WOOLFOX GARDEN VILLAGE

Initial Transport Appraisal

JNY9819-01 Initial Transport Appraisal 01 28 March 2019

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Document Status

Version Review Purpose of document Authored by Reviewed by Approved by date

01 Draft Melanie A’Lee Brian Plumb Brian Plumb 28/03/2019

Approval for issue

[Name] [Signature] Date.

This report was prepared by RPS Consulting Services Ltd (‘RPS’) within the terms of its engagement and in direct response to a scope of services. This report is strictly limited to the purpose and the facts and matters stated in it and does not apply directly or indirectly and must not be used for any other application, purpose, use or matter. In preparing the report, RPS may have relied upon information provided to it at the time by other parties. RPS accepts no responsibility as to the accuracy or completeness of information provided by those parties at the time of preparing the report. The report does not take into account any changes in information that may have occurred since the publication of the report. If the information relied upon is subsequently determined to be false, inaccurate or incomplete then it is possible that the observations and conclusions expressed in the report may have changed. RPS does not warrant the contents of this report and shall not assume any responsibility or liability for loss whatsoever to any third party caused by, related to or arising out of any use or reliance on the report howsoever. No part of this report, its attachments or appendices may be reproduced by any process without the written consent of RPS. All enquiries should be directed to RPS.

Prepared by: Prepared for:

RPS Consulting Services Ltd ………………………………..,

Melanie A’Lee Associate Director

140 London Wall, London. EC2Y 5DN.

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Contents 1 INTRODUCTION ...... 4 2 SITE LOCATION AND SURROUNDING TRANSPORT NETWORK ...... 6 3 ST. GEORGE’S BARRACKS REVIEW ...... 16 4 DEVELOPMENT PROPOSAL...... 19 5 TRIP GENERATION AND DISTRIBUTION ...... 22 6 TRAFFIC IMPACT ...... 27 7 TRANSPORT POLICY ...... 32 8 SUMMARY & CONCLUSION ...... 37

Appendices APPENDICES APPENDIX A – EXTRACT OF THE LOCAL CYCLE NETWORK PLAN APPENDIX B – PROPOSED ACCESSIBILITY PLAN APPENDIX C – PROPOSED ACCESS ARRANGEMENTS

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1 INTRODUCTION 1.1 RPS are instructed to provide advice on the Highway and Transportation issues associated with the development of land at Woolfox, . 1.2 This Initial Transport Review has been prepared to consider the issues and opportunities available as part of their proposed site allocation on land to the east of A1 Woolfox, Rutland which is estimated to include circa 10,000 dwellings, schools and employment uses. The development will be in two key phases of development with Phase 1 with 2,500 dwellings, schools and employment and phase 2 seeing an addition 7,500 dwellings. The scope of this assessment is to consider the opportunities for access to the site, strategic links with the surrounding highway network, and to consider the opportunities for sustainable travel to and from this location. 1.3 At this initial stage the report provides an overview of the assessment of the development in relation to highways and transportation matters, including access and accessibility as well as the potential impact of development traffic on the road network. Following the promotion of the development area, a more detailed assessment will be undertaken forming part of a Transport Assessment report which would be submitted as part of supporting promotion for the inclusion of this site within the emerging Local Plan.

Report Format 1.4 Section 2 provides a review of the site’s location, surrounding highway network and existing modes used by local residents for their work related trips. This section also reviews the existing footways/ PRoW/ Cycle routes that are currently provided within close proximity to the site and the sites accessibility to existing public transport provision. 1.5 Section 3 provides a review of the proposed Garden Settlement at St George’s Barracks, at Edith Weston. 1.6 Section 4 provides an overview of the development proposals including the facilities that could be provided on the site and the proposed means of access for all modes. This section also identifies the measures that could be provided to improve accessibility and reduce the need to travel by car. 1.7 Within Section 5 details are provided of the potential traffic that could be generated by a development of circa 10,000 dwellings and the distribution of trips likely to be made during the network peal periods as well as identifying the two key phases of the development stages. 1.8 Section 6 reviews the potential transport impact of the development traffic on the A1 and surrounding local highway network. This is a high level review and will be subject to a more detailed review as part of TA. 1.9 Section 7 reviews the existing Central and Local Government transport planning policies that are pertinent to the site and related to highways and transportation. 1.10 A summary of the report’s findings is provided in Section 8 together with its conclusion.

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Report Summary 1.11 This initial transport review demonstrates that a sustainable development can be provided at this location with safe and suitable means of access for all uses provided. It is considered that the impact of the development can be suitably mitigated ensuring the development does not result in a severe impact. Furthermore, the improvements provided will not only benefit new residents to the site but also existing residents within the local area. It is also considered that the site will conform to the relevant planning policy guidelines in terms of new development sites.

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2 SITE LOCATION AND SURROUNDING TRANSPORT NETWORK 2.1 This section of the report provides details of the site’s location and surrounding highway network as well as the existing facilities that are available for sustainable travel.

Site Location 2.2 The site covers an area of approx. 450 hectares and is situated to the eastern side of the A1, at Woolfox within the district of Rutland. The disused Royal Air Force Airbase is located with the southern extent of the site, with access from the slip road serving the A1. The current land use across the remainder of the site is predominately arable farm land. The site is to the south of Stretton and Clipsham villages and approximately 6miles to the north east of and approximately 6 miles to the north of Stamford. A location plan is provided in Figure 01 below. Figure 01 - Site Location

2.3 The site benefits from its location directly adjacent to the A1 which provides a strategic north- south route linking to larger areas such as Peterborough to the south and Grantham to the north. 2.4 The site is also well placed strategically, being easily accessible to a wide area of Rutland suitable for jobs, shopping, schools and leisure provisions. 2.5 In order to establish the general modes of transport for existing residents within this area of Rutland use, a review of the 2011 Census database has been carried out. The table below identifies the main modes used by residents to travel to/from their place of work for the more

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local areas of Oakham, South Witham and Stamford as well as the County of Rutland and District.

Table 2.1 – Travel to Work Modes (2011 Census)

Mode Town/ Village Car or Car or van Train Bus Taxi Motorcycle Van Cycle Walk Passenger Driver Oakham 1% 1% 0% 1% 60% 6% 6% 24%

South Witham 1% 3% 0% 1% 81% 5% 2% 6%

Stamford 1% 1% 0% 1% 60% 6% 4% 26%

Rutland District 1% 1% 0% 1% 64% 5% 5% 22%

South Kesteven 2% 3% 0% 1% 71% 6% 3% 13%

Source 2.1: 2011 Census Database 2.6 The above table suggests that a low number of residents use the train as their main mode for work even though Oakham and Stamford have a railway station. Bus use in South Witham is higher than Oakham and Stamford although more people walk to work in Oakham and Stamford due to the level of employment uses provided within the towns. 2.7 The site is situated within the County of Rutland but is also close to the District of South Kesteven, the above table shows that Rutland has a low level of bus and train use although 22% of people walk to their place of work whereas South Kesteven has a higher level of bus, train and car use but a lower level of walking trips. For the purpose of this review, the modal splits for Rutland have been used

Local Facilities 2.8 Whilst the above Census data reflects the main modes for travel to work, it is also relevant to recognise the other types of trips made from with the existing settlements which may also be carried out during the network peak periods. The table below identifies the facilities currently available within Oakham, South Witham and Stamford.

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Table 2.2 – Local Facilities

Facility Location

Oakham South Witham Stamford

Primary School Yes Yes Yes

Secondary School Yes No Yes

Doctors Surgery Yes Yes Yes

Dentist Yes No Yes

Large Superstore Yes No Yes (food) Recreational Parks Yes Yes Yes

Rail Station Yes No Yes

2.9 Whilst the above shows only a small range of services, it can be seen that there are good facilities available in Oakham and Stamford although limited provision is provided in South Witham which would explain the higher level of car related trips. The provision of a good range of facilities and employment uses local to the existing residential area reduces the need for car long distance car trips. 2.10 There are a number of small villages close to the site, some of which have a local primary school but in the main the facilities available are limited with health, retail facilities etc., and secondary school provision only accessible from larger towns such as Oakham and Stamford. The development of a new garden village at Woolfox will provide benefits to those living locally in reducing the distances that they will need to travel for general everyday facilities such as Leisure, Health, Primary and Secondary school provision as these will be accommodated within the new site. 2.11 For the site at Woolfox, it is considered that the modal splits identified for Rutland County as a whole would be the most appropriate to use as part of this review, although the use of non-car modes will be encouraged through the design of the development and the implementation of a Framework Travel Plan.

Existing Road Network 2.12 Looking at the local road network, the primary routes that are adjacent to the site are the A1 to the west and Clipsham Road which is to the north. Below are details of these existing routes.

A1 2.13 The existing A1 over the section between Peterborough and Grantham is a 2-lane carriageway with various junctions accessing this of differing standards to serve a variety of side road types ranging from strategic routes such as the A47 to individual accesses. 2.14 Some of the junctions have been upgraded in recent years, such as the junction at Burghley to the south of Stamford, and the A151 junction at Colesterworth to the north of the site. However,

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many junctions remain substandard in terms of the merge and diverge lengths resulting in capacity constraints at these junctions. 2.15 Data obtained from WEBTRIS identifies traffic flows daily on the section of the A1 passing the site as 27,000 vehicles northbound and 25,000 vehicles southbound. Of this level of traffic, the HGV content is circa 22% with maximum peak hour flows in the region of 3,000 to 4000 two- way. This level of traffic is well within the capacity of the dual carriageway with the limitations to the movement of traffic being the traffic braking and accelerating as it leaves and joins the A1 at the various substandard junctions. 2.16 Access to the site is currently provided via an existing slip road from the A1 which runs parallel to the A1 and serves existing employment uses, the former Woolfox Royal Air Force Airbase and Rutland County Golf Course before re-joining the A1 at its junction with Grantham Lane.

2.17 To the south of the site, the A1 joins Grantham Lane which is a rural lane leading to Empingham Village and in turn the A606. Access to/from the A1 to Grantham Lane is made via the northbound on/off slip roads and the southbound on slip. For Southbound traffic, vehicles need to exit the A1 using the previous slip road that serves the existing Woolfox Depot. 2.18 Further south, the A1 joins the B1081 via a grade separated junction. Southbound traffic from the A1 joins the B1081 via a priority junction arrangement which separates the right and left turning traffic movements through the provision of a centre island. Northbound traffic from the B1081 joins the A1 via a slip road, just south of this slip road Empingham Lane joins the B1081 via a priority junction arrangement.

B1081 2.19 The B1081 is a two-way road up to its junction with Empingham Lane subject to the national speed limit. At this location on the northbound carriageway of the A1 is a small service area with a petrol filling station and a small restaurant. Access to this service area is provided from the B1081 and also directly from the northbound carriageway of the A1. 2.20 As vehicles exit off the A1 southbound onto the B1081, there is an existing traffic calming feature as vehicles approach Great Casterton Village with priority given to vehicles exiting the village, from this point southwards, the B1081 is subject to a 30mph speed limit. During peak times the traffic calming feature causes vehicles to queue back to the A1/B1081 junction (based on google maps typical traffic flows).

A606 2.21 The A606 junction off the A1 is a grade separated junction approx. 2Km south of the B1081 junction and provides an alternative more direct route into Stamford Town Centre. The A1 northbound and southbound slip roads join the A606 via priority junction arrangements, during the peak periods queues regularly form at these junctions and occasionally extend back onto the A1 (based on google maps typical traffic flows). The existing junction arrangements do not include for right turn lanes and as such affect the free movement of traffic along the A606. The A606 is also a main route to Empingham village and Oakham town centre.

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Clipsham Road 2.22 Clipsham Road to the north of the site is a rural road approximately 6m in width subject to the national speed limit until it reaches the village of Stretton where the speed limit reduces to 30mph. Clipsham Road joins the A1 via a grade separated junction and also joins B668/ Hooby Lane/ Greetham Road which continue north/ eastwards. The B668 (Greetham Road) continues eastwards towards Oakham town centre. 2.23 No footway or lighting provision is currently provided along Clipsham Road within close proximity to the site, although these roads have low volumes of traffic and as such may be suitable for on-road cycling.

Footway/ Cycleway Routes 2.24 The site covers a large area which includes a number of existing public right of way routes. The plan shown in Figure 02 below is an extract from Rutland County Council’s PRoW Interactive Map. Figure 02 – Walking Routes

2.25 All PRoW routes and Bridleways that cross the site will, where possible, be maintained and enhanced. The above plan shows that there is a bridleway crossing the site east to west and one that bounds the site to the southeast. 2.26 Rutland County Council’s Cycle Map identifies that the majority of routes close to the site (except for the A1) are generally quiet roads suitable for on road cycling. To the south of the site National Cycle Route 63 provides a link between Stamford and Oakham as well as linking

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with Greetham and Peterborough, this route is made up of both on and off-road cycle routes. An extract of the local cycle routes is provided in Appendix A. 2.27 Current transport planning policy seeks to locate new developments in areas where there is a choice of transport modes to local facilities, particularly where people can travel by sustainable modes. 2.28 Manual for Streets (Paragraph 4.4.1) states the following: “Walkable neighbourhoods are typically characterised by having a range of facilities within 10 minutes (up to about 800m) walking distance of residential areas which residents may access comfortably on foot.”

2.29 The above provides guidance in the context of a neighbourhood but does not necessarily reflect the walking distances to facilities outside the neighbourhood and within the overall settlement. 2.30 Local Transport Note 1/04a (Department for Transport 2004), considers acceptable walking and cycling distances at Paragraph 3.10.3, stating: “There are limits to the distances generally considered acceptable for utility walking and cycling. The mean average length for walking journeys is approximately 1 km (0.6 miles)’ and for cycling, it is 4 km (2.4 miles)’ although journeys of up to three times these distances are not uncommon for regular commuters. The distances people are prepared to walk or cycle depend on their fitness and physical ability, journey purpose, settlement size, and walking/cycling conditions. Useful guidance on desirable, acceptable and preferred maximum walking distances for different purposes is included in Tables 3.2 and 3.3 of Providing for Journeys on Foot, IHT 2000.”

2.31 These figure more generally relate to overall walking and cycling distances which are undertaken and give a guide to the maximum distance’s individuals are likely to walk or cycle subject to the terrain and environment. 2.32 The Institution of Highways and Transportation (IHT) ‘Guidelines for Providing Journeys on Foot’ (2000) suggests acceptable, desirable and maximum walking distances. Table 2.3 below replicates the IHT suggested walking distances for pedestrians without mobility impairment for some common trip purposes.

Table 2.3 – IHT Suggested Walking Distances to local facilities

Walking Distance (m) Definition Town Centres Community / Schools Elsewhere

Desirable 200 500 400

Acceptable 400 1,000 800

Preferred Maximum 800 2,000 1,200

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2.33 It is evident from Table 2.3 that walking offers a great potential to replace short car trips, particularly, but not exclusively, for trips less than 2 kilometres. Whilst cycling would cover journeys 4Km (2.4miles) or more depending upon the reason for the journey. 2.34 It is proposed that the master planning of the development will provide measures that accord with the above walking and cycling distances and encourage a sustainable community.

Public Transport

Bus 2.35 The sites location has limited access to public transport provision with only route 29 passing the site on A1 which only provides a single service in the AM and a single service in the PM travelling between Essendine and Brooksby College. As such the development will need to provide new bus services as part of the development proposal. Further details of these measures are provided in Section 3.

Train 2.36 The nearest railway stations are located at Oakham and Stamford approximately an 18min and 10min drive respectively. The table below identifies the destinations and frequencies of the main services available from these stations.

Table 2.4: Train Destinations & Frequencies – Oakham & Stamford Service Destination Average Frequency (per hour) Mon-Sat Peak Frequency Off Peak Frequency Sun Cross Country 2 1 Every 2hrs (PM)

Birmingham New Street 2 1 Every 2hrs (PM)

Stansted Airport 2 1 1 (PM)

Cambridge 2 1 1 (PM)

East Midlands London St. Pancras 1 service AM & 1 PM 0 0 International Mon - Fri Parkway 0 1 service AM (Mon- 0 & Fri) 0 1 service PM (Mon- 0 Fri)

2.37 Oakham or Stamford Station provides a good level of service during the peak periods providing opportunities for residents to use this mode.

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2.38 The facilities available at include; – 14 cycle stands – 60 Car Parking Spaces – Toilets & Waiting Rooms – Ticket Office & Ticket Machines 2.39 The facilities available at include; – 22 Cycle Stands – 28 Car Parking Spaces – Ticket Office 2.40 Slightly further afield are stations at Grantham, approx. 14miles north of the site (22min drive) and Peterborough which is approx. 22miles south of the site (25min drive). Grantham is served by East Midland, Hull and LNER trains. Peterborough is served by East Midland, LNER, Cross Country, Great Northern, Thameslink and Greater Anglia Trains. The destinations and frequencies available from these stations are provided in the table below.

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Table 2.5: Train Destinations & Frequencies – Grantham & Peterborough Service Destination Average Frequency (per hour) Mon-Sat Peak Frequency Off Peak Frequency Sun East Midlands London St. Pancras 2 2 2-3 International Skegness 1 1 1 every 1.5hrs -2hrs

Norwich 1 1 1

Liverpool Lime Street 1 1 1 (PM Only)

Hull London Kings Cross 1 @ 9am Mon-Fri Every 2hrs Every 2hrs (from 1@ 07:41 Sat 10:35am) Hull 1 @ 08:27 Mon-Sat Every 2hrs Every 2hrs (From 11am) LNER Doncaster 3 2 1

London Kings Cross 2-3 2 2

Peterborough Railway Station

East midlands 1-2 1 1

Liverpool Lime Street 1 1 1 (PM only)

Kings Cross 1 1 0

Lincoln 1 1 0

LNER Leeds 1 1 1

London Kings Cross 2-3 2 2

Cross Country Leicester & 2 1 1 (PM Only) New street Cambridge & Stansted 2 1 1 (PM Only) Airport Thameslink Gatwick Airport via 2 2 0 Central London London Kings Cross 4 3-4 3-4

Greater Anglia Cambridge & Stansted 1 1 1 (PM Only) Airport Ipswich Every 2hrs Every 2hrs Every 2hrs

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2.41 The facilities available at Grantham Railway Station include; – 63 cycle stands – 263 Car Parking Spaces – Toilets & Waiting Rooms – Ticket Office & Ticket Machines – Step Free Access & lifts 2.42 The facilities available at Peterborough Railway Station include; – 458 Cycle Stands – 731 Car Parking Spaces – Toilets & Waiting Rooms – Ticket Office & Ticket Machines – Step Free Access & lifts 2.43 From these two stations a much greater level of service is provided linking with a wider range of destinations. 2.44 The above shows that the site is within a short distance of four railway stations providing good levels of service to London, the north, east and western parts of the country. 2.45 To encourage the use of these services, new bus services will be required to serve the site and link with Stamford and possibly Oakham, together with a more strategic service connecting to Peterborough. 2.46 Further details of the potential accessibility options are covered in Section 3.

Summary 2.47 The proposed sites location allows opportunities to be made in providing direct links onto the strategic road network and limiting the impact on the surrounding local roads. The site is located within an area that has a good level of existing footways/Bridleways and cycleways providing opportunities for connections to be made from the site to the wider network linking with existing towns and villages reducing the need to travel by car. The sites location also benefits from being within a short distance to four railway stations which in turn provide access to a wide range of destinations and whilst the existing bus services are not suitable, new services can be provided. 2.48 It is considered that sites location provides opportunities to enable a sustainable development to be provided.

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3 ST. GEORGE’S BARRACKS REVIEW 3.1 This section reviews the proposed garden village settlement at the St. George’s Army Barracks located close to the village of Edith Weston. The St. George’s project is a joint initiative between Rutland County Council and the Ministry of Defence. 3.2 A Transport Assessment has been prepared by Aecom on behalf of Rutland County Council which provides a high level review in terms of transport and highways supporting the development of this site. 3.3 St. George’s Barracks is bound by Edith Weston Road to the west and Pennine Drive/ Wytchley Warren Lane to the north, to the south and east the site is bound by existing agricultural land. 3.4 Edith Weston Road is a rural road approximately 6m in width with a footway along its northern edge, Pennine Drive is a wide residential road approximately 6.5m – 7m wide in parts. Wytcley Warren Lane is a rural single track lane approx. 4m wide. 3.5 The nearest strategic roads are situated approx. 3Km to the north (A606) 5Km to the west (A6003) and 5Km to the south (A47). Access to these roads will be via existing rural lanes and through a number of local villages. 3.6 In terms of accessibility, the Rutland cycle map identifies the local roads as being quiet routes suitable for on road cycling and a National Bridleway in the form of a Track is situated to the west of the site. A non-direct route that is either off road or has a segregated cycleway is available to Oakham approximately 10Km to the northwest of the site and also to Stamford approximately 14Km to the east of the site. 3.7 The site has access to a limited bus service with one bus service that operates on a 2 hourly frequency Monday to Saturday between Stamford and . 3.8 Due to sites location and limited access to modes other than the private car, the impact of the development traffic will cover a much wider area than the site at Woolfox. The TA submitted by Aecom identifies a total of 8 highway links and 10 junctions that have been reviewed excluding the site accesses. 3.9 The proposal at St. George’s Barracks is for the development of up to 3,570 dwellings and around 61,000m2 of mixed B1/B2/B8 employment uses, no schools or local facilities are identified as part of this proposal. Access to the site is proposed via Edith Weston Road, Pennine Drive and Wytchley Warren Lane, a small area of development is also proposed off Manton Road. 3.10 The predicted trip generation for the site has been based on TRICS predicting two-way traffic movements of around 2,200 by the year 2041 (Full Development) in the AM Peak and around 2,400 two-way in the PM Peak. No reduction appears to have been made for any potential internal trips, however given the type of uses proposed, the proportion of internalised trips is likely to be low. 3.11 The distribution of traffic has been carried out using the journey to work 2011 census data for Rutland as a county.

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3.12 The Aecom TA includes detailed impact assessment of 10 junctions and out of these 10 junctions, 5 are identified as operating over capacity with the development traffic. The A606/A1 junction included in the TA assessment scope does not show any detailed capacity analysis only that there will be a 13% increase on the A1 Southbound on/off slips. 3.13 The mitigation measures identified include the provision of three new roundabouts on the A6003, A47 and A606 all of which show suitable levels of capacity with the proposed development. However, the design of some of these junction arrangements appear to include land outside of the extent of highway. Furthermore, there are serious concerns over the proposed junction arrangements at the junction of A6003/ Lyndon Road, which will be a main route of access, given the vertical alignment of the existing road in this location, and the lack of forward visibility. 3.14 In terms of sustainability improvements, the TA identifies that the site will include internal footway/cycleway links as well as linking with the existing National Cycle Network and the towns of Stamford and Oakham as well as Rutland Water. For bus services, the proposal is to increase the frequency of the existing bus service and provide improved linkage with route No. 9. It is also suggested that the North Luffenham Rail station is re-introduced to accommodate the proposed development. 3.15 Other recommendations include the widening of Wytchley Warren Lane; however, this will be outside of the highway boundary and involve third party land.

Summary 3.16 In reviewing the TA, it is evident that development at St.George’s Barracks is not well connected to the strategic highway network and as such will result in 2,000 + vehicles using local roads, many of which are not suitable for high volumes of traffic, and will impact on existing villages. The development also identifies a large proportion of employment uses which will result in HGV’s requiring access, the number of which is not identified in the TA. Based on the floor areas provided, the total number of HGV’s during the network peak periods is likely to be around 50 two-way in the AM Peak and 30 two-way in the PM Peak, these will travel to/from the site onto the main ‘A’ roads and in turn travel along routes that are not all suitable for HGV traffic and also through small villages. 3.17 The sites accessibility to alternative modes to the private car is limited and no proposals are suggested to provide new bus services. The uses proposed do not appear to include any local facilities or schools within the site which will result in a high proportion of external trips being made to Oakham and Stamford. 3.18 All of the routes likely to be used that adjoin a main ‘A’ road are identified as needing significant improvements to accommodate the traffic movements and the junction improvements which appear to require 3rd party land. Access is also proposed onto Wytchley Warren Lane which is not suitable in its existing form to carry high volumes of traffic or HGV’s without substantial widening which is again requires 3rd party land. 3.19 It is therefore considered that a development of circa 3,500 dwellings and 61,000m2 of employment use at St. George’s Barracks would have a significant impact on the local roads and villages in the area and is not in a sustainable location to offer alternative options for travel. Whilst this site is on a brown field site, the impact of this size of development locally is likely to

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be considered severe and it is considered that safe and suitable access can be not be provided without significant improvements to the local highway network being made.

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4 DEVELOPMENT PROPOSAL

Introduction 4.1 This section provides an overview of the opportunities that exist to provide a new garden village of circa 10,000 dwellings, employment and schools within Woolfox. This section also reviews the opportunities to provide a development with good levels of accessibility by all modes of travel. 4.2 The development will be in two key phases, Phase 1 is expected to accommodate around 2,500 dwellings, new schools, local facilities and employment uses. Phase 2 will include the provision of an additional 7,500 dwellings providing a total development of around 10,000 dwellings. 4.3 The proposed site is well located to the strategic road network allowing direct access to be made via the A1 which in turn provides access to other locally strategic routes such as the A606 & A43 to the south and A607 & A52 to the north.

Walking/Cycling 4.4 The development proposal will include a number of local facilities within the site including employment, shops, schools, health facilities etc., reducing the need for residents to travel outside of this area. 4.5 Figure 02 included in section 2 shows that there is an existing Bridleway crossing the site east to west and another along the south-eastern edge of the site. The development proposal will improve these routes and incorporate them within the layout design, diversion of the route that crosses the site is likely to be required, although this will be minimised as much as possible. 4.6 Footway and cycleway links within the development will a key element of the design to ensure that residents are able to easily walk or cycle to various key destinations within the development area as well as the local bus stops. The internal footway/cycleway network will also provide links to the wider PRoW routes and National Cycle Network. 4.7 Rutland benefits from a good strategic network of cycleways including local off road routes and the strategic National Cycle Network. A plan included in Appendix B identifies the potential connections that could be made via the existing local roads currently identified as being suitable for on road cycling and also via the National Cycle Network which in turn links with Stamford to the south and Oakham to the west.

Potential Measures to encourage walking and cycling • New footway/cycleway network throughout the site. Shared footway/cycleway routes would be a minimum of 3.5m wide with footways a minimum of 2m wide. • Good links to be provide to schools, local facilities and bus stops to encourage use by modes other than the private car. • Recreational routes around the site which would link with existing PRoW and National Cycle Network

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• Improvement of existing Bridleways to provide suitable surfaces for all users across the site.

Public Transport

Bus 4.8 The new development would include two new bus services, one local service that would serve the site and local towns such as Stamford and Oakham and potentially local villages, and the second service would provide a strategic bus link between the site and Peterborough Station. The destinations of the bus services will be key in ensuring a high level of usage is maintained. The provision of bus services in this location would benefit local residents as there are currently no services provided in this area. 4.9 In relation to the local bus service, it is considered that a service between the site and Stamford town centre could be provided, this route would cover approximately 14Km (8.5miles) to the railway station, with a journey time of approximately 15 mins subject to the number of stops provided. An additional local route could also be provided that would be a circular route that would encompass the local villages and Oakham town Centre. For the Strategic service to Peterborough the journey time will be approximately 30mins. 4.10 Bus stops within the development will be located so that the majority of the development is within 400m of a bus stop. 4.11 Rutland County Council are currently piloting a DRT (Demand Response Transport) system within Stamford with the proposal to roll this out across the County if it is considered a success. The DRT scheme provides bus services on set routes but allows flexibility on times rather than operating to a rigid timetable, residents will be able to pre-book a bus service. It may be that this system would be beneficial within Woolfox Garden Village.

Potential Measures to encourage bus use • Bus Stops to be located within 400m of as many residents as possible • Bus stops to be situated adjacent to local facilities and schools • All bus stops to include shelters, seating, bus timetable information and LED Timetable display • New Local Bus services to Stamford/ Oakham with a 20min frequency Mon - Sat • New Strategic Bus services to Peterborough with a 30min frequency Mon - Sat

Access 4.12 As part of the initial phases of development (up to 500 dwellings), two points of access will be provided, one via Clipsham Road and the other via the unnamed road that currently serves Woolfox Depot. The access off the unnamed road will include a slight re-configuration of this lane changing the priority for vehicles accessing the site. A potential arrangement is shown on drawing No. JNY9819-03 included in Appendix C.

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4.13 The access off Clipsham Lane to the north of the site will be in the form of a 40m ICD roundabout. As part of this proposal, the speed limit along this section of Clipsham Lane is likely to be reduced to 40mph. This speed reduction and the presence of a roundabout will assist in reducing vehicle speeds as vehicles enter and exit Stretton Village. 4.14 Upon occupation of 500th dwelling a new grade separated junction arrangement will be provided which will enable direct access via the A1. This arrangement will see the construction of slip roads both northbound and southbound joining a new roundabout to the eastern side of the A1 which in turn leads into the proposed development area. A bridge will be provided across the A1 linking the site access with a dumbbell arrangement on the western side which in turn links to the northbound on/off slip roads. 4.15 The proposed junction design conforms to DMRB standards TD 22/06 ‘Layout for Grade Separated Junctions’ for an All Purpose Trunk Road, a table identifying the key design standards is provided in Appendix C together with the proposed access arrangement. 4.16 Upon completion of the grade separated junction, the existing diverge slip road that currently serves the unnamed slip road will be closed and vehicles will be re-directed via the proposed development site. 4.17 The principal of the development and an access being provided off the A1 was discussed at a meeting held with Rutland County Council and Highways England on 17th December 2018 and it was agreed that subject to details of the access arrangement being provided and consideration of impact on the strategic and local road network, there is unlikely to be an objection in principal to development in this location.

Access proposals • New 40m ICD roundabout on Clipsham Lane • New 40mph speed limit on approach to Stretton Village • New Grade separated junction onto the A1 (Post 500 dwellings) • New access and re-alignment of the existing unnamed service road adjacent to the A1

Summary 4.18 The proposed garden village is expected to include circa 10,000 dwellings, new schools, employment and local facilities. The development will provide opportunities for sustainable travel through the provision of good networks of footways and cycleways throughout the site and links with the strategic PRoW and National Cycle network as well as the provision of new bus services linking to existing towns and villages. The sites location allows vehicular access to be made onto the existing strategic network and also with the existing local road network designed to conform to the relevant design standards. Analysis of these junctions will be included as part of a Transport Assessment providing supporting evidence for the site’s allocation within the Local Plan. The principal of development and access onto the A1 was accepted by RCC and HE subject to a detailed review of design and capacity analysis being undertaken.

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5 TRIP GENERATION AND DISTRIBUTION

Introduction 5.1 This section of the report deals with the potential traffic generation from the site based on the current parameters plan. 5.2 This section also considers the potential distribution of traffic based on the 2011 Census database. Section 5 reviews the potential impact on the surrounding highway network.

Trip Generation 5.3 In order to calculate the number of trips likely to be generated by the proposed development, reference is made to the National Travel Survey (NTS) and the 2011 Census Database. The TRICS database has not been used as there are no comparable sites available. 5.4 The 2011 Census database has been used to establish the average number of people per household within the Rutland District. The database identifies that on average there are 2.2 people per household. On this basis, a development of circa 10,000 dwellings is likely to accommodate in the region of 13,200 residents of all ages. 5.5 In terms of phasing, the first development is likely to see around 2,500 dwellings, schools, local facilities and employment uses, the second phase is likely to see an additional 7,500 dwellings. 5.6 Table NTS0501 provides details of the typical number of trips made per person per day and by time of day. From this table it is shown that Monday to Friday a person is likely to make on average 4 two-way trips per day. During the AM Peak, the person trip rate (two-way) is 0.49 and in the PM Peak the two-way trip rate is 0.35, as a household this would equate to an ‘All Person’ trip rate of 1.078 two-way in the AM Peak and 0.77 in the PM Peak (per household). 5.7 To establish an arrival and departure profile, residential sites from the TRICS database have been used and the results are provided in the tables below. Table 5.1 identifies the ‘All Person Trips for Phase 1 (2,500 dwellings), and the All Person Trips for the full development of 10,000 dwellings.

Table 5.1 – Trip Generation – Phase 1 circa 2,500 dwellings – All person Trips

Arrivals Departures Two-way Definition Trip Rate No. Trips Trip Rate No. Trips Trip Rate No. Trips

Weekday AM Peak 0.196 490 0.882 2205 1.078 2695

Weekday PM Peak 0.497 1243 0.273 682 0.770 1925

Table 5.2 – Trip Generation – circa 10,000 dwellings – All person Trips

Arrivals Departures Two-way Definition Trip Rate No. Trips Trip Rate No. Trips Trip Rate No. Trips

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Weekday AM Peak 0.196 1960 0.882 8820 1.078 10,780

Weekday PM Peak 0.497 4970 0.273 2730 0.770 7,700

5.8 The trips made during the weekday peak network periods (Monday to Friday) include a variety of trip purposes including trips to work, schools, visiting friends, shopping, recreational/ leisure etc., To establish the proportion of trips made to various trip purposes, the National Travel Statistics Table NTS0502 has been reviewed, this table provides a breakdown of the typical trip purposes made over the course of a typical weekday (Monday – Friday). The trips associated with the peak periods are summarised in the table below.

Table 5.3 – Peak Hour Trips – Trip Purpose (NTS0502) percentage

Trip Purpose/ Peak Period AM PEAK (08:00 – 09:00) PM PEAK (17:00 – 18:00)

Work related 38% 57%

Education 51% 5%

Shopping/ Leisure/ Visiting friends etc., 11% 38%

5.9 The proposed development will include both Primary & Secondary schools as well as shopping and employment uses. On this basis it is considered that at least 45% of trips will be internal to the site with 55% of trips made to areas external to the site. This is considered a robust assessment as it does not include a potential reduction of trips made by local residents within the local villages that currently travel outside of local area to schools, shops etc., but may instead use the new facilities provided within the new garden village. 5.10 A TA will include more detail in terms of localised movements within the site and linked trips with local villages as well as providing more detail in terms of different uses proposed on the site. For the purpose of this review, only the trips relating the residential uses have been included.

Modal Split 5.11 Whilst it is accepted that during the peak periods, there are different trip purposes, for the purpose of this review, the modes by which people travel has been based on the 2011 Census database journey to work mode. The modes have been taken from those identified in table 2.1 for the County of Rutland. 5.12 However, in adopting this approach it is considered to be robust and does not reflect the potential for bus use, given the services proposed. The table below identifies the predicted number of external trips to/from the site during the network peak periods, this is 55% of the overall ‘All Person’ trips identified in Table 5.1 (Phase 1) and Table 5.2 (Full Development). 5.13 The sites location is not within walking distance of a station or other employment uses outside of the development site, as such the ‘train’ and ‘walking’ modes have been removed from the external trips shown below and the remaining mode percentage adjusted accordingly.

Table 5.4 – Travel to Work Modes (2011 Census) – Rutland – AM Peak (External Trips) Phase 1

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Mode Arrivals Departures Two-way

Bus (1%) 3 12 15

Motorcycle (1%) 3 12 15

Car or Van Driver (84%) 226 1019 1245

Car or Van Passenger (7%) 19 85 104

Cycle (7%) 19 85 104

Total 270 1213 1483

Table 5.5 – Travel to Work Modes (2011 Census) – Rutland – PM Peak (External Trips) Phase 1

Mode Arrivals Departures Two-way

Bus (1%) 7 4 11

Motorcycle (1%) 7 4 11

Car or Van Driver (84%) 574 315 889

Car or Van Passenger (7%) 48 26 74

Cycle (7%) 48 26 74

Total 684 375 1059

Table 5.6 – Travel to Work Modes (2011 Census) – Rutland – AM Peak (External Trips) Full Dev

Mode Arrivals Departures Two-way

Bus (1%) 11 48 59

Motorcycle (1%) 11 48 59

Car or Van Driver (84%) 906 4075 4981

Car or Van Passenger (7%) 75 340 415

Cycle (7%) 75 340 415

Total 1078 4851 5929

Table 5.7 – Travel to Work Modes (2011 Census) – Rutland – AM Peak (External Trips) Full Dev

Mode Arrivals Departures Two-way

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Bus (1%) 11 48 59

Motorcycle (1%) 11 48 59

Car or Van Driver (84%) 906 4075 4981

Car or Van Passenger (7%) 75 340 415

Cycle (7%) 75 340 415

Total 1078 4851 5929

5.14 The tables above suggest a peak hour external two-way trip rate of 0.498 during the AM Peak and 0.355 during the PM Peak, this is considered a robust assessment given the facilities and employment uses proposed within the development.

Distribution 5.15 At the first phase of development tables 5.4 and 5.5 show that a development of circa 2,500 dwellings is likely to generate around 1,200 two-way movements in the AM Peak and around 890 two-way in the PM Peak. 5.16 Tables 5.6 & 5.7 show that with a development of circa 10,000 dwellings, there is likely to be around 4,900 two-way vehicles movements in the AM Peak and around 3,500 two-way vehicle movements in the PM Peak. These assessments are considered to be based on a robust assessment of only 45% internalised trips. 5.17 In order to establish where vehicles will be travelling to during the peak periods, a review of the 2011 Census work place destinations for local areas has been carried out. The areas included as part of this exercise include Oakham, South Witham and Stamford, the results of all three areas is summarised in the table below.

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Figure 03 – Work Place Destinations

5.18 The distribution of movements shows that at least 70% of the development traffic is likely to use the A1 with 30% using other local routes. As such the majority of trips are likely to use the proposed access on the A1 reducing the impact on the surrounding roads. A review of the potential impact on the highway network is provided in section 6.

Summary 5.19 This section of the report identifies the potential movements made by the proposed development by mode based on the 2011 census data. The proposed development is likely to be constructed in two key phases, phase 1 will see around 2,500 dwellings, new schools, employment uses etc., and the second phase will include an additional 7,500 dwellings, totalling a total development of circa 10,000 dwellings. 5.20 The first phase of development is likely to result in approx. 1,200 two-way external trips onto the surrounding highway network in the AM Peak and around 890 two-way in the PM Peak. With the full development of 10,000 dwellings, this is likely to result in approx. 4,900 two-way external vehicle movements in the AM Peak and around 3,500 two-way external vehicle movements in the PM Peak. 5.21 This review is considered robust as it has assumed the 55% of vehicular traffic will be external to the site and only 45% internal. The distribution of these trips has been based on the 2011 journey to work census data which identifies that around 70% of traffic are likely to the A1 with 30% using other local routes.

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6 TRAFFIC IMPACT

Introduction 6.1 This section of the report considers the potential impact the traffic from a development of circa 10,000 dwellings may have on the local highway network, including the initial phase of 2,500 dwellings and the full development of circa 10,000 dwellings. This review considers the predicted future base movements obtained from local traffic surveys and also Highways England’s WebTris site. 6.2 The forthcoming local plan will cover a future planning period to 2036, as such for the purpose of this review the future year of 2036 for the first phase and 2045 for the completed development has been used, although the final development is likely to extend beyond 2045. 6.3 To obtain a future 2036 and 2045 base, growth rates from TEMPRO have been obtained. The resultant base traffic flows are identified in the table below. Table 6.1 – Predicted Two-way traffic Movements

Base 2019 Future 2036 (No Future 2045 (No Development) Development) Road AM Peak PM Peak AM Peak PM Peak AM Peak PM Peak A1 Northbound ** 1487 2303 1742 2701 1911 2894

A1 Southbound ** 2281 1718 2672 2014 2931 2159

B668 Westbound (towards Oakham) * 722 633 845 743 905 894

Hooby Lane* 210 149 246 175 263 184

Clipsham Road Eastbound* 361 405 423 475 453 501

Grantham Lane (west of A1)* 101 144 118 169 127 178

* Based on Traffic Survey Data (RPS Data). ** Based on WebTRIS Average peak data 6.4 The base traffic movements have had growth applied from the TEMPRO database which has been based on the Rutland and South Kesteven areas predicting a 17% increase in traffic between 2019 and 2036 during the peak periods on the local road network and a 25% increase from 2019 to 2045. This level of growth beyond the local plan period of 2036 is only suggestive as no details are available beyond this period.

Predicted Traffic Impact 6.5 Based on the trips and distribution identified in Section 5 the table below identifies the potential increase in movements along routes close to the site during the first phase of circa 2,500 dwellings and the full development of 10,000 dwellings. The trips used within this report assume only 45% of internal trips, however given the facilities that will be included in this site, this level is likely to be higher. This will be reviewed and agreed with the local highway authority and HE as part of a TA although is considered suitably robust for this review.

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Table 6.2 – Potential Development Related Two-Way Traffic Movements (First Phase 2,500 dwellings) Road AM Peak PM Peak

A1 North of site (25%) 311 222

A1 South of site (45%) 561 400

B668 Westbound (towards Oakham) 187 132 (15%) Hooby Lane (5%) 62 45

Clipsham Road Eastbound (5%) 62 45 Grantham Lane/ A606 Westbound 62 45 (5%)

Table 6.3 – Potential Development Related Two-Way Traffic Movements (Full Development) Road AM Peak PM Peak

A1 North of site (25%) 1246 890

A1 South of site (45%) 2242 1601

B668 Westbound (towards Oakham) 746 533 (15%) Hooby Lane (5%) 249 178

Clipsham Road Eastbound (5%) 249 178 Grantham Lane/ A606 Westbound 249 178 (5%)

6.6 The above tables show that the primary traffic movements associated with the proposed development will be via the A1. The potential increase of traffic along B668 and local roads is not considered significant in terms of traffic movements and capacity. 6.7 The traffic movements along the A1 in 2036 are predicted to be around 4,400 vehicles two-way in the AM Peak and 4,700 two-way in the PM Peak. 6.8 With the first phase of development the traffic movements are predicted to increase to around 4,700 two-way in the AM Peak and around 4,900 in the PM Peak north of the site and to the south of the site, the two traffic movements are predicted to be around 4,900 in the AM Peak and around 5,100 in the PM Peak. 6.9 In 2045 with the background growth and the first phase of development, the base traffic flows to the north of the site on the A1 will be around 5,100 vehicles two-way in the AM Peak and around 5,200 two-way in the PM Peak. South of the site, the 2045 base flows with the first phase of development will be around 5,400 two-way in the AM Peak and PM Peak.

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6.10 With the additional 7,500 dwellings, the traffic movements along the A1 north of the site are likely to increase to around 6,000 two-way and 5,900 in the AM Peak and PM Peaks respectively. To the south of the site, the traffic movements are likely to increase to around 7,000 two-way and around 6,600 two-way in the AM and PM Peaks respectively. 6.11 During the first phase of development circa 2,500 dwellings, the traffic movements on the A1 will be significantly lower than the suggested design level of use for this type of road based on DMRB TA79/99. In 2045 with the background growth and the development of an additional 7,500 dwellings, the two-way traffic flows are still likely to be within the design parameters identified for this road type, the implications of impact will be primarily at junctions rather than the links. 6.12 It is therefore considered that the level of traffic likely to be generated by the development will be able to be accommodated within the existing capacity of the A1 in the vicinity of the site, based on this initial review which is considered robust. This review includes a high proportion of external movements additional background growth on the local road network and no discount for localised trips being accommodated by the facilities proposed at the new garden village. 6.13 Based on the traffic surveys undertaken of the junction at the B668/ A1 junction and the Grantham Lane / A1 junction, there are no existing capacity issues. A detailed review of junction impact will however be provided as part of a TA, the scope of which will be agreed with the local highway authorities and HE, although the junctions to be assessed in addition to the site access, is likely to include the following; • Hooby Lane/ B668/ Greetham Road/ A1 on Slip • B668/ Clipsham Road/ A1 on & off slips • B668/ Greetham Road/ A1 off slip • Grantham Lane/ un-named Road • Grantham Lane/ A1 on & off slips • B1018 / A1 off slip • A606/ A1 off slip 6.14 In addition to the above, the A1 on and off slips between the A606 junction and the B668 junction will be reviewed in terms of design and capacity.

Accident Review 6.15 In order to review the existing number of incidents that have occurred along the routes local to the site and the primary routes likely to be affected by the proposed development a review of Crashmap.co.uk has been carried out. It is considered that further investigation is required where a junction or location that, over a 5 year period has; 4 or more incidents that are slight in terms of severity or has 2 or more incidents that are severe in terms of severity or a fatal incident has occurred. The table below identifies if this threshold applies to any of the routes included in table 6.2 above within approximately 5Km of the proposed site.

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Table 6.3 – Review of Incidents over a 5 year period within 5Km of the site

Road Slight Incidents in Serious Incidents in Fatal Incidents 1+ close proximity >4 close proximity >2 A1 North of site No Yes (SB at The Fox No Colserworth) A1 South of the site No No No

B668 West of the site No No No

Hooby Lane west of the site No No No

Clipsham Road east of the site No No Yes (1No.)

Grantham Lane west of the site No No No

6.16 From the above table it shows that further investigation may need to be carried out at two locations on the local highway network to investigate whether the road layout is in anyway attributable to these incidents and if the traffic associated with the development is likely to exasperate the level of these incidents. This review will be addressed as part of the Transport Assessment work for this site.

Mitigating Impact 6.17 A detailed Transport Assessment will be produced to provide supporting evidence for the site allocation and will review the impact of the development on the local highway network. 6.18 Prior to undertaking this detailed assessment, below are a list of potential measures to mitigate the impact of the proposed development on the local highway network; • Promote use of non-car modes through the provision of a site based Travel Plan • Provide a good network of internal footways & cycleways and link with surrounding cycle routes. • Provide a new frequent local bus service that will provide access to Stamford town centre & railway station and possibly Oakham. • Provide a new Strategic bus service to Peterborough railway station. • Provide a good network of internal walking routes to local bus stops • Provide bus stops close to local facilities and within 400m of the majority of the residential area. • Provision of a new direct route onto the A1 accessing both northbound and southbound routes via a grade separated junction. • Provision of a new roundabout access on Clipsham Road and new 40mph speed limit to reduce vehicle speeds as they enter & exit Stretton Village. • Improvement of existing slip roads joining the A1. • Potential traffic calming features within Stretton village to calm vehicle speeds through the village.

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Summary 6.19 This section identifies the potential increase in traffic movements on the local highway network as a result of the proposed Woolfox Garden Village. The results show that the volume of traffic associated with the first phase of development (2,500 dwellings) and the full development of circa 10,000 dwellings will be within the design capacity suggested for the A1. The majority of traffic movements associated with the development will be via the A1 although some traffic will also use the local roads. The increased traffic on the local roads is not considered to be of a level that will affect the free flow of traffic however further detailed analysis of local junctions and strategic junctions will need to be carried out to determine the off site mitigation measures required. 6.20 A review of accidents on the local roads to the site has also been undertaken which shows that there are only two locations where a more detailed review will need to be carried out, the rest of the network does not show any areas where incidents are occurring as a result of the road design or layout. 6.21 A more detailed assessment will be provided as part of a TA the scope of which will be agreed with the local highway authorities. A detailed review will also be undertaken of the slip roads along the A1 between the A606 junction and B668 in terms of design and capacity.

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7 TRANSPORT POLICY

Introduction 7.1 This section of the report evaluates the development proposal against the appropriate national, regional and local transport policies.

National Policy

National Planning Policy Framework (NPPF) 7.2 National policy in relation to the transport planning of developments is set out in the National Planning Policy Framework (NPPF) (February 2019). Section 9 ‘Providing Sustainable Transport – considering development proposals’ states the following: 7.3 Paragraph 108 states that: ‘In assessing site that may be allocated for development in plans, or specific applications for development, it should be ensures that: a) Appropriate opportunities to promote sustainable transport modes can be – or have been – taken up, given the type of development and its location; b) Safe and suitable access to the site can be achieved for all users; and c) Any significant impacts from the development on the transport network (in terms of capacity and congestion), or on highway safety, can be cost effectively mitigated to an acceptable degree.’

7.4 Paragraph 109 states that: ‘Development should only be prevented or refuse on highway grounds if there would be an unacceptable impact on highway safety or residual cumulative impacts on the road network would be severe.’

7.5 Paragraph 111states that: ‘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 of transport assessment so that the likely impacts of the proposal can be assessed.’

7.6 With regard to parking, Paragraph 105 of the NPPF states that: ‘If setting local parking standards for residential and non-residential development, policies should take into account: • The accessibility of the development; • The type, mix and use of the development; • The availability of and opportunities for Public Transport; • Low car ownership levels; and

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• the need to ensure an adequate provision of spaces for charging plug-in and other ultra-low emission vehicles.”

7.7 Paragraph 106 states that: “Maximum parking standards for residential and non-residential development should only be set where there is a clear and compelling justification that they are necessary for managing the local road network, or for optimising the density of development in city and town centres and other locations that are well served by public transport (in accordance with Chapter 11 of this Framework). In town centres, local authorities should seek to improve the quality of parking so that it is convenient, safe and secure, alongside measures to promote accessibility for pedestrians and cyclists.”

Local Planning Policy 7.8 National policy on transport and land use establishes broad policy objectives that reflect the Government’s aspirations for integrating land development and transport. Regional and local strategy with respect to land use and transport is articulated in statutory documents prepared by planning and highway authority which, for this development, comprise: • Rutland Local Development Framework, Core Strategy – Development Plan Adopted July 2011 • Rutland County Council, Local Transport Plan 3 Rutland Transport Strategy, April 2011 to March 2026

Rutland Local Development Framework – Core Strategy Development Plan Document. 7.9 The Core Strategy DPD sets out the vision, objectives, spatial strategy and Rutland’s planning policies. This document was adopted in July 2011 and includes for the period to 2026. This document is currently being reviewed to extend the plan period up to 2036. At present the council are considering all comments received before preparing the next submission Draft version of Rutland’s Local Plan for further consultation, this is expected to happen in Summer 2019. 7.10 The relevant planning policies that are relevant to this report include;

SP15 – Design & Amenity – L) Access & Parking The development should make provision for safe access by vehicles, pedestrians, wheelchair users and cyclists as well as provide good links to and from public transport routes. Developers will be expected to retain existing footpaths, cycle routes and bridleways or to make provision for their reinstatement, and to make provision for new routes to link with existing networks. This includes taking opportunities to enhance access to the countryside through improvements to the rights of way network.

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Adequate vehicle parking facilities must be provided to serve the needs of the proposed development. Development proposals should make provision for vehicle and cycle parking in accordance with the parking standards set out on Appendix 2, including parking for people with disabilities. There should where practicable be convenient external access for mobility scooters to the rear gardens of residential properties to facilitate parking and storage, if suitable provision has not been made at the front of site of the dwelling. In exceptional circumstances, particularly in the town centres of Oakham and Uppingham, the application of these standards may be varied in order to reflect the accessibility of the site by non-car modes or other identified local requirement.

SP15 – Design & Amenity - M) Impact on the highway network

Development should be designed and located so that it does not have unacceptable adverse impact on the highway network. Where necessary mitigation measures will be required to ensure that any impact is kept within acceptable limits. Development that would have an unacceptable adverse impact on the highway network will not be permitted.

Rutland County Council, Local Transport Plan 3 Rutland Transport Strategy, April 2011 to March 2026 7.11 The Rutland County Council LTP3 sets out the main direction of objectives over the coming years to be:

• Maintaining the transport network and minimising delays and congestion in order to support the local economy; • Developing and expanding public transport including demand responsive services; • Managing existing transport assets in an environmentally friendly way and minimising adverse impacts on quality of life and at the same time reducing our carbon emissions; • Working with partners to make sustainable travel a viable option for local people and visitors to the county by developing travel plans, car sharing opportunities and encouraging the use of public transport; • Developing Rutland as destination for rural cycling and walking to grow tourism in the county; • Working with the voluntary sector to grow community transport and other sustainable transport initiatives; • Working with the police, emergency services other authorities and the community in making Rutland a safer place to live in, work in and visit and • Work with colleagues and the health service to promote healthier lives through increased exercise.

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Rutland County Council, Moving Rutland Forward, Rutland’s Fourth Local Transport Plan (Draft Version, 2018-2036) 7.12 Moving Rutland Forward (MRF) is the draft fourth local transport plan (LTP4), superseding LTP3 which was launched in 2011 and covered the period up to 2026. This document is not yet adopted and as such reference to local policy is mainly made with LTP3.

Rutland County Council, Strategic Parking Review, Version 3, March 2012 7.13 Table 4.1 outlines the Rutland County Council car parking standards for dwelling houses (Use Class C3). Table 7.1 Car parking standards for dwelling houses (Use Class C3). Class C3 Dwelling Houses Recommended Standard

Dwellings with four or more Max 3 spaces bedrooms Dwellings with three or less Max 2 spaces bedrooms Local Authority and Housing Max 3 spaces per 2 dwellings Association developments, flats with two bedrooms or less, with communal parking Retirement dwellings for occupations Max one space per dwelling plus by over 55s and dwellings with off- visitor space per four dwellings site warden assistance Communal parking of one car space per two bedrooms plus wardens’ On-site warden controlled accommodation parking as per dwellings above

7.14 Table 4.2 outlines the Rutland County Council cycle parking standards for dwelling houses (Use Class C3).

Table 7.2: Cycle Parking Standards for dwellings (Use Class C3)

Use Class Recommended Standard

Class C3 – Dwelling Houses 1 space per 5 dwellings to be under cover and secure

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Summary 7.16 NPPF requires that developments provide safe and suitable access to be provided. This report identifies that three potential points of access can be provided which will be constructed to the relevant design standards ensuring safe and suitable access is provided. A Transport Assessment will be provided to support the sites allocation and provide more details in terms of traffic movements and capacity and will also identify any mitigation measures needed to mitigate the developments impact ensuring that the impact is not severe. This initial review demonstrates that there is sufficient capacity on the local highway network although the impact at junctions will need to be reviewed in detail as part of a TA. A Travel Plan will also be implemented as part of the development proposal to encourage the use of non-car modes. 7.17 In relation to Local Planning Policy, the existing footways/ bridleways/ PRoW’s that go through the site or along the sites boundary will be maintained and improved and also link with the internal footway/ cycleway network. Parking within the development will be provided based on the current parking standards associated with the relevant uses on the site. 7.18 On the basis of the above it is considered that the site will conform to both the local and central government planning policies in terms of accessibility and impact with enhancements being made to Public Transport Provision.

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8 SUMMARY & CONCLUSION 8.1 This Initial Transport Review has been prepared to consider the issues and opportunities available as part of their proposed site allocation on land to the east of A1 Woolfox, Rutland which is estimated to include circa 2,500 dwellings, schools and employment uses as part of phase 1 and an additional 7,500 dwellings as part of phase 2 totalling around 10,000 dwellings. 8.2 At this initial stage this report provides an overview of the assessment of the development in relation to highways and transportation matters, including access and accessibility as well as the potential impact of development traffic on the road network. Following the promotion of the development area, a more detailed assessment will be undertaken forming part of a Transport Assessment report which would be submitted as part of supporting promotion for the inclusion of this site within the emerging Local Plan. 8.3 The report demonstrates that the site is located within an area that has a good level of existing footways/Bridleways and cycleways providing opportunities for connections to be made from the site to the wider network linking with existing towns and villages reducing the need to travel by car. The sites location also benefits from being easily accessible to four railway stations which in turn provide access to a wide range of destinations and whilst there are limited existing bus services new services can be provided as part of the development site. 8.1 The development will provide opportunities for sustainable travel through the provision of good networks of footways and cycleways throughout the site and links with the strategic PRoW and National Cycle network as well as the provision of new bus services linking to existing towns and villages. This will include a strategic bus link to Peterborough Station and local bus services to Stamford and Oakham. 8.2 Access to the site can be made directly onto the existing strategic network through the provision of a new grade separated junction as well as access onto Clipsham Road and the existing un-named road that runs adjacent to the A1 west of the site. 8.3 The principal of the development and an access being provided off the A1 was discussed at a meeting held with Rutland County Council and Highways England on 17th December 2018 and it was agreed that subject to details of the access arrangement being provided and consideration of impact on the strategic and local road network, there is unlikely to be an objection in principal to development in this location. 8.4 This report identifies that the first phase of development, circa 2,500 dwellings is likely to result in approx. 1,200 two-way external vehicle movements in the AM Peak and around 900 two-way external vehicle movements in the PM Peak. For the 2nd Phase which proposes an additional 7,500 dwellings, the external traffic movements for the total development of 10,000 dwellings is likely to be around 5,000 two-way in the AM and PM Peaks. 8.5 This review is considered robust as it has assumed that 55% of vehicular traffic will be external to the site and only 45% internal. The distribution of these trips has been based on the 2011 journey to work census data which identifies that around 70% of traffic are likely to the A1 with 30% using other local routes 8.6 The potential increase in traffic movements on the local highway network as a result of the proposed Woolfox Garden Village with appropriate mitigation is not considered to affect the

JNY9819-01 | Initial Transport Appraisal | 01 | 28 March 2019 www.rpsgroup.com

capacity of the existing road network although further detailed analysis of local junctions will need to be carried out to determine the offsite mitigation measures required. 8.7 A review of accidents on the local roads to the site has been undertaken which shows that there are only two locations where a more detailed review will need to be carried out, the rest of the network does not show any areas where incidents are occurring due to the road design or layout. 8.8 On the basis that this site is proposed as a site allocation, a more detailed impact assessment will be provided and included as part of a Transport Assessment, the scope of which will be agreed with the local highway authorities. A detailed review will also be undertaken of the slip roads along the A1 between the A606 junction and B668 in terms of design and capacity. 8.9 This initial transport review also includes a review of the proposal at St. George’s Barracks and concludes that a development of circa 3,500 dwellings and 61,000m2 of employment use a would have a significant impact on the local roads and villages in the area as it is not situated close to a strategic road network. It is also not considered to be in a sustainable location to offer alternative options for travel. Whilst this site is on a brown field site, the impact of this size of development locally is likely to be considered severe and it is considered that safe and suitable access can be not be provided without significant improvements to the local highway network being made. 8.10 In conclusion, from this initial transport review it is demonstrated that the site at Woolfox can provide a sustainable development with safe and suitable means of access being able to be provided. It is considered that the impact of the development can be suitably mitigated ensuring the development does not result in a severe impact and improvements provided that will not only benefit new residents to the site but also existing residents within the local area. It is also considered that the site will conform to the relevant planning policy guidelines in terms of new development sites.

JNY9819-01 | Initial Transport Appraisal | 01 | 28 March 2019 www.rpsgroup.com

Appendices

JNY9819-01 | Initial Transport Appraisal | 01 | 28 March 2019 www.rpsgroup.com

Appendix A – Extract of the Local Cycle Network Plan

JNY9819-01 | Initial Transport Appraisal | 01 | 28 March 2019 www.rpsgroup.com

Appendix B – Proposed Accessibility Plan

JNY9819-01 | Initial Transport Appraisal | 01 | 28 March 2019 www.rpsgroup.com c 2019 RPS Group NOTES N 1. This drawing has been prepared in accordance with the scope of RPS’s appointment with its client and is subject to the terms and conditions of that appointment. RPS accepts no liability for any use of this document other than by its client and only for the purposes for which it was prepared and provided. 2. If received electronically it is the recipients responsibility to print to correct scale. Only written dimensions should be used. 3. This drawing is to be read in conjunction with all relevant scheme drawings.

Key:

Quiet roads suitable for on road-cycling

Existing Railway Stations

Potential Bus Services

Proposed Development Site

Main Access Points

New junction with A1

Off-road cycle path within highway corridoor/national cycle route

Existing bridleways adjacent to the site

New Cycle routes to the site

A Northern access roundabout relocated AJ MRA 28.3.19

Rev Description By CB Date

MAKING COMPLEX EASY

140 London Wall, London, EC2Y 5DN T: +44(0)20 7280 3300 E: [email protected]

Client Andrew Granger & Co Ltd.

Project Woolfox Depot, Oakham

Title Accessible Plan

Status Drawn By PM/Checked by INFORMATION HN MRA

Project Number Scale @ A1 Date Created JNY9819 NTS March 2019

Strategic Bus Route to Peterborough RPS Drawing/Figure Number Rev JNY9819-04 A

rpsgroup.com

Drawing Ref: P:\JNY9819 - Woolfox Depot, Oakham\Civils\Drawings\JNY9819-04A.dwg

Appendix C – Proposed Access Arrangements

JNY9819-01 | Initial Transport Appraisal | 01 | 28 March 2019 www.rpsgroup.com c 2019 RPS Group N NOTES 1. This drawing has been prepared in accordance with the scope of RPS’s appointment with its client and is subject to the terms and conditions of that appointment. RPS accepts no liability for any use of this document other than by its client and only for the purposes for which it was prepared and provided. 2. If received electronically it is the recipients responsibility to print to correct scale. Only written dimensions should be used. 3. This drawing is to be read in conjunction with all relevant scheme drawings.

New site access roundabout

Existing layby to be closed

Existing layby to be closed

Service access road link retained for local Retained access to existing Woolfox Depot. access to Empingham and Oakham

Empingham and Oakham

Option to close to existing stop roads

Key:

Site boundary Scale 1:10,000

0 100 200 300 400 500 1000

MAKING Client Andrew Granger & Co Ltd Status Drawn By PM/Checked by COMPLEX PRELIMINARY AJ MRA EASY

Project Number Scale @ A1 Date Created Project Woolfox Depot, Oakham JNY9819 1:10,000 18.09.18

20 Milton Park, Abingdon, Oxfordshire, OX14 4SH T: +44(0)1235 432 190 E: [email protected] C Northern site access roundabout relocated 28.3.19 AJ MRA RPS Drawing/Figure Number Rev

Title Strategic Development Site Access Arrangements B Junction layout update from drawing 02 Rev A 7.3.19 AJ MRA JNY9819-01 C and site boundary added AJ Northern site access roundabout location 21.9.18 AJ BRP altered Rev Description Date Initial Checked rpsgroup.com

Drawing Ref: P:\JNY9819 - Woolfox Depot, Oakham\Civils\Drawings\JNY9819-01C.dwg c 2019 RPS Group N NOTES 1. This drawing has been prepared in accordance with the scope of RPS’s appointment with its client and is subject to the terms and conditions of that appointment. RPS accepts no liability for any use of this document other than by its client and only for the purposes for which it was prepared and provided. 2. If received electronically it is the recipients responsibility to print to correct scale. Only written dimensions should be used. 3. This drawing is to be read in conjunction with all relevant scheme drawings.

Existing layby to be removed together with existing slip roads etc.

150m

70m

150m

3.7m

3.3m 215m SSD

85m

3.3m 3.7m

120m SSD Access to development

Existing layby to be removed together with existing slip roads etc.

120m SSD 3.7m 3.3m

215m SSD 85m

3.7m

3.3m

150m

70m

150m

MAKING Client Andrew Granger & Co Ltd Status Drawn By PM/Checked by COMPLEX PRELIMINARY AJ MRA EASY

Project Number Scale @ A1 Date Created Project Woolfox Depot, Oakham JNY9819 1:1250 18.09.18

20 Milton Park, Abingdon, Oxfordshire, OX14 4SH T: +44(0)1235 432 190 E: [email protected] RPS Drawing/Figure Number Rev Title Proposed Access Arrangement A1 Grade Separated Junction JNY9819-02 A

A Junction geometry adjusted 28.2.19 AJ BRP

Rev Description Date Initial Checked rpsgroup.com

Drawing Ref: P:\JNY9819 - Woolfox Depot, Oakham\Highways\Drawings\JNY9819-02A.dwg

TD 22/06 Design Requirements – All Purpose Trunk Road

DMRB Standards Proposed Layout

Weaving Lengths

Northbound – To the north is the off slip to Greetham Road (B668) the weaving length between these junctions is in excess of 1Km 4.36 For Rural All-Purpose Roads the desirable minimum The nearest junction to the south is the on slip from weaving length must be 1Km. On carriageways up to 3 lanes Grantham Lane, the weaving length between these wide, the maximum distance over which successive merges and junctions is in excess of 2Km. diverges are likely to interact and cause weaving is around 2Km and this should be taken as the maximum weaving length. The Southbound – To the north is the on slip from weaving formula is not to be used for weaving lengths above Clipsham Road (B668) the weaving length between 2Km. these junctions is in excess of 1Km To the south the existing slip road will be closed when the main access is completed. Beyond this the next junction is in excess of 2Km. Merge Lane The predicted merge traffic movements is considered to be less than 1,000 per hour. The main line traffic 2.29 Hourly flows determined from chapter 3 for the merge and flow in 2036 is expected to be up to 2750 one-way. the mainline upstream must be inserted in Figure 2/3 to select a Figure 2/3 AP identifies layouts A or D being suitable merge layout as shown in Figures 2/4.1 to 2/4.5. arrangements. Layout A ‘Taper Merge’ has been adopted. Table 4/3 Rural All-Purpose Design Merge Lanes Layout A – Single Lane Taper Merge Speed 120Kph Nose Dimensions = 2 & 3 Merge Taper = 1 Nose = 85m 1:30 ratio Taper length = 150m Table 4/1: 4.17 For Merges, the Stopping Sight Distance on the connector Proposed Slip Road/ Dumb-bell Link Road Speed = road must be that related to the design speed selected for that 70Kph road. See Table 4/1 & TD9/93 Mainline design Speed = 120kph This will apply along the length of the connector road until the TD9/93 driver’s eye is square with the back of the merge nose. From that point forward, the Stopping Sight Distance must be that for Required SSD 70Kph = 120m to back of merge nose the mainline design speed. Required SSD 120Kph = 295m from back of the merge nose forward. Diverge Lane The predicted merge traffic movements is considered to be less than 1,000 per hour. The main line traffic 2.43 Hourly flows, as determined from Chapter 3 for the diverge flow in 2036 is expected to be up to 2750 one-way. and the mainline downstream must be insert in Figure 2/5 to Figure 2/5 AP identifies layouts A or C being suitable select a diverge layout. arrangements. Layout A ‘Taper Diverge’ has been adopted. Table 4/4 Rural All- Purpose Design Diverge Lanes Layout A – Single Lane Taper Diverge Speed 120Kph Nose Dimensions = 3 & 4 Nose = 70m 1:15 ratio Taper = 1 or 2 Taper length = 150m 4.18 For Diverges, the Stopping Sight Distance related to the Mainline SSD = 295m Desirable minimum. mainline design speed must be maintained onto the diverge Distance achievable from back of nose = 215m, until the driver’s eye is square with the back of the diverge nose. distance from the edge of carriageway markings = The Stopping sight distance can then be progressively reduced 295m to that for the deign speed selected for the connector road. If the length of the connector road between the back of the nose and the give way line of the at-grade junction at the end of the connector road is less than the mainline stopping Sight Distance, then a 0.26m object at the give-way line must be visible from a distance equal to the mainline Stopping Sight Distance Figure 4/3B.