4 Higher Drive, Purley, CR8 2HE

TRANSPORT STATEMENT

 Higher Drive

 May 2021

4 Higher Drive, Purley, CR8 2HE

TRANSPORT STATEMENT

 Higher Drive

 May 2021

Sarnlea Consulting Engineers (Trading Name) Company Address: Postal Address; Firecrest Court C/O 20 Timber Street Warrington South Wigston Tel: +44 7896 984328 Leicester LE18 4QF

COPYRIGHT: The concepts and information contained in this document are the property of Sarnlea. Use or copying of this document in whole or in part without the written permission of Sarnlea constitutes an infringement of copyright. LIMITATION: This report has been prepared on behalf of and for the exclusive use of Sarnlea’s Client and is subject to and issued in connection with the provisions of the agreement between Sarnlea and its Client. Sarnlea accepts no liability or responsibility whatsoever for or in respect of any use of or reliance upon this report by any third party.

Transport Statement

Appendices

Appendix A Bus Service Provision

Appendix B PTAL Report

Appendix C Swept Path Analysis Vehicle Tracking and Vehicular Visibility Splays

Appendix D Lambeth Methodology Parking Survey

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Transport Statement

Figures

Figure 1 Site Location Plan and Area 5 20mph Zone

Figure 2 Red Line Boundary Plan

Figure 3 Local Highway Network and Purley Permit Zone

Figure 4 Walking Isochrones

Figure 5 Cycling Isochrones

Figure 6 Site Layout Plan

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Transport Statement

Tables

Table 1 London Plan (2021) Parking Standards

Table 2 NTS Journey Purpose Split

Table 3 NTS Dwelling Trip Rates

Table 4 Development Traffic Generation (NTS)

Table 5 Development Traffic Generation

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Transport Statement

Contents

1. Introduction 1 2. Background 2 2.1 Site Location & Application Context 2 3. Existing Conditions 3 3.1 Local Highway Network 3 3.2 Public Transport Appraisal and PTAL 3 3.3 Walking Appraisal 5 3.4 Cycling Appraisal 6 4. National and Local Policy 7 4.1 National Policy 7 4.2 The London Plan (2021) 9 4.3 Mayor’s Transport Strategy (2018) 12 4.4 Croydon Local Plan 12 5. Proposed Development 14 5.1 Development Description 14 5.2 Proposed Access Strategy & Internal Site Layout 14 5.3 Refuse Collection and Servicing 14 5.4 Cycle Parking Provision 15 5.5 Car Parking Provision 15 5.6 Parking Survey 15 6. Development Traffic Generation 17 7. Summary and Conclusions 20

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Transport Statement

Document history and status

Revision Date issued Reviewed by Approved by Date approved Revision type revA 29.04.20 AJRM AJRM 29.04.20 Draft revB 24.05.21 AJRM AJRM 24.05.21 Final

Distribution of copies Revision Copy no Quantity Issued to revA 01 01 (electronic) SM (SEL)

revB 02 01 (electronic) NS (SEL)

Printed: 24 May 2021

Last saved: 24 May 2021 12:32 PM File name: Higher Drive Transport Statement

Author: AJRM

Project manager: AJRM

Name of organisation: South East Living

Name of project: Higher Drive

Name of document: Transport Statement

Document version: revB

Project number: ENG/SEL/HD/001

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1. Introduction

1.1 Summary

1.1.1 This Transport Statement has been prepared by Sarnlea Consulting Engineers on behalf of South East Living in order to support a forthcoming planning application at no 4 Higher Drive, Purley, CR8 2HE.

1.1.2 Outline planning permission is sought for:

“the demolition of existing two storey dwelling house (including rear garage) and erection of a part three; part four storey building comprising 8 self-contained flats (3x3 bed, 1x2 bed, 4x1 bed); car parking, cycle and refuse provision, (Access and Layout)”.

1.1.3 The Transport Statement is structured as follows:

• Section 2.0 outlines the background to the proposed development;

• Section 3.0 considers the existing conditions of, and around the site. This section also looks at the baseline transport data on which the assessment is based. It gives the relevant details of the local highway network surrounding the site and assesses the accessibility levels of the site via modes of transport other than the private car;

• Section 4.0 details the national and local policy considerations relevant to the development site and land use proposed;

• Section 5.0 looks at the proposed development in detail by giving regard to the proposed access strategy, parking provision and the site’s internal layout;

• Section 6.0 evaluates the impact of Traffic Generation associated with the proposal; and

• Section 7.0 includes a summary and draws together the conclusions of the assessment.

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2. Background

2.1 Site Location & Application Context

2.1.1 The application site currently comprises a broadly triangular parcel of land occupying a corner plot at the junction of Higher Drive and Beaumont Road in the London Borough of Croydon.

2.1.2 Higher Drive forms part of a longer north-south axis route in Purley/Kenley.

2.1.3 The application site currently comprises a single large residential dwelling which fronts onto Higher Drive and provides direct vehicular access via two driveway access points onto both Higher Drive and Beaumont Road.

2.1.4 The application site lies within moderate proximity to the Transport for London Road Network (TLRN) in the form of the A22 Godstone Road, accessed via Foxley Hill Road to the north.

2.1.5 The total site area equates to 707m². A site location Plan can be seen as Figure 1.

2.1.6 The “Red Line” boundary of the application site can be seen as Figure 2. The application site consists of a single large detached property.

2.1.7 The site lies within a location characterised by a mix of private residential dwellings in the form of both houses and flatted developments and with local amenities and as such, falls within a prime location to support such a use.

2.1.8 The site has not been subject to any pertinent planning history in highways terms.

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3. Existing Conditions

3.1 Local Highway Network

3.1.1 The application site is situated within the existing curtilage of no 4 Higher Drive which itself fronts the local highway.

3.1.2 Higher Drive forms a single carriageway two lane highway of some 7.3m in width in proximity to the application site. It is street lit and is subject to a 20mph speed limit and forms part of Croydon’s “Area 5 20mph Speed Limit Zone”. The 20mph zone can be seen in Figure 1.

3.1.3 Beaumont Road also forms a single carriageway two lane highway of some 7.3m in width in proximity to the application site. It is street lit and is subject to a 20mph speed limit and also forms part of Croydon’s “Area 5 20mph Speed Limit Zone”.

3.1.4 Higher Drive forms a Local Distributor Road whilst Beaumont Road forms a local Access Road

3.1.5 In proximity to the application site Higher Drive sits within a controlled parking zone which restricts parking during the daytime between 0900-1700 hrs (Mon-Sat).

3.1.6 Beaumont Road in proximity to the application site is subject to a mixture of unrestricted and on-street parking restrictions between 1300-1400hrs (Mon-Fri) in order to restrict commuter parking during the working week.

3.1.7 The “Purley Permit Zone” ends at the junction of Higher Drive and Beaumont Road at the application site.

3.1.8 A plan showing the local highway network and the “Purley Permit Zone” can be found as Figure 3.

3.2 Public Transport Appraisal and PTAL

3.2.1 The nearest bus stop is located approximately 76m away on Higher Drive and as such lie within the maximum desirable walking distance to a bus stop of 400 metres

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as identified in the IHT document ‘Guidelines for Planning for Public Transport Development’.

3.2.2 Notwithstanding the threshold, paragraph 5.18 of the IHT document states that:

3.2.3 “It is more important to provide services that are easy for passengers to understand and attractive to use than to achieve slavish adherence to some arbitrary criteria for walking distance.”

3.2.4 Purley railway station is situated a circa 483m walking route from the application site and as such lies well within the 1000m preferred maximum walking distance as prescribed by the Institute of Highways and Transportation.

3.2.5 Purley Station sits upon the Brighton mainline and provides service between Brighton and London Bridge et al at a rate of 2 service per hour or better.

3.2.6 It is clear from the appraisal that the development site is moderately served by public transport services and is completely typical for the nature of such an area.

3.2.7 Bus services accessed from the nearest stops on Higher Drive constitutes the 434 service. Full details of the service can be found in Appendix A.

3.2.8 The PTAL (Public Transport Accessibility Level) of the site is 3. This is considered to be “Moderate”. The full PTAL report can be found in Appendix B.

3.2.9 The first stage in PTAL calculation is to calculate the walking distance from the site (known as the point of interest (POI)) to the nearest bus stops and rail stations (where rail can be taken to also include London Underground, DLR and trams). These stops and stations are known as service access points (SAPs)'. Only SAPs within a certain distance of the POI are included (640m for bus stops and 960m for rail stations, which correspond to a walking time of 8 minutes and 12 minutes respectively at the standard assumed walking speed of 80m/min).

3.2.10 The next stage is to determine the service level during the morning peak (defined as 0815-0915) for each route serving a SAP. Where service levels differ in each direction on a route, the highest frequency is taken. On railways, a route is generally defined as a service with a particular calling pattern - for example,

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services on the Piccadilly line from Hammersmith could be divided into two "routes": Cockfosters to Heathrow and Cockfosters to Uxbridge.

3.2.11 A total access time for each route is then calculated by adding together the walking time from the POI to the SAP and the average waiting time for services on the route (i.e. half the headway). This is converted to an equivalent doorstep frequency (EDF) by dividing 30 (minutes) by the total access time, which is intended to convert total access time to a "notional average waiting time, as though the route were available at the doorstep of the POI".

3.2.12 A weighting is applied to each route to simulate the enhanced reliability and attractiveness of a route with a higher frequency over other routes. For each mode (e.g. bus, Tube, DLR, tram, rail), the route with the highest frequency is given a weighting of 1.0, with all other routes in that mode weighted at 0.5.

3.2.13 Finally, the EDF and the weighting are multiplied to produce an accessibility index for each route, and the accessibility indices for all routes are summed to produce an overall accessibility index for the POI.

3.2.14 This accessibility index (AI) can then be converted to a PTAL grade (1-6) through a banding system (where AIs 0.00-5.00 are PTAL 1, 5.01-10.00 are PTAL 2, etc, up to PTAL 6 for scores of 25 and above).

3.3 Walking Appraisal

3.3.1 According to the Institute of Highways and Transportation (IHT), approximately 80% of walk journeys and walk stages in urban areas are less than one mile. The average length of a walk journey is one kilometre (0.6 miles). This differs little by age or sex and has remained constant since 1975/76. However, this varies according to location. The main factors that influence both walking distance and

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walking time in a city or town centre appear to be the size of the city or town itself, and the shape and quality of the pedestrianised area.

3.3.2 An average walking speed of 1.4m/s can be assumed, which equates to approximately 400m in 5 minutes or 3 miles per hour. The situation of people with mobility difficulties must be kept in mind when applying these figures.

3.3.3 This equates to an average mean of 1200m or a 15 minute walk, however, experience dictates that many walking distances can be much longer.

3.3.4 A distance of 1000m for a walking journey or stage is deemed as acceptable, with a preferred maximum of 2000m.

3.3.5 A full walking isochrones band can be seen in Figure 4, which illustrates the localities within an acceptable walking distance of the site.

3.4 Cycling Appraisal

3.4.1 The considered acceptable cycling distance to new developments is regarded as being 4km, although many commuters travelling by bike will cycle much further distances than this, the Department for Transport (DFT) considers 4km as the acceptable distance. This equates to approximately a 20 minute journey Figure 5 illustrates the full cycling isochrones within an acceptable distance of the site.

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4. National and Local Policy

4.1 National Policy

4.1.1 In 1998 the Government published a White Paper entitled ‘A New Deal for Transport: Better for everyone’. Within this document, the Government set out its integrated transport policy to reduce the need to travel, to tackle congestion and pollution, and to support a strong economy, a sustainable environment and a healthy and inclusive society.

4.1.2 As such, the Government is committed to developing an integrated transport policy for the various regional areas throughout the United Kingdom. There is a widely recognised need to reduce the dependence on the private car through encouraging the use of public transport.

4.1.3 In the context of transportation, there are a number of goals which are relevant to the consideration of the transport impact of the development proposal. These are:

. Making the best use of existing roads for all users; . Reducing the number of accidents and improving safety on the road network; . Restraining private car based commuting; . Encouraging responsible car usage and promoting public transport, walking and cycling; . Improving the road network to assist public transport services; . Providing for the needs of the mobility impaired; and . Improving the choice of transport available, especially for disabled people and those without a car.

4.1.4 All developments should be progressed with reference to the transport requirements of the National Planning Policy Framework (NPPF). The core document from a transport perspective is the NPPF, The NPPF states the same primary objective for sustainable methods of transport, namely;

. To promote more sustainable transport choices for people; . To promote accessibility to jobs and services by public transport, walking and cycling; and . To reduce the need to travel, especially by private car.

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4.1.5 The National Planning Policy Framework (NPPF) sets out 12 core planning principles which include;

• to encourage the effective use of land by reusing land that has been previously developed (brownfield land), provided that it is not of high environmental value;

• actively manage patterns of growth to make the fullest possible use of public transport, walking and cycling, and focus significant development in locations which are or can be made sustainable;

4.1.6 The NPPF sets a strategy for promoting sustainable transport. It requires that 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 cost effectively limits the significant impacts of the development.

“Development should only be prevented or refused on transport grounds where the residual cumulative impacts of development are severe.”

4.1.7 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;

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• create safe and secure layouts which minimise conflicts between traffic and cyclists or pedestrians, avoiding street clutter and where appropriate establishing home zones;

• consider the needs of people with disabilities by all modes of transport.

4.2 The London Plan (2021)

4.2.1 In 2008, it was determined that a replacement London Plan should be produced and subsequently a Draft London Plan was prepared for public consultation. Following an Examination in Public (EIP), the London Plan 2011 was published in July 2011. Further alterations to the London Plan (FALP) were published on March 2015. The Mayor’s Vision and Objectives for London are set out in Chapter 1 and include the City being made up of diverse, strong, secure and accessible neighbourhoods where it is easy, safe and convenient for everyone to access jobs, opportunities and facilities.

4.2.2 The new London Plan 2021 was adopted on 2 March, four years after its first inception.

4.2.3 The new London Plan (which is the third since it was first published in 2004) was formally published and adopted on 2 March 2021. It comes at a pivotal and challenging time for London as it seeks to establish a new post-Brexit identity and maintain its global position, whilst emerging from the embers of the Covid pandemic.

4.2.4 The new London Plan has the challenge of delivering growth in a constrained city for a population projected to increase by 70,000 each year, reaching 10.4m by end of the Plan’s term in 2041. It intends to do this with an overarching objective of ‘Good Growth’ that is ‘socially and economically inclusive and environmentally sustainable’ and by being ‘more ambitious and focussed than any previous London Plan’.

4.2.5 Given its importance and status, the draft policies were closely scrutinised during a five-month Examination in Public in 2019. The first Intend to Publish version of

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the new Plan was submitted to the Secretary of State for approval in December 2019.

4.2.6 Policy T6.1 states:

New residential development should not exceed the maximum parking standards set out in Table 10.3. These standards are a hierarchy with the more restrictive standard applying when a site falls into more than one category.

B - Parking spaces within communal car parking facilities (including basements) should be leased rather than sold.

C - All residential car parking spaces must provide infrastructure for electric or Ultra-Low Emission vehicles. At least 20 per cent of spaces should have active charging facilities, with passive provision for all remaining spaces.

D - Outside of the CAZ, and to cater for infrequent trips, car club spaces may be considered appropriate in lieu of private parking. Any car club spaces should have active charging facilities.

E - Large-scale purpose-built shared living, student accommodation and other sui generis residential uses should be car-free.

F - The provision of car parking should not be a reason for reducing the level of affordable housing in a proposed development.

G - Disabled persons parking should be provided for new residential developments.

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Table 10.3 - Maximum Residential Parking Standards Location Number of Maximum Parking Provision Beds

Central Activities Zone All Car free~ Inner London Opportunity Areas Metropolitan and Major Town Centres All areas of PTAL 5 – 6 Inner London PTAL 4

Inner London PTAL 3 All Up to 0.25 spaces per dwelling

Inner London PTAL 2 All Up to 0.5 spaces per dwelling Outer London Opportunity Areas

Inner London PTAL 0 – 1 All Up to 0.75 spaces per dwelling

Outer London PTAL 4 1-2 Up to 0.5 - 0.75 spaces per dwelling+

Outer London PTAL 4 3+ Up to 0.5 - 0.75 spaces per dwelling+

Outer London PTAL 2 – 3 1-2 Up to 0.75 spaces per dwelling

Outer London PTAL 2 – 3 3+ Up to 1 space per dwelling

Outer London PTAL 0 – 1 1-2 Up to 1.5 space per dwelling

Outer London PTAL 0 – 1 3+ Up to 1.5 spaces per dwelling^

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4.3 Mayor’s Transport Strategy (2018)

4.3.1 The Mayor’s Transport Strategy, published March 2018, sets the target for ‘all trips in London to be made on foot, by cycle or using public transport by 2041’, to be delivered through the policies set out within the London Plan.

4.3.2 This target is emphasised in Policy 5 which states:

‘The Mayor, through TfL and the boroughs, and working with stakeholders, will prioritise space efficient modes of transport to tackle congestion and improve the efficiency of streets for the movement of people and goods, with the aim of reducing overall traffic levels by 10-15 per cent by 2041.’

4.4 Croydon Local Plan 4.4.1 Croydon Local Plan – Strategic Policies (CLP1) was adopted by the London Borough of Croydon Council on 22 April 2013.

4.4.2 The plan seeks to provide the basis for the development of Croydon up to 2031, with particular reference to new homes and jobs together with the overall environment. The significant changes proposed in Croydon over the next 20 years will require additional infrastructure such as new/expanded schools, an increase in health facilities, enhanced public transport and flood amelioration measures.

4.4.3 The relevant policies with the Croydon Local Plan: Strategic Policies (2013) are:

• Policy SP4 – Urban Design & Local Character

• Policy SP8 – Transport & Communication

4.4.4 The relevant policies within the unitary Development Plan (2006) Saved Policies are:

• Policy UD7 – Inclusive Design

• Policy UD15 – Refuse & Recycling Storage

• Policy H2 – Supply of New Housing

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4.4.5 The Croydon Local Plan (2018) provides policy guidance to support managed growth within the borough and supersedes both the Croydon Local Plan: Strategic Policies (2013) and the Saved Policies of the Unitary Development Plan (2006).

4.4.6 Chapter 10 provides a number of key policies in relation to transport matters. This includes Policy DM29 which highlights LB Croydon’s desires to encourage and promote sustainable travel, stating:

“To promote sustainable growth in Croydon and reduce the impact of traffic congestion development should:

a) Promote measures to increase the use of public transport, cycling and walking;

b) Have a positive impact and must not have a detrimental impact on highway safety for pedestrians, cyclists, public transport users and private vehicles; and

c) Not result in a severe impact on the transport networks local to the site which would detract from the economic and environmental regeneration of the borough by accessible and less attractive location in which to develop.”

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5. Proposed Development

5.1 Development Description

5.1.1 Outline planning permission is sought for:

“the demolition of existing two storey dwelling house (including rear garage) and erection of a part three; part four storey building comprising 8 self-contained flats (3x3 bed, 1x2 bed, 4x1 bed); car parking, cycle and refuse provision, (Access and Layout)”.

5.1.2 The site layout plan can be seen as Figure 6.

5.2 Proposed Access Strategy & Internal Site Layout

5.2.1 The proposed site is to be accessed directly to/from both Higher Drive and Beaumont Road.

5.2.2 Some of the existing dropped kerbs serving the existing parking space accessed from both Higher Drive and Beaumont Road are to be maintained and will serve parking associated with the proposal. As such the access strategy is broadly as per the existing situation.

5.2.3 Parking on-site will be via driveway style parking spaces to the frontage of both Higher Drive and Beaumont Road.

5.2.4 Frontage driveway style parking forms the majority of off-street parking within the local area for both Higher Drive, Beaumont Road and beyond and as such is completely typical for the area.

5.2.5 The site access achieves the required vehicular visibility splays in excess of the required 2.4m x 25m as per the existing situation and in line with the guidance as prescribed within “Manual for Streets” for a 20mph zone.

5.2.6 A full suite of swept path analysis vehicle tracking drawings demonstrating the suitability of the development’s site layout and access along with vehicular visibility s[plays can be seen in Appendix C.

5.3 Refuse Collection and Servicing

5.3.1 Refuse collection will take place on-street on Beaumont Road as per the current and existing situation. The bin stores are located internally to the building as

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requested by LB Croydon and accessed from the street via a dedicated short pedestrian entrance as illustrated on the site layout plan. The location of the bin store is well within the required maximum drag distance of 25m as prescribed within “Manual for Streets.”

5.4 Cycle Parking Provision

5.4.1 Cycle parking provision is proposed via a dedicated cycle store built into the building which will house 8 cycles.

5.4.2 This is in line with the adopted maximum parking standards as prescribed within the London Plan 2021.

5.5 Car Parking Provision

5.5.1 4 parking spaces are provided within the development in the form of a retained frontage driveway space to Higher Drive and 3 spaces to the rear off of Beaumont Road. The level of parking provision equates of 0.5 spaces per dwelling.

5.5.2 The development schedule consists of 3 x 3-bed, 1 x 2-bed and 4 x 1-bed apartments.

5.5.3 Current London Plan Parking Standards state the following maximum parking:

Table 1: London Plan 2021 Parking Standards Number of beds 3 or more 1-2 beds

Parking spaces Up to 1 space per dwelling Up to 0.75 spaces per dwelling

5.5.4 The proposed development falls in line with the adopted maximum parking standards as prescribed within the London Plan 2021.

5.5.5 As such, the level of parking provision is considered to be wholly adequate for the development requirements at present and for the future.

5.6 Parking Survey

5.6.1 Notwithstanding the above, a residential parking stress survey in line with the “Lambeth Methodology” has been undertaken. The results of the parking survey demonstrate a residential parking stress of circa 65% and as such demonstrate

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more than sufficient spare capacity to accommodate and modest temporary overspill that may occur.

5.6.2 The full parking survey can be found in Appendix D.

5.6.3 It is of importance to note that the parking survey was commissioned and undertaken before the current ‘Covid-19’ outbreak and as such the results are considered to be fully representative of normal circumstances.

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6. Development Traffic Generation

6.1.1 For developments consisting of a limited number of residential dwellings in such a location as Purley, it is not appropriate to make use of the TRICS database alone in order to determine an appropriate dataset, but to utilise the accepted National Travel Survey (NTS)

6.1.2 The most recent NTS with full data results undertaken in 2016 determined that for residential dwellings the typical trip rates are broken down as follows:

TABLE 2: NTS Journey Purpose Split Journey Purpose 0800-0900 1700-1800

Commuting and Business 28% 39%

Education/Escort Education 47% 3%

Shopping 5% 12%

Personal Business 14% 20%

Leisure 6% 26%

6.1.3 Typical expected trip rates per household are as follows:

TABLE 3: NTS dwelling Trip Rates Arrivals Departures Totals

AM Peak 0800- 0.285 0.982 1.267 0900

PM Peak 1700- 0.660 0.403 1.603 1800

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6.1.4 The above trip rates are dwelling trip rates, so taking an extremely robust position assumption that 100% of all person trips are made by individual private vehicle the following vehicular trip rates would be seen:

TABLE 4: Development Vehicular Traffic Generation (NTS) Arrivals Departures Totals

AM Peak 0800- 2 8 10 0900

PM Peak 1700- 5 3 8 1800

6.1.5 Clearly, the above assumption and estimations are extremely robust and assume that all trips would be made via private vehicle which would not be the case in reality.

6.1.6 Parking provision is a key factor in determining the level of vehicular traffic and parking is provided at a provision of 4 spaces. Applying these rates to the NTS dwelling trip rates would see the following vehicular traffic generation at the application site:

TABLE 5: Development Traffic Generation Arrivals Departures Totals

AM Peak 0800- 1 4 5 0900

PM Peak 1700- 3 2 5 1800

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6.1.7 Notwithstanding the extremely robust assessment, the above vehicular trip rates are at a level as to be classed as immaterial in traffic impact terms.

6.1.8 It is important to note that the above assessment has already been agreed and accepted by Croydon Council for other nearby developments and is considered extremely robust in this regard.

6.1.9 5 vehicular movements occurring at the site access during the network peak hours are immaterial when assessed either in isolation or against the existing background traffic flows on Higher Drive, Beaumont Road and further afield along the local highway network.

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7. Summary and Conclusions

7.1.1 This Transport Statement has been prepared by Sarnlea Consulting Engineers on behalf of South East Living in order to support a forthcoming planning application at no 4 Higher Drive, Purley, CR8 2HE.

7.1.2 Outline planning permission is sought for:

“the demolition of existing two storey dwelling house (including rear garage) and erection of a part three; part four storey building comprising 8 self-contained flats (3x3 bed, 1x2 bed, 4x1 bed); car parking, cycle and refuse provision, (Access and Layout)”.

7.1.3 The Transport Statement has considered the transport implications of the development proposals and the conclusions of the report are as follows:

• The development proposals have been formulated in accordance with both local and national policy to which the proposal accords well;

• The proposal has been assessed in terms of its accessibility by non-car borne modes and the level of accessibility is adequate and in accordance with a development of this type and scale;

• The likely level of traffic has been obtained from an interrogation of the National Travel Survey incorporating the TRICS database. The assessment has found that the development will generate a level of traffic that is immaterial in terms of highway safety and efficiency;

• The internal site layout is suitable and fit for purpose in terms of both highway safety and highway efficiency; and

• The details regarding refuse collection have been assessed as being acceptable.

Sarnlea Consulting Engineers

https://d.docs.live.net/d0dcaa050d030779/Documents/Sarnlea/Projects/Higher Drive/Reports Draft/Higher Drive Transport Statement revB.docxPAGE 20 Transport Statement

Figures

Sarnlea Consulting Engineers https://d.docs.live.net/d0dcaa050d030779/Documents/Sarnlea/Projects/Higher Drive/Reports Draft/Higher Drive Transport Statement revB.docxPAGE 21 Transport Statement

Figure 1

Sarnlea Consulting Engineers https://d.docs.live.net/d0dcaa050d030779/Documents/Sarnlea/Projects/Higher Drive/Reports Draft/Higher Drive Transport Statement revB.docxPAGE 22 Streets within the area bounded by but not including: Lower Coombe Street, Davenant Road, the slip road leading to The Croydon Flyover, The Croydon Flyover, Duppas Hill Road, Epsom Road, the railway line between Waddon Railway Station up to its intersection with the borough boundary at corner of Cherry Hill Gardens, the borough boundary (anti- clockwise) up to its intersection with Limpsfied Road, Limpsfield Road, Sanderstead Hill, Sanderstead Road, Brighton Road, South End up to its intersection with Lower Coombe Street. Transport Statement

Figure 2

Sarnlea Consulting Engineers https://d.docs.live.net/d0dcaa050d030779/Documents/Sarnlea/Projects/Higher Drive/Reports Draft/Higher Drive Transport Statement revB.docxPAGE 23

Transport Statement

Figure 3

Sarnlea Consulting Engineers https://d.docs.live.net/d0dcaa050d030779/Documents/Sarnlea/Projects/Higher Drive/Reports Draft/Higher Drive Transport Statement revB.docxPAGE 24

Transport Statement

Figure 4

Sarnlea Consulting Engineers https://d.docs.live.net/d0dcaa050d030779/Documents/Sarnlea/Projects/Higher Drive/Reports Draft/Higher Drive Transport Statement revB.docxPAGE 25

Transport Statement

Figure 5

Sarnlea Consulting Engineers https://d.docs.live.net/d0dcaa050d030779/Documents/Sarnlea/Projects/Higher Drive/Reports Draft/Higher Drive Transport Statement revB.docxPAGE 26

Transport Statement

Figure 6

Sarnlea Consulting Engineers https://d.docs.live.net/d0dcaa050d030779/Documents/Sarnlea/Projects/Higher Drive/Reports Draft/Higher Drive Transport Statement revB.docxPAGE 27

Transport Statement

Appendices

Sarnlea Consulting Engineers https://d.docs.live.net/d0dcaa050d030779/Documents/Sarnlea/Projects/Higher Drive/Reports Draft/Higher Drive Transport Statement revB.docxPAGE 28 Transport Statement

Appendix A

Sarnlea Consulting Engineers https://d.docs.live.net/d0dcaa050d030779/Documents/Sarnlea/Projects/Higher Drive/Reports Draft/Higher Drive Transport Statement revB.docxPAGE 29 434 RickmanHill–Purley–Whyteleafe

434 Mondays to Fridays Coulsdon
Ridgemount
Avenue 0705 0738 0808 0845 0915 0945 1015 1044 1114 1144 1214 1244 1314 1344 1414 1444 1514 1546 Coulsdon
Red
Lion 0711 0745 0815 0851 0921 0951 1021 1050 1120 1150 1220 1250 1320 1350 1420 1450 1521 1554 WoodcoteValleyRoadGrovelands
Rd. 0720 0754 0824 0859 0929 0959 1029 1058 1128 1158 1228 1258 1328 1358 1428 1458 1530 1603 PurleyCross
Jolly
Farmers 0725 0802 0834 0904 0934 1004 1034 1104 1134 1204 1234 1304 1334 1404 1434 1504 1537 1610 KenleyStation 0732 0809 0841 0910 0940 1010 1040 1110 1140 1211 1241 1311 1341 1411 1441 1511 1545 1617 WhyteleafeStation 0741 0818 0850 0918 0948 1018 1048 1118 1148 1219 1249 1319 1349 1419 1450 1520 1554 1626 WhyteleafeSouth
Wapses
Lodge
Rbt. 0744 0821 0853 0921 0951 1021 1051 1121 1151 1222 1252 1322 1352 1422 1453 1523 1557 1629 Coulsdon
Ridgemount
Avenue 1618 1649 1719 1750 1820 1850 1920 1944 2009 Coulsdon
Red
Lion 1625 1656 1726 1757 1826 1856 1925 1949 2013 WoodcoteValleyRoadGrovelands
Rd. 1633 1704 1734 1805 1834 1903 1931 1955 2019 PurleyCross
Jolly
Farmers 1640 1711 1741 1812 1840 1908 1935 1959 2023 KenleyStation 1647 1718 1748 1819 1847 1914 1940 2004 2028 WhyteleafeStation 1656 1727 1757 1828 1855 1922 1947 2011 2035 WhyteleafeSouth
Wapses
Lodge
Rbt. 1659 1730 1800 1831 1858 1925 1949 2013 2037 434 Saturdays (also Good Friday) Coulsdon
Ridgemount
Avenue 0705 0736 0806 0836 0906 0937 1006 1034 1104 1134 1204 1234 1304 1334 1406 1436 1506 1536 Coulsdon
Red
Lion 0709 0740 0810 0841 0911 0942 1012 1040 1110 1140 1210 1240 1310 1340 1412 1442 1512 1541 WoodcoteValleyRoadGrovelands
Rd. 0715 0746 0816 0847 0918 0949 1019 1048 1118 1148 1218 1248 1318 1348 1419 1449 1519 1548 PurleyCross
Jolly
Farmers 0719 0750 0820 0852 0923 0954 1024 1054 1124 1154 1224 1254 1324 1354 1424 1454 1524 1553 KenleyStation 0725 0756 0826 0859 0930 1001 1031 1101 1132 1202 1232 1302 1331 1401 1431 1501 1531 1600 WhyteleafeStation 0731 0802 0832 0905 0937 1008 1038 1108 1139 1209 1239 1309 1338 1408 1438 1508 1538 1607 WhyteleafeSouth
Wapses
Lodge
Rbt. 0734 0805 0835 0908 0940 1011 1041 1111 1142 1212 1242 1312 1341 1411 1441 1511 1541 1610 Coulsdon
Ridgemount
Avenue 1606 1636 1706 1736 1806 1838 1908 1938 2009 Coulsdon
Red
Lion 1611 1641 1711 1741 1811 1843 1913 1943 2013 WoodcoteValleyRoadGrovelands
Rd. 1618 1648 1718 1748 1818 1849 1919 1949 2019 PurleyCross
Jolly
Farmers 1623 1653 1723 1753 1823 1853 1923 1953 2023 KenleyStation 1630 1700 1730 1800 1830 1900 1930 2000 2029 WhyteleafeStation 1636 1706 1736 1806 1836 1906 1936 2006 2035 WhyteleafeSouth
Wapses
Lodge
Rbt. 1639 1709 1739 1809 1839 1909 1938 2008 2037 434 Sundays and other Public Holidays (except Christmas Day) Coulsdon
Ridgemount
Avenue 0705 0735 0805 0835 0905 0935 1005 1035 1105 1134 1203 1233 1303 1334 1405 1735 Coulsdon
Red
Lion 0709 0739 0809 0839 0909 0939 1010 1040 1110 1139 1209 1239 1309 1339 1410 Then 1740 WoodcoteValleyRoadGrovelands
Rd. 0715 0745 0815 0845 0915 0945 1016 1047 1117 1146 1216 1246 1316 1346 1417 every
30 1747 PurleyCross
Jolly
Farmers 0720 0750 0820 0850 0920 0951 1022 1053 1123 1153 1223 1253 1323 1353 1423 minutes 1753 KenleyStation 0725 0755 0825 0855 0925 0956 1027 1059 1129 1159 1229 1259 1329 1359 1429 until 1759 WhyteleafeStation 0732 0802 0832 0902 0932 1003 1034 1107 1137 1207 1237 1307 1337 1407 1436 1806 WhyteleafeSouth
Wapses
Lodge
Rbt. 0735 0805 0835 0905 0935 1006 1037 1110 1140 1210 1240 1310 1340 1410 1439 1809 Coulsdon
Ridgemount
Avenue 1805 1837 1908 1938 2009 Coulsdon
Red
Lion 1810 1842 1912 1942 2013 WoodcoteValleyRoadGrovelands
Rd. 1817 1848 1918 1948 2019 PurleyCross
Jolly
Farmers 1822 1853 1923 1953 2023 KenleyStation 1828 1858 1928 1958 2028 WhyteleafeStation 1835 1904 1934 2004 2034 WhyteleafeSouth
Wapses
Lodge
Rbt. 1838 1906 1936 2006 2036

OperatedbyMetrobus www.londonbusroutes.net 1.9.18 (A) 434 Whyteleafe–Purley–RickmanHill

434 Mondays to Fridays WhyteleafeSouth
Wapses
Lodge
Rbt. 0655 0719 0751 0828 0900 0929 Then 59 29 1159 1229 1259 1329 1359 1429 1500 1531 WhyteleafeStation 0657 0722 0754 0831 0903 0932 every
30 02 32 1202 1232 1302 1332 1402 1432 1503 1534 KenleyStation 0704 0730 0802 0840 0911 0939 minutes 09 39 1209 1239 1309 1339 1409 1439 1511 1542 PurleyCross
Tesco 0713 0742 0819 0850 0920 0947 at
these 17 47 until 1217 1246 1316 1346 1416 1446 1518 1550 WoodcoteValleyRoadGrovelands
Rd. 0717 0746 0823 0854 0924 0950 minutes 20 50 1220 1249 1319 1349 1419 1449 1521 1554 Coulsdon
Chipstead
Valley
Road 0726 0755 0832 0903 0933 0959 past 29 59 1229 1258 1328 1358 1428 1459 1534 1605 Coulsdon
Woodlands
Grove 0731 0800 0837 0907 0937 1003 the
hour 33 03 1233 1302 1332 1402 1432 1504 1539 1610 Coulsdon
Ridgemount
Avenue 0733 0802 0839 0909 0939 1005 35 05 1235 1304 1334 1404 1434 1506 1541 1612 WhyteleafeSouth
Wapses
Lodge
Rbt. 1604 1636 1706 1737 1807 1837 1907 1935 WhyteleafeStation 1607 1639 1709 1740 1810 1840 1909 1937 KenleyStation 1614 1646 1716 1747 1817 1847 1915 1943 PurleyCross
Tesco 1622 1654 1725 1756 1826 1854 1922 1950 WoodcoteValleyRoadGrovelands
Rd. 1626 1658 1729 1800 1830 1857 1925 1953 Coulsdon
Chipstead
Valley
Road 1636 1708 1739 1809 1839 1904 1932 2000 Coulsdon
Woodlands
Grove 1641 1712 1743 1813 1843 1908 1936 2003 Coulsdon
Ridgemount
Avenue 1643 1714 1745 1815 1845 1910 1938 2005 434 Saturdays (also Good Friday) WhyteleafeSouth
Wapses
Lodge
Rbt. 0655 0725 0755 0825 0855 0924 0953 1022 1052 1122 1152 1224 Then 54 24 1554 1626 WhyteleafeStation 0657 0727 0757 0827 0857 0926 0955 1025 1055 1125 1155 1227 every
30 57 27 1557 1628 KenleyStation 0703 0733 0803 0833 0903 0933 1002 1032 1102 1132 1202 1234 minutes 04 34 1604 1635 PurleyCross
Tesco 0708 0738 0809 0840 0910 0940 1010 1040 1110 1140 1210 1241 at
these 11 41 until 1611 1642 WoodcoteValleyRoadGrovelands
Rd. 0710 0740 0811 0843 0913 0943 1013 1043 1113 1143 1213 1244 minutes 14 44 1614 1645 Coulsdon
Chipstead
Valley
Road 0716 0747 0818 0850 0920 0950 1021 1052 1122 1153 1223 1253 past 23 53 1623 1653 Coulsdon
Woodlands
Grove 0719 0750 0821 0854 0924 0954 1025 1056 1126 1157 1227 1257 the
hour 27 57 1627 1657 Coulsdon
Ridgemount
Avenue 0721 0752 0823 0856 0926 0956 1027 1058 1128 1159 1229 1259 29 59 1629 1659 WhyteleafeSouth
Wapses
Lodge
Rbt. 1656 1726 1800 1831 1902 1935 WhyteleafeStation 1658 1728 1802 1833 1904 1937 KenleyStation 1705 1735 1809 1840 1910 1943 PurleyCross
Tesco 1712 1742 1815 1846 1916 1949 WoodcoteValleyRoadGrovelands
Rd. 1715 1745 1818 1849 1919 1952 Coulsdon
Chipstead
Valley
Road 1723 1753 1825 1856 1926 1959 Coulsdon
Woodlands
Grove 1727 1757 1829 1900 1929 2002 Coulsdon
Ridgemount
Avenue 1729 1759 1831 1902 1931 2004 434 Sundays and other Public Holidays (except Christmas Day) WhyteleafeSouth
Wapses
Lodge
Rbt. 0655 0725 0755 0826 0856 0926 0956 1026 Then 56 26 1456 1527 1558 1628 1658 1728 WhyteleafeStation 0657 0727 0757 0828 0858 0928 0958 1028 every
30 58 28 1458 1529 1600 1630 1700 1730 KenleyStation 0702 0732 0803 0834 0904 0934 1005 1035 minutes 05 35 1505 1536 1606 1636 1706 1736 PurleyCross
Tesco 0707 0738 0809 0840 0910 0940 1011 1041 at
these 11 41 until 1511 1542 1612 1642 1712 1742 WoodcoteValleyRoadGrovelands
Rd. 0709 0740 0811 0842 0912 0942 1014 1044 minutes 14 44 1514 1545 1615 1645 1715 1745 Coulsdon
Chipstead
Valley
Road 0715 0747 0818 0849 0919 0949 1021 1052 past 22 52 1522 1552 1622 1652 1722 1752 Coulsdon
Woodlands
Grove 0718 0750 0821 0852 0922 0952 1025 1056 the
hour 26 56 1526 1555 1625 1655 1725 1755 Coulsdon
Ridgemount
Avenue 0720 0752 0823 0854 0924 0954 1027 1058 28 58 1528 1557 1627 1657 1727 1757 WhyteleafeSouth
Wapses
Lodge
Rbt. 1800 1832 1903 1935 WhyteleafeStation 1802 1834 1905 1937 KenleyStation 1808 1840 1911 1943 PurleyCross
Tesco 1814 1846 1917 1949 WoodcoteValleyRoadGrovelands
Rd. 1817 1849 1920 1952 Coulsdon
Chipstead
Valley
Road 1824 1856 1927 1958 Coulsdon
Woodlands
Grove 1827 1859 1930 2001 Coulsdon
Ridgemount
Avenue 1829 1901 1932 2003

OperatedbyMetrobus www.londonbusroutes.net 1.9.18 (A) Transport Statement

Appendix B

Sarnlea Consulting Engineers https://d.docs.live.net/d0dcaa050d030779/Documents/Sarnlea/Projects/Higher Drive/Reports Draft/Higher Drive Transport Statement revB.docxPAGE 30 TRANSPORT FOR LONDON

PTAL output for Base Year Map key - PTAL 3 0 (W orst) 1a 4 Higher Dr, Purley CR8 2HE, UK 1b 2 Easting: 531348, Northing: 161083 3 4 5 6a 6b (Best) Grid Cell: 4929 Map layers

Report generated: 29/04/2020 PTAL (cell size: 100m)

Calculation Parameters Day of Week M-F Time Period AM Peak Walk Speed 4.8 kph Bus Node Max. Walk Access Time (mins) 8 Bus Reliability Factor 2.0 LU Station Max. Walk Access Time (mins) 12 LU Reliability Factor 0.75 National Rail Station Max. Walk Access Time (mins) 12 National Rail Reliability Factor 0.75

Copyright TfL 2020 1 / 2 Calculation data Mode Stop Route Distance (metres) Frequency (vph) Walk Time (mins) SWT (mins) TAT (mins) EDF Weight AI Bus DALE ROAD NORTHERN 407 453.12 4 5.66 9.5 15.16 1.98 1 1.98 ARM Bus DALE ROAD NORTHERN 412 453.12 4 5.66 9.5 15.16 1.98 0.5 0.99 ARM Bus PURLEY CROSS TESCO'S 127 591.1 4 7.39 9.5 16.89 1.78 0.5 0.89 Bus PURLEY CROSS TESCO'S 289 591.1 4 7.39 9.5 16.89 1.78 0.5 0.89 Bus PURLEY CROSS TESCO'S 455 591.1 3 7.39 12 19.39 1.55 0.5 0.77 Bus Beaumont Road 434 76.82 2 0.96 17 17.96 1.67 0.5 0.84 Rail Purley 'TATNHMC-LNDNBDC 1G98' 690.33 1.67 8.63 18.71 27.34 1.1 0.5 0.55 Rail Purley 'TATNHMC-LNDNBDC 1G44' 690.33 0.33 8.63 91.66 100.29 0.3 0.5 0.15 Rail Purley 'LNDNBDC-TATNHMC 1P11' 690.33 0.33 8.63 91.66 100.29 0.3 0.5 0.15 Rail Purley 'LNDNBDC-TATNHMC 1P13' 690.33 1 8.63 30.75 39.38 0.76 0.5 0.38 Rail Purley 'LNDNBDC-REIGATE 1R03' 690.33 0.33 8.63 91.66 100.29 0.3 0.5 0.15 Rail Purley 'REIGATE-LNDNBDC 2B16' 690.33 0.67 8.63 45.53 54.16 0.55 0.5 0.28 Rail Purley 'TONBDG-LNDNBDC 2B22 ' 690.33 0.33 8.63 91.66 100.29 0.3 0.5 0.15 Rail Purley 'TONBDG-LNDNBDC 2B26 ' 690.33 0.33 8.63 91.66 100.29 0.3 0.5 0.15 Rail Purley 'LNDNBDC-TONBDG 2B33 ' 690.33 0.67 8.63 45.53 54.16 0.55 0.5 0.28 Rail Purley 'REIGATE-LNDNBDC 2B34' 690.33 0.33 8.63 91.66 100.29 0.3 0.5 0.15 Rail Purley 'LNDNBDC-HORSHAM 690.33 0.33 8.63 91.66 100.29 0.3 0.5 0.15 2C51' Rail Purley 'LNDNBDC-HORSHAM 690.33 1 8.63 30.75 39.38 0.76 0.5 0.38 2C53' Rail Purley 'HORSHAM-LNDNBDC 690.33 0.33 8.63 91.66 100.29 0.3 0.5 0.15 2C78' Rail Purley 'CATERHM-LNDNBDC 2G34' 690.33 0.33 8.63 91.66 100.29 0.3 0.5 0.15 Rail Purley 'LNDNBDC-CATERHM 2Y07' 690.33 1.67 8.63 18.71 27.34 1.1 0.5 0.55 Rail Purley 'LNDNBDC-CATERHM 2Y11' 690.33 0.33 8.63 91.66 100.29 0.3 0.5 0.15 Rail Purley 'CATERHM-PURLEY 1G08 ' 690.33 2.67 8.63 11.99 20.62 1.46 1 1.46 Rail Purley 'TATNHMC-PURLEY 2D01 ' 690.33 0.33 8.63 91.66 100.29 0.3 0.5 0.15 Rail Purley 'PURLEY-TATNHMC 2D07 ' 690.33 0.67 8.63 45.53 54.16 0.55 0.5 0.28 Rail Purley 'CATERHM-VICTRIC 1P49' 690.33 0.33 8.63 91.66 100.29 0.3 0.5 0.15 Rail Purley 'TATNHMC-VICTRIC 1P51' 690.33 1.33 8.63 23.31 31.94 0.94 0.5 0.47 Rail Purley 'VICTRIC-REIGATE 1R00' 690.33 0.33 8.63 91.66 100.29 0.3 0.5 0.15 Rail Purley 'VICTRIC-CATERHM 1Y09' 690.33 0.33 8.63 91.66 100.29 0.3 0.5 0.15 Rail Purley 'THBDGS-VICTRIC 2A17 ' 690.33 0.33 8.63 91.66 100.29 0.3 0.5 0.15 Rail Purley 'HORSHAM-VICTRIC 2C03' 690.33 0.67 8.63 45.53 54.16 0.55 0.5 0.28 Rail Purley 'VICTRIC-HORSHAM 2C10' 690.33 0.33 8.63 91.66 100.29 0.3 0.5 0.15 Rail Purley 'TONBDG-VICTRIC 2C11 ' 690.33 0.33 8.63 91.66 100.29 0.3 0.5 0.15 Rail Purley 'COLSTWN-VICTRIC 2P17' 690.33 0.33 8.63 91.66 100.29 0.3 0.5 0.15 Rail Purley 'CATERHM-VICTRIC 2P23' 690.33 0.33 8.63 91.66 100.29 0.3 0.5 0.15 Rail Purley 'VICTRIC-TATNHMC 2P33' 690.33 0.33 8.63 91.66 100.29 0.3 0.5 0.15 Rail Purley 'VICTRIC-CATERHM 2Y77' 690.33 0.33 8.63 91.66 100.29 0.3 0.5 0.15 Rail Purley 'VICTRIC-CATERHM 2Y79' 690.33 1.33 8.63 23.31 31.94 0.94 0.5 0.47 Total Grid Cell AI: 14.88

Copyright TfL 2020 2 / 2 Transport Statement

Appendix C

Sarnlea Consulting Engineers https://d.docs.live.net/d0dcaa050d030779/Documents/Sarnlea/Projects/Higher Drive/Reports Draft/Higher Drive Transport Statement revB.docxPAGE 31 Transport Statement

Appendix D

Sarnlea Consulting Engineers https://d.docs.live.net/d0dcaa050d030779/Documents/Sarnlea/Projects/Higher Drive/Reports Draft/Higher Drive Transport Statement revB.docxPAGE 32 Sarnlea Consulting Engineers C/O 20 Timber Street Tel: +44 7896 984328 South Wigston [email protected] Leicester LE18 4QF

April 2020

Parking Survey Results

A parking survey in line with the requirements of the “Lambeth Methodology” and agreement with LB Croydon has been undertaken for the following street hierarchy:

• Higher Drive

• Beaumont Road

• Willow Road

• Foxley Hill Road

• Olden Lane

• Northwood Avenue

• Graham Road

A plan of the survey area can be seen below:

.

Higher Drive April 2020

page 2

Higher Drive April 2020

The survey area has been defined as the 2 min walk and 200m walk distance area from the application site as defined by the methodology. In line with the methodology, a common-sense approach has also been taken to the survey area and the survey distances have been shortened to the nearest junction if appropriate. A 500m set or survey results have also been undertaken but discounted in line with the methodology’s common-sense approach.

The survey area comprises a mixture of un-restricted and restricted parking with the restrictions taking the form formalised on-street parking control, CPZ and Permit only zones.

Foxley Hill Road to the junction with Higher Drive/Beaumont Road falls within the “Purley Permit Zone” and as such has been discounted from the results in line with the survey methodology, but parking stress has been recorded for Resident Permit Holder (RPH) bays.

Olden Lane is subject to controlled parking restriction between 1300-1400hrs Monday – Friday in order to discourage commuter parking. It is unrestricted at all other times of the day. Parking stress has been recorded but has been excluded from the results in line with the survey methodology.

Higher Drive is subject to controlled parking restriction between 1300-1400hrs Monday – Friday in order to discourage commuter parking. It is unrestricted at all other times of the day. Parking stress has been recorded but has been excluded from the results in line with the survey methodology.

Northwood Avenue is subject to a mixture of controlled parking restriction 1300-1400hrs Monday – Friday in order to discourage commuter parking, and un-restricted parking with on-street parking bays. The controlled parking element has been recorded for night-time stress but excluded from the results in line with the survey methodology. Un-restricted parking has been recorded and included within the results.

Beaumont Road is subject to a mixture of controlled parking restriction 1300-1400hrs Monday – Friday in order to discourage commuter parking, and un-restricted parking with on-street parking bays and on-street parking not dedicated by bays. The controlled parking element has been recorded for night-time stress but excluded from the results in line with the survey methodology. Un-restricted parking has been recorded and included within the results.

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Higher Drive April 2020

In regard to the residential parking survey, two separate “snapshot” surveys were undertaken at the following times:

• Survey 1 – Tuesday 3rd March – 0415 hrs; and

• Survey 2 – Wednesday 4th March – 0230 hrs.

The survey results are contained within the following tables and within the corresponding plan data enclosed. The survey conditions were recorded as “unremarkable” with no special circumstances recorded.

The surveys and following calculations have been undertaken in accordance with the “Lambeth Methodology”, with all areas of unrestricted parking being included. Parking capacity has been calculated by measuring the length of highway suitable for parking between all obstructions and converted in to parking spaces by dividing by 5 and rounding down. The individual sections have then been added together in order to give results for each road within the survey area. Distance between crossovers of less than 5m have been discounted from the survey. The first 5m from junctions have also been omitted. The attached survey plans illustrate the approximate locations parked vehicles during the surveys.

page 4

Higher Drive April 2020

Survey 1

Street Name Total Length (m) Length of No of parking No of cars parked on Unrestricted of kerb space unrestricted parking spaces unrestricted length of parking stress (%) (m) road

Beaumont Road 506 104 20 12 60%

Willow Road 218 106 21 14 67%

Northwood Avenue 501 232 46 33 72%

Graham Road 367 288 57 34 60%

Totals 1592 730 144 93 65%

page 5

Higher Drive April 2020

Survey 2

Street Name Total Length (m) Length of No of parking No of cars parked on Unrestricted of kerb space unrestricted parking spaces unrestricted length of parking stress (%) (m) road

Beaumont Road 506 104 20 16 80%

Willow Road 218 106 21 14 67%

Northwood Avenue 501 232 46 31 67%

Graham Road 367 288 57 31 54%

Totals 1592 730 144 92 64%

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Higher Drive April 2020

Summary and Conclusions

In summary, based upon the results of the surveys undertaken, the survey area experiences a parking stress of a maximum of circa 65% during the night-time residential parking peak hours.

In line with the Lambeth Methodology no daytime parking surveys have been undertaken. Whilst there may be some parking demand creating by the development proposal during the daytime hours, this would only be continued from residential parking from the preceding night-time period.

In conclusion, an acceptable level of spare parking capacity exists within the survey area during the night-time residential peak, with significant levels of reserve capacity available in certain areas.

page 7