TRANSPORT TECHNICAL NOTE
Site: Land at Highfield House, Maidstone Road, Marden
Client: Aspire Designer Homes
Prepared by: DHA
Date: June 2020
1.1 Introduction
1.1.1 This Transport Technical Note (TN) has been prepared by DHA on behalf of Aspire Designer Homes in support of a planning application for the development of five dwellings at Land at Highfield House, Maidstone Road, Marden, Kent.
1.1.2 This TN provides guidance on:-
• The access, parking and servicing aspects of the proposed development;
• The overall sustainability of the additional dwellings in transport terms; and
• Any highway-related impacts associated with the proposals.
1.2 The Existing Site
1.2.1 The site is located immediately to the north of the village of Marden, to the east of the B2079 Maidstone Road, and currently comprises a single dwelling. The site is shown in local context in Figure 1 below.
Site Location
Figure 1: Site Location Plan (Courtesy of Google Maps)
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1.2.2 The Tonbridge to Ashford railway line bounds the site to the south, further residential properties lie to the north and west and an open agricultural field is situated to the east.
1.3 Local Highway Network
1.3.1 The B2079 Maidstone Road has a carriageway width of approximately 6.0 metres, accommodating two-way vehicle movements, and is subject to a 30mph speed limit and street lighting in the site vicinity.
1.3.2 Maidstone Road continues south into the centre of Marden, connecting to the High Street at a priority junction. The B2079 provides onward connectivity to Goudhurst.
1.3.3 To the north, the B2079 intersects with the A229 at Stilebridge. The A229 continues via Maidstone Town Centre to Rochester, forming junctions with the M20 and M2 en-route.
1.3.4 Access to Staplehurst to the east is achieved via the High Street and Howland Road.
1.4 Walking and Cycling Infrastructure
1.4.1 The site benefits from a continuous footway link to the village centre on the eastern side of Maidstone Road, which is of a good standard and subject to street lighting.
1.4.2 Figure 2 below shows the Public Rights of Way (PRoW) network within proximity to the site.
Site Location
Figure 2: Local ProW Network (Courtesy of Kent County Council)
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1.4.3 It is noted that a variety of routes are available locally, linking Marden with the surrounding countryside.
1.5 Public Transport Infrastructure
1.5.1 Access to bus services can be gained from stops located on Marden High Street, approximately 300m (or a four-minute walk) to the south. Table 1 below summarises the services that call at these stops. The full timetables are included at Appendix A.
Service Route Frequency Maidstone - Tovil - East Farleigh - 22/23/27 Yalding - Laddingford - Marden - 8 journeys Goudhurst Oakwood Park – Maidstone – Linton – 28 School Marden
Table 1: Local Bus Services and Frequencies
1.5.2 Marden Railway Station is located approximately 500m (or a six-minute walk) to the west of the site via Maidstone Road and the High Street. From this station, train services between London Charing Cross, Ramsgate and Dover Priory via Ashford International can be accessed at a frequency of up to six trains per hour during weekday peak periods, with a journey time to London of just under an hour.
1.6 Accessibility
1.6.1 The National Planning Policy Framework (NPPF) Paragraph 103 acknowledges that opportunities for sustainable travel will differ for sites in urban and rural locations, and therefore site accessibility should be assessed accordingly.
1.6.2 It is nevertheless noted that a wide range of local services and facilities are located within Marden, including – but not limited to – a primary school, GP surgery, library, Post Office and pharmacy. A summary of these is shown in Table 2 overleaf.
1.6.3 Please note that the walk times provided in this report are based on a walk speed of 80m per minute, a figure which is widely used to estimate walk times and used within the London Based Public Transport Accessibility Level (PTAL) analysis. It aims to provide a typical average value that estimates it takes 5 minutes to walk 400m, 10 minutes to walk 800m and so on.
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Facility Distance (m) Walk time (min) Unicorn Public House 320 4
Pharmacy 320 4
Post Office 320 4
Library 320 4
Marden Vestry Hall 320 4
Convenience Store (Stanleys 480 6 of Marden) St Michaels and All Angels 480 6 Church Medical Centre 480 6
Railway Station 500 6
Marden Congregation Church 800 10
Marden Sports Club 800 10
Primary School` 965 12
Table 2: Summary of Local Facilities
1.7 Highway Safety
1.7.1 The local highway safety record has been consulted with reference to the online CrashMap resource, which is illustrated in Figure 3 below.
Figure 3: Local Crash Record (courtesy of CrashMap)
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1.7.2 It is noted that a single ‘slight’ incident occurred at the B2079 High Street / Maidstone Road junction during the latest five-year period for which data is available. In view of this and the modest scale of the proposed development, it is not considered that it would materially exacerbate the existing highway safety record.
1.8 Development Proposals
1.8.1 The proposed development comprises the construction of 5no. dwellings, including 3no. 4-bedroom and 2no. 3-bedroom houses, with vehicular and pedestrian access from Maidstone Road. The proposed site layout plan is included at Appendix B.
1.9 Access
1.9.1 It is proposed that access to the site will be derived from Maidstone Road by way of a vehicle crossover and a separate pedestrian footway. Visibility splays of 2.4m by 43m can be achieved from the access, in accordance with Manual for Streets guidance for a 30mph main road speed. A Stage 1 design of the access is included at Appendix C.
1.9.2 A pre-application meeting was held with Kent County Council Highways and Transportation (KCC H&T) in March 2020 to discuss the proposed site access strategy. The Highways Officer’s formal response is included at Appendix D and confirms that, in their view, the proposal would be safe and suitable in accordance with Paragraph 109 of the NPPF.
1.9.3 The site access road will measure 4.8m in width to enable two-way vehicle movements, in accordance with the guidance contained in the Kent Design Guide. The road will be surfaced with permeable paving.
1.10 Servicing
1.10.1 The proposed site layout has been subject to vehicle swept path analysis to demonstrate that an estate car, a pantechnicon and a fire tender can access, turn and egress the site in a forward gear. The associated drawings are included at Appendix E.
1.10.2 Refuse will be collected from Maidstone Road, with a storage area provided close to the site access for use by residents on collection days.
1.11 Parking
1.11.1 Each dwelling will be provided with two independently accessible parking spaces, in accordance with the standards contained in the Kent Design Guide: Interim Guidance Note 3 (IGN3). The detached units will also be provided with integral garages.
1.11.2 Cycle parking will be provided within the curtilage of each dwelling, in accordance with the Kent and Medway Structure Plan: Supplementary Planning Guidance 4 (SPG4) standards.
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1.12 Transport Planning Policy
National Planning Policy Framework (NPPF)
1.12.1 The NPPF sets out the Government’s planning policies for England and how these should be applied. It provides a framework within which locally-prepared plans for housing and other developments can be produced. The NPPF is a material consideration in planning decisions.
1.12.2 At the heart of the NPPF is a presumption in favour of sustainable development. This is reflected in Section 9 of the document where it is noted that significant development should be focused on locations which are or can be made sustainable, through limiting the need to travel and offering genuine choice of transport modes. The NPPF advises that in assessing sites, it should be ensured that:-
a) “Appropriate opportunities to promote sustainable transport can be – or have been – taken up, given the type of development and its location;
b) Safe and suitable access to the site can be achieved for all users; and
c) Any significant impacts from the development on the transport network (in terms of capacity and congestion), or on highway safety, can be cost effectively mitigated to an acceptable degree.”
1.12.3 Paragraph 109 states that: “development should only be prevented or refused on highways grounds if there would be an unacceptable impact on highway safety, or if the residual cumulative impacts on the road network would be severe.”
1.12.4 Paragraph 110 then goes on to note that applications for development should:-
a) “Give priority first to pedestrian and cycle movements, both within the scheme and with neighbouring areas; and second – so far as possible – to facilitating access to high quality public transport, with layouts that maximise the catchment area for bus or other public transport services, and appropriate facilities that encourage public transport use;
b) Address the needs of people with disabilities and reduced mobility in relation to all modes of transport;
c) Create places that are safe, secure and attractive – which minimise the scope for conflicts between pedestrians, cyclists and vehicles, avoid unnecessary street clutter, and respond to local character and design standards;
d) Allow for the efficient delivery of goods, and access by service and emergency vehicles; and
e) Be designed to enable charging of plug-in and other ultra-low emission vehicles in safe, accessible and convenient locations”.
1.12.5 All developments that will generate significant amounts of movement should be required to provide a Travel Plan, and the application should be supported by a
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Transport Statement or Transport Assessment so that the likely impacts of the proposal can be assessed.
Planning Practice Guidance (PPG)
1.12.6 The PPG was established in March 2014 as a supporting resource in conjunction with the NPPF, which is also a material consideration in determining planning applications. With respect to transport, the NPPG includes a section titled ‘Travel Plans, Transport Assessments and Statements in Decision-Taking’. This provides general guidance on the process of producing these documents, from which the following key points are expressed.
1.12.7 With regard to the purpose of a Transport Assessment or Statement it is noted that:-
“The Transport Assessment or Transport Statement may propose mitigation measures where these are necessary to avoid unacceptable or “severe” impacts. Travel Plans can play an effective role in taking forward those mitigation measures which relate to on-going occupation and operation of the development.”
Local Transport Plan 4 (LTP4): Delivering Growth without Gridlock 2016-2031
1.12.8 The Local Transport Plan 4 (LTP4) was prepared by Kent County Council (KCC) and runs from 2016 to 2031. The Plan includes details on how KCC will meet its ambition for Kent, which is:-
“To deliver safe and effective transport, ensuring that all Kent’s communities and businesses benefit, the environment is enhanced and economic growth is supported”.
1.12.9 This ambition will be realised through five targeted, overarching policies which will aim to deliver specific outcomes for the county:-
“Outcome 1: Economic growth and minimised congestion
Policy: Deliver resilient transport infrastructure and schemes that reduce congestion and improve journey time reliability to enable economic growth and appropriate development, meeting demand from a growing population.
Outcome 2: Affordable and accessible door-to-door journeys
Policy: Promote affordable, accessible and connected transport to enable access for all to jobs, education, health and other services.
Outcome 3: Safer travel
Policy: Provide a safer road, footway and cycleway network to reduce the likelihood of casualties, and encourage other transport providers to improve safety on their networks.
Outcome 4: Enhanced environment
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Policy: Deliver schemes to reduce the environmental footprint of transport, and enhance the historic and natural environment.
Outcome 5: Better health and wellbeing
Policy: Provide and promote active travel choices for all members of the community to encourage good health and wellbeing, and implement measures to improve local air quality.”
1.12.10 Within LTP4, KCC outlines Strategic, Countywide and Local strategies for achieving the above outcomes, whilst continuing to promote and deliver ‘Growth without Gridlock’.
Maidstone Borough Local Plan (2011-2031)
1.12.11 The Maidstone Borough Local Plan, which outlines the Borough’s framework for development until 2031, was adopted in October 2017. As part of the Local Plan a number of key local issues were identified, which are to be addressed as the Plan is implemented. Issue 4 relates to transport infrastructure:-
“Provision of strategic and local infrastructure to support new development and growth including a sustainable Integrated Transport Strategy”.
1.12.12 As part of the spatial vision for Maidstone, the Local Plan notes that:- “development will be guided by the delivery of the Integrated Transport Strategy together with the timely provision of appropriate strategic and local infrastructure”.
1.12.13 To ensure that these issues are addressed and the spatial vision achieved, objectives have been created. Objective 11 refers to the provision of infrastructure:-
“To ensure that key infrastructure and service improvements needed to support delivery of the Maidstone Borough Local Plan are brought forward in a co-ordinated and timely manner, and that new development makes an appropriate contribution towards any infrastructure needs arising as a result of such new development.”
1.12.14 Policy SP23, relating to sustainable transport, highlights Maidstone Borough Council’s commitment to sustainable transport:-
“Working in partnership with Kent County Council (the local highway authority), Highways England, infrastructure providers and public transport operators, the Borough Council will manage any negotiations and agreements regarding schemes for mitigating the impact of development where appropriate on the local and strategic road networks and facilitate the delivery of transport improvements to support the growth proposed by the local plan. An Integrated Transport Strategy adopted in September 2016 has the aim of facilitating economic prosperity and improving accessibility and modal shift across the borough and to Maidstone town centre, in order to promote the town as a regionally important transport hub.
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In doing so, the council and its partners will:
i. Ensure the transport system supports the growth projected by Maidstone’s local plan and facilitates economic prosperity;
ii. Deliver modal shift through managing demand on the transport network through enhanced public transport and the continued Park and Ride services and walking and cycling improvements;
iii. Improve highway network capacity and function at key locations and junctions across the borough;
iv. Manage parking provision in the town centre and the wider borough to ensure it is fair and proportionate and supports demand management;
v. Improve transport choice across the borough and seek to influence travel behaviour;
vi. Protect and enhance public rights of way;
vii. Deliver strategic and public transport links to and from Maidstone, including increased bus service frequency along the radial routes into the town centre and its railway stations, particularly in the morning and evening peak travel times;
viii. Work with landowners and public transport operators to secure the provision of a new bus interchange facility that is more accessible, user-friendly and fit for purpose;
ix. Work with service providers to improve bus links to the rural service centres and larger villages, including route options and frequency;
x. Improve strategic links to Maidstone across the county and to wider destinations such as London;
xi. Ensure the transport network provides inclusive access for all users; and xii. Address the air quality impact of transport.
Within the bus and hackney carriage corridors, as defined on the policies map, the council and the highway authority will develop preference measures to improve journey times and reliability and make public transport more attractive, particularly on park and ride routes and the radial routes into the town centre. Such measures will include:
i. Bus priority measures along radial routes including bus prioritisation at junctions;
ii. Prioritisation of sustainable transport modes along radial routes; and/or
iii. Enhanced waiting and access facilities and information systems for passengers, including people with disabilities.
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The Infrastructure Delivery Plan will support the implementation of the local plan and outlines how and when necessary infrastructure schemes will be delivered.”
1.12.15 Policy DM21 notes that when assessing the transport impacts of a development, proposals must:-
“i. Demonstrate that the impacts of trips generated to and from the development are accommodated, remedied or mitigated to prevent severe residual impacts, including where necessary an exploration of delivering mitigation measures ahead of the development being occupied;
ii. Provide a satisfactory Transport Assessment for proposals that reach the required threshold and a satisfactory Travel Plan in accordance with the threshold levels set by Kent County Council’s Guidance on Transport Assessments and Travel Plans and in Highways England guidance; and
iii. Demonstrate that development complies with the requirements of policy DM6 for air quality.
2. Proposals for major development will be permitted if adequate provision is made, where necessary and appropriate, within the overall design and site layout for the following facilities for public transport secured through legal agreements:
i. Priority or exclusive provision for public service vehicle access to or through the proposed development area;
ii. Safe and convenient passenger waiting facilities, information systems and signed pedestrian access routes;
iii. Suitable provision for disabled access to the waiting facilities from all parts of the development area; and
iv. Suitable provision for disabled access onto buses from the waiting facilities.”
Kent Parking Policy
1.12.16 Residential parking policy is set out in the Kent Design Guide (2008): Interim Guidance Note 3 (IGN3). For sites in Suburban Edge / Village / Rural locations, the guidance sets minimum parking standards based on dwelling type:-
• For 3 bed houses – 2 independently accessible spaces per unit (allocation of 1 or both spaces is possible); and
• For 4+ bed houses – 2 independently accessible spaces per unit (allocation of both spaces).
1.12.17 Cycle parking should be provided at a rate of one space per bedroom, with provision normally made within the garage/car barn or curtilage of each dwelling.
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Policy Compliance
1.12.18 With regard to national policies, the proposed development is seen to comply with those set out in the NPPF. The site is accessible by public transport, with regular bus and train services from Marden providing access to a range of regional and local destinations, providing a viable and attractive alternative to the private car for longer distance journeys. Marden itself also provides a range of everyday services and facilities within a short walking or cycling distance.
1.12.19 A review of the local highway safety record has concluded that the development proposals would not exacerbate any pre-existing highway safety concerns.
1.12.20 The proposed site access and layout has been designed in accordance with the applicable highway standards, as endorsed by KCC H&T at the pre-application stage.
1.12.21 Vehicle and cycle parking will be provided with reference to the minimum standards set out in IGN3 and SPG4.
1.12.22 Given the above, it is not considered that the proposed development will result in ‘severe’ residual transport impacts, in accordance with the NPPF.
1.13 Vehicular Trip Generation
1.13.1 Notwithstanding the modest scale of the proposed development, a vehicular trip generation assessment has been completed with reference to the national TRICS trip rate database. TRICS survey sites outside of London, in England, Scotland and Wales, have been considered in Suburban and Free Standing locations under the category 03-RESIDENTIAL A-HOUSES PRIVATELY OWNED to provide a suitably large dataset. Weekday periods were assessed to provide a robust consideration of the peak trip generation periods. A summary of the resulting TRICS trip rates is provided below in Table 3 and Table 4. The full TRICS report for this assessment is included at Appendix F. Please note that any inaccuracies are the result of rounding errors.
Period Arrivals Departures Total AM Peak (0800-0900) 0.160 0.384 0.544 PM Peak (1700-1800) 0.338 0.159 0.497 Daily (0700-1900) 2.371 2.385 4.756
Table 3: TRICS Trip Rates – Houses Privately Owned (trips/dwelling)
Period Arrivals Departures Total AM Peak (0800-0900) 1 2 3 PM Peak (1700-1800) 2 1 2 Daily (0700-1900) 12 12 24
Table 4: Total Trip Generation (5no. dwellings)
1.13.2 It is noted that a total of 24 two-way vehicle trips would be expected from the proposed development during the 12-hour weekday period. Of these, three are expected to take place in the AM peak hour and two in the PM peak hour.
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Overall, this would equate to two movements per hour across the 12-hour day, which would have an imperceptible impact on the operation and amenity of the local highway network, in accordance with Paragraph 109 of the NPPF.
1.14 Conclusion
1.14.1 This Transport Technical Note has been prepared on behalf of Aspire Designer Homes in support of a planning application for five new dwellings at Land at Highfield House, Maidstone Road, Marden, Kent.
1.14.2 It is concluded that the proposed development should not have any adverse transport impacts and therefore there should be no sound transport-based objections to the planning application.
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