Transport Planning Submitted to Submitted by Castle Point Borough Council AECOM Scott House, Alençon Link Basingstoke Hampshire RG21 7PP United Kingdom

Castle Point: Transport Evidence for the New Local Plan

Transport: Phase 2

Castle Point Borough Council AECOM Transport Evidence for the New Local Plan: Phase 2 Page i

Prepared by: ...... Prepared & ...... Checked by: ...... Richard Corbin Colin Romain Assistant Transport Planner Principal Transport Planner

Approved by: ...... Jonathan Crabb Technical Director

Rev No Comments Checked by Approved by Date 1 Draft Colin Jonathan Oct 2015 Romain Crabb 2 Final – updated following team meeting Colin Jonathan Nov 2015 Romain Crabb

Scott House, Alençon Link, Basingstoke, Hampshire, RG21 7PP, United Kingdom Telephone: 01256 310 200 Website: http://www.aecom.com

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Limitations

AECOM Infrastructure & Environment UK Limited (“AECOM”) has prepared this Report for the sole use of Castle Point Borough Council (“Client”) in accordance with the Agreement under which our services were performed. No other warranty, expressed or implied, is made as to the professional advice included in this Report or any other services provided by AECOM. This Report is confidential and may not be disclosed by the Client nor relied upon by any other party without the prior and express written agreement of AECOM.

The conclusions and recommendations contained in this Report are based upon information provided by others and upon the assumption that all relevant information has been provided by those parties from whom it has been requested and that such information is accurate. Information obtained by AECOM has not been independently verified by AECOM, unless otherwise stated in the Report.

The methodology adopted and the sources of information used by AECOM in providing its services are outlined in this Report. The work described in this Report is based on the conditions encountered and the information available during the said period of time. The scope of this Report and the services are accordingly factually limited by these circumstances.

Where assessments of works or costs identified in this Report are made, such assessments are based upon the information available at the time and where appropriate are subject to further investigations or information which may become available.

AECOM disclaim any undertaking or obligation to advise any person of any change in any matter affecting the Report, which may come or be brought to the attention of AECOM after the date of the Report.

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Table of Contents

1 Introduction ...... 1-1 1.1 Background ...... 1-1 1.2 Purpose ...... 1-1 1.3 Structure ...... 1-2 2 Methodology ...... 2-1 2.1 Context ...... 2-1 2.2 Method Note ...... 2-1 2.3 Assessment Methodology – Sites H10 & H14 ...... 2-2 2.4 Assessment Methodology – Site H18 ...... 2-4 3 Site H10 – Land East of Rayleigh Road ...... 3-5 3.1 Background ...... 3-5 3.2 Assessment Methodology ...... 3-5 3.3 Junction Capacity Assessments ...... 3-6 3.4 Site H10 – Land East of Rayleigh Road: Key Findings ...... 3-10 4 Site H14 – Land West of Benfleet ...... 4-11 4.1 Background ...... 4-11 4.2 Assessment Methodology ...... 4-11 4.3 Junction Capacity Assessments ...... 4-12 4.4 Site H14 – Land West of Benfleet: Key Findings ...... 4-13 5 Site H18 – North West of Thundersley ...... 4-15 5.1 Background ...... 4-15 5.2 Site Context ...... 4-15 5.3 Site Visit ...... 4-15 5.4 Site Visit Findings ...... 4-16 5.5 South of Growth Site H18 ...... 4-17 5.6 East of Growth Site H18 ...... 4-23 5.7 Strategic Road Network (SRN) Links to Site H18 ...... 4-26 5.8 Site H18 – North West of Thundersley: Key Findings ...... 4-29 6 Summary...... 6-2 6.1 Background ...... 6-2 6.2 Site H10 – Land East of Rayleigh Road ...... 6-2 6.3 Site H14 – Land West of Benfleet ...... 6-3 6.4 Site H18 – North West Thundersley ...... 6-3

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1 Introduction

1.1 Background

AECOM, formerly URS, was commissioned by Castle Point Borough Council (CPBC) to prepare transport evidence in connection with their emerging New Local Plan. The purpose of the study was to consider the impact of the local plan development options on the local highway network.

The transport evidence work, hereafter referred to as ‘Phase 1’, was completed in July 2013 at which time a final report presenting the transport evidence was issued to and agreed with CPBC and Essex County Council (ECC) with the latter fulfilling the role of highway authority in this area.

Following the completion of the Phase 1 work, CPBC progressed with their New Local Plan and appointed AECOM towards the end of 2014 to carry out some further work to supplement the transport evidence, specifically focusing on three core topic areas. This work is therefore referred to as ‘Phase 2’.

This report subsequently presents the Phase 2 work that has been undertaken and the associated liaison that has taken place throughout the process with CPBC and ECC.

1.2 Purpose

Three core areas of work were identified by CPBC for the Phase 2 transport evidence, as follows:

Site H10 – Land East of Rayleigh Road

The promoter of this site, which has been identified for consideration within the New Local Plan, is understood to have considered the impact of delivering a link road through the site, which may deliver potential benefits both for the development itself, as well as the operation of the local highway network.

This element of the Phase 2 evidence is to therefore give further consideration to the potential implications of this link road. This is presented at CHAPTER 3 of this report.

Site H14 – Land West of Benfleet

Emerging Policy T2 of the New Local Plan identifies the possibility of introducing a new junction on the A130 Canvey Way which could serve a potential development site in this area, but also cater for a proportion of existing traffic flows.

Initial design work for this junction has therefore been undertaken and tested, with the findings presented at CHAPTER 4 of this report.

Site H18 – North West of Thundersley

CPBC requested that a review be conducted of potential access options to serve land located to the north west of Thundersley. Following liaison with CPBC and ECC it was agreed that a first principles assessment of access options to / from the land would be undertaken.

This element of the Phase 2 work was completed in April 2015 and as such, a Briefing Note was issued focusing specifically on this area of the Phase 2 evidence. CHAPTER 4 of this report therefore provides further detail of the work that was undertaken.

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1.3 Structure

The remainder of this report is set out as follows:

 Chapter 2 provides further background to the Phase 2 transport evidence work and presents details of the methodology that has been employed;

 Chapter 3 presents the work undertaken for ‘Site H10 – Land East of Rayleigh Road’

 Chapter 4 presents the work undertaken for ‘Site H14 – Land West of Benfleet’

 Chapter 5 presents the work undertaken for ‘Site H18 – North West of Thundersley’

 Chapter 6 provides an overall summary of the findings

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2 Methodology

2.1 Context

As part of the Phase 1 transport evidence work, a spreadsheet model was created as a representation of the highway network in and adjacent to the CPBC administrative area. The spreadsheet model was used to assess potential growth options and consider possible development sites for housing and employment uses.

The model enabled an estimation of the potential transport impacts across an agreed study area within the Borough and junction modelling was carried out at a number of study junctions to explore potential capacity improvements.

Beyond the quantitative assessment, qualitative analysis was also undertaken with regards to the proposed growth sites and for proposed transport projects in the area.

The findings of the previous commission fed into the draft New Local Plan, which was subject to public consultation thereafter. During the consultation it is understood that some concerns were identified regarding the potential impact of development sites on the highway network, with particular emphasis placed on three of the sites, as referred to previously.

For the development proposals at Site H10 (Land East of Rayleigh Road) and Site H14 (Land West of Benfleet), the proposals to be considered include potential changes to the highway network. A summary of these proposals is presented for these two sites respectively at TABLE 2-1.

TABLE 2-1: Transport Proposals Assessed, by Potential Development Site Reference Site Name Summary of Transport Proposal

Potential new link road between Stadium Way in the north and Daws Site H10 Land East of Rayleigh Road Heath Road in the south, with a new priority junction at either end Potential new road connection between the A130 Canvey Way and the Site H14 Land West of Benfleet B1006 High Road, via Jotmans Lane, facilitated by a new roundabout junction proposed for the A130 Canvey Way

2.2 Method Note

In February 2015, a Method Note was prepared by AECOM to outline the context and transport proposals for each of the sites listed above and the proposed assessment method, for the consideration and approval of CPBC and ECC.

A full copy of the Method Note is included at APPENDIX A of this document for reference, but in summary the following key steps were agreed:

 Data collection and additional surveys, where needed

 Updating of the spreadsheet traffic model

 Traffic distribution

 Spreadsheet model runs

 Junction capacity assessments

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 Design criteria, where appropriate

 Access option criteria

Further detail on the specific methodologies for each assessment area is provided within each of the respective, subsequent chapters.

2.3 Assessment Methodology – Sites H10 & H14

The assessment methodology used for Site H10 (Land East of Rayleigh Road) and Site H14 (Land West of Benfleet) is broadly similar, and is presented within this section of the report.

Changes to the Spreadsheet Model

The spreadsheet model, developed for the Phase 1 transport evidence work, has been updated to incorporate a number of changes relating to the proposed development sites as follows:

 The potential link roads associated with sites H10 and H14 have been added into the spreadsheet model. Additional junctions have also been added to the spreadsheet model where the link roads interact with the existing model network (e.g. the proposed junction of the Site H10 link road with Stadium Way)  The traffic flows in the spreadsheet model have been updated with the latest available data (i.e. through new data collection, or more recent third party information)  A ‘logit’ based assessment of route choice has been used to consider potential background traffic reassignment that may occur from existing routes to the new link roads

Further information relating to the changes made to the spreadsheet model for each proposed development site is presented in the respective chapters of this note.

Assessment Scenarios

The changes to the spreadsheet model have enabled the formulation of the following scenarios, covering traffic flows for both the AM peak hour (0800-0900) and PM peak hour (1700-1800), presented by site:

 Site H10 – Land East of Rayleigh Road o 2029 Without Stadium Way Link Road (No Site H10 Development) o 2029 With Stadium Way Link Road (No Site H10 Development) o 2029 With Stadium Way Link Road (With Site H10 Development)

 Site H14 – Land West of Benfleet o 2029 Without A130 Link Road o 2029 With A130 Link Road

Both Site H14 scenarios include the Site H14 development and associated traffic flows; with the vehicles routed on the existing highway network (i.e. B1006 High Road) in the 2029 Without A130 Link Road scenario, whilst in the 2029 With A130 Link Road scenario a proportion of the development traffic instead uses the Link Road and the A130 Canvey Way. The 2029 With A130 Link Road scenario also has a proportion of the existing traffic routed onto the Link Road.

Full details regarding the scenarios used for the junction capacity tests are provided within the respective chapters in this note.

Junction Capacity Assessments

To evaluate the potential impact on the highway network as a result of the development proposals, a series of junction capacity assessments have been undertaken and the results of these simulations are provided within this report.

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The traffic flows used within these assessments are taken from the aforementioned scenarios for the AM peak hour (0800-0900) and PM peak hour (1700-1800). Full details regarding which junctions have been assessed, and the results of these assessments, are provided within the respective chapters for each site.

Industry standard software packages have been used to assess the transport impacts of the development proposals, as summarised in TABLE 2-2. Where possible the junction simulation models used, including the geometric inputs, are the same as those utilised for the Phase 1 transport evidence work; with the traffic flows updated to reflect the latest proposals where appropriate.

TABLE 2-2: Junction Assessment Software Used to Evaluate Site Proposals Software Junction Type Assessed Site H10 Junctions Site H14 Junctions

PICADY Priority Junction 2 2 ARCADY Roundabout Junction 2 1 LinSig Signalised Junction 6 1

PICADY and ARCADY (Junctions 8)

The Junctions 8 software suite has been used to assess priority junctions and roundabouts using the PICADY and ARCADY modules respectively. This software simulates the operation of a junction using traffic flow data and other information, such as the physical geometry attributes of the junction and its approach roads (arms).

ARCADY is used to assess the operation of roundabout junctions and presents results in terms of the Ratio of Flow to Capacity (RFC) and queue length (in Passenger Car Units (PCUs)) for each approach to the roundabout. Similarly, PICADY is used to evaluate the utilisation of a junction by movement with the results also presented as a Ratio of Flow to Capacity (RFC) and queue length (in PCUs).

An RFC of 0.85 or lower indicates that the approach is predicted to operate within its ideal capacity. An RFC between 1.00 and 0.85 indicates that the approach is predicted to operate beyond its ideal capacity, but within its theoretical capacity, with an RFC of above 1.00 indicating that the approach is predicted to operate over capacity.

LinSig (v3)

LinSig is used to analyse the performance of signalised junctions, using the geometry of the approach lanes and turns and method of signal control to simulate the capacity in PCUs for each movement.

The software presents results in terms of the Degree of Saturation (DoS) by approach lane, and queue length (in PCUs). A DoS of 90% or below indicates that the approach is predicted to operate within its ideal capacity, with a DoS between 90% and 100% indicating the approach is predicted to operate within its theoretical capacity. A DoS above 100% indicates that the approach is predicted to operate over capacity.

Additionally, LinSig predicts the overall Practical Reserve Capacity (PRC) of a junction, with the optimum PRC being 0.0% or above.

Assessment Scoring – Red, Amber, Green

Each of the aforementioned software packages is governed by capacity thresholds, whereby in each case 1.0 (or 100%) represents the theoretical capacity of the junction. Furthermore, for uncontrolled junctions (priority junctions and roundabouts) the recommended capacity threshold is 85%; whereas for signalised junctions, the optimum performance threshold is 90%.

In order to clearly and simply illustrate the existing performance of the junctions a Red, Amber, Green (RAG) scoring system has been used for the assessments herein, as summarised in the TABLE 2-3.

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TABLE 2-3: RAG Scoring Criteria for Uncontrolled Junctions and Signalised Junctions Colour Junction Assessment Uncontrolled Junctions Signalised Junctions

Red To operate in excess of its theoretical threshold Over 100% Over 100%

To operate in excess of its recommended Amber Between 85% and 100% Between 90% and 100% threshold, but below the theoretical threshold

Green To operate within its recommended threshold Under 85% Under 90%

2.4 Assessment Methodology – Site H18

For Site H18 (North West of Thundersley), CPBC sought a review of the potential access options to the prospective development site. AECOM undertook a first principles assessment of where access to the site may be feasible from the existing urban area, the A127 and the A130.

A total of 16 potential access options were identified for review, and qualitatively assessed against the following criteria:

 Access to Existing Wider Network  Minimum Route Width  Surface Condition  Assumed Third Party Land Requirements  Access to Highway Network  Need for Improvements (e.g. Safety)

The full methodology used for the assessment of potential Site H18 access options is presented in the Method Note, included at APPENDIX A.

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3 Site H10 – Land East of Rayleigh Road

3.1 Background

Site H10 (Land East of Rayleigh Road) is located in the north-east of the Borough and is roughly contained by Daws Heath Road to the south, the A129 Rayleigh Road to the west, Stadium Way to the north and semi-rural land to the east.

Development Proposals

Barratt Homes (Eastern Counties) Ltd is promoting a predominantly residential development at this site, comprising up to 480 dwellings. Through an ‘Assessment of Highways Benefits’ (December 2012) report, the developer has also identified the opportunity to provide a link road between Stadium Way and Daws Heath Road, to serve the dwellings and also to provide relief to other parts of the local highway network; in particular the A129 Rayleigh Road corridor and the Woodmans Arms junction. A plan showing the location of the development site and the proposed route of the link road is available at APPENDIX B.

New junctions are proposed at either end of the link road, to provide connectivity to the existing local highway network. At its northern end, the link road is proposed to join Stadium Way approximately 250m to the east of the A129 Rayleigh Road. At its southern end, the link road would connect to Daws Heath Road approximately 350m to the west of the entrance to Thorington Avenue. Both of the proposed junctions would be uncontrolled priority junctions, each with a dedicated right turn lane for traffic turning onto the link road. Drawings showing the proposed access junction designs are provided at APPENDIX C.

The ‘Assessment of Highways Benefits’ report also presents a series of predicted reductions in traffic and delays as a consequence of introducing the proposed link road, for an assessment year of 2022. The predictions presented by the developer are reproduced herein, as follows:

 Reductions in traffic: o 324 fewer vehicles (-12% to -14%) in the morning peak hour and 440 fewer vehicles (-16% to -18%) in the evening on the A129 Rayleigh Road between Stadium Way and the Woodmans Arms junction; o 70 fewer vehicles (-2%) through the Stadium Way junction in the evening peak hour; and o 269 fewer vehicles (-9%) in the morning peak hour and 389 fewer vehicles (-12%) in the evening at the Woodmans Arms junction.

 Reductions in total delays : o 10% in the morning peak and 47% in the evening at the Stadium Way signals; o 51% at the Daws Heath Road mini-roundabout in the morning peak hour and 59% in the evening; and o 31% at the Hart Road mini-roundabout in the morning peak hour and 15% in the evening

During the public consultation for the draft New Local Plan, it is understood that concern was reported in relation to potential ‘rat-running’ occurring along a new link road and its approach roads, principally by those travelling between the A13 London Road (east of Rectory Road / Hadleigh gyratory) and the A127 Southend Arterial Road (west of its junction with Rayleigh Road / High Road). In light of the concerns raised, further assessment was requested to understand the traffic implications of the link road and development proposals.

3.2 Assessment Methodology

Beyond the general assessment methodology outlined in CHAPTER 2, more detailed information regarding the methodology used for Site H10 is presented within this section.

For traffic to be redistributed in the spreadsheet model, the proposed link road has been added to connect Stadium Way with Daws Heath Road and therefore to emulate the developer’s proposals. To establish the

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level of ‘through trips’ which take place, an Origin-Destination (OD) survey was carried out by an independent third-party survey company on Tuesday 3rd March 2015. This examined how many vehicles travelled between the A13 and A127 during the survey, to gain an understanding of the proportion of trips travelling from one area to the other. FIGURE 3-1 shows the extent of the OD survey, including the location of the virtual cordons at the A13 and A127. The OD survey found that around 10% of traffic at either cordon would continue to the other cordon, with other trips taking other routes.

In considering what proportion of the existing traffic may divert to the proposed link road, it was assumed that the traffic between the Hadleigh Gyratory and the A127 Southend Arterial Road would continue to use the direct A129 Rayleigh Road route. For traffic between Daws Heath Road and the A127 Southend Arterial Road, however, a logit assessment of route choice was undertaken.

The logit assessment entailed comparing the existing route (via the Woodmans Arms junction) with the route offered by the proposed Stadium Way Link Road; in terms of overall distance and approximate driving time. The results of this assessment found that 52% of the traffic presently using the Daws Heath Road / A127 Southend Arterial Road route would divert to the proposed link road, with 48% continuing to travel via the Woodmans Arms junction.

The spreadsheet model has been setup to include the changes discussed previously, and ‘run’ for three scenarios as detailed in TABLE 3-1.

TABLE 3-1: Spreadsheet Model Scenarios for Site H10 Assessments Stadium Way Link Scenario Site H10 Other 15YHLS Sites Road 2029 Without Stadium Way Link Road No No Yes (No Site H10 Development) 2029 With Stadium Way Link Road No Yes Yes (No Site H10 Development) 2029 With Stadium Way Link Road Yes Yes Yes (With Site H10 Development)

The iterative approach to developing these scenarios enables a comparative assessment to be carried out. The traffic flows associated with these scenarios have been used for a series of junction capacity assessments.

3.3 Junction Capacity Assessments

Junctions within the study area, listed in TABLE 3-2, have been tested in terms of the effects of the development proposals on capacity at each location. A number of these junctions were previously examined for the Phase 1 assessment and were therefore included in the spreadsheet model, whilst three junctions serving the potential growth site were not.

The junctions added to the spreadsheet model for Phase 2 are referred to as 18, 19 and 20, as shown in TABLE 3-2. The new junctions assessed include the junction of the A129 Rayleigh Road with Stadium Way (modelled with the same geometries and parameters used during the developer’s assessment) and the two proposed junctions serving the potential link road (with geometries measured from the plans presented in the developer’s assessment).

The results presented within this section use the RAG scoring criteria outlined in the assessment methodology provided in CHAPTER 2.

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TABLE 3-2: Junction Assessments Relating to Site H10 Spreadsheet Assessment Model Junction Junction Junction Form Software Reference Signalised Roundabout (grade A127 Southend Arterial Road / 3 separated from A127 LinSig A129 Rayleigh Road Southend Arterial Road) A129 Rayleigh Road / Hart Road / 4 Double Mini-Roundabout ARCADY Daws Heath Road A129 Rayleigh Road / A13 London 5 Road / Benfleet Road / A13 Kiln Roundabout ARCADY Road A13 London Road / Commonhall 6a Signalised Junction LinSig Lane / New Road / Chapel Lane 6b A13 London Road / Rectory Road Signalised Junction LinSig 6c A13 High Street / Castle Lane Priority Junction LinSig Rectory Road / New Road / Scrub 6d Signalised Junction LinSig Lane 18 A129 Rayleigh Road / Stadium Way Signalised Junction LinSig 19 Proposed Link Road / Stadium Way Priority Junction PICADY Proposed Link Road / Daws Heath 20 Priority Junction PICADY Road

The results for each junction, for the 2029 Without Stadium Way Link Road (No Site H10 Development) scenario, in both the AM peak hour (0800-0900) and PM peak hour (1700-1800), are presented at TABLE 3-3.

TABLE 3-3: Junction Analysis – 2029 Without Stadium Way Link Road (No Site H10 Development) Performance Summary Junction Location AM PM J3 Rayleigh Weir Junction: A127 Arterial Road / A129 Rayleigh Road Amber Green Woodmans Arms: A129 Rayleigh Road / Daws Heath Road / Hart Road J4 Red Red Double Mini Roundabout Vic House Corner: A129 Rayleigh Road / A13 London Road / A13 Kiln J5 Red Red Road / Benfleet Road J6a A13 London Road/New Road-Commonhall Lane/Chapel Lane Amber Amber J6b A13 London Road / Rectory Road Amber Amber J6c A13 High Street / Castle Lane Green Green J6d Rectory Road / Scrub Lane / New Road Green Green J18 A129 Rayleigh Road / Stadium Way Amber Red J19 Stadium Way / Proposed Link Road N/A N/A J20 Daws Heath Road / Proposed Link Road N/A N/A

The analysis for the 2029 Without Stadium Way Link Road (No Site H10 Development) scenario has found that four of the junctions assessed are operating beyond the recommended threshold (i.e. Amber). Furthermore, Junction 4 (Woodmans Arms) and Junction 5 (Vic House Corner) are both predicted to operate over their theoretical capacity (i.e. Red) in the AM peak hour (0800-0900) and PM peak hour (1700-1800) in this scenario. Two junctions are forecast to operate within the recommended threshold (i.e. Green), Junction 6c (A13 High Street / Castle Lane) and Junction 6d (Rectory Road / Scrub Lane / New Road).

The 2029 Without Stadium Way Link Road (No Site H10 Development) is effectively the same as the 2029 15YHLS scenario tested for Phase 1 of the transport work, although no Site H10 development is included in the Phase 2 assessment presented above at TABLE 3-3. As such, the majority of the RAG scores presented are equivalent to those shown in Table 3.22 of the Phase 1 report, with the exception of the newly tested Junctions 18 (A129 Rayleigh Road / Stadium Way), 19 (Stadium Way / Proposed Link Road) and 20 (Daws Heath Road / Proposed Link Road) which were not present in the previous report and Junction 3 (Rayleigh Weir). The latter junction was previously predicted to score ‘Red’ and ‘Amber’ in the AM peak hour (0800- 0900) and PM peak hour (1700-1800) respectively using the 2029 15YHLS scenario, whereas is predicted to score ‘Amber’ and Green’ during these time periods in the 2029 Without Stadium Way Link Road (No Site

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H10 Development) scenario. The ‘improved’ performance is likely attributable to the absence of the Site H10 development traffic from the Rayleigh Weir junction.

The results for each junction, for the 2029 With Stadium Way Link Road (No Site H10 Development) scenario, in both the AM peak and PM peak, are presented at TABLE 3-4.

TABLE 3-4: Junction Analysis – 2029 With Stadium Way Link Road (No Site H10 Development) Performance Summary Junction Location AM PM J3 Rayleigh Weir Junction: A127 Arterial Road / A129 Rayleigh Road Amber Green Woodmans Arms: A129 Rayleigh Road / Daws Heath Road / Hart Road J4 Red Red Double Mini Roundabout Vic House Corner: A129 Rayleigh Road / A13 London Road / A13 Kiln J5 Red Red Road / Benfleet Road J6a A13 London Road/New Road-Commonhall Lane/Chapel Lane Amber Amber J6b A13 London Road / Rectory Road Amber Amber J6c A13 High Street / Castle Lane Green Green J6d Rectory Road / Scrub Lane / New Road Green Green J18 A129 Rayleigh Road / Stadium Way Red Red J19 Stadium Way / Proposed Link Road Green Amber J20 Daws Heath Road / Proposed Link Road Green Green

The performance ratings for the junctions with the 2029 With Stadium Way Link Road (No Site H10 Development) scenario flows is expected to remain unchanged from the 2029 Without Stadium Way Link Road (No Site H10 Development) scenario. The exception is Junction 18 (A129 Rayleigh Road / Stadium Way), which is predicted to operate over capacity in both the AM peak hour (0800-0900) and PM peak hour (1700-1800).

Junction 19 (Stadium Way / Proposed Link Road) and Junction 20 (Daws Heath Road / Proposed Link Road), proposed to serve the Stadium Way Link Road are both predicted to operate within theoretical capacity in the AM peak hour (0800-0900). In the PM peak hour (1700-1800), Junction 19 is predicted to operate beyond its ideal capacity but within its theoretical capacity, whilst Junction 20 is forecast to continue to operate within capacity.

The results for each junction, for the 2029 With Stadium Way Link Road (With Site H10 Development) scenario, in both the AM peak and PM peak, are presented at TABLE 3-5.

TABLE 3-5: Junction Analysis – 2029 With Stadium Way Link Road (With Site H10 Development) Performance Summary Junction Location AM PM J3 Rayleigh Weir Junction: A127 Arterial Road / A129 Rayleigh Road Amber Green Woodmans Arms: A129 Rayleigh Road / Daws Heath Road / Hart Road J4 Red Red Double Mini Roundabout Vic House Corner: A129 Rayleigh Road / A13 London Road / A13 Kiln J5 Red Red Road / Benfleet Road J6a A13 London Road/New Road-Commonhall Lane/Chapel Lane Amber Amber J6b A13 London Road / Rectory Road Amber Amber J6c A13 High Street / Castle Lane Green Green J6d Rectory Road / Scrub Lane / New Road Green Green J18 A129 Rayleigh Road / Stadium Way Red Red J19 Stadium Way / Proposed Link Road Green Red J20 Daws Heath Road / Proposed Link Road Green Red

The majority of junctions assessed for the 2029 With Stadium Way Link Road (With Site H10 Development) scenario remain unchanged from the previous scenario in terms of performance. The two exceptions are the proposed junctions at either end of the Stadium Way Link Road. Although both Junction 19 and Junction 20

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continue to be predicted to operate within capacity in the AM peak hour (0800-0900), the junctions are forecast to be over capacity in the PM peak hour (1700-1800).

A summary of the performance of each junction by scenario is presented in TABLE 3-6, taking the maximum value from either the AM peak hour (0800-0900) or PM peak hour (1700-1800). The scores presented also correspond to the RAG scoring methodology outlined in CHAPTER 2.

TABLE 3-6: Summary of Junction Performance, by Assessment Scenario Maximum RAG Score Predicted 2029 Without Link 2029 With Link 2029 With Link Junction Location Road Road Road (Without Site H10 (Without Site H10 (With Site H10 Development) Development) Development) Rayleigh Weir Junction: A127 Arterial J3 Amber Amber Amber Road / A129 Rayleigh Road Woodmans Arms: A129 Rayleigh Road / J4 Daws Heath Road / Hart Road Double Red Red Red Mini Roundabout Vic House Corner: A129 Rayleigh Road / J5 A13 London Road / A13 Kiln Road / Red Red Red Benfleet Road A13 London Road/New Road- J6a Amber Amber Amber Commonhall Lane/Chapel Lane J6b A13 London Road / Rectory Road Amber Amber Amber J6c A13 High Street / Castle Lane Green Green Green J6d Rectory Road / Scrub Lane / New Road Green Green Green J18 A129 Rayleigh Road / Stadium Way Red Red Red J19 Stadium Way / Proposed Link Road N/A Amber Red J20 Daws Heath Road / Proposed Link Road N/A Green Red

In summary, for the existing junctions during either the AM peak or PM peak, there is no change in the junction performance rating across the three assessment scenarios. Beyond the RAG scoring, the junction performance values (predicted as ratio of flow to capacity) are also broadly similar across scenarios for the existing junctions. For the junctions proposed to serve the link road, connecting to Stadium Way in the north and Daws Heath Road in the south, the RAG scores are expected to change from Amber (99%) to Red (123%) for the Stadium Way junction and from Green (84%) to Red (100%) for the Daws Heath Road junction.

In terms of the developer’s traffic flow predictions, TABLE 3-7 presents a comparison against the traffic changes forecast during this Phase 2 assessment.

TABLE 3-7: Comparison of Traffic Reduction Predictions Location Peak Developer’s Prediction Phase 2 Assessment A129 Rayleigh Road (between Stadium Way AM 12% to 14% fewer vehicles 11% fewer vehicles and the Woodmans Arms Junction) PM 16% to 18% fewer vehicles 12% fewer vehicles 1 Junction: Stadium Way / A129 Rayleigh AM NA 4% more vehicles Road PM 2% fewer vehicles 4% more vehicles Woodmans Arms Junction: Hart Road / AM 9% fewer vehicles 8% fewer vehicles Daws Heath Road / A129 Rayleigh Road PM 12% fewer vehicles 8% fewer vehicles

For four of the five reductions predicted by the developer, the Phase 2 assessment also found that reductions are predicted to occur; albeit at a slightly lower level. The one exception is the junction of Stadium Way with the A129 Rayleigh Road in the PM peak, where the Phase 2 assessment forecasts 4% more vehicles in contrast to the developer’s prediction of 2% fewer vehicles.

1 Information not available from developer

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In addition, it was found that in the AM peak hour (0800-0900) approximately 280 vehicles are expected to re- route to use the link road rather than the Woodmans Arms junction route. During the PM peak hour (1700- 1800), approximately 290 vehicles are predicted to use the link road as a through route.

3.4 Site H10 – Land East of Rayleigh Road: Key Findings

By way of summary, the following key findings can be reported with regard to the appraisal of a potential Stadium Way Link Road, as reported in this chapter:

 Reduced traffic flows would be expected on Rayleigh Road (between Stadium Way and the Woodmans Arms junction) and at the Woodmans Arms junction itself (reductions would be in the order of 10%);

 Increases in traffic flows would be expected at the Stadium Way junction (of the order of 4%);

 Of the junctions assessed within the study area, Junctions 5 (Vic House Corner), and 6a, 6b, 6c and 6d (forming the Hadleigh Gyratory) are predicted to experience no change in operational performance in connection with the potential creation of the Stadium Way Link Road;

 Junction 3 (Rayleigh Weir) is predicted to continue to operate between 90 and 100% capacity in each scenario and therefore, within the ‘amber’ range of results;

 Junction 4 (Woodmans Arms) is predicted to operate over capacity in all scenarios, within the ‘red’ range of results although it is noted that in real terms, the changes in performance are quite limited. Of note, whilst the junction is always predicted to operate over capacity in the scenarios tested, the introduction of the link road is predicted to slightly improve the operation of the Woodmans Arms junction;

 Junction 18 (Rayleigh Road / Stadium Way) is predicted to operate over capacity in all scenarios, within the ‘red’ range of results. In real terms, the results are comparable between each scenario although it is noted that with the introduction of the link road, the operation of the junction is predicted to deteriorate slightly; and,

 Both of the proposed junctions forming connections between the Stadium Way link road and the local highway network are predicted to operate over capacity, within the ‘red’ range of results. If a link road is to be promoted, further consideration to the design of these junctions as well as the operation of the Rayleigh Road / Stadium Way junction (Junction 18) will therefore be necessary

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Key 3 Indicative Site H10 Boundary 18 N Indicative Stadium Way Link 19 Road

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6d 5 6a

NOT TO SCALE 6b Contains Ordnance Survey data © Crown copyright and 6c database right 2015

Site H10 (Land East of Rayleigh Road) Origin / Destination Survey Figure 3-1 AECOM Transport Evidence for the New Local Plan: Phase 2 Page 4-11

4 Site H14 – Land West of Benfleet

4.1 Background

Site H14 (Land West of Benfleet) is situated at the western periphery of the Borough, abutting the eastern edge of the A130 Canvey Way, and bounded to the east by the existing urban area and to the south by the London, Tilbury and Southend railway line. Its location is illustrated at APPENDIX D.

A130 Link Road and Proposed A130 Junction

Emerging Policy T2 of the New Local Plan identifies the possibility of introducing a new junction on the A130 Canvey Way, which would serve the Site H14 development site and the wider Benfleet area to the east. The proposed ‘A130 Link Road’ would connect the A130 Canvey Way (at a point approximately 800m to the south of the Sadlers Farm junction) to Benfleet, via Jotmans Lane. The policy also allows for the A130 Canvey Way to be upgraded to two lanes in each direction, between the proposed junction and the Sadlers Farm roundabout to the north, with a roundabout bypass lane for northbound traffic on the A130 Canvey Way.

It is understood from discussions with CPBC, that concerns were raised during the public consultation regarding the junction of Jotmans Lane with the B1006 High Road (Cemetery Corner), in terms of the potential impact of traffic flows to and from the proposed A130 junction. The junction of Wavertree Road with the B1006 High Road may also experience changes in traffic flows if a link road was implemented.

To address these concerns, the three junctions have been assessed against a 2029 Without A130 Link Road scenario and a 2029 With A130 Link Road scenario – both of which include the Site H14 development flows, routed using the roads available in each respective scenario. The intersection of the A13 with the B1006 High Road and Rushbottom Lane, referred to as ‘Tarpots’, has also been assessed.

4.2 Assessment Methodology

To facilitate the rerouting of trips within the spreadsheet model, the A130 link road has been added into the model. The modelled link road connects Jotmans Lane to the west of Watlington Road with the A130 Canvey Way approximately 800m to the south of the Sadlers Farm junction. To enable a comparative assessment to take place, the option to turn the link road and new A130 junction on and off exists within the spreadsheet model.

The existing distribution within the spreadsheet model, used during the assessment for the Transport Evidence for the New Local Plan report, continues to be used for the 2029 Without A130 Link Road scenario. All background traffic and development traffic is therefore distributed using the existing roads and junctions within the network study area agreed with CPBC and ECC previously.

In terms of what the likely redistribution of traffic would be if the A130 Link Road and proposed A130 Canvey Way junction were added to the highway network, it was decided that a logit assessment of route choice should be carried out. To inform the logit assessment, an Origin-Destination (OD) survey was undertaken on Tuesday 3rd March 2015 to observe the proportion of traffic which headed from Benfleet to three routes emanating from the Sadlers Farm junction (the A130 north of Sadlers Farm, B1464 London Road and the A13 west of Sadlers Farm). The equivalent observations were recorded for traffic heading in the opposite direction. The cordons used for the OD survey are illustrated in FIGURE 4-1.

The logit assessment examined the two possible routes between the B1006 High Road and the Sadlers Farm junction with the link road in place; the existing route via the Tarpots junction and the potential new route via Jotmans Lane and the proposed A130 Link Road. The assessment considered the total driving distance associated with each route, delays which may be encountered at junctions and driving speeds along each route section. This found that 55% of traffic could be expected to use the A130 Link Road, with the remaining 45% of traffic using the existing route via the Tarpots junction.

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Utilising the updated spreadsheet model and taking into account the findings of the logit route choice assessment, the spreadsheet model was ‘run’ for the 2029 Without A130 Link Road and 2029 With A130 Link Road scenarios. The resulting turning movements have been tested at four study junctions, described in more detail in the next section.

To enable the proposed new junction to be tested for the 2029 With A130 Link Road scenario, an initial design of a 60m inscribed circle diameter (ICD) roundabout to serve the link road and the A130 Canvey Way has been prepared. A drawing showing this design is provided at APPENDIX E. Within the initial design, the A130 Canvey Way has been upgraded to a dual carriageway to the north of the roundabout and a ‘jet-lane’ has been included for northbound traffic on the A130 Canvey Way to bypass the roundabout.

The proposed new junction has been positioned approximately 800m to the south of Sadlers Farm junction, where the level of the A130 Canvey Way most closely matches the level of the surrounding landscape. This location was chosen in order to minimise earthworks and the visual impact of the roundabout. In addition, the proposed junction has been offset slightly to the west of the existing A130 Canvey Way route, to reduce its encroachment into Site H14.

4.3 Junction Capacity Assessments

Using the outputs from the spreadsheet model, the junctions presented within TABLE 4-1 have been assessed using the predicted traffic flows and movements to evaluate the expected impact on the performance of each.

Junctions 1 (Sadlers Farm) and 8 (A13 London Road / Rushbottom Lane / B1006 High Road) were assessed in the previous transport work for Phase 1. However, the other three junctions referred to as 21, 22 and 23 in the table are new to this assessment and seek to respond to the matters raised through the public consultation.

TABLE 4-1: Junction Assessments relating to Site H14 Spreadsheet Assessment Model Junction Junction Junction Form Software Reference 1 Sadlers Farm Signalised Roundabout LinSig A13 London Road / Rushbottom Lane / B1006 High 8 Signalised Junction LinSig Road A130 Canvey Way / Jotmans Lane (Proposed Initial 21 Roundabout ARCADY Design) 22 B1006 High Road / Jotmans Lane Priority Junction PICADY 23 B1006 High Road / Wavertree Road Priority Junction PICADY

The results of the junction capacity assessments for each of the junctions are presented herein, for the 2029 Without A130 Link Road scenario in the AM peak hour (0800-0900) and PM peak hour (1700-1800) as shown in TABLE 4-2. The performance summary is scored using the RAG assessment methodology outlined in CHAPTER 2.

TABLE 4-2: Junction Analysis – 2029 Without A130 Link Road Performance Summary Junction Location AM PM J1 Sadlers Farm Amber Amber J8 A13 London Road / Rushbottom Lane / B1006 High Road Red Red J21 A130 Canvey Way / Jotmans Lane (Proposed Initial Design) N/A N/A J22 B1006 High Road / Jotmans Lane Green Green J23 B1006 High Road / Wavertree Road Green Green

Without the A130 Link Road in place, the Sadlers Farm junction is forecast to be operating above the ideal capacity threshold, but below the theoretical capacity threshold, whereas the Tarpots junction is forecast to be operating over capacity in both the AM peak and PM peak. Both of these results are consistent with the equivalent 2029 15YHLS scenario in the Phase 1 transport work. The newly assessed junctions of Jotmans Lane and Wavertree Road with the B1006 High Road are predicted to operate within capacity.

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The results of the junction capacity assessments for the 2029 With A130 Link Road scenario are presented in TABLE 4-3, for both the AM peak hour (0800-0900) and PM peak hour (1700-1800).

TABLE 4-3: Junction Analysis – 2029 With A130 Link Road Performance Summary Junction Location AM PM J1 Sadlers Farm Amber Amber J8 A13 London Road / Rushbottom Lane / B1006 High Road Red Red J21 A130 Canvey Way / Jotmans Lane (Proposed Initial Design) Green Green J22 B1006 High Road / Jotmans Lane Green Green J23 B1006 High Road / Wavertree Road Green Green

In the AM peak hour (0800-0900), with the A130 Link Road enabled, approximately 320 vehicles are expected to head outbound to the A130 Canvey Way via the link road and approximately 210 vehicles inbound. The majority of these vehicles are travelling to and from Sadlers Farm junction. Of the total flows, around 160 outbound and 140 inbound are through traffic to and from Benfleet which would use Jotmans Lane or Wavertree Road.

During the PM peak hour (1700-1800) with the link road in place, there are expected to be approximately 240 vehicles heading outbound to the A130 and around 330 heading inbound towards Benfleet; with the majority of these movements again relating to traffic heading to and from Sadlers Farm junction. Of the total flows, approximately 150 outbound and 190 inbound are through traffic to and from Benfleet which would use Jotmans Lane or Wavertree Road.

In the 2029 With Link Road scenario, the Sadlers Farm junction continues to operate above its ideal capacity but below its theoretical capacity whilst the Tarpots junction continues to operate over capacity in both the AM peak and PM peak. The two junctions which connect the B1006 High Road to the proposed A130 Link Road route, at Wavertree Road and Jotmans Lane, are predicted to continue to operate within capacity; despite the addition of the forecast through traffic made possible by the proposed A130 Link Road.

It has also been found that the initial design of the proposed new roundabout on the A130 Canvey Way, to serve the A130 Link Road, is predicted to operate within capacity in both the AM peak hour (0800-0900) and PM peak hour (1700-1800).

On the basis that the initial junction design operates within capacity in the 2029 With Link Road scenario, it is suggested that the next steps would be to cost the initial design and undertake a road safety audit to establish whether any changes to the layout would be required. If the junction design is altered following these exercises, additional junction capacity testing should be carried out to ensure the junction continues to operate within capacity in the 2029 With A130 Link Road scenario.

It should also be noted that the analysis presented above has focused on the forecast traffic flows and predicted operational performance of the study junctions. A review of Jotmans Lane in terms of its suitability to act as a connection to / from any potential future link road with the A130 has not been conducted and it is recommended that further consideration to this is afforded, should the link road feasibility be progressed.

4.4 Site H14 – Land West of Benfleet: Key Findings

By way of summary, the following key findings can be reported with regard to the appraisal of a potential link road between Benfleet and the A130 Canvey Way, as reported in this chapter:

 The operation of the Sadlers Farm junction (Junction 1) is predicted to be comparable, in either scenario without or with the link road, with the results reported within the ‘amber’ range in all cases. When considered in further detail however, slight improvements to the operation of the junction are expected with the introduction of the link road, in both the AM and PM peak hours (although the results would remain in the ‘amber’ range);

 The operation of the Tarpots junction (Junction 8) is predicted to be very similar, in either scenario without or with the link road, with the results reported within the ‘red’ range in all cases. Whilst in overall terms, a change in performance is not expected, improvements are predicted to occur at the

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junction for vehicles turning left from the B1006 onto the A13 and for vehicles turning right from the A13 onto the B1006;

 The proposed roundabout junction on the A130 Canvey Way (Junction 21) is predicted to operate within its capacity threshold, within the ‘green’ range of results, allowing for its implementation with the link road. Further work to cost and design the link road and junction will be required, should this scheme be promoted further; and,

 The junctions of Wavertree Road (Junction 22) and Jotmans Lane (Junction 23) are predicted to operare within their capacity thresholds, within the ‘green’ range of results, allowing for the implementation of the link road. Further design work will be required to consider how these existing junctions, and the roads they serve, should be treated with regard to their integration with any link road in this area should it be promoted further

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Key

Indicative Site H14 Boundary N Indicative A130 Link Road 8

1 O/D Study Area

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22

21 23

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Site H14 (Land West of Benfleet) Origin / Destination Survey Figure 4-1 AECOM Transport Evidence for the New Local Plan: Phase 2 Page 4-15

5 Site H18 – North West of Thundersley

5.1 Background

Following the completion of Phase 1, CPBC requested that a review of the opportunities to access the H18 site to the north west of Thundersley be undertaken.

Liaison with CPBC and ECC at the inception of the Phase 2 works confirmed that a first principles assessment of access options to / from the north west of Thundersley land should be carried out, in addition to appraising options for accessing this area of land from the A127 and A130.

The aspirational scale of development for the site is understood to currently comprise around 2,000 dwellings, with the potential to accommodate other land uses in addition, such as a supermarket.

The Method Note, referred to previously (see APPENDIX A) presented details of the proposed strategy for appraising the access options. Following the agreement of the approach, a site visit was conducted on Wednesday 11th March 2015. During the initial site walkover, an officer of CPBC accompanied the project team.

Further information regarding the site visit to each access location and the associated findings were subsequently presented in a Briefing Report the content of which is presented within the remainder of this chapter.

5.2 Site Context

Site H18 is located in the north-west extent of the Borough, with the A130 and A1245 to the west and the A127 Southend Arterial Road to the north. A number of lower order roads are present in the vicinity of the site boundary. The site location is shown at APPENDIX F.

CPBC requested that AECOM undertake a first principles assessment of potential site access points for the site, to appraise various connectivity options to the existing highway network.

5.3 Site Visit

Prior to the site visit, a comprehensive list of potential access connection points between Site H18 and the wider highway network was established, as detailed within the Method Note (APPENDIX A). As part of this work, 16 potential access points were identified in total, as illustrated at APPENDIX G and listed in TABLE 5-1.

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TABLE 5-1: Potential Access Points to Site H18 Reference Potential Access Brief Description

1 Rushbottom Lane To the rear of properties at Hornbeams (south of the A130) 2 The Birches Eastern end of The Birches 3 Woodside Northwest end of Woodside Terminus of Manor Road at the Recreation Ground Car 4 Manor Road (Recreation Ground) Park Existing route into the southern portion of the site, off 5 Windermere Road (via Keswick Road) Church Road Existing route into the southern portion of the site, off 6 Windermere Road (via Bassenthwaite Road) Church Road Western end of Grandview Road, approaching the site 7 Grandview Road from the east Western end of Crossfell Road, approaching the site from 8 Crossfell Road the east Western end of Grange Road, approaching the site from 9 Grange Road the east 10 Burches Road Existing route into the east / centre of the site Existing left-in, left-out (LILO) access, serving a Nursery / 11 A127, Nursery Access Garden Centre, in the north of the site Existing LILO access, track leading to Fane Road, in the 12 A127, Route Leading to Fane Road north of the site Existing LILO access, serving the industrial estate in the 13 A127, Lychgate Industrial Estate north of the site 14 A127, Oak Farm Existing LILO access, gated, to Oak Farm Existing LILO access, gated, to a farm, off the A1245 to 15 A130, Farm Access (Gated) A130 junction southbound jet lane Existing LILO access to farmland, double-width and gated, 16 A130, Farm Access (Double Gated) joining the southbound carriageway of the A130

A first principles appraisal of site access options was undertaken during the site visit, to develop the evidence base in terms of highway connectivity for this potential growth site. This comprised an initial site walkover, which resulted in one of the potential site accesses being discounted, and a more detailed qualitative assessment of the remaining potential access points being undertaken. For the site walkover, AECOM was accompanied by an officer of CPBC.

5.4 Site Visit Findings

During the site walkover, the potential access point at Rushbottom Lane (Reference: 1) was discounted from any further assessment. This potential access was deemed to be unsuitable due to the presence of the A130 southbound carriageway embankment, its general proximity to the A130 and proximity to rear gardens of properties at Hornbeams.

Following the exclusion of the potential site access at Rushbottom Lane, 15 access options remained for further assessment. These were evaluated in line with the Qualitative Assessment Matrix shown at TABLE 5-2. This includes the assessment criteria initially outlined within the Method Note (APPENDIX A) and additional criteria which were included following the site visit.

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TABLE 5-2: Qualitative Assessment Criteria and RAG Scoring Definitions Criterion Red Amber Green Access to Existing Wider Greater than 750m Between 400m and 750m Less than 400m Network Minimum Route Width Less than 3m Between 3m and 5.5m Greater than 5.5m Surface Condition Unpaved Paved (poor condition) Paved (good condition) Assumed Third Party All Shared None Land requirements Access to Highway No Access Limited (e.g. left-in, left- All Movements Network out) Need for Improvements Major Improvements Minor Improvements None Anticipated (e.g. safety)

As stated in the Method Note (APPENDIX A), the ‘access to existing wider network’ is defined as the distance to the nearest of Hart Road, Manor Road or Church Road. However, potential accesses identified along the Strategic Road Network (SRN), i.e. the A127 or A130, have direct connectivity to the wider highway network and therefore will all be rated as green for this criterion. It should also be noted that the ‘surface condition’ criterion relates to the lowest quality surface identified along the route to one of those roads.

5.5 South of Growth Site H18

Potential Access - The Birches (Reference: 2)

The Birches, shown at PLATE 5-1, is a residential cul-de-sac, comprising a number of semi-detached homes. At its western end is a priority junction with Oak Walk, a road which in turn connects to Woodside Avenue via a priority junction. At the eastern end of The Birches is a gap in the housing, with a pedestrian access to North Benfleet Hall Wood.

PLATE 5.1: The Birches, Looking West

In terms of access to the existing wider network, the eastern end of The Birches is 700m from Manor Road (via Oak Walk and Woodside Avenue). The surface of this route is paved for its entire length, and is in generally good condition. The gap in housing, forming the pedestrian access to North Benfleet Hall Wood, is approximately 2m wide, meaning that the minimum route width is less than 3m. As a result, if this were to be considered for a vehicular access, the land ownership would be shared between the public sector and third party ownership. Based on this analysis, the RAG scores for this site are presented in TABLE 5-3.

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TABLE 5-3: RAG Scoring for Potential Access at The Birches Criterion Observation RAG Score Access to Existing Wider 700m to Manor Road Amber: Between 400m Network and 750m Minimum Route Width 2m Red: Less than 3m Surface Condition Paved for entire length of Green: Paved (good route, excluding condition) woodland Assumed Third Party Some, where route Amber: Shared Land requirements meets site boundary Access to Highway No vehicular access at Red: No Access Network present Need for Improvements Some improvements Amber: Minor (e.g. Safety) likely to be required Improvements

Although the 2m width pedestrian access, shown at PLATE 5-2, restricts the potential for a vehicular access at this location, it could nonetheless offer a potential opportunity for a pedestrian/cycle access into any future development.

PLATE 5.2: Existing Pedestrian Access to North Benfleet Hall Wood

Potential Access – Woodside (Reference: 3)

Similar to The Birches, Woodside is a residential cul-de-sac, containing dwellings ranging from two to three storeys. At its eastern end, the road connects to Manor Road via a priority junction. To the west, the road turns north towards the Manor Road Recreation Ground. Facing north, a wall is present and a kissing gate enables pedestrian access and egress; as shown in PLATE 5-3.

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PLATE 5.3: Existing Pedestrian Access from Woodside to Manor Road Recreation Ground

From its northwest extent, the route length is approximately 140m to Manor Road and this is paved in its entirety. The road is 5m wide throughout, including at its end which is adjacent to the aforementioned wall. No third party land has been identified as being required to continue the route of Woodside into the Manor Road Recreation Ground area, although the brick wall would need to be demolished. The RAG scores which relate to the assessment are presented in TABLE 5-4.

TABLE 5-4: RAG Scoring for Potential Access at Woodside Criterion Observation RAG Score Access to Existing Wider 140m to Manor Road Green: Less than 400m Network Minimum Route Width 5m Amber: Between 3m and 5.5m Surface Condition Paved for entire length of Green: Paved (generally route good condition) Assumed Third Party No third party land Green: None Land requirements identified Access to Highway No vehicular access at Red: No Access Network present Need for Improvements Some improvements Amber: Minor (e.g. Safety) likely to be required Improvements

Despite the favourable rating in the RAG matrix shown for this option, the residential character of this route, coupled with the two 90 degree turns from Manor Road to its end, would not be effective in supporting a large scale residential development at the growth site. However, if this route is not pursued as a vehicular access, it could instead offer an opportunity for a pedestrian and cycle access into the development site. As a vehicular access, it is likely that only a very limited development scheme could be served from this location.

Potential Access – Manor Road Recreation Ground (Reference: 4)

This access option is at the northern end of Manor Road and is the current main access to Manor Road Recreation Ground, its car park, the sports field and the bowls club. This location is shown in PLATE 5-4. Approximately 530m to the south of this access is the signal controlled crossroads junction of Manor Road and Church Road.

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PLATE 5.4: Existing Access to Manor Recreation Ground

Owing to its location, this route offers immediate access to the existing wider network at Manor Road and therefore connects with the highway with a width of 6m. Land associated with the highway and the recreation ground to the north is publicly owned, although existing buildings within the recreation ground site may present some constraints to extend Manor Road further north. The RAG scores resulting from the assessment undertaken during the site visit are presented in TABLE 5-5.

TABLE 5-5: RAG Scoring for Potential Access at Manor Road Recreation Ground Criterion Observation RAG Score Access to Existing Wider 0m to Manor Road Green: Less than 400m Network Minimum Route Width 6m Green: Greater than 5.5m Surface Condition Generally good Green: Paved (good condition) Assumed Third Party None identified, publically Green: None Land requirements owned land only Access to Highway No restricted movements Green: Full Movements Network Need for Improvements No changes are expected Green: None Anticipated (e.g. Safety) to be required at the point of access

Although existing buildings within the recreation ground site could restrict an extension of Manor Road, it may be feasible to design an S-bend into any road extension design. This could utilise the land associated with the existing car park, shown in PLATE 5-5, after which the road could continue up the eastern side of the grounds and the bowls club.

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PLATE 5.5: Manor Road Recreation Ground Car Park

Although this access scores well in the qualitative assessment, it would not be sufficient to deliver the strategic development site in full. However, it could potentially deliver a portion of the site and be provided in combination with an additional access or additional accesses.

Potential Access – Windermere Road (via Keswick Road) (Reference: 5)

Windermere Road extends into the centre of the potential development site and can be accessed via either Keswick Road or Bassenthwaite Road, of which this section is assessing the former. Keswick Road is a single lane route, which heads north towards Windermere Road from Church Road. It is an unadopted road and is unmade for its entire length, as illustrated by PLATE 5-6. The character and attributes of this route continue along Windermere Road.

PLATE 5.6: Keswick Road

The access to the wider network is relatively poor for this route, with the northern end of Windermere Road being approximately 900m away from the junction of Keswick Road with Church Road. In addition, as the route is unadopted for its entirety and is 2.8m wide at its narrowest point, third party land would be required for the entire route. Furthermore, Keswick Road is unpaved and would require resurfacing if it were to be used as part of a site access. A summary of the assessment is provided at TABLE 5-6.

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TABLE 5-6: RAG Scoring for Potential Access at Windermere Road (Keswick Road) Criterion Observation RAG Score Access to Existing Wider 900m from the northern Red: Greater than 750m Network extent of Windermere Road to Church Road Minimum Route Width 2.8m Red: Less than 3m Surface Condition Unmade, with potholes Red: Unpaved and ponding at a number of points Assumed Third Party All of route Red: All Land requirements Access to Highway All turning movements Green: Full Movements Network possible at junction with Church Road Need for Improvements Some changes may be Amber: Minor (e.g. Safety) required (e.g. visibility Improvements improvements). Potential realignment to form crossroads with the existing Church Road / Stanley Road junction.

Potential Access – Windermere Road (via Bassenthwaite Road) (Reference: 6)

An alternative link through to Windermere Road is available via Bassenthwaite Road. This links Church Road in the south with Windermere Road in the north, and therefore permits access through to the northern extent of Windermere Road. The Bassenthwaite Road route is paved from its junction with Church Road, with the general character of this route shown in PLATE 5-7.

PLATE 5.7: Bassenthwaite Road

In terms of the assessment of this route, it was found that using Bassenthwaite Road instead of Keswick Road added an additional 100m to the overall distance to the northern extent of Windermere Road; therefore resulting in a total distance of 1,000m to the existing wider highway network. However, as noted previously, despite being narrow Bassenthwaite Road is paved and is in good condition. The outcome of the qualitative assessment is summarised in TABLE 5-7.

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TABLE 5-7: RAG Scoring for Potential Access at Windermere Road (Bassenthwaite Road) Criterion Observation RAG Score Access to Existing Wider 1,000m from the northern Red: Greater than 750m Network extent of Windermere Road to Church Road Minimum Route Width 2.9m Red: Less than 3m Surface Condition Generally good condition Green: Paved (good condition) Assumed Third Party All of route Red: All Land requirements Access to Highway All turning movements Green: Full Movements Network possible at junction with Church Road Need for Improvements Some changes may be Amber: Minor (e.g. Safety) required (e.g. visibility Improvements improvements)

5.6 East of Growth Site H18

Potential Access – Grandview Road (Reference: 7)

To the east of the potential growth site, Grandview Road is an existing road which connects to Hart Road at its eastern end. At its western extent, the road changes into a narrow track which is signposted as unsuitable for motor vehicles and heads down a steep escarpment.

The existing wider highway network is approximately 550m from the western extent of Grandview Road, which is an adopted highway until the track commences at the escarpment. Along this 550m stretch of Grandview Road, the surface is paved. To extend this route into the potential growth site, and assuming a direct route, approximately 450m of additional highway would be required over third party land. Overall therefore, this route would be 1,000m from the existing wider highway network at Hart Road. A summary of the assessment is presented in TABLE 5-8.

TABLE 5-8: RAG Scoring for Potential Access at Grandview Road Criterion Observation RAG Score Access to Existing Wider 1,000m to Hart Road Red: Greater than 750m Network Minimum Route Width Single lane track. Red: Less than 3m Surface Condition Unpaved from the Red: Unpaved western end of Grandview Road to the eastern edge of the Site H18 boundary. Assumed Third Party From the western end of Amber: Shared Land requirements Grandview Road to the eastern boundary of Site H18, third party land would be required to extend the road. Access to Highway No existing access from Red: No Access Network Site H18 to network Need for Improvements Some improvements will Amber: Minor (e.g. Safety) be required for this route, Improvements particularly in relation to the topography / escarpment.

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Potential Access – Crossfell Road (Reference: 8)

Crossfell Road is a short, unpaved route which extends westward from its priority junction with Burches Road. It is approximately 260m in length in its current form and would therefore require an extension of just over 350m of new highway to reach the eastern boundary of Site H18. If a direct route is possible, this would result in a distance to the existing wider highway network at Hart Road (via Burches Road) of 1,050m.

Like Grandview Road, the area where no highway exists has an escarpment, which would present a challenge in providing a direct route from this location. A summary of the findings from the assessment is provided at TABLE 5-9.

TABLE 5-9: RAG Scoring for Potential Access at Crossfell Road Criterion Observation RAG Score Access to Existing Wider 1,050m Red: Greater than 750m Network Minimum Route Width Single lane track. Red: Less than 3m Surface Condition Unmade, with potholes, Red: Unpaved for the existing route. Assumed Third Party Third party land would be Amber: Shared Land requirements required for the majority of the route. Access to Highway No existing access from Red: No Access Network Site H18 to network Need for Improvements Some improvements will Amber: Minor (e.g. Safety) be required for this route, Improvements particularly in relation to the topography / escarpment.

Potential Access – Grange Road (Reference: 9)

Grange Road also extends westward from a priority junction with Burches Road. The route is a single track leading down the escarpment which is present in the area, and is unpaved for its entire existing length of 265m.

To continue this route to the eastern boundary of Site H18 would require a direct highway extension of 255m, resulting in a total length from Burches Road to the site boundary of 520m. Overall, and including the aforementioned 520m, the distance to the existing wider highway network at Hart Road (via Burches Road) would be 1,320m. An overview of the findings for the qualitative assessment of this route is presented in TABLE 5-10.

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AECOM Transport Evidence for the New Local Plan: Phase 2 Page 4-25

TABLE 5-10: RAG Scoring for Potential Access at Grange Road Criterion Observation RAG Score Access to Existing Wider 1,320m Red: Greater than 750m Network Minimum Route Width Single lane track. Red: Less than 3m Surface Condition Unmade, with potholes, Red: Unpaved for the existing route. Assumed Third Party Third party land would be Amber: Shared Land requirements required to extend the route to the eastern boundary of Site H18. Access to Highway No existing access from Red: No Access Network Site H18 to network Need for Improvements Some improvements will Amber: Minor (e.g. Safety) be required for this route, Improvements particularly in relation to the topography / escarpment.

Potential Access – Burches Road (Reference: 10)

Burches Road is a winding route which extends into the eastern side of the potential development site, and ultimately connects back to the existing wider highway network at Hart Road (via Great Burches Road and Common Approach). Travelling from Great Burches Road towards the potential development site, Burches Road gradually narrows and prior to reaching the site boundary turns into an unpaved route.

From its junction with Coniston Road at the site boundary, the distance from Burches Road to the existing wider highway network at Hart Road has been calculated as 1,900m (which includes the aforementioned portions of Great Burches Road and Common Approach). The RAG assessment is summarised in TABLE 5-11.

TABLE 5-11: RAG Scoring for Potential Access at Burches Road Criterion Observation RAG Score Access to Existing Wider 1,900m Red: Greater than 750m Network Minimum Route Width 2.9m, towards its western Red: Less than 3m extent Surface Condition Unpaved, east of its Red: Unpaved junction with Coniston Road at the site boundary Assumed Third Party Portions of third party Amber: Shared Land requirements land required, primarily at the western end of the route Access to Highway All movements permitted Green: Full Movements Network at Site H18 boundary / junction with Coniston Road Need for Improvements Some improvements to Amber: Minor (e.g. Safety) the route likely to be Improvements required

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AECOM Transport Evidence for the New Local Plan: Phase 2 Page 4-26

5.7 Strategic Road Network (SRN) Links to Site H18

Potential Access – A127, Nursery Access (Reference: 11)

This access is located approximately 900m to the east of the Fairglen Interchange. It comprises an existing left-in, left-out (LILO) arrangement connected to the westbound carriageway of the A127 Southend Arterial Road. At present, this access serves a garden centre and a number of small industrial units. The approach and exit flares of the junction extend approximately 15m either side of the access, which means vehicles entering the site have to drive slowly relative to other traffic continuing westbound on the A127. The limited entry flare also makes it difficult for vehicles to join the sometimes fast-moving westbound traffic flow on the A127.

The access is 9.8m wide at the main entrance to the garden centre car park, with a slope down into the car park. Cars have a dedicated exit ramp from the car park, which effectively limits this width. However, it is assumed that this configuration would be altered if the access was to be utilised for the development site. The initial portion of the access is paved, although beyond the entry and exit ramps the road and car park are unmade. The unmade route continues for a short distance into the growth site along the eastern edge of the garden centre, where it is interrupted by the industrial land uses to the south. A summary of the RAG analysis is provided at TABLE 5-12.

TABLE 5-12: RAG Scoring for Potential Access at A127 (Nursery) Criterion Observation RAG Score Access to Existing Wider Direct connectivity to Green: Less than 750m Network SRN. Minimum Route Width 9.8m width at site Green: Greater than access. 5.5m Surface Condition Initially paved at access Red: Unpaved road, but leads to unpaved area. Assumed Third Party Private access road. Red: All Land requirements Access to Highway Left-in, left-out access Amber: Limited Network Need for Improvements Significant improvements Red: Major (e.g. Safety) would be required, such Improvements as new entry and exit lanes

In its current form, this access is not suitable to serve the growth site from the SRN. It is unlikely that an additional all movements junction could be provided at this location, just 900m east of the Fairglen Interchange. As such, it is suggested that an enhanced LILO arrangement would be necessary, comprising dedicated entry and exit lanes separated from the main westbound A127 traffic flow.

With this arrangement, traffic arriving at the site from the west would have to travel eastbound to Rayleigh Weir Interchange and return to the access along the westbound carriageway. Similarly, traffic departing to destinations in the east would have to travel westbound to the Fairglen Interchange and then head eastbound on the A127. An assessment of the impact of these movements on the performance of the aforementioned interchanges would need to be carried out to determine the impact of this option.

Potential Access – A127, Route Leading to Fane Road (Reference: 12)

This access is an unmade track, with a LILO junction connected to the westbound carriageway of the A127 and located approximately 750m to the east of the Fairglen Interchange. The track heads south into the site and connects to the unmade Fane Road and onward to other unmade routes in the area. This access is approximately 5m wide, although it effectively has no entry flare and an exit flare of approximately 5m. The assessment of this access is outlined in TABLE 5-13.

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TABLE 5-13: RAG Scoring for Potential Access at A127 (Fane Road) Criterion Observation RAG Score Access to Existing Wider Direct connectivity to Green: Less than 750m Network SRN. Minimum Route Width 5.0m Amber: Between 3m and 5.5m Surface Condition Unmade track. Red: Unpaved Assumed Third Party Private road. Red: All Land requirements Access to Highway Left-in, left-out access Amber: Limited Network Need for Improvements Significant improvements Red: Major (e.g. Safety) would be required, such Improvements as new entry and exit lanes

For the Nursery access discussed above, this junction is not suitable in its present form to serve the development site. An enhanced LILO access, with dedicated entry and exit lanes may offer some level of access to the site. However, this route is 150m nearer to the Fairglen Interchange and any new exit lane from the access may interfere with the operation of the westbound off-slip road at Fairglen Interchange. An assessment of the impact of this access would need to be tested.

Potential Access – A127, Lychgate Industrial Estate (Reference: 13)

Lychgate Industrial Estate is served by a LILO junction, from the westbound carriageway of the A127 Southend Arterial Road. This junction is located approximately 430m east of the Fairglen Interchange, however only 75m away from the start of the A127 westbound off-slip road at Fairglen.

The access road is bounded by a café to the east and housing to the west, land uses which are also adjacent to the westbound A127 carriageway. The access at present leads to an unmade network of roads within the industrial estate, which from the southeast corner of the industrial estate subsequently connect to the unmade Fane Road. At its narrowest point, the industrial estate access road is approximately 6m wide. A summary of the RAG analysis findings is presented at TABLE 5-14.

TABLE 5-14: RAG Scoring for Potential Access at A127 (Lychgate Industrial Estate) Criterion Observation RAG Score Access to Existing Wider Direct connectivity to Green: Less than 750m Network SRN. Minimum Route Width 6.0m Green: Greater than 5.5m Surface Condition Unmade surface Red: Unpaved Assumed Third Party Private road. Red: All Land requirements Access to Highway Left-in, left-out access Amber: Limited Network Need for Improvements Significant improvements Red: Major (e.g. Safety) would be required, such Improvements as new entry and exit lanes

Whilst this LILO access is located on the westbound carriageway of the A127, like that of the two previously assessed junctions, it would not be suitable for use as an access to Site H18 for a number of reasons. Foremost of these reasons is the land uses which constrain the junction and would prevent adequate entry and exit lanes from being provided. In addition, the proximity of this access to the A127 westbound off-slip road would lead to conflicting traffic movements; i.e. traffic exiting Site H18 to travel westbound on the A127 would conflict with traffic exiting the A127 westbound onto the off-slip road.

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AECOM Transport Evidence for the New Local Plan: Phase 2 Page 4-28

Potential Access – A127 Oak Farm (Reference: 14)

This is a minor access, located on the A127 westbound off-slip, which serves Oak Farm. As this is located on the one-way slip road, all vehicles exiting the gated access of the farm must turn left towards the Fairglen Interchange roundabout.

The access is approximately 2.5m wide at the gated entrance to the farm, and effectively has no entry or exit flares. While the route into the farm is paved adjacent to the A127 westbound off-slip road, the surface is in a poor condition. A summary of the RAG assessment for this access is provided at TABLE 5-15.

TABLE 5-15: RAG Scoring for Potential Access at A127 (Oak Farm) Criterion Observation RAG Score Access to Existing Wider Direct connectivity to Green: Less than 750m Network SRN. Minimum Route Width 2.5m Red: Less than 3.0m Surface Condition Paved, but in poor Amber: Paved (poor condition. condition) Assumed Third Party Private land. Red: All Land requirements Access to Highway Left-in, left-out access Amber: Limited Network Need for Improvements Significant improvements Red: Major (e.g. Safety) would be required, such Improvements as new entry and exit lanes

Owing to its location on the A127 westbound off-slip and potential conflicts between local (development) traffic and strategic traffic, this access is not considered to be suitable to serve Site H18.

Potential Access – A130, Gated Farm Access (Reference: 15)

An existing access to farmland exists off the southbound ‘jet lane’, which carries traffic from the A1245 southbound carriageway to the A130 southbound carriageway. As this access is located on the one-way jet lane, all movements at this location are LILO.

The existing access was evaluated using the RAG criteria, and the results of this assessment are presented in TABLE 5-16. It was found that the minimum route width of the access was 2.9m. In addition, the observations identified that the route predominantly resides on agricultural land and is unpaved.

TABLE 5-16: RAG Scoring for Potential Access at A130 (Gated Farm Access) Criterion Observation RAG Score Access to Existing Wider Direct connectivity to Green: Less than 750m Network SRN. Minimum Route Width 2.9m Red: Less than 3.0m Surface Condition Unmade at gate and Red: Unpaved beyond. Assumed Third Party Initial land may be in Amber: Shared Land requirements public ownership, but agricultural land present beyond the cycleway. Access to Highway Left-in, left-out access Amber: Limited Network Need for Improvements Significant improvements Red: Major (e.g. Safety) would be required, such Improvements as new entry and exit lanes

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Any access at this location would require a significant re-working of the existing roundabout, to enable other movements to take place. For example, at present it is not possible for traffic arriving from the southern portion of the A130 to turn right into the access, nor can traffic continue straight ahead to the access from the northern portion of the A130. Similarly, traffic exiting at the farm access cannot use the roundabout to turn right onto the A1245, but must instead travel south to Sadlers Farm junction and make a U-turn. Any potential access at this location would need to have regard to both the junction itself, as well as the relationship with other nearby junctions (including Fairglen and Sadlers Farm).

Potential Access – A130, Double-Gated Farm Access (Reference: 16)

This access is located on the southbound carriageway of the A130, between the junction of the A130 with the A1245 and the Sadlers Farm junction. It provides access to farmland to the south of the A130, through a double-width gate. The access is located on the approach lane to the layby parking area immediately to the southwest. As such, traffic approaching the access from the north has a partial entry lane approximately 50m in length, while traffic departing the access can if necessary use the layby to facilitate joining the main southbound traffic flow of the A130.

The access is relatively wide in comparison to the others which have been assessed, with an initial width of 6.8m. The surface is paved and provides access to agricultural land. A summary of the assessment of this site is provided at TABLE 5-17.

TABLE 5-17: RAG Scoring for Potential Access at A130 (Double-Gated Farm Access) Criterion Observation RAG Score Access to Existing Wider Direct connectivity to Green: Less than 750m Network SRN. Minimum Route Width 6.8m Green: Greater than 5.5m Surface Condition Paved – generally good Green: Paved (good condition. condition) Assumed Third Party Agricultural land. Red: All Land requirements Access to Highway Left-in, left-out access Amber: Limited Network Need for Improvements Significant improvements Red: Major (e.g. Safety) would be required, such Improvements as new entry and exit lanes

In its current form, the access is not suitable to serve development at Site H18. It may be possible to provide an enhanced LILO arrangement with dedicated entry and exit lanes, although careful consideration would need to be given to the effects on the roundabout to the north (junction of the A130 with the A1245) and the layby immediately to the south. In addition, traffic arriving at Site H18 from the A130 (south) would need to perform a U-turn at the A130 roundabout junction with the A1245. Similarly, traffic wishing to depart Site H18 at this access to travel northbound would need to first travel south to Sadlers Farm junction and perform a U- turn at that roundabout. If this option were progressed, the impact on those junctions would need to be examined.

5.8 Site H18 – North West of Thundersley: Key Findings

The evaluation of Site H18 (Land North West of Thundersley) comprised an appraisal of potential access options for this growth site. A total of 16 potential access points, shown at TABLE 5-1, had been identified through a desktop study prior to the assessment. During the initial site walkover, the potential access at Rushbottom Lane was discounted from the next stage of assessment due to it being the location of the embankment which supports the southbound A130 plus the proximity of private dwellings at this location.

Following this exclusion, 15 potential access points remained. These were evaluated using the RAG assessment criteria set out at TABLE 5-2. A summary of the results from this exercise is presented at TABLE 5-18.

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\

TABLE 5-18: Summary of RAG Scoring by Access Option

Ref. Potential Access Potential Access Suitability

to Existing to

Width

Safety)

Network

Need for

Party Land

requirements

WiderNetwork

AssumedThird

Minimum Route

SurfaceCondition

Access

Access to Highway Access Highway to Improvements (e.g.

1 Rushbottom Lane N/A N/A N/A N/A N/A N/A Discounted as part of site walkover. 2 The Birches Amber Red Green Amber Red Amber Pedestrian / cycle access. 3 Woodside Green Amber Green Green Red Amber Pedestrian / cycle access. 4 Manor Road (Recreation Green Green Green Green Green Green Vehicular access (for a limited development quantum), or a Ground) secondary / emergency vehicular access; plus pedestrian / cycle access. 5 Windermere Road (via Red Red Red Red Green Amber Pedestrian / cycle access (secondary). Keswick Road) 6 Windermere Road (via Red Red Green Red Green Amber Pedestrian / cycle access (secondary). Bassenthwaite Road) 7 Grandview Road Red Red Red Amber Red Amber Pedestrian / cycle access (secondary). 8 Crossfell Road Red Red Red Amber Red Amber Pedestrian / cycle access (secondary). 9 Grange Road Red Red Red Amber Red Amber Pedestrian / cycle access (secondary). 10 Burches Road Red Red Red Amber Green Amber Pedestrian / cycle access (secondary). 11 A127, Nursery Access Green Green Red Red Amber Red Vehicular access (subject to improvements) with restricted movements, may be suitable to support a limited development quantum. 12 A127, Route Leading to Fane Green Amber Red Red Amber Red Vehicular access (subject to improvements) with restricted Road movements, may be suitable to support a limited development quantum. AECOM Transport Evidence for the New Local Plan: Phase 2 Page 31

Ref. Potential Access Potential Access Suitability

to Existing to

Width

Safety)

Network

Need for

Party Land

requirements

WiderNetwork

AssumedThird

Minimum Route

SurfaceCondition

Access

Access to Highway Access Highway to Improvements (e.g.

13 A127, Lychgate Industrial Green Green Red Red Amber Red Not suitable, without major improvements / changes to highway Estate network. 14 A127, Oak Farm Green Red Amber Red Amber Red Not suitable, without major improvements / changes to highway network. 15 A130, Farm Access (Gated) Green Red Red Amber Amber Red Potential vehicular access (subject to improvements) with restricted movements, may be suitable to support a limited development quantum. To deliver a greater scale of development, major improvements / changes to the highway network would be required. 16 A130, Farm Access (Double Green Green Green Red Amber Red Potential vehicular access (subject to improvements) with restricted Gated) movements, may be suitable to support a limited development quantum.

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Using the qualitative assessment criteria, a range of scores have resulted for the access options which were evaluated. This suggests that some of the potential accesses are more suitable than others:

South of Growth Site H18

 Two potential pedestrian / cycle accesses have been identified (Ref 2 and 3)  A vehicular access via Manor Road has been identified, which could potentially deliver a limited development quantum (as opposed to the full strategic development) (Ref 4)  Two further pedestrian / cycle connections have also been identified, but due to the route distance and quality, it has been suggested that these should only form ‘secondary’ level accesses (Ref 5 and 6)

East of Growth Site H18

 Four potential connections have been identified as being suitable as possible pedestrian / cycle accesses but due to their distance and quality, it has been suggested that these should only form ‘secondary’ level accesses (Ref 7, 8, 9 and 10). As these routes are quite similar, it is likely that not all would be progressed

Strategic Road Network (SRN) Links to Site H18

 Six potential access points have been identified linking the site with the strategic highway network to the north / west. All of the accesses would require improvements but it has been suggested that four have the potential to serve a limited development quantum in the first instance (Ref 11, 12, 15 and 16), with major improvements being required to deliver development of a more strategic scale (Ref 13, 14 and 15)  In order to deliver a comprehensive development at Site H18, it is suggested that at least one of the strategic access options will need to be delivered and the initial recommendation would be that Location 15 provides the best of the available options for further consideration

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AECOM Transport Evidence for the New Local Plan: Phase 2 Page 6-2

6 Summary

6.1 Background

AECOM was commissioned by CPBC to prepare transport evidence in connection with their emerging New Local Plan. The purpose of the study was to consider the impact of the local plan development options, on the local highway network.

Following the completion of the transport evidence work in 2013, referred to as ‘Phase 1’, CPBC progressed with their New Local Plan and appointed AECOM towards the end of 2014 to carry out some further work to supplement the transport evidence, specifically focusing on three core topic areas. This work is therefore referred to as ‘Phase 2’ and has been presented in this report.

Looking at the three core topic areas in turn, the Phase 2 assessment can be summarised as follows:

6.2 Site H10 – Land East of Rayleigh Road

Site H10 is located in the north-east of the Borough, broadly contained by Daws Heath Road to the south, the A129 Rayleigh Road to the west, Stadium Way to the north and semi-rural land to the east. The development proposals at this site comprise up to 480 dwellings and a link road through the site connecting Stadium Way in the north with Daws Heath Road in the south.

For the Phase 2 evaluation work, AECOM has been appointed to examine how traffic flows could change at nearby junctions with the proposed link road in place. To evaluate the impact of the Stadium Way Link Road and the proposed development, through a comparative assessment, changes were made to the existing spreadsheet model to produce the following three scenarios:

 2029 Without Stadium Way Link Road (No Site H10 Development)  2029 With Stadium Way Link Road (No Site H10 Development)  2029 With Stadium Way Link Road (With Site H10 Development)

For each scenario, junction capacity assessments were undertaken using the resulting traffic flows at a number of study junctions. The main findings from this work are as follows:

 The RAG scores for the majority of study junctions are not expected to change across the three assessment scenarios; including at Rayleigh Weir, Vic Corner and the Hadleigh Gyratory;  Slight improvements to the operation of the Woodmans Arms junction are predicted, although the overall RAG score is not affected;  Similarly, a deterioration at the Rayleigh Road / Stadium Way junction is predicted, although again the overall RAG score is not affected. As the results are slightly worse with the link road in place however, this should be considered further;  The RAG score for proposed junction at the northern end of the link road, at Stadium Way, is predicted to be Amber in the 2029 With Link Road (Without Site H10 Development) scenario whereas in the 2029 With Link Road (With Site H10 Development) it is expected to be Red.  At the southern end of the link road, a junction is proposed with Daws Heath Road. The RAG score for this junction is predicted to be Green in the 2029 With Link Road (Without Site H10 Development) scenario and Red in the 2029 With Link Road (With Site H10 Development) scenario.

In summary, the development and proposed link road is not predicted to have a detrimental effect on the operation of the local highway network and a slight improvement is expected at the Woodmans Arms junctions.

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Of note, a slight deterioration in the performance of the Rayleigh Road / Stadium Way junction is predicted with the link road in place, and the junctions providing connections between the link road and the local highway network are both predicted to operate over capacity. Should the link road and development proposals be promoted further, additional work should therefore be undertaken concerning the design and operation of these junctions.

6.3 Site H14 – Land West of Benfleet

Site H14 is located at the western edge of Castle Point Borough, enclosed by the A130 Canvey Way to the west and the existing urban area around the B1006 High Road to the east. The New Local Plan identifies the possibility of introducing a new junction on the A130 Canvey Way, to serve both the proposed development site H14 and the wider Benfleet area to the east via a new link road.

To evaluate the potential impact of introducing a link road to the A130, two assessment scenarios were created using the spreadsheet model, as follows:

 2029 Without A130 Link Road  2029 With A130 Link Road

The turning movements produced for each scenario were tested against four study junctions, and the main findings of this work are as follows:

 The Sadlers Farm junction is predicted to operate within the same RAG range, with the implementation of the potential link road. The detailed capacity results for the junction do however, indicate a slight improvement with the link road in place;  The Tarpots junction is also predicted to operate within the same RAG range, with the implementation of the potential link road. The detailed capacity results for the junction do however, indicate slight improvements on some turning movements;  The two junctions with the B1006 High Road, at Wavertree Road and Jotmans Lane, are predicted to operate within capacity in both assessment scenarios; and,  The initial 60m ICD design for a proposed new roundabout junction on the A130 Canvey Way, to serve the link road, is predicted to operate within capacity in both assessment scenarios.

Whilst the capacity issues at Tarpots remain with the A130 Link Road in place, it is not expected that the link road would have a detrimental impact on the existing junctions on the B1006 High Road at Wavertree Road and Jotmans Lane. Furthermore, the initial design for the proposed roundabout on the A130 Canvey Way is expected to be appropriate for the traffic flows forecast.

To progress this option further, it is suggested that the next steps would be to cost the roundabout design and undertake a road safety audit and to conduct a review of the Wavertree Road and Jotmans Lane junctions, and the roads they serve, in the context of the potential link road alignment.

6.4 Site H18 – North West Thundersley

Site H18 is located in the north-west extent of the Borough, to the north west of Thundersley, with the A130 and A1245 to the west and the A127 Southend Arterial Road to the north. A number of lower order roads are present in the vicinity of the site boundary, located primarily to the south and east.

As part of the Phase 2 appraisal, CPBC requested that AECOM undertake a first principles assessment of potential site access points for the site, to consider various connectivity options to the existing highway network.

A first principles appraisal of site access options was undertaken during a site visit, to develop the evidence base in terms of highway connectivity for this potential growth site. This comprised an initial site walkover, which resulted in one of the potential site accesses being discounted, and a more detailed qualitative assessment of the remaining potential access points being undertaken.

Overall, the qualitative assessment found that the existing access options to serve Site S18 are limited.

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The option that requires the least reconfiguration from its present form is the current Manor Road Recreation Ground access. However, this access alone would be insufficient to support the full development of Site H18.

The partial or fragmented delivery of parcels of development around the site could possibly be achieved through the upgrading of a number of access options, but it should be noted that even in combination it is considered that such an approach would be insufficient to support the full development of Site H18 and indeed could restrict the overall comprehensive development of the site.

To support the full development therefore, one or more other access points would need to be put in place, which would be expected to require significant highway works and amendments to the existing network. The preferred location identified as part of this initial assessment and following liaison with CPBC and ECC is referred to herein as Location 15 which comprises an existing gated farm access on the A130.

Any such strategy to deliver a strategic access to the site would need to be designed and tested in terms of vehicular capacity and safety, and costed. It should also be noted that any access strategy that provides strategic access(es) as well as a local access (i.e. at Manor Road) could result in at least some redistribution of traffic around the local highway network and the implications of this would also need to be assessed.

Transport: Phase 2 November 2015

Appendix A \ AECOM 01256 310200 tel Scott House 01256 310201 fax Alençon Link Basingstoke Hampshire RG21 7PP www.aecom.com

Method Note: Assessment of Potential Highway Schemes

Project New Local Plan – Additional Transport Work Reference: 47072817

Created by Richard Corbin, Assistant Transport Planner Status: Draft

Reviewed by Colin Romain, Principal Transport Planner Date: February 2015

Approved by Jonathan Crabb, Head of Transport Planning for Development (South)

Background

AECOM has been commissioned by Castle Point Borough Council (CPBC) to undertake an assessment of potential highway schemes to support growth sites. This is additional transport work, following a previous commission in 2013 to assist CPBC with the preparation of transport evidence for the New Local Plan.

As part of the previous commission, a spreadsheet model was created as a representation of the highway network in and adjacent to the CPBC administrative area. The spreadsheet model was used to assess potential growth options and consider possible development sites for housing and employment uses. The model enabled an estimation of the potential transport impacts at a selection of junctions throughout the borough, and junction modelling was carried out at a number of these junctions to explore potential capacity improvements. Beyond the quantitative assessment, qualitative analysis was also undertaken with regards to the proposed growth sites and for proposed transport projects in the area.

The findings of the previous commission fed into the draft New Local Plan, which was subject to public consultation thereafter. During the consultation, it is understood that some concerns were identified regarding the potential impact of development sites on the highway network. Particular emphasis was placed on three of the sites, all potential locations for new housing, as presented in TABLE 1:

TABLE 1: Summary of Transport Proposals for Potential Growth Sites Site Reference Site Name Summary of Transport Proposals Site H10 Land East of Rayleigh Road Stadium Way – Daws Heath Road Link Road Site H14 Land West of Benfleet A130 Canvey Way, New Junction Site H18 North West of Thundersley New Junction / Access

This method note outlines the context and transport proposals for each site and the assessment proposals for consideration and approval from CPBC. The outputs from each assessment will be presented within a summary report, to help inform CPBC regarding the potential growth sites. In addition to CPBC, this method note will also be distributed to Essex County Council (ECC), as the local highway authority, for review and approval.

Site H10: Land East of Rayleigh Road Site Context

This site is located in the north-east of the Borough and is roughly contained by Daws Heath Road to the south, Rayleigh Road to the west, Stadium Way to the north and semi-rural land to the east. This location is illustrated in APPENDIX A. The developer promoting this site has proposed the delivery of a link road between Stadium Way and Daws Heath Road to support development at this location.

1

Initial analysis by the applicant promoting development at this site of a proposed link road is understood to have indicated that it may provide benefits for portions of the local highway network, for instance at the Woodmans Arms junction. However, during the public consultation, concern was reported in relation to potential ‘rat-running’ occurring along a new link road and its approach roads, principally by those travelling between the A13 London Road (east of Rectory Road / Hadleigh gyratory) and the A127 Southend Arterial Road (west of its junction with Rayleigh Road / High Road).

Assessment

To consider the points raised regarding potential rat-running, AECOM will review the proposals put forward by the developer for Site H10, including the link road. The following tasks will be carried out:

 Incorporate the potential link road, as an option, into the spreadsheet model.  Update the traffic flows at junctions along the A129 corridor with the latest available data.  Undertake a ‘logit’ based assessment of route choice, assuming that the link road is delivered, to consider the likely level of background traffic reassignment that may occur.  Run the spreadsheet model to derive traffic flows.  Carry out junction capacity assessments along the two routes between the A13 and A127, to appraise the potential impacts of the link road.

The data required to facilitate these tasks is presented in TABLE 2.

TABLE 2: Data Requirements for Site H10 Assessment Data Description Source Received? Data relating to the development proposals put Development forward by the developer, Yes Proposals including proposed number of units. Data available within the Developer’s Highway Benefits Report ‘Highway produced by the developer. Benefits Report’, This includes traffic flows and via CPBC movements for the A129 Traffic Flow Data Yes Rayleigh Road, Stadium Way, Daws Heath Road. Traffic estimates for the development proposals and associated link road. Traffic flows and junction Traffic Flow Data turning counts for the A129 ECC Yes corridor Origin/Destination OD data for trips between the Third Party No – Quote for this work Data A13 and A127 Survey to be sought

Methodology

The proposed study area includes all of Site H10 and surrounding roads such as Stadium Way to the north, the A129 Rayleigh Road and Daws Heath Road. The site and proposed study area are presented at APPENDIX A.

2

Spreadsheet Model

The spreadsheet model will be updated to include the proposed link road and the traffic flow data available from ECC and the developer’s Highway Benefits Report.

It is proposed that origin/destination (OD) data will be obtained for trips between the A13 London Road (east of Hadleigh Gyratory) to the A129 Rayleigh Road (south of the Rayleigh Weir junction). This will enable the level of through traffic between the A13 and the Rayleigh Weir junction to be established and will facilitate analysis regarding what proportion of this traffic might be expected to use the developer proposed link road. A ‘logit’ based assessment of route choice will be used to assign the through traffic to a particular route. This assessment will therefore provide an estimation of which through-trips will be expected to continue to use the A129 Rayleigh Road and which will instead use the new link road.

The ability to turn the developer proposed link road to ‘on’ or ‘off’ will be included within the configuration options within the spreadsheet model. Outputs for both the AM peak (0800-0900) and PM peak (1700-1800) will be produced for ‘with development’ and ‘without development’ scenarios; showing the anticipated traffic flows and movements to facilitate a comparative assessment at the study junctions.

Junction Capacity Assessments

The junctions within the study area will be tested in terms of the effects of the development proposals on capacity at each location. A number of these junctions were previously examined in the Transport Evidence spreadsheet model. Junctions serving the potential growth site, which were not included in the spreadsheet model, will also be inspected; including the junction of the A129 Rayleigh Road with Stadium Way and the two proposed junctions serving the potential link road. A full list of the junctions to be assessed is outlined in TABLE 3, which also provides a description of the junction and the assessment software which will be used evaluate junction performance.

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TABLE 3: Junction Assessments relating to Site H10 Transport Assessment Junction Evidence Study Junction Description Software Junction (TESJ) Signalised Roundabout A127 Southend Arterial Road / (grade separated from TESJ 3 LinSig A129 Rayleigh Road A127 Southend Arterial Road) A129 Rayleigh Road / Hart Road / Double Mini- TESJ 4 ARCADY Daws Heath Road Roundabout A129 Rayleigh Road / A13 London Road / Benfleet Road / TESJ 5 Roundabout ARCADY A13 Kiln Road A13 London Road / Commonhall TESJ 6a Signalised Junction LinSig Lane / New Road / Chapel Lane A13 London Road / Rectory Road TESJ 6b Signalised Junction LinSig A13 High Street / Castle Lane TESJ 6c Priority Junction PICADY Rectory Road / New Road / Scrub TESJ 6d Signalised Junction LinSig Lane A129 Rayleigh Road / Stadium - Signalised Junction LinSig Way Proposed Link Road / Stadium - Priority Junction PICADY Way Proposed Link Road / Daws - Priority Junction PICADY Heath Road

The results of the junction capacity assessments will be presented in tabular form within the summary report, with accompanying commentary regarding the significance of these outputs. Each junction will be assessed separately. These assessments will reflect the outputs from the spreadsheet model and, as such, will cover the AM peak (0800-0900) and PM peak (1700-1800). Consideration will also be given to the reassignment of trips on the links within the study area, to investigate potential ‘rat running’ which may occur as a consequence of the new link road.

Site H14: Land West of Benfleet

Site Context

Site H14 is situated at the western periphery of the Borough, abutting the eastern edge of the A130 Canvey Way, and bounded to the east by the existing urban area and to the south by the London, Tilbury and Southend railway line. Its location is illustrated in APPENDIX B.

Emerging Policy T2 of the New Local Plan identifies the possibility of introducing a new junction on the A130 Canvey Way, to serve both the development site and the wider Benfleet area to the east, via Jotmans Lane. The policy also allows for the A130 Canvey Way to be upgraded to two lanes in each direction, between the proposed junction and the Sadlers Farm roundabout to the north.

It is understood that concerns were raised during the public consultation regarding the junction of Jotmans Lane with the B1006 High Road (Cemetery Corner), in terms of the potential impact of traffic flows to and from the proposed A130 junction. Furthermore, design work for the scheme has not been undertaken to date for the proposed A130 junction, and this is required in order to understand how the junction will be expected to operate.

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Assessment

Taking account of the concerns raised during the public consultation, and the absence of an initial design for a new A130 Canvey Way junction, the following tasks will be carried out to assess the site in transport terms:

 Prepare an initial design of a roundabout junction between the A130 and a new section of road to the east, linking to Jotmans Lane, including upgrading the A130 north of the proposed junction to two lanes in each direction to the Sadlers Farm junction. This will allow for a filter lane for northbound traffic on the A130 to ‘bypass’ the junction.  Incorporate the new junction and potential link road into the spreadsheet model, as an option.  Review the distribution of traffic in the spreadsheet model in light of the proposed A130 junction and road link, considering Benfleet and Site H14 traffic only.  Run the spreadsheet model to derive traffic flows.  Undertake junction capacity assessments to appraise the impacts of the new junction and link road.

The data required to enable this assessment work to take place is presented in TABLE 4.

TABLE 4: Data Requirements for Site H14 Assessment Data Description Source Received? Partial - Developer land ownership plan received. Information regarding CPBC and ECC land Land Ownership landholdings within the CPBC / ECC ownership plans and boundary of the site. highway boundary plans required. Survey to identify the Topographical contours of the land, surface No - Not essential at this CPBC / ECC Survey features and sub-surface stage (see below). features. Ordnance Survey maps of No - In the absence of the OS Mapping the area in the vicinity of the CPBC / ECC topographical survey, the site. OS mapping is required. Partial - Turning Origin/Destination movements for Sadler’s OD data for trips on the A13 Data for the A13 ECC Farm junction received. corridor. Corridor Quote for OD data survey to be sought. Manual Classified Count of traffic flows and movements MCC Traffic at two junctions: B1006 High Third Party No - Quote for this work Surveys Road with Jotmans Lane, Survey to be sought. and B1006 High Road with Wavertree Road.

Methodology

The study area for Site H14 will include the site and adjacent elements of the local highway network, including the section of the A130 Canvey Way at which a new junction is proposed and the linkages to the east onto the B1006 High Road. This is illustrated at APPENDIX B.

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Initial Design

An initial two-dimensional design of the proposed junction will be created, taking account of the intended operational capabilities of the junction. The design will be presented as a scale plan, showing the proposed outline of the highway for the roundabout and the upgraded portion of road to Sadlers Farm roundabout. In the absence of topographical survey data, OS mapping will be required to develop the initial design.

Spreadsheet Model

The proposed new junction on the A130 Canvey Way will be built into the spreadsheet model, with the accompanying link road to Jotmans Lane also included. Two existing junctions with the B1006 High Road to the east, with Jotmans Lane and Wavertree Road, will be incorporated into the spreadsheet model to allow the potential impact at these locations to be assessed.

OD data for the A13 corridor will be used to establish which trips take place between the Benfleet area and A130 (north of the Sadlers Farm junction) and the A13 (west of the Sadlers Farm junction). The trips identified will be re-routed as appropriate, using a ‘logit’ based assessment of route choice, to use the new junction and A130 to Jotmans Lane link road. It is assumed that other trips from the Benfleet area, for instance to Hadleigh Gyratory in the east or to Canvey Island in the south, will continue to use existing routes.

The proposed A130 Canvey Way junction and associated link road will be configurable within the spreadsheet model, to be either ‘on’ or ‘off’. Outputs for both the AM peak (0800-0900) and PM peak (1700-1800) will be created for both situations, showing anticipated traffic flows and movements, which will facilitate a comparative assessment at the study junctions.

Junction Capacity Assessments

Using the outputs from the spreadsheet model, the junctions presented within TABLE 5 will be assessed in terms of anticipated traffic flows and movements and the expected impact on capacity. The capacity assessments will be for the AM peak (0800-0900) and the PM peak (1700-1800), examining the network both with and without the potential changes.

TABLE 5: Junction Assessments relating to Site H14 Transport Assessment Junction Evidence Study Junction Description Software Junction (TESJ) A13 London Road / Rushbottom TESJ 8 Signalised Junction LinSig Lane / B1006 High Road A130 Canvey Way / Jotmans Lane - Roundabout ARCADY (Proposed) B1006 High Road / Jotmans Lane - Priority Junction PICADY B1006 High Road / Wavertree - Priority Junction PICADY Road

The results of the junction capacity assessments, showing the performance of the proposed A130 junction and the other study junctions, will be presented in the summary report. For the proposed A130 junction, if required the results may inform any changes to the initial design at a later stage. In addition, the potential impact of the proposed A130 junction on traffic flows will be assessed by reassigning trips; using the OD data as a basis for this analysis.

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Site H18: North West of Thundersley

Site Context

Site H18 is located in the north-west extent of the borough, with the A130 and A1245 to the west and the A127 Southend Arterial Road to the north. A number of lower order roads are present in the east of the site area. The site location is shown in APPENDIX C.

Proponents of this site during the public consultation suggest that a new access should be created to serve the area, from the A130 Canvey Way junction with the A1245 Rayleigh Spur (which links to the A127 Southend Arterial Road). However, this junction operates at capacity and additional traffic may have a detrimental effect to the junction. The feasibility of connectivity between the new Rayleigh Spur access and the local highway network at Thundersley would also need to be considered.

Task 3 of the identified workstreams is split into two subtasks:

 Task 3a is to undertake a first principles assessment of the potential site access points for the potential development site, to appraise various connectivity options to the existing highway network.  Task 3b relates to the potential new access to the A130 / A1245 junction at the Rayleigh Spur, and would include the preparation of an initial junction design, updating the spreadsheet model to incorporate the junction and its effects on traffic flows, and a junction capacity assessment for TESJ 14 (Rayleigh Spur) to assess the impact of the proposals.

At this point, and following liaison with CPBC, task 3b is not being progressed. Further details regarding Task 3a are provided in the subsequent sections of the method note.

Assessment

A first principles appraisal of access options will be undertaken, to help develop the evidence base regarding the suitability of this growth site in terms of highway connectivity. The appraisal will include the following tasks:

 Identify potential access connections from Site H18 to the wider highway network.  Qualitative assessment of potential access options.

The data presented in TABLE 6 is required to enable the first principles appraisal to be carried out.

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TABLE 6: Data Requirements for Site H18 Assessment Data Description Source Received? Proposals put forward by Development developer for the site as the CPBC Yes Proposals Development Feasibility Report Partial - Developer land ownership plan received. Information regarding CPBC and ECC land Land Ownership landholdings within the CPBC / ECC ownership plans and boundary of the site. highway boundary plans required. Survey to identify the Topographical contours of the land, surface No – Not essential at this CPBC / ECC Survey features and sub-surface stage (see below). features. Ordnance Survey maps of No – In the absence of the OS Mapping the area in the vicinity of the CPBC / ECC topographical survey, the site. OS mapping is required.

Methodology

The proposed study area for this assessment includes the full extent of Site H18 and roads on the wider highway network which may be suitable for linking to a site access route. For Task 3a, this will include connections with Hart Road, Manor Road and Church Road; although will not necessarily be limited to these roads. The study area is illustrated in APPENDIX C, which includes the proposed study locations for site access locations to be agreed with CPBC and ECC. However, additional access locations may be identified as a result of a site walkover and will also be included, as appropriate.

Identify Potential Access Routes

To identify the potential access connections which could serve the site, a desktop study will be undertaken using OS mapping and will be supplemented by a site walkover. This will focus on roads and other potential connections relating to the Site H18 boundary, to explore the possibility of utilising established routes for connectivity into the wider highway network; for instance to Hart Road, Manor Road and Church Road. The findings of the analysis will be presented within the summary report, with a brief description of each route including its name (if applicable) and characteristics.

Qualitative Assessment

Once a comprehensive list of potential access routes has been established, the routes will be rated against a number of criteria to assess the suitability for serving the potential growth site. This qualitative assessment will utilise a similar approach to that used for the Transport Evidence Base, scoring each criterion as red, amber or green (RAG). This assessment will make use of collected data such as land ownership and topography information. Proposed criteria for use in this analysis are as follows:

 Access to existing ‘wider highway network’ – Distance in metres, of any part of the route, to the nearest of Hart Road, Manor Road, Church Road  Minimum route width – metres of carriageway  Third party land requirements – as appropriate

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 Surface Condition – Unpaved, Paved (poor state), or paved (good state). Using lowest quality identified at any part of the route

The proposed RAG scoring definitions for these criteria are presented at TABLE 7.

TABLE 7: Qualitative Assessment Criteria and RAG Scoring Definitions Criterion Red Amber Green

Access to Existing Wider Greater than 750m Between 400m and 750m Less than 400m Network

Minimum Route Width Less than 3m Between 3m and 5.5m Greater than 5.5m

Surface Condition Unpaved Paved (poor state) Paved (good state)

Third Party Land required All Shared None

The results of the qualitative assessment will be presented within a matrix in the summary report. This approach will enable a comparison of the potential routes, to provide an indication of which routes are most suitable for serving the growth site.

Summary

The method note has outlined the agreed elements of additional transport work required to inform Castle Point Borough Council’s New Local Plan relating to Site H10 (Land East of Rayleigh Road), Site H14 (Land West of Benfleet) and Site 18 (North West of Thundersley).

The approach which will be used to evaluate each site, and the outputs which will be provided, has been presented herein. This methodology requires reviewing by CPBC and ECC, and adjustments made as necessary, prior to work commencing.

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Appendix A of Method Note Key

Site H10 Boundary N Transport Study Area

Transport Evidence Study Junction

Developer Study Junction

Potential Link Road (indicative)

Origin / Destination Cordon Points

NOT TO SCALE

Contains Ordnance Survey data © Crown copyright and database right 2015

Site H10 Site Location and Transport Study Area Appendix A Appendix B of Method Note Key

Site H14 Boundary N Transport Study Area

Transport Evidence Study Junction

New Study Junction

Potential Link Road (indicative)

Origin / Destination Cordon Points

NOT TO SCALE

Contains Ordnance Survey data © Crown copyright and database right 2015

Site H14 Site Location and Transport Study Area Appendix B Appendix C of Method Note Key

Site H18 Boundary N Transport Study Area

Potential Access (Study Location)

NOT TO SCALE

Contains Ordnance Survey data © Crown copyright and database right 2015

Site H18 Site Location and Transport Study Area Appendix C Appendix B Key 3

Site H10 Boundary N 18 19 Transport Study Area

Transport Evidence Study Junction

Developer Study Junction

Potential Link Road (indicative) 4

Origin / Destination Cordon Points 20 3 Junction

6d

6a

6b 5

6c

NOT TO SCALE

Contains Ordnance Survey data © Crown copyright and database right 2015

Site H10 Site Location and Transport Study Area Appendix B Appendix C N

abcd N

abcd Appendix D Key

Site H14 Boundary N 8 Transport Study Area 1 Transport Evidence Study Junction

Additional Study Junction

Potential Link Road (indicative)

1 Junction

22

21 23

NOT TO SCALE

Contains Ordnance Survey data © Crown copyright and database right 2015

Site H14 Site Location and Transport Study Area Appendix D Appendix E 0 50 100 m 1:2000 SADLER'S FARM

N LONDON ROAD PROJECT ISO A1 594mm x 841mm CASTLE POINT

TMN TRANSPORT EVIDENCE PHASE 2 TO PITSEA Approved: TMN CLIENT Checked: PROPOSED DUALLING TO OWNER/CLIENT MEET EXISTING SADLERS CASTLE POINT BOROUGH COUNCIL FARM ROUNDABOUT

KR A13 Designer: CONSULTANT

AECOM. Saxon House, 27 Duke Street, TO BASILDON Chelmsford, Essex CM1 1HT 01245 771200 tel 01245 771299 fax www.aecom.com GENERAL NOTES

Project Management Initials: 1. BACKGROUND MAPPING BASED ON O.S. SURVEY.

2. SADLERS FARM LAYOUT INDICATES PREVIOUS ROUNDABOUT, SURVEY NOT AVAILABLE.

TO SADLER'S FARM

EXISTING CARRIAGEWAY

PROPOSED DUAL CARRIAGEWAY (NEW NORTHBOUND CARRIAGEWAY ON WEST SIDE OF EXISTING)

SEGREGATED LANE FOR NORTHBOUND TRAFFIC 60m ICD

ISSUE/REVISION

ACCESS TO FUTURE DEVELOPMENT

WAVERTREE ROAD PROPOSED 60m ICD I/R DATE DESCRIPTION ROUNDABOUT WITH SEGREGATED NORTHBOUND LANE. LOCATION FIXED WHERE KEY PLAN EXISTING A130 CARRIAGEWAY AND SURROUNDING LAND GENERALLY AT SIMILAR LEVEL TO MINIMISE EARTHWORKS

2015-09-08 ACCESS TO FUTURE DEVELOPMENT SITE WITH LINK TO JOTMANS LANE

) Last Plotted: PROJECT NUMBER 0 12.5 25 Project Number m 1:500 2015-09-07 SHEET TITLE ( INITIAL DESIGN FOR A130 CANVEY WAY / 24263AMP BENFLEET ROUNDABOUT P:\INFRASTRUCTURE\47072817 CASTLE POINT\5 DRAWINGS AND DOCUMENTS\2 DRAWINGS\1 WORKING\INITIAL DESIGN FOR A130 CANVEY WAY - BENFLEET ROUNDABOUT.DWG TO CANVEY ENLARGED LAYOUT OF SHEET NUMBER ROUNDABOUT 47072817-HW01-P1 Last saved by: Filename: Printed on ___% Post-Consumer Recycled Content Paper Appendix F Key

Site H18 Boundary N Access Study Area

NOT TO SCALE

Contains Ordnance Survey data © Crown copyright and database right 2015

Site H18 Site Location and Access Study Area Appendix F Appendix G Key

Site H18 - Indicative Boundary

10 Site Reference N Potential Access (South of Site H18) 14 12 13 Potential Access (East of Site H18) 11

Potential Access (from SRN to Site H18)

Potential Access (discounted as unsuitable) 15

Potential Access Evaluated During Site Visit 16 1 - Rushbottom Lane (rear of Hornbeams) 10 2 - The Birches 1 3 - Woodside 2 4 - Manor Road Recreation Ground 3 4 5 - Windermere Road (via Keswick Road) 6 - Windermere Road (via Bassenthwaite Road) 9 7 - Grandview Road 8 - Crossfell Road 9 - Grange Road 8 10 - Burches Road 11 - A127, Nursery Access 7 12 - A127, Route Leading to Fane Road

6 13 - A127, Lychgate Industrial Estate NOT TO SCALE 5 14 - A127, Oak Farm Contains Ordnance Survey 15 - A130, Farm Access, Gated data © Crown copyright and database right 2015 16 - A130, Farm Access, Double Gated

Site H18 - North West of Thundersley Assessment of Potential Site Access Points Appendix G

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