Transport Assessment

DECEMBER 2020 | P19-1235

PROPOSED DEVELOPMENT FOR 61 RESIDENTIAL DWELLINGS, BRYNARDS HILL, ROYAL WOOTTON BASSETT

TRANSPORT ASSESSMENT

ON BEHALF OF WAINHOMES (SEVERN VALLEY) LTD

Pegasus Group

©Copyright Pegasus Planning Group Limited 2011. The contents of this document must not be copied or reproduced in whole or in part without the written consent of Pegasus Planning Group Limited Wainhomes (Severn Valley) Ltd. Brynards Hill, Royal Wootton Bassett Transport Assessment

CONTENTS:

Page No:

1. INTRODUCTION 1 2. PLANNING BACKGROUND 3 3. SITE CONTEXT AND LOCAL HIGHWAY NETWORK 6 4. ACCESSIBILITY 10 5. DEVELOPMENT PROPOSALS 18 6. DEVELOPMENT TRIP GENERATION 20 7. TRAFFIC IMPACT ASSESSMENTS 23 8. TRANSPORT PLANNING POLICY 28 9. CONCLUSION 33

FIGURES:

FIGURE 1: SITE LOCATION PLAN AND LOCAL HIGHWAY ROAD NETWORK FIGURE 2: INDICATIVE 2KM WALK ISOCHRONE (USING COUNTRY PARK ROUTES) FIGURE 3: INDICATIVE 5KM WALK ISOCHRONE (USING COUNTRY PARK ROUTES) FIGURE 4: INDICATIVE 2KM WALK ISOCHRONE (NO COUNTRY PARK ROUTES) FIGURE 5: INDICATIVE 5KM WALK ISOCHRONE (NO COUNTRY PARK ROUTES)

APPENDICES:

APPENDIX A: WILTSHIRE COUNCIL PRE-APP RESPONSE APPENDIX B: PERSONAL INJURY ACCIDENT DATA APPENDIX C: WILTSHIRE COUCNIL ROYAL WOOTTON BASSETT CYCLE MAP APPENDIX D: SITE LAYOUT APPENDIX E: 15/10486/FUL AFFORDABLE HOUSING TRICS OUTPUT REPORT APPENDIX F: HOUSES PRIVATELY OWNED TRICS OUTPUT REPORT APPENDIX G: TRAFFIC DISTRIBUTION CALCULATION APPENDIX H: BINCKNOLL LANE/ INTERFACE BUSINESS PARK ROUNDABOUT TRAFFIC FLOW DIAGRAMS APPENDIX I: BINCKNOLL LANE/ INTERFACE BUSINESS PARK ROUNDABOUT ARCADY MODELLING RESULTS APPENDIX J: A3102/ BINCKNOLL LANE ROUNDABOUT TRAFFIC FLOW DIAGRAMS APPENDIX K: A3102/ BINCKNOLL LANE ROUNDABOUT ARCADY MODELLING RESULTS

DECEMBER 2020 | P19-1235 Wainhomes (Severn Valley) Ltd. Brynards Hill, Royal Wootton Bassett Transport Assessment

1. INTRODUCTION

1.1 This Transport Assessment (TA) has been prepared by Pegasus Group on behalf of Wainhomes Severn Valley Ltd. in order to address the highway and transportation issues associated with the proposed development of 61 dwellings at Brynards Hill, Royal Wootton Bassett (RWB). The site will f orm an extension of the residential housing development (ref: 15/10486/FUL) known as ‘The Lilies’, which was granted planning permission in September 2016.

1.2 This TA has been prepared with reference to the pre-application 20/06419/PREAPP response dated 23 October 2020, which includes comments from the Highways, Public Rights of Way and Waste Collection Teams in full. The response is containe d at Appendix A.

1.3 This TA considers the f ollowing:

i. The planning history of the site and surrounding area;

ii. Site context and a review of the local highway network;

iii. A review of baseline site accessibility;

iv. Development proposals;

v. Forecast development trip generating capabilities of the site;

vi. Traffic impact assessments, including distribution and junction modelling; and

vii. A review of relevant transport planning policy.

1.4 Safe and suitable access arrangements will be provided through the extension of an existing carriageway within the residential development to the east of the site known as ‘The Lilies’. Servicing vehicles have been shown to be able to enter and exit the site in a forward gear.

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1.5 It is considered that the development site is accessibly located providing the opportunities for future residents to travel to and from local and wider amenities and facilities required on a daily and weekly basis as genuine alternatives to single occupancy car travel. It is considered that there is the opportunity for improvements to be made to the existing Public Right of Way routes located internal and to the north of the site within Mouldon Hill Country Park. The proposed improvements would include surfacing, lighting and possible upgrades to cycle tracks in order to provide pedestrian and cycle access from the site to Royal Wootton Bassett Town Centre. The improvements would be subject to agreement with public right of way officers at Wiltshire Council.

1.6 It is not considered that the development proposals will have a material impact on the operation and safety of the local highway network.

1.7 It is therefore concluded that there are no valid reasons to object to the scheme on highway and transport grounds.

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2. PLANNING BACKGROUND

15/10486/FUL

2.1 The residential housing development to the immediate east of the site, of which the proposed development will be an extension of, was subject to a full planning application in 2015 (ref: 15/10486/FUL). The site was duly supported by a Transport Assessment and Framework Travel Plan. The application was granted permission in September 2016.

2.2 The 15/10486/FUL application was for the construction of 92 dwellings with associated roads, footways, parking, landscaping and drainage works. It was a revision to a previous application 14/03343/FUL which was a Hybrid Planning Application comprising 68 residential dwellings with associated roads, footways, parking, landscaping, landscaping, drainage and open space, along with Outline Planning Application (with all matters reserved) for 1 ha of land for a 39 bed care home (Use C2) and 22 no. Age restricted dwellings (use C3) and Country Park.’ The 14/03343/FUL application was granted permission in August 2014.

2.3 A footway along the southern side of the Bincknoll Lane carriageway came forward as part of the off-site mitigation provided as part of the development.

2.4 Highways officers raised an initial objection to the 15/10486/FUL application, raised due to inadequate parking provision, inadequate turning areas and inadequate verge areas in parts of the layout. Following receipt of revised plans, the objections were withdrawn, subject to the use of conditions and S106 requirements.

2.5 Highways England were consulted on the 15/10486/FUL application in November 2015 to assess the impact on the Strategic Road Network (SRN), which in the site’s location comprises M4 Junction 16. Highways England raised no objection, providing the following response:

‘A review of the relevant documents concerns a change to internal site details only and is unlikely to result in significant detrimental impact to the safe operation of the SRN in this location.’

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2.6 The Committee Report for the application also stated on Page 12 in regard to the impact on the local highway network that:

‘The site is well served in road access terms by the extension to the distributor road serving the existing business park which can be accessed from the east without drawing traffic through the town itself. It should also be noted that the site has extant consents for employment and residential related uses which would generate a significant and broadly similar levels of transport movements in themselves. The proposals include pedestrian and cycle links through to the recent and ongoing residential development to the north west and the town beyond, these will pass through the country park and lead to the informal open space serving the new residential development to the NW. Whilst the site is located on the edge of the settlement and somewhat separated by the built form of the business park the proposed and existing pedestrian links through to the town are considered to provide a reasonable level of accessibility. Certainly it is not considered that the site is so remote and wholly separate from the existing settlement and town centre that it would be wholly unsustainable such that consent ought to be refused on these grounds.’

N/09/00871/OUT

2.7 Outline planning application N/09/00871/OUT was submitted in 2009 for 100 dwellings and 4.9ha of employment (extension to the Interface Business Park) on land directly east and north of the proposed site. A Transport Assessment was submitted in support of that application which included agreed trip rates for both the private residential dwellings and employment land use. Although initially refused by the Local Planning Authority, planning permission was subsequently granted at appeal subject to conditions.

2.8 In the appeal decision, the Inspector noted that “neither the Highways Agency nor Wiltshire Council as local highway authority objected to the proposed development. Taking all these points into account, I consider that the impact of the traffic generated by the proposed development would be acceptable.”

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2.9 The agreed trip rates for the employment land use would have been associated with trip numbers of up to 346 two-way movement in the AM peak and 253 two- way movements in the PM peak. The residential land use would have been associated with trip numbers of up to 40 two-way movement in the AM peak and 39 two-way movements in the PM peak. This equates to a possible total of up to 386 two-way vehicle trips in the AM and 292 two-way vehicle trips in the PM peaks associated with the 09/00871/OUT development.

10/02399/REM

2.10 A Reserved Matters application (10/02399/REM) was submitted in 2010 for the residential land use portion of the N/09/00871/OUT application. The application was for 100 dwellings and associated access to the north of the site, which was granted planning permission.

10/03055/FUL

2.11 A subsequent planning application (10/03055/FUL) was also submitted in 2010 for a f urther 50 dwellings to the north of the site. The application was initially refused (although was not subject to objections on highways grounds) but granted with conditions at appeal.

12/04026/FUL

2.12 Planning permission for an additional 43 dwellings (12/04026/FUL) on land within the extent of the original outline permission (at the northern end adjacent to Binknoll Lane) was granted in 2013.

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3. SITE CONTEXT AND LOCAL HIGHWAY NETWORK

Site Location and Context

3.1 The site is located approximately 2.5 kilometres by car and 1.35 kilometres by foot southeast of RWB Town Centre and approximately 8.5 kilometres from the centre of Swindon. The site location in its wider geographical context is shown in Figur e 1.

3.2 The site is comprised of open land in the south of the Mouldon Hill Country Park. The site is bound by Mouldon Hill Country Park to the north and west, to the immediate west by ‘The Lilies’ residential development and the Great Western Railway line to the south.

Local and Strategic Highway Network

Evening Star

3.3 Evening Star is the internal loop road to the east of the site which serves The Lilies. Internal of The Lilies, Evening Star has an approximate carriageway width of f ive metres, with streetlighting and footways provided on both sides of the carriageway.

3.4 Routing from The Lilies, Evening Star provides a route northbound which serves access to Interface Business Park and connects to the Evening Star/ Bincknoll Lane roundabout as the southern arm. Along this section of Evening Star, a 30mph speed limit is in place, with a general carriageway width between 9 - 9.5 metres and a footway is provided on the western side of the carriageway. Evening Star is provided with street lighting, and a ghost right turn lane is provided for vehicles accessing the business park.

Bincknoll Lane

3.5 Bincknoll Lane routes east to west from the Evening Star/ Bincknoll Lane roundabout. Bincknoll Lane is a single lane carriageway generally between 6.5 and 7 metres wide which is provided with streetlighting. It is subject to the National Speed Limit (NSL) within the vicinity of Evening Star, reducing to 30mph approximately 450 metres west from the roundabout. A pedestrian refuge island is provided along Bincknoll Lane, providing a crossing point approximately 15 metres west of the Bincknoll Lane/ Garraways junction.

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Brynards Hill

3.6 Brynards Hill is located to the northwest of the site, accessed through Mouldon Hill Country Park and PRoW WBAS 47. Brynards Hill is a lightly traf f icked cul-de-sac which serves residential dwellings, with a footway provided along the western side of the carriageway.

Nore Marsh Road

3.7 Nore Marsh Road routes east to west between Bincknoll Lane and Station Road, serving access to Brynards Hill. Nore Marsh Road is subject to a 30mph, reducing to 20mph as it passes Noremarsh Junior School, has street lighting and footways on both sides of the carriageway. A Zebra crossing is provided approximately 50 metres east of the Nore Marsh Lane/ Brynards Hill junction, providing a safe crossing point for pedestrians, especially those accessing Noremarsh Junior School.

M4 Junction 16

3.8 M4 Junction 16 is located to the east of the site, accessed from the A3102 Swindon Road. The Junction was subject to an upgrade scheme which was completed in 2018 which has alleviated traffic flows in the area and increased the capacity of the Junction to handle increased future traffic flows. Swindon Council have stated that the upgrade will ensure that it can cope with future traffic levels and cater for further development in the surrounding area. Approximately 5,500 vehicles an hour use the junction in the morning and evening peak hours, and this is expected to rise by more than 50% in the coming years. It is therefore considered M4 Junction 16 will not have capacity issues should the development come forward. This is further supported with Highways England raising no objection to traffic levels associated with The Lilies development.

Personal Injury Accident Data

3.9 Personal Injury Accident (PIA) data has previously been obtained for the local highway network from Wiltshire Council for the five-year period ranging from 01/09/2014 – 31/08/2019. Accidents recorded after this date have been derived from crashmap.co.uk. A plot and summary of the accidents provided by WC is available at Appendix B.

3.10 The data indicates that 13 accidents occurred over the time period, resulting in 16 slight personal injury accidents.

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3.11 Of these 13 accidents, two occurred at Binknoll Lane/Evening Star Roundabout, two occurred on Binknoll Lane, the other nine accidents all occurred on Station Road between the junction with Nore March Road in the north and the junction with Station Road/Cloatley Crescent/ New Road/ Marlborough Road in the south. There were no accidents recorded along Evening Star within the time period.

Bincknoll Lane

3.12 Of the two incidents that occurred at the Binknoll Lane/Evening Star roundabout, the first incident (08055/16) is considered to have occurred when a lorry travelling right at roundabout was involved in a head on collision with another vehicle that had turned left at the roundabout. The vehicle turning left appeared to have an icy windscreen which may have contributed to the accident. The other incident (04485/16) is considered to have occurred when a vehicle moved off slowly onto roundabout, a vehicle travelling behind also joined the roundabout but misjudged the speed on the first vehicle causing a rear end shunt.

3.13 Incident 93661/17 occurred on Bicknoll Road near the junction with Garraways when a pedestrian crossed the road to the central refuse failing to see the vehicle travelling north-east resulting in a collision.

3.14 Incident A8784/18 occurred further west on Bicknoll Road at the roundabout with Nore March. It is considered the incident occurred when a vehicle travelling north approach the roundabout and enters resulting in a collision with the nearside of another vehicle that was travelling east.

Wider Area

3.15 The nine incidents all occurred on Station Road, these incidents occurred between a variety of users and occurred for different reasons as summarised below:

i. Rear end shunt between car and lorry at Cloatley Crescent junction (30415/17);

ii. Two vehicles collided on New Road/Station Road roundabout (46629/17);

iii. Collision between a pedestrian and a vehicle (B0556/16 & 14601/19);

iv. Vehicle lost control due to high speeds (B7367/14);

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v. Collision between vehicle and cyclist at junction with Cloatley Crescent (88070/15);

vi. Collision between vehicle and cyclist at roundabout (79515/19 & 26405/19); and

vii. Quad bike lost control and collided with vehicle at roundabout (91785/14).

Summary

3.16 The conditions and factors involved in all accidents are summarised in Table 3.1 below.

Table 3.1 – Accident Conditions within the Study Area

Factors Weather Raining Fine 12 Unknown Road Surface Dry 8 Wet or Damp 2 Frost or Ice 2 Light Condition Daylight 10 Darkness 2 No. of Casualties 1 8 2 4 3+ No. of Vehicles 1 6 Involved in Accident 2 6 3+

3.17 Analysis of the PIA data indicates that there are no common contributory factors which would highlight any potential deficiency in the design of the highway network. An average of less than three accidents per year occurred over the time period.

3.18 It is therefore considered that there are no obvious highway or pedestrian accident patterns or problems within the study area. It is therefore concluded that the development proposal will not have a material impact of the safety of the local highway network.

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4. ACCESSIBILITY

Local Facilities and Amenities

4.1 RWB of f ers a mix of services, f acilities, amenities, and public transport opportunities which are likely to be required on a daily basis by residents and which are located within convenient walking and cycling distance of the site using the existing infrastructure located on Bincknoll Lane and the Public Right of Way (PRoW) routes within Mouldon Hill Country Park. These are typically within a 29- minute walk or an eight-minute cycle based upon an average walking speed of 80 metres per minute1 and an average cycling speed of 320 metres a minute2.

4.2 It is accepted that the time it takes people to walk or cycle this distance will depend on the individual’s level of health and fitness and will therefore vary from person to person.

4.3 Table 4.1 summarises the distances and travel time on foot or by cycle between the site and the local services and facilities available within RWB, as well as other key destinations. Table 4.1 also provides a comparison between distances and travel times based on whether the PRoW routes within Mouldon Hill Country Park are used.

Table 4.1 – Distance to Local Services and Facilities

Using PRoWs Not using PRoWs Facility / Distance Journey Time (mins) Distance Journey Time (mins) Amenity (km) Walk Cycle (km) Walk Cycle Education Noremarsh Junior 1.0 13 3 2.1 26 7 School Longleaze Primary 1.9 24 6 2.0 25 6 School St Bartholomew’s 2.2 28 7 2.4 30 8 Primary Academy Wootton Bassett 1.7 21 5 2.9 36 9 Infants’ School Royal Wootton 2.4 30 8 3.1 39 10 Bassett Academy Learning Curve 3.2 40 10 3.3 41 10 Day Nursery Amenity Boots Pharmacy 1.4 18 4 2.7 34 8 Cohens Chemist 1.7 21 5 2.8 35 9 Haine & Smith 1.4 18 4 2.7 34 8 Opticians Post Office 1.4 18 4 2.7 34 8

1 ‘Providing for Journeys on Foot’ IHT (2000) 2 Transport Note 20/8 ‘Cycle Infrastructure Design’, published by the DfT in October 2008. P19-1235 | DECEMBER 2020 Page | 10

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Grants Dental 1.5 19 5 2.7 34 8 Practice mydentist 2.1 26 7 2.9 36 9 Tinkers Lane 1.8 23 6 2.4 30 8 Surgery New Court 2.0 25 6 2.8 35 9 Surgery Transport Links Nore Marsh Lane 0.8 10 3 1.6 20 5 Bus Stops Bincknoll Lane Bus 1.6 20 5 1.1 14 4 Stops Swindon Railway 12.6 - 39 8.9 - 28 Station Employment Interface Business 2.2 28 7 0.9 11 3 Park RWB Town Centre 1.4 18 4 2.7 34 8 Whitehall 2.4 30 8 3.2 40 10 Industrial Park Lydiard Fields 4.7 59 15 3.8 48 12 Windmill Hill 5.0 62 16 4.2 52 13 Business Park Clearwater 5.7 71 18 4.8 60 15 Business Park Retail Premier Tesco Express 1.7 21 6 1.3 16 4 RWB Town Centre 1.4 18 4 2.7 34 8 Co-op Food Store 1.4 18 4 2.7 34 8 Sainsbury’s 1.9 24 6 2.8 35 9 Iceland 1.5 19 5 2.6 33 8 Aldi 2.7 34 8 2.8 35 9 Leisure Mouldon Hill 10.9 - 34 9.9 124 31 Country Park Lime Kiln Leisure 2.1 26 7 2.8 35 9 Centre Jubilee Lake 3.0 38 9 3.6 45 11

4.4 Table 4.1 confirms that the site’s location provides the opportunity for a wide number of local facilities to be accessed within an appropriate walking and cycling distance.

4.5 Isochrone maps showing the location of the facilities and amenities and approximate travel times are provided at Figure 2 and Figure 3. Figure 2 shows a walking isochrone when using the PRoW routes available to the north of the site, indicating that RWB Town Centre is accessible within 1.4 kilometres/ 18 minute journey time. Figure 3 shows a cycling isochrone when using the PRoW routes, indicating that the majority of the facilities and amenities detailed in Table 4.1 are accessible within 10 minutes journey time.

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4.6 For comparison, isochrone maps have been prepared to indicate the accessibility of the site if the PRoW routes are not used. Figure 4 and Figure 5 indicate that distances would be greater and journey times longer to local facilities and amenities both on foot and by cycle. The majority of facilities and amenities are located at a shorter distance and travel time when using the PRoW routes within Mouldon Hill Country Park.

4.7 Therefore, the development proposals will consider improvements to the PRoW routes within Mouldon Hill County Park. The improvements will be aimed at making the routes accessible and attractive for all site users and can be discussed and agreed with public right of way officers at Wiltshire Council once the planning application has been submitted.

Pedestrian and Cycle Infrastructure

4.8 Footways are generally provided along the majority of the roads in the area surrounding the site which is predominantly residential, with dropped kerbs provided at crossings and street lighting provided.

4.9 The shortest route to RWB Town Centre would be to route northwest from the site through Mouldon Hill Country Park. It is noted that the routes within Mouldon Hill Country Park are unlit and unsurfaced and therefore may not be suitable for all pedestrians.

4.10 There are a number of PRoW routes to the north of the site within Mouldon Hill Country Park:

i. PRoW WBAS 111 routes along the northern site boundary, continuing northwest towards the north of Mouldon Hill Country park and onto PRoWs BAS 112 and 10. Also routes southwest to a footbridge crossing the Great Western Railway line;

ii. PRoW WBAS 112 routes north from the centre of Mouldon Hill Country Park, providing a link between PRoW WBAS 111 and PRoW WBAS 10;

iii. PRoW WBAS 10 routes east to west through Mouldon Hill Country Park, providing a connection between The Lilies to the east and PRoW WBAS 47 in the west. Also routes north into the residential housing area to the north of the site; and

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iv. PRoW WBAS 47, accessed from PRoW WBAS 111 and 10, is located in the northwest corner of Mouldon Hill Country Park and connects into the residential housing area to the northwest of the site.

4.11 The routes within Mouldon Hill Country Park are shown in Figure 1, with the definitive routes provided from Wiltshire Council available at Appendix C.

4.12 Using the PRoW available within Mouldon Hill Country Park, Brynards Hill can be accessed using PRoW WBAS 46. PRoW WBAS 46 is a surfaced footpath, provided with streetlighting. Brynards Hill routes onto Nore Marsh Road.

4.13 Nore Marsh Road has footways on both sides of the carriageway, is provided with streetlighting and has a Zebra crossing including pedestrian refuse island approximately 50 metres east of the Brynards Hill/ Nore Marsh Lane junction. The Washbourne Road bus stops, the closest bus stops to the site, are also accessible. Nore Marsh Road continues onto Station Road, which route to RWB Town Centre.

4.14 Alternative access to RWB Town Centre can be gained by routing east from the site, along Evening Star. This route would be along surfaced footways and footpaths.

4.15 A footway is provided along the western side of Evening Star, routing north and south to 'The Lilies' and Bincknoll Lane. There is a crossing point located near the access road to Interface Business Park with dropped kerbs and a pedestrian refuge island. The footway is generally three metres in width and is provided with street lighting. This provides a route to access the bus stops on Bincknoll Lane.

4.16 The recent construction of a footway along the southern side of Bincknoll Lane provides access to the Swallows Mead bus stops. A crossing point with pedestrian refuge is provided approximately 15 metres west of the Bincknoll Lane / Garraways junction, providing for safe crossing of Bincknoll Lane and access towards the local centre at Roebuck Close and to the footpath which routes along the northern side of the Bincknoll Lane carriageway. The footpath is set separated from the carriageway by vegetation with lighting provided along the footpath which is considered suitable for pedestrians and cyclists. The footpath routes towards RWB Town Centre.

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4.17 Continuing along Bincknoll Lane toward the Town Centre, the footpath along Bincknoll Lane can be used to connect onto Nore Marsh Lane, with a further connection onto Station Road which routes into the Town Centre. Nore Marsh Lane benefits from a zebra crossing, which provides safe crossing for pedestrians, especially those accessing Noremarsh Junior School.

4.18 Cycle routes within Royal Wootton Bassett, including walking and cycling distance radius zones, are shown on the WC Royal Wootton Bassett Cycle Map document, available at Appendix C. The map indicates that the site within both the 15-minute walk, 4.5 minute cycle and 20 minute walk, 6 minute cycle radius’.

4.19 The Cycle Map radius zones are indicatives of 'as the crow flies' measurements. The cycle isochrone provided at Figure 3 indicates that the majority of the f acilities and amenities within RWB are available within 6 - 10 minutes of the approximate site centre.

4.20 Additionally, the Wiltshire Council LTP3 Cycling Strategy proposed Royal Wootton Bassett to Swindon cycle link is hoped to be completed by 2021. The scheme will provide a three kilometre segregated shared footway/ cycleway path between RWB and Windmill Hill Business Park in Swindon, which will include:

. A segregated section alongside the A3102 to the east of RWB;

. An off-road section from Sally Pussey Inn to Windmill Hill Business Park; and

. A new crossing point on the A3102 to the east of RWB.

4.21 Further details are provided in Section 7. The cycle link should come forward before the proposed development is fully operational, so it is therefore considered appropriate to include when assessing the site’s accessibility.

Public Transport

Bus Services

4.22 The closest bus stops to the site are the Washbourne Road bus stops, located approximately 760m northwest of the approximate site centre on Nore Marsh Road. The bus stops are provided with flagpoles, timetable information and raised kerbs. These stops would require the use of unsurfaced footpaths.

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4.23 The closest bus stops to the site using surfaced footways are the Swallows Mead bus stops on Bincknoll Lane, approximately 1.15 kilometres from the approximate site centre. The bus stops are provided with shelters, seating and timetable information.

4.24 Table 4.2 summarises the services available from the Washbourne Road and Swallows Mead bus stops.

Table 4.2: Bus Service Summary – From Swallows Mead

Approximate Frequency Intervals (Minutes) Service First Bus/ Last Service Route Mon – Provider Bus Mon – Sat Sat Sunday Daytime Evening Malmesbury – Royal 07:21/17:38 120 31 Wootton Coachstyle - - minutes Bassett – Swindon Malmesbury – Royal 120 31A Wootton Coachstyle 07:58/18:38 - - minutes Bassett – Swindon Royal Wootton Stagecoach 55 09:15/18:10 5 services - - Bassett – West Swindon Chippenham – Stagecoach 15-20 30-60 30 54 05:23/00:04 Swindon West minutes minutes minutes

4.25 Table 4.2 shows that buses to Swindon are available throughout the day with the 31 and 31a services providing an hourly service, the 54 providing a service every 90 minutes and the 55 every 30 minutes (including weekends).

4.26 The 31 and 31a buses also provide access to Malmesbury on an hourly frequency on weekdays and the 55 provides access to Chippenham on a 30-minute frequency of schedule through the week.

4.27 Buses are included in the Swindon PlusBus ticketing scheme which allows passengers to travel on local Swindon buses on an unlimited basis throughout the day of ticket purchase.

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4.28 Bus services in the vicinity of the site provide access to nearby settlements generally within an hour travel time, providing sustainable travel opportunities to places of employment and leisure.

Rail Services

4.29 Swindon Railway Station is the closest existing Railway Station, located approximately 9.5 kilometres from the approximate site centre. Swindon Railway Station can be accessed via the 31, 31a, 54. Swindon Bus Station is also located a four-minute walk from Swindon Railway Station.

4.30 Swindon Railway Station is served by the Great Western Railway line. Table 4.3 summarises the frequency and travel times to destinations from Swindon Railway Station.

Table 4.3 – Services from Swindon Railway Station

Destination Avg. Frequency (mins) Avg. Travel Time (mins) London Paddington 10 55 Swansea 60 114 Bristol 15 46 Westbury 26 50 Cardiff 60 58 Cheltenham Spa 25 59

4.31 At peak times, the frequency of highspeed trains to London Paddington from Swindon are every 10 minutes on average. Passengers have the option to change at Reading for services to the north and south of England. Frequent services from Swindon are also available to the west.

4.32 There are 197 cycle parking spaces provided at the Station, supervised by CCTV surveillance. The Royal Wootton Basset to Swindon cycle link (anticipated to be completed by 2021) will provide a safe access route for cyclists accessing Swindon Railway Station from RWB.

4.33 The station car park has 578 spaces and is operated by APCOA. Car parking charges at the Station are considered to be reasonable, with daily rate and weekly rate parking tickets available.

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Accessibility Summary

4.34 It is considered that the development site is located in an accessible location with local facilities and amenities located within appropriate walking and cycling distance. The Committee Report for The Lilies development (to the immediate east of the site) confirmed that the site is not considered to be remote from the existing settlement boundary and town centre. The proposed development is located closer to RWB Town Centre. The applicant is willing to improve the PRoW routes located to the northwest of the site linking to Brynyards Hill. This will be subject to discussions and agreement with PRoW officers at Wiltshire Council.

4.35 There are four bus services available within a reasonable walking distance of the site. These services provide access to Malmesbury, Swindon and Chippenham. This provides future residents with the opportunity to use public transport for short and wider trips to existing services within Royal Wootton Bassett town centre and f urther af ield.

4.36 Swindon Railway station provides several cross country services which would allow future residents of the site to travel by sustainable modes on a daily or weekly basis as a genuine alternative to single occupancy car use.

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Wainhomes (Severn Valley) Ltd. Brynards Hill, Royal Wootton Bassett Transport Assessment

5. DEVELOPMENT PROPOSALS

5.1 The development proposal is for 61 residential dwellings which will comprise of 40% affordable housing. This will equate to the provision of 37 dwellings of private tenure and 24 affordable dwellings. An indicative masterplan of the site is available at Appendix D.

Vehicular Access Arrangements

5.2 Access to the site will be from an extension to an existing road served by Evening Star to the east of the site.

Internal Access Strategy

5.3 The internal road layout will be designed to Manual for Streets guidance with road speeds of 20mph to allow for safe environment for all site users. Footways of minimum of 2 metres width will be provided.

5.4 Footpaths will also connect the site to the existing PRoW provision to the north of the site. The section of PRoW WBAS 111 which routes internal of the site boundary will be retained and upgraded to a formalised surface. It is not considered that the route of this PRoW needs to be diverted, but this can be confirmed with PRoW officers once the application has been submitted.

5.5 It is anticipated that the site will be offered up for adoption. Therefore, the site will be designed to allow servicing vehicles to enter and exit the site in a forward gear. This is addressed elsewhere in the planning application submission package.

Car and Cycle Parking

5.6 Car and cycling parking at the site will conform to the standards set out in Wilshir e Council Local Transport Plan 3 Car Parking Guidance (2011). Table 5.1 sets out the minimum residential car parking standards which follow Policy PS6 of the guidance.

TABLE 5.1 – WC RESIDENTIAL CAR PARKING STANDARDS

Bedrooms Minimum spaces 1 1 space 2 to 3 2 spaces 4+ 3 spaces Visitor Parking 0.2 spaces per dwelling (unallocated)

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5.7 To promote cycling in new developments, the following cycle parking standards apply for a residential development:

. 3 bed dwellings – 1 covered space per bedroom;

. 4 bed dwellings - 3 covered spaces per dwelling;

. 5 bed dwellings – 4 covered spaces per dwelling; and

. 1 visitor space per 20 bedrooms.

External Access Strategy

5.8 Public Rights of Way (PRoW) to the west of the site will be upgraded subject to agreement with Wiltshire Council. This will involve surfacing the PRoWs and introducing lightning to ensure they are suitable routes for future residents all year round. This can be agreed and discussed with public right of way officers at Wiltshire Council during the planning application submission.

Residential Travel Plan

5.9 The development will be subject to a Residential Travel Plan upon completion. The Residential Travel Plan will be designed to influence sustainable travel habits of site residents from first occupation and will be implemented from the outset of the development. This will promote a culture of sustainable travel within the site, helping to make the development as sustainable as possible. It is considered that the provision of a Residential Travel Plan can be covered by an appropriately worded planning condition.

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6. DEVELOPMENT TRIP GENERATION

6.1 In order to understand the impact of the development traffic on the local highway network, a combined assessment including the development traffic associated with The Lilies will be provided.

The Lilies’ Development Traffic

6.2 The Lilies development was supported by a Transport Statement, prepared as part of the 15/10486/FUL application. The Transport Statement included residential trip rates which were agreed by WC in the N/09/00871/OUT application, submitted in 2009. The agreed trip rates were derived from mixed private dwellings (housing and flats).

6.3 A TRICS assessment was provided to determine the trip rates for affordable housing, with the TRICS output report available at Appendix E. The following parameters were used when deriving trip rates:

i. Greater London and Irish sites removed from the selection;

ii. Town Centre and Neighbourhood Centre sites removed from the selection; and

iii. Weekday surveys only.

6.4 WC highway officers raised no objection to the used trip rates or trip numbers included within the Transport Statement.

6.5 Table 6.1 provides a summary of the houses privately owned and affordable housing trip rates used within the 15/10486/FUL Transport Statement, with the residential trip numbers associated with 92 dwelling The Lilies development shown.

Table 6.1: The Lilies Development Trip Rates and Numbers

AM Peak (0800-0900) PM Peak (1700-1800) In Out Two-way In Out Two-way Houses Privately Owned Trip Rate 0.088 0.310 0.398 0.242 0.151 0.393 Trip Number 6 20 26 15 10 25 Affordable Housing Trip Rate 0.167 0.352 0.519 0.365 0.215 0.580 Trip Number 5 10 15 10 6 16 Combined Total Trip Number 11 30 41 25 16 41

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6.6 It was concluded that the proposed trip numbers were not expected to result in any severe traffic impacts.

Proposed Development Traffic

6.7 The TRICS online database has been used to derive trip rates for the privately owned dwellings within the proposed site. The same parameters as set out in paragraph 6.3 were used when filtering sites, as well as the removal of any sites with a Travel Plan. The TRICS output report is available at Appendix F, with the trip rates shown in Table 6.2 below.

6.8 It is proposed that the affordable housing trip rates used within the 15/10486/F UL Transport Statement and shown in Table 6.1 will be used to forecast the trip generating capabilities of the affordable housing element of the proposed site.

6.9 Table 6.2 provides a summary of the trip rates and forecast trip numbers that could be associated with the 61 dwellings (40% affordable housing) proposed development.

Table 6.2: Proposed Development Forecast Trip Rates and Numbers

AM Peak (0800-0900) PM Peak (1700-1800) In Out Two-way In Out Two-way Houses Privately Owned Trip Rate 0.146 0.389 0.535 0.322 0.144 0.466 Trip Number 5 14 20 12 5 17 Affordable Housing Trip Rate 0.167 0.352 0.519 0.365 0.215 0.580 Trip Number 4 8 12 9 5 14 Combined Total Trip Number 9 23 32 21 10 31

Note: Inaccuracies due to rounding.

6.10 Table 6.2 forecasts that the proposed development could generate a total of up to 32 two-way vehicular movements in the AM and 31 vehicular movements in the PM peak hours. This equates to approximately one new vehicle trip on the local highway network every 1 minute and 50 seconds in both peak hours.

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Combined Development Trip Numbers

6.11 Junction modelling will be undertaken for the Interface Business Park roundabout and A3102 roundabout. In order to provide a robust assessment, the trip generating capabilities of the proposed development site and The Lilies development will be combined.

Table 6.3: Proposed Development and The Lilies Development Combined Trip Numbers

AM Peak (0800-0900) PM Peak (1700-1800) In Out Two-way In Out Two-way Proposed 10 30 40 26 16 41 Site The Lilies 9 23 32 21 10 31 Total 20 53 72 46 26 73

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7. TRAFFIC IMPACT ASSESSMENTS

7.1 As determined in the pre-application response (20/06419/PREAPP) received for the proposed development, the Brinknoll Lane/ Interface Business Park roundabout and the Swindon Road/ A3102 roundabout require traffic impact assessments to determine junction capacity levels to be undertaken. The TRL Software ARCADY programme has been used to model both junctions.

Background Traffic Flows

7.2 At the time of writing, the COVID-19 pandemic is affecting the level of traf f ic using the road network across the UK, with an overall reduction due to lockdown measures. As a result, any Manual Classified Count (MCC) surveys undertaken to determine traffic flows at the junctions requiring assessment would not be accurate representations of the usual traffic flows.

7.3 Through discussion with highway officers at WC it is understood that MCCs are not currently being accepted as a result of the reduced traffic flows, with growthed historic traffic flow data from 2017 and after accepted only. Through discussion with WC, it has been determined that there is no historic traf f ic flow data available for either junction since 2017.

7.4 Therefore, the below assessments are based on historic traffic flows, derived from work undertaken as part of other previous submittals which included assessments of the Brinknoll Lane / Interf ace Business Park and Swindon Road/ A3102 roundabouts. It has been discussed with WC that these assessments will be placeholders, used to give a general assessment of the operation of the junctions. Once the traffic flow has returned to a level to that of pre-pandemic and MCCs are being accepted by WC again, the assessments will be re-visited with up to date MCC data.

7.5 The traffic impact assessment has been completed for the future year of 2025, f ive years from the date of this assessment. It therefore considers the following scenarios:

i. 2020 Base AM and PM peak;

ii. 2020 Base + Development AM and PM peaks (includes site and The Lilies traffic flows);

iii. 2025 Base AM and PM peak; and P19-1235 | DECEMBER 2020 Page | 23

Wainhomes (Severn Valley) Ltd. Brynards Hill, Royal Wootton Bassett Transport Assessment

iv. 2025 Base + Development AM and PM peaks (includes site and The Lilies traffic flows).

7.6 In order to establish baseline traffic conditions for 2020 and a future year of 2025, TEMPRO growth rates for urban RWB have been applied to available traffic flow data. The TEMPRO rates are summarised in Table 7.1.

Table 7.1: TEMPRO Growth Rates

AM Peak PM Peak 2013 – 2020 (A3201/ Bincknoll Lane 1.069818 1.072011 Roundabout) 2015 – 2020 (Bincknoll Lane/ Interface 1.069818 1.072011 Business Park Roundabout) 2020 - 2025 1.052258 1.052668

Trip Distribution

7.7 A trip distribution exercise based on Census Travel to Work data and associated journey times has been carried out to establish the potential number of vehicles using the surrounding junctions. The proposed distribution methodology has been derived using 2011 Census 'WU03EW - Location of usual residence and place of work by method of travel to work (MSOA level)' data for the 'E02006650: Wiltshire 007' Middle Super Output Area (MSOA) using the top 25 MSOAs.

7.8 Journey times have been calculated using Google Maps routing to establish the key routes and associated journey times from the ' E02006650: Wiltshire 007' ' MSOA to places of employment. The full distribution calculation is included at Appendix G.

Bincknoll Lane/ Interface Business Park Roundabout

7.9 Traffic flows have been derived from the 15/10486/FUL Transport Statement which was submitted for The Lilies. This assessment provided a baseline condition of 2015, which included committed development traffic flows associated with the 193 dwellings within the wider development site of outline permission N/0900871/OUT (granted within the 10/02399/REM, 10/03055/FUL and 12/04026/F UL applications). This has been taken and growthed using TEMPRO growth rates as set out in Table 7.1. The traffic flows for this junction are available within Appendix H.

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7.10 For consistency the geometry measurements of the roundabout were obtained from the 15/10486/FUL Transport Statement which included an assessment of the junction.

7.11 Table 7.2 provides a summary of the modelling results for the 2020 and 2025 baseline and 2020 and 2025 plus development traffic scenarios, with the output reports available at Appendix I.

Table 7.2: Bincknoll Lane/ Interface Business Park Modelling Results

Arm AM Peak (0800-0900) PM Peak (1700-1800) Queue Delay RFC Queue Delay RFC (veh) (s) (veh) (s) 2020 Baseline Bincknoll 0.3 2.96 0.22 0.5 3.48 0.35 Lane North Bincknoll 0 5.56 0.02 0 6.43 0.04 Farm Lane Evening 0 3.11 0.04 0.2 4.4 0.18 Star Bincknoll 1.3 5.44 0.57 0.3 3.24 0.24 Lane West 2020 Baseline + Development Traffic Bincknoll 0.3 3.01 0.23 0.6 3.66 0.38 Lane North Bincknoll 0 5.65 0.02 0 6.74 0.04 Farm Lane Evening 0.1 3.27 0.09 0.3 4.56 0.21 Star Bincknoll 1.4 5.72 0.59 0.3 3.34 0.25 Lane West 2025 Baseline Bincknoll 0.3 3.01 0.23 0.6 3.59 0.37 Lane North Bincknoll 0 5.66 0.02 0.0 6.61 0.04 Farm Lane Evening 0 3.13 0.04 0.2 4.54 0.19 Star Bincknoll 1.5 5.88 0.6 0.3 3.31 0.25 Lane West 2025 Baseline + Development Traffic Bincknoll 0.3 3.06 0.24 0.7 3.78 0.40 Lane North Bincknoll 0 5.75 0.02 0.0 6.94 0.05 Farm Lane Evening 0.1 3.30 0.09 0.3 4.71 0.22 Star Bincknoll 1.6 6.17 0.62 0.4 3.41 0.27 Lane West

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7.12 Table 7.2 demonstrates that under the growthed traffic baseline conditions in 2020 and 2025 the Bincknoll Lane/ Interface Business Park roundabout will operate within capacity within minimal queues and delays during the AM and PM peak hours in both scenarios. The additional development traffic is shown to have minimal impact on the operation or capacity of the junction.

7.13 It is therefore concluded that the junction will continue to operate efficiently, and no mitigation is required.

Swindon Road/ A3102 Roundabout

7.14 Traffic flows have been derived from a Transport Assessment which was produced to support an application for hybrid planning application for a Tesco Superstore, 320 dwellings and a community hub (Ref: 14/08081/FUL). This assessment included a MCC at the Swindon Road/ A3102 roundabout, which was undertaken in 2013, with the flows taken and growthed using the TEMPRO rates shown in Table 7.1. The traffic flows for this junction are available within Appendix J.

7.15 Table 7.3 provides a summary of the modelling results for the 2020 and 2025 baseline and 2020 and 2025 plus development traffic scenarios, with the output reports available at Appendix K.

Table 7.3: Swindon Road/ A3102 Junction Modelling Results

Arm AM Peak (0800-0900) PM Peak (1700-1800) Queue Delay RFC Queue Delay RFC (veh) (s) (veh) (s) 2020 Baseline A3102 E 1.3 4.8 0.57 6.7 16.5 0.88 Bincknoll 2.0 8.85 0.67 0.7 5.46 0.41 Lane A3102 W 1.2 5.93 0.55 0.9 4.12 0.48 2020 Baseline + Development Traffic A3102 E 1.4 4.88 0.58 6.6 15.85 0.88 Bincknoll 2.3 9.60 0.70 0.8 5.69 0.43 Lane A3102 W 1.2 6.15 0.56 0.8 3.93 0.45 2025 Baseline A3102 E 1.5 5.16 0.6 10.7 25.36 0.93 Bincknoll 2.5 10.59 0.72 0.8 5.96 0.44 Lane A3102 W 1.4 6.65 0.59 1.0 4.41 0.51 2025 Baseline + Development Traffic A3102 E 1.5 5.25 0.61 12.9 30.23 0.93 Bincknoll 2.9 11.71 0.75 0.9 6.23 0.47 Lane

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A3102 W 1.5 6.93 0.60 1.1 4.53 0.51

7.16 Table 7.3 demonstrates the Swindon Road/ A3102 roundabout is forecast to operate efficiently for all scenarios assessed with no significant difference in the performance of the junction as a result of proposed development.

Conclusions

7.17 It is concluded that the development proposals will not have a material impact on the operation of the local highway network and that no mitigation measures are required.

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8. TRANSPORT PLANNING POLICY

8.1 The relevant transportation policies are set out in the following national, regional and local documents:

i. National Planning Policy Framework (NPPF) (2019);

ii. Planning Practice Guidance (PPG) ‘Travel Plans, Transport Assessments and Statements in Decision-Taking (2014);

iii. Manual for Streets (MfS) (2007);

iv. Manual for Streets 2 (MfS2) (2010);

v. Wiltshire Core Strategy (which covers the period up to 2026) (2015);

vi. Wiltshire Council Third Local Transport Plan (LTP3) 2011 – 2026 (2011);

vii. Royal Wootton Bassett Neighbourhood Development Plan 2017 – 2026 (2018).

8.2 The main thrust of recent national, regional and local policy is to:

. Make effective and efficient use of land;

. With new developments, ensure any employment opportunities can be linked via by walking, cycling and public transport;

. Reduce car dependency;

. Make walking and cycling trips easier;

. Encourage public transport trips; and

. Not use design guidance inflexibly in order to limit development.

National Planning Policy Framework (NPPF) 2019

8.3 The National Planning Policy Framework (NPPF) was updated in February 2019. The core principles of the document are for development to be located within sustainable locations to maximise the opportunities to seek to reduce the dependency on single occupancy car travel and minimise travel distances to health, employment, leisure, education, retail and transport facilities.

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8.4 The NPPF confirms the key requirements for a site considered for allocation to be assessed against. Paragraph 108 of the NPPF states that:

"In assessing sites that may be allocated for development in places, or specific applications for development, it should be ensured that:

a) appropriate opportunities to promote sustainable transport modes can be – or have been – taken up, given the type of development and its location;

b) safe and suitable access to the site can be achieved for all users; and

c) any significant impacts from the development on the transport network (in terms of capacity and congestion), or on highway safety, can be cost effectively mitigated to an acceptable degree."

Wiltshire Council Third Local Transport Plan (LTP3) 2011 – 2026 (2011)

8.5 The existing WC Third Local Transport Plan (LTP3) aims to steer the implementation of national transport policies at the local level. The LTP3 seeks to develop a transport system which helps support economic growth across Wiltshire’s communities, giving choice and opportunity for people to safely access essential services. Transport solutions will be sensitive to the built and natural environment, with a particular emphasis on the need to reduce carbon emissions. As a strategic document, the LTP does not contain details of schemes. Rather, it sets out a long- term transport strategy, a shorter-term implementation plan and a number of supporting strategies.

8.6 The LTP3 seeks to reduce trips made via single occupancy car, with key objectives set out in the LTP3 to help achieve a reduction. The key strategic transport objectives are:

. Improve safety for all road users and to reduce the number of casualties on Wiltshire’s roads;

. Reduce the impact of traffic speeds in towns and villages;

. Promote travel modes that are beneficial to health;

. Provide, support and promote a choice of sustainable transport alternatives;

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. Reduce the level of air pollutant and climate change emissions from transport;

. Reduce the need to travel, particularly by private car;

. Minimise traffic delays and disruption and improve journey time reliability on key routes;

. Make the best use of the existing infrastructure through effective design, management and maintenance; and

• Support planned growth in Wiltshire and ensure that new developments adequately provide for their sustainable transport requirements and mitigate their traffic impacts.

8.7 The LTP3 promotes a Walking and Cycling Strategy that recognises both modes as an ef f icient, sustainable and healthy mode of transport. The strategy states future developments should encourage accessibility via walking and cycling.

8.8 By undertaking short trips on foot or by cycle benefits a community as they are a healthier alternative to other modes of transport, help to reduce congestion and prevent harmful pollutants entering the local environment. They are a cost- effective way of meeting sustainable travel and accessibility objectives and should be a priority when considering layouts of new developments.

8.9 Walking and cycling as part of a linked trip should also be promoted. This includes trips such as walking or cycling to nearby public transport hubs, before continuing the journey via public transport.

Wiltshire Core Strategy (2015)

8.10 Royal Wootton Bassett is described within the Wiltshire Core Strategy as a Market Town, which are defined as settlements that have the ability to support sustainable patterns of living in Wiltshire through their current levels of facilities, services and employment opportunities. Market Towns have the potential for signification development that will increase the employment and housing opportunities in order to help sustain, and where necessary, enhance their services and facilities and promote better levels of self-containment and viable sustainable communities.

8.11 The document also details the planned development of Royal Wootton Bassett Railway Station, which is anticipated to come forward in the future. TransWilts have P19-1235 | DECEMBER 2020 Page | 30

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determined that the location of the Station will be in close proximity of Junction 16 of the M4, therefore it is anticipated that the Station is likely to be developed to the east of the site. The Station is intended to alleviate traffic from Junction 16 of the M4 and queues within Swindon. Services at the station will provide sustainable transport links to the settlements within Wiltshire and further afield. This will benefit future developments within Royal Wootton Bassett.

8.12 Any future development in Royal Wootton Bassett will also be required to demonstrate how contributions to the enhancement of the central area of the town can be made. Future development in Royal Wootton Bassett will also be required to assess the capacity and operation of Junction 16 of the M4, which is located approximately 2.5 kilometres east of the site.

Future Infrastructure

8.13 The Wiltshire Council LTP3 Cycling Strategy states that the proposed Royal Wootton Bassett to Swindon cycle link as a key intra-urban link that sits alongside the Town Cycle Networks as it is a short (under 5km), well used commuter link between a market town and a major city. It is stated on the WC website that it is hoped that the project will be completed by 2021 at the latest.

8.14 The aims and objectives of the Royal Wootton Bassett to Swindon cycle route are to support the strategic aims and objectives of economic growth and improved health in Wiltshire as well as meeting the following objectives:

. Improve the quality, attractiveness and safety of cycle and pedestrian connectivity between Royal Wootton Bassett and Swindon

. Encourage modal shift from private car use to walking and cycling

. Help mitigate a forecast increase in traffic around Junction 16 of the M4 and Royal Wootton Bassett as a result of new development

. Reduce greenhouse gas and air pollutant emissions from traffic

. Contribute towards reducing journey times between Royal Wootton Bassett and Swindon by reducing reliance on private motor vehicles

. Improve transport choices between Royal Wootton Bassett and Swindon

. Reduce high levels of commuting by car.

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8.15 Royal Wootton Bassett Town Cycle Network Plans are continuously updated, the most recent of which is included on page 41 of the LTP3 Cycle Strategy. Such improvements include;

. Widening & shared-use infrastructure;

. Traf f ic calming;

. Shared-use Crossings; and

. Cycle lanes.

8.16 It is noted that it is anticipated that a Railway Station could be developed within Royal Wootton Bassett in the future, with the development likely to be located to the east of the site close to Junction 16 of the M4.

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9. CONCLUSION

9.1 This Transport Assessment has been prepared by Pegasus Group on behalf of Wainhomes Severn Valley Ltd. to address the transportation issues associated with the proposed development of 61 residential dwellings at Brynards Hill, Royal Wootton Bassett. The site is an extension of the residential housing development known as ‘The Lilies’.

9.2 Vehicular access to the site would be from an extension of an existing road served from Evening Star, to the east of the site.

9.3 It is concluded that the site is accessible located providing the opportunities for future residents to travel by sustainable transport modes as genuine alternatives to single occupancy car travel and that the applicant is willing to discuss potential improvements to the PRoWs, subject to agreement with Wiltshire Council, located to the northwest of the site to facilitate easier access to RWB town centre.

9.4 It is concluded that the development proposals will not have a material impact on the operation and safety of the local highway network.

9.5 It is therefore considered that there are no valid reasons to object to the scheme on highway grounds.

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FIGURE 1

SITE LOCATION PLAN AND LOCAL HIGHWAY ROAD NETWORK

DECEMBER 2020 | P19-1235

Key N Site Boundary

Employment Areas

M4 Public Right of Way routes/ Footpaths

A Nearest Bus Stop B C

Post Office

Library

Doctors Surgery

Pharmacy

Leisure

A B C Pre School

A3102 Primary School A3102 A B C Secondary School A M4 JCT 16 B C Public House

Convenience Store

Supermarket

Playground

A3102

First Floor, South Wing, Equinox REV DATE BY DESCRIPTION CHK APD North Great Park Road, Almondsbury, Bristol , BS32 4QL

01454 625945 www.pegasusgroup.co.uk Planning | Design | Environment | Economics

CLIENT: SCALE @ A2: CHECKED: APPROVED: WAINHOMES SEVERN VALLEY LTD 1:10,000 AJ AJ PROJECT: BRYNARDS HILL, DATE: DESIGN-DRAWN: DRAWING-STATUS: ROYAL WOOTTON BASSETT 24/11/20 ADWS SK

PROJECT No: DRAWING No: REV: TITLE: SITE LOCATION PLAN AND LOCAL HIGHWAY ROAD P19-1235 FIGURE 1 - NETWORK

Copyright Pegasus Planning Group Ltd. Crown copyright. All rights reserved. Ordnance Survey Copyright Licence number 100042093. Promap Licence number 100020449. Emapsite Licence number 0100031673 Standard OS licence rights conditions apply. Pegasus accepts no liability for any use of this document other than for its original purpose, or by the original client, or following Pegasus’ express agreement to such use. T 01285 641717 www.pegasuspg.co.uk X:\BRISTOL PROJECTS\BRISTOL - LIVE PROJECTS\P19\P19-1201-1300\P19-1235 WAINHOMES SITES OFF BINCKNOLL LANE, RWB\TRANSPORT\2. DRAWINGS\C. SKETCHES\TA\P19-1235_SK_001 (BOUND).DWG Wainhomes (Severn Valley) Ltd. Brynards Hill, Royal Wotton Bassett Transport Statement

FIGURE 2

INDICATIVE 2KM WALK ISOCHRONE (USING COUNTRY PARK ROUTES)

DECEMBER 2020 | P19-1235 Key N Up to 400m

Up to 800m

M4 Up to 1200m

A Up to 1600m B C

Up to 2000m

Site Boundary

Employment Areas

Approximate Internal Road Layout

Footpaths/ Footways

Nearest Bus Stop

A3102 Post Office A3102 A B C Library A M4 JCT 16 B C Doctors Surgery

Pharmacy

Leisure

A B C Pre School

Primary School

Secondary School

Public House

Convenience Store

Supermarket

Playground

NOTE: Public Right of Way footpaths within the Country Park are relied upon on the basis of appropriate improvements such as surfacing, A3102 widening and lighting being provided.

First Floor, South Wing, Equinox REV DATE BY DESCRIPTION CHK APD North Great Park Road, Almondsbury, Bristol , BS32 4QL

01454 625945 www.pegasusgroup.co.uk Planning | Design | Environment | Economics

CLIENT: SCALE @ A2: CHECKED: APPROVED: WAINHOMES SEVERN VALLEY LTD 1:10,000 AJ AJ PROJECT: BRYNARDS HILL, DATE: DESIGN-DRAWN: DRAWING-STATUS: ROYAL WOOTTON BASSETT 24/11/20 ADWS SK

PROJECT No: DRAWING No: REV: TITLE: INDICATIVE 2KM WALK ISOCHRONE (USING COUNTRY PARK ROUTES) P19-1235 FIGURE 2 -

Copyright Pegasus Planning Group Ltd. Crown copyright. All rights reserved. Ordnance Survey Copyright Licence number 100042093. Promap Licence number 100020449. Emapsite Licence number 0100031673 Standard OS licence rights conditions apply. Pegasus accepts no liability for any use of this document other than for its original purpose, or by the original client, or following Pegasus’ express agreement to such use. T 01285 641717 www.pegasuspg.co.uk X:\BRISTOL PROJECTS\BRISTOL - LIVE PROJECTS\P19\P19-1201-1300\P19-1235 WAINHOMES SITES OFF BINCKNOLL LANE, RWB\TRANSPORT\2. DRAWINGS\C. SKETCHES\TA\P19-1235_SK_002.DWG Wainhomes (Severn Valley) Ltd. Brynards Hill, Royal Wotton Bassett Transport Statement

FIGURE 3

INDICATIVE 5KM WALK ISOCHRONE (USING COUNTRY PARK ROUTES)

DECEMBER 2020 | P19-1235