Persimmon Homes
Land at Reedings Road, Barrowby
Transport Assessment
October 2018 (Rev D, May 2019)
bancroftconsulting.co.uk
Persimmon Homes
Land at Reedings Road, Barrowby
Transport Assessment
October 2018 (Rev D, May 2019)
Jarodale House, 7 Gregory Boulevard Nottingham, NG7 6LB Tel: 0115 9602919 Email: [email protected]
AUTHOR: KH CHECKED: YC APPROVED: CJB STATUS: REV D
REPORT REF: F18106 Reedings Road, Barrowby - Transport Assessment (Rev D, May 2019)
DOCUMENT ISSUE RECORD
REVISION DATE DESCRIPTION
DRAFT OCT 2018 Issued to Project Team for comments.
REV A DEC 2018 Issued to Project Team for comments
REV B APR 2019 Issue final copy
REV C MAY 2019 Final copy reissued with updated masterplan
REV D MAY 2019 Final copy revised following Project Team comments
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CONTENTS
Page Number
1.0 INTRODUCTION 1
2.0 POLICY CONTEXT AND RELEVANT GUIDANCE 4
3.0 EXISTING CONDITIONS 9
4.0 EXISTING SUSTAINABLE TRAVEL INFRASTRUCTURE 14
5.0 DEVELOPMENT PROPOSALS 17
6.0 TRAFFIC GENERATION, DISTRIBUTION, AND GROWTH 18
7.0 DEVELOPMENT SITE HIGHWAY CONSIDERATIONS 22
8.0 OPPORTUNITIES FOR SUSTAINABLE TRAVEL 24
9.0 SUMMARY AND CONCLUSIONS 28
TABLES
Table 1 Summary of Local Bus Services
FIGURES
Figure 1 General Site Location Plan Figure 2 Detailed Site Location Plan Figure 3 Personal Injury Accident Data (01.06.12 to 31.05.17) Figure 4 Pedestrian Isochrones (800 metres and 2 kilometres) Figure 5 Public Rights of Way Figure 6 Cyclist Catchment Area (5 kilometres) Figure 7 Local Bus Routes Figure 8 Development Traffic without Internal Link Road Figure 9 Development Traffic with Internal Link Road
DRAWINGS
Drawing Number F18106/01 Rev A Proposed Site Access Layout
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APPENDICES
Appendix A Planning Application S18/0093 (Transport Statement and Site Masterplan) Appendix B Relevant Extracts from Scoping Study Appendix C Scoping Response form LCC (18 September 2018) Appendix D Scoping Response from Highways England (2 October 2018) Appendix E Personal Injury Accident Data Appendix F Parking Stress Survey Results Appendix G Red Line Boundary and Illustrative Site Masterplan Appendix H Parking Requirements from LCC (10 October 2018) Appendix I Method of Travel to Work Dataset
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1.0 INTRODUCTION
1.1 Bancroft Consulting were appointed by Persimmon Homes to provide highways and transportation advice in respect of a proposed residential development on land to the south of Reedings Road at Barrowby in Lincolnshire. The site forms part of the proposed allocated site LV-H3: Low Road (SKLP36, SKLP250 and SKLP270) within the emerging South Kesteven New Local Plan (2011 to 2036). This site allocation in its entirety is for approximately 230 dwellings, however this proposal relates to site SKLP250 of the northeastern section of the allocation only (i.e. 90 dwellings).
1.2 In January 2018, Planning Application S18/0093 (Local Plan reference SKLP36) was submitted for a residential development of 49 dwellings on land to the east of Low Road. This application has not yet been determined by South Kesteven District Council. The relevant Transport Statement and site masterplan have been included at Appendix A.
1.3 As part of the LV-H3 allocation within the emerging South Kesteven New Local Plan, it is required that “all parties shall work together to bring forward a comprehensive plan for the site”. In light of this information, this Transport Assessment has been produced to support an outline planning application for the proposed scheme. It also considers the potential impacts of an alternative access strategy and link road between the proposed development and Planning Application site S18/0093. The general site location is demonstrated within Figure 1, whilst a more detailed location plan can be found within Figure 2.
1.4 This Transport Assessment follows a Scoping Study report, which examined the baseline conditions in respect of proposals to develop up to 90 dwellings at the site exclusively served by a single point of access at the southern end of Reedings Road. This Scoping Study was submitted to the local highway authority (Lincolnshire County Council) by Boyer on behalf of Persimmon Homes. The Scoping Study was also submitted to Highways England directly via email on 24 September 2018. The Scoping Study identified the potential peak hour traffic generation associated with the proposed development and assigned these
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movements to the surrounding highway network in accordance with a specific distribution model to determine where further assessment would be required. The Scoping Study also identified how the site could be served by an extension to Reedings Road. Relevant extracts from the Scoping Study are contained at Appendix B.
1.5 Initial comments were received from LCC on 18 September 2018 in relation to the Scoping Study (see response at Appendix C). The key comment from LCC was that “the principle of developing the enquiry site for residential use is acceptable in highway terms.” No concern was raised by LCC in relation to the content of the Scoping Study, albeit a request was made for 2-hour parking beat surveys to be undertaken in the evening and weekend as opposed to the single hour noted in the Scoping Study. This item is accepted, and the remainder of this Transport Assessment has therefore been prepared on the basis that all other matters within the Scoping Study are deemed to be acceptable and agreed with LCC.
1.6 A scoping response was received from Highways England on 2 October 2018 (see Appendix D) which also confirmed that the principles of the Scoping Study are acceptable and that “the proposal is not likely to have a detrimental traffic impact…… as such, we do not require further capacity assessments to be undertaken.”
1.7 The purpose of this Transport Assessment is to provide further detailed assessment of the various highways and transportation issues that have been identified. It confirms the proposed site access arrangement and also provides more detailed consideration of opportunities for access by non-car modes and whether any specific improvements are required in this respect.
1.8 In order to inform the Scoping Study, and subsequently this Transport Assessment, various site visits were undertaken by Bancroft Consulting. An initial site visit was undertaken on 17 September 2018 between 1530 and 1930 hours to review current highway conditions and identify any constraints affecting access. In preparation for this Transport Assessment, further site visits were undertaken on 9 October 2018 between 1900 and 2100 hours, and Saturday 13 October 2018
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between 0700 and 0900 hours to assess the level of on-street parking in the vicinity of the site and any further constraints.
1.9 This Transport Assessment report is structured as follows: • Section 2 provides a review of relevant local and national planning policy and design guidance. • Section 3 outlines the existing conditions in terms of the local highway network and road safety records. • Section 4 provides a detailed review of existing pedestrian, cycle and public transport infrastructure. • Section 5 outlines the development proposals. • Section 6 describes the traffic generation and distribution and growth calculations which were presented as part of the Scoping Study. • Section 7 details the proposed site access arrangement and considers internal highway considerations such as parking and servicing. • Section 8 discusses opportunities for residents of the new development to travel by sustainable modes. • Section 9 provides a summary and conclusions.
1.10 As discussed further in Section 2, this Transport Assessment has been prepared with due regard to the overarching Government policy requirements contained within the National Planning Policy Framework [NPPF] (MHCLG, February 2019). In addition, Lincolnshire County Council’s website currently advises that guidance in their own ‘Streetscape Design Manual’ (December 2016) should be referred to when designing new accesses and road layouts. Lincolnshire County Council’s website also confirms that the principles set out in ‘Manual for Streets’ (DfT, March 2007) and ‘Manual for Streets 2 – Wider Application of the Principles’ (CIHT, September 2010) should also be taken into account. Given that all of these documents focus on general design principles rather than prescriptive standards, consideration has also been given to geometric requirements set out in the Delivering Streets and Places document (2018), which represents adopted design guidance for several authorities in the neighbouring East Midlands area.
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2.0 POLICY CONTEXT AND RELEVANT GUIDANCE
2.1 National Policy
2.1.1 Since the issue of the Scoping Study in July 2018, a revised version of the NPPF was released in February 2019. This replaces the previous NPPF which was published in March 2012. In respect of planning obligations, Paragraph 56 states how contributions should only be sought where they meet all of the following tests:
“a) necessary to make the development acceptable in planning terms; b) directly related to the development; and c) fairly and reasonably related in scale and kind to the development.”
2.1.2 The NPPF places heavy emphasis on the importance of sustainability, where Paragraph 103 sets out that:
‘The planning system should actively manage patterns of growth in support of these objectives. Significant development should be focused on locations which are or can be made sustainable, through limiting the need to travel and offering a genuine choice of transport modes. This can help to reduce congestion and emissions, and improve air quality and public health. However, opportunities to maximise sustainable transport solutions will vary between urban and rural areas, and this should be taken into account in both plan-making and decision-making’.
2.1.3 Paragraph 108 goes on to set out key criteria that development sites should establish. It states:
“In assessing sites that may be allocated for development in plans, 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
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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.”
2.1.4 Paragraph 109 of the revised NPPF states:
“Development should only be prevented or refused on highways grounds if there would be an unacceptable impact on highway safety, or the residual cumulative impacts on the road network would be severe.”
2.1.5 Based on the above guidance, developments should only be refused where the residual cumulative transport impacts can be defined as ‘severe’, or if the traffic increases would cause an unacceptable impact on highway safety.
2.1.6 Paragraph 110 of the NPPF goes on to set out a list of preferred criteria for applications for development. It recommends that priority is given to pedestrian and cycle movements and minimising the scope for conflict between pedestrians, cyclists and vehicles.
2.1.7 Paragraph 111 provides a summary of the above policies and outlines the level of detail that should be provided as part of any application, in relation to highways and transportation. It sets out the following requirements:
“All developments that will generate significant amounts of movement should be required to provide a travel plan, and the application should be supported by a transport statement or transport assessment so that the likely impacts of the proposal can be assessed.”
2.1.8 The NPPF is supported by a range of associated Planning Practice Guidance (PPG) documentation. This includes advice on ‘Transport evidence bases in plan making and decision taking’ (updated March 2015), which provides guidance to assist local planning authorities assess strategic transport needs and identify suitable mitigation within Local Plans. The PPG documentation also includes ‘Travel Plans, transport assessments and statements in decision-taking’ (updated March 2014). This document provides general advice on the scope of Transport Assessments and where they might be required, taking into account Paragraph 5 F18106 Reedings Road, Barrowby - Transport Assessment (Rev D, May 2019)
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111 of the NPPF, although it does not include any specific prescriptive guidance for assessments (see below for further details).
2.2 South Kesteven Local Plan (2011 to 2036)
2.2.1 South Kesteven District Council (SKDC) is currently preparing a new Local Plan which will cover spatial development across the whole District for the period between 2011 and 2036. The current SKDC Local Plan (2011 to 2036) sets out the 2036 vision for South Kesteven, with Objective 8 being:
“To retain and improve accessibility for all to employment, services, community, leisure and cultural activities through: Integrating development and transport provision, ensuring new development is located where it is most accessible by a range of modes of transport; Retaining and upgrading existing infrastructure related to transport and communications; and Ensuring choice and encouraging the use of public transport, walking and cycling, for as many journeys as possible.”
2.2.2 Following on from the above, Paragraph 12.1.4 of Chapter 12 ‘Infrastructure Policies’ states that developments should be sustainable and that:
“Sustainable development which supports vibrant communities is affected not only by decisions on the location of investment and development but also by a good range of accessible and affordable opportunities for travel and transport.”
2.2.3 Further to the above, the spatial policies are intended to provide the overarching framework for development within the District. ‘Policy SD1: Presumption in Favour of Sustainable Development’ states that when considering development proposals, the Council will:
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“work pro-actively with applicants in order to find solutions which mean that proposals can be approved wherever possible, in order to secure development that improves the economic, social and environmental conditions in the area.” “Planning applications that accord with the policies in this Local Plan (and, where relevant, with policies in made Neighbourhood Plans) will be approved without delay, unless material considerations indicate otherwise.”
2.2.4 ‘Policy SD2: The Principles of Sustainable Development in South Kesteven’ states that development proposals shall consider how they can proactively minimise:
“the need to travel, and wherever possible be located where services and facilities can be accessed more easily through walking, cycling or public transport.”
2.2.5 In light of the above, it is apparent that SKDC’s current Local Plan adopts a focus towards the promotion of travel by sustainable modes. This Transport Assessment will assess opportunities for new residents to travel by non-car modes. It will also demonstrate that the proposed development is well located to allow and encourage new residents to access key local amenities by non-car modes, and to take up opportunities to travel further afield using the good public transport network.
2.3 Assessment and Design Guidance
2.3.1 With respect to highway layout design, this report follows the requirements of ‘Streetscape Design Manual’ (December 2016). It also considers current best practice advice contained in the document ‘Manual for Streets’ (DfT, 2007) and its companion document ‘Manual for Streets 2 – Wider Application of the Principles’ (CIHT, 2010). Due regard has also been given to the relevant sections of the Design Manual for Roads and Bridges (DMRB). Given that all of these documents focus on general design principles rather than prescriptive standards, consideration has also been given to geometric requirements set out in the
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Delivering Streets and Places document (2018), which represents adopted design guidance for several authorities in the neighbouring East Midlands area.
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3.0 EXISTING CONDITIONS
3.1 Site Location and Surrounding Area
3.1.1 The site is located to the south of Reedings Road in Barrowby. The general site location is shown in Figure 1, whilst Figure 2 shows the more detailed site location. The site measures approximately 3 hectares in area and currently comprises undeveloped farmland. At present, there is no hedge or fencing between the proposed site and the southernmost point of Reedings Road.
3.1.2 The site is bound by existing residential properties to the north, undeveloped agricultural land to the east and south, and unused scrubland to the west. The land to the immediate south and west of the site also forms part of site allocation LV- H3: Low Road as outlined previously.
3.1.3 Beyond the site, Barrowby village centre is located approximately 720 metres to the northwest of the site, whilst Grantham Town Centre lies approximately 2.6 kilometres to the east. Grantham Train Station lies approximately 2.8 kilometres to the southeast of the site.
3.2 Local Highway Network
3.2.1 The site lies to the immediate south of Reedings Road, which currently forms a cul-de-sac adjacent to the northern edge of the red line boundary. Reedings Road forms part of an established residential estate which can be accessed from High Road to the north and Low Road to the west. The existing carriageway width is approximately 5.6 metres and is bound by a 2 metres wide footway along the western edge of the carriageway and a 1.6 metres wide footway on the eastern edge which is segregated by a 1.7 metres wide verge. These footways continue to the junction with High Road. The road network in the vicinity of the site is subject to a 30mph speed limit with street lighting present.
3.2.2 Reedings Road extends northbound through the residential estate and forms a simple priority T-junction with High Road approximately 520 metres to the north of the site. High Road is approximately 6 metres in width with 2 metres wide footways 9 F18106 Reedings Road, Barrowby - Transport Assessment (Rev D, May 2019)
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on either side. In the vicinity of the High Road / Reedings Road junction, High Road is subject to a 30mph speed limit. However to the immediate east of the junction High Road is derestricted on its approach to the slip roads to / from the A1.
3.2.3 No on-street parking controls exist in the immediate vicinity of the site, with properties noted to have private driveways throughout the residential estate.
3.2.4 Details of the public highway boundary within the vicinity of the site have been obtained from LCC (see Appendix B) and shall be utilised as part of the Transport Assessment.
3.3 Personal Injury Accident Data
3.3.1 The Planning Practice Guidance [PPG] includes the online document ‘Travel Plans, Transport Assessments and Statements in decision-taking’ (updated March 2014), which provides general advice on the scope of Transport Assessments. This document states consideration should be given to “an analysis of the injury accident records on the public highway in the vicinity of the site access for the most recent 3-year period, or 5-year period if the proposed site has been identified as within a high accident area.”
3.3.2 In light of the above information, an assessment of Personal Injury Accident (PIA) records for the local area has been undertaken to identify any existing highway safety issues that could be exacerbated by any increase in movements associated with the proposed development. The study area includes the full extent of Reedings Road and Hedge Field Road, as well a section of High Road.
3.3.3 As discussed above, only a review of the latest 3-year period is necessary for the purposes of this Transport Assessment; unless there is a significant accident problem within that period, then this should be extended to a 5-year period. It was confirmed by LCC as part of their scoping response that the above methodology was acceptable (see Appendix C) and that the study area should include Reedings Road and Hedge Field Road. Hence, PIA records were obtained from
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LCC for the most recently available 5-year period (01.07.13 to 30.06.18) a copy of which is contained at Appendix E.
3.3.4 Figure 3 shows that a total of 2 PIAs were recorded during the study period. There have been no clusters of accidents at any specific location on the network and therefore it is reasonable to assume that there are no common causes or problems at a certain junction. Notwithstanding the above, the recorded PIAs have been analysed below.
3.3.5 The first accident occurred at High Road / A52 / A1 (N) slip road junction. The incident was classified as slight and occurred on 1 November 2013 at 1510 hours. This slight accident occurred in wet / damp conditions and involved Vehicle 1 (car) decelerating towards the junction from High Road and collided into the rear of Vehicle 2 (car) which was turning right from A52 to High Road.
3.3.6 The second accident occurred at the Hedge Field Road / Thorold Road junction. The incident was classified as slight and occurred on 26 June 2015 at 1730 hours. This slight accident occurred as a male exited a bus and crossed into the path of Vehicle 1 (car) which was overtaking the bus.
3.3.7 Overall, the results of the PIA records show no signs of any on-going highway safety issues at any specific location. Therefore, no further detailed assessment will be undertaken as part of this Transport Assessment.
3.4 Parking Stress Survey
3.4.1 As outlined in the Scoping Study, an assessment has been undertaken to assess the impact of on-street parking along Reedings Road and Hedge Field Road, to determine how this could affect, or be affected by, traffic generated by the proposed development. A parking beat survey was therefore undertaken by Bancroft Consulting during the following periods: • Tuesday 9 October 2018 between 1900 and 2100 - an indication of maximum residents parking of an evening / overnight.
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• Saturday 13 October 2018 between 0700 and 0900 – an indication of the peak weekend period during which high levels of on-street activity may occur.
3.4.2 The above periods were agreed with LCC on 18 September 2018 (see Appendix C). The purpose of these surveys was to establish the maximum extents of on- street parking and at what time during a typical working day this occurs, such that appropriate mitigation measures could be explored, if necessary. On the day of the survey, an enumerator noted the locations and volumes of parked vehicles. The full parking beat survey results are contained in Appendix F.
3.4.3 Given that the proposed development at Reedings Road would provide on-site resident parking, measurement of the capacity of the surrounding road network to accommodate additional parking is not relevant. It was also clear that there was sufficient additional capacity for existing residents at Reedings Road and Hedge Field Road to park additional vehicles on-street, if ever necessary. It is apparent from the results that the maximum demand for parking along Reedings Road occurred at 2050 hours when 6 vehicles were noted to be parked. The peak demand for on-street parking along Hedge Field Road occurred at 2000 hours, with 6 vehicles noted to be parked. Parking was noted to be sporadic, given that all dwellings have private driveways provided. In light of this, it is not deemed to be a significant constraint to free-flowing traffic. Instead, any on-street parking effectively acts as traffic-calming features on what would otherwise be relatively straight roads. Vehicles were typically observed to weave between areas of parking with relatively little impedance.
3.5 Committed Developments
3.5.1 The Scoping Study identified the following committed developments: • S18/0093 – Low Road, Barrowby (49 dwellings). Status - currently undetermined. • S08/1231 – Poplar Farm, Barrowby Road, Grantham (1800 dwellings, primary school, community centre, retail use classes A1, A2, A3 & A5, doctors surgery and elderly person’s accommodation). This was granted Outline permission in 2011, with subsequent Reserve Matters being approved thereafter. As part of
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the Transport Assessment, the current build out of the scheme shall be assessed, with the remaining aspects of the site being included as committed developments. • S16/2818 – Rectory Farm, Barrowby Road, Grantham (817 dwellings). Status – Outline application is pending consideration.
3.5.2 However as part of the scoping response from LCC, it was agreed that no off-site assessment should be required, and therefore no further assessment of the above has been undertaken.
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4.0 EXISTING SUSTAINABLE TRAVEL INFRASTRUCTURE
4.1 Pedestrian Travel
4.1.1 Table 3.2 of The Institute of Highways & Transportation’s publication ‘Guidelines for Providing for Journeys on Foot’ (2000) provides suitable walking distances and is summarised below: Town Commuting / School / Elsewhere
Centres (m) Sight-seeing (m) (m) Desirable 200 500 400 Acceptable 400 1000 800 Preferred Maximum 800 2000 1200
4.1.2 In light of these guidelines, Figure 4 shows 800 and 2000 metres isochrones from a central point of the site, given that these are the preferred maximum distances for shopping and commuting / school trips. This illustrates that the entire village of Barrowby is comfortably within the 2 kilometres walking distance and provides access to facilities such as Barrowby Church of England Primary School, a public house, post office and local shops. The majority of the destinations are located to the north of the site in Barrowby village.
4.1.3 On-site observations show that the site is well connected to the surrounding facilities by a network of footways and crossings at key locations. Continuous footways extend from the site towards the majority of Barrowby. Crossings are in the form of dropped kerbs. The existing pedestrian infrastructure in the vicinity of the site is therefore appropriate to facilitate walking trips to local amenities.
4.1.4 There are also a number of Public Rights of Way (PROW) within the surrounding area, as shown in Figure 5, however none of these pass through the site or affect the proposed site layout.
4.2 Cycle Travel
4.2.1 With reference to acceptable cycling distances, Paragraph 1.5.1 of DfT’s Local Transport Note 2/08 ‘Cycle Infrastructure Design’ states that:
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“In common with other modes, many utility cycle journeys are under three miles (ECF, 1998), although, for commuter journeys, a trip distance of over five miles is not uncommon. Novice and occasional leisure cyclists will cycle longer distances where the cycle ride is the primary purpose of their journey.”
4.2.2 It is generally recognised that 5 kilometres represents a reasonable distance for typical commuting and shopping cycle journeys. Figure 6 shows the site centred within a 5 kilometres catchment area. It demonstrates that surrounding areas including Barrowby, Sedgebrook, Great Gonerby, Grantham, Stroxton, Harlaxton, Denton, Woolsthorpe by Belvoir are all within a reasonable cycling distance of the site.
4.2.3 There are no designated cycleways in the immediate vicinity of the site and cyclists are required to utilise the surrounding highway network. However, on-site observations indicate that there are suitably wide roads for cyclists and motor vehicles to share the carriageway.
4.2.4 National Cycle Route 15 is the closest designated cycle route, approximately 2.8 kilometres from the site. This route connects National Cycle Route 6 near Shepshed in Leicestershire with National Cycle Route 1 in Lincolnshire. In the more immediate locality, the route connects to Grantham, Muston, Bottesford, Bingham and Nottingham.
4.3 Bus Travel
4.3.1 It is generally recognised that developments should be situated within 400 metres walking distance of bus stops in urban areas, or 800 metres for more rural locations. As shown at Figure 7, the nearest pair of bus stops (called Leys Close) are located to the north of the access road along Reedings Road (approximately 250 metres from the centre of the site). A flag and pole arrangement is provided for the northbound bus stop, with no street signage provided for the southbound bus stop, however it is noted that residents wait directly opposite.
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4.3.2 These bus stops are served by two buses, Route Number X6 and 6. Route Number 6 / X6, which operates between Bottesford and Grantham, provides an hourly service in each direction during the daytime.
4.3.3 In terms of the typical timings of the Route Number 6 / X6 services, the first bus towards Grantham on a weekday is at 0800 hours (from the Leys Close southbound bus stop), and the last bus towards Barrowby leaves Grantham at 1720 hours. At a weekend, the first bus is at 0855 hours and the last bus is at 1515 hours.
4.3.4 A summary of the routes is shown at Figure 7, whilst their frequencies are also summarised in Table 1.
4.4 Rail Travel
4.4.1 Grantham Railway Station is located to the southeast of the site at the eastern end of Station Road, which can be accessed from the B1383. This station is approximately 4.2 kilometres from the site and can be accessed via bicycle, taxi, bus or car.
4.4.2 The station has 4 platforms and is operated by London North Eastern Railway. The facilities at the train station include cycling parking stands, a car park, ticket office, ticket machines, CCTV, customer service office, toilets, ATM machines and waiting rooms.
4.4.3 In terms of cycle parking, Grantham railway station provides parking for 63 bicycles in the form of sheltered cycle stands and are located opposite the station frontage. These cycle stands are also monitored by CCTV.
4.4.4 Services operate at a regular frequency on the Virgin Trains East Coast and East Midlands Trains services. These services run from Grantham to key destinations such as Newark Northgate, Norwich, London Kings Cross, Leeds, Nottingham, Hull and Skegness. As the station provides excellent cycle storage facilities, it provides a good opportunity for combined cycle / train journeys.
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5.0 DEVELOPMENT PROPOSALS
5.1 The proposed development would comprise up to 90 dwellings. Appendix G contains the red line boundary plan and the illustrative site masterplan.
5.2 It is envisaged that the vehicular access to the site will be gained via an extension to the existing Reedings Road cul-de-sac to the north of the site. The proposed access arrangement is discussed in greater detail in Section 7 of this Transport Assessment.
5.3 Consideration has also been given to the adjacent land to the west of the site (SKLP36) which forms part of the site allocation LV-H3: Low Road. The indicative site masterplan (see Appendix A) shows that access would be gained directly off Low Road for the 49 dwellings. As the emerging South Kesteven New Local Plan for LV-H3 states that “all parties shall work together to bring forward a comprehensive plan for the site”. This Transport Assessment will also consider the opportunity for a conjoined approach to delivering both plots with an internal link and shared access junctions, addressing the potential off-site impacts.
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6.0 TRAFFIC GENERATION, DISTRIBUTION AND GROWTH
6.1 Proposed Development Traffic Generation
6.1.1 As described within the Scoping Study, the TRICS database was examined to identify suitable trip rates to calculate the potential peak hour and daily traffic movements that could be generated by the proposed residential development. Within their scoping response, no concern was raised by LCC (see Appendix C) in relation to the trip rates and subsequent traffic generation. Likewise, Highways England confirmed (see Appendix D) that their own trip generation exercise “confirms the suitability of the figures proposed in the Scoping Note.”
6.1.2 In light of the above, the use of the trip rates (per dwelling) provided within the Scoping Study have therefore been adopted for the proposed development as follows: • morning peak (0800 to 0900 hours) 0.086 arrive 0.529 depart • evening peak (1700 to 1800 hours) 0.371 arrive 0.100 depart • daily 2.113 arrive 2.215 depart
6.1.3 Based on the above trip rates, the proposed 90 dwelling development could generate the following peak hour and daily traffic movements: • morning peak 8 arrive 48 depart 56 total • evening peak 33 arrive 9 depart 42 total • daily 189 arrive 200 depart 389 total
6.1.4 Relevant extracts of the Scoping Study are contained at Appendix B which shows the TRICS output data and daily traffic generation profile for the proposed development.
6.2 Distribution
6.2.1 The Scoping Study utilised Census 2011 ‘Location of usual residence and place of work by method of travel to work’ dataset (WU03EW) to identify an appropriate traffic distribution model for the proposed development. The Census distribution
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model takes into account the usual place of work for residents of the South Kesteven 002 Middle Super Output Area (MSOA), who travel to work by car. All districts where less than 15 residents worked were discounted, as these areas only accounted for less than 1% of total journeys. Appendix B presents the findings of these distribution calculations and the percentage distribution pattern for arrivals and departures at the site access.
6.3 Assignment
6.3.1 The proposed development morning and evening peak hour traffic generation was assigned to the surrounding highway network based on the values in the distribution model. The resulting peak hour traffic assignment within the surrounding highway network is shown at Appendix B.
6.4 Off-Site Impact
6.4.1 The Scoping Study outlined the maximum number of peak hour two-way movements that would occur at key junctions within the surrounding highway network (see Appendix B), based on the proposed developments busiest (morning) peak hour traffic assignment.
6.4.2 It was concluded within the Scoping Study that the impact of the proposed development traffic would not significantly impact on the current operation on the surrounding highway network, and that no further capacity assessments were deemed to be required. In accordance with Paragraph 109 of the NPPF, the proposed development would not trigger a “severe” residual impact on the surrounding highway network.
6.4.3 As part of the scoping responses received from both LCC and Highways England, it was agreed that no off-site assessment would be required from a highway capacity perspective.
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6.5 Alternative Access Arrangement
6.5.1 Taking into consideration the opportunity for a link road between the proposed development site and Planning Application S18/0093 (SKLP36), an assessment of the potential change in traffic conditions has been undertaken.
6.5.2 To address the above, peak hour movements determined within the Transport Statement of Planning Application S18/0093 (see Appendix A) have been utilised and are summarised below: • morning peak 4 arrive 26 depart 30 total • evening peak 17 arrive 10 depart 27 total
6.5.3 Planning Application S18/0093 morning and evening peak hour traffic generation was assigned to the surrounding highway network based on the value in the distribution model included at Figure 3 within Appendix B. The resulting peak hour traffic assignment within the surrounding network is shown at Figure 8 (no internal link road) and Figure 9 (internal link road).
6.5.4 Figure 8 demonstrates that 12 vehicular movements would turn left onto Low Road whilst 14 vehicular movements would turn right at the Low Road / site access junction in the morning peak hour. Of the 14 movements heading north on Low Road, 2 movements would continue north along Low Road whilst 12 vehicles would turn right onto Hedge Field Road. Of the 12 vehicles travelling along Hedge Field Road, all turn left at the Reedings Road / Hedge Field Road junction and continue northbound dispersing towards the A52 east and A1.
6.5.5 In the event that a link road is constructed between the two sites connecting Low Road to Reedings Road, Figure 9 shows the reassigned development traffic. It demonstrates that the 12 movements would be reassigned to straight-ahead movements at the Reedings Road / proposed cul-de-sac extension that previously travelled along Low Road and Hedge Field Road. This would result in an increase of 12 movements along Reedings Road however a reduction of 12 movements at the Low Road / site access junction.
20 F18106 Reedings Road, Barrowby - Transport Assessment (Rev D, May 2019)
LAND AT REEDINGS ROAD, BARROWBY TRANSPORT ASSESSMENT OCTOBER 2018 (REV D, MAY 2019)
6.5.6 In contrast, Figure 8 shows that 48 movements would depart the site at the Reedings Road / proposed cul-de-sac extension. Of these 48 movements, 23 would turn left onto Hedge Field Road whilst 25 would continue north along Reedings Road. Of the 23 vehicles heading west on Hedge Field Road, all would turn right at the Low Road / Hedge Field Road junction and continue south.
6.5.7 In the event of a link road between the two sites, Figure 9 shows the reassigned development traffic. It shows that 23 movements would be reassigned to left turn manoeuvres at the Low Road / site access junction instead of along Reedings Road and Hedge Field Road. This would result in an increase of 23 movements along SKLP36 access road however a reduction of 23 movements at the Reedings Road / proposed cul-de-sac extension.
6.5.8 To review the overall impact the link road would have at the SKLP36 access road and the proposed access road, a summary of the total morning and evening peak hour flows have been shown below: Figure 8 Figure 9 Change Location AM (PM) AM (PM) AM (PM) SKLP36 Access Road 30 (27) 43 (35) +13 (+8) Low Road / Site Access 57 (47) 43 (35) -14 (-12) Low Road / Hegde Field 43 (35) 2 (3) -41 (-32) Road Hedge Field Road 41 (32) 0 (0) -41 (-32) Reedings Road / Hedge 70 (54) 43 (34) -27 (-20) Field Road Proposed Access Road 56 (42) 43 (34) -13 (-8)
6.5.9 The above demonstrates that as a result of the internal link road, there would be an overall increase of 13 movements in the AM and 8 movements in the PM at the SKLP36 site access road. However at the proposed site access road (Reedings Road), there would be an overall reduction of 13 movements in the AM and 8 movements in the PM. Elsewhere the Low Road / site access and offsite junctions would all result a reduction in two-way movements generated by the development with the internal link road in place. Therefore, the dual access approach should have no material change on the overall traffic conditions at Reedings Road, Low Road or elsewhere within the surrounding network. 21 F18106 Reedings Road, Barrowby - Transport Assessment (Rev D, May 2019)
LAND AT REEDINGS ROAD, BARROWBY TRANSPORT ASSESSMENT OCTOBER 2018 (REV D, MAY 2019)
7.0 DEVELOPMENT SITE HIGHWAY CONSIDERATIONS
7.1 Site Access
Geometry
7.1.1 As outlined in the Scoping Study, the site access would be formed by extending the existing cul-de-sac at the southern end of Reedings Road. In accordance with Manual for Streets guidance, this would include a 5.5 metres wide carriageway with 2 metres wide footways extending into the site at both edges.
7.1.2 Drawing Number F18106/01 Revision A shows the proposed site access point at Reedings Road; the geometry, location and principle of which were submitted within the Scoping Study. Within the scoping response received from LCC, no issue was raised with the proposed access arrangement.
7.1.3 In considering the option for an alternative site access arrangement and link road with Planning Application S18/0093 (see Appendix A for masterplan), the access at Low Road comprises a 7.3 metres wide carriageway with 2 metres wide footways at both edges. The access ties into Low Road with 10 metres kerb radii. Both accesses and internal layouts meet minimum requirements for residential schemes, however it is noted that the SKLP36 site exceeds minimum requirements and therefore different in layout to the proposed development subject to this Transport Assessment.
7.1.4 The difference in layouts is not an immediate highway safety concern but in the event both sites were to come forward together then consideration should be given to synchronising both layouts to ensure consistency in carriageway widths.
7.2 Parking and Servicing Requirements
7.2.1 Within the Scoping Study, it was outlined how Lincolnshire County Council’s website states:
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“Following the publication of the National Planning Policy Framework, there is no longer a need for local authorities to set maximum car parking standards. Accordingly, the Council has ceased using the previously adopted maximum standards in its role as local highway authority.”
7.2.2 It is advised on the website that the parking provision should be dealt with on a case-by-case basis until new standards emerge within the Local Plans.
7.2.3 In light of the above, LCC were contacted on 9 October 2018 to confirm the parking requirements. Subsequently LCC responded to this email on 10 October 2018 (see Appendix H), stating the following: “…typically we would expect to see at least on average 2 spaces per dwelling provided off street”
7.2.4 It is therefore recommended that the future masterplan should adhere to the above parking standards.
7.2.5 In terms of refuse collections, any future site layout should be designed in accordance with the following principles: • Refuse collection vehicles should be able to park at the kerbside adjacent to all dwellings or collection points. • Refuse bins should be either left at the kerbside or at an agreed collection point immediately adjacent to the roadside, with suitable measures in place to ensure that they do not obstruct the footway on collection days. • Refuse workers should not be required to walk further than 25 metres from their vehicle to collect bins. • If applicable, bin collection points should be located within 30 metres walking distance for residents of the dwellings they serve. • Turning areas should be included where required and should be tested using swept paths of typical vehicles at the detailed design stage.
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8.0 FUTURE OPPORTUNITIES FOR SUSTAINABLE TRAVEL
8.1 The key emphasis of the NPPF is on the need for all new developments to be sustainable. Part of this requirement for sustainability means providing good opportunities for travel to and from sites by non-car modes, as set out in Paragraphs 102, 103, 108 and 110 of the NPPF in particular.
8.2 In light of the above requirements, the Census 2011 ‘Method of Travel to Work’ dataset (QS701EW) from the National Statistics website was examined to identify a suitable modal split for the site, to help calculate the potential increase in person trips by all modes. The ‘work mainly at or from home’ method of travel has been removed and the remaining percentages adjusted as this method does not generate a trip onto the network. This shows the following modal split for the South Kesteven 002 MSOA. A copy of the output data from the website is contained at Appendix I. • by underground, metro, light rail or tram 0.2% • by train 3.5% • by bus, minibus or coach 1.3% • by taxi or minicab 0.4% • by motorcycle / scooter / moped 0.7% • by car / van (as driver) 79.4% • by car / van (as passenger) 5.4% • on bicycle 1.7% • on foot 6.9% • other method 0.5%
8.3 To calculate the hourly amount of person trips by each mode, the following approach was adopted: • 79.4% of car / van drivers is equal to 56 total car movements during the busiest (morning) peak hour. • 56 / 79.4 equals the number of person trips per percent, or 1.42. • The morning peak hour person trips can therefore be calculated by multiplying the modal percentage for each category by 1.42.
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8.4 Using the above process, it was possible to calculate that the proposed development would generate the following total person trips: peak hour daily • by underground, metro, light rail or tram 0 1 • by train 3 17 • by bus 1 6 • by taxi or minicab 0 2 • by motorcycle / scooter / moped 0 3 • by car / van (as driver) 56 389 • by car / van (as passenger) 4 26 • on bicycle 1 8 • on foot 5 34 • other method 0 3
Pedestrian Travel
8.5 The above calculations show that the proposed development would result in a daily increase of 34 pedestrian trips, including up to 5 peak hourly movements. It is anticipated that the vast majority of these trips would be to and from local facilities within Barrowby to the north of the site.
8.6 Any future detailed site masterplan should include a comprehensive network of 2 metres wide pedestrian footways. As discussed in Section 7 of this report, the proposed site access junctions would also include 2 metres wide footways at both edges.
8.7 Moreover, the PIA data for the latest three-year period does not indicate any existing road safety issues with regard to pedestrians in the immediate vicinity of the site. As such it is considered that the local highway network should therefore be suitable to safely accommodate the additional pedestrian movements associated with the development.
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Cycle Travel
8.8 The person trip calculations show that the proposed development would generate 8 daily cyclist movements including 1 peak hour movement. As mentioned previously, the local highway network in the vicinity of the site should be suitable to accommodate these moderate increases, given the width of the carriageways and the lightly trafficked nature of the surrounding roads. Furthermore, Paragraph 6.4 of MfS states that “cyclists should generally be accommodated on the carriageway”.
8.9 The accident study in Section 3 of this report also shows that there are no existing highway safety problems with regard to cyclists. Therefore, it is considered that the local highway network should comfortably accommodate the minimal increase in cyclist movements associated with the development.
Bus Travel
8.10 In terms of bus journeys, the above calculations demonstrate that the proposed development would result in an increase of 6 daily and up to 1 peak hour bus passenger trip. It is anticipated that this level of additional demand could be accommodated by the existing bus services that operate in the vicinity of the site. These can be accessed via the bus stops located on Reedings Road approximately 250 metres walking distance north of the site, for Route Number 6 / X6, with good pedestrian links to these facilities.
8.11 Table 4 of the CIHT’s ‘Buses in Urban Developments’ document provides recommended maximum walking distances to bus stops. It recommends that new developments with less frequent bus routes should provide bus stops within 300 metres walking distance. In light of this, the walking distances are in line with Table 4 of the CIHT’s ‘Buses in Urban Developments’ document.
8.12 Section 3 has also highlighted that there are no existing road safety problems relating to buses in the vicinity of the site. It is therefore considered that the existing
26 F18106 Reedings Road, Barrowby - Transport Assessment (Rev D, May 2019)
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public transport facilities are appropriate and convenient to serve residents of the new development.
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9.0 SUMMARY AND CONCLUSIONS
9.1 Bancroft Consulting were appointed by Persimmon Homes to provide highways and transportation advice in respect of a proposed residential development of up to 90 dwellings on land to the south of Reedings Road in Barrowby, Lincolnshire. This Transport Assessment has been produced to support an upcoming outline planning application for the proposed scheme.
9.2 This Transport Assessment follows a Scoping Study report that was produced in respect of the proposals and submitted to Lincolnshire County Council (LCC) and Highways England. A formal response was received from LCC in relation to the Scoping Study on 18 September 2018 which confirmed “the principle of developing the enquiry site for residential use is acceptable in highway terms.” Likewise the formal response from Highway England on 2 October 2018 confirmed that no further assessment would be required. Therefore, this report has been produced in line with the conclusions of the Scoping Study being agreed that no off-site assessment should be required, whilst having due regard to current planning policy and best practice design guidance.
9.3 The below peak hour and daily two-way vehicle movements for the proposed development of up to 90 dwellings have been utilised as agreed within the Scoping Study: • morning peak (0800 to 0900) 8 arrive 48 depart 56 total • evening peak (1700 to 1800) 33 arrive 9 depart 42 total • daily (0700 to 1900) 189 arrive 200 depart 389 total
9.4 A single site access is proposed in the form of an extension to the existing cul-de- sac on Reedings Road. Drawing Number F18106/01 Revision A demonstrates the agreed form of access with LCC which includes a 5.5 metres wide carriageway bound by 2 metres wide footways on either side of the access road. These would then continue within the site.
9.5 The proposed development would be supported by the existing infrastructure in the vicinity of the site, which is suitable to accommodate the predicted level of
28 F18106 Reedings Road, Barrowby - Transport Assessment (Rev D, May 2019)
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additional trips by foot, cycle and public transport. A variety of local amenities and services are located within a 2 kilometre walking distance, including Barrowby Church of England Primary School, public house, post office and local shops.
9.6 As outlined within the Scoping Study an exercise has been undertaken to assess the impact of on-street parking along Reedings Road and Hedge Field Road, to determine how this could affect, or be affected by, traffic generated by the proposed development. A parking beat survey was therefore undertaken by Bancroft Consulting during a weekday evening and Saturday morning as agreed with LCC during the pre-application stage. The maximum demand at any stage during the surveys was 6 vehicles along either Reedings Road or Hedge Field Road. Parking was noted to be sporadic, given that all dwellings have private driveways provided. In light of this, it is not deemed to be a significant constraint to free-flowing traffic.
9.7 Personal Injury Accident data obtained from LCC for the most recently available 5-year period (01.07.13 to 30.06.18) has demonstrated that there have only been two incidents during this period. This shows that there are no pre-existing road safety problems in the immediate vicinity of the site or within the agreed study area, which could be exacerbated by the proposed development.
9.8 As regards to vehicular access, this assessment has considered both a single access via the southern end of Reedings Road and then a potential secondary access onto Low Road via the adjacent SKLP36 site. It has been agreed that the principle of the single point of access should be satisfactory and further consideration of the dual access option suggest that this would have no material affect on the overall traffic conditions at Reedings Road, Low Road, or elsewhere within the surrounding highway network.
9.9 In conclusion, having due regard to Paragraphs 103 of the National Planning Policy Framework (2018), this assessment clearly demonstrates that new residents would have opportunities to travel by sustainable modes, a safe and suitable access arrangement can be provided (be it from a single or shared access arrangement), and that the development will have no significant or severe off-site
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impact. It is therefore considered that the proposed development would comply with current planning policy and best practice design guidance. Hence, the local highway authority should be in a position to provide their support for the upcoming planning application.
30 F18106 Reedings Road, Barrowby - Transport Assessment (Rev D, May 2019)
Frequency Weekdays Route No. Operator Details AM peak period PM peak period Saturday Sunday off peak frequency (0730-0930) (1600-1800) Bottesford - Grantham 1 services 3 services 1 services per hour 1 services per hour No Service 6 Centrebus Grantham - Bottesford 2 services 2 services 1 services per hour 1 services per hour No Service
Radcliffe on Trent - Kings School, Grantham 1 service - - No Service No Service X6 Centrebus Kings School, Grantham - Radcliffe on Trent - 1 service - No Service No Service
TABLE 1 - SUMMARY OF LOCAL BUS SERVICES ©Crown copyright. All rights reserved. OS Licence number 100044404
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SITE
CLIENT: JOB TITLE: SCALE: Do Not Scale PERSIMMON HOMES EAST MIDLANDS REEDINGS ROAD, BARROWBY DATE: 02.08.18 TITLE: JOB NUMBER: FIGURE: DRAWN: EU GENERAL SITE LOCATION PLAN F18106 1 ©Crown copyright. All rights reserved. OS Licence number 100044404
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SITE
SITE
SKLP36
SKLP250
SKLP36
CLIENT: JOB TITLE: SCALE: Do Not Scale PERSIMMON HOMES EAST MIDLANDS REEDINGS ROAD, BARROWBY DATE: 02.08.18 TITLE: JOB NUMBER: FIGURE: DRAWN: EU DETAILED SITE LOCATION PLAN F18106 2 ©CrownMapping copyright. taken All fromrights reserved. mapOS Licence data ©2013number 100044404Google
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PIA STUDY AREA
KEY 2 SITE x = Vehicle = Cyclist = Pedestrian
x = Slight
x = Serious SKLP36 x = Fatal
CLIENT: SCALE: Do Not Scale JOB TITLE: PERSIMMON HOMES EAST MIDLANDS REEDINGS ROAD, BARROWBY DATE: 02.08.18 TITLE: JOB NUMBER: FIGURE: DRAWN: EU PERSONAL INJURY ACCIDENT DATA (01.06.12 to 31.05.17) F18106 3 ©Crown copyright. All rights reserved. OS Licence number 100044404
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SKLP36
KEY 800 Metres 2 Kilometres
CLIENT: JOB TITLE: SCALE: Do Not Scale PERSIMMON HOMES EAST MIDLANDS REEDINGS ROAD, BARROWBY DATE: 02.08.18 TITLE: JOB NUMBER: FIGURE: DRAWN: EU PEDESTRIAN ISOCHRONES (800 METRES AND 2 KILOMETRES) F18106 4 ©Crown copyright. All rights reserved. OS Licence number 100044404
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SKLP36 SITE
KEY Footpaths Restricted Byway
CLIENT: JOB TITLE: SCALE: Do Not Scale PERSIMMON HOMES EAST MIDLANDS REEDINGS ROAD, BARROWBY DATE: 02.08.18 TITLE: JOB NUMBER: FIGURE: DRAWN: EU PUBLIC RIGHTS OF WAY F18106 5 ©Crown copyright. All rights reserved. OS Licence number 100044404
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CLIENT: JOB TITLE: SCALE: Do Not Scale PERSIMMON HOMES EAST MIDLANDS REEDINGS ROAD, BARROWBY DATE: 02.08.18 TITLE: JOB NUMBER: FIGURE: DRAWN: EU CYCLIST CATCHMENT AREA (5 KILOMETRES) F18106 6 ©Crown copyright. All rights reserved. OS Licence number 100044404
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Key:
Route 6
Route X6
Bus Stops
CLIENT: JOB TITLE: SCALE: Do Not Scale PERSIMMON HOMES EAST MIDLANDS REEDINGS ROAD, BARROWBY DATE: 02.08.18 TITLE: JOB NUMBER: FIGURE: DRAWN: EU LOCAL BUS ROUTES F18106 7 Rectory Road
2 3 7 26 18 0 1 4 3 1 2 6 N High Road
5 21 2 5 1 5 32 1 1 1 9 3 41 (32) 2 43 (35) 5 12 7 17 0 2 4 16 4 Hedge Field Road
25 11 2 16 70 (54) 23 25 1 21 4 5
4 9 57 (47) 23 2 56 (42)
SKLP36 SITE A1 14 6 4 2 KEY 16 8 12 4 XX = AM PEAK HOUR (0800 to 0900) 30 (27) XX = PM PEAK HOUR (1700 to 1800)
XX Low Road = TOTAL TWO-WAY FLOW AM(PM)
CLIENT: SCALE: Do Not Scale JOB TITLE: PERSIMMON HOMES EAST MIDLANDS REEDINGS ROAD, BARROWBY DATE: 12.12.18 TITLE: JOB NUMBER: FIGURE: DRAWN: KH DEVELOPMENT TRAFFIC WITHOUT INTERNAL LINK ROAD F18106 8 Rectory Road
2 3 7 26 18 0 1 4 3 1 2 6 N High Road
5 21 2 5 1 5 32 1 1 1 9 3 0 (0) 2 2 (3) 24 0 6 Hedge Field Road
2 43 (34) 37 1 10
2 43 (35) 0 43 (34)
SKLP36 SITE A1 2 1 6 KEY 24 35 8 XX = AM PEAK HOUR (0800 to 0900) 43 (35) XX = PM PEAK HOUR (1700 to 1800)
XX Low Road = TOTAL TWO-WAY FLOW AM(PM)
CLIENT: SCALE: Do Not Scale JOB TITLE: PERSIMMON HOMES EAST MIDLANDS REEDINGS ROAD, BARROWBY DATE: 12.12.18 TITLE: JOB NUMBER: FIGURE: DRAWN: KH DEVELOPMENT TRAFFIC WITH INTERNAL LINK ROAD F18106 9 34
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REEDINGS ROAD REEDINGS
60 72 e f t NG7 6LB Nottingham Bancroft Consulting Ltd 7 Gregory Boulevard Jarodale House 0115 9648201 0115 9602919 [email protected]
APPENDIX A – PLANNING APPLICATION S18/0093 (TRANSPORT STATEMENT AND SITE MASTERPLAN)
REPORT NO 62241286-002/TR001 HOLDING 105D, LOW ROAD, BARROWBY TRANSPORT STATEMENT
CONFIDENTIAL
OCTOBER 2017
HOLDING 105D, LOW ROAD, BARROWBY TRANSPORT STATEMENT Lincolnshire County Council
Project no: 62241286-002/TR001 Date: October 2017
– WSP St John’s House, Queen Street Manchester M2 5JB
Tel: +44 (0) 161 832 4542 www.wsp.com
QUALITY MANAGEMENT
ISSUE/REVISION FIRST ISSUE REVISION 1 REVISION 2 REVISION 3
Remarks
Date
Prepared by HK
Signature
Checked by JR
Signature
Authorised by JH
Signature
Project number 62241286-002
Report number TR001
File reference
ii
TABLE OF CONTENTS
LIMITATIONS ...... 1
1 INTRODUCTION ...... 2
1.1 INTRODUCTION ...... 2
1.2 REPORT SCOPE ...... 2
1.3 REPORT STRUCTURE ...... 2
1.4 REPORT CONCLUSION ...... 3
2 EXISTING CONDITIONS ...... 4
2.1 SITE LOCATION ...... 4
2.2 LOCAL HIGHWAY NETWORK ...... 4
2.3 PEDESTRIAN FACILITIES ...... 5
2.4 CYCLE FACILITIES ...... 7
2.5 PUBLIC TRANSPORT ...... 8 BUS SERVICES ...... 8 MAINLINE RAIL SERVICES ...... 9
2.6 LOCAL FACILITIES ...... 9
2.7 SUMMARY ...... 10
3 POLICY CONTEXT ...... 11
3.1 INTRODUCTION ...... 11
3.2 NATIONAL PLANNING POLICY & WHITE PAPERS ...... 11 NATIONAL PLANNING POLICY FRAMEWORK ...... 11 PLANNING PRACTICE GUIDANCE ...... 12 CREATING GROWTH, CUTTING CARBON – MAKING SUSTAINABLE LOCAL TRANSPORT HAPPEN, WHITE PAPER ...... 13
3.3 LOCAL PLANNING POLICY ...... 13 SOUTH KESTEVEN LOCAL PLAN ...... 13 SOUTH KESTEVEN CORE STRATEGY (JULY 2010) ...... 13 LINCOLNSHIRE COUNTY COUNCIL LOCAL TRANSPORT PLAN (LTP4) 2013 ...... 14
Holding 105D, Low Road, Barrowby WSP Transport Statement Project No 62241286-002/TR001 Confidential October 2017 iii
4 DEVELOPMENT PROPOSAL ...... 17
4.1 OVERVIEW ...... 17
4.2 INDICATIVE SITE LAYOUT ...... 17
4.3 PEDESTRIAN ACCESS ...... 17
4.4 VEHICULAR ACCESS ...... 18
4.5 SERVICING AND DELIVERIES ...... 18
4.6 PROPOSED PARKING PROVISION ...... 18
5 TRIP GENERATION ...... 19
5.1 INTRODUCTION ...... 19
5.2 DEVELOPMENT TRIP GENERATION ...... 19
5.3 SUMMARY ...... 20
6 ACCIDENT REVIEW ...... 21
6.1 OVERVIEW ...... 21
6.2 SUMMARY OF ACCIDENT LOCATIONS ...... 21
6.3 PREVAILING CONDITIONS AND CAUSATION OF ACCIDENTS ...... 22
6.4 CONCLUSIONS ...... 22
7 SUMMARY & CONCLUSIONS ...... 23
7.1 SUMMARY ...... 23
7.2 CONCLUSION ...... 23
T A B L E S
TABLE 2-1 EXISTING BUS SERVICES ...... 9 TABLE 2-2 DISTANCES TO LOCAL FACILITIES ...... 9 TABLE 5-1 RESIDENTIAL TRIP RATES (PER DWELLING) ...... 20 TABLE 6-1 ACCIDENT LOCATIONS SUMMARY ...... 22
Holding 105D, Low Road, Barrowby WSP Transport Statement Project No 62241286-002/TR001 Confidential October 2017 iv
F I G U R E S
FIGURE 2-1 SITE LOCATION PLAN ...... 4 FIGURE 2-2 LOCAL HIGHWAY NETWORK ...... 5 FIGURE 2-3 WALKING CATCHMENTS ...... 6 FIGURE 2-4 CYCLE CATCHMENTS ...... 7 FIGURE 2-5 LCC CYCLE MAPPING ...... 8 FIGURE 2-6 LOCAL BUS STOPS ...... 8 FIGURE 3-1 LTP 4 VISION FOR TRANSPORT IN LINCOLNSHIRE ...... 15 FIGURE 4-1 INDICATIVE SITE LAYOUT PLAN ...... 17 FIGURE 6-1 ACCIDENT LOCATIONS ...... 21
Holding 105D, Low Road, Barrowby WSP Transport Statement Project No 62241286-002/TR001 Confidential October 2017
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LIMITATIONS
This report is presented to Lincolnshire County Council (LCC) in respect of the proposed residential development at Holding 105D, Low Road, Barrowby, and may not be used or relied on by any other person. It may not be used by LCC in relation to any other matters not covered specifically by the agreed scope of this Report.
Notwithstanding anything to the contrary contained in the report, WSP is obliged to exercise reasonable skill, care and diligence in the performance of the services required by LCC and WSP shall not be liable except to the extent that it has failed to exercise reasonable skill, care and diligence, and this report shall be read and construed accordingly.
This report has been prepared by WSP. No individual is personally liable in connection with the preparation of this report. By receiving this report and acting on it, the client or any other person accepts that no individual is personally liable whether in contract, tort, for breach of statutory duty or otherwise.
Holding 105D, Low Road, Barrowby WSP Transport Statement Project No 62241286-002/TR001 Confidential October 2017
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1 INTRODUCTION 1.1 INTRODUCTION Lincolnshire County Council (LCC) has appointed WSP to prepare a Transport Statement (TS) to support an outline planning application for a residential development on a site known as Holding 105D, Low Road, Barrowby. An indicative site layout plan is provided in Appendix A.
1.2 REPORT SCOPE This TS has been prepared in accordance with current Planning Practice Guidance. Reference has also been made to the withdrawn Department for Transport (DfT) publication ‘Guidance on Transport Assessment’ (2007).
WSP (then Mouchel) initially met with LCC Highways officers on 7th July 2016 to discuss the site. In terms of the potential number of dwellings that could be constructed on the site, an assumption of 10 dwellings per acre was used, in order to inform the discussions. The proposed development site is approximately 4.9 acres (2 hectares), equating to a yield of approximately 49 dwellings. The indicative masterplan which accompanies the planning application shows a total of 49 dwellings.
A further discussion with LCC Highways department was held by telephone on 24th November 2016 in advance of the preparation of this TS. The comments from LCC Highways are summarised below:
A Transport Statement is required;
Due to the low anticipated yield, no junction assessments will be required;
Access to the site from Low Road would be preferable and would be acceptable in principle, subject to achieving the required visibility. Removal of the existing hedgerow at the site frontage would be required;
It was agreed that any site access junctions should be designed in accordance with guidance set out in Manual for Streets; and
85th Percentile trip rates should be used in all trip generation calculations.
1.3 REPORT STRUCTURE Following this introduction, the report is structured as follows:
Section 2 – provides a description of the existing site and presents an assessment of the site’s accessibility by sustainable travel modes;
Section 3 – summarises the local and national planning policies that are relevant to the development proposals;
Section 4 – describes the development proposals;
Holding 105D, Low Road, Barrowby WSP Transport Statement Project No 62241286-002/TR001 Confidential October 2017
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Section 5 – sets out the trip generation associated with the proposed development; and
Section 6 – provides a review of the Personal Injury Accident data in the vicinity of the site.
1.4 REPORT CONCLUSION The report is summarised in Section 7 and the conclusion is reached that access to the site is feasible and that the proposed residential development is accessible via alternative modes to private car. It is considered that there would be no severe transport impacts as a result of the development proposal, in accordance with the NPPF.
The report is commended to LCC Highways for approval on the basis that the proposed development is acceptable from a traffic and highways perspective.
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2 EXISTING CONDITIONS 2.1 SITE LOCATION The site is located to the south of Barrowby village centre and covers an area of 2.0 hectares (4.9 acres). The site is currently greenfield, comprising an area of unused scrub land. It lies to the east of Low Road, with a line of trees located along the western boundary. Existing residential development is located to the north and west, with agricultural land to the south and east.
The location of the site is shown in Figure 2-1 below, as extracted from South Kesteven District Council’s Strategic Housing Land Availability Assessment (SHLAA), which is being undertaken as part of the emerging Local Plan.
The site is approximately 2.9km (1.8 miles) west of Grantham town centre, which is the largest nearby urban centre. The villages of Sedgebrook and Harlaxton are approximately 3km to the north-west and south respectively.
Figure 2-1 Site Location Plan
2.2 LOCAL HIGHWAY NETWORK The local highway network in the vicinity of the site is shown in Figure 2-2 overleaf.
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Figure 2-2 Local Highway Network
Low Road is the primary route through the village of Barrowby, and is a single carriageway road with one lane in either direction, subject to a 30mph speed limit. In the vicinity of the proposed development site, footways and street lighting are only provided to the eastern side of Low Road, with a grass verge present on the western side. The majority of dwellings along the road have private driveways onto the highway. To the south west, Low Road becomes Dysart Road, and provides connectivity to the nearby town of Grantham. To the north, Low Road becomes Main Street and subsequently Rectory Lane, and provides access to the A52 via a ghost island priority junction.
In the vicinity of the development site, the A52 is a dual carriageway road with narrow footways and street lighting present on either side of the highway. A footway is provided over the central reservation at the junction of the A52 and Rectory Lane. Approximately 500m to the west, sliproads provide access to the A1. The A52 is subject to the national speed limit.
The A1 is a dual carriageway with two lanes in either direction, subject to the national speed limit. There are no footways or street lighting. The A1 provides wider connections to Newark on Trent and the city of Lincoln to the north, and to the city of Peterborough in the south.
2.3 PEDESTRIAN FACILITIES The Chartered Institute of Highways & Transportation’s (CIHT) ‘Guidelines for providing for journeys on foot’ (2000) states:
“An average walking speed of approximately 1.4m/s can be assumed, which equates to approximately 400m in five minutes or three miles per hour.”
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For commuting, school or sight-seeing visits, the above guidance states a desirable walking distance of 500m, an acceptable walking distance of 1km and a preferred maximum walking distance of 2km.
Figure 2-3, below, shows the pedestrian catchment for 500m, 1km and 2km measured from the centre of the site. It can be noted that the catchment areas shown are indicative only and do not necessarily endorse the use of any particular routes.
The catchment plan shows that Barrowby village centre can be reached on foot within 1km, and that Grantham Canal and parts of the western suburbs of Grantham can be reached within a 2km walk. Further details of the walking distances to nearby public transport facilities are provided in section 2.5 and to local facilities in section 2.6.
Figure 2-3 Walking Catchments
A search of LCC’s online Public Rights of Way (PROW) mapping has confirmed that there are no public rights of way within the subject site.
The existing footway network within the village provides a continuous walking route from the site to the various small businesses in the village centre, including the Post Office on High Road, which is accessible within a 9 minute (800m) walk. The existing footway also provides a continuous walking route into Grantham, via Low Road and Dysart Road. Details of the available facilities within Grantham are provided in section 2.6.
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2.4 CYCLE FACILITIES A distance of 3 miles is referred to in the DfT’s ‘Cycle Infrastructure Design’ (2008) guidance as being appropriate for many utility cycle journeys. More recent guidance within ‘Creating Growth & Cutting Carbon’ (2011) identifies a larger 5 mile distance.
The distance of 3 miles referred to in the DfT guidance is broadly equal to 5km. Figure 2-4 shows a 5km cycle catchment from the centre of the subject site and demonstrates that the majority of Grantham, including the town centre, is accessible within 5km distance from the site. It can be noted that the catchment area shown is indicative only and does not necessarily endorse the use of any particular routes.
Figure 2-4 Cycle Catchments
A search of mapping produced by Sustrans has confirmed that there are no national cycle routes within Barrowby. The nearest route is National Route 15, which runs in an east-west direction along Grantham Canal and is accessible within an 8 minute cycle ride (1.2 miles) from the site via Low Road and The Drift. National Route 15 will connect National Route 6 in Belton, near Shepshed Leicestershire with National Route 1 in Lincolnshire near Coningsby, via Nottingham, Grantham and Sleaford.
According to cycle mapping produced by LCC, within Barrowby, Low Road, The Drift, Main Street, Casthorpe Road and High Road are routes which are mainly on quiet roads which are found useful by local cyclists. Within Grantham, Barrowby Gate and Trent Road are marked as on-road national byways and are therefore suitable for cycling. An extract from LCC’s cycle mapping is provided overleaf.
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Figure 2-5 LCC Cycle Mapping
2.5 PUBLIC TRANSPORT BUS SERVICES As shown in Figure 2-6 below, the nearest bus stop to the site is approximately 100m to the south, at the junction of Low Road / The Drift.
The development therefore adheres to guidance produced by CIHT (‘Planning for Public Transport in Developments’, 1999) which states that the maximum walking distance to a bus stop should be 400m.
Figure 2-6 Local Bus Stops
Site Location
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As shown in Table 2-1 below, there are two regular bus services that serve the above bus stops, in addition to local schools services.
Table 2-1 Existing Bus Services
Typical Frequency Bus No. Route Monday to Friday Saturday Sunday
3 Grantham - Barrowby Hourly Hourly No Service
Hourly – No evening 6 Bottlesford - Grantham Hourly No Service peak service
Grantham Schools – 4 services in each X6 No Service No Service Radcliffe-on-Trent school peak
Great Gonerby – 1 service in each 1 No Service No Service Grantham school peak
Total number of buses per hour in Minimum of 1 1 0 each direction
MAINLINE RAIL SERVICES The nearest national rail station to the site is in Grantham, approximately 3km (1.8 miles straight line distance) east of the site.
Grantham rail station lies on the East Coast Mainline, and has services to Nottingham, Newark, and Peterborough locally, with direct trains to destinations such as London, York, Liverpool and Leeds. The journeys to Nottingham and Peterborough take approximately 35 minutes and 20 minutes respectively.
2.6 LOCAL FACILITIES The local facilities that are accessible from the site are shown in Table 2-2 below. The distances by road / footways (as opposed to the distance ‘as the crow flies’) to each of the facilities is provided, along with an assessment of whether they are accessible by foot, cycle or public transport. It should be noted that this list is not exhaustive, but provides a useful overview of the level of accessibility to local facilities from the site.
Table 2-2 Distances to Local Facilities
Accessible (Walk Distance Land use Name / Cycle / Public (km) Transport)
Primary Barrowby Preschool <0.5 W / C Schools Barrowby CoE Primary School 1.0 W / C*
Isaac Newton Primary School 2.4 C / PT
West Grantham Academy St John’s – Lower Site 2.0 W / C / PT
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Accessible (Walk Distance Land use Name / Cycle / Public (km) Transport)
Secondary West Grantham Academy St John’s – Upper Site 1.6 W / C / PT Schools and Higher West Grantham Academy St Hughs 2.0 W / C / PT Education
Health Swingbridge Surgery 2.4 C / PT Facilities St Peter’s Hill Surgery 3.7 C / PT
The Stackyard Surgery 3.7 C / PT
Grantham and District Hospital 4.8 C / PT
Retail / Food & Barrowby Post Office, High Road 0.8 W / C Drink The Cakehole, Main Street 0.7 W / C
The White Swan 0.7 W / C
Tesco Express, Barrowby Gate 2.1 W / C
Premier Store, Hillingford Way 2.4 W / C
Asda, Sankt Augustin Way 3.5 C / PT
Grantham town centre 3.4 C / PT
Employment Grantham town centre 3.4 C / PT
Leisure South Kesteven Sports Stadium 1.9 W / C
Grantham Meres Leisure Centre 2.0 W / C
It can therefore be demonstrated that the proposed development site is well located for sustainable transport access to a wide range of land uses. A variety of educational, health, retail and employment opportunities are located within a walk, cycle or bus journey from the proposed development site.
2.7 SUMMARY This section has identified the existing transport conditions, and shown that the subject site is accessible by a variety of sustainable transport modes, providing good access to existing bus services and to the existing cycle network.
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3 POLICY CONTEXT 3.1 INTRODUCTION This section identifies the key national and local policy context for the proposed development, and describes how the proposals align with the policy requirements.
3.2 NATIONAL PLANNING POLICY & WHITE PAPERS NATIONAL PLANNING POLICY FRAMEWORK The National Planning Policy Framework (NPPF) published in March 2012 replaces a number of planning guidance documents including ‘Planning Policy Guidance 13: Transport’ (PPG13).
The aim of the NPPF is to simplify and combine a number of previous planning guidance documents and to put planning decision-making back into the hands of local Councils and people.
The NPPF states:
“The National Planning Policy Framework sets out the Government’s planning policies for England and how these are expected to be applied… At the heart of the National Planning Policy Framework is a presumption in favour of sustainable development, which should be seen as a golden thread running through both planmaking and decision-taking”.
NPPF gives responsibility back to local people by providing a framework within which local authorities and local people can produce their own plans to reflect the needs and priorities of their communities.
The NPPF states the importance of encouraging sustainable modes of transport that support reductions in greenhouse gas emissions and reduce congestion. The preparation of Transport Statements and Assessments is also mentioned, for developments that generate significant amounts of transport movements Paragraph 32 states that plans and decisions should take account of whether:
“The opportunities for sustainable transport modes have been taken up depending on the nature and location of the site, to reduce the need for major transport infrastructure; safe and suitable access to the site can be achieved for all people; and improvements can be undertaken within the transport network that effectively limit the significant impacts of the development.”
This paragraph concludes:
“Development should only be prevented or refused on transport grounds where the residual cumulative impacts of development are severe.”
The document states the importance of locating developments that generate significant movement where the need to travel will be minimised, and the use of sustainable transport modes can be maximised:
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“Developments should be located and designed where practical to:
Accommodate the efficient delivery of goods and supplies;
Give priority to pedestrian and cycle movements, and have access to high quality public transport facilities;
Create safe and secure layouts which minimise conflicts between traffic and cyclists or pedestrians;
Incorporate facilities for charging plug-in and other ultra-low emission vehicles; and
Consider the needs of disabled people by all modes of transport.”
Unlike the superseded PPG13, the NPPF does not outline maximum parking standards for new development, and instead places this responsibility into the hands of local authorities. It does state the following in terms of parking provision:
“If setting local parking standards for residential and non-residential development, local planning authorities should take into account: the accessibility of the development; the type, mix and use of development; the availability of and opportunities for public transport; local car ownership levels; and an overall need to reduce the use of high-emission vehicles.”
As discussed in Chapter 2, the proposed development has good cycle links and access to public transport facilities. As discussed in Chapter 5, the proposed development will generate a low number of vehicle trips. As such, the development will not have a significant impact on the local highway network. The proposal therefore conforms to the transport requirements of NPPF.
PLANNING PRACTICE GUIDANCE
The DfT publication ‘Guidance on Transport Assessment’ (2007) was replaced by new Planning Practice Guidance in October 2014. This guidance is summarised in the following paragraphs.
Travel Plans, Transport Assessments and Statements in Decision-Taking (March 2014)
Provides advice on when Transport Assessments and Transport Statements are required, and what they should contain;
Paragraph 2 states: “(Transport Assessments) are required for all developments which generate significant amounts of movements”;
Paragraph 5 states: “Transport Assessments can be used to establish whether the residual transport impacts of a proposed development are likely to be “severe”, which may be a reason for refusal, in accordance with the National Planning Policy Framework.”
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Paragraph 8 states: “Maximum parking standards can lead to poor quality development and congested streets, local planning authorities should seek to ensure parking provision is appropriate to the needs of the development and not reduced below a level that could be considered reasonable.”
Paragraph 13 states: “Local planning authorities must make a judgement as to whether a development proposal would generate significant amounts of movement on a case by case basis (i.e. significance may be a lower threshold where road capacity is already stretched or a higher threshold for a development in an area of high public transport accessibility).”
Paragraph 14 states: “It is important to give appropriate consideration to the cumulative impacts arising from other committed development (i.e. development that is consented or allocated where there is a reasonable degree of certainty will proceed within the next three years).”
CREATING GROWTH, CUTTING CARBON – MAKING SUSTAINABLE LOCAL TRANSPORT HAPPEN, WHITE PAPER
The White Paper was published in January 2011 and states:
“Our vision is for a transport system that is an engine for economic growth, but one that is also greener and safer and improves quality of life in our communities.”
The White Paper sets out the changes from PPG13 to NPPF and acknowledges the further freedoms given to local authorities to adopt the right polices for their area.
3.3 LOCAL PLANNING POLICY SOUTH KESTEVEN LOCAL PLAN
South Kesteven District Council is currently preparing a new Local Plan to cover the period up to 2036. This new Local Plan will set out the objectives and vision for the borough, as well as containing the strategic direction for sustainable development, housing, and employment needed to achieve this.
SOUTH KESTEVEN CORE STRATEGY (JULY 2010)
The Core Strategy Development Plan Document (DPD) is considered to be the overarching document in the South Kesteven Local Plan, and is intended to inform the other policy and guidance documents included within the Local Plan. It provides the spatial policy framework for development and change in the district of South Kesteven for the period to 2026, and establishes the key principles which should guide the location, use and form of development.
The Core Strategy comprises the following:
a vision of the District in 2026;
an appropriate sequence and pattern of development; and
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policies setting out how that vision can be achieved through decisions made about different land uses, location and form of development.
The Core Strategy presents a comprehensive vision for South Kesteven:
"A successful rural district supported by excellent social and transport infrastructure. Grantham will have developed as a key economic centre not only in Lincolnshire but also sub regionally. Stamford, Bourne and The Deepings will have equally developed their distinctive market town roles. Rural communities will have remained viable by achieving development that supports their needs. All of this will have been achieved in ways which ensures a good quality of life, health and wellbeing for everyone as well as celebrating the distinctiveness of the districts countryside and heritage”.
In order to achieve this, the Core Strategy presents 14 Objectives. Objective 4 addresses accessibility and travel, stating:
“To improve accessibility to jobs, houses and services, and to reduce traffic growth, by ensuring choice to use public transport, walk or cycle, for as many journeys as possible”.
Spatial Policy 3 (SP3) discusses Sustainable Integrated Transport. The policy states that in considering development proposals within the District, the council will ensure that the objectives of the most recent local transport plan for Lincolnshire are met.
The Council will also encourage the creation of a sustainable, modern transport network across the district by:
“promoting the location of development in areas which are particularly accessible by public transport, cycling and walking, whilst recognising that development which is necessary in rural areas may only be accessible by the motor car;
promoting and assisting journeys by public transport, cycling, mobility aids and walking, by making them accessible, safe, convenient and as attractive as possible (this may be secured either through the use of conditions or planning obligations);
securing transport statements and travel plans where appropriate and requiring the preparation of transport assessments for all developments that are likely to have significant transport implications to determine the measures required on the surrounding highway network to ensure adequate access by all modes of transport.”
LINCOLNSHIRE COUNTY COUNCIL LOCAL TRANSPORT PLAN (LTP4) 2013
The LTP4 was published in April 2013 covers the 10 year period 2013/14 to 2022/23. It builds on the strategies and policies adopted during the first 3 LTPs. The LTP4 Vision is presented in the figure below.
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Figure 3-1 LTP 4 Vision for Transport in Lincolnshire
The LTP4 presents 8 objectives to achieve this vision:
“To assist the sustainable economic growth of Lincolnshire, and the wider region, through improvements to the transport network;
To improve access to employment and key services by widening travel choices, especially for those without access to a car;
To make travel for all modes safer and, in particular, reduce the number and severity of road casualties;
To maintain the transport system to standards which allow safe and efficient movement of people and goods;
To protect and enhance the built and natural environment of the country by reducing the adverse impacts of traffic, including HGVs;
To improve the quality of public spaces for residents, workers and visitors by creating a safe, attractive and accessible environment;
To improve the quality of life and health of residents and visitors by encouraging active travel and tackling air quality and noise problems; and
To minimise carbon emissions from transport across the county.”
While the growth aspirations for the County are concentrated around the large urban areas of Lincoln, Boston, Grantham, and Gainsborough, as are the majority of the key infrastructure projects, the proposed development in Barrowby can still play a role in contributing towards the county’s aspirations for the creation of safe, attractive and accessible environments, encouraging active travel and minimising carbon emissions
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though the location, access to sustainable modes and nearby facilities, and high quality design.
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4 DEVELOPMENT PROPOSAL 4.1 OVERVIEW WSP (then Mouchel) met with LCC Highways officers on 7th July 2016 to discuss the site. An assumption of 10 dwellings per acre was agreed as an estimate of site density. The proposed development site, Holding 105D, is approximately 4.9 acres (2.0 hectare), equating to an indicative yield of 49 dwellings. It was agreed with LCC Highways that this figure is an appropriate assumption for the quantum of development, for the purposes of this Transport Statement, which supports an outline planning application.
4.2 INDICATIVE SITE LAYOUT An indicative site layout plan is shown in Figure 4-1 below and is also provided in Appendix A. This shows a total of 49 dwellings.
Figure 4-1 Indicative Site Layout Plan
The site layout shown in Figure 4-1 is indicative only and is subject to change. Confirmation of the internal site layout, number of dwellings and type of dwellings will be confirmed as part of the reserved matters application.
4.3 PEDESTRIAN ACCESS Pedestrian access will be provided via 2.0m wide footways provided adjacent to the proposed site access road, which will adjoin the existing footway on the eastern side of Low Road.
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4.4 VEHICULAR ACCESS The accompanying drawing 1077142-MOU-GEN-XX-DR-T-0001, provided in Appendix B, shows the location of the site access junction on Low Road. The access road is shown with a typical width of 7.3m comprising two 3.65m lanes. 10m radii are provided to cater for large refuse vehicles accessing the site. It also shows the provision of 2.0m wide footways along both sides of the access road, which would tie into the existing footways on the eastern side of Low Road.
Visibility splays with an x-distance of 2.4m and y-distance of 43m are shown on the drawing, which is in accordance with Manual for Streets for a 30mph road. The visibility splays are accommodated fully within the adopted highway boundary and therefore no issues are anticipated in achieving the required visibility.
In order to provide the site access junction presented in drawing DR-T-0001, the removal of some of the existing vegetation along the western site boundary would be required. The extent of the vegetation to be removed would need to be sufficient to achieve the required visibility splays to the left and right of the site access, with these indicated on drawing DR-T-0001.
4.5 SERVICING AND DELIVERIES Confirmation of the arrangements for service and refuse vehicles accessing the site will be included as part of the reserved matters application. Due to the indicative nature of the masterplan proposal, no detailed swept path assessment has been undertaken.
4.6 PROPOSED PARKING PROVISION Confirmation of the proposed parking provision for the development will be confirmed as part of the reserved matters application.
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5 TRIP GENERATION 5.1 INTRODUCTION The purpose of this section of the report is to provide details of the trip generation associated with the proposed development and the likely impact on the local highway network.
5.2 DEVELOPMENT TRIP GENERATION The TRICS 7.4.2 online database has been interrogated for comparative sites to the proposed residential development, in order to derive estimates of average weekday trip rates. The TRICS output report is provided in Appendix C.
The following search parameters were selected in TRICS:
Land use classification: 03 - residential; A - houses privately owned. The proposed housing types are unknown at this stage, however it is anticipated that the majority of the proposal will be privately owned dwellings and this category is therefore considered appropriate.
Region and area selection: the following regions were excluded, as they are considered to have significantly different characteristics: Greater London; Connaught; Munster; Leinster; Greater Dublin; Ulster (Northern Ireland), Ulster (Republic of Ireland), Scotland, and Wales.
Survey days: Surveys undertaken on Saturday and Sunday were excluded.
Location type: ‘Suburban’ area and ‘Edge of town’ were selected as being representative of the proposed development site location.
Population: sites located in the vicinity of large population centres were excluded.
The selected search parameters resulted in a return of nine survey sites. Average trips rates were calculated to identify the peak hours as:
AM Peak Period: 08:00-09:00; and
PM Peak Period: 17:00-18:00.
As agreed with LCC highways, 85th percentile trip rates were extracted for the AM and PM peak periods, as shown in Table 5-1 below. The calculated number of trips is also shown, based on a total of 49 dwellings.
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Table 5-1 Residential Trip Rates (per Dwelling)
Arrivals Departures Total Time Trip No. No. Trips Trip Rate No. Trips Trip Rate Rate Trips
AM (08:00 - 09:00) 0.086 4 0.529 26 0.615 30
PM (17:00 - 18:00) 0.354 17 0.207 10 0.561 27
The results show that the proposed development is forecast to generate approximately 4 arrival trips and 26 departure trips in the AM peak period, and 17 arrival trips and 10 departure trips in the PM peak period. This equates to a total of approximately 30 total trips in the AM peak period and 27 total trips in the PM peak period. In either peak hour, this is equivalent to approximately one additional vehicle every two minutes on the local highway network.
It should be noted that these calculations are based on robust 85th percentile trip rates for the busiest periods of the day.
5.3 SUMMARY The resultant trip generation indicates that the proposed development will generate a maximum of approximately 30 two-way trips in the AM Peak period. This has been calculated using robust 85th percentile trip rates. In either peak hour, this is equivalent to approximately one additional vehicle every two minutes on the local highway network.
The proposed development site will necessitate the creation of a new junction onto the local highway network, in the form of a priority junction with Low Road as the major arms. Low Road predominantly serves local traffic, providing connectivity to the A52 and A1 to the north, and Grantham to the East. The road is currently relatively lightly trafficked, and is considered to have sufficient capacity to accommodate circa 30 additional peak hour movements via the proposed priority junction.
Beyond the proposed site access point, there is likely to be significant route choice between the north and south depending on destination, reducing the number of trips on each successive junction to a negligible amount. As agreed with LCC Highways, no detailed junction assessments have therefore been undertaken.
It is therefore considered that the relatively low number of vehicular trips expected to be generated by the proposed development can be accommodated on the existing local highway network, and is highly unlikely to have any severe impacts, in accordance with NPPF.
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6 ACCIDENT REVIEW 6.1 OVERVIEW The Personal Injury Accident (PIA) record for the local highway network has been obtained from LCC for the five year period from 1st March 2011 to 29th February 2016. A copy of the data is supplied in Appendix D.
Over the survey period the accident data search returned a total of three accidents within the search area. All of these were classified as slight. The locations of the accidents is shown in the plan below:
Figure 6-1 Accident Locations
Further analysis of the locations of the accidents is provided in the following section.
6.2 SUMMARY OF ACCIDENT LOCATIONS The following table summarises the accidents that have occurred on the local highway network in the five year period. For the purposes of the analysis, accidents which occurred at links and junctions have been counted separately.
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Table 6-1 Accident Locations Summary
No. Accidents Link / Location Junction Slight Serious Fatal TOTAL
Link High Road 1 0 0 1
Link Casthorpe Road 1 0 0 1
Junction Hedge Field Road / Thorold Road 1 0 0 1
TOTAL 3 0 0 3
No significant clusters of accidents were observed and the limited number of accidents at different locations over the most recent five-year period indicates that there are no existing safety issues.
6.3 PREVAILING CONDITIONS AND CAUSATION OF ACCIDENTS In regards to the weather conditions at the time of the accidents occurring, all of the three accidents over the five year study period took place during fine weather conditions. All three accidents also occurred during daylight hours, with a dry road surface on each occasion.
All of the accidents involved a pedestrian struck by a moving vehicle. Two of these were most likely to have occurred due to the pedestrian failing to look properly. The third occurred when a pedestrian alighted from a bus into the path of an overtaking car, although no contributory factors were identified, such as excessive speed.
As described in this section, there is no discernible pattern to the causes of the accidents.
6.4 CONCLUSIONS A total of three accidents occurred over the five year study period. This rate of accident occurrence is considered low for a study area of this size and for links and junctions of this type, and therefore in general, no existing accident problem has been identified.
There is no discernible pattern to the causes of the accidents and no obvious issues with any junctions or sections of the highway. It is therefore proposed that due to the proposals, no mitigation is required at this stage.
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7 SUMMARY & CONCLUSIONS 7.1 SUMMARY LCC has appointed WSP to prepare a TS to support an outline planning application for a residential development at Holding 105D of its farms estate, located in Barrowby. The indicative site layout plan shows a total of 49 dwellings. Confirmation of the internal site layout, number of dwellings and type of dwellings will be confirmed as part of the reserved matters application.
The site is approximately 2.9km (1.8 miles) west of Grantham town centre, which is the largest nearby urban centre. It is accessible by a variety of sustainable transport modes, and a number of local facilities are located within a short walk, cycle or bus journey from the site.
The proposed site access road would adjoin Low Road via a new priority junction. Pedestrian footways would be provided on either side of the access road, which would tie into the existing footways on the eastern side of Low Road.
A review of the personal injury accidents that have occurred in the vicinity of the site has been undertaken. There is no discernible pattern to the causes of and no obvious issues with any junctions or sections of the highway. It is therefore proposed no mitigation is required at this stage.
A low number of trips is expected to be generated by the development and it is considered that these can be accommodated on the existing local highway network.
7.2 CONCLUSION This report has demonstrated that there would be no severe transport impacts as a result of the development proposal, in accordance with the NPPF.
The report is commended to LCC Highways for approval on the basis that the proposed development is acceptable from a traffic and highways perspective.
Holding 105D, Low Road, Barrowby WSP Transport Statement Project No 62241286-002/TR001 Confidential October 2017 THOROLD ROAD NOTES
This document and its design content is copyright © and is the property of Savills. It may not be reproduced without their expressed permission. It shall be read in conjunction with all other associated project information including models, specifications, schedules and related consultants drawings and documentation. Do not scale from this drawing unless for Planning purposes. Figured dimensions only are to be used. All dimensions must be checked on site by the Contractor prior to the commencement of any fabrication or building works. Immediately report any discrepancies, errors or omissions to Savills prior to the commencement of any fabrication or building works. If in doubt please ASK.
REVISIONS
REV NOTE / DRAWN BY DATE A Amended in line with Planners comments. 11.09.17 B Amended in line with Planners comments. 07.12.17
LOW ROAD The Wong
Eastleigh
Link footpath
Mount Pleasant Kobia
Highbury NOTES: - The Proposed scheme is based on the OS Plan and therefore discrepancies may occur. Hollibo - This Proposed Master Plan is Indicative only.
Lyndawn
Bancroft
New Access PROJECT TITLE Road Proposed Residential Development Land Holding 105D Low Road Barrowby Derwent Grantham NG32 1DF CLIENT House Lincolnshire County Council Village DRAWING TITLE Indicative Master Plan Hall Jessami SCALES @ A2 PROJECT / DWG / REV NO. 1:500 LNBU 390793 - 03B DRAWING STATUS Planning Approximate location DRAWN BY CHECKED BY DATE of existing Foul Drain. LINCOLNSHIRE COUNTY COUNCIL MPG May 2017 Reproduced from Ordnance Survey mapping with the Cartref Savills permission of the Controller of Her Majesty's Stationery Olympic House Doddington Road Office (C) Crown Copyright. Unauthorised reproduction Lincoln LN6 3SE infringes Crown Copyright and may lead to civil proceedings. t: 01522 508900 INDICATIVE MASTER PLAN OS Licence 100025370 f: 01522 508901
APPENDIX B – RELEVANT EXTRACTS FROM SCOPING STUDY
LAND AT REEDINGS ROAD, BARROWBY SCOPING NOTE JULY 2018
1.0 INTRODUCTION AND BACKGROUND INFORMATION
1.1 This Scoping Note has been prepared by Bancroft Consulting on behalf of Persimmon Homes in advance of an outline planning application for up to 90 dwellings on land to the south of Reedings Road at Barrowby in Lincolnshire. The site forms part of the proposed allocated site LV-H3: Low Road (SKLP36, SKLP250 and SKLP270) within the emerging South Kesteven New Local Plan (2011 to 2036). This site allocation in its entirety is for approximately 230 dwellings. However this proposal relates to the northern section of the allocation only (i.e 90 dwellings).
1.2 The aim of this Scoping Note is to agree the background information and scope for a Transport Assessment with the local highway authority (Lincolnshire County Council). This Scoping Note primarily details the traffic generation and distribution on the surrounding highway network, to determine the extent of study area where further detailed assessment should be required. It also examines the potential to deliver a suitable access arrangement specifically for the 90 – dwelling development.
1.3 Once the key elements of this Scoping Note have been agreed with Lincolnshire County Council (LCC), they shall be used as the basis of a subsequent Transport Assessment, which will primarily address the impact of the development traffic on the surrounding highway network in further detail. The Transport Assessment will also detail opportunities for the developer to further encourage sustainable travel at the site.
1.4 The Transport Assessment will be prepared in accordance with and provide a review of the following national and local policy / guidance documents:
• National Planning Policy Framework [NPPF] (DCLG, 2012) • Planning Practice Guidance [PPG 2014]
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• Manual for Streets [MfS] (DfT, 2007) • Manual for Streets 2 [MfS2] – Wider Application of Principles (CIHT, 2010) • Design Manual for Roads and Bridges [DMRB] • ‘Design Standards and Departures for Highway Schemes’ (LCC 2009) • ‘Streetscape Design Manual’ (LCC 2016) • South Kesteven New Local Plan (2011 to 2036)
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2.0 EXISTING CONDITIONS
2.1 Site Location and Surrounding Area
2.1.1 The site is located to the south of Reedings Road in Barrowby. The general site location is shown in Figure 1, whilst Figure 2 shows the more detailed site location. The site measures approximately 3 hectares in area and presently comprises undeveloped farmland. At present, there is no hedge or fencing between the proposed site and the southernmost point of Reedings Road.
2.1.2 The site is bound by existing residential properties to the north, undeveloped agricultural land to the east and south, and unused scrubland to the west. The land to the immediate south and west of the site also form part of site allocation LV-H3: Low Road as outlined previously.
2.1.3 Beyond the site, Barrowby village centre is located approximately 720 metres to the northwest of the site, whilst Grantham Town Centre lies approximately 2.6 kilometres to the. Grantham Train Station lies approximately 2.8 kilometres to the southeast of the site.
2.2 Local Highway Network
2.2.1 The site lies to the immediate south of Reedings Road, which currently forms a cul-de-sac adjacent to the northern edge of the red line boundary. Reedings Road forms part of an established residential estate which can be accessed from High Road to the north and Low Road to the west. The existing carriageway width is approximately 5.6 metres and is bound by a 2 metres wide footway along the western edge of the carriageway and a 1.6 metres wide footway on the eastern edge which is segregated by a 1.7 metres wide verge. These footways continue to the junction with High Road. The road network in the vicinity of the site is subject to a 30mph speed limit with street lighting present.
2.2.2 Reedings Road extends northbound through the residential estate and forms a simple priority T-junction with High Road approximately 520 metres to the north
F18106 Reedings Road - Scoping Note - FINAL 3
of the site. High Road is approximately 6 metres in width with 2 metres wide footways on either side. In the vicinity of the High Road / Reedings Road junction, High Road is subject to a 30mph speed limit. However to the immediate east of the junction High Road is derestricted on its approach to the slip roads to / from the A1.
2.2.3 No on-street parking controls exist in the immediate vicinity of the site, with residential properties noted to have private driveways throughout the residential estate. An initial review of Google Street View noted several cars being parked along Reedings Road and Hedge Field Road (which are likely to be the key routes to / from the proposed site). Both these roads also form part of a bus route through the residential estate. Whilst the on-street parking did not seem to present an issue for through traffic or buses, as part of the subsequent Transport Assessment prepared to support the planning application, a parking stress survey will be undertaken along both these routes from the site boundary i.e Reedings Road between the site and High Road, and Hedge Field Road between its junction with Reedings Road and Low Road. This will determine the extent of on-street parking, and whether this impacts upon the safe operation of the road network in the vicinity of the site. These stress surveys would be undertaken on a weekday evening between 1900 and 2000 hours and during the weekend (0800 to 0900 hours). However this should be confirmed within the Scoping Response from LCC.
2.2.4 Details of the public highway boundary within the vicinity of the site have been obtained from LCC (see Appendix A) and shall be utilised as part of the Transport Assessment.
2.3 Accident Study
2.3.1 As part of the future Transport Assessment, an assessment of Personal Injury Accident records for the agreed study area will be carried out to cover the last three years. In accordance with current government guidance, this should be extended to a five-year period if the study area has been identified as being within a high accident area (defined as a cluster of more than 3 accidents for the
F18106 Reedings Road - Scoping Note - FINAL 4
purpose of this assessment). This would seek to identify existing highway safety issues that could be exacerbated by increases in movements associated with the proposed development. At this stage the study area is deemed to include Reedings Road and Hedge Field Road in their entirety.
2.4 Committed Development
2.4.1 Inspection of the South Kesteven District Council’s online planning database shows that the adjacent site which forms part of the same allocated site (reference LV-H3: Low Road) has a live planning application (planning reference S18/0093) for approximately 49 dwellings. As part of this development, a single dedicated vehicle access point would be provided off Low Road.
2.4.2 The following committed developments shall be addressed within the Transport Assessment following confirmation from the local highway authority: • S18/0093 – Low Road, Barrowby (49 dwellings). Status - currently undetermined. • S08/1231 – Poplar Farm, Barrowby Road, Grantham (1800 dwellings, primary school, community centre, retail use classes A1, A2, A3 & A5, doctors surgery and elderly person’s accommodation). This was granted Outline permission in 2011, with subsequent Reserved Matters being approved thereafter. As part of the Transport Assessment, the current build out of the scheme shall be assessed, with the remaining aspects of the site being included as committed developments. • S16/2818 – Rectory Farm, Barrowby Road, Grantham (817 dwellings). Status – Outline application is pending consideration.
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3.0 DEVELOPMENT PROPOSALS
3.1 The proposed development would comprise a total of up to 90 dwellings. Appendix B contains the red line boundary plan and indicative site layout plan.
3.2 It is envisaged that the vehicular access to the site will be gained via an extension to the existing Reedings Road cul-de-sac to the north of the site. The proposed access arrangement is discussed in greater detail in Section 6 of this Scoping Note.
3.3 Whilst the adjacent land to the south and west of the site form part of site allocation LV-H3: Low Road, it is understood that these two parcels of land will have a dedicated access point to serve each site respectively. The live planning application for land to the west of the site (planning reference S18/0093), shows that access will be gained directly off Low Road. Therefore no traffic associated with the adjacent sites will take access through the proposed site.
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4.0 TRIP GENERATION
4.1 Trip Generation
4.1.1 The TRICS database was examined to identify suitable trip rates to calculate the potential peak hour and daily traffic movements that could be generated by the proposed residential development. The category ‘Residential – Houses Privately Owned’ was selected, specifying a range of between 50 and 130 dwellings, excluding sites in Greater London, Scotland, Northern Ireland, Ireland and all weekend surveys. Following this, only sites within an ‘Edge of Town Centre’ or ‘Suburban Area’ were selected given the characteristics of the proposed development site. This search resulted in 13 surveys taken from 13 sites.
4.1.2 Following inspection of the details for each of the sites from the above search, a development of 70 dwellings in Honiton, Southwest Devon (TRICS reference: DV-03-A-03) was identified as a suitable comparison with the proposed development. The comparison site is located at an edge of a town location, has a similar number of dwellings, and has easy access to nearby strategic routes (as with the A1 and A52 near the proposed site at Grantham). The selected site was also ranked as the 85th percentile site in the morning peak hour and one below the equivalent 85th percentile site in the evening peak hour.
4.1.3 The following trip rates (per dwelling) from the selected TRICS site were therefore generated: • morning peak (0800 to 0900 hours) 0.086 arrive 0.529 depart • evening peak (1700 to 1800 hours) 0.371 arrive 0.100 depart • daily 2.113 arrive 2.215 depart
4.1.4 Full details of the TRICS search that identified the above rates are contained at Appendix C.
4.1.5 Based on the above trip rates, the proposed 90 dwelling development could generate the following peak hour and daily traffic movements:
• morning peak 8 arrive 48 depart 56 total
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• evening peak 33 arrive 9 depart 42 total • daily 189 arrive 200 depart 389 total
4.1.6 Table 1 shows the daily traffic generation profile for the proposed development.
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5.0 DISTRIBUTION MODEL AND TRAFFIC ASSIGNMENT
5.1 Distribution
5.1.1 To help provide an understanding of how the development traffic might disperse from the site access onto the surrounding road network, a distribution model has been created using the Census 2011 ‘Location of usual residence and place of work by method of travel to work’ dataset (WU03EW). The Census distribution model takes into account the usual place of work for residents of the South Kesteven 002 Middle Super Output Area (MSOA), who travel to work by car. All districts where less than 15 residents worked were discounted, as these areas only accounted for less than 1% of total journeys. Figure 3 show the percentage distribution pattern for arrivals and departures at the site access. Appendix D presents the findings of these distribution calculations and are summarised below:
Site Access
Percentage Route Distribution • Reedings Road (N), High Road (N), A52 (E), A1 (S) 6.6% • Reedings Road (N), High Road (W), Rectory Lane (N), A52 9.6% (W)
• Reedings Road (N), Hedge Field Road (W), Low Road (S), 4.6% The Drift (S) • Reedings Road (N), High Road (E), A1 (N) 21.2% • Reedings Road (N), Hedge Field Road (W), Low Road (E) 43.5% • Reedings Road (N), High Road (N), A52 (E) 14.5%
5.1.2 B ased on Google Maps routing software, the journeys were found to be an even split between travelling northbound to the High Road / Reedings Road T-junction and westbound to the Low Road / Hedge Field Road T-junction. The northbound direction provides the shortest route to the A52 and the A1, which distributes to Oakham, Nottingham, Lincoln and Peterborough whilst the westbound direction provides the most suitable link in the peak periods to and from Grantham.
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5.2 Assignment
5.2.1 The morning and evening peak hour traffic generation associated with the proposed development was subsequently assigned to the surrounding highway network based on the distribution model shown in Figure 3. The resulting traffic assignment for the morning and evening peak hours onto the surrounding highway network is shown in Figure 4.
5.3 Off-Site Impact
5.3.1 Whilst now archived, the “Guidance on Transport Assessment” document advises that developments may have a significant highway impact where increases of 30 or more two-way vehicle movements occur during peak hours. It goes on to state that ‘Whilst there is no suggestion that 30 two-way peak hour vehicle trips would, in themselves, cause a detrimental impact, it is a useful point of reference from which to commence discussions.’ This figure is identified purely as a starting point for further consideration and it is common that higher hourly increases of 45 to 60 vehicles could be satisfactorily accommodated where capacity and highway safety issues do not exist.
5.3.2 It is important to note that developments should only be refused where the impacts are severe, as per Paragraph 32 of the NPPF, and so the likely change in conditions at off-site junctions have been taken into account, as well as the actual increases themselves, when seeking to define this study area.
5.3.3 The following details indicate the maximum number of peak hour two-way traffic movements that would occur at key junctions within the surrounding highway network, based on the proposed developments busiest (morning) peak hour traffic assignment shown in Figure 4: 1. Reedings Road / Hedge Field Road - 56 total movements 2. High Road / Reedings Road – 29 total movements 3. Low Road / Hedge Field Road - 27 total movements
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5.3.4 As shown above, beyond the site access, there is significant route choice for future residents depending on the destination. This reduces the number of vehicle trips and subsequent impact at each successive junction to a non- material amount. By way of example, as shown in Figure 4, 29 two-way movements would be created at the High Road / Reedings Road junction. This equates to an increase of one vehicle per 2 minutes at this junction. As such, an increase of one vehicle per 2 minutes is considered not to present a capacity issue at this junction.
5.3.5 Whilst there are up to 56 movements at the Reedings Road / Hedge Field Road junction, it must be noted that approximately half of these are ahead movements along Reedings Road and would therefore not significantly impact upon the current operation of the junction.
5.3.6 In light of the above, as part of the Transport Assessment, no further capacity assessments are deemed to be required. It is considered that the traffic generated by the proposed development can adequately be accommodated on the surrounding highway network, and would not trigger a severe impact in accordance with NPPF paragraph 32.
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6.0 SITE ACCESS
6.1.1 As outlined previously, the proposed access would be provided by extending the existing cul-de-sac at the southern extent of Reedings Road. Reedings Road is 5.6 metres in width, and is classified as a ‘Street’ within the ‘Design Standards and Departures for Highway Schemes’ guide. Hedge Field Road is approximately 5.7 metres in width and is also classified as a ‘Street’ within the ‘Design Standards and Departures for Highway Schemes’ guide.
6.1.2 At present, the residential estate comprises circa 401 properties which can be accessed via either Reedings Road or Hedge Field Road. Following the potential development of circa 90 dwellings, the housing estate would comprises circa 491 properties in total. The LCC ‘Design Standards and Departures for Highway Schemes’ guidance does not contain thresholds for the level of development off particular road types, however the access roads should continue to be suitable to accommodate the anticipated increase level of dwellings.
6.1.3 As part of the adjacent site (application reference S18/0093) planning application, consultation was held with LCC regarding the appropriate form of access to serve the development (49 dwellings). As part of the Transport Statement prepared to support this application, it was agreed with LCC that any site access junction should be designed in accordance with Manual for Streets.
6.1.4 In light of the above, Drawing Number F8106/01 shows how the site access would tie in to the existing geometric parameters of Reedings Road. In accordance with the Manual for Streets, this would include a 5.5 metres wide carriageway with 2 metres footways extending into the site at both edges.
6.1.5 Paragraph 5.4.5 of Manual for Street states how “long straights can encourage high traffic speeds, which should be mitigated through careful design”. In order to alleviate this concern and avoid long straight sections of carriageway, the internal road network shall incorporate horizontal deflection to control speed as opposed to vertical measures.
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7.0 OTHER TRANSPORT CONSIDERATIONS
7.1 Parking and Servicing Requirements
7.1.1 The Transport Assessment shall include an assessment of parking requirements. In accordance with Lincolnshire County Council website, it states “Following the publication of the National Planning Policy Framework, there is no longer a need for local authorities to set maximum car parking standards. Accordingly, the Council has ceased using the previously adopted maximum standards in its role as local highway authority.” It is advised that the parking provision should be dealt with on a case-by-case basis until new standards emerge within the Local Plans. In light of this, the parking provision will be confirmed and agreed with LCC as part of the Scoping Note response.
7.1.2 The Transport Assessment shall also assess servicing requirements in terms of refuse collections, and whether the site access can suitably accommodate such manoeuvres.
7.2 Access by non-car modes
7.2.1 The key emphasis of the NPPF is on the need for all new developments to be sustainable. Part of this requirement for sustainability means providing good opportunities for travel to and from sites by non-car modes, as set out in paragraphs 29, 32 and 34 of the NPPF in particular.
7.2.2 The Transport Assessment shall include an assessment of existing accessibility to the site by sustainable modes of travel, and identify where improvements may be required. The Census 2011 ‘Method of Travel to Work’ dataset (QS701EW) shall also be examined to identify suitable modal split for the site, to help calculate the potential increase in person trips by all modes.
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8.0 SUMMARY
8.1 This Scoping Study has been produced on behalf of Persimmon Homes in respect of a potential residential development on land to the south of Reedings Road in Barrowby, Lincolnshire. It is acknowledged that this Scoping Note primarily seeks to identify the likely highway impact of the proposed development and outlines the site access arrangement, with a view to agreeing the scope for the Transport Assessment with Lincolnshire County Council (LCC), as the local highway authority.
8.2 The Scoping Study has established that with respect to vehicular traffic, the development would generate the following peak hour and daily movements:
• morning peak 8 arrive 48 depart 56 total • evening peak 33 arrive 9 depart 42 total • daily 189 arrive 200 depart 389 total
8.3 Based upon a suitable distribution model, it is considered that given the route choices likely made by future residents, no off-site junctions should require capacity assessments to be undertaken. However a Personal Injury Accident analysis will be undertaken as part of the Transport Assessment to identify whether there are any existing highway safety issues that might be affected by the proposed development. In addition to this, parking stress surveys will be undertaken along Reedings Road and Hedge Field Road during a weekday (1900 to 2000) and weekend (0800 to 0900) to assess the potential impact of on- street parking on the safe operation of the road network in the vicinity of the site.
8.4 A comprehensive Transport Assessment would thereafter be produced to assess the remaining key requirements, based upon the Scoping Response from LCC, to support an outline planning application which is likely to be submitted in mid 2018.
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APPENDIX C – SCOPING RESPONSE FROM LCC (18 SEPTEMBER 2018)
Environment & Economy Lancaster House 36 Orchard Street Lincoln LN1 1XX Tel: (01522) 782070 E-Mail:[email protected]
To: South Kesteven District Council Application Ref: S18/1497
With reference to this application dated 1 January 1900relating to the following proposed development:
Address or location
Land south of Reedings Road, Barrowby Date application referred by the LPA Type of application: Outline/Full/RM/: 4 September 2018 PRE
Description of development
Residential development - 90 dwellings
Notice is hereby given that the County Council as Local Highway and Lead Local Flood Authority:
Does not wish to restrict the grant of permission.
The principle of developing the enquiry site for residential use is acceptable in highway terms. The submitted Application shall include details showing how sustainable drainage principles have been incorporated in the management of the surface water run-off. It is requested that the submission of a Construction Traffic Management Plan be required to reduce the likelihood of construction and site personnel vehicles being parked on the residential estate roads providing access to the site.
Case Officer: Date: 17 September 2018 Jon Sharpe for Warren Peppard Flood Risk & Development Manager
APPENDIX D – SCOPING RESPONSE FROM HIGHWAYS ENGLAND (2 OCTOBER 2018)
Kurt Hardy
From: Griffiths, Scarlett
Good afternoon Anna,
Thank you for your email enquiry of 24 September 2018, seeking Highways England’s comments on the submitted Scoping Note (dated July 2018) for the proposed development of 90 dwellings to be located at land to the south of Reedings Road at Barrowby, Lincolnshire.
Having reviewed the assessment work undertaken to determine the trip rates for the proposed development, we note that these have been derived based on a single survey extracted from the TRICS database. We do not consider this to be the best practice as it would be preferable to have a wider sample of surveys from sites with similar characteristics to the proposed one. This would allow increasing the confidence of obtaining average trip rates closer to be the “true” average value. Notwithstanding that, we have undertaken an independent trip generation exercise which confirms the suitability of the figures proposed in the Scoping Note.
Furthermore, having carried out our own assessment of trip distribution, we can confirm that the proposal is not likely to have a detrimental traffic impact on the A1/A52 junction, which is the closest point of contact with the Strategic Road Network (SRN) managed by Highways England. As such, we do not require further capacity assessments to be undertaken in support of this proposal.
I hope you find this advice useful. Please do not hesitate to contact me should you have any queries.
Kind regards Scarlett
Scarlett Griffiths Highways England | The Cube | 199 Wharfside Street | Birmingham | B1 1RN Tel: +44 (0) 300 470 3034 | Mobile: + 44 (0) 7753 431 669 Web: http://www.highways.gov.uk
From: Anna Meer [mailto:[email protected]] Sent: 24 September 2018 09:09 To: Highways England; Planning M Cc: Emily Ulicki Subject: Sent to SF - Land at Reedings Road, Barrowby, Lincolnshire
All
We have been appointed by Persimmon Homes, to provide highway and transportation advice in respect of a proposed residential development of up to 90 dwellings on land at Reedings Road in Barrowby, Lincolnshire.
Please find attached a copy of the Scoping Study we have prepared in support of the proposals, which has already been issued to Lincolnshire County Council highways department who are content with the proposed approach. LCC highways have agreed that no off-site capacity assessments are required as part of the forthcoming Transport
1 Assessment. Owing to the proximity to the Strategic Road Network, we are also seeking confirmation from Highways England that no further assessment of the Strategic Road Network is required.
At this stage we are working towards submitting a planning application in October. We should therefore be grateful to receive HE feedback on the report at the earliest possible convenience.
I trust this information is satisfactory and look forward to receiving your feedback. Please do not hesitate to call should you have any queries.
Kind Regards
Anna
Anna Meer Principal Engineer Bancroft Consulting Limited
p: 0115 9602919 a: Jarodale House, 7 Gregory Boulevard, Nottingham, NG7 6LB w: www.bancroftconsulting.co.uk e: [email protected]
Bancroft Consulting Ltd is a limited company registered in England and Wales. Registered number: 5471239 Registered office: 8 Albemarle Road, Woodthorpe, Nottingham, NG5 4FE
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APPENDIX E – PERSONAL INJURY ACCIDENT DATA
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LINCOLNSHIRE ROAD SAFETY PARTNERSHIP
ACCIDENT REFERENCE: N409313 ------
Road Number : A52 GRID REF: 488610,336361 SPEED LIMIT: 60 Road 2 Number : X
PARISH : BARROWBY DIVISION: DISTRICT: South
POLICE SECTOR : Grantham-Rural SEVERITY: Slight POLICE DIVISION : South
LOCATION : A1 SLIP ROAD WITH HIGH ROAD JUNCTION
DESCRIPTION : V1 TRAVELLING OFF A52 ONTO A1 (N) SLIP ROAD ONTO BARROWBY TURN OFF (HIGH RD) . V1 SLOWS AT SLIP ROAD JUNCTION WITH HIGH RD TO ALLOW VEHICLE TO TURN RIGHT INTO VILLAGE.V1 COLLIDED WITH REAR OF V2. EXCHANGED DETAILS LEFT SCENE V2 THEN COMPLAINED OF INJURED NECK
DATE : 01/11/2013 - Friday TIME: 1510
NUMBER OF VEHICLES : 2 NUMBER OF CASUALTIES: 1
JUNCTION DETAIL : 'T' or Staggered Junction JUNCTION CONTROL: Give Way or Uncontrolled
WEATHER : Raining (Without High Wind)
LIGHT CONDITIONS : Daylight
SURFACE CONDITIONS: Wet or Damp
DID AN OFFICER ATTEND THE SCENE? Yes
PRE 2005 CONTRIBUTORY FACTORS
CONTRIBUTORY FACTOR 1: CONTRIBUTORY FACTOR 2: CONTRIBUTORY FACTOR 3:
2005+ CONTRIBUTORY FACTORS
1.V1 Very Likely Slippery road (due to weather) 2.V1 Very Likely Failed to look properly 3. 4. 5. 6.
VEHICLES:
1 Car Going ahead North To South West No Skdng /Jck-Knfg /Ovrtrng Driver: Male X Breath Test: Driver not contcted at time 2 Car Waitng to go ahead, held up North To South West No Skdng /Jck-Knfg /Ovrtrng Driver: Female 34 Breath Test: Negative
CASUALTIES:
1 Driver 34 Female Slight In Vehicle 2
PAGE: 1 DATE PRINTED: 11/10/2018
CURRENT DATADATE: 30/06/2018
All Accidents
LINCOLNSHIRE ROAD SAFETY PARTNERSHIP
ACCIDENT REFERENCE: 150059306 ------
Road Number : D GRID REF: 488358,335917 SPEED LIMIT: 30 Road 2 Number : D
PARISH : BARROWBY DIVISION: DISTRICT: South
POLICE SECTOR : Grantham-Rural SEVERITY: Slight POLICE DIVISION : South
LOCATION : GRANTHAM- JUNCTION OF HEDGEFIELD ROAD AND THOROLD ROAD (GRID REF: 488224, 335915).
DESCRIPTION : MALE HAS EXITED BUS INTO PATH OF OVERTAKING CAR.
DATE : 26/06/2015 - Friday TIME: 1730
NUMBER OF VEHICLES : 1 NUMBER OF CASUALTIES: 1
JUNCTION DETAIL : 'T' or Staggered Junction JUNCTION CONTROL: Give Way or Uncontrolled
WEATHER : Fine (Without High Wind)
LIGHT CONDITIONS : Daylight
SURFACE CONDITIONS: Dry
DID AN OFFICER ATTEND THE SCENE? No
PRE 2005 CONTRIBUTORY FACTORS
CONTRIBUTORY FACTOR 1: CONTRIBUTORY FACTOR 2: CONTRIBUTORY FACTOR 3:
2005+ CONTRIBUTORY FACTORS
1. 2. 3. 4. 5. 6.
VEHICLES:
1 Car Ovrtkg stry Veh on offside East To West No Skdng /Jck-Knfg /Ovrtrng Driver: Female 40 Breath Test: Driver not contcted at time
CASUALTIES:
1 Pedestrian 18 Male Slight In Vehicle 1
PAGE: 2 DATE PRINTED: 11/10/2018
CURRENT DATADATE: 30/06/2018
All Accidents
APPENDIX F – PARKING STRESS SURVEY RESULTS
©Crown copyright. All rights reserved. OS Licence number 100044404
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B
E D C B A F A
CLIENT: JOB TITLE: SCALE: Do Not Scale PERSIMMON HOMES EAST MIDLANDS REEDINGS ROAD, BARROWBY DATE: 02.07.18 TITLE: JOB NUMBER: PLAN: DRAWN: KH PARKING BEAT SURVEY ZONES F18106 A PARKING BEAT SURVEY RESULTS - REEDINGS ROAD, BARROWBY
Evening Survey (9.10.18) 1900 to 2100 hrs Weekend Survey (13.10.18) 0700 to 0900 hrs Zone A Zone B Zone C Zone D Zone E Zone F Zone A Zone B Zone C Zone D Zone E Zone F No. of No. of No. of No. of No. of No. of No. of No. of No. of No. of No. of No. of Time Parked Parked Parked Parked Parked Parked Time Parked Parked Parked Parked Parked Parked Vehs Vehs Vehs Vehs Vehs Vehs Vehs Vehs Vehs Vehs Vehs Vehs 19:00 2 0 0 0 0 1 07:00 0 0 0 0 0 2 19:10 2 0 0 0 0 1 07:10 0 0 0 0 0 2 19:20 2 0 1 0 0 1 07:20 1 0 0 0 0 2 19:30 2 0 1 0 0 1 07:30 1 0 0 0 0 2 19:40 3 0 1 0 0 1 07:40 1 0 0 0 0 2 19:50 3 0 1 0 0 1 07:50 1 0 0 0 0 2 20:00 3 0 0 0 0 1 08:00 2 0 0 0 0 2 20:10 3 0 0 0 0 1 08:10 2 0 0 0 0 2 20:20 3 0 1 0 0 1 08:20 2 0 0 0 0 2 20:30 3 0 0 0 0 1 08:30 1 0 0 0 0 2 20:40 3 0 0 0 0 1 08:40 1 0 0 0 0 2 20:50 5 0 0 0 0 1 08:50 2 0 0 0 0 2 PARKING BEAT SURVEY RESULTS - HEDGE FIELD ROAD, BARROWBY
Evening Survey (9.10.18) 1900 to 2100 hrs Weekend Survey (13.10.18) 0700 to 0900 hrs Zone A Zone B Zone C Zone D Zone E Zone F Zone A Zone B Zone C Zone D Zone E Zone F No. of No. of No. of No. of No. of No. of No. of No. of No. of No. of No. of No. of Time Parked Parked Parked Parked Parked Parked Time Parked Parked Parked Parked Parked Parked Vehs Vehs Vehs Vehs Vehs Vehs Vehs Vehs Vehs Vehs Vehs Vehs 19:00 1 0 1 0 0 2 07:00 2 0 2 0 0 0 19:10 2 0 0 0 0 2 07:10 2 0 2 0 0 0 19:20 2 0 0 0 0 2 07:20 2 0 2 0 0 0 19:30 2 0 0 1 0 2 07:30 2 0 2 0 0 0 19:40 2 0 0 1 0 2 07:40 2 1 2 0 0 0 19:50 2 0 0 1 0 2 07:50 2 1 2 0 0 0 20:00 2 0 2 0 0 2 08:00 2 1 2 0 0 0 20:10 2 0 1 0 0 2 08:10 2 0 2 0 0 0 20:20 2 0 1 0 0 2 08:20 2 0 2 0 0 0 20:30 2 0 1 0 0 2 08:30 2 0 2 0 0 0 20:40 2 0 0 0 0 2 08:40 1 0 2 0 0 0 20:50 1 0 0 0 0 2 08:50 1 0 2 0 0 0
APPENDIX G – RED LINE BOUNDARY AND INDICATIVE MASTERPLAN
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APPENDIX H – PARKING REQUIREMENTS FROM LCC (10 OCTOBER 2018) Kurt Hardy
Subject: FW: S18/1497 - Land south of Reedings Road, Barrowby
From: Ian Field
Anna, We require adequate off street parking in residential developments such that the highway remains safe for users, particularly delivery and refuse trucks. The number of spaces depends on location, street design and house type which you propose for your development, but typically we would expect to see at least on average 2 spaces per dwelling provided off street. Regards Ian
From: Anna Meer [mailto:[email protected]] Sent: 09 October 2018 10:55 To: Ian Field Cc: Jon Sharpe; Kurt Hardy Subject: RE: S18/1497 - Land south of Reedings Road, Barrowby
Hi Ian – hope all is well?
Within the Scoping Study, in relation to parking provision, we highlighted how the LCC website advises parking provision is dealt with on a case by case basis until new standards emerge within the Local Plans.
In light of this, we stated that the parking provision would be agreed with yourselves during the scoping process. Could you therefore please confirm these requirements such that we can prepare the Transport Assessment and advise the wider Project Team accordingly?
Kind Regards
Anna
Anna Meer Principal Engineer Bancroft Consulting Limited
p: 0115 9602919 a: Jarodale House, 7 Gregory Boulevard, Nottingham, NG7 6LB w: www.bancroftconsulting.co.uk e: [email protected]
Bancroft Consulting Ltd is a limited company registered in England and Wales. Registered number: 5471239 Registered office: 8 Albemarle Road, Woodthorpe, Nottingham, NG5 4FE
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APPENDIX I – METHOD OF TRAVEL TO WORK DATASET
Reedings Road, Barrowby - National Statistics 'Method of travel to work' dataset (QS701EW) for South Kesteven 002 Middle Super Output Area
Mode Peak Daily Underground, Metro, Light Rail, Tram 7 0.2% 0 1 Train 129 3.5% 3 17 Bus, Minibus or Coach 46 1.3% 1 6 Taxi 16 0.4% 0 2 Motorcycle, Scooter or Moped 24 0.7% 0 3 Driving a Car or Van 2,886 79.4% 56 389 Passenger in a Car or Van 196 5.4% 4 26 Bicycle 62 1.7% 1 8 On Foot 249 6.9% 5 34 Other Method of Travel to Work 19 0.5% 0 3 Of those who Travel (Total) 3634 100.0%
Max Peak 56 Vehicle % 79.4% Total Vehicle Trips 389 Jarodale House 7 Gregory Boulevard Nottingham NG7 6LB 0115 960 2919 offi [email protected] bancroftconsulting.co.uk