consistent with that recorded and summarised in the report supporting the previous planning application (which recorded four accidents over five years, mainly relating to rear end shunts and collisions at Mott Street).
Existing Site Traffic
3.8.1 As referenced previously, a 12-hour vehicular count of the current site access road was undertaken in June 2018, in order to capture the number of vehicles currently travelling in and out of the site over the course of a day. This enables peak hour trip attraction and generation to the site.
3.8.2 However, ECC Highways advised (during the scoping process for the previous application) that the full potential site traffic generation based on all land uses operating at full capacity should also be assessed. The full breakdown of the size and use class of the existing site buildings is provided at Appendix C. It is understood that all buildings were in use at the time of the survey.
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3.8.3 The potential maximum peak hour vehicular flows from the site has been calculated through the use of similar sites from the TRICS database. These flows are summarised in Table 3.3, and compared with the observed. This demonstrates that the site is operating at a level that is greater than would be anticipated for its land uses.
3.8.4 The trip rates, obtained from TRICS, were agreed for the previous application. A summary of the trip rates and resultant trip attraction calculations are provided at Appendix D.
Table 3.3: Existing Site – Potential and Observed Vehicular Flows
Scenario Morning Peak Hour (0730-0830) Evening Peak Hour (1600-1700) Arriving Departing Arriving Departing
Potential 16 9 10 14 Observed 29 10 8 20 Difference +13 +1 -2 +6
Source: TRICS, site observations, and consultant’s estimates
3.8.5 It is noted that the trips from the site have increased since the previous surveys at the site in June 2013, where the morning peak hour two way flow was 25 vehicles and the evening peak hour two way vehicle flow was 23 vehicles.
3.8.6 Due to the light industrial nature of the site, there are a variety of vehicles accessing the site across a 12 hour period. The data demonstrates the following vehicle mix accessing the site across the 12 hour (0700-1900) period:
61% - Cars;
28% - Light goods vehicle;
9% - Ordinary Goods Vehicle 1 (equivalent to two-three axle larger rigid goods vehicles);
1% - cyclist; and
1% - motorcyclist.
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Local Characteristics
Mode Share
3.9.1 A review of the local method of travel to work for existing residents of the Epping Forest Middle Super Output Area (MSOA 009), taken from the 2011 Census, in which the site sits, is summarised below. The MSOA boundary is illustrated at Image 3.1.
Image 3.1: MSOA Epping Forest 009
3.9.2 The local travel to work data is summarised in Table 3.4.
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Table 3.4: Method of Travel to Work – MSOA Epping Forest 009
Mode Count % Driving a car or van 1,585 66% On foot 227 9% Underground, metro, light rail, tram 167 7% Train 167 7% Passenger in a car or van 94 4% Bus, minibus or coach 66 3% Bicycle 33 1% Motorcycle, scooter or moped 30 1% Taxi 27 1% Other method of travel to work 16 1% Total 2,412 100%
Source: 2011 Census QS701EW - Method of travel to work –Epping Forest 009. Notes: Excluding those who work from home or are not in employment Numbers may not sum due to rounding
3.9.3 The data demonstrates the majority of residents travel to work by private vehicle (66%), with a further 14% using the train or underground and 9% on foot. Very few people use other methods of travel where 1% use bicycle, motorcycle or taxi, 3% use the Bus and 4% are passengers in a car or van.
Car Ownership
3.9.4 The level of local car ownership rates for the Epping Forest 009 MSOA, has been obtained from the 2011 Census data. The data demonstrates that the car ownership level for the MSOA is 1.41 cars per household. A summary of the car ownership data is outlined in Table 3.5.
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Table 3.5: Local Car Ownership Data – Epping Forest MSOA 009
Car or Van Availability Epping Forest 009 Households Cars No Cars of Vans in Household 401 0 1 Car or Van in Household 1,157 1,157 2 Cars or Vans in Household 619 1,238 3 Cars or Vans in Household 211 633 4 or more Cars or Vans in Household 105 486 All Households 2,493 All Cars or Vans in Area 3,514 Car Ownership 1.41
Source: 2011 Census Car or Van Availability (QS416EW) for usual residents of Epping Forest 009.
3.9.5 The 2011 Census data for the car ownership levels demonstrates that the majority of households have only one car or van per household. The approximate car ownership per household is calculated to be 1.41.
Summary
3.10.1 The locale offers a pleasant environment for pedestrians and cyclists, providing a sustainable way of accessing the bus stops and other facilities on Sewardstone Road and further afield in the Enfield Island Village. There is also a pedestrian/cycle link to Enfield Island Village some 800m to the west providing access to further public transport services and other facilities. There are no inherent road safety issues on the local road network.
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SECTION 4 DEVELOPMENT PROPOSAL
Introduction
4.1.1 This section describes the development proposal including the proposed site access arrangements. The development proposal is for a reduction in the number of residential units from the previous 2014 application. The proposal is solely for residential land use.
Development Proposal
4.2.1 The proposal is for an outline planning application for up to 40 residential dwellings and improvements to the Sewardstone Road / Mott Street / Hawes Lane junction. The indicative schedule of accommodation is summarised in Table 4.1 and an indicative masterplan is illustrated in Appendix E.
Table 4.1: Indicative Schedule of Accommodation
Units 1 Bedroom 3 2 Bedroom 14 3 Bedroom 23 Total 40
Source: MSMR Architects
Access Arrangements
Vehicular
4.3.1 The development site will have single point of vehicular access to Sewardstone Road. This is proposed to be in the form of a ghost island layout which provides right turn lanes into both the site access and into Mott Street. This would provide betterment on the existing layout, in that it would take all right turning movements out of the mainline carriageway. It would also allow for a more standard junction layout where Sewardstone Road / Hawes Lane / Sewardstone Hall meet. A dropped kerbed pedestrian crossing with central island is to be provided to the south of the access to enable pedestrian crossing movements of Sewardstone Road to enable access to the bus stop. Again, this is a betterment over the existing situation. The access arrangements are shown illustratively at Drawing no. ITB6205-GA-002 Rev D.
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4.3.2 The proposed layout is as per the previously approved application, which was described as ECC in their previous consultation response as “…significant highway works which will greatly improve and regulate the operation of the site access, Hawes Lane and Mott Street to the benefit of all highway users”. In addition, the Inspector’s decision notice for the appeal states “A series of highway improvements are proposed as part of the development in order to facilitate safe access to the site and these would have broader safety benefits for existing users of the highway according to the Local Highway Authority. This is a benefit to which I attach significant weight”.
4.3.3 A Stage 1 Road Safety Audit was undertaken on the layout during the previous application. Minor comments were received and a Designer’s Response and updated design was produced, as shown in drawing ITB6205-GA-002 Rev D. The Stage 1 Road Safety Audit and Designer’s Response, from the previous application, is provided at Appendix F for reference.
4.3.4 The internal highway layout will be designed in accordance with Essex’s Design Guide, to ensure an equal sharing of space between vehicles and pedestrians. It will be ensured that a refuse vehicle can circulate within the site and turn at the relevant locations to ensure the following:
The refuse vehicle never has to reverse more than 20m;
Waste collection points are located within 25m of the edge of the adopted carriageway (in accordance with the Essex Design Guide ‘Streets and Roads’ section); and
Residents should not carry their waste more than 30m to the storage point (Manual for Street paragraph 6.8.9).
Pedestrian/ Cyclist
4.3.5 The proposal also includes four pedestrian and cyclist only connections to the footpath to the south of the site towards Enfield Island Village. This will provide future residents of the site direct connections to the footpath, without having to route via Sewardstone Road.
4.3.6 In addition, pedestrians will be accommodated via the footway from Sewardstone Road which will route directly into the site. Ref: NM/MD/AC/ITB6205-005A R Date: 25 July 2018 Page 22
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Parking Provision
4.4.1 Whilst the form and layout of car parking within the site is not a matter for determination within this planning application, car parking provision as part of a future reserved matters application will have regard to the standards contained in the adopted ECC Parking Standards Design and Good Practice (see Table 2.1) or any subsequent guidance at the time reserved matters application are determined.
4.4.2 It is envisaged that parking provision will accord with the following broad principles:
To be provided having regard to local car parking standards at the time for the residential uses on the site;
Car parking spaces to measure 2.9 x 5.5m, as set out the Essex Design Guide, with garages measuring 3 x 7m;
A proportion of parking may be unallocated to provide for visitor spaces efficient use; and
All car parking spaces to be provided with passive electric vehicle charging points (which includes the electrical ducting), as per the draft Local Plan.
4.4.3 In line with ECC’S residential car parking standards (see Table 2.1), the illustrative masterplan demonstrates the site is able to accommodate the required 87 car parking spaces. This provision is considered appropriate when assessed against ECC’s standards and the local Census data, which suggests the site would generate a demand for 57 car parking spaces1.
4.4.4 With regard to cycle parking, spaces will be provided for the proposed houses in garages/ covered cycle stands within gardens, and suitable secure communal cycle parking facilities will be provided for the flatted units.
1 The local car ownership reveals a demand for 1.41 cars per household. Applying this against the proposed 40 units = 56.4 cars. Ref: NM/MD/AC/ITB6205-005A R Date: 25 July 2018 Page 23
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Transport Statement
SECTION 5 OPPORTUNITIES FOR SUSTAINABLE TRAVEL
Introduction
5.1.1 This section describes the accessibility of the proposed development by non-car modes of transport identifying the opportunities for future residents to access local facilities and places of employment by non-car modes.
Key Destinations
Journey Purpose
5.2.1 In promoting sustainable transport, it is important to consider the reasons why future residents of the proposed development will make journeys. The Department of Transport’s National Travel Survey identifies the proportion of all trips by purpose as set out in Table 5.1 below.
Table 5.1: Proportion of Trips per Year by Journey Purpose
Journey Purpose Proportion of Trips Leisure 26% Commuting / Business 19% Shopping 19% Education/Escort Education 12% Personal Business 10% Other Escort 9% Other (Including Just Walk) 4%
Source: Table NTS0409 Average number of trips (trip rates) by purpose and main mode: England, 2014, National Travel Survey 2015 Source: Table (NTS0502) 2010/2014
5.2.2 The main reasons for travelling are therefore for leisure, shopping, commuting/ business and education.
Local Facilities
5.2.3 The location of the key local leisure, retail, employment and education facilities in the vicinity of the site are identified in Figure 5.1, whilst Table 5.2 summarises the main facilities as well as their distance and travel time from the site.
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Table 5.2: Distance and Travel Time to Key Destinations
Destination Approx. Walking Cycling Distance Journey Journey Time Time Retail Texaco Filling Station & Off License 1,000m 12mins 4mins Tesco Express 1,100m 13mins 4mins Lidl 2,800m 33mins 11mins Employment Meridian Business Park – (Sainsbury’s Distribution 2,000m 24mins 8mins Centre) Innova Park Industrial Estate 2,100m 25mins 8mins Brimsdown Business Area 2,400m 28mins 9mins Education Prince of Wales Primary School 2,000m 24mins 8mins Oasis Academy 2,100m 25mins 8mins High Beech Church of England Primary School 2,200m 26mins 8mins Chesterfield School 2,500m 30mins 10mins Key Meadows Primary School 2,500m 30mins 10mins Gilwell Hill Nursery and Preschool 2,500m 30mins 10mins John Keats Academy 3,400m 41mins 13mins Eastfield Primary School 3,400m 41 mins 13mins Health Enfield Island GP Surgery 1,100m 13mins 4mins Island Fitness Muscleworks Gym 1,100m 13mins 4mins Ronchetti Pharmacy 1,100m 13 mins 4mins Albany Leisure Centre 3,500m 42mins 14mins Leisure Gunpowder Park – adjacent to site 0m 1min 1min The Plough Public House 160m 2mins 1min Bakers Arms Restaurant 300m 4mins 1.5min Farmhouse Café, Restaurant, and Deli 350m 4 mins 1.5min Enfield Island Village Library 1,100m 13mins 4mins West Essex Golf Club 2,800m 33mins 11mins
Source: Consultant’s estimates. Note – Walk journey time assumes an average walking speed of 1.4m/s. Cycle journey time assumes an average cycling speed of 16km/h (MfS 2). Journey times are approximate and measured via the shortest practical route from the site access
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Walking and Cycling
Guidance
5.3.1 Paragraph 2.3 of the Design Manual for Roads and Bridges TA91/05 “Provision for Non-Motorised Users” states:
“Walking is used to access a wide variety of destinations including educational facilities, shops, and places of work, normally within a range of up to 2 miles. Walking and rambling can also be undertaken as a leisure activity, often over longer distances”.
5.3.2 Paragraph 4.4.1 of the Manual for Streets states:
“Walkable neighbourhoods are typically characterised by having a range of facilities within 10 minutes’ (up to about 800 m) walking distance of residential areas which residents may access comfortably on foot. However, this is not an upper limit and PPG13 states that walking offers the greatest potential to replace short car trips, particularly those under 2km. MfS encourages a reduction in the need to travel by car through the creation of mixed-use neighbourhoods with interconnected street patterns, where daily needs are within walking distance of most residents.”
5.3.3 The Institution of Highways and Transportation (IHT) has published updated guidance regarding the provision of sustainable travel in conjunction with new developments. These documents identify that most people will walk to a destination that is located at less than one mile (Planning for Walking, 2015).
5.3.4 Finally, the National Travel Survey 2014 (released September 2015) confirms that some 76% of all trips under 1 mile (circa 1.6km) are walking, which still accounts for some 31% of all trips between 1 and under 2 miles (circa 1.6km – 3.2km). However, walking accounts for only 5% of all trips between 2 (3.2km) to under 3 miles (4.8km).
5.3.5 Paragraph 2.11 of TA91/05 “Provision for Non-Motorised Users” states:
“Cycling is used for accessing a variety of different destinations, including educational facilities, shops and places of work, up to a range of around 5 miles. Cycling is also undertaken as a leisure activity, often over much longer distances. As well as being a mode of transport in its own right, cycling frequently forms part of a journey in combination with cars and public transport.”
5.3.6 The IHT guidance states that the bicycle is a potential mode of transport for all journeys under five miles (8km) (Planning for Cycling, 2015).
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5.3.7 It is clear from the various guidance and statistics available that acceptable walking and cycling distances will vary between individuals and circumstances - for example physical fitness, encumbrances (e.g. shopping, etc.), journey purpose, attractiveness of routes etc. As such, the reasonable walking and cycling distances used within this assessment are summarised below:
Walking – 2km; and
Cycling – 8km.
5.3.8 The 2km walking distance catchment is shown in Figure 5.1. It can be seen from the 2km catchment that there are multiple local facilities within this distance from the site, providing the opportunities for future residents to travel by non-car modes.
Access to Local Facilities
5.3.9 The Table 5.2 and Figure 5.1 demonstrate that many local facilities are focussed around the centre of the Enfield Island Village to the west of the site which includes a convenience store, bus services, and schools. These are easily accessible by a level and direct dedicated foot and cycle path through the local leisure facility of the Gunpowder Park.
5.3.10 In addition, the extensive Brimsdown Business area around Bancroft Way is located less than 2.5km to the west of the site through the Enfield Island Village and the large Sainsbury’s distribution depot is located less than 2km to the north of the site along Sewardstone Road. These both provide huge potential for future residents to easily cycle to a number of sources of employment.
5.3.11 On Sewardstone Road there are two public houses/restaurants, a hotel, and a petrol station/convenience store all within 1km level and direct walk from the site, providing further local employment, leisure, and retail opportunities.
5.3.12 It can be seen from this analysis that a good range of retail, employment, health, and leisure destinations are located within a 15 minute walk or ten minute bicycle journey of the site demonstrating the site’s accessible location to a number of everyday facilities. This will reduce the need for residents to rely on a private car to travel out of the village for services and facilities.
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5.3.13 As detailed in Section 4, pedestrians and cyclists will be accommodated at the development through access to the dedicated pedestrian and cycle link to Enfield Island Village to the west, as well as a new informal pedestrian crossing across Sewardstone Road to the south of the proposed access.
Public Transport
5.4.1 The local provision of public transport in the area is detailed in Section 3. In summary:
Residents will be able to travel by bus, during the weekday, from the bus stops in the Enfield Island Village (circa 900m from the site). On a Saturday, residents will be able to use the 505 bus which provides some six services per day (approximately one bus every two hours) towards both Chingford and Harlow; and
Residents will also be able to travel by train from Enfield Lock railway station to destinations including London and Stansted Airport. The station is located approximately 2km west of the site and residents can travel to the railway station either on foot or by bicycle.
5.4.2 A summary of the local bus services is provided in Table 5.3.
Table 5.3: Summary of Local Bus Services
Bus Service Bus Stop Typical Off-Peak Frequency (buses per hour) Mon-Fri Sat Sun 505 (towards Harlow) Sewardstone - 1 every - Road two hours 505 (towards Chingford) Sewardstone - 1 every - Road two hours 121 (towards Turnpike Lane Station) Brunswick 6-10 buses 6 buses 4 buses Road 491 (towards Walthan Cross) Brunswick 3 buses 3 buses 2 buses Road 491 (towards North Middlesex Brunswick 3 buses 3 buses 2 buses Hospital) Road
Source: Trustybus and TfL, accessed June 2018
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5.4.3 This level of provision provides an opportunity for future residents of the site to travel by bus and train for a range of journey purposes.
5.4.4 Therefore, it can be seen that in addition to the hourly service available within Sewardstone in close proximity to the site, within a 10-15 minute walk both routes 121 and 491 which provide a combined ten services per hour to a number retail, employment, and transport opportunities are easily accessible for pedestrians. The routes for these services are shown on Figure 3.1, demonstrating the connectivity they provide to a variety of employment locations including links towards the key service centres of Waltham Abbey, Chingford, and Enfield.
5.4.5 Enfield Lock railway station is located approximately 2km to the west via Enfield Island Village. This provides services to London Liverpool Street, Stratford, Hertford, and Bishops Stortford. The station provides cycle stands and lockers and its services are summarised in Table 5.4 below.
Table 5.4: Enfield Lock Railway Station Service Summary
Typical Off-Peak Weekday Destination Approximate Duration Frequency London Liverpool Street 2 per hour 24 minutes Stratford (London) 1 per hour 23 minutes Hertford East 2 per hour 26 minutes
Source: National Rail, accessed June 2018 Note: Direct trains only
5.4.6 The acceptable provision of public transport in the local area and the connection to this by foot and bicycle from the site has been clearly identified. In summary:
Residents will be able to travel by bus, using the 505 bus service (Saturdays only) from the bus stop on Sewardstone Road or routes 121 and 491 in the Enfield Island Village (circa 900m from the site). Therefore, it can be seen that in addition to the service past the site, within a 10-15 minute walk both routes 121 and 491 provide a combined ten services per hour to a number retail, employment, and transport opportunities; and
Residents will also be able to travel by train from Enfield Lock railway station to destinations including London and Stansted Airport. The station is located approximately 2km west of the site and residents can travel to the railway station either on foot or by bicycle.
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5.4.7 This level of provision provides an opportunity for future residents of the site to travel by bus and train for a range of journey purposes.
Summary
5.5.1 The site is located within walking and cycling distance of a range of important everyday facilities and amenities including schools, employment, and retail opportunities such that walking and cycling will represent realistic alternatives to car use for many journeys.
5.5.2 Bus services are also available within a short walk of the site, providing residents with convenient opportunities for bus travel destinations. The location of the railway station, which can be accessed by foot or bicycle, will provide residents with the opportunity to make longer journeys, such as the daily commute without the need for a car.
5.5.3 On this basis, the development proposal accords with national and local policy objectives to locate development where it can:
Be linked to public transport;
Provide realistic alternatives to the private car; and
Enable people to carry out their everyday activities with less need to travel; and make it easier to walk, cycle and use public transport.
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SECTION 6 FRAMEWORK TRAVEL PLAN
Overview
6.1.1 This section of the TA sets out a framework for a residential Travel Plan. Whilst the level of development is below ECC’s threshold for a Travel Plan, the following section sets out the opportunities that will be implemented on-site to support and encourage future residents and visitors to travel by sustainable modes.
Site Design
6.2.1 The proposed will provide cycle parking spaces for all units, in accordance with the local guidance at the time of any future reserved matters application. The cycle parking spaces will be secure and covered, in line with best practice guidance.
6.2.2 In addition, the proposal will provide new pedestrian links to the footpath to the south of the site, providing access towards Enfield Island Village and the public transport services and facilities available there.
Residential Travel Information Packs
6.3.1 As set out in Section 2, in line with ECC’s Development Management Policies all new residential dwellings will require a Travel Information Pack. A Residential Travel Information Pack will be provided to each dwelling as part of the house purchaser’s Welcome Pack.
6.3.2 The pack will contain the following:
Guidance and information of the use of sustainable modes of travel to and from the site, and within the vicinity;
Timetabling information on the local bus and train services within the vicinity of the site;
Details of local walking and cycling routes in the area, including the likely journey times and distance of local facilities from the site, via such modes;
Reference to travel websites for various modes of travel; and
Details of local travel campaigns/ car sharing/ car clubs etc.
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SECTION 7 TRAFFIC IMPACT
Introduction
7.1.1 This section of the TS assesses the impact of the proposed development in terms of the anticipated multi-modal trip generation and the subsequent impact on the local highway network.
Trip Generation
Existing Trip Generation
7.2.1 The existing trip attraction of the site has been calculated using the observed counts undertaken at the site access (see Table 3.3). This represents a ‘worst case’ assessment of the likely existing trip attraction, compared to the potential trip attraction of the site (using the TRICS database).
Proposed Trip Generation
7.2.2 The proposed development will provide a mixture of residential units (i.e. houses and flats) and tenure (i.e. private and affordable). The TRICS database has been used to extract sites of houses privately owned, for a robust assessment, in locations similar to the proposed development. The sites have been filtered based on the following parameters:
Residential/A – Houses Privately Owned;
Multi-modal surveys;
Sites in England only, excluding Greater London;
Sites with a range of units up to 100 units;
Weekday surveys only (Monday to Friday); and
Suburban and neighbourhood centre areas.
7.2.3 The total person trip rates, and resultant trip generation of the proposal, are presented in Table 7.1. The TRICS output report is provided at Appendix D (alongside the existing trip rate calculations).
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Table 7.1: Total Person Trip Rates and Trip Generation
Total Peron Trip Rates (per Total Person Trip Generation dwelling) (40 Units) In Out Two- In Out Two- Way Way Morning Peak Hour 0.201 0.822 1.023 8 33 41 Evening Peak Hour 0.593 0.281 0.874 24 11 35 12 Hour Period 3.843 4.138 7.981 154 166 319
Source: TRICS 7.5.1 and Consultant’s Estimates
7.2.4 It can be seen from Table 7.1 that the development proposal is likely to generate some 40 total person trips in the morning peak hour and 35 in the evening peak hour. Across a 12 hour period (0700-1900), the site will generate some 320 two-way total person trips.
7.2.5 The multi-modal trip generation of the proposal has been estimated using the total person trip rates set out above (see Table 7.1) and the local mode share data (see Table 3.4). The resultant multi-modal trip generation of the site is summarised in Table 7.2 for the morning and evening peak periods.
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Table 7.2: Multi-Modal Trip Generation
% Morning Peak Hour Evening Peak Hour In Out Two- In Out Two- Way Way Driving a car or van 66% 5 22 27 16 7 23 On foot 9% 1 3 4 2 1 3 Underground, metro, 7% 1 2 3 2 1 2 light rail, tram Train 7% 1 2 3 2 1 2 Passenger in a car or 4% 0 1 2 1 0 1 van Bus, minibus or coach 3% 0 1 1 1 0 1 Bicycle 1% 0 0 1 0 0 0 Motorcycle, scooter or 1% 0 0 1 0 0 0 moped Taxi 1% 0 0 0 0 0 0 Other method of travel 1% 0 0 0 0 0 0 to work Total 100% 8 33 41 24 11 35
Source: TRICS 7.5.1 and Consultant’s Estimates Note: Numbers may not sum due to rounding
7.2.6 The proposed development is likely to generate the following:
Up to 30 two-way vehicles in the peak hours;
Some seven two-way trips by public transport during the peak hours (including underground, train, bus); and
Circa four two-way trips by foot and bicycle in the network peak hours.
Net Impact
7.3.1 The net increase in vehicles anticipated at the site, as a result of the development, compared to the existing trip attraction is presented in Table 7.3.
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Table 7.3: Net Impact – Vehicles
Land Use Peak Hour In Out Two- Way Existing Site Use Weekday Morning Peak Hour 29 10 39 Weekday Evening Peak Hour 8 20 28 12 Hour Period 168 166 334 Proposed Weekday Morning Peak Hour 8 33 41 Development Weekday Evening Peak Hour 24 11 35 12 Hour Period 154 166 319 Net change in trips Weekday Morning Peak Hour -21 +23 +2 to/from the site Weekday Evening Peak Hour +16 -9 +7 12 Hour Period -14 0 -15
Source: Consultant’s Estimates Note: Numbers may not sum due to rounding
7.3.2 The development proposal will result in some 15 fewer trips across the 12 hour period at the site, and slight increases during the morning and evening peak hours. This will have a neutral impact (and certainly not ‘severe’ in the NPPF test) when compared with the permitted use of the site.
7.3.3 Further, the site’s current employment land use provides the potential for the site to be brought back to full employment uses, without the need for planning permission. This could result in the site attracting a greater number of vehicles across the day, including the potential for larger HGVs accessing the site.
Traffic Growth
7.4.1 A factor has been applied to increase the 2018 observed traffic flows to take account of background traffic growth to the anticipated year of opening 2023.
7.4.2 Local growth factors for 2018 to 2023 have been derived for the weekday morning and evening peak hours using TEMPRO (version 7.2) for the local area. The resultant growth rates are summarised below:
Weekday morning period – 1.064; and
Weekday evening period – 1.064.
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7.4.3 The resulting traffic flow data for the highway network in 2023 without the development is provided at Figures 7.1 and 7.2 for the morning and evening peak hours.
Traffic Distribution and Assignment
Distribution
7.5.1 The distribution of the residential trips has been based using the 2011 Census journey to work data. The WU03EW – Location of usual residence and place of work by method of travel to work (MSOA) level’ dataset from the 2011 Census has been extracted for the MSOA Epping Forest 009. The dataset has been used to derive the likely workplace destinations for future residents.
7.5.2 A summary of the journey to work destinations (excluding those that work at home) for residents who drive to work in the MSOA 009 is provided in Table 7.4.
Table 7.4: Journey to Work Destinations (excluding work from home) – Epping Forest 009 (Car Driver)
Destination Category % Destination Split (ex. WFH)
Epping Forest 25% Enfield 12% Broxbourne 10% Waltham Forest 10% Redbridge 8% Harlow 5% Newham 3% East Hertfordshire 2% Haringey 2% Barnet 2% Westminster/ City of London 2% Tower Hamlets 2% North 1% South 5% East 5% West 6% Total 100% Source: 2011 Census WU03EW – Location of usual residence and place of work by method of travel to work (MSOA level) for Epping Forest 009. Note: Numbers may not sum due to rounding
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7.5.3 The residential trip distribution is proved in Figure 7.3.
Assignment
7.5.4 The development trips have been assigned to the local network to the destinations outlined above using Google Maps for a weekday morning peak hour. A table summarising the likely route to each destination is provided is provided at Appendix G. The resultant development assignment traffic flows are provided in Figures 7.4 and 7.5 for the morning and evening peak hours respectively.
7.5.5 The resultant 2023 with development scenarios for the morning and evening peak hours are presented in Figures 7.6 and 7.7 respectively.
Proportional Impact
7.6.1 The proportional increase in traffic flows as a result of the development in the 2023 future year compared to traffic flows without development in 2023 is summarised in Table 7.5.
Table 7.5: Proportional Increase in Total Junction Traffic Flows – 2023
Junction Total Peak Hour Traffic Flows AM Peak Hour PM Peak Hour 2023 2023 Base % 2023 2023 % Base With Increase Base Base Increase Dev’t With Dev’t A112 Sewardstone Road / A1212 3,413 3,425 0.4% 2,885 2,895 0.3% Dowding Way / A121 Meridian Way A112 Sewardstone Road / Mott Street / 2,013 2,040 1.3% 1,523 1,546 1.5% Site Access / Hawes Lane Source: Consultant’s Estimates
7.6.2 It can be seen that the proposed development is likely to result in less an increase of less than 2% at either junction in the network peak hours. This level of impact is considered negligible and well within the daily traffic variations.
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Junction Assessments
7.7.1 An assessment of the site access junction (i.e. A112 Sewardstone Road / Mott Street / Site Access / Hawes Lane) has been undertaken using Junctions 9 which is an industry standard software used to model queuing and delay at junctions. The results generated in the software programme indicate the maximum Ratio of Flow to Capacity (RFC), the likely (mean maximum) traffic queues, and the average delay per vehicle. An RFC of 0.85 represent maximum operational efficiency. RFCs above 0.85 and up to 1.00 indicate that efficiency of the operation of the junction is reducing as capacity is approached, and congestion is beginning to occur. RFC values in excess of 1.00 represent overloaded conditions (i.e. congested conditions).
7.7.2 The site access junction has been modelled in Junctions 9 for the following scenarios:
2018 observed traffic flows – existing junction layout;
2023 future year traffic flows baseline – existing junction layout; and
2023 future year traffic flows with development – proposed junction layout.
7.7.3 A summary of the results is provided in Table 7.6. The full Junctions 9 output reports are provided at Appendix H.
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Table 7.6: Summary of Junction Modelling Results
Morning Peak Hour Afternoon Peak Hour (0745 – 0845) (1500 – 1600) Queue Delay RFC Queue Delay RFC (PCU) (s) (PCU) (s) 2018 Observed (existing layout) Mott Street – left and ahead 0 11 0.07 0 9 0.05 Mott Street – right 0 36 0.12 0 18 0.12 Sewardstone Road North – right to Hawes 0 4 0.12 0 5 0.04 Lane Hawes Lane – left and ahead 0 7 0.01 0 9 0.04 Hawes Lane - right 0 24 0.04 0 14 0.04 Sewardstone Road South – right to Mott 0 5 0.15 0 5 0.07 Street 2023 Base (existing layout) Mott Street – left and ahead 0 12 0.07 0 9 0.06 Mott Street – right 0 48 0.16 0 20 0.14 Sewardstone Road North – right to Hawes 1 4 0.15 0 5 0.05 Lane Hawes Lane – left and ahead 0 7 0.01 0 9 0.04 Hawes Lane - right 0 28 0.05 0 16 0.05 Sewardstone Road South – right to Mott 1 5 0.18 0 5 0.08 Street 2023 Base with Development (existing layout) Mott Street – left and ahead 0 13 0.08 0 9 0.07 Mott Street – right 0 51 0.17 0 20 0.14 Sewardstone Road North – right to Hawes 1 4 0.19 0 5 0.1 Lane Hawes Lane – left and ahead 0 9 0.05 0 9 0.05 Hawes Lane - right 0 25 0.08 0 16 0.05 Sewardstone Road South – right to Mott 1 5 0.23 0 5 0.09 Street 2023 Base with Development (proposed layout) Mott Street – left and ahead 0 13 0.09 0 9 0.07 Mott Street – right 0 68 0.21 0 22 0.15 Sewardstone Road North – right to Hawes 0 9 0.05 0 9 0.06 Lane Hawes Lane – left and ahead 0 10 0.06 0 9 0.06 Hawes Lane - right 0 39 0.12 0 22 0.07 Sewardstone Road South – right to Mott 0 13 0.12 0 9 0.05 Street Source: Junctions 9
7.7.4 It can be seen from the results of the junction modelling that the junction currently, and will continue to, operate without any significant delays or queues, with spare capacity in the future year with development. The results demonstrate minimal increases in delay and queueing.
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7.7.5 The results demonstrate the proposed layout will reduce delay and queueing on the Hawes Lane arm and those turning right into Hawes Lane from Sewardstone Road (north). This will provide a positive safety benefit, by potentially reducing the likelihood of rear end shunts, by removing waiting vehicles on the main road. It will also significantly enhance the safety for pedestrians wishing to cross Sewardstone Road, including a possible existing demand for access to the Gunpower Park and link through to Enfield Island Village.
Summary
7.8.1 The development proposal is anticipated to generate circa 25-30 two way vehicle movements in the network peak hours, although this is only a minor net increase of between two to seven additional vehicles compared to the site’s existing use in the morning and evening peak hours respectively. Comparing the anticipated trip generation against the existing site demonstrates a new reduction in the number of vehicles accessing the site across the day.
7.8.2 The proportional increase in traffic associated with the development upon the local highway network, demonstrates a less than 2% increase in traffic flows. This level of impact is well within the daily variations of traffic and certainly not of a ‘severe’ impact, when assessed against the NPPF tests.
7.8.3 The site access junction has been subject to operational assessments. The results of the modelling demonstrate the junction currently, and will continue to, operate within its operational capacity with minimal queueing and delays. The proposed layout will provide a betterment of the existing by the way of removing the queueing vehicles on Sewardstone Road, turning right into the site.
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SECTION 8 SUMMARY AND CONCLUSIONS
8.1.1 E W Davies Farms Ltd has appointed i-Transport to provide transport and highways advice in relation to an outline planning application for a residential led development at the former haulage yard, Sewardstone, Essex.
8.1.2 The development will provide up to 40 dwellings on land off Sewardstone Hall Farm road. Epping Forest District Council (EFDC) is the Local Planning Authority and Essex County Council (ECC) is the local highway authority responsible for the site.
8.1.3 In 2014, a planning application for a similar proposal was submitted at the site. This proposal was for 73 residential dwellings and a 200sqm non-residential/ local community building. The application was refused and went to appeal, where is was dismissed. It is noted that ECC did not raise an objection to the previous scheme.
8.1.4 During March and April 2018, pre-application discussions were held with EFDC regarding the proposed developments. The scope of this Transport Statement was agreed with Highways Development Control Officers at ECC in January 2014, as part of the previous application. As the proposal has reduced the quantum of development, it is considered that this scope still stands.
8.1.5 The proposal is located within acceptable walking and cycling distances of local bus services and general facilities and services in Sewardstone and Enfield Island Village and therefore travel by sustainable mode is a realistic option for future residents. Traffic surveys have been undertaken of traffic flows and queue lengths of local junctions. Observations and on site measurements of existing road widths and on- street parking also have been undertaken.
8.1.6 Predicted vehicular trip generation and attraction for the proposal have been established for the land uses. These traffic flows have been assigned to the local highway network based on existing observations.
8.1.7 The proposal is for an outline application with all matters reserved except for access for up to 40 residential dwellings. Access is proposed to be taken from an improved junction of Sewardstone Road / Hawes Lane. This improved junction was deemed as “…a benefit to which I attach significant weight” by the Inspector at the appeal for the previous scheme.
Ref: NM/MD/AC/ITB6205-005A R Date: 25 July 2018 Page 41
Former Haulage Yard, Sewardstone
Transport Statement
8.1.8 Growth rates for a 2023 assessment year have been obtained from TEMPRO, with three scenarios to be modelled – an existing 2018 year, a 2023 with growth but no development, and a 2023 plus growth and proposed development. The development proposal is anticipated to result in an increase of less than 2% at the local junctions during the peak hours. This level of additional traffic is negligible and well within the daily traffic variations.
8.1.9 Junction assessments have been undertaken at the existing and realigned junction of Sewardstone Road / Mott Street / Hawes Lane. These demonstrate that the junction does, and will continue to operate well within its operational capacity. The scale of the development and net change in vehicular flows is so minimal that impacts beyond the immediate access junction are not considered material.
8.1.10 On this basis, the development proposal accords with national and local policy objectives to locate development where it can:
Provide a new, safe access that will provide a greater benefit to the wider network;
Be linked to public transport, including the opportunities to link with local walking and cycling routes towards Enfield Village;
Provide realistic alternatives to the private car;
Enable people to carry out their everyday activities with less need to travel; and make it easier to walk, cycle and use public transport; and
Not have a severe impact on highway safety and congestion.
8.1.11 On this basis, the development proposal is considered acceptable in transport and highways terms.
Ref: NM/MD/AC/ITB6205-005A R Date: 25 July 2018 Page 42
FIGURES
Key: Locations of nearest Bus Stop
Foot/Cycleway
SITE
121, 491 505
Footpath towards En eld Island Village
85 Gresham Street, London, EC2V 7NQ
Tel: 020 3705 9215
www.i-transport.co.uk
TITLE:
SEWARDSTONE SITE LOCATION PLAN
FILE REF: REV: FIGURE No: ITB6205 FIGURE 3.1
Ordnance Survey © Crown Copyright 2013. All rights reserved. Licence number 100022432. Plotted Scale - 1:10000 Sewardstone Road (North)
97 269 362 5 30 662 171 0
Meridan Way Dowding Way 13 173 357 267 0 162 337 303
Sewardstone Road (South)
6 0 7 0 13 1079 29 1
Hawes Lane/ Mott Street Sewardstone 0 13 17 679 26 0 3 19 85 Gresham Street, London, KEY EC2V 7NQ Tel: 020 3705 9215 TOTAL Sewardstone 500 = VEHICLES Road (South) Former Haulage Yard, Sewardstone (PCUs)
Figure 3.2
2018 Observed AM Peak (0730-0830) Sewardstone Road (North)
69 246 270 2 32 374 178 0
Meridan Way Dowding Way 4 184 454 178 0 156 304 261
Sewardstone Road (South)
17 0 10 1 10 604 26 0
Hawes Lane/ Mott Street Sewardstone 0 28 5 691 17 0 1 22 85 Gresham Street, London, KEY EC2V 7NQ Tel: 020 3705 9215 TOTAL Sewardstone 500 = VEHICLES Road (South) Former Haulage Yard, Sewardstone (PCUs)
Figure 3.3
2018 Observed PM Peak (1600-1700)