Integrated Accommodation Services New Build - NAP Benhall Transport Assessment
December 2008
Prepared for:
Integrated Accommodation Services NAP Benhall New Build
Revision Schedule
Transport Assessment for a New Build at NAP Benhall, Cheltenham December 2008
Rev Date Details Prepared by Reviewed by Approved by
01 16 Dec 2008 Final Paul Kelly Colin Romain Robert Flynn Assistant Transport Transport Consultant Associate Transport Consultant Consultant
Scott Wilson Scott House Alencon Link This document has been prepared in accordance with the scope of Scott Wilson's Basingstoke appointment with its client and is subject to the terms of that appointment. It is addressed to and for the sole and confidential use and reliance of Scott Wilson's client. Scott Wilson Hampshire accepts no liability for any use of this document other than by its client and only for the RG217PP purposes for which it was prepared and provided. No person other than the client may copy (in whole or in part) use or rely on the contents of this document, without the prior written permission of the Company Secretary of Scott Wilson Ltd. Any advice, opinions, or recommendations within this document should be read and relied upon only in the Tel 01256 310200 context of the document as a whole. The contents of this document do not provide legal Fax 01256 310201 or tax advice or opinion.
© Scott Wilson Ltd 2007 www.scottwilson.com i Integrated Accommodation Services NAP Benhall New Build
Executive Summary
This Transport Assessment (TA) has been prepared in support of the relocation of 800 GCHQ staff from the existing Oakley site, located on the eastern periphery of Cheltenham, onto the larger, more modern NAP Benhall site. The Benhall facility currently accommodates approximately 5700 employees, although due to the nature of the business undertaken and the constant 24-hour operation of the site, these staff are not all present concurrently.
The existing NAP Benhall site comprises an out of town B1 office land use, located to the west of Cheltenham, which was developed at the beginning of the 21st century, to ensure GCHQ could continue to evolve and stay ahead of the ever intensifying demands for intelligence and security advice in the UK. The latest phase in the development of GCHQs business is therefore for the operations in Cheltenham to be consolidated onto one site.
A Scoping Report was prepared and issued to Gloucestershire County Council (GCC), following a meeting with their officers in September 2008. The scope set out the principal issues that the TA would consider and established the relevant study area on which the analysis would be based. This was further informed by an extensive period of consultation which sought to engage the local community and ensure that they were fully informed of the proposed relocation programme. From a transport perspective, this approach has put transport provision at the heart of the design by providing the necessary physical environment for the promotion of sustainable travel incentives, whilst retaining the security requirements of GCHQ.
Particular emphasis has been placed upon sustainable transport modes, which are accessible to the employees and users of the site and a comprehensive review of walking, cycling and public transport facilities has been undertaken as part of the TA. GCHQ have made considerable investments into the local infrastructure and services available in the vicinity of the site in recent years and are committed, through the evolution and management of their Travel Plan, to promote the use of these other modes in preference to the private motor car.
In terms of vehicular trips, it has been recognised that as the existing 800 staff are already travelling to and from the Oakley site, that the relocation onto NAP Benhall will not be expected to result in the creation of any additional trips, but will redistribute the existing movements.
In order to inform this, a detailed trip generation and trip distribution assessment has been undertaken, which has considered the quantum of existing trips associated with Oakley that should be substituted for the redistributed trips which will travel to and from NAP Benhall, following the relocation of the staff.
As part of the scoping discussions with GCC, analysis was presented of the relative expected change in trips on the local highway network in the vicinity of the NAP Benhall site, such that the study area could be confirmed. This subsequently consisted of the primary connection points between the site and the A40 Gloucester Road and Princess Elizabeth Way. A range of capacity appraisals have been undertaken to consider the effective operation of junctions at each of the identified locations, which have confirmed a negligible impact on existing performance across the study area. Minor modifications will however be made to the Telstar Way Roundabout to minimise the level of queuing on the respective arms, whilst right turners and U turners will be allowed from the eastern arm of the roundabout.
An assessment of road safety has also been undertaken by analysing the historic reported Personal Injury Accidents (PIA). This has identified that there have not been any particular clusters or trends in road safety incidents.
ii Integrated Accommodation Services NAP Benhall New Build
Table of Contents
1 Introduction...... 1 1.1 Purpose ...... 1 1.2 Site Location and Background ...... 1 1.3 Structure...... 1 2 Development Proposals ...... 3 2.1 Development Site ...... 3 2.2 Schedule of Development ...... 3 2.3 Site Access...... 4 2.4 Hours of Operation ...... 5 3 Legislation and Planning Policy Guidance ...... 8 3.2 Planning Policy Guidance 13 (PPG13) ...... 8 3.3 The Draft Regional Spatial Strategy for the South West 2006 - 2026...... 9 3.4 Gloucestershire Structure Plan Second Review 2011...... 9 3.5 Gloucestershire Local Transport Plan 2006 – 2011 ...... 10 3.6 Cheltenham Borough Local Plan Second Review (Adopted July 2006)...... 11 3.7 Cheltenham Transport Plan 2000/2001 to 2005/2006 ...... 12 4 Sustainable Transport ...... 14 4.1 Introduction...... 14 4.2 Pedestrian Links...... 15 4.3 Cycle Links ...... 18 4.4 Public Transport Accessibility...... 19 4.5 Travel Plan Summary...... 21 4.6 Overall Summary...... 23 5 Baseline Conditions...... 24 5.1 Existing Highway Network...... 24 5.2 Transport Assessment Study Area...... 24 5.3 Transport Assessment Data Sources...... 25 5.4 Local Highway Network...... 26 5.5 Wider Highway Network ...... 27 5.6 Baseline Junction Capacity Analysis...... 28 6 Road Safety...... 35 6.1 Personal Injury Accident (PIA) Data...... 35
iii Integrated Accommodation Services NAP Benhall New Build
6.2 Local Highway Network...... 35 6.3 Wider Highway Network ...... 36 6.4 Summary ...... 36 7 Trip Generation and Distribution...... 37 7.1 Traffic Growth...... 37 7.2 Applying Growth Rates...... 38 7.3 Committed Developments ...... 39 7.4 Trip Generation ...... 40 7.5 Trip Distribution ...... 42 7.6 Relative Change in Trips following Oakley Relocation...... 44 7.7 Summary ...... 45 8 Parking ...... 46 8.1 Parking Context...... 46 8.2 Parking Guidelines ...... 46 8.3 Parking Proposals ...... 47 8.4 Parking Strategy...... 48 8.5 Parking Accumulation...... 50 8.6 Off-Site Parking ...... 51 9 Highway Network Assessment...... 53 9.1 Local Highway Network Junctions...... 53 9.2 Wider Highway Network Junctions...... 57 9.3 Summary of Capacity Appraisal ...... 62 10 Conclusions...... 63
iv Integrated Accommodation Services NAP Benhall New Build
1 Introduction
1.1 Purpose
1.1.1 Scott Wilson (SW) has been commissioned by Integrated Accommodation Solutions (IAS) to prepare a Transport Assessment (TA) in support of the development of a new office building on the existing NAP Benhall Site, to the west of Cheltenham. The development will allow existing staff to relocate from the Oakley facilities in East Cheltenham onto the NAP Benhall site, thereby consolidating existing operations onto the one site.
1.1.2 A meeting was held with Gloucestershire County Council (GCC) on 12th September 2008 to discuss the contents and methodology of the TA. Subsequently, a Scoping Report based on those discussions, was prepared and agreed with GCC. A copy of the Scoping Report is shown in Appendix A.
1.1.3 The TA was further informed by public consultation, including an exhibition held on the 14th and 15th November which sought to engage the local community and staff of the respective sites to gauge their thoughts on the development, and identify any local issues that might not have been identified through the scoping process.
1.2 Site Location and Background
1.2.1 The NAP Benhall site is located on the edge of Cheltenham, approximately 3.5 kilometres west of the town centre and currently accommodates approximately 5700 staff, although these are not present on site concurrently, given the varying shift patterns which are in operation. Figure 1.1 shows the sites location in relation to Cheltenham, illustrating its proximity to the A40 Gloucester Road, a feeder route for the wider Cheltenham area, whilst residential development is shown to be located to the north and east of the site.
1.2.2 The original development of the existing NAP Benhall site provided improved facilities and a new way of working, given that the context of security operations changed dramatically in 2001. The most visible evidence of this evolution was the development of the new ‘Doughnut’ building on the Benhall site. This was completed in 2003 and provides a facility suitable to meet the needs of a modern security and intelligence organisation, whilst providing a significant contribution to the local economy.
1.3 Structure
1.3.1 This TA has been prepared based on the guidelines set out in the ‘Guidance on Transport Assessments’ document published by the Department for Transport (DfT) (March 2007).
1.3.2 The remainder of this TA is set out as follows:
• Section 2 presents the development proposals • Section 3 presents the planning context in relation to the site;
Transport Assessment December 2008 1 Integrated Accommodation Services NAP Benhall New Build
• Section 4 discusses the existing sustainable transport options available at the site; • Section 5 considers the existing transport conditions; • Section 6 analyses the road safety situation surrounding the site; • Section 7 presents the parking analysis in connection with the proposals; • Section 8 reports the predicted trip distribution and generation for the site; • Section 9 investigates the relative operational implications of the proposed scheme, plus proposed mitigation; and • Section 10 presents a summary of the document, the key findings and recommendations.
Transport Assessment December 2008 2 Oakley Site
NAP Benhall Site
Key NOT TO SCALE Crown Copyright. All rights reserved. Indicative Site Location License number 0100031673
Site Location Figure 1.1
Drawing Ref:M:\Development Control\D120585 NAP Benhall\Drawings\Freehand\Site Location Integrated Accommodation Services NAP Benhall New Build
2 Development Proposals
2.1 Development Site
2.1.1 The existing NAP Benhall site comprises an out of town B1 office land use, located to the west of Cheltenham, which was developed at the beginning of the 21st century, to ensure GCHQ could continue to evolve and stay ahead of the ever intensifying demands for intelligence and security advice in the UK.
2.1.2 Today, the site caters for over 5700 staff, and the ‘doughnut’ shaped building, has become an iconic development of Cheltenham, providing visible evidence of the evolution that has been required in the UK to meet the needs of a modern security and intelligence organisation. The building has been a great success in assisting GCHQ in delivering its business, whilst in the process the presence of GCHQ has made a significant contribution to the local economy.
2.1.3 Oakley, situated to the west of Cheltenham, formerly comprising the largest concentration of GCHQ employees prior to the redevelopment of NAP Benhall in 2003, currently accommodates 800 employees. However, to ensure the organisation can continue to provide the information which is required to help protect the UK, GCHQ needs to bring all of its Cheltenham-based personnel together in one location to further consolidate operations and ensure that the organisation continues to deliver the intelligence and security advice required. This means relocating those currently working at Oakley to the main site at Benhall.
2.2 Schedule of Development
2.2.1 The proposed development will see the delivery of a three storey office building to the south east of the main ‘Doughnut’ building, within the existing secure area of the main site. The building has been designed to follow the curved form of the existing main building to ensure it is in keeping with its surroundings, with its exterior finish the same as the existing building to minimise the visual impact of the new development.
2.2.2 The building will have a total external gross floorspace of 19,204 sq metres, providing accommodation for the 800 staff who will be relocated from Oakley.
2.2.3 The new building will be constructed on an area that is currently used for car parking, as illustrated in Figure 2.1, and hence will require the relocation of these parking spaces. It is proposed that these spaces will be relocated and that additional parking facilities will be provided to cater for the new building and the staff that it will accommodate.
2.2.4 It is therefore proposed that a three tier car park will be constructed on land to the eastern boundary of the current GCHQ site, within the main security cordon, which is currently scrub land, as shown in Figure 2.1. The car park will be cut into the slope of this area, with the aim of minimising visual intrusion by ensuring that the top level of the car park is at the existing ground level. The car park building will have a total gross external floorspace of 24,141 sq metres.
Transport Assessment December 2008 3 Integrated Accommodation Services NAP Benhall New Build
2.2.5 The area of scrub-land that has been allocated for this car park, known as Block A2, was previously sold to a private developer, which subsequently led to the granting of an extant planning permission for residential use. Since this time and as a result of GCHQ’s business needs, the preferred option however is for this land to be used to cater for the relocated Oakley staff, thereby invoking a buy back clause, ensuring that the new building can be delivered and that the associated parking needs can be accommodated on site.
2.2.6 This follows a similar format to Plot D, the car park located to the south of the main entrance, where permission was previously granted for B1 use. However GCHQ again clawed back this land prior to 2004 to deliver the extra parking capacity required, entering into a unilateral undertaking in the process, to mitigate the perceived impact of the development.
2.2.7 Assuming that planning consent is expediently granted by Cheltenham Borough Council, it is anticipated that work will begin on the development of the car park in August 2009. It is envisaged this will be completed by March 2010, allowing the development of the new office accommodation to begin, as parking therefore can be relocated to the completed car park. It is anticipated that the new building will be available for occupation by September 2012.
2.3 Site Access Non-Vehicular Modes
2.3.1 The primary access for both pedestrians and cyclists is via the Main Access gate to the south of the ‘doughnut’ building, with an electronic card reader facilitating access through the security barrier. Immediately upon entering the security cordon, covered cycle stands are available for employees to store their bicycles. Due to security protocol, access to the new build will be available only through the main building via a walkway, with the exception of emergencies.
2.3.2 Directly to the south of the main access is a Toucan Crossing which provides a controlled and safe crossing environment for pedestrians and cyclists, wishing to travel south of the site either along Hubble Road, or through Sotherby Drive to A40 Gloucester Road.
2.3.3 In addition to the main gate, a further access for pedestrians and cyclists will be available to the north-east of the site, via Hesters Way Park. This was implemented in 2003, as a response to employee feedback, to improve permeability and accessibility for pedestrians and cyclists travelling to the site from the north, thereby reducing journey times.
Vehicular Modes
2.3.4 The New Build will be located within the main site boundary / security cordon, as will the car park will the additional car parking facilities.
2.3.5 Access to both the building and car-park will be facilitated through the existing main site access, with entrance only possible from Hubble Road (Eastbound). The main access requires employees to pass through two sets of security barriers before gaining access to the internal network of the site. The first set of barriers comprises three manned security booths, where a two lane entrance funnels into three lanes, before opening up to five lanes which afford passage to the set of five electronic card controlled security barriers. This arrangement is illustrated in Figure 2.1.
Transport Assessment December 2008 4 Integrated Accommodation Services NAP Benhall New Build
2.3.6 Egress from the main site is possible at the same location, through a two lane barrier controlled exit. All movements are possible from the site exit via the Hubble Road roundabout. A separate security controlled access is present specifically for visitors and employee drop offs. This filters from the main access lane off Hubble Road, into a security cordon to the south west of the site, with access controlled by security staff. Egress from this security cordon is available via Telstar Way (southbound).
2.3.7 As part of the application, it is proposed to reformat the existing entrance design of the off slip to the site from Hubble Road (Eastbound). The purpose of which is to better manage the flow of vehicles into the site by segregating visitor / drop off traffic from general site traffic immediately, upon exiting Hubble Road. The changes to the radii of the access lane, close to the roundabout will also provide greater capacity for vehicles entering the main gate. Appendix B illustrates the proposed design.
2.3.8 The car parks situated to the south and south east of the site will continue to serve existing employees and require drivers in the first instance to pass through an electronic card controlled barrier, before alighting their vehicles, and walking to the security controlled pedestrian entrance to gain access to the main site. Traffic counts conducted at the ‘Block D’ car park noted an existing issue with ‘banned’ movements to and from the site. It is therefore proposed that this junction will be re-configured to cater for this demand and thereby facilitate all movements, as shown in Appendix B, to address this existing issue.
2.4 Hours of Operation
2.4.1 The current NAP Benhall site is operational 24 hours a day due to the context of the operation it performs, and the same conditions will apply to the new building, although it is understood that a significant proportion of the staff relocating from Oakley are administrative based, and therefore will be more likely to work standard hours (i.e. between 0700-1900).
2.4.2 A degree of flexibility is employed in relation to working hours on site, and this therefore means that start and finish times can be spread out, in relation to when employees travel to and from the site. This is illustrated graphically by Figure 2.2 below, which shows the profile of vehicles accessing and egressing the site over the 12 hour period (0700-1900), whilst Figure 2.3 shows the current vehicular arrivals on site over a typical 24-hour, weekday period.
Transport Assessment December 2008 5 Integrated Accommodation Services NAP Benhall New Build
FIGURE 2.2 12hr Arrival and Departure Profile of Vehicles Accessing and Egressing NAP Benhall Access Egress
600
500
400
300
200 No. of VehiclesNo. of 100
0
0 0 0 0 0 0 0 0 0 0 0 0 70 090 100 110 140 150 160 - 080 - - - - 12 - 130 - - - - 1 - 190 0 00 00 900 500 0700 0800 0 10 110 1200 1300 1400 1 16 1700 - 18001800 Time
FIGURE 2.3 24hr Profile of Vehicles accessing the NAP Benhall Site
600
500
400
300
200 No.Vehicles of 100
0
0 0 0 0 0 00 500 600 000 700 0800 090 1000 1100 1200 130 140 1 1 1700 1800 1900 2 2300 0000 020 0300 0400 0500 060 0 - - 0 1 - 0 0 - 0 - 0 - 00 - 00 - 00 - 00 - 00 - 300 - 400 - 500 - 900 - 000 500 - 600 - 07 08 0900 -1000 -1100 -12 1 1 1 160 170 180 1 2000 -2100 2100 - 2202200 23 0 01 0200 -0300 -0400 0 0 Time
2.4.3 Figure 2.2 illustrates a degree of spread around the observed peaks on the local highway network (0800-0900 and 1700-1800), with a noticeable increase in departures from the site being recorded between 1600 -1700, prior to the peak hour movements recorded between 1700 -1800. This therefore demonstrates that the flow of vehicles associated with the relocation of staff from Oakley is unlikely to be concentrated specifically over one peak hour, thereby reducing the relative impact of the proposals on the performance of the network at the traditional peak times.
Transport Assessment December 2008 6 Integrated Accommodation Services NAP Benhall New Build
2.4.4 In addition to the above profiles, it has been observed through internal studies that the occupancy of NAP Benhall on any weekday averages 70% of all staff, with staff working remotely or hot-desking when they are not in the office. This system is actively encouraged by GCHQ and it is understood that this will be retained in the future.
Transport Assessment December 2008 7 Pedestrian Access Gate
Proposed Walkway
Main Vehicular Access Gate New Office Build
Main Pedestrian/Cyclist Access Gate
New Multi-Level Car Park
NOT TO SCALE Crown Copyright. All rights reserved. License number 0100031673
Development Proposals Figure 2.1
Drawing Ref:M:\Development Control\D120585 NAP Benhall\Drawings\Freehand\Development Proposals Integrated Accommodation Services NAP Benhall New Build
3 Legislation and Planning Policy Guidance
3.1.1 This section sets out the policy context that will apply to the proposed development. A review of relevant national, regional and local planning policy documents has been undertaken in order to establish the context for the development proposals. A brief commentary of each document is provided in this section. The documents reviewed include:
• Planning Policy Guidance 13 (HMSO, 2001); • The Draft Regional Spatial Strategy for the South West 2006 - 2026 • Gloucestershire Structure Plan Second Review 2011; • Gloucestershire Local Transport Plan 2006 – 2011; • Cheltenham Borough Local Plan Second Review (Adopted July 2006); and • Cheltenham Transport Plan 2000/2001 to 2005/2006.
3.1.2 It is the developers intention to comply with the guiding principles set out in these policy documents.
3.2 Planning Policy Guidance 13 (PPG13)
3.2.1 Planning Policy Guidance 13 (HMSO, 2001) aims to link planning and transport in an integrated assessment framework.
3.2.2 The key aim of the guidance is to ensure that local authorities carry out their land use policies and transport programmes in ways that help to reduce growth in the number of motorised journeys; encourage alternative means of travel, which have less environmental impact; and hence reduce reliance on the private car.
3.2.3 Local Authorities should ensure that their strategies on parking, traffic and demand management are consistent with their overall strategy on planning and transport. In developing the overall strategy, local authorities should:
• Focus land uses that are major generators of travel demand in city, town and district centres and near to major public transport interchanges; • Actively manage the pattern of urban growth and the location of major travel generating development to make the fullest use of public transport.
3.2.4 Paragraph 75 states “walking is the most important mode of travel at the local level and offers the greatest potential to replace short car trips, particularly under two kilometres”. Paragraph 78 also acknowledges how cycling has the potential to serve as a substitute for short car trips, particularly those less than five kilometres, whilst it can also form part of a longer journey by public transport.
Transport Assessment December 2008 8 Integrated Accommodation Services NAP Benhall New Build
3.2.5 In respect of car parking, PPG13 (Paragraph 49) states:
• The availability of car parking has a major influence on the means of transport people choose for their journeys. Some studies suggest that levels of parking can be more significant than levels of public transport provision in determining means of travel (particularly for the journey to work), even for locations very well served by public transport. • Maximum standards should be designed to be used as part of a package of measures to promote sustainable transport choices, reduce the land-take of development, enable schemes to fit into central urban sites, promote linked-trips and access to development for those without use of a car and to tackle congestion.
3.3 The Draft Regional Spatial Strategy for the South West 2006 - 2026
3.3.1 The Regional Spatial Strategy for the South West states “Cheltenham Borough should maximise the use of previously developed land and buildings, and within a revised green belt make provision for urban extensions and to meet the longer-term needs”.
3.3.2 According to the spatial strategy the area will benefit from improvements to inter-regional road and rail connections, principally the A417/A419 (Gloucester/Cheltenham to Swindon) and strategic rail links (Cheltenham/Gloucester to London and the South East). Furthermore, the requirements for infrastructure will be identified through the Implementation Plan. This will include improvements to the A40 to the north of Gloucester and between Gloucester and Cheltenham and key intersections.
3.3.3 It is also recognised that the primary focus for development will be within Cheltenham’s existing urban area, with emphasis on the re-use of a relatively limited supply of urban sites. Cheltenham will continue to realise economic opportunities, whilst protecting and enhancing the environment, with provision for employment growth in Cheltenham for about 10,750 jobs during the plan period.
3.4 Gloucestershire Structure Plan Second Review 2011
3.4.1 The Gloucestershire Structure Plan states “new development should be located so as to minimise the length and number of motorised journeys, and encourage the use of public transport, cycling and walking. New development should be genuinely accessible by these modes of transport as alternatives to the car”.
3.4.2 Furthermore, it discusses how walking should be promoted, and that this should be through the provision and development of a network of safe and convenient pedestrian routes. Traffic- calming, pedestrian priority and traffic-free areas are also integral to the successful promotion of this form of travel, whilst the needs of people with impaired mobility should be taken fully into account.
Transport Assessment December 2008 9 Integrated Accommodation Services NAP Benhall New Build
3.4.3 Much like walking, the uptake of cycling should be encouraged through the development of a comprehensive network of safe and convenient cycle routes and by the provision of secure cycle parking. The plan also describes that existing bus facilities need to be protected and no development should be allowed to interfere with the function of these.
3.4.4 Finally, the Plan states that the car parking provision should be provided in the context of the relevant standards that ensure that:
• Minimum car-parking requirements are set at the level necessary for the development to function operationally; • Maximum limits on car-parking provision should be set in order to discourage reliance on the car and promote the use of alternative modes of transport; and • The level of parking provision at new development should be determined with reference to the minimum requirements and maximum limits, and the accessibility of the development by modes of transport other than the car, taking into account any improvements in accessibility secured under the provisions of Policy T.1 which compliment the objectives of Policy T.8 by preventing over-spill parking from new developments.
3.5 Gloucestershire Local Transport Plan 2006 – 2011
3.5.1 One of the key aims of the Gloucestershire Local Transport Plan (GLTP) 2006-2011, as stated in Paragraph 1.1.2 is “to enable people in Gloucestershire to enjoy real choices of ways of travel where there are viable alternatives to the car and be provided with high quality access to services on a safe and efficient transport network”.
3.5.2 Strong emphasis is placed within the plan on accessibility, with walking identified as a mode of transport that is available to almost everyone. This is of particular importance for those people who do not have access to a car, as they are more reliant on the existence of walking trip destinations in relation to their places of residence, education or employment.
3.5.3 Furthermore, these people are likely to be dependent on good quality public transport with accessible walking links. As a result it is stated in paragraph 2.4.5 “that new developments should be located where travel distances are short and where alternatives to the car can be easily used, i.e. walking, cycling and public transport”.
3.5.4 Opportunities are identified within the GLTP to improve accessibility through the planning process. This would require developers to provide improvements to the public transport and non-car infrastructure (e.g. cycle lanes, safe walking routes, bus priority measures) either serving or adjacent to the development.
Transport Assessment December 2008 10 Integrated Accommodation Services NAP Benhall New Build
3.5.5 Walking and cycling are both promoted through the LTP as being able to make a positive contribution to reducing congestion. Short trips in particular within the county are identified as having great potential for people to walk and cycle. Furthermore facilitating alternatives, such as walking and cycling, which people can choose for some of their trips, has a beneficial effect for all users. As a result, paragraph 2.59 identifies that travel plans are actively pursued as part of the planning process in partnership with the City, Borough and rural District Councils in the county.
3.6 Cheltenham Borough Local Plan Second Review (Adopted July 2006)
3.6.1 In relation to Transport, the Cheltenham Borough Local Plan, under Policy CP5 aims to ensure development is permitted only where the location and design dictate that it can meet the following stated criteria:
• Minimise the need to travel; • Provide adequate accessibility to the site for vehicles, including public transport, pedestrians, cyclists and people with disabilities; • Meet travel demands in safe and energy efficient ways; • Provide a level of parking space that will encourage walking, cycling and public transport and discourage use of the private car; and • Meet Local Transport Plan targets for the proportion of trips to the site by each mode of transport.
3.6.2 The Local Plan however recognises there will be certain instances where increased highway capacity and parking provision will be required to address challenges of increasing car use. The emphasis, in the first instance, should always be on restraint of car use and promoting the role of other modes of transport and walking, given the emphasis on sustainability in transport and land use policies.
3.6.3 It also discusses how development can add to existing problems of congestion, accidents, severance, noise and reduced air quality, therefore illustrating the importance of developers and Councils working together in planning for new and re-development, in order to minimise the impact of additional travel.
3.6.4 To achieve this, the local plan highlights that development should be located in the most accessible locations, where it is stated that “the need to travel is least and where fullest use can be made of the most sustainable forms of travel”.
3.6.5 According to the Plan, priority will be given to “other improvements that assist public transport or cyclists and pedestrians, or reduce the likelihood of traffic using environmentally sensitive areas or encourage improvements to traffic circulation”.
3.6.6 Policy TP 1 in the context of the Transport Assessment is key, as this specifically seeks to limit development, which may harm highway safety, stating, “that new development can endanger highway safety if poorly located or built without adequate infrastructure”.
Transport Assessment December 2008 11 Integrated Accommodation Services NAP Benhall New Build
3.6.7 Finally, it is stated within the document that the Council will support the provision of improved parking facilities for existing buildings in the context of a travel plan and where the proposal would:
• Help to resolve existing problems on the public highway; • Be consistent with the car parking standards in policy TP 6.
3.7 Cheltenham Transport Plan 2000/2001 to 2005/2006
3.7.1 The Cheltenham Transport Plan was prepared as a complementary document to the Gloucestershire Local Transport Plan, as well as providing the basis for identifying transport policies to be incorporated within the Local Plan. The objectives of the Cheltenham Transport Plan are stated within the document as follows:
• Ensure the transport system supports the activities and quality of life in the town, improving access to and safety within the town centre and causing least damage to the environment. • Provide a good quality, affordable public transport system and better facilities for pedestrians and cyclists and encourage their use. • Improve integration between public transport services. • Promote and support community transport and improve access for the disabled. • Lessen dependency on the car, especially for journeys to work, school and health care facilities. • Improve traffic management to reduce congestion and improve traffic flow. • Improve personal safety and security on the transport system by reducing crime and fear of crime and the number of road traffic accidents. • Reduce emissions from road traffic to levels safe for human health and well being.
3.7.2 The focus of the Plan is strongly routed in the short term, with priorities including to make better use of the existing highway network, improve alternatives to the private car and to introduce demand management measures which complement this.
3.7.3 The plan stresses that to ensure the performance of the existing highway network, of which the A40 Gloucester Road is identified as being a key radial route serving the town, the capacity of some routes may need to be increased, for example, to reduce the impact of traffic in the main shopping, residential and conservation areas or to provide bus and cycle lanes. Measures to increase capacity are stated as including restrictions on on-street parking, more efficient traffic signal control, and small scale highway improvements.
3.7.4 A strong emphasis is also placed on the importance of sustainable modes of transport, and it is identified that more needs to be done to provide a bus service which supports the quality of the life of the town, and focuses on enhancing the attractiveness of existing infrastructure such as the Park and Ride System.
Transport Assessment December 2008 12 Integrated Accommodation Services NAP Benhall New Build
3.7.5 Furthermore, it notes that Cheltenham has one of the highest levels of cycling in the country and the Council will continue to work towards the completion of the Cheltenham Cycle Network. Important priorities are cycle routes to the GCHQ building at Benhall and those forming part of the National Cycle Network between Gloucester and Stratford-upon-Avon.
Transport Assessment December 2008 13 Integrated Accommodation Services NAP Benhall New Build
4 Sustainable Transport
4.1 Introduction
4.1.1 The GCHQ site for the development of the new build is situated in the Hesters Way ward of Cheltenham. The benefits of relocating the Oakley employees to the NAP Benhall site are wide ranging. Ourely from a sustainable transport perspective the benefits include reducing the journey lengths and therefore the associated carbon footprint of vehicles, crucially by removing particularly those travelling from the west across Cheltenham to access the Oakley site.
4.1.2 However, as important as the aforementioned benefits, is the high level of infrastructure and services that are available in the vicinity of the NAP Benhall site and subsequently the opportunities afforded for employees to travel sustainably on a daily basis by walking, cycling, or using bus and/or rail connections.
4.1.3 As part of the original planning application and associated travel plan, there have been significant contributions made by GCHQ in recent years to fund improvements to the surrounding transport infrastructure with the specific aim of benefiting and promoting the uptake of more sustainable modes of transport for the local area, as well as the users of the site.
4.1.4 This includes the implementation of multiple dedicated cycle routes, primarily along the A40 Gloucester Road, as well as bus priority measures along the same section of road. Traffic calming has also been introduced within the Benhall area to manage vehicular speed and help encourage the use of cycling and walking as attractive modes of transport.
4.1.5 The town centre of Cheltenham is situated approximately 3km from the development site and it is anticipated that this would be a key attractor to employees of the site, due to the availability of further transport links as well as the shopping and leisure facilities presented, although on site facilities negate the need for such trips to be made during working hours.
4.1.6 The wider transport links offered within Cheltenham are primarily afforded through the rail station which provides travel opportunities to destinations further afield such as London, Birmingham and Cardiff. Destinations situated in closer proximity, such as Gloucester City, are accessible by bus services which are provided at Cheltenham’s bus station.
4.1.7 Analysis of employee home postcode data was undertaken and the results show that 36.1% of Oakley employees live within the Cheltenham area, and of these, 35.9% currently live within a 35 minute walk, or a 14minute cycle of the NAP Benhall site. This is based on a walking speed of 80 metres per minute and cycling speed of 200 metres per minute.
4.1.8 Travel planning is a key component which can contribute towards achieving a sustainable development as it has the potential to directly influence the travel behaviour of employees and users of the site. The existing site at Benhall benefits from having a comprehensive, active travel plan in place and this will be taken forward to encompass the proposed development scheme.
Transport Assessment December 2008 14 Integrated Accommodation Services NAP Benhall New Build
4.2 Pedestrian Links General
4.2.1 Employees of NAP Benhall are able to utilise walking as a method of travel, to and from the site, as footways are present along the majority of the surrounding vehicular routes. These provide well lit, safe pedestrian routes, which connect the site with many of the surrounding residential areas. Signalised crossing points are also provided across the A40 Gloucester Road, Princess Elizabeth Way and the northern arm of the Benhall Roundabout, to ensure that pedestrians are able to access the residential areas to the south of the site and travel in the direction of the railway station and town centre to the east.
4.2.2 Improvements to the walking infrastructure of the surrounding area have been made to benefit both the employees of NAP Benhall and the wider community within recent years and include the following:
• Improved footpaths and lighting in Hesters Way Park to facilitate use of north east entrance; • Improvements made to underpasses and signalised crossings on A40 Gloucester Road and Princess Elizabeth Way.
Multi-Modal Transport opportunities
4.2.3 Guidance concerning walking distances given by the Institute of Highways and Transportation (IHT) in their publication. Guidelines for Providing for Journeys on Foot (2000) suggests that a distance of up to 2000 metres could be considered for commuting journeys.
4.2.4 Based on the aforementioned and given the level of connectivity afforded by the pedestrian network, it is possible for site users to employ multi-modal transport to travel to the site given that the rail station is situated within 1600m, equivalent to a 20minute walk from the site, as illustrated by Figure 4.1. This route utilises the shared surface footway / cycleway along the A40 Gloucester Road, with the most direct route to or from NAP Benhall to access this footway via the pathway dissecting the Sotherby Drive housing development, to the south east of the site.
4.2.5 Multi-modal transport opportunities are also afforded by connections with the bus, both to travel to and from the site locally and to the wider area (this is discussed in more detail in Section 4.4). The location, distance and quality of walk routes to such interchange points is therefore key in promoting the uptake of this mode, as is the quality of the bus stop itself.
4.2.6 As illustrated by Figure 4.1, two bus stops which directly serve the development site are situated along Hubble Road and these are served by both north and southbound buses. Both of these are within easy walking distance of the site (located 120m and 220m from the main access respectively). High quality shelters are provided at these locations and were put in place as part of the original s106 agreement and associated unilateral undertakings for NAP Benhall. The particular bus services which make use of these stops are the A, 94 and X94. These are discussed in further detail in Section 4.4.
Transport Assessment December 2008 15 Integrated Accommodation Services NAP Benhall New Build
4.2.7 A wide range of bus services which route along the A40 Gloucester Road, into the town centre and as far afield as Gloucester are also available from bus stops situated to the west of Benhall roundabout. The sheltered off line stops (as shown in Plate 4.1) are accessible via a formalised footpath leading from the Sotherby Drive housing development (Plate 4.2), and are located either side of the A40, with an unsignalised pedestrian crossing point affording access to / from the westbound bus stop. Both of these bus stops are located within 400m of the main access point to NAP Benhall.
PLATE 4.1 and 4.2 A40 (Westbound) Sheltered Offline Bus Stop (Left) and Sotherby Drive Footpath (Right)
4.2.8 Additional bus stops are also located to the north and north east of the site, on Springbank Road (Plate 4.3), outside Gloucestershire College (Plate 4.4) and Shakespeare Road (Plate 4.5). These bus stops provide interchange facilities for the A, C and G bus services respectively, and with the exception of Shakespeare Road are located within 400m of the site, as illustrated by Figure 4.1. Access to these bus stops is provided by the Pedestrian and Cyclist gate (north east of the building) which was installed in 2003 to improve accessibility to the site, with upgrades also made to paths and lighting at this point adjoining the entrance to ensure a high quality walking environment (Plate 4.6). All of these bus stops with the exception of Shakespeare Road provide high quality shelters.
Transport Assessment December 2008 16 Integrated Accommodation Services NAP Benhall New Build
PLATE 4.3 and 4.4 Springbank Road Sheltered Bus Stop (Left) and Gloucestershire College Offline Bus Stop (Right)
PLATE 4.5 and 4.6 Shakespeare Road Bus Stop (Left) and Hesters Way Path (Right)
Additional Walking Opportunities
4.2.9 In addition to the multi-modal opportunities available, multiple walking routes are available to the north of the site which pass through Fiddlers Green and it is anticipated that these could be used for leisure purposes as well as to meet travelling needs for site users. This is because this particular footpath connects with further footpaths which skirt the residential areas of Cheltenham to the north and east of the site.
4.2.10 Promoting to staff the opportunities for utilising the high quality local pedestrian network will be actively pursued through the Travel Plan and with the provision of pedestrian and cycling plans throughout the development. These will help identify the most conducive routes to travel for those who live in the Cheltenham area or have the opportunity to use multi-modal means of travel to and from the site.
Transport Assessment December 2008 17 Integrated Accommodation Services NAP Benhall New Build
4.3 Cycle Links
4.3.1 Cycling offers a unique alternative to vehicular based travel as it combines the benefits of cost free transport, after the initial purchase of equipment, with the excellent health and fitness benefits achieved through exercise. The topography in the vicinity of the site is conducive to the use of this mode and cycling is already actively encouraged through the provision of cycle routes and cycle facilities such as sheltered cycle parking at the local rail station.
4.3.2 The primary cycle route within Cheltenham is the National Cycle Network (NCN) route 41. This route travels along or adjacent to the A40 Gloucester Road and consists of on-road sections as well as traffic-free sections. This particular route passes near to the Benhall development site and is accessible from Hatherley Lane and Benhall roundabout.
4.3.3 It is possible for cyclists to travel to Cheltenham town centre using this route, along with a combination of cycle friendly roads which have low vehicle speeds, whilst the Train Station is approximately 8 minutes cycle from the site, with a proportion of this journey able to be undertaken on a national traffic free route.
4.3.4 A cycle route has also been recently implemented along the length of Princess Elizabeth Way, which links the areas of Benhall to many of the surrounding residential areas as far as Tewkesbury Road. This route is segregated from traffic and employs cyclist priority where the route crosses minor road junctions.
4.3.5 Figure 4.1 illustrates the main cycle routes within the area, all of which GCHQ have contributed towards the construction, or upgrade of in recent years. Specific improvements include the following:
• Implementation of a traffic free cycle path along Princess Elizabeth Way between Gloucester Road and Tewkesbury Road; and • Completion of A40 Lansdown Road to Benhall cycle path.
4.3.6 Cycling is also actively promoted on site through the Travel Plan, with 779 cycling spaces currently provided in convenient and accessible locations across the site, and most notably within close proximity of the main access gate and the main building access. This provision will be further enhanced through the construction of the new building, as discussed in Chapter 8.
4.3.7 Other facilities and services on site include an interest free bicycle loan (this is also available for Powered Two Wheelers), on site bike repair facilities, bike user groups, cycling proficiency training (on request), shower and changing facilities, and drying facilities for outdoor clothing. All of which are considered by Cycling England (2008)1, an organisation set up by DfT, as key measures to encouraging the uptake of cycling to work.
4.3.8 All of these measures will be available for the employees of the new build, with GCHQ looking to expand the promotion of these facilities through the Travel Plan, including the provision of a route map centred on the site and showing the best cycle routes and location of cycle parking for employees and visitors.
1 Cycling England (2008), Smart Measures Portfolio
Transport Assessment December 2008 18 Integrated Accommodation Services NAP Benhall New Build
4.4 Public Transport Accessibility Bus
4.4.1 The development site is well located in relation to the provision of buses with 5 services directly serving or stopping within walking distance of the site, as discussed in Section 4.2. The services are provided primarily by Stagecoach Cheltenham and Stagecoach Gloucester, whilst one of the routes is provided by the Independent Coach Company.
4.4.2 The services offered are high frequency, with a total of 38 bi-directional buses stopping at or near the site during the AM peak hour and 39 in the PM peak hour.
4.4.3 These services all route to Cheltenham Town Centre before continuing to serve residential areas such as Prestbury, Lynworth and Longlevens. Services 94 and X94 also route to Gloucester City which in turn provides opportunities for travel to/from destinations further-afield than Cheltenham. Table 4.1 provides a detailed summary of bus frequencies for the AM and PM peak hours.
TABLE 4.1 Summary of bus frequencies for the AM and PM peak hours Route Weekday AM Weekday PM Peak Route Measured at ID Peak (0800 - 0900) (1700 - 1800) GCHQ, GLOSCAT, Coronation 0801 0811 0821 1701 1711 1721 Square, Cheltenham Centre, 0831 0841 0851 1731 1741 1751 Prestbury, Lynworth A GCHQ Stop Lynworth, Prestley, Cheltenham 0809 0819 0829 1709 1719 1729 Centre, Coronation Square, 0839 0849 0859 1739 1749 1759 GLOSCAT, GCHQ Gloucester, Longlevens, 0803 0808 0818 1703 1713 1723 Churchdown, GCHQ, Cheltenham 0828 0838 0848 1733 1743 1753 Centre 94 GCHQ Stop Cheltenham Centre, GCHQ, 0809 0824 0844 1709 1719 1729 Churchdown, Longlevens, 0859 1739 1749 1759 Gloucester Gloucester, Longlevens, GCHQ, 0810 0850 1720 1800 Cheltenham Centre X94 GCHQ Stop Cheltenham Centre, GCHQ, 0805 0842 1717 1747 Longlevens, Gloucester Cheltenham Centre, Springbank, 0807 0822 0837 1707 1722 1737 Fiddler's Green Fiddler's 0852 1752 C Fiddler's Green, Springbank, Green 0807 0822 0837 1707 1722 1737 Cheltenham Centre 0852 1752 Cheltenham Centre, Rowanfield, Shakespeare G St Mark’s, Rowanfield, 0811 0841 1711 1741 Road Cheltenham Centre Cheltenham Bus Station, 0808 1742 Gloucester Road, Benhall Gloucester J Benhall, Gloucester Road, Road 0819 - Cheltenham Bus Station
Transport Assessment December 2008 19 Integrated Accommodation Services NAP Benhall New Build
4.4.4 A ‘Park and Ride’ facility is also located near to the development site, at Arle Court, which offers a high frequency shuttle bus service to Cheltenham town centre. The way in which the shuttle bus currently operates is that when routing towards Cheltenham town centre there is a ‘no pick up’ policy and passengers are only allowed to alight, and a ‘vice versa’ system operates when travelling in the opposite direction. It is therefore possible that this bus could re- route to serve the proposed development site for those employees wising to travel to the town centre.
4.4.5 As part of the unilateral undertakings agreed to increase the level of car parking associated with the site in 2004, a contribution was made towards the improved implementation of real time bus information for the Route 94, whilst a similar system was set up internally within NAP Benhall via on site monitors to inform staff of the available bus services.
4.4.6 The provision of such a system helps to contribute to reducing the perception of lateness, by providing up to date information, which removes the uncertainty of public transport services related to bus arrival times, thereby reducing waiting times and improving the perceived reliability of services to customers. This will continue to be an important measure in promoting the uptake of the bus, when staff are relocated from Oakley, given that such facilities are not available to staff of that site currently and there will therefore be an opportunity to instil sustainable trip making practices amongst these employees from the outset.
4.4.7 Furthermore, as part of the revised Travel Plan, GCHQ will endeavour to offer staff of the NAP Benhall site the opportunity to take out a loan to buy a quarterly or longer bus season ticket. Tickets will be available for purchase on site for stagecoach services, and will be available at a discounted rate (based on the level of demand). This will therefore reduce the general cost of the bus use for employees, and make payments more manageable, and thereby encourage increased bus usage.
Rail
4.4.8 Cheltenham benefits from having a rail station situated within close proximity to the town centre. The provision of rail services at this station enables people within the area to utilise rail travel for long and short distance travelling.
4.4.9 Cheltenham Spa Rail station is situated within walking and cycling distance of the site, providing access to the National Rail Network. This rail station is located on the Birmingham / Bristol line and offers connections to Gloucester, Bristol, Swindon, London, Cardiff, Plymouth, Birmingham, Derby and other destinations.
4.4.10 As the station is reasonably close to the site it is anticipated that users could use a variety of transport modes to travel to and from the station. The station in itself encourages cycling and there is a provision of 38 sheltered cycle parking spaces.
4.4.11 The frequency of services which use Cheltenham Spa station is very good in that 16 stop in the AM peak hour and 18 in the PM peak hour. A detailed summary of the frequencies are shown below in Table 4.2.
Transport Assessment December 2008 20 Integrated Accommodation Services NAP Benhall New Build
TABLE 4.2 Summary of rail frequencies for the AM and PM peak hours Weekday AM Peak Weekday PM Peak Route ID Route (0800 - 0900) (1700 - 1800) Aberdeen, Edinburgh, Newcastle, York, Leeds, Sheffield, Birmingham New Street, 0821 0851 1721 1751 Cheltenham Spa, Bristol, Taunton, Exeter, Torquay, Paignton, Plymouth 51 Plymouth, Exeter, Taunton, Cardiff, Bristol, Cheltenham Spa, Birmingham, Chesterfield, 0812 0841 1712 1742 York, Newcastle, Wolverhampton, Stoke-on- Trent, Macclesfield, Manchester, Edinburgh Nottingham, Derby, Burton-on-Trent, 0811 0822 0831 1714 1722 1728 Birmingham, Cheltenham Spa, Gloucester, 0845 0852 1733 1745 1752 Newport, Cardiff 57 Cardiff, Newport, Gloucester, Cheltenham 0803 0812 0834 1703 1712 1734 Spa, Birmingham, Burton-on-Trent, Derby, 0842 0857 1742 1748 1757 Nottingham London, Slough, Reading, Didcot, Swindon, 0803 1703 Gloucester, Cheltenham Spa, Birmingham 125 Birmingham, Cheltenham Spa, Gloucester, 0831 1733 Swindon, Didcot, Reading, Slough, London
4.4.12 In similitude with the bus, GCHQ through the Travel Plan process will look to promote and offer to all employees of the NAP Benhall site the opportunity to take out an interest free loan to buy a season ticket for the train, which would be repaid in manageable monthly payments at no additional cost. This will ensure that the train is a realistic and affordable option for all employees, thereby encouraging its use.
4.5 Travel Plan Summary
4.5.1 As part of the original application for the redevelopment of New Accommodation Project (NAP) Benhall, a Travel Plan (TP) was put in place to promote and encourage the uptake of alternative transport choices whilst reducing Single Occupancy Vehicular (SOV) travel. The TP was originally prepared in 1998, and subsequently updated in May 2004.
4.5.2 A tripartite agreement exists between CBC, GCC and GCHQ, to ensure that the TP is a living strategy that it is monitored and reviewed on a regular basis. As part of this agreement, through the original application for the consolidation of Benhall, a holistic package of measures both on and offsite have been delivered that provide a strong basis to improve ‘modal shift’ away from single occupancy of the private car. This included significant financial provisions for traffic and highways improvements in the locality, programmes for managing staff travel (including what has been termed as the ‘rainbow scheme’ (See Chapter 8)) and on site support and promotion.
4.5.3 To reaffirm GCHQ’s continuing commitment to this scheme, a Travel Planning Strategy Note has been prepared in co-ordination with this document, which seeks to identify an action plan which will include outlining the process for implementing a revised Travel Plan prior to occupation of the New Build in 2012. The revised Travel Plan will seek to further improve the effectiveness of the existing Travel Plan, whilst seeking to integrate staff relocating from Oakley into the sustainable travel ethos that GCHQ look to promote on site.
Transport Assessment December 2008 21 Integrated Accommodation Services NAP Benhall New Build
4.5.4 The Travel Plan Strategy specifically identifies that whilst a comprehensive package of measures are available to staff, there is the opportunity to improve the promotion of the facilities and initiatives now in place and that the TP Action Plan should focus on marketing and promoting the Travel Plan and its initiatives, to ensure that staff are fully aware of the opportunities available to them. This is also important in the context of the relocation of staff from Oakley, given that staff are currently not subject to the travel planning ethos or the same parking regulations as experienced at NAP Benhall. Therefore it is recommended that the following measures are employed:
• Branding of the Travel Plan and associated initiatives i.e. the Car Share Scheme; • Regular Travel Plan Updates in the form of newsletters, emails / e-shots and information boards; • Promotional Days such as Bike to Work day; and • Information packs for staff members, in particularly for staff at Oakley and new recruits
4.5.5 It is anticipated that improved delivery and promotion could have a beneficial impact in terms of the uptake of sustainable modes of travel and the reduction in single-occupancy car journeys, however the specification of quantified targets and improved monitoring and feedback mechanisms are also required to compare the aspirations for, and performance of the respective Travel Plan.
4.5.6 As part of this process it has been recommended that an Action Plan is put in place and taken up by all stakeholders including GCHQ, CBC and GCC to ensure a formal and effective structure is in place, both prior and post delivery of the revised Travel Plan. An exemplar is provided in Appendix C of the Travel Plan Strategy note and includes the following:
• The requirement to undertake regular surveys to inform the construction of the revised Travel Plan including the quantitative targets to be agreed, and to monitor its performance post implementation; • The need for regular onsite and offsite parking surveys to identify if the Rainbow Parking Strategy is operating effectively, and to ensure that staff are not parking offsite, thereby undermining the efforts of the Travel Plan; and • Formation of a Working Group alongside the Steering Group, with representatives from all stakeholder groups to enable input and feedback from all those affected by the issues and measures identified as part of the Travel Plan process to better inform the Travel Plan
4.5.7 The TP Strategy note and the accompanying Action Plan therefore illustrates the continuing drive by GCHQ to encourage staff to use alternative modes of travel, to engage with all parties possible to ensure an inclusive TP and to put in place a fully revised Integrated Travel Plan prior to the relocation of staff from Oakley to NAP Benhall in 2012.
Transport Assessment December 2008 22 Integrated Accommodation Services NAP Benhall New Build
4.6 Overall Summary
4.6.1 This chapter has identified that in terms of sustainable travel the development site is well served as high quality opportunities exist for employees to use cycling, walking or public transport, or a combination of these modes, to travel from the site to reach their desired destinations. With regards to public transport, there are excellent services provided in the form of bus and rail travel which facilitate journeys to destinations both locally and further afield, all of which are offered at high frequencies during the peak hours.
4.6.2 Mode choice is a decision taken by the individual, but with the presence of viable alternatives to travel other than by the private motor vehicle (single occupant), it is possible to achieve a degree of modal shift, thereby reducing the amount of vehicular trips made to the proposed development site.
4.6.3 This is of particular relevance in the case of the NAP Benhall proposals, given that the employees to be relocated onto the site will be presented with new opportunities to use sustainable modes of travel, of which the uptake is expected to be at its highest at the beginning of the relocation, when employees first begin travelling to and from the site. Chapter 7 specifically considers the expected trip generation associated with the development proposals.
4.6.4 The potential to reduce the proportion of single occupant car driver trips is further enhanced and promoted through the availability of the on site Travel Plan, which will seek to inform employees of the alternative opportunities available to them, and adjust the on site package of measures to reflect the changing context of the site and the wider network. A monitoring strategy will be put in place to ensure the operational effectiveness of the Travel Plan is maintained.
Transport Assessment December 2008 23 Key A Site Location A Bus Route A 94 Bus Route ID Bus Stop C C Park and Ride National Rail Network National Rail Network Station On-Road Cycle Route A Traffic-Free Cycle Route Footpath 400m (5 mins Walk/2 mins Cycle Time) 800m (10 mins Walk/4 mins Cycle Time) 1200m (15 mins Walk/6 mins Cycle Time) 1600m (20 mins Walk/8 mins Cycle Time) C A, G G A
94 G A G
J
A
94, 94X, J D/E, P/Q D/E, J 94
94, X94 J
94, 94X, D/E J J D/E X94
97/98 97/98
97/98
97/98 K
D/E D/E 97/98 K NOT TO SCALE Crown Copyright. All rights reserved. D/E License number 0100031673
Sustainability Plan Figure 4.1
Drawing Ref:M:\Development Control\D120585 NAP Benhall\Drawings\Freehand\Sustainability Plan Integrated Accommodation Services NAP Benhall New Build
5 Baseline Conditions
5.1 Existing Highway Network
5.1.1 The proposed development site is accessed from Hubble Way, which connects with the A40 Gloucester Road and Princess Elizabeth Way. In its wider context, the site is located to the west of Cheltenham within the County of Gloucestershire. The closest town of significance to Cheltenham is Gloucester, which is approximately 10 kilometres away.
5.1.2 The A40, which lies within close proximity to the site, is a dual-carriageway with a speed limit of 40mph within the Cheltenham area. The A40 Gloucester Road which serves as a key feeder route to the site extends through Cheltenham affording access to the town centre and East Cheltenham, and provides onward strategic connections to the west. The site lies approximately 3.5 kilometres from the town centre and 1.5 kilometres from the Cheltenham Spa Railway Station.
5.1.3 Figure 5.1 illustrates the location of the site in the context of the surrounding highway network.
5.2 Transport Assessment Study Area
5.2.1 Discussions with GCC as part of the Scoping phase of this TA identified the requirement for a number of locations to be considered in relation to traffic movements associated with the site and the development proposals.
5.2.2 A pragmatic approach was agreed which sought to focus on the primary connections between the site and the local highway network, representing the initial points of contact where movements would be most concentrated and thereby reflecting the dissipation of development traffic with distance from the site, over the local network.
5.2.3 In terms of the local highway network, the study area has been defined and agreed with Gloucestershire County Council to include the following junctions:
• Hatherley Lane / Access Road Roundabout • Access Road / Site Access Roundabout • Access Road / Car Park Access T Junction • Access Road / Pinewood Drive Roundabout
5.2.4 From the perspective of the wider network, the following junctions have been identified and agreed with GCC as required for the purposes of the TA analysis:
• A40 Gloucester Road / Hatherley Lane (Nap Benhall Access junction) • A40 Gloucester Road / A4013 Princess Elizabeth Way Roundabout (Benhall Roundabout) • A4013 Princess Elizabeth Way / Access Road
Transport Assessment December 2008 24 Integrated Accommodation Services NAP Benhall New Build
5.2.5 In order to provide further certainty regarding the relative impact of the development proposals, liaison with GCC as part of the preparation of this TA identified the anticipated changes in terms of traffic flows at each of the wider highway links, as identified above. This information is summarised in Chapter 7 in terms of net impact, and confirms a negligible impact in terms of traffic flows at the junctions located in the immediate vicinity of the site, dissipating with distance.
5.2.6 Each of the identified junctions has also been considered in terms of its operational effectiveness, taking into consideration the Ratio of Flow to Capacity or Saturation and the resultant queue, for the without and with development scenarios (see Chapter 9).
5.2.7 The TA study area is summarised in Figure 5.2.
5.3 Transport Assessment Data Sources
5.3.1 Manual Classified Count (MCC) traffic surveys were undertaken at each of the local highway network junctions for the 12 hour period 07:00 – 19:00. This confirmed that the traditional peak hours (08:00-09:00 and 17:00-18:00) are prevalent in the locality. The surveys were all undertaken on Thursday 23rd October 2008. A site visit was undertaken to coincide with the data collection which allowed for additional on-site data to be collected, such as:
• Observed queue measurements • Lane usage • Degree of Saturation
5.3.2 As agreed with GCC, baseline conditions for the wider highway network were derived using the county’s Central Severn Vale (CSV) 2016 SATURN model. The SATURN flows obtained for the wider network were factored to 2008 using the growth rates calculated in Chapter 7 of this document. This was undertaken to bring the respective sources of traffic flow data to a common baseline, and to enable the respective base junction models to be calibrated to on site observations.
5.3.3 Due to the differing sources of traffic data, it is logical that some discrepancies in flows may exist, and as such, the local and wider highway network elements have been treated as discreet elements. However, to ensure a level of consistency between the two, checks were undertaken at each location where the two datasets overlap.
5.3.4 The main instance where this was identified between the two datasets occurred in the AM peak; with 405 fewer vehicles counted on site compared to the factored 2008 CSV SATURN data, for those vehicles turning into Hubble Way from Princess Elizabeth Way. Notable observed differences were also observed at the Telstar Way/Fiddlers Green roundabout.
5.3.5 Given that all committed developments have been completed on Hubble Way / Telstar Way, it can be assumed that count data accurately represents the existing scenario and the future case (when the growth factor is applied) for this area of road network. Therefore, the movements into Hubble Way from Princess Elizabeth Way and from Fiddlers Green to Telstar way have been factored down to the existing count level, with the appropriate movements subtracted from the upstream flows feeding this junction.
Transport Assessment December 2008 25 Integrated Accommodation Services NAP Benhall New Build
5.3.6 The resultant 2008 Baseline traffic flows are shown in Figures 5.3 and 5.4 for the AM and PM peak hours, respectively.
5.3.7 The remainder of this chapter discusses the context of the local and wider highway network before moving on to assess the existing operation of the junctions within the identified study area.
5.4 Local Highway Network NAP Benhall Access / Hubble Road Roundabout
5.4.1 Access to the main entrance of NAP Benhall is afforded via an off slip from Hubble Way (west). The right turn into the site from Hubble Way east is banned, meaning that the off slip lane acts as the primary approach to the main site access, via this discreet dedicated off slip. The main access to the site is therefore facilitated from Telstar Way to the west, via the Telstar Way roundabout.
5.4.2 The function of the roundabout is to provide give-way priority between those egressing the main site onto the local network, and those using Hubble Way. Therefore, left or right hand turns onto Hubble Way can be made at the roundabout to exit the site via the A4013 Princess Elizabeth Way to the west or A40 Gloucester Road to the south, respectively.
5.4.3 A bus stop is located on the eastern arm of the roundabout for eastbound traffic. This is situated approximately 20 metres from the junction, with on street parking not permitted in the vicinity of the junction. There is also a disused southern arm of the roundabout (stubby).
Hubble Road / Car Park ‘D’ Access Priority Junction
5.4.4 Immediately to the east of the roundabout described above is a priority junction which provides access to car park ‘D’. This junction in its existing format has restricted movements that result in a left-in and left-out configuration. Approximately 40 metres south of the junction is the access to the car park, which is barrier controlled.
Hubble Road / Pinewood Drive Roundabout
5.4.5 The Hubble Road / Pinewood Roundabout comprises a conventional four-arm configuration and is located to the north east of the car park ‘D’ access. From Hubble Road, this provides connection to the Hubble Road / A4013 Princess Elizabeth Way junction to the east, the Sotherby Drive residential area to the north, and car park ‘F’ to the west. The western arm also serves as an emergency access to the NAP Benhall site.
Telstar Way Roundabout
5.4.6 The four arm roundabout to the west of the main site access is known as the Telstar Way Roundabout. This connects Hubble Way with Hatherley Lane and Fiddlers Green to the North, the newly constructed residential area to the west, and the A40 Gloucester Road to the south.
Transport Assessment December 2008 26 Integrated Accommodation Services NAP Benhall New Build
5.4.7 Telstar Way roundabout has a non standard configuration, with the right turn and U turn banned from Hubble Way, and the left turn effectively serving the discreet movement from the roundabout with the respective lane forming a segregated give way with the southern arm (Telstar Way).
Fiddlers Green Lane / Telstar Way Roundabout
5.4.8 The Fiddlers Green Lane / Telstar Way roundabout is situated to the north of the Telstar Way roundabout and consists of a three arm mini roundabout. This junction allows access to residential areas immediately to the north and west of the site. It is noted that all three-entry arms are single lane entry.
5.5 Wider Highway Network Hubble Road / A4013 Princess Elizabeth Way Junction
5.5.1 This junction is located to the north east of the site, and consists of a three-arm Vehicle Actuated (VA) Signalised junction, offering access from Hubble Way to the A40 Benhall Roundabout (South) and Coronation Square to the north, both via Princess Elizabeth Way.
5.5.2 The southbound and northbound approaches to this junction both consist of two lanes, with a dedicated right turn lane from the north (into Hubble Way) and a straight ahead / left turn lane from the south. The right turn movement from the north was observed to extend into the middle of the junction, where the equivalent of up to 3 car vehicles can be stored, which turn in gaps in the opposing northbound stream or during the indicative arrow phase at the end of the full green. The Hubble Way arm also has two approach lanes, which are segregated into left and right turn lanes.
5.5.3 Staggered pedestrian crossings are provided on the western and northern arms the junction and guardrails are provided in the central refuge areas. A staggered pedestrian crossing is also provided further to the south of the junction, although this is located in connection with the pedestrian desire line, which exists at the Benhall roundabout junction.
Benhall Roundabout
5.5.4 Benhall Roundabout is located to the south of the Hubble Road / A4013 Princess Elizabeth Way junction and comprises a three arm signalised roundabout, with three lane signalised approaches from the A40 Gloucester Road (West), and Princess Elizabeth Way to the north. A two lane signalised approach is afforded from the A40 Gloucester Road (East). For each of these links, a respective set of signals are located immediately upstream of the approach on the circulatory carriageway of the roundabout, which comprises two lanes.
5.5.5 The junction operates under Cableless Link Facility (CLF) control, meaning that the junction is effectively managed using three ‘stage streams’, one for each of the approaches to the roundabout. The offsets between each of these stage streams are optimised within maximum timing plan settings.
Transport Assessment December 2008 27 Integrated Accommodation Services NAP Benhall New Build
A40 Gloucester Road / Telstar Way Signalised Junction
5.5.6 The A40 Gloucester Road / Hubble Road Junction is signal-controlled, operating under MOVA control. MOVA (Microprocessor Optimised Vehicle Actuation) is an adaptive control system that monitors the profile of traffic demand and queues on each of the approaches to the junction, and adjusts the timings accordingly.
5.5.7 The junction comprises three arms. The major arms comprise of the A40 Gloucester Road (West), a three-lane approach with left lane filter, and the A40 Gloucester Road (East), a three- lane approach with a designated right turn lane. Telstar Way comprises the minor arm of the junction and currently serves as the main connection point for vehicles travelling to and from the main access of the NAP Benhall site.
5.5.8 Whittington Road is located to the south of this junction, however access can only be gained when approaching the junction from the east via a designated left lane filter. Likewise when entering the junction from Whittington Road, a give way to the A40 Gloucester Road travelling west (left-turn) is provided. Due to the relatively limited demand associated with this approach, this arm of the junction is not signalised.
5.5.9 Staggered pedestrian crossings are provided on the A40 Gloucester Road eastern arm and Telstar Way. The crossings are staggered within the stage sequence, and also permit the transit of cyclists.
5.6 Baseline Junction Capacity Analysis
5.6.1 In order to consider the existing operation of the identified highway junctions, analysis has been undertaken to determine their respective performance in order to inform the relative scale of influence that the proposed scheme is expected to have. Industry standard software programs were used in this process with PICADY (version 5) for priority junctions, ARCADY 6 for Roundabouts, LINSIG (version 2,4,10,0) for signalised junctions and TRANSYT (12.1 AF) for the signalised roundabout.
5.6.2 PICADY and ARCADY junction models are governed by the Ratio of Flow to Capacity (RFC) where 1.000 is equivalent to the theoretical maximum capacity of a junction and 0.850 as the recommended operational capacity threshold. Queue lengths have also been determined for each of the junctions, expressed as the number of vehicles.
5.6.3 LINSIG and TRANSYT junction models are governed by the Degree of Saturation, where 100% is equivalent to the theoretical maximum operational capacity of the junction. The most efficient operation of the junction however, is taken at 90%, where the use of the available greentime is maximised to the benefit of balancing the traffic demand on the various approaches to the junction. Mean Maximum Queues are expressed in Passenger Car Units (PCU).
Transport Assessment December 2008 28 Integrated Accommodation Services NAP Benhall New Build
Local Highway Network
NAP Benhall Access / Hubble Road Roundabout
5.6.4 The junction analysis has been undertaken using ARCADY, taking into account the 2008 Baseline traffic flows for the AM and PM peaks. The results of this analysis are summarised below in Table 5.1.
TABLE 5.1 ARCADY Junction Analysis, NAP Benhall Access / Hubble Road, 2008 Base AM (0800:0900) PM (1700-1800) Arm RFC Queue RFC Queue Hubble Road (W) 0.288 0.4 0.118 0.1 NAP Benhall Access 0.016 0.0 0.210 0.3 Hubble Road (E) 0.068 0.1 0.171 0.2
5.6.5 The ARCADY results indicate that the junction currently operates within the recommended capacity threshold and that queuing does not exceed one vehicle at any time during the peak hours. The operation of the base model, with limited queuing at any give-way line on any arm is confirmed by on site observations during the AM and PM peaks at these locations.
Hubble Road / Car Park ‘D’ Access Priority Junction
5.6.6 The effective operation of the junction between Car Park ‘D’ and Hubble Road comprises a left- in left-out priority junction. A flare is provided for traffic joining the Hubble Road westbound and this has been modelled as part of the PICADY analysis, the results of which are summarised below in Table 5.2.
5.6.7 It was noted that a number of banned right turn movements were made from Hubble Road (Eastbound) in the AM peak, into the car park, and this movement has therefore been modelled as part of the junction analysis in order to ensure that the performance of the junction in the existing scenario accurately reflects its operation on the ground.
TABLE 5.2 PICADY Junction Analysis, Site Access / Hubble Road, 2008 Base AM (0800:0900) PM (1700-1800) Arm RFC Queue RFC Queue
Car Park to Hubble Road (West) 0.012 0.1 0.161 0.2
Car Park to Hubble Road (East) 0.003 0.0 0.123 0.1 - Illegal Turn Hubble Road (West) to Car Park 0.293 0.4 0.002 0.0 – Illegal Turn
Transport Assessment December 2008 29 Integrated Accommodation Services NAP Benhall New Build
5.6.8 The PICADY results indicate that the junction currently operates within the recommended capacity threshold for the access / egress at this location and that queuing does not exceed one vehicle at any time during the peak hours.
Hubble Road / Pinewood Drive Roundabout
5.6.9 Table 5.3 below outlines the results of the assessment, utilising ARCADY, for the baseline 2008 scenario for the Hubble Road/Pinewood Drive roundabout.
TABLE 5.3 ARCADY Junction Analysis, Hubble Road / Pinewood Drive Roundabout, 2008 Base AM (0800:0900) PM (1700-1800) Arm RFC Queue RFC Queue Hubble Road (S) 0.199 0.2 0.313 0.5 Hubble Road (W) 0.001 0.0 0.110 0.1 Pinewood Drive 0.033 0.0 0.028 0.0 Hubble Road (E) 0.103 0.2 0.106 0.1
5.6.10 The analysis indicates that all arms of this junction operate within the recommended capacity threshold in the AM and PM peaks, with Hubble Road (S) in the PM peak being the only arm of the four to display any form of queuing at 0.5 vehicles, with an associated RFC of 0.313.
5.6.11 The above results accord closely with on site observations, which illustrate minimal queuing at any point during the AM and PM peak hours.
Telstar Way Roundabout
5.6.12 ARCADY has been utilised to model the Telstar Way roundabout, which has a non standard configuration. The Hubble Road arm effectively operates, and is modelled, as an exit only in the context of the roundabout operation, given that the westbound Hubble Road approach has a dedicated left turn which has a give way priority with Telstar Way, to the south of the roundabout.
TABLE 5.4 ARCADY Junction Analysis, Telstar Way Roundabout, 2008 Base AM (0800:0900) PM (1700-1800) Arm RFC Queue RFC Queue Telstar Way (N) 0.738 2.7 0.229 0.3 Telstar Way (S) 0.713 2.4 0.240 0.3 Residential Access Road 0.008 0.0 0.000 0.0
5.6.13 The operation of the roundabout, as summarised in Table 5.4, is shown to be within the recommended capacity threshold in both the AM and PM peak hours.
5.6.14 As previous, the modelling results have been compared and calibrated using on-site observations, including analysis of the queues on the approaches to the junction. In this case, the modelled queue on the southbound approach to the junction (from Telstar Way North) of
Transport Assessment December 2008 30 Integrated Accommodation Services NAP Benhall New Build
approximately 3 vehicles is less than the maximum observed queue of 12 vehicles, which occurred at 8.30 in the AM peak. This queue was observed to have cleared however, before 8.45am.
5.6.15 The queuing was observed to occur as a result of the left-turn demand onto Hubble Road turning in the gaps between the more dominant flow of vehicles approaching the roundabout from the south and turning right onto Hubble Road, at that particular point in the hour.
Fiddlers Green Lane / Telstar Way Roundabout
5.6.16 A 2008 Baseline test has been undertaken for the Fiddlers Green Lane and Telstar Way roundabout using ARCADY for both the AM and PM peak hours. The summary of the results of these tests is shown below in Table 5.5.
TABLE 5.5 Fiddlers Green Lane and Telstar Way Roundabout 2008 Base scenario AM (0800-0900) PM (1700-1800) Arm RFC Queue RFC Queue Fiddlers Green Lane (N) 0.266 0.4 0.418 0.7 Telstar Way 0.067 0.1 0.158 0.2 Fiddlers Green Lane (S) 0.437 0.8 0.280 0.4
5.6.17 The results of the ARCADY tests show that the junction is operating below the recommended capacity threshold in both the AM and PM peak hours with vehicular queue lengths remaining at a level of below 1 vehicle on all arms. The highest level of queuing recorded occurred on the Fiddlers Green Lane (S) arm with a maximum queue of 0.8 vehicles with an associated RFC of 0.437. The results of the test correspond with observations made on-site.
Wider Highway Network
5.6.18 The three signalised junctions located within the wider study area were modelled using LINSIG and TRANSYT. Data was sourced from GCC and the CSV SATURN model to inform the junction tests, where available, whilst on site observations relating to Saturation flows and queue lengths were recorded in the AM and PM peak hours to calibrate the respective models.
5.6.19 Junction Site Layout Drawings (SLD) were obtained from Gloucestershire County Council and used as the basis for the junction modelling of the signalised junctions. Signal timing sheets were only available for the A40 Gloucester Road / Telstar Way Junction, and the remaining junction models have therefore been based on information available from the respective SLDs and supplemented by the data collected on site, including the observed phasing and staging sequences.
Hubble Road / A4013 Princess Elizabeth Way Junction
5.6.20 Table 5.6 and 5.7 below summarise the LINSIG results obtained for the AM and PM peak hours at the Hubble Road / A4013 Princess Elizabeth Way Junction. In order to confirm the validation of the model, the predicted queue lengths calculated by LINSIG were compared against on-site observations. This identifies that the model does provide a reasonable representation of the operation of the junction.
Transport Assessment December 2008 31 Integrated Accommodation Services NAP Benhall New Build
TABLE 5.6 LINSIG Junction Analysis, Hubble Road / A4103 Princess Elizabeth Way Junction, 2008 AM Peak Base Degree of Modelled Mean Observed Mean Arm Saturation (%) Max Queue (pcu) Queue (pcu) PEW (South) Left and Ahead 42.5 7.0 8 Hubble Road Left 8.2 0.5 1 Hubble Road Right 26.5 1.3 1 PEW (North) Ahead 66.7 7.3 5 PEW (North) Right 11.3 0.4 1 Cycle Time (Secs) 47 PRC (%) 34.9
TABLE 5.7 LINSIG Junction Analysis, Hubble Road / A4103 Princess Elizabeth Way Junction, 2008 PM Peak Base Degree of Modelled Mean Observed Mean Arm Saturation (%) Max Queue (pcu) Queue (pcu) PEW (South) Left and Ahead 60.9 8.5 10 Hubble Road Left 35.3 2.3 3 Hubble Road Right 54.5 2.9 2 PEW (North) Ahead 74.2 8.3 5 PEW (North) Right 7.0 0.3 2 Cycle Time (Secs) 40 PRC (%) 21.2
5.6.21 In constructing the model, it was noted that vehicles travelling from Princess Elizabeth Way (North) to Princes Elizabeth Way (South) have a one-lane entry arm but a three-lane exit arm respectively. This therefore indicates that traffic will disperse as they exit the junction, in effect creating a funnel. In order to replicate this funnel effect within the LINSIG junction model a short flare of 3 Passenger Car Unit’s (PCU’s) has been modelled on the approach to the junction and a comparison of the resultant modelled and observed queues indicate a good level of model validation.
5.6.22 As Table 5.6 and Table 5.7 indicate, the junction is operating within the recommended capacity threshold on all arms of the junction, with a mean maximum queue of 7.3 vehicles observed in the AM peak on the Southern Arm of the Princess Elizabeth Way junction. The remaining arms all within operational capacity (90%) at which the management of delay and vehicle flow is at its optimum cycle time of 47 seconds in the AM peak and 38 seconds in the PM peak respectively.
Benhall Roundabout
5.6.23 As a signalised roundabout operating under CLF, the offsets between each of the stage streams are optimised within maximum timing plan settings. The junction has therefore been modelled using TRANSYT (v 12 AF), as the best available tool to reflect the operation of this junction.
5.6.24 Given the absence of a signal timing plan for the roundabout, information obtained from the Signal Layout Drawing (SLD) and on-site observations were input into LINSIG (v 2,4,10,0) as pre-cursor to determining the initial stage settings and stage change times which are the basic
Transport Assessment December 2008 32 Integrated Accommodation Services NAP Benhall New Build
parameters to be input into TRANSYT. The results of the 2008 baseline analysis are summarised below in Tables 5.8 and 5.9, for the AM and PM peaks respectively.
TABLE 5.8 TRANSYT Junction Analysis, Benhall Roundabout, 2008 AM Peak Base Degree of Modelled Mean Observed Mean Arm Saturation (%) Max Queue (pcu) Queue (pcu) A40 West Left Turn 28 3 2 A40 West Ahead 35 6 8 Princess Elizabeth Way 51 15 12 A40 East Ahead and Right 58 10 10 A40 East Ahead 56 10 10 Cycle Time (Secs) 80
TABLE 5.9 TRANSYT Junction Analysis, Benhall Roundabout, 2008 PM Peak Base Degree of Modelled Mean Observed Mean Arm Saturation (%) Max Queue (pcu) Queue (pcu) A40 West Left Turn 48 8 6 A40 West Ahead 63 18 22 Princess Elizabeth Way 50 12 10 A40 East Ahead and Right 61 9 10 A40 East Ahead 58 9 10 Cycle Time (Secs) 70
5.6.25 Saturation flow and average queue information was observed on site and has been incorporated as part of the analysis, in order to ensure that the modelling validates well compared to how the junction operates on the ground. The results presented above therefore identify that the model reasonably represents the actual operation of the roundabout.
5.6.26 In both the AM and PM peak hour scenarios, the junction is shown to operate within the recommended capacity threshold of 90% saturation, per link. The model suggests that in the AM peak, the largest queue occurs on the Princess Elizabeth Way approach to the junction, which comprises left and right turn flares.
A40 Gloucester Road / Telstar Way Signalised Junction
5.6.27 Table 5.10 and 5.11 below present the results of the junction capacity analysis, in terms of the Practical Reserve Capacity (PRC), degree of saturation and queue length for the A40 Gloucester Road / Telstar Way junction.
5.6.28 The SLD identifies that the junction has a number of potential stages that can run within its operational parameters, including pedestrian, left turn filter and right turn indicative arrow phase arrangements, based on the detected level of demand. On site observations were therefore referred to in order to ensure that the modelling of the junction reflects the actual operation and the staging arrangements which are employed to cater for the peak traffic demand.
Transport Assessment December 2008 33 Integrated Accommodation Services NAP Benhall New Build
TABLE 5.10 LINSIG Junction Analysis, A40 Gloucester Road / Telstar Way Signalised Junction, 2008 AM Peak Base Degree of Modelled Mean Observed Mean Arm Saturation (%) Max Queue (pcu) Queue (pcu) A40 East Right 11.9 0.5 3 A40 East Ahead 82.3 29.5 24 A40 East Left 2.3 0.2 0 A40 West Ahead 88.7 26.4 24 A40 West Left 85.9 12.6 11 Telstar Way Right 88.2 10.3 9 Telstar Way Left 22.3 2.0 1 Cycle Time (Secs) 62 PRC (%) 1.5
TABLE 5.11 LINSIG Junction Analysis, A40 Gloucester Road / Telstar Way Signalised Junction, 2008 PM Peak Base Degree of Modelled Mean Observed Mean Arm Saturation (%) Max Queue (pcu) Queue (pcu) A40 East Right 10.4 0.4 2 A40 East Ahead 87.3 30.5 34 A40 East Left 2.1 0.2 0 A40 West Ahead 89.3 23.1 20 A40 West Left 14.2 1.0 2 Telstar Way Right 64.9 4.5 8 Telstar Way Left 57.3 5.6 4 Cycle Time (Secs) 54 PRC (%) 0.8
5.6.29 As Table 5.10 and Table 5.11 illustrate, the junction is operating within the recommended capacity threshold in both the AM and PM peak hours. Both the A40 (W) and A40 (E) ahead movements however, in the AM and PM peak hours, are shown to be operating at close to 90% saturation, based on the modelled timing settings. The remaining arms are all operating within capacity (90%), with a Practical Reserve Capacity of 1.5% and 0.8% in the AM and PM peaks respectively, when the junction is optimised. All queues presented in the model are shown to conform reasonably closely to on site observations.
Transport Assessment December 2008 34 FIDDLERS GREEN LANE/ HUBBLE ROAD JUNCTION
FIDDLERS GREEN LANE
PINEWOOD DRIVE Emergency Access
A4013 PRINCESSELIZABETH WAY
Barrier for Car Park HUBBLE ROAD
HUBBLE ROAD HUBBLE ROAD/ A4013 PRINCESS ELIZABETH WAY/ PINEWOOD DRIVE HUBBLE ROAD JUNCTION ROUNDABOUT
Car Park F
Main Access HUBBLE ROAD Visitor Access/ HUBBLE ROAD/ Drop-Off Point CAR PARK D ACCESS JUNCTION Left in/Left out Only BENHALL ROUNDABOUT Barrier for Car Park SITE ACCESS/ HUBBLE ROAD ROUNDABOUT A40 GLOUCESTER ROAD
Blocked Arm HUBBLE ROAD TELSTAR WAY ROUNDABOUT Car Park D
Arm now Connected to Residential Area HATHERLEY LANE
A40 GLOUCESTER ROAD
A40 GLOUCESTER ROAD/ HUBBLE ROAD JUNCTION Key NOT TO SCALE Signalised Junction Crown Copyright. All rights reserved. License number 0100031673
Existing Highway Network Figure 5.1
Drawing Ref:M:\Development Control\D120585 NAP Benhall\Drawings\Freehand\Existing Highway Network NOT TO SCALE Crown Copyright. All rights reserved. License number 0100031673
Junction Study Area Figure 5.2
Drawing Ref:M:\Development Control\D120585 NAP Benhall\Drawings\Freehand\Study Area 27 217
334 121 69 7
A4013 Princess Elizabeth Way
0 0 1 0 0 0 Fiddlers Green Lane 13 32
74 49 986 97 0
8 2 105 5 11 128 152
Hubble Road
78
Hubble Road 702
154
929 0
12 83 15 230 91 155
498 245 92 58 44 10242 0 1 47 1 543 8 330 7 0 281 1123
0 0 1 0 A40 Gloucester Road 3 0 0 69 A40 Gloucester Road
2 175 808 426 74 7
30 626 1998 1431 26 NOT TO SCALE
A40 Gloucester Road 169 Crown Copyright. All rights reserved. License number 0100031673
Turning Movements Base 2008 AM 0800 - 0900 (in PCUs) Whittington Road Figure 5.3
Drawing Ref:M:\Development Control\D120585 NAP Benhall\Drawings\Freehand\Turning Movements 286 110
223 67 77 79
A4013 Princess Elizabeth Way
0 55 49 0 0 0 Fiddlers Green Lane 12 14
46 249 1035 235 3 2 17 44 1 327 11 93
Hubble Road
48
Hubble Road 819
173
1084 0
157 230 95 3171 4
626 144 32 1101 11 27 55 1 173 53 1 23 105 134 6 1 255 1175
0 0 0 0 A40 Gloucester Road 0 0 0 409 A40 Gloucester Road
0 436 142 155 264 6
99 30 2172 1379 25 NOT TO SCALE
A40 Gloucester Road 132 Crown Copyright. All rights reserved. License number 0100031673
Turning Movements Base 2008 PM 1700 - 1800 (in PCUs) Whittington Road Figure 5.4
Drawing Ref:M:\Development Control\D120585 NAP Benhall\Drawings\Freehand\Turning Movements Integrated Accommodation Services NAP Benhall New Build
6 Road Safety
6.1 Personal Injury Accident (PIA) Data
6.1.1 According to the Department for Transport’s (DfT) latest guidance on Transport Assessments (March 2007), road safety data has been sourced for the most recent three year period, such that the prevalence of any particular trends can be identified.
6.1.2 Personal Injury Accident (PIA) data has been obtained from Gloucestershire County Council’s Highways department for the period covering 1st January 2005 to 31st December 2007, which is the latest information currently available.
6.1.3 The study area to be considered was agreed with GCC as part of the Scoping Study for this TA, and comprises the highway network and junctions situated within the immediate vicinity of the proposed development site, as shown in Figure 6.1.
6.1.4 The reported PIA incidents are illustrated in Figure 6.2, according to their location and are categorised by severity.
6.2 Local Highway Network Hubble Road
6.2.1 Two incidents were recorded along the length of Hubble Road, both of which were slight in severity and believed to be caused by driver error. One involved a vehicle colliding with a cyclist, causing the cyclist to fall from their bicycle. The second accident was caused by a vehicle exiting the car park into the path of another vehicle, resulting in a collision.
Hubble Road / Site Access Roundabout
6.2.2 No incidents were recorded at the Hubble Road roundabout.
Telstar Way Roundabout
6.2.3 One incident was reported at this junction. The incident was reported as being of serious severity and involved a cyclist falling from their bicycle, due to a slippery road surface. It is understood that no other vehicles or road users were involved.
Hubble Road / Pinewood Drive Roundabout
6.2.4 No incidents were recorded at the Hubble Road / Pinewood Drive roundabout.
Transport Assessment December 2008 35 Integrated Accommodation Services NAP Benhall New Build
6.3 Wider Highway Network A40 Gloucester Road
6.3.1 There were two reported incidents along this section of road, between the Telstar Way junction to the west and the Benhall roundabout to the east. Both of these incidents were recorded as being slight in severity, and were caused by driver error. The specific causes of the accidents were a failure to overtake correctly whilst manoeuvring, whilst the other was attributed to loss of vehicle control.
A40 Gloucester Road / Telstar Way / Whittington Road Junction
6.3.2 One incident of slight severity was recorded at the junction of A40 Gloucester Road, Way and Whittington Road. The incident was caused by a vehicle colliding with the rear of a cyclist which in turn resulted in the cyclist falling off.
Benhall Roundabout (A40 Gloucester Road / Princess Elizabeth Way)
6.3.3 There were a total of six recorded incidents at Benhall roundabout, all of them being slight in severity. Four of the incidents were attributed to a lack of or late braking that resulted in rear shunts in all cases, incidents which are commonly associated with vehicles approaching a junction of this nature.
6.3.4 The remaining incidents were due to a motorcyclist losing control and falling off, whilst the other was caused by poor lane discipline on the driver’s behalf whilst driving around the roundabout which resulted in a vehicle collision.
Hubble Road / Princess Elizabeth Way Junction
6.3.5 At the junction of Hubble Road and Princess Elizabeth Way, one incident was recorded. This was the result of a driver failing to brake in time for the traffic lights and colliding with the rear of an already stationary vehicle. The incident was recorded as slight in severity.
6.4 Summary
6.4.1 The analysis of Personal Injury Accident (PIA) data, for the most recently available three year period, has identified that there were a total of 14 incidents which occurred within the study area of the NAP Benhall site. Of the fourteen recorded incidents, in terms of severity, there were no fatal, one serious and thirteen slight events.
6.4.2 It has been recognised that the primary causation of incidents were driver error rather than the occurrence of a particular cluster of incidents which could be improved through the delivery of highway measures. Furthermore, it is noted that none of the accidents referenced involved pedestrians.
Transport Assessment December 2008 36 NOT TO SCALE Crown Copyright. All rights reserved. License number 0100031673
Road Safety Study Area Figure 6.1
Drawing Ref:M:\Development Control\D120585 NAP Benhall\Drawings\Freehand\PIA Study Area Key Slight Serious NOT TO SCALE Crown Copyright. All rights reserved. Fatal License number 0100031673
Personal Injury Accident Plot by Severity and Location Figure 6.2
Drawing Ref:M:\Development Control\D120585 NAP Benhall\Drawings\Freehand\PIA Plot Integrated Accommodation Services NAP Benhall New Build
7 Trip Generation and Distribution
7.1 Traffic Growth Methodology
7.1.1 Consideration has been given to the baseline situation on the local highway network to establish the existing conditions in relation to the NAP Benhall site. However, in order to assess any relative implications arising from the proposed development, a future year scenario has been developed.
TEMPRO
7.1.2 The Government’s trip end model, TEMPRO (v5.2) was used to calculate appropriate traffic growth factors based on the Cheltenham (Authority) zone. As TEMPRO utilises planning data, this methodology allows for a local estimation for traffic growth taking into consideration planned residential and commercial growth in the area.
7.1.3 In this instance, growth factors have been calculated for the period 2008 to 2016 to allow for consistency with the CSV SATURN model. Table 7.1 presents the results of this calculation for the AM, PM and Average Weekday time periods. Factors from 2016 to 2008 have also been calculated, to allow for the CSV SATURN traffic flow data to be used in the baseline assessments, as discussed in Section 5.3. These factors are also presented in Table 7.1.
TABLE 7.1 TEMPRO Growth Factors for Cheltenham Authority AM Peak Period PM Peak Period Average Weekday Cheltenham Authority (0700-1000) (1600-1900) (0700-1900) 2008 to 2016 1.082 1.082 1.083 2016 to 2008 0.924 0.924 0.924
National Transport Model (NTM)
7.1.4 In addition to using TEMPRO, the NTM (April 2008) traffic growth predictions, which are expressed in vehicle kilometres, have also been extracted for ‘Urban Principal’ roads for the West Midlands area, which take account of regional and national trends, rather than local specificity of growth in isolation. This is shown in Table 7.2.
TABLE 7.2 NTM Growth Factors Future year Billion Vehicle km Percentage Growth 2003 7.0 - 2010 7.63 9% 2015 8.05 15% 2025 8.54 22%
Transport Assessment December 2008 37 Integrated Accommodation Services NAP Benhall New Build
7.1.5 The trends presented above in Table 7.2 have been extrapolated such that year-on-year forecasts can be derived and these have subsequently allowed 2008 – 2016 (and 2016 – 2008) scenarios to be established. Table 7.3 therefore presents the NTM growth factor for both 2008 to 2016 and 2016 to 2008.
TABLE 7.3 NTM Growth Factors 2008-2016 West Midlands Urban Principal NTM Factor 2008 to 2016 1.087 2016 to 2008 0.920
7.2 Applying Growth Rates
7.2.1 The April 2003 TEMPRO Guidance Note indicates that TEMPRO growth rates should not be used in isolation to forecast the background growth in traffic, but that they should be used to tailor national forecasts (i.e. in the guidance NRTF97 is recommended) to take account of local characteristics and period profiles. The method for applying this refinement is according to the following formula:
Local TEMPRO / National TEMPRO x National Road Traffic Forecast
7.2.2 However, as the NTM (2008) dataset offers a more up to date estimation of growth than provided by NRTF (1997), this has been taken forward using the formula as follows:
Local TEMPRO / National TEMPRO x NTM Regional
7.2.3 Tables 7.4 to 7.6 therefore present the revised TEMPRO growth factors, according to the above formula.
TABLE 7.4 Adjusted growth factors – AM Peak Adjusted Time period Local TEMPRO National TEMPRO NTM Regional Growth Factor 2008 to 2016 1.068 1.073 1.087 1.082 2016 to 2008 0.936 0.932 0.920 0.924
TABLE 7.5 Adjusted growth factors – PM Peak Adjusted Time period Local TEMPRO National TEMPRO NTM Regional Growth Factor 2008 to 2016 1.068 1.073 1.087 1.082 2016 to 2008 0.936 0.932 0.920 0.924
Transport Assessment December 2008 38 Integrated Accommodation Services NAP Benhall New Build
TABLE 7.6 Adjusted growth factors – Average Weekday Adjusted Time period Local TEMPRO National TEMPRO NTM Regional Growth Factor 2008 to 2016 1.070 1.075 1.087 1.083 2016 to 2008 0.934 0.931 0.920 0.924
7.2.4 Table 7.7 summarises the adjusted growth rates which will be taken forward in this Transport Assessment (TA).
TABLE 7.7 Summary of Growth Factors Time period AM Peak PM Peak Average Weekday 2008 to 2016 1.082 1.082 1.083 2016 to 2008 0.924 0.924 0.924
7.2.5 The traffic growth factors presented in Table 7.7 above have therefore been taken forward as part of this assessment, to establish the future, and base year scenarios. In this instance, the AM Peak growth rates have been used for the time period 0700-1000, the PM Peak rates for 1600-1900 and Average Weekday for the remaining time periods.
7.2.6 As a result, the growth rates presented above have been applied to the observed 2008 Baseline turning movements in order to consider the anticipated traffic flows in the 2016 Do Minimum scenario. Growth has not been applied to the junctions for which CSV SATURN model data has been provided, as this data is already forecast for 2016 and in addition to background growth, also includes allowances for committed developments in the area.
7.2.7 The 2016 Do Minimum traffic flows are illustrated in Figures 7.1 and 7.2, for the AM and PM peaks respectively.
7.3 Committed Developments
7.3.1 The CSV SATURN model for 2016 is designed to reflect the Regional Spatial Strategy and therefore the estimated growth in housing and employment within the area. Committed developments included in the SATURN modelled area in the vicinity of the site are therefore as follows:
• Fiddlers Green housing (to the west and east of Fiddlers Green Lane); • The area around Caburn Gardens and Galileo Gardens; • The housing development adjacent to the GCHQ site access junction (Hackwood Drive); • The NAP Benhall site; and • A housing development to the north-west of Benhall Roundabout (Sotherby Drive)
Transport Assessment December 2008 39 Integrated Accommodation Services NAP Benhall New Build
7.3.2 Furthermore, the flows derived from SATURN informing the highway impact assessment will also include wider traffic passing the site associated with other schemes in the model area.
7.4 Trip Generation Vehicular Trip Generation
7.4.1 In order to consider the relative implications of the development proposals, it is necessary to calculate the number of vehicular trips that are anticipated to be generated, as a result of the scheme.
7.4.2 A survey was undertaken to identify the level of trips in the AM and PM peaks generated by the 800 staff who will be relocating from the Oakley site. However, it was surmised that the number of trips did not fairly reflect the likely trip generation once relocated to NAP Benhall, given that the level of parking available will constrain private vehicular use to a greater degree than at Oakley, where 700 parking spaces are currently available compared to the 465 proposed at NAP Benhall.
7.4.3 The industry standard software programme TRICS (2008b) was therefore used in order to establish the likely profile of the quantity of vehicles arriving and departing to and from the NAP Benhall site, over and above the existing generation of the site.
7.4.4 The use of TRICS enables trip generation rates to be derived based on a selection of sites with similar characteristics including Gross Floor Area (GFA) and / or employee numbers, site location and accessibility. In this instance, the number of employees was considered as the principal factor in the calculations by virtue of the specific characteristics and security requirements of the site.
7.4.5 Section 2.4 discussed the hours of operation for the site, with the NAP Benhall facility operating a 24-hour day system which results in trips being slightly more spread, rather than concentrated to the traditional daytime period. Notwithstanding this, Figure 2.2 demonstrated how the key operational times for the site occur during the morning and evening periods when vehicles arrive to and leave from the site. This coincides with the peak traffic times for the local highway network (0800-0900 and 1700-1800), as identified as part of SW discussions with GCC in relation to the scope of this assessment, and the CSV SATURN Model.
7.4.6 Therefore, sites have been selected within the TRICS database that reflect a similar profile to NAP Benhall in relation to the main hours of operation between the 12 hour period 0700-1900.
7.4.7 A total of eleven sites were selected in TRICS, using the ’office’ land use category. This has enabled an arrivals and departures profile to be calculated for the AM (0800-0900) and PM (1700-1800) peak hours, with the results of the analysis presented below in Table 7.8. Appendix C provides information of the sites selected, and the associated TRICS output files.
TABLE 7.8 TRICS Calculated Vehicular Trip Generation Rates (per employee) Arrivals Departures Combined AM 0.24 0.03 0.27 PM 0.03 0.19 0.22
Transport Assessment December 2008 40 Integrated Accommodation Services NAP Benhall New Build
7.4.8 The vehicular trip generation presented in Table 7.8 above represents a per employee vehicular trip rate. It is understood that the proposed development will enable the re-location of approximately 800 employees from the Oakley site, to the east of Cheltenham, to the proposed new facilities at the NAP Benhall site.
7.4.9 By applying the trip rates presented in Table 7.8 to the number of employees anticipated to use the new facilities, the number of trips associated with the NAP Benhall site can be calculated for the AM and PM peak hours. The results of this calculation are presented in Table 7.9 below, and represent the level of trips that will be expected to be generated, in isolation of measures such as Travel Planning and the promotion of sustainable modes of transport, which could reduce the level of trips associated with the NAP Benhall site.
TABLE 7.9 Estimated NAP Benhall Trips associated with the proposed scheme Arrivals Departures Combined AM 191 21 212 PM 21 154 175
7.4.10 Analysis of Table 7.9 indicates that the proposed development will generate approximately 212 combined trips in the AM Peak Hour, and 175 in the PM Peak Hour, in addition to the trips which are currently generated by the NAP Benhall facility. It should be borne in mind however, that although these trips will be additional to the site, they effectively represent the relocation of staff from the existing Oakley site, rather than completely new trips.
7.4.11 The quantity of trips associated with the proposed new facility at the NAP Benhall site therefore represents a re-distribution of existing trips which are already on the highway network (currently associated with the Oakley facility), as opposed to new trips. However, given the differing contexts in parking per employee between the two sites, it is envisaged that the associated trip levels in the AM and PM peak will differ.
7.4.12 In order to account for this re-distribution of trips, as discussed, an assessment has been made of the quantity of trips associated with the Oakley site. A traffic survey was undertaken at the entrance of the Oakley site. The results of this analysis are presented in Table 7.10, and represent the level of vehicular trips associated with unconstrained conditions at this site.
TABLE 7.10 Oakley site vehicular traffic information Arrivals Departures Combined AM 218 5 223 PM 5 147 152
7.4.13 Analysis of Table 7.10 indicates that the Oakley site generates approximately 223 combined trips in the AM Peak Hour and 152 in the PM Peak Hour. This data is commensurate with the trip generation analysis that has been established using the TRICS database and has been used to establish any effects of the re-distribution of traffic associated with the development proposals. This is discussed further using the trip distribution information presented below.
Transport Assessment December 2008 41 Integrated Accommodation Services NAP Benhall New Build
Modal Share
7.4.14 As part of the consideration of trip generation, it is important t consider the relative modal share likely to be exhibited by employees travelling to and from work. Journey to work information has been used to determine the local travel mode split for the site as shown in Table 7.11. This illustrates that the percentage of people driving a car or van to work accords closely with the trip levels proposed, given that the maximum parking demand has been shown in Section 8.5 to total 460. The level of parking demand is therefore commensurate with the modal split attributable for Car Drivers, if one considers that 57% of 800 is equivalent to 456 car drivers.
TABLE 7.11 Estimated Modal Share Mode Modal Car Car Public Home Share Walking Cycling Motorcycle Driver Passenger Transport Working Relocated 57% 5% 11% 8% 6% 2% 11% Staff
7.4.15 The most important trend to draw from this table is that a high level of walking and cycling are estimated at 11% and 8% respectively, which is greatly above the average split for the local level, and hence highlights the importance of these modes for travelling to and from the site.
7.4.16 The use of Public Transport also forms part of a majority of people’s journeys to work at 5%, and identifies the opportunity to promote such use in the context of the revised Travel Plan to be delivered on site.
7.5 Trip Distribution
7.5.1 As discussed above, the development proposals will result in the re-location of employees at the Oakley site to the new facility at NAP Benhall, and an associated re-distribution of trips on both the wider and local highway network.
7.5.2 It has been assumed in preparing the distribution, that traffic associated with the new build will route to and through the Main Site access, given that car parking provision associated with this will be internal to the main security cordon. The construction of the new build, will also decant 614 existing car spaces to the new multi level car park, however these will remain internal to the main security cordon accessed through the Main Gate only. Therefore it is assumed that no local rerouting of traffic will occur between the three car park access points, as shown in Figure 5.1.
Strategic Distribution
7.5.3 In order to quantify the effects of the relocation in relation to distribution of traffic, postcode information for current employees of the Oakley site was used to establish the existing distribution of vehicular trips in combination with the industry standard software programme ArcView GIS (3.2a).
Transport Assessment December 2008 42 Integrated Accommodation Services NAP Benhall New Build
7.5.4 A total of six feeder route choices were identified using a combination of a web-based route planner and local highway information gained from site visits. For continuity, the same route choices were used for both the Oakley and NAP Benhall sites, however the proportion of employees using the identified routes differed due to the respective locations of the sites, either side of Cheltenham.
7.5.5 Table 7.12 presents the results of the analysis for both the Oakley and NAP Benhall sites.
TABLE 7.12 Proportional Distribution for existing and proposed sites Route Oakley Site NAP Benhall site A40 West 34.9% 40.41% A46 1.43% 1.43% A435 South 2.04% 2.04% A40 East 3.06% 3.06% A435 North 15.51% 10.00% Cheltenham 43.06% 43.06% TOTAL 100% 100%
7.5.6 As Table 7.12 identifies, the relocation of employees to the NAP Benhall site will result in a slight change in the distribution of trips on the highway network; however further detail is required to establish any impact on the local network, with Cheltenham representing the origin of approximately 43% of all journeys, for both sites.
7.5.7 The location of the existing and proposed sites to the east and west of Cheltenham respectively has an effect on the local distribution of trips originating within Cheltenham. Consideration has therefore been given to the trips using the A4013 Princess Elizabeth Way and A40 Gloucester Road in the vicinity of the site, as discussed below, as these connections provide the primary access points between the site and the local network and are therefore likely to be the most used routes, with any additional traffic dissipating with distance from the site.
Local Distribution – Cheltenham to Oakley site
7.5.8 Table 7.12 identifies that approximately 43% of traffic travelling to the Oakley site originates within the Cheltenham area. As the Oakley site is located to the east of Cheltenham, it follows that a proportion of this traffic will not pass through the identified links (A4013 Princess Elizabeth Way and the A40 Gloucester Road), which are located to the west of Cheltenham. For example, an employee living in central Cheltenham and commuting to the Oakley site is unlikely to use the identified links.
7.5.9 It has therefore been assumed that approximately 10% of the trips originating from within Cheltenham and travelling to the Oakley site could pass along said links; i.e. 4.3% of the total distribution. Of this 4.3%, it has been further assumed that 23% would originate from the area around the A4013 Princess Elizabeth Way, 54% from the A40 Gloucester Road east of the Princess Elizabeth Way junction, and the remaining 23% from the A40 Gloucester Road west of the Princess Elizabeth Way junction. Table 7.13 summarises the assumptions made.
Transport Assessment December 2008 43 Integrated Accommodation Services NAP Benhall New Build
TABLE 7.13 Assumptions for trips originating within Cheltenham travelling to Oakley site Proportion of Description Oakley trips Total proportion originating within Cheltenham 43% Proportion originating to west of identified links 4.3% Proportion originating from area in proximity to Princess Elizabeth Way 1% Proportion originating from area in proximity to Gloucester Road West 1% Proportion originating from area in proximity to Gloucester Road East 2.3%
Cheltenham to NAP Benhall site
7.5.10 The re-location of the office facilities to the west of Cheltenham as part of the NAP Benhall site may result in an increase in the amount of trips originating within Cheltenham passing through the identified links. To follow the above example, an employee commuting from central Cheltenham to the NAP Benhall site may now use the identified links as part of their daily commute.
7.5.11 It has therefore been assumed that approximately 90% of the trips originating within Cheltenham and travelling to the NAP Benhall site would use the A4013 Princess Elizabeth Way or A40 Gloucester Road east of the Princess Elizabeth Way junction on their commute to work. i.e. 39% of total trips travelling to the NAP Benhall site will pass through the A4013 Princess Elizabeth way or A40 Gloucester Road east of the Princess Elizabeth Way junction.
7.5.12 The distribution of trips has therefore been split equally through both links i.e. 19.5% of total trips along each link.
7.5.13 It follows that the remaining 10% of Cheltenham traffic (i.e. 4.3% of the total distribution) will originate within proximity of the A40 Gloucester Road to the west of the Princess Elizabeth Way junction, as presented in Table 7.14.
TABLE 7.14 Assumptions for trips originating within Cheltenham travelling to NAP Benhall site Proportion of NAP Description Benhall trips Total proportion originating within Cheltenham 43% Proportion originating to east of NAP Benhall site 39% Proportion originating from area in proximity to Princess Elizabeth Way 19.5% Proportion originating from area in proximity to Gloucester Road West (i.e. 4% west of NAP Benhall site) Proportion originating from area in proximity to Gloucester Road East 19.5%
7.6 Relative Change in Trips following Oakley Relocation
7.6.1 As identified above, there is an element of trip re-distribution associated with the development proposals. In order to accurately identify the relative change that the redistribution will result in terms of the highway network, it is necessary to substitute the existing traffic associated with the Oakley site for that associated with the NAP Benhall proposals, thus obtaining a relative situation assuming that the proposals were implemented.
Transport Assessment December 2008 44 Integrated Accommodation Services NAP Benhall New Build
7.6.2 Tables 7.15 and 7.16 summarise the information presented in Tables 7.9 to 7.14 above, to establish the net impact of the relocation of employees from the Oakley site onto the NAP Benhall site in the AM and PM peak hours, respectively. Figures 7.3 and 7.4 illustrate the percentage distribution for the NAP Benhall and Oakley sites respectively, with Figures 7.5 and 7.6 displaying graphically the net impact of relocation.
TABLE 7.15 Net impact of development proposals – AM Peak Hour combined trips Route Oakley Site Nap Benhall site Net impact M5 North 15 26 11 M5 South 10 9 0 A40 West 53 51 -3 A46 3 3 0 A435 South 5 4 0 A40 East 7 6 0 A435 North 35 21 -13 Princess Elizabeth Way 2 41 39 Gloucester Road West 2 9 7 Gloucester Road East 5 41 36 TOTAL 137 212 75
TABLE 7.16: Net impact of development proposals – PM Peak Hour combined trips Route Oakley Site Nap Benhall site Net impact M5 North 10 21 11 M5 South 7 8 1 A40 West 36 42 6 A46 2 3 0 A435 South 3 4 0 A40 East 5 5 1 A435 North 24 18 -6 Princess Elizabeth Way 2 34 32 Gloucester Road West 2 8 6 Gloucester Road East 3 34 30 TOTAL 93 175 82
7.6.3 Analysis of Tables 7.15 and 7.16 identifies that the proposed relocation of facilities to the NAP Benhall site is expected to result in an overall net increase of 75 combined trips in the AM Peak Hour and 82 combined trips in the PM Peak Hour.
7.7 Summary
7.7.1 The analysis presented above has subsequently allowed for a 2016 Do Something scenario to be established, considering the incremental subtraction of existing Oakley related trips and respective addition of NAP Benhall relocated trips from the 2016 Do Minimum situation. The flows for the AM and PM peak hours are summarised in Figures 7.7 and 7.8.
Transport Assessment December 2008 45 29 235
361 131 75 7
A4013 Princess Elizabeth Way
0 0 1 0 0 0 Fiddlers Green Lane 14 35
81 53 1067 105 0
9 2 114 5 12 139 164
Hubble Road
84
Hubble Road 759
167
1005 0
13 90 17 249 98 168
539 100 265 63 47 11082 0 51 1 1 588 9 357 8 0 304 1215
0 0 1 0 A40 Gloucester Road 3 0 0 75 A40 Gloucester Road
2 874 189 80 461 8
32 677 2162 1548 28 NOT TO SCALE
A40 Gloucester Road 183 Crown Copyright. All rights reserved. License number 0100031673
Turning Movements 2016 Do Minimum AM 0800 - 0900 (in PCUs) Whittington Road Figure 7.1
Drawing Ref:M:\Development Control\D120585 NAP Benhall\Drawings\Freehand\Turning Movements 309 119
241 73 83 86
A4013 Princess Elizabeth Way
0 60 53 0 0 0 Fiddlers Green Lane 13 15
50 269 1120 254 3 2 18 48 1 353 12 100
Hubble Road
52
Hubble Road 886
187
1173 0
170 249 103 3431 4
677 155 35 1192 11 29 60 1 187 57 1 25 114 145 6 1 276 1272
0 0 0 0 A40 Gloucester Road 0 0 0 443 A40 Gloucester Road
0 154 472 168 286 6
33 107 2350 1492 27 NOT TO SCALE
A40 Gloucester Road 143 Crown Copyright. All rights reserved. License number 0100031673
Turning Movements 2016 Do Minimum PM 1700 - 1800 (in PCUs) Whittington Road Figure 7.2
Drawing Ref:M:\Development Control\D120585 NAP Benhall\Drawings\Freehand\Turning Movements A4013 Princess Elizabeth Way
29% 29% 26% 55%
55%
Hubble Road
26% 26%
55%
55%
55%
100% 26%
55% 45% A40 Gloucester Road
A40 Gloucester Road
45% 45%
45%
NOT TO SCALE A40 Gloucester Road Crown Copyright. All rights reserved. License number 0100031673
NAP Benhall Site Distribution Whittington Road Figure 7.3
Drawing Ref:M:\Development Control\D120585 NAP Benhall\Drawings\Freehand\Distribution A4013 Princess Elizabeth Way
1%
Hubble Road
1% 1%
36%
1% 36%
A40 Gloucester Road
A40 Gloucester Road
36%
36%
NOT TO SCALE A40 Gloucester Road Crown Copyright. All rights reserved. License number 0100031673
Oakley Site Distribution Whittington Road Figure 7.4
Drawing Ref:M:\Development Control\D120585 NAP Benhall\Drawings\Freehand\Distribution 0 0 0 0 0 0
0 0 0 0 0 0 0 0 0 0 0 0
A4013 Princess Elizabeth Way
0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Fiddlers Green Lane 0 0 0 0 56 0
0 56 6 6 0 0 5 5 0 0 0 0 0 0 0 0 11 0 0 0 0 0 0 11 0 106 0 0 106 0 0
0
Hubble Road 0 0 0 -2
50
5
0 Hubble Road 0
0 0
5
0 0
50 0 0
0 0 2 11 106 0 9 11 11 11 106 9 0 0 0 0 0
0 0 0 0 0 0 0 0 0 0 0 0 0 06 0 -78 0 0 0 1 0 0 0 0 0 0 78 0 106 0 0 191 0 0 0 191 0 0 0 0 0 0 0 0 0 0 0 0 0 47 50 3 0 -2 0 106 0 2 0 106 0 0 0 0 0 0 A40 Gloucester Road 0 0 0 0 0 9 0 0 0 0 0 9 0 A40 Gloucester Road
0 0 0 0 85 9 0 0 0 0 9 85 0 0 0 Key 0 0 0 0 2 NAP Benhall Traffic 0 0 2 85 0 0 A40 Gloucester Road 85 -2 0 0 Oakley Traffic 0 0 -78 0 78 NOT TO SCALE -2 Net Result (NAP Benhall - Oakley) Crown Copyright. All rights reserved. 0 0 0 License number 0100031673
Turning Movements Net Development Trips AM 0800 - 0900 Whittington Road Figure 7.5
Drawing Ref:M:\Development Control\D120585 NAP Benhall\Drawings\Freehand\Turning Movements 0 0 0 0 0 0
0 0 0 0 0 0 0 0 0 0 0 0
A4013 Princess Elizabeth Way
0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Fiddlers Green Lane 0 0 0 0 0 0 1
6 0 0 45 6 45 -1 0 40 40 0 0 0 0 0 0 0 0 0 85 0 0 0 0 11 0 0 85 0 11 0 0 0
0
1
0 0
5
Hubble Road 0
40
0 0
5 Hubble Road 0
0
0
39
0 0
0 0 0 85 0 69 11 0 85 85 11 69 0 85 0 0 0 0
0 0 0 0 0 0 0 0 0 0 0 0 0 0 -2 0 0 0 0 0 11 0 0 0 2 0 11 0 0 0 21 0 21 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5 -53 5 0 0 0 53 11 0 0 11 0 0 0 0 A40 Gloucester Road 0 0 0 0 0 0 0 0 0 0 69 0 0 69 0 A40 Gloucester Road 0 0 0 69 0 9 0 0 69 0 0 9 0 0 0 0 0 Key 0
0 0 2 NAP Benhall Traffic 53 9 0 0 9 0 A40 Gloucester Road 0 -2 -53 0 0 Oakley Traffic 0 0 2 NOT TO SCALE -2 Net Result (NAP Benhall - Oakley) Crown Copyright. All rights reserved. 0 0 0 License number 0100031673
Turning Movements Net Development Trips PM 1700 - 1800 Whittington Road Figure 7.6
Drawing Ref:M:\Development Control\D120585 NAP Benhall\Drawings\Freehand\Turning Movements 29 235
361 131 75 7
A4013 Princess Elizabeth Way
0 0 1 0 0 0 Fiddlers Green Lane 14 35
137 59 1067 110 0
9 2 114 5 12 150 270
Hubble Road
134
Hubble Road 757
172
1005 0
24 195 26 261 98 168
539 100 265 63 47 10302 0 157 1 1 779 9 357 8 0 352 1213
0 106 1 0 A40 Gloucester Road 3 0 0 84 A40 Gloucester Road
2 960 189 80 470 8
32 762 2160 1470 28 NOT TO SCALE
A40 Gloucester Road 183 Crown Copyright. All rights reserved. License number 0100031673
Turning Movements 2016 Do Something AM 0800 - 0900 (in PCUs) Whittington Road Figure 7.7
Drawing Ref:M:\Development Control\D120585 NAP Benhall\Drawings\Freehand\Turning Movements 309 119
241 73 83 86
A4013 Princess Elizabeth Way
0 60 53 0 0 0 Fiddlers Green Lane 13 15
56 314 1119 294 3 2 18 48 1 439 12 112
Hubble Road
57
Hubble Road 886
226
1173 0
255 318 114 4281 4
677 155 35 1190 11 29 60 1 199 57 1 46 114 145 6 1 281 1219
0 11 0 0 A40 Gloucester Road 0 0 0 512 A40 Gloucester Road
0 163 472 168 355 6
33 116 2297 1490 27 NOT TO SCALE
A40 Gloucester Road 143 Crown Copyright. All rights reserved. License number 0100031673
Turning Movements 2016 Do Something PM 1700 - 1800 (in PCUs) Whittington Road Figure 7.8
Drawing Ref:M:\Development Control\D120585 NAP Benhall\Drawings\Freehand\Turning Movements Integrated Accommodation Services NAP Benhall New Build
8 Parking
8.1 Parking Context
8.1.1 NAP Benhall currently has approximately 5700 members of staff who have access to 2864 car parking spaces. The number of parking spaces has remained the same since NAP Benhall opened in 2003, however due to ever increasing security demands in the work carried out by NAP Benhall, the numbers of staff have expanded from 4400 in 2003, to 5700 in 2008, an additional 2100 members of staff with no additional parking facilities. Furthermore, 137 motorcycle spaces and 779 cycle spaces are also currently provided on site.
8.1.2 In contrast, Oakley has 800 members of staff, with an existing provision of 700 car parking spaces. Therefore the parking environments of the site differ considerably with Oakley parking provision effectively demand led, with surplus parking on site for the level of staff, whereas NAP Benhall operates in a more constrained environment with high demand on site.
8.1.3 With the relocation to NAP Benhall, Oakley staff will be subject to the same conditions currently experienced by those at NAP Benhall. It is therefore important that sufficient provision is available alongside a relocation programme and Travel Plan to mitigate the potential for displaced parking in residential streets, whilst at the same time encouraging staff and visitors to travel in a more sustainable mode.
8.2 Parking Guidelines
8.2.1 Maximum Vehicular Parking Guidelines are provided by councils and local authorities, in accordance with PPG13, to assist developers in identifying the appropriate car parking provision for each development site.
8.2.2 The guidelines prepared and identified by GCC and adopted by Cheltenham Borough Council (CBC), will need to be considered in any Transport Assessment associated with the proposals.
8.2.3 The standards presented below in Table 8.1 details the number of spaces which will be permitted by GCC and CBC in relation to the new office space provided for the staff relocating from Oakley Hall.
TABLE 8.1 GCC’s guidelines for parking provision Standards within Gloucestershire Land Use PPG13 Max RPG10 Standard (gross floor space) Standard Cent Svn Vale Elsewhere B1 (a)&(b) Office / R&D over 1000 sq 1 / 30 sq m * 1 / 30 sq m 1 / 42 sq m 1 / 35 sq m m
* PPG13 standard for Office developments applies to developments larger than 2500 sq.
8.2.4 The standard applicable to NAP Benhall is that for B1 Office land use in the Central Severn Vale that includes Cheltenham. The relevant standard therefore is 1 parking space per 42 sqm.
Transport Assessment December 2008 46 Integrated Accommodation Services NAP Benhall New Build
8.3 Parking Proposals
8.3.1 Based on the above standards, the total number of spaces therefore acceptable is based on 19,204 sqm B1 office divided by 42 sqm that results in 449 car parking spaces which will be provided for the staff relocating from Oakley. NAP Benhall are seeking to provide 465 additional car parking spaces with is commensurate with the numbers detailed above. These spaces will be provided in a low level multi-deck car park.
8.3.2 This number of car parking spaces is in line with GCC’s and CBC’s policies of encouraging alternative sustainable modes of transport, and assumes that not all 800 relocated staff from Oakley Hall will travel to work by car, as is the situation with staff currently at NAP Benhall.
Car Parking
8.3.3 To accommodate the increased parking demand on site associated with the construction of the new build, as discussed in the Chapter 2, it is proposed that a new three level multi-level car park be constructed to the south east of the main doughnut building, on a block commonly referred to as A2.
8.3.4 The low level multi deck car park has been specially designed with its neighbours in mind. Features of the car park include a separate access for each level to ensure a beneficial movement of vehicles and a basement level underground ensuring the height of the building does not impinge on the local resident’s visibility and views.
8.3.5 The car park will accommodate both the new parking quantum and car parking spaces which will be displaced on the NAP Benhall site in order to accommodate the new build which will house the 800 staff relocating from Oakley.
8.3.6 The new block will displace 614 existing spaces in total which are intended to be relocated, whilst 465 new spaces are proposed to cater for staff members from the Oakley site. This will provide 1079 parking spaces.
8.3.7 The provision of 465 newly created spaces for the Oakley staff is commensurate with GCC maximum parking standards for 19,204 sq metre B1 Office, which advises that 457 spaces should be provided for a development of that size and type.
Cycle and Motorcycle Parking
8.3.8 Cycle parking also requires consideration within the planning application and TA. CBC’s standards, as presented in ‘Cheltenham Borough Local Plan – Second Review, adopted July 2006’, detail that 1 space should be provided for every 166 sq metre. Applying this to the 19,204 sq metre of new office space, suggests that 116 cycle spaces need to be provided.
8.3.9 As discussed, currently on site, there are 779 cycle spaces. These will increase by 25% in accordance with the application, with an additional 195 cycle parking spaces, this is approximately 80 more then advocated by CBC’s standards, and reflects GCHQ’s commitment to promote this mode of transport.
Transport Assessment December 2008 47 Integrated Accommodation Services NAP Benhall New Build
8.3.10 34 additional motorcycle cycle parking spaces, or what is termed as Powered Two Wheelers (PTW) by GCHQ, will also be provided on site; again this is a 25% increase from the existing quantum of 137 spaces.
8.3.11 In addition to the new cycle and motorcycle parking created, 280 existing cycle parking spaces and 93 existing motorcycle parking spaces will be relocated due to the location of the new build. These will be strategically located in areas which are easily accessible both from the main security access to the site, and the main building.
8.4 Parking Strategy
8.4.1 High demand is present on site for car parking spaces and as such it has been important to develop a strategy to manage the existing demand and maximise utilisation for on site parking at NAP Benhall. The site therefore employs a system called the ‘Rainbow scheme’ (details of which have been sought by external groups looking to replicate its success) comprising the organisation of parking according to specific car park areas and the conditions related to the duration of parking, with each parking scheme allocated a particular colour. The Rainbow scheme has been operating since 2004.
8.4.2 Details of the various parking schemes are provided below, and particular emphasis is given to promoting car sharing through this scheme.
Yellow scheme
8.4.3 The yellow scheme provides a guaranteed space in a premium location on site for five days a week for those who wish to drive regularly to site. Spaces are allocated based on one space per a minimum of two individuals who agree to share a space either through a standard car sharing arrangement or by sole use of the space on alternate days/weeks etc.
8.4.4 It is understood that up to 4710 members of GCHQ/IAS have formed car – or – space sharing teams. There are currently 1153 car parking spaces available in the yellow scheme.
Orange scheme
8.4.5 The orange scheme caters for members of staff that have special access requirements in relation to the working environment, including disabled users. There are currently 113 car parking spaces available under the orange scheme which are always provided in prime locations. The members of staff with access to this scheme are regularly reviewed, however there are currently 107 members.
8.4.6 Allocation of spaces under this scheme is the responsibility of a separate panel representing a cross section of the department; each headed by a senior member of GCHQ.
Transport Assessment December 2008 48 Integrated Accommodation Services NAP Benhall New Build
Red Zone
8.4.7 Parking spaces are available to meet ad hoc business needs for GCHQ staff based in alternative locations from NAP Benhall e.g. those who remain at Oakley in the medium term, and those seconded to posts in London and elsewhere. A number of spaces in this zone can be booked for a full day, while other spaces are short stay, which is available for up to two hours; a small number of spaces are also available for shift workers and emergency use.
8.4.8 In addition to the above there are 15 contingency spaces which are only available for allocation by the car park management team. These are used for things like short-term medical issues.
Green scheme
8.4.9 The Green scheme offers occasional drivers the opportunity to drive to NAP Benhall on a fixed number of days, whilst using a different means of transport as the norm; this may be cycling, PTW, bus, Park and Ride, walking or being dropped off at site.
8.4.10 It is understood from information available from GCHQ that 576 members of GCHQ/IAS staff have committed not to drive every day. These staff may however book a limited number of spaces. Under the green scheme, initial users are given 3 credits and earn one additional credit for every managed week. The credits add up and equate to parking spaces which can be used in addition to the user’s allocation. Users of this scheme are able to have access to every unused space in the car park, so in theory should always be able to book a space. In addition, this is the only scheme group who can book a space on the day by calling one number.
Blue, Indigo and Violet Scheme
8.4.11 As well as the multiple schemes identified above to encourage or cater for car sharing, alternative modes of travel and those with special access requirements, the scheme also provides for Single Occupancy Vehicular (SOV) Use. Given that the ethos on site is to promote the uptake through the Travel Plan of alternative modes of travel, the strategy looks to limit the level of SOV use possible for vehicles travelling to and from the site. Three schemes are therefore available these are as follows:
• Blue scheme: Cars are allowed to park in these zones three days out of four in addition to Friday which is unmanaged, although spaces in this zone cannot be booked. There are 1149 spaces that are available on a first come first served basis, with 1151 members currently signed up to the blue scheme. • Indigo scheme: For those SOV users who sign up to the indigo scheme, a booking service is available which guarantees users a parking space in a prime location, for two days in every week. There are currently 93 spaces with 153 members. • Violet scheme: For those SOV users who sign up to the violet scheme, a booking service is available which guarantees users a parking space in a prime location, for one day in every week. There are 7 spaces in the violet scheme with 15 members.
Transport Assessment December 2008 49 Integrated Accommodation Services NAP Benhall New Build
Summary
8.4.12 The Rainbow Parking scheme in its existing format is considered an innovative strategy in managing car parking demand, and supporting the uptake of alternative modes of travel. However, similar to the Travel Plan, the need for improved monitoring is required to ensure that the strategy adapts to changing needs and that all car parking spaces remain fully utilised. This is particularly important in the context of adapting the parking strategy to incorporate the employees associated with the new build prior to relocation.
8.4.13 It is therefore proposed that through the Travel Planning process, the performance of the strategy is monitored and tested to determine any improvements that could be made prior to occupation of the site, as well as how the strategy will be modified to encompass the new parking spaces provided. The overarching aim of this process will be to ensure a smooth transition from Oakley, a demand led car parking scenario, to NAP Benhall.
8.4.14 Further information regarding the Rainbow Scheme and other facilities / measures for alternative transport users is discussed as part of the Travel Plan Review Progress Note which accompanies this document.
8.5 Parking Accumulation
8.5.1 To illustrate that the 465 car parking spaces proposed for the new build at NAP Benhall is justified in accommodating the expected demand generated by the 800 employees relocating from Oakley, a parking accumulation survey has been undertaken.
8.5.2 By looking at the forecast movements into and out of the site across the main hours of operation (0700 -1900) it is possible to establish the maximum number of spaces utilised at any one point. Two sources of information have been utilised to inform this assessment, the first of these is the 12 hour trip rate taken from the TRICS assessment conducted in Section 7.4, which illustrates the total number of arrivals and departures shown in Table 8.2.
TABLE 8.2 Estimated 12 hour NAP Benhall Trips associated with the proposed scheme Arrivals Departures Combined 0700 -1900 626 604 1230
8.5.3 Given that the existing profile of arrivals and departures on site is available, and GCHQ is likely to have differing patterns of movement to a typical office development outside of the peak hours, SW have looked to apply this existing profile at NAP Benhall, shown in Figure 2.2, to the total level of trips between 0700 – 1900. The AM and PM peak hour arrival and departure flows have been fixed within this assessment, with the remaining 12 hour flows apportioned by the existing 12 hour arrival and departure profile.
Transport Assessment December 2008 50 Integrated Accommodation Services NAP Benhall New Build
8.5.4 In addition to the above process, it was important to determine the level of cars likely to be onsite at the beginning of the 12 hour period. Discussions with GCHQ security team indicate that on average 150 car parking spaces (out of 1686) on the main site are occupied in the existing case at 0700. This therefore suggests 8.7% utilisation at this hour of the morning, which when applied to the proposed 465 spaces proposed suggests a starting total of 41 vehicles. The result of the parking utilisation assessment is presented in Figure 8.1.
FIGURE 8.1 Parking Accumulation associated with the proposed scheme
500 450 400 350 300 250 200 150 100
Parking Accumulation (No.) Accumulation Parking 50 0 0600 - 0700 - 0600 0800 - 0700 0900 - 0800 1000 - 0900 1100 - 1000 1200 - 1100 1300 - 1200 1400 - 1300 1500 - 1400 1600 - 1500 1700 - 1600 1800 - 1700 1900 - 1800 Time
8.5.5 The above graph illustrates that a maximum of 460 vehicles are observed on site during the day at 1300 - 1400, thereby confirming that 465 spaces is appropriate to accommodate the demand associated with the relocation of staff from Oakley.
8.6 Off-Site Parking Current Situation
8.6.1 As part of the consultation process associated with proposals for the site, an existing issue was identified in relation to offsite parking, and more specifically GCHQ appointed contractors, who provide day-to-day support to permanent staff.
8.6.2 1100 contractors are currently employed at Benhall, the majority of which have specific arrangements to park off road using local parking areas in hotels and other facilities. However, a proportion of these do not have such arrangements and therefore park on the local road network, in some instances infringing on carriageway width and the manoeuvrability/passageway of vehicles along these roads.
• Miserden Road Area (south of the A40) • Havanna Walk Area ( north east new housing area) • Southerly Drive (eastern new housing area)
Transport Assessment December 2008 51 Integrated Accommodation Services NAP Benhall New Build
• Kempton Grove Area (northern area near pedestrian entrance) • Meadow Close Area (off Fiddlers Green Lane to west of site)
8.6.3 Whilst this cannot be controlled by GCHQ, there are alternatives that can be promoted and GCHQ in co-ordination with the council are actively seeking to develop and implement a strategy to address this.
Strategy
8.6.4 In response to the above situation, an incremental approach is being developed independently of the application to address the contractors parking situation.
8.6.5 This will take the following three stage process:
• Adjustments to the current on-site SOV Parking Scheme to ensure that employees do not park on the local road network. This will include… with the said strategy due to be tested during January/February 2009; • The second part of the strategy is to develop a proposal with Cheltenham Borough Council to optimise the residual capacity of the Arle Court Park and Ride Facility for GCHQ contractors; and • Thirdly, and as a contingency to the failure of plans to utilise the Arle Court Park and Ride, GCHQ would look to negotiate a GCHQ related Park and Ride solution with IAS, GCHQ’s service provider, requiring the an alternative off road parking facility.
8.6.6 The above strategy therefore outlines a three-stage approach in addressing the issue and illustrates GCHQ’s commitment to resolving existing parking problems prior to the relocation of staff from Oakley. This is particularly important, given that promoting sustainable Transport use can be undermined by the availability of off-site parking in local streets and therefore sufficient measures are required, in collaboration with the Local Highway Authority to ensure that offsite parking is kept to a minimum.
8.6.7 Offsite parking will be monitored through the Travel Planning process to establish the success of the aforementioned strategy, and to ensure that further problems are not generated through the relocation of Oakley Staff, and where they are that appropriate actions are then taken. The monitoring strategy will also include assessing the performance of the Rainbow Parking Strategy on site in terms of maximising utilisation of available parking spaces to ensure that no staff vehicles are displaced offsite.
Transport Assessment December 2008 52 Integrated Accommodation Services NAP Benhall New Build
9 Highway Network Assessment
9.1 Local Highway Network Junctions
9.1.1 The 2008 Baseline junction assessments have been taken forward as the basis for the comparison of the 2016 Do Minimum and 2016 Do Something scenarios, the latter identifying the relative change resulting from the redistribution of Oakley traffic. All scenarios include AM and PM peak hour tests.
9.1.2 Chapter 7 presents the methodology employed to calculate traffic flows for future year scenarios, which includes the distribution of development associated traffic.
Hubble Road / GCHQ Entrance Roundabout
9.1.3 Junction capacity analysis has been undertaken using ARCADY software for the roundabout of Hubble Road and the GCHQ entrance.
9.1.4 The junction analysis identifies that the roundabout is expected to operate within the recommended capacity threshold in both the 2016 Do Minimum and Do Something scenarios, for both the AM and PM peak hours. The results of this analysis are shown below in Tables 9.1 and 9.2.
TABLE 9.1 Hubble Road / GCHQ Entrance Roundabout 2016 Do Minimum Scenario AM (0800-0900) PM (1700-1800) Arm RFC Queue RFC Queue Hubble Road (W) 0.312 0.5 0.128 0.1 GCHQ Access 0.018 0.0 0.229 0.3 Hubble Road (E) 0.074 0.1 0.186 0.2
TABLE 9.2 Hubble Road / GCHQ Entrance Roundabout 2016 Do Something Scenario AM (0800-0900) PM (1700-1800) Arm RFC Queue RFC Queue Hubble Road (W) 0.312 0.5 0.128 0.1 GCHQ Access 0.030 0.0 0.312 0.5 Hubble Road (E) 0.156 0.2 0.204 0.3
9.1.5 In the 2016 Do Something scenario, with the addition of development traffic, the reported RFC values increase slightly, when compared with the Do Minimum situation. These increases are relatively minor however, and queuing is not expected to exceed one vehicle on any approach to the junction.
Transport Assessment December 2008 53 Integrated Accommodation Services NAP Benhall New Build
Hubble Road / Car Park ‘D’ Access Junction
9.1.6 An operational analysis was undertaken using PICADY for the Hubble Road, Car Park ‘D’ access for the 2016 Do Minimum Scenario.
9.1.7 The results of this analysis are shown below in Table 9.3 and illustrate that all arms continue to operate below the recommended capacity threshold and are free of queuing in both the AM and PM peak hours.
TABLE 9.3 Hubble Road / Car Park ‘D’ Access Junction 2016 Do Minimum Scenario AM (0800:0900) PM (1700-1800) Arm RFC Queue RFC Queue
Car Park to Hubble Road (West) 0.014 0. 0 0.176 0.2
Car Park to Hubble Road (East) 0.003 0.0 0.134 0.2 - Banned Turn Hubble Road (West) to Car Park 0.319 0.4 0.002 0.0 – Banned Turn
9.1.8 Given that a strong number of illegal right turn movements are observed both to and from the site, it is proposed, with the construction of the new build, to enable all movements at the junction. The proposed improvements to the junction are illustrated in Appendix B, whilst Table 9.4 below presents the results of this analysis.
TABLE 9.4 Hubble Road / Car Park ‘D’ Access Junction 2016 Do Something Scenario AM (0800:0900) PM (1700-1800) Arm RFC Queue RFC Queue
Car Park to Hubble Road (West) 0.014 0. 0 0.181 0.2
Car Park to Hubble Road (East) 0.003 0.0 0.134 0.2 - Banned Turn Hubble Road (West) to Car Park 0.335 0.5 0.002 0.0 – Banned Turn
9.1.9 The 2016 Do Something indicates a minor increase in RFC, although as this junction is the access to a car park and the level of parking provided there is not increasing, the junction maintains a level of operation which is extremely similar to the Do Minimum situation.
Telstar Roundabout
9.1.10 Operational capacity analysis of this roundabout has been undertaken using ARCADY, for both the 2016 Do Minimum and 2016 Do Something scenarios. The capacity analysis for the 2016 Do Minimum scenario is presented below in Table 9.5.
Transport Assessment December 2008 54 Integrated Accommodation Services NAP Benhall New Build
TABLE 9.5 Hubble Road / Telstar Way Roundabout 2016 Do Minimum Scenario AM (0800-0900) PM (1700-1800) Arm RFC Queue RFC Queue Telstar Way (N) 0.843 4.6 0.250 0.3 Telstar Way (S) 0.765 3.2 0.260 0.3 Hubble Road (W) 0.009 0.0 0.000 0.0
9.1.11 The results presented above indicate that the junction is expected to operate within the recommended capacity threshold in both the AM and PM peaks, with queues comparable to those reported in the 2008 Baseline analysis.
9.1.12 Taking this forward to present a 2016 Do Something scenario, shown in Table 9.6, results in the roundabout being classified as slightly over capacity in the AM peak hour with an RFC of 1.062 and a respective vehicular queue of 19.9 on the Telstar Way northern arm, and an RFC of 0.878 and vehicular queue of 6.6 on the Telstar Way southern arm. The PM peak hour remains largely unchanged with all arms remaining under capacity.
TABLE 9.6 Hubble Road / Telstar Way Roundabout 2016 Do Something Scenario AM (0800-0900) PM (1700-1800) Arm RFC Queue RFC Queue Telstar Way (N) 1.062 19.9 0.253 0.3 Hubble Road (E) 0.066 0.1 0.007 0.0 Telstar Way (S) 0.878 6.6 0.269 0.4 Hubble Road (W) 0.011 0.0 0.000 0.0
9.1.13 The increase in RFC on the Telstar Way northern arm can be attributed to the additional movements generated by the reassignment of traffic from A40 Gloucester Road to Hubble Road, following the relocation of Oakley staff, taking into consideration the distribution of these trips and the direction in which they are expected to travel to the site, during the AM peak.
9.1.14 In addition to re-providing the right and u-turn at the Hubble Road entry to the roundabout, minor improvements have also been proposed to the junction which will:
• Remove existing hatching on Telstar Way north approach to roundabout • Remove existing hatching on Telstar Way south approach to roundabout
9.1.15 The proposed improvements thereby allow two-lane approaches to the junction, thus dividing the turning and ahead traffic and allowing the junction to operate more effectively. The proposed junction improvements are shown at Appendix B and resultant capacity analysis is summarised below in Table 9.7.
Transport Assessment December 2008 55 Integrated Accommodation Services NAP Benhall New Build
TABLE 9.7 Hubble Road / Telstar Way Roundabout 2016 Do Something scenario with the proposed improvements at Telstar Way entry arms AM (0800-0900) PM (1700-1800) Arm RFC Queue RFC Queue Telstar Way (N) 0.394 0.6 0.126 0.1 Hubble Road (E) 0.067 0.1 0.007 0.0 Telstar Way (S) 0.563 1.3 0.174 0.2 Hubble Road (W) 0.011 0.0 0.000 0.0
9.1.16 Analysis of the proposed junction improvements using ARCADY indicate that the modified junction design would operate effectively on the ground, and improve queuing on each of the approaches to the junction.
Hubble Road / Pinewood Drive Roundabout
9.1.17 A summary of the 2016 Do Minimum and Do Something performance analyses for the Hubble Road / Pinewood Drive roundabout are provided below in Tables 9.8 and 9.9.
TABLE 9.8 Hubble Road / Pinewood Drive Roundabout 2016 Do Minimum Scenario AM (0800-0900) PM (1700-1800) Arm RFC Queue RFC Queue Hubble Road (S) 0.216 0.3 0.338 0.5 Hubble Road (W) 0.001 0.0 0.121 0.1 Pinewood Drive 0.044 0.0 0.031 0.0 Hubble Road (E) 0.163 0.2 0.114 0.1
TABLE 9.9 Hubble Road / Pinewood Drive Roundabout 2016 Do Something Scenario AM (0800-0900) PM (1700-1800) Arm RFC Queue RFC Queue Hubble Road (S) 0.225 0.3 0.408 0.7 Hubble Road (W) 0.001 0.0 0.128 0.1 Pinewood Drive 0.045 0.0 0.032 0.0 Hubble Road (E) 0.260 0.4 0.126 0.1
9.1.18 The junction is expected to operate within the recommended capacity threshold in both the Do Minimum and Do Something scenarios, with limited queuing occurring in both the AM and PM peak hours. This is not expected however, to exceed one vehicle on any approach to the junction, in either scenario.
Transport Assessment December 2008 56 Integrated Accommodation Services NAP Benhall New Build
Fiddlers Green Lane / Telstar Way Roundabout
9.1.19 An operational analysis for the 2016 Do Minimum scenario has been undertaken for the Fiddlers Green Lane / Telstar Way Roundabout. The traffic flows used to undertake the analysis showed that traffic associated with the proposed development is not expected to utilise this junction however, and a corresponding Do Something scenario has not therefore been required to be tested. The results for the 2016 Do Minimum scenario are summarised below in Table 9.10.
TABLE 9.10 Fiddlers Green Lane and Telstar Way Roundabout 2016 Do Minimum Scenario AM (0800-0900) PM (1700-1800) Arm RFC Queue RFC Queue Hubble Road (W) 0.289 0.4 0.453 0.8 GCHQ Access 0.072 0.1 0.173 0.2 Hubble Road (E) 0.474 0.9 0.304 0.4
9.1.20 The 2016 Do Minimum test suggests that the junction will operate within the recommended capacity threshold in both the AM and PM peaks, with queuing not being expected to exceed one vehicle on any of the approaches to the junction.
9.2 Wider Highway Network Junctions Hubble Road / Princess Elizabeth Way Junction
9.2.1 The operational capacity of the Hubble Road / Princess Elizabeth Way junction has been analysed for future year scenarios using LINSIG (v 2,4,10,0). This took forward the existing 2008 Baseline model with traffic flows substituted to match the desired future year scenario. The cycle time has been optimised for both the Do Minimum and Do Something scenarios to present results which reflect the junction operating as its on-street detectors are designed to.
9.2.2 The 2016 Do Minimum test has been undertaken and the results, shown below in Table 9.11 and 9.12, indicate that there is a slight increase in queuing on the Princess Elizabeth Way approach. The results show that in the 2016 Do Minimum scenario the highest mean max queue is 8.9pcu in the AM peak and 11.7pcu in the PM peak.
9.2.3 The Practical Reserve Capacity (PRC) for all links has been determined as 20.9% and 5.3% in the AM and PM peaks respectively, which further demonstrates that the junction is able to operate effectively with the Do Minimum traffic flows assigned.
Transport Assessment December 2008 57 Integrated Accommodation Services NAP Benhall New Build
TABLE 9.11 LINSIG Junction Analysis, Hubble Road / A4103 Princess Elizabeth Way Junction, 2016 Do Minimum AM Degree of Modelled Mean Arm Saturation (%) Max Queue (pcu) PEW (South) Left and Ahead 54.0 8.3 Hubble Road Left 8.1 0.5 Hubble Road Right 26.2 1.2 PEW (North) Ahead 74.4 8.9 PEW (North) Right 12.2 0.5 Cycle Time (Secs) 43 PRC (%) 20.9
TABLE 9.12 LINSIG Junction Analysis, Hubble Road / A4103 Princess Elizabeth Way Junction, 2016 Do Minimum PM Degree of Modelled Mean Arm Saturation (%) Max Queue (pcu) PEW (South) Left and Ahead 85.5 11.7 Hubble Road Left 34.3 2.1 Hubble Road Right 53.1 2.7 PEW (North) Ahead 84.1 10.7 PEW (North) Right 10.0 0.3 Cycle Time (Secs) 36 PRC (%) 5.3
9.2.4 A 2016 Do Something case has also been modelled and the results of which are shown below in Tables 9.13 and 9.14 for the AM and PM peak hours. In comparison to the 2016 Do Minimum scenario, there is some marginal increases in queuing, but in real terms is shown to not affect the overall operation of the junction.
9.2.5 For the Do Something scenario, the additional development traffic has resulted in the PRC decreasing to 17.6% for the AM peak hour and 4.7% for the PM peak hour, although this confirms that the junction will remain operating within the recommended capacity threshold.
TABLE 9.13 LINSIG Junction Analysis, Hubble Road / A4103 Princess Elizabeth Way Junction, 2016 Do Something AM Degree of Modelled Mean Arm Saturation (%) Max Queue (pcu) PEW (South) Left and Ahead 64.4 9.1 Hubble Road Left 8.4 0.5 Hubble Road Right 25.5 1.1 PEW (North) Ahead 76.5 9.0 PEW (North) Right 20.9 0.8 Cycle Time (Secs) 40 PRC (%) 17.6
Transport Assessment December 2008 58 Integrated Accommodation Services NAP Benhall New Build
TABLE 9.14 LINSIG Junction Analysis, Hubble Road / A4103 Princess Elizabeth Way Junction, 2016 Do Something PM Degree of Modelled Mean Arm Saturation (%) Max Queue (pcu) PEW (South) Left and Ahead 85.9 11.9 Hubble Road Left 40.1 2.6 Hubble Road Right 61.4 2.7 PEW (North) Ahead 84.1 10.7 PEW (North) Right 10.0 0.3 Cycle Time (Secs) 36 PRC (%) 4.7
A40 Gloucester Road / Telstar Way / Whittlington Road Junction
9.2.6 The junction of A40 Gloucester Road / Telstar Way and Whittlington Road has been tested for the 2016 Do Minimum and 2016 Do Something Scenarios using LINSIG.
9.2.7 The 2016 Do Minimum results are shown below in Tables 9.15 and 9.16 for the AM and PM peaks respectively. The results illustrate that the junction will maintain its ability to operate within its capacity given the estimated increase in traffic flow. All movements at the junction remain operating below the maximum recommended capacity threshold in both the AM and PM peak hour tests. TABLE 9.15 LINSIG Junction Analysis, A40 Gloucester Road / Telstar Way Signalised Junction, 2016 Do Minimum AM scenario Degree of Modelled Mean Arm Saturation (%) Max Queue (pcu) A40 East Right 14.4 0.6 A40 East Ahead 88.5 39.2 A40 East Left 2.4 0.2 A40 West Ahead 89.6 32.1 A40 West Left 86.8 15.1 Telstar Way Right 89.8 12.4 Telstar Way Left 24.4 2.5 Cycle Time (Secs) 70 PRC (%) 0.3
TABLE 9.16 LINSIG Junction Analysis, A40 Gloucester Road / Telstar Way Signalised Junction, 2008 Do Minimum PM scenario Degree of Modelled Mean Arm Saturation (%) Max Queue (pcu) A40 East Right 12.5 0.5 A40 East Ahead 89.6 36.2 A40 East Left 2.2 0.2 A40 West Ahead 84.4 24.2 A40 West Left 14.2 1.0 Telstar Way Right 64.9 4.5 Telstar Way Left 57.3 5.6 Cycle Time (Secs) 54 PRC (%) 0.8
Transport Assessment December 2008 59 Integrated Accommodation Services NAP Benhall New Build
9.2.8 The 2016 Do Something results are presented below in Tables 9.17 and 9.18 for the AM and PM peaks respectively. The results from LINSIG show that the junction is able to maintain the satisfactory level of operation with optimised cycle times, with no movements exceeding the recommended maximum degree of saturation threshold of 90%, in either the AM and PM peaks.
9.2.9 The queue lengths remain largely unchanged when compared directly to the 2016 Do Minimum case, with only a minor increases shown.
TABLE 9.17 LINSIG Junction Analysis, A40 Gloucester Road / Telstar Way Signalised Junction, 2016 Do Something AM scenario Degree of Modelled Mean Arm Saturation (%) Max Queue (pcu) A40 East Right 16.4 0.7 A40 East Ahead 86.6 42.8 A40 East Left 2.4 0.3 A40 West Ahead 78.3 29.2 A40 West Left 90.0 19.5 Telstar Way Right 89.7 13.9 Telstar Way Left 25.3 3.0 Cycle Time (Secs) 80 PRC (%) 0.0
TABLE 9.18 LINSIG Junction Analysis, A40 Gloucester Road / Telstar Way Signalised Junction, 2008 Do Something PM scenario Degree of Modelled Mean Arm Saturation (%) Max Queue (pcu) A40 East Right 12.5 0.5 A40 East Ahead 90.0 36.3 A40 East Left 2.3 0.2 A40 West Ahead 87.8 25.8 A40 West Left 15.2 1.3 Telstar Way Right 87.4 8.7 Telstar Way Left 64.8 7.2 Cycle Time (Secs) 59 PRC (%) 0.0
Benhall Roundabout
9.2.10 The operation of Benhall roundabout has been considered for the future year scenarios; 2016 Do Minimum and 2016 Do Something, using TRANSYT (v 12).
9.2.11 The results of the 2016 Do Minimum analysis are shown below in Tables 9.19 and 9.20 for the AM and PM peaks respectively. The results presented illustrate that all movements remain within the recommended operational thresholds with a maximum queue length of 22pcu occurring on A40 West Ahead movement in the PM peak hour test.
9.2.12 All movements remain under the recommended maximum saturation level of 90% for both the AM and PM peak hour tests.
Transport Assessment December 2008 60 Integrated Accommodation Services NAP Benhall New Build
TABLE 9.19 TRANSYT Junction Analysis, Benhall Roundabout, 2016 AM Peak Do Minimum Degree of Modelled Mean Arm Saturation (%) Max Queue (pcu) A40 West Left Turn 43 7 A40 West Ahead 61 19 Princess Elizabeth Way 65 20 A40 East Ahead and Right 67 13 A40 East Ahead 65 12 Cycle Time (Secs) 80
TABLE 9.20 TRANSYT Junction Analysis, Benhall Roundabout, 2016 PM Peak Do Minimum Degree of Modelled Mean Arm Saturation (%) Max Queue (pcu) A40 West Left Turn 55 9 A40 West Ahead 75 22 Princess Elizabeth Way 54 14 A40 East Ahead and Right 89 17 A40 East Ahead 86 16 Cycle Time (Secs) 70
9.2.13 The 2016 Do Something TRANSYT test results for Benhall Roundabout are shown below in Tables 9.21 and 9.22.
9.2.14 The results confirm that in the ‘with development traffic’ scenario, all movements remain functioning, with degrees of saturation remaining below the aforementioned 90% threshold. The maximum queue length identified in the 2016 Do Minimum scenario has increased by 1pcu in the Do Something scenario.
9.2.15 The modelling has retained the respective AM and PM cycle times of 80 and 70 seconds, although the offset optimisation function has been run within TRANSYT, in order to reflect the presence of the demand detection which operates on site.
TABLE 9.21 TRANSYT Junction Analysis, Benhall Roundabout, 2016 AM Peak Do Something Degree of Modelled Mean Arm Saturation (%) Max Queue (pcu) A40 West Left Turn 40 7 A40 West Ahead 53 16 Princess Elizabeth Way 63 19 A40 East Ahead and Right 71 17 A40 East Ahead 68 13 Cycle Time (Secs) 80
Transport Assessment December 2008 61 Integrated Accommodation Services NAP Benhall New Build
TABLE 9.22 TRANSYT Junction Analysis, Benhall Roundabout, 2016 PM Peak Do Something Degree of Modelled Mean Arm Saturation (%) Max Queue (pcu) A40 West Left Turn 56 9 A40 West Ahead 77 23 Princess Elizabeth Way 55 15 A40 East Ahead and Right 89 17 A40 East Ahead 86 16 Cycle Time (Secs) 70
9.3 Summary of Capacity Appraisal
9.3.1 Junction capacity analysis has been undertaken for each of the identified local highway junctions surrounding the GCHQ site and this has been undertaken using industry standard software programs PICADY 5 for uncontrolled priority junctions and ARCADY 6 for uncontrolled roundabouts.
9.3.2 The wider highway network junctions have also been considered, and this analysis has been facilitated using LINSIG (v 2,4,10,0) for signalised junctions and TRANSYT (v 12) for signalised roundabouts.
9.3.3 All of the junctions have been shown to operate within their operational capacity in both the 2016 Do Minimum and 2016 Do Something scenarios, with the exception of one local junction; Telstar Way / Hubble Road roundabout. In response to this, proposed improvement measures have been suggested which if implemented would have a positive effect on the operational capacity of the roundabout.
9.3.4 In terms of the wider highway network, the analysis indicates that each of the junctions are capable of operating effectively in the Do Minimum and Do Something scenarios in their current form, with some marginal increases in queuing following the proposed relocation of Oakley based staff.
Transport Assessment December 2008 62 Integrated Accommodation Services NAP Benhall New Build
10 Conclusions
10.1.1 This Transport Assessment has been prepared on behalf of IAS in support of the proposed relocation of staff from the existing Oakley site, onto the more modern, larger facility at NAP Benhall. The Benhall facility currently accommodates approximately 6000 employees, although due to the nature of the business undertaken and the constant 24-hour operation of the site, these staff are not all present concurrently.
10.1.2 The existing NAP Benhall site comprises an out of town B1 office land use, located to the west of Cheltenham, which was developed at the beginning of the 21st century, to ensure GCHQ could continue to evolve and stay ahead of the ever intensifying demands for intelligence and security advice in the UK. The latest phase in the development of GCHQs business is therefore for the operations in Cheltenham to be consolidated onto one site.
10.1.3 The relocation proposals will see the 800 staff who are currently based at Oakley, transferred onto NAP Benhall, as a move to consolidate and increase the efficiency of GCHQs business.
10.1.4 A Scoping Report was prepared and issued to GCC, following a meeting with their officers in September 2008. The scope set out the principal issues that the TA would consider and established the relevant study area on which the analysis would be based.
10.1.5 This was further informed by a period of consultation which sought to engage the local community and ensure that they were fully informed of the proposed relocation programme. From a transport perspective, this approach has put transport provision as one of the key factors in the design of the new build by providing the necessary physical environment for the promotion of sustainable travel incentives, whilst retaining the security requirements of GCHQ.
10.1.6 Particular emphasis has been placed upon sustainable transport modes, which are accessible to the employees and users of the site and a comprehensive review of walking, cycling and public transport facilities has been undertaken as part of the TA.
10.1.7 This has identified that the site at NAP Benhall is well catered for in terms of both commuting and leisure routes which can be used by pedestrians and cyclists. In addition, there are traffic- free and recommended cycle routes which connect the site with the local area, town centre and public transport facilities such as the Cheltenham Spa Rail Station.
10.1.8 There are frequent bus and rail services which operate locally, establishing excellent public transport connections to the local residential areas, the town centre and Gloucester and onward destinations further afield such as Birmingham and London, respectively.
10.1.9 GCHQ have made considerable investments into the local infrastructure and services available in the vicinity of the site in recent years and are committed, through the evolution and management of their Travel Plan, to promote the use of sustainable transport modes in preference to the private motor car.
Transport Assessment December 2008 63 Integrated Accommodation Services NAP Benhall New Build
10.1.10 As part of the continuing drive to encourage this ethos, a Travel Plan Strategy Note has been produced outlining GCHQ’s commitment to and structure for implementing a revised Travel Plan on site, prior to occupation of the new build. This will include consideration of how best to integrate those staff relocating from Oakley. A particular need has been identified within the note for improved monitoring and marketing of the Travel Plan, to ensure the continuing success and evolution of the Travel Plan in meeting staff needs whilst protecting the local environment.
10.1.11 An assessment of road safety has also been undertaken by analysing the historic reported Personal Injury Accidents (PIA). This has identified that there have not been any particular clusters or trends in road safety incidents, with no pedestrian accidents recorded in the study over the three year period.
10.1.12 In terms of vehicular trips, it has been recognised that as the existing 800 staff are already travelling to and from the Oakley site, that the relocation onto NAP Benhall will not be expected to result in the creation of any additional trips, but will redistribute and reduce in some instances the existing movements, given that the level of parking available and opportunities for SOV journeys are reduced compared to the Oakley site.
10.1.13 Background traffic flows have been surveyed on site and obtained from GCCs CSV (Central Severn Vale) SATURN Model, for the modelled year of 2016, which includes background traffic growth and trips associated with planned development in the area. As such, 2016 Do Minimum and Do Something scenarios have been established, allowing the relative comparison of “without“ and “with” relocation situations to be considered.
10.1.14 In order to inform this, a detailed trip generation and trip distribution assessment has been undertaken, which has considered the quantum of existing trips associated with Oakley that should be substituted for the redistributed trips which will travel to and from NAP Benhall, following the relocation of the staff.
10.1.15 As part of the scoping discussions with GCC, analysis was presented of the relative expected change in trips on the local highway network in the vicinity of the NAP Benhall site, such that the study area could be confirmed.
10.1.16 This subsequently consisted of the primary connection points between the site and the A40 Gloucester Road and Princess Elizabeth Way, and identified that junction capacity appraisals should be undertaken to consider the effective operation of junctions at the locations illustrated in Figure 5.1, where traffic flow is seen to concentrate.
10.1.17 The capacity appraisals have therefore considered both the local highway network, which serves the site accesses and residential traffic in this area of Benhall, and the wider highway network comprising junctions with Gloucester Road and Princess Elizabeth Way.
10.1.18 In terms of the local highway network, the analysis has confirmed that the proposed relocation of staff to NAP Benhall will not be expected to lead to a significant increase in vehicular trips, at any location, and therefore that each of the identified junctions are expected to continue to operate within their respective recommended capacity thresholds, during the AM and PM peak hours.
Transport Assessment December 2008 64 Integrated Accommodation Services NAP Benhall New Build
10.1.19 The Telstar Road roundabout, during the AM peak however, has been identified as operating slightly above this level and proposed highway improvements to the northern and southern approaches to the junction have subsequently been identified. This proposed junction configuration has also been considered in terms of the junctions operation in the future case, including the relocated traffic, which has confirmed that for the additional capacity the junction will operate effectively.
10.1.20 In terms of the wider highway network, the analysis has identified that each of the identified junctions will be expected to continue at a level of efficiency similar to that in the “without” relocation (Do Minimum) scenario.
10.1.21 A parking accumulation study was undertaken to assess the quantum of parking associated with the development of the new build given that a net reduction in parking will be delivered from that currently afforded at Oakley, where parking supply is demand led, rather than controlled. The analysis illustrated that the parking level is suitable for the expected demand, which looks to support the ethos of the Travel Plan through restriction on parking.
10.1.22 This Transport Assessment has therefore identified that the proposed relocation of staff onto the NAP Benhall is not expected adversely affect existing highway conditions and should further enhance the services currently provided by GCHQ.
Transport Assessment December 2008 65 Appendix A
Integrated Accommodation Services NAP Benhall Transport Assessment – Scoping Report
November 2008
Prepared for:
Integrated Accommodation Services NAP Benhall: Transport Assessment Scoping Report
Revision Schedule
Integrated Accommodation Services NAP Benhall: Transport Assessment Scoping Report November 2008
Rev Date Details Prepared by Reviewed by Approved by
01 5th November 2008 Final Sam Cutcliffe Paul Kelly Kevin Kay Assistant Transport Assistant Transport Principal Transport Consultant Consultant Consultant
Scott Wilson Transportation Scott House Alençon Link Basingstoke Hampshire RG21 7PP
Tel. 01256 310200 Fax. 01256 310201
mailto: [email protected]
i Integrated Accommodation Services NAP Benhall: Transport Assessment Scoping Report
Table of Contents
1 Introduction...... 1
2 Background ...... 2 2.1 Site Context...... 2 2.2 Highway Network ...... 2 2.3 Development Proposals ...... 2
3 Methodology...... 3 3.1 TA Scope...... 3 3.2 Study Area...... 3 3.3 Data Sources...... 4 3.4 NAP Benhall Conditions ...... 4 3.5 Road Safety...... 5 3.6 Sustainability ...... 5 3.7 Trip Generation and Distribution ...... 5 3.8 Highway Assessment ...... 6 3.9 On-Site Management ...... 6
4 Summary ...... 8
ii Integrated Accommodation Services NAP Benhall: Transport Assessment Scoping Report
1 Introduction
1.1.1 Scott Wilson has been commissioned by Integrated Accommodation Services (IAS) to prepare a Transport Assessment (TA) in support of the relocation of the existing Oakley facilities onto the Benhall site, thereby consolidating the existing operations onto one site.
1.1.2 The scope of the Transport Assessment, as detailed in this document, considers the proposals for a new administrative building on the NAP Benhall site, to provide suitable office space for the relocation of approximately 800 staff from the Oakley site, located to the east of Cheltenham.
1.1.3 The proposals and requirements of the development have been discussed with Gloucestershire County Council (GCC) at a scoping meeting held on the 12th September 2008, in preparation for the submission of a planning application in December 2008. The minutes of this meeting are included at APPENDIX A.
1.1.4 This document thereby has been informed from the discussions that have taken place such that this report is able to set out the agreed position in respect of the methodology and principles that will be adopted as part of the TA.
1.1.5 The Scoping Report has been prepared in reference to the Department for Transports (DfT) Guidance on Transport Assessments (2007), which has been agreed as the most suitable basis for the assessment as more location-specific guidance being prepared by GCC, is not yet available.
1 Integrated Accommodation Services NAP Benhall: Transport Assessment Scoping Report
2 Background
2.1 Site Context
2.1.1 The proposed development will be located on the NAP Benhall site, which is located approximately 3 miles to the west of Cheltenham Town centre, within the realm controlled by Cheltenham Borough Council (Planning) and Gloucestershire County Council (Highways).
2.1.2 It is proposed that staff will be relocated to NAP Benhall from the Oakley Development following completion of the scheme. The Oakley site sits to the east of Cheltenham with access achieved via the B4075.
2.2 Highway Network
2.2.1 From a local highway network perspective, there is one main point of access and egress to / from the NAP Benhall site, which connects with the access road running between Hatherley Lane and Princess Elizabeth Way. This affords access to a main agglomeration of parking which is further divided into employee and visitor entrances, which are clearly defined in light of the security arrangements in operation at this secure facility. Two further car parks serving the site are located directly south and east of the main access.
2.2.2 Strategically, the site is directly accessible via the A40, with the main access points for staff of the NAP Benhall site either via Hatherley Lane, or utilising the A4103 Princess Elizabeth Way to access the A40 Gloucester Road / A4013 Princess Elizabeth Way (Benhall Roundabout).
2.3 Development Proposals
2.3.1 As part of the rationalisation of the existing facilities onto the Benhall site, it is understood that the planning application is for the development of 20,000sqm of office space to accommodate the planned relocation of 800 employees from Oakley.
2.3.2 The geographical footprint of the proposed development, which includes a 30m exclusion zone, however, will result in the requirement to relocate 635 existing parking spaces, serving the existing land uses. It is intended that this facility will be relocated to a new peripheral area of the site which will be developed as the first phase of construction associated with the new facilities.
2 Integrated Accommodation Services NAP Benhall: Transport Assessment Scoping Report
3 Methodology
3.1 TA Scope
3.1.1 A meeting with GCC on the 12th September 2008 outlined the basis for the TA and what would need to be discussed and agreed through the medium of the Scoping Report. It was agreed at that meeting that in light of GCC’s guidance on Transport Assessments currently being updated, the Scoping Report and subsequent TA should be prepared in line with the DfT Guidelines on Transport Assessments (2007).
3.1.2 In light of the guidance, the TA will address the following points:
• Planning policy context of the development proposals; • Study area for the proposed development; • Road Safety Analysis to establish any existing safety issues; • Review of the public transport services available and walking/cycling facilities; • Trip Distribution Methodology; • Highway Impact Assessment (Junction Analysis), and; • Mitigation measures including the promotion of sustainable travel.
3.2 Study Area
3.2.1 The proposed relocation of employees from the Oakley site to the NAP Benhall site does not involve any new accesses or connection points. It will however, involve a reorganisation of existing movements on the highway and public transport networks of Cheltenham. Setting out the scale of these changes is therefore made in the knowledge that these are trips that are generally accounted for and accommodated presently.
3.2.2 From the perspective of disparate home origins, the effects of the relocation are likely to have an impact primarily at the site accesses and the immediate surrounding area. As such, discussions with GCC have resulted in the identification of the following locations for the purposes of the TA analysis:
• A40 Gloucester Road / Hatherly Lane (Nap Benhall Access junction) • A40 Gloucester Road / A4013 Princess Elizabeth Way Roundabout (Benhall Rbt) • A4013 Princess Elizabeth Way / Access Road
3.2.3 Postcode data sourced for those staff relocating from Oakley by way of defining the study area is shown in FIGURE 3.1, which has been provided independently of this report (given the confidentiality and sensitivity of the data), illustrating the spread of employees who currently travel to / from Oakley.
3 Integrated Accommodation Services NAP Benhall: Transport Assessment Scoping Report
3.2.4 This confirms that a large percentage of the staff from the Oakley site live within the local area of Cheltenham, demonstrating the localised nature of the workplace catchment associated with the operation of the facility.
3.2.5 Of the trips from areas further afield such as Gloucester, Bristol and Worcester, the impact of the relocation on the strategic highway network is expected to be minimal, considering that these existing trips utilise the A40 already to access the Oakley site thereby leading to a relative decrease in journey length for these areas. Given the ‘no change’ status of traffic originating from the A40 west, it is not proposed that the operation of the Arle Court roundabout will need to be considered.
3.2.6 It is thought at this early stage that the changes in flow would take place against the prevailing tidality of traffic and that the impact would therefore be minimised. This will be confirmed by the operational performance analysis which will be undertaken for the three junctions identified above.
3.3 Data Sources
3.3.1 As agreed with GCC, baseline conditions will be derived using the county’s Central Severn Vale (CSV) 2016 SATURN model. Traffic flows will therefore be provided from the model, for the following locations:
• A40 Gloucester Road / Hatherly Lane (Nap Benhall Access junction) • A40 Gloucester Road / A4013 Princess Elizabeth Way Roundabout (Benhall Rbt) • A4013 Princess Elizabeth Way / Access Road
3.4 NAP Benhall Conditions
3.4.1 A key requirement of the DfT Guidance is for the TA to communicate precisely the level of movements associated with the totality of the site; this therefore will include movements in and out of the main site entrance, and two external car parks.
3.4.2 The local highway network study area has therefore been defined to include the following junctions, in addition to those which comprise part of the wider highway network:
• Hatherley Lane / Access Road Roundabout • Access Road / Site Access Roundabout • Access Road / Car Park Access T Junction • Access Road / Pinewood Drive Roundabout
3.4.3 The study area is illustrated in FIGURE 3.2.
3.4.4 Manual Classified Counts (MCCs) have been undertaken at each of the aforementioned four locations for the 12 hour survey period (0700-1900) with a view to covering the
4 Integrated Accommodation Services NAP Benhall: Transport Assessment Scoping Report
peak level of activity which may or may not coincide with the AM (0800-0900) and PM (1700-1800) peaks on the surrounding highway network.
3.5 Road Safety
3.5.1 Personal Injury Accident (PIA) data will be sourced from GCC for the respective study area identified in FIGURE 3.3. This data will cover the most recent three year period for which data is available.
3.5.2 The severity and causation of accidents will be considered and any clustering will be displayed on a drawing, using a Geographic Information System (GIS). Any trends in accidents will be reported and investigated in light of any triggering events and the assessment will consider any mitigation measures, as appropriate.
3.6 Sustainability
3.6.1 The TA will identify existing footpaths and cycleways within the vicinity of the site as well as existing bus services which serve the surrounding area. Information will be provided regarding routes, frequencies and bus stop locations. The availability of these local facilities, amenities and services will be summarised as part of an accessibility plan showing journey time isochrones.
3.6.2 This assessment will be used to inform a review of the existing Travel Plan, which will be directly interrelated with the production of the TA in informing possible measures which could be introduced to further encourage the uptake of alternative modes of travel instead of single occupant private car use.
3.6.3 Consideration will also be given to the current and planned work being undertaken by GCC in upgrading the A40 to include a bus lane and how the site could promote the benefits of this scheme to staff given the longer term benefits that an efficient PT network between Gloucester and Cheltenham can offer.
3.7 Trip Generation and Distribution
3.7.1 The postcode data for employees based at the Oakley site will be analysed to establish the origins and therefore routes which will be used to travel to and from the site.
3.7.2 The predicted traffic generation will be informed from a variety of sources for B1 office land uses taking into account a variety of evidence bases including a comparison against appropriate TRICS sites, parking levels and the existing use of the Oakley site.
3.7.3 The distribution will be assigned manually to the trips to / from the site to derive the respective traffic flows associated with the redevelopment at each of the local and wider highway network junctions within the proposed study area.
5 Integrated Accommodation Services NAP Benhall: Transport Assessment Scoping Report
3.8 Highway Assessment
3.8.1 Baseline conditions for the study area will be derived using the GCC CSV SATURN model for the wider highway network, as discussed in Section 3.3, and traffic count data collected for the three roundabouts and car park exit adjacent to the site. The latter, will be factored to a 2016 level, to accord with the traffic flow data available from the SATURN model.
3.8.2 Given the future year assessment horizon of the SATURN model, this should include all relevant committed developments which would need to have been included prior to the implementation of the NAP Benhall proposals which are due to be completed by 2012, and thereby prior to the forecast year of the model. It was agreed with GCC that this was the most suitable method, given the timescales for the application and the Regional Spatial Strategy (RSS) not being available at this time.
3.8.3 Information obtained from GCC indicates that the SATURN model is up to date in relation to the construction of local developments, with the model including zones that are representative of the following:
• Fiddlers Green housing - east of Fiddlers Green Lane; • Fiddlers Green housing - west of Fiddlers Green Lane; • The area around Caburn Gardens and Galileo Gardens; • The housing development north-west of and adjacent to A40 Gloucester Road / Access Road to NAP Benhall, and; • The Nap Benhall Site.
3.8.4 The ‘Do Something’ case will represent the proposed development traffic associated with the scheme. In this case, the existing traffic associated with the Oakley site will be substituted with the predicted traffic flows for the development of the B1 land use at the Benhall site.
3.8.5 Industry standard software programs ARCADY (uncontrolled roundabouts), PICADY (uncontrolled priority junctions) and LINSIG (isolated signalised junctions) will be used to consider the operation performance of each of the study junctions.
3.8.6 GCC have agreed to provide the Site Layout Drawings (SLDs) and Controller Specifications for each of the identified signalised junctions and a site visit has been undertaken in order to derive on site signal times and queue information which will be used to validate the base models.
3.9 On-Site Management
3.9.1 The aim of the project is to focus strongly on demand management interventions in preference to maximising highway capacity in-line with both local and national guidance.
6 Integrated Accommodation Services NAP Benhall: Transport Assessment Scoping Report
3.9.2 The area south of the site is benefiting from major investment in public transport, an element of which has already been contributed to by previous phases of NAP Benhall delivery. A Major Scheme Bid (MSB) is being submitted to Government by GCC for further improvements to this corridor. A meeting may therefore need to be set up in the future to discuss any relationship between the project and the MSB submission to ensure any synergies are maximised in the context of demand management interventions over vehicular capacity increases.
Parking
3.9.3 The development of the administrative building on the NAP Benhall site, including a 30m exclusion zone, will require the relocation of approximately 635 parking spaces. This will be in addition to an extra 600 spaces for vehicles to accommodate the 700-800 employees from Oakley, a net reduction of 100-200 spaces from that currently provided for the same number of employees at Oakley.
3.9.4 It is therefore proposed to provide a car park on an area of land to the east of the site perimeter to accommodate this requirement. It is envisaged access to this area would be using the main site access and the internal roads within the NAP Benhall site.
3.9.5 As part of this process an indicative phasing strategy will be produced to show how construction would be managed through the existing emergency access. The strategy will detail the process of decanting spaces so that the disruption on and off the site will be minimised.
Travel Plan
3.9.6 A ‘live’ Travel Plan is already operational on site and this involves a rainbow parking scheme, whereby employees are provided with a parking permit for a set number of days a week depending on distance from the office with priority given to those who car share.
3.9.7 It is therefore proposed that a high level review of the existing travel plan is undertaken. This will be conducted from the perspective of the implications which are associated with the relocation of the Oakley staff to the Nap Benhall site.
3.9.8 The document illustrates that initiatives are already in place to accommodate overall Travel demand for both sites. Some of these measures may be suitable in their current form and function, some may require modification, whilst others such as the car parking may require redefinition. This document will also look to identify a structure for taking the Travel Plan forward.
7 10%
Oakley Site NAP Benhall Location Site Location 42% 13%
24% 4%
4% 1%
2% NOT TO SCALE Crown Copyright. All rights reserved. License number 0100031673
Employee Distribution Figure 3.1
Drawing Ref:M:\Development Control\D120585 NAP Benhall\Drawings\Freehand\Distribution NOT TO SCALE Crown Copyright. All rights reserved. License number 0100031673
Study Area Figure 3.2
Drawing Ref:M:\Development Control\D120585 NAP Benhall\Drawings\Freehand\Junction Study Area NOT TO SCALE Crown Copyright. All rights reserved. License number 0100031673
Road Safety Study Area Figure 3.3
Drawing Ref:M:\Development Control\D120585 NAP Benhall\Drawings\Freehand\PIA Study Area Integrated Accommodation Services NAP Benhall: Transport Assessment Scoping Report
4 Summary
4.1.1 A Transport Assessment (TA) will be carried out to establish how the proposals for NAP Benhall are likely to function in transport terms. This scoping report has been submitted in order to set-out and agree the methodologies and principles that will be adopted in the formulation of the transport case for the redevelopment.
4.1.2 In broad terms, the TA will look at the opportunities that exist for the proposed redevelopment to build on the initiatives already being implemented to foster and sustain non-motorised forms of travel, most notably walking, cycling and public transport to ensure the delivery of a transport mix which is both suitable and appropriate for its location.
4.1.3 The appraisal will also focus on the highway network in the vicinity of the site and will consider the impacts of the development on the capacity of the network and also on the operational effectiveness of the surrounding junctions. A study area has been defined for the site, based on an integration of home postcode information to confirm that the effects of the development would be limited to the consideration of immediate junctions leading south and east of the existing site.
4.1.4 Finally, in co-ordination with the TA, a high level review of the existing Travel Plan on site will be undertaken to assess the effectiveness of the document in operation and identify demand management interventions which could be delivered to address any requirements for mitigation identified through the TA process.
8 Appendix A of TA Scope Meeting Notes
Page 1 of 4
Project Number D120585 Title NAP Benhall Supply Number Date & Friday 12th Sep Subject Relocation Proposals Meeting Number GCC1 Time 2008 10:00am Roger Edwards (RE) - Carrilion Neil Troughton (NT) - GCC Planning Department, Gloucestershire Attendees Venue Kevin Kay (KK) - Scott Wilson County Council Paul Kelly - Scott Wilson Distribution As above Notes by Paul Kelly
Item Notes Action 1 Introductions
KK introduced everyone and gave a quick review of the recent history of the project. The purpose of the meeting was to discuss the Transport Assessment scope for the development of a new build administrative building on the NAP Benhall site, to provide suitable office space for the relocation of 800 staff from the Oakley Hall site, located to the east of Cheltenham.
2 Background and Timescales
RE provided a detailed brief of the proposals. RE explained how after the advent on the war on terror, workload increased significantly on the site with a resultant increase in employee numbers. The result of this has been the need for new accommodation on the NAP Benhall site, to support growth and the efficiency of working practices by single site working.
Working back from the end state, Carillion are currently in the process of submitting a Variation Enquiry for their client, which will require an approved planning application to be supplied, before the respective body agrees, based on funding, that the development proposals at NAP Benhall can proceed. This committee will meet in April/May. From discussions with Cheltenham Borough Council (CBC), the 13 week determination period would see a planning submission needing to have been made by January to meet with the set timeframes and gain planning consent.
RE added that a range of occupations are currently accommodated at the NAP Benhall, and these operate throughout the day. Indeed, the nature of operation means that some employees operate in different time zones which are spread out across the day so that these positions are not subject to traditional shift patterns.
KK indicated that the majority of the staff at the Oakley Hall site being relocated to NAP lived within the local area of Cheltenham. As a result of this, the impact of the relocation on the strategic highway network would be minimal, considering that the trips are already present on the network. NT asked that the submission of this postcode data be made in the submission of the scoping report so that he could confirm this.
ACTION: SW to submit postcode data with the scoping report
© Scott Wilson Holdings Limited Print Date: 10/10/2008 Form Issue: WRDFeb 06 v1
Meeting Notes
Page 2 of 4
Item Notes Action 3 Traffic Data
KK asked NT how GCC would like SW to proceed in relation to sourcing traffic data to inform the assessment given that the data available from GCC for the local road network around the site is four years old. In addition, it transpires that the public transport improvements on the A40 may have had an impact on traffic flows and that GCC would be looking to undertake revised counts in spring 2009.
KK suggested that SW could take the historical data available, and load on any development traffic from committed development since this period to generate a representative base. NT said whilst this might be possible, an alternative approach representative of the middle ground would be to use the GCC’s SATURN model, which has a future year of 2016.
KK confirmed that he thought this would be a satisfactory solution given that it would negate the requirement on undertaking traffic counts in autumn. Given its future assessment year, KK suggested that any committed developments, including the recent residential developments would be taken into account implicitly in the forecast growth derived in establishing the future Do Minimum and NT asked that such viewpoint be included in the TA.
NT indicated that the model is operated by Atkins, and he would look to speak to Brian Walker, his colleague, who is responsible for the development of this model to see if a meeting would be necessary to discuss this.
ACTION: NT to discuss with Brian Walker the specification of the model 4 Travel Plan and Parking
KK outlined how the development of the administrative building on the NAP Benhall site, including a 30m exclusion zone, would require the relocation of approximately 635 parking spaces. This will be in addition to an extra 600 spaces for vehicles to accommodate the employees from Oakley Hall.
PK indicated that there were currently 700 car parking spaces at Oakley Hall and that the proposals were to reduce this by 100 following the move, something which was a positive message.
RE informed NT that it is proposed to provide a multi storey car park on an area of land to the east of the site perimeter (Block A2). Previous options had included a multi-story car park on Block D but this was discounted by CBC owing to its visual impact. Both the land allocated for Block A2 and Block D have extant planning permission, for residential and B1 respectively. KK suggested that there would be an opportunity, particularly for Block A2 to off-set this in order to establish the net impact of the proposals.
KK explained that an active Travel Plan is operational on site and that this involves a rainbow parking scheme, whereby employees are provided with a parking permit for a set number of days a week depending on distance from the office with priority given to those who car share.
The existing travel plan made a commitment to reducing car parking by 17% reduction over a specified period of time. KK indicated that as the number of employees has increased, this target has de facto been achieved. NT accepted that it was correct for the measurement of this target to be a relative indicator and that he would like to see this being quantified as part of the review of the Travel Plan that would need to accompany this application.
© Scott Wilson Holdings Limited Print Date: 10/10/2008 Form Issue: WRDFeb 06 v1
Meeting Notes
Page 3 of 4
Item Notes Action NT placed emphasis on the demand management aspects of any interventions required to support the TA which should be prioritise prior to any off-site works.
KK table an indicative phasing strategy to show how construction would be managed through the existing emergency access. He also explained the process of decanting spaces so that the disruption on and off-site could be minimised. RE presented these proposals to NT, and it was agreed that the full details of this strategy would be provided as part of the planning application.
5 S106 Contributions and Major Scheme Bids
KK queried whether informal feedback received as part of the pre-application discussions were correct that some of the monies committed by previous applications from the project sponsor had not been spent. NT agreed to investigate further and get back to SW on the matter. In relation to an S106 contribution however for the development, NT felt that this could be addressed for the transportation element under a Heads of Terms.
ACTION: NT to investigate spend on S106 contributions
NT did however comment that a Major Scheme Bid (MSB) will be submitted this year by the council for further bus priority works on the A40. When asked by KK about the specifications of this work, NT confirmed that, although the location of all the bus lane section had not been fixed at this stage that these would be additional to any traffic lanes as opposed to a re-allocation of road space which would have consequences for the overall capacity of the corridor. NT also mentioned that the bus lane could also be utilised as a HGV lane or high occupancy but that the details were yet available.
NT also confirmed that this was also unclear but that he would investigate and provide us with further information, particularly in terms of the timescales for the submission of the MSB.
NT indicated that it was the MSB’s remit to seek contributions from developers as part of its funding package. However, KK was keen not to tie the application for the project with the MSB, as both the timescales for its delivery and its success was deemed uncertain at this stage. KK suggested that the TA would identify any requirements for mitigation as a stand-alone assessment and that any contributions arising from this process may be made available for the MSB.
NT accepted this general approach so long as the TA does not, through its recommendations, compromise or prejudice any of the MSB proposals. It was agreed that a meeting could be set-up to discuss any relationship between the project and the MSB submission.
6 Study Area and Junction Assessments
KK suggested that, based on the postcode data available, the impact of the project would be relatively localised and therefore that there would be a requirement to test the Gloucester Road Roundabout, and the two T junctions that connect the site to Prince Elizabeth Way and Gloucester Road respectively.
© Scott Wilson Holdings Limited Print Date: 10/10/2008 Form Issue: WRDFeb 06 v1
Meeting Notes
Page 4 of 4
Item Notes Action NT asked whether the assessment could potentially cover the Arle Court/A40 Roundabout given its local sensitivities. KK suggested that the quantum of movement from the west would remain relatively unchanged so would not affect the amount of traffic travelling through this junction. NT said he would be happy to confirm this from the postcode data to be submitted with the scoping report.
NT suggested that the above position regarding changes in traffic to the west of the site would also need to be confirmed by the HA in relation to Junction 11 of the M5, given that any involvement they may wish to have in this application could lengthen the determination period. He agreed that this would purely be a matter between SW and the HA.
7 Committed Developments
KK asked NT as to whether he was aware of any committed developments. The latter confirmed that internal meetings at GCC earlier in the week suggested that there was a suggestion that a road scheme, involving Coronation Square and Princess Elizabeth Way, could come forward prior to the NAP Benhall application.
This could involve the reconfiguration of the highway to allow the two way flow of traffic, to address social exclusion and make better use of the available land. If this proposal is given the go-ahead, then NT would consider it material and consideration would have to be given in the NAP Benhall application.
Other possible applications which SW might have to take account of included an extant planning permission for 30,000sqm of office development, won on appeal. This is located on off Hatherlay Lane. Another site, next to the hospital, which is currently subject to remediation work, may also have a planning application submitted in the future.
8 Project Format and Delivery
NT confirmed that he would expect the production of a Transport Assessment rather than a Transport Statement given the scale of the NAP Benhall proposals. This would need to follow the DFT Guidance from March 2007, which may be supplemented in the future by GCC’s own local interpretation.
RE asked NT to whether he thought it was achievable to obtain planning permission within the deadlines outlined earlier in the meeting. NT highlighted that he thought it was achievable in relation to the determination of transport matters by GCC but that there would, however, also be a need for the project to satisfy all of the other criteria in CBC’s validation checklist, before the local planning authority would even register the application.
In this respect, NT was of the view that the Environmental Impact Assessment would be the driver in respect of whether this would be achievable. RE commented that negotiations are ongoing regarding the requirement for this.
9 Any Other Business
NT confirmed that he would check with his colleague Mark Power about his capacity and resources to deal with this project, however in the meantime we should continue to Liaise with him directly.
Meeting Closed 11:00
© Scott Wilson Holdings Limited Print Date: 10/10/2008 Form Issue: WRDFeb 06 v1
Appendix B PROPOSED Appendix C TRICS 2008(b) v6.2.1 010708 B13.07 (C) 2008 JMP Consultants Ltd on behalf of the TRICS Consortium Monday 15/12/08 Page 1 OFF-LINE VERSION Scott Wilson PLC Alencon Link Basingstoke Licence No: 211601
LIST OF SITES relevant to selection parameters
1 CA-02-A-02 SUGAR HQ, PETERBOROUGH CAMBRIDGESHIRE OUNDLE ROAD
PETERBOROUGH Total Number of Employees: 2 8 0 2 CW-02-A-01 COUNCIL OFFICES, CAMBORNE CORNWALL DOLCOATH AVENUE
CAMBORNE Total Number of Employees: 2 6 4 3 CW-02-A-03 COUNCIL OFFICES, TRURO CORNWALL A390 TREYEW ROAD
TRURO Total Number of Employees: 1 1 9 2 4 ES-02-A-06 LEGAL & GENERAL, HOVE EAST SUSSEX CITY PARK THE DROVEWAY HOVE Total Number of Employees: 1 7 2 3 5 EX-02-A-02 TELEPHONE CO., BRENTWOOD ESSEX LONDON ROAD
BRENTWOOD Total Number of Employees: 1 2 0 0 6 HC-02-A-08 DIY CO. HQ, CHANDLER'S FORD HAMPSHIRE TEMPLAR'S WAY HAMPSHIRE CORP. PARK CHANDLER'S FORD Total Number of Employees: 1 2 5 6 7 KC-02-A-01 COUNTY HALL, MAIDSTONE KENT SANDLING ROAD
MAIDSTONE Total Number of Employees: 1 4 1 8 8 SC-02-A-12 PHARMACEUTICALS, WEYBRIDGE SURREY ST GEORGE'S AVENUE THE HEATH WEYBRIDGE Total Number of Employees: 3 2 0 9 WH-02-A-01 IT COMPANY, PUTNEY WANDSWORTH UPPER RICHMOND ROAD EAST PUTNEY PUTNEY Total Number of Employees: 2 4 0 10 WS-02-A-03 INSURANCE CO., WORTHING WEST SUSSEX WARREN ROAD OFFINGTON WORTHING Total Number of Employees: 9 0 0 11 WS-02-A-04 WATER COMPANY, WORTHING WEST SUSSEX YEOMAN ROAD DURRINGTON WORTHING Total Number of Employees: 5 6 2 TRICS 2008(b) v6.2.1 010708 B13.07 (C) 2008 JMP Consultants Ltd on behalf of the TRICS Consortium Monday 15/12/08 Page 2 OFF-LINE VERSION Scott Wilson PLC Alencon Link Basingstoke Licence No: 211601
TRIP RATE for Land Use 02 - EMPLOYMENT/A - OFFICE VEHICLES Calculation factor: 1 EMPLOY BOLD print indicates peak (busiest) period
ARRIVALS DEPARTURES TOTALS No. Ave. Trip No. Ave. Trip No. Ave. Trip Time Range Days EMPLOY Rate Days EMPLOY Rate Days EMPLOY Rate 00:00 - 00:30 1 562 0.000 1 562 0.000 1 562 0.000 00:30 - 01:00 1 562 0.000 1 562 0.000 1 562 0.000 01:00 - 01:30 1 562 0.000 1 562 0.000 1 562 0.000 01:30 - 02:00 1 562 0.000 1 562 0.000 1 562 0.000 02:00 - 02:30 1 562 0.000 1 562 0.005 1 562 0.005 02:30 - 03:00 1 562 0.000 1 562 0.004 1 562 0.004 03:00 - 03:30 1 562 0.000 1 562 0.000 1 562 0.000 03:30 - 04:00 1 562 0.000 1 562 0.000 1 562 0.000 04:00 - 04:30 1 562 0.000 1 562 0.000 1 562 0.000 04:30 - 05:00 1 562 0.000 1 562 0.000 1 562 0.000 05:00 - 05:30 1 562 0.002 1 562 0.011 1 562 0.013 05:30 - 06:00 1 562 0.000 1 562 0.011 1 562 0.011 06:00 - 06:30 1 562 0.007 1 562 0.007 1 562 0.014 06:30 - 07:00 1 562 0.005 1 562 0.005 1 562 0.010 07:00 - 07:30 11 997 0.028 11 997 0.004 11 997 0.032 07:30 - 08:00 11 997 0.065 11 997 0.008 11 997 0.073 08:00 - 08:30 11 997 0.109 11 997 0.013 11 997 0.122 08:30 - 09:00 11 997 0.130 11 997 0.013 11 997 0.143 09:00 - 09:30 11 997 0.082 11 997 0.017 11 997 0.099 09:30 - 10:00 11 997 0.045 11 997 0.014 11 997 0.059 10:00 - 10:30 11 997 0.026 11 997 0.014 11 997 0.040 10:30 - 11:00 11 997 0.022 11 997 0.017 11 997 0.039 11:00 - 11:30 11 997 0.015 11 997 0.017 11 997 0.032 11:30 - 12:00 11 997 0.017 11 997 0.016 11 997 0.033 12:00 - 12:30 11 997 0.020 11 997 0.040 11 997 0.060 12:30 - 13:00 11 997 0.029 11 997 0.039 11 997 0.068 13:00 - 13:30 11 997 0.031 11 997 0.032 11 997 0.063 13:30 - 14:00 11 997 0.033 11 997 0.026 11 997 0.059 14:00 - 14:30 11 997 0.025 11 997 0.021 11 997 0.046 14:30 - 15:00 11 997 0.016 11 997 0.020 11 997 0.036 15:00 - 15:30 11 997 0.015 11 997 0.025 11 997 0.040 15:30 - 16:00 11 997 0.013 11 997 0.025 11 997 0.038 16:00 - 16:30 11 997 0.014 11 997 0.070 11 997 0.084 16:30 - 17:00 11 997 0.013 11 997 0.069 11 997 0.082 17:00 - 17:30 11 997 0.015 11 997 0.122 11 997 0.137 17:30 - 18:00 11 997 0.011 11 997 0.071 11 997 0.082 18:00 - 18:30 11 997 0.006 11 997 0.041 11 997 0.047 18:30 - 19:00 11 997 0.004 11 997 0.020 11 997 0.024 19:00 - 19:30 1 562 0.002 1 562 0.020 1 562 0.022 19:30 - 20:00 1 562 0.002 1 562 0.020 1 562 0.022 20:00 - 20:30 1 562 0.004 1 562 0.007 1 562 0.011 20:30 - 21:00 1 562 0.004 1 562 0.007 1 562 0.011 21:00 - 21:30 1 562 0.005 1 562 0.021 1 562 0.026 21:30 - 22:00 1 562 0.004 1 562 0.021 1 562 0.025 22:00 - 22:30 1 562 0.000 1 562 0.005 1 562 0.005 22:30 - 23:00 1 562 0.000 1 562 0.004 1 562 0.004 23:00 - 23:30 1 562 0.000 1 562 0.002 1 562 0.002 23:30 - 24:00 1 562 0.000 1 562 0.000 1 562 0.000 Total Rates: 0.819 0.904 1.723 TRICS 2008(b) v6.2.1 010708 B13.07 (C) 2008 JMP Consultants Ltd on behalf of the TRICS Consortium Monday 15/12/08 Page 3 OFF-LINE VERSION Scott Wilson PLC Alencon Link Basingstoke Licence No: 211601
Parameter summary
Trip rate parameter range selected: 10 - 3500 (units: ) Survey date date range: 01/01/00 - 29/11/07 Number of weekdays (Monday-Friday): 11 Number of Saturdays: 0 Number of Sundays: 0 Optional parameters used in selection: NO Surveys manually removed from selection: 29