ENVIRONMENTAL STATEMENT Transport 8 TRANSPORT 8.1 Introduction 8.1.1 This chapter considers the potential effects of the Proposed Development in terms of transport. 8.1.2 A comprehensive Transport Assessment (TA), which is appended at Appendix 8.1, has been prepared. The TA examines in detail the transport effects of the Proposed Development on the existing transport system and provides the basis for this assessment. 8.2 Assessment Approach Methodology 8.2.1 The assessment has been based upon the Institute of Environmental Assessment’s Guidelines for the Environmental Assessment of Road Traffic (the IEA Guidelines). The IEA Guidelines suggest in paragraph 3.15 that two broad rules-of-thumb could be used as a screening process to delimit the scale and extent of the assessment. These are: ‘Rule 1 include highway links where traffic flows will increase by more than 30% (or the number of heavy goods vehicles will increase by more than 30%) Rule 2 include any other specifically sensitive areas where traffic flows have increased by 10% or more.’ 8.2.2 These rules-of-thumb form the starting point for the assessment of effects. Specifically sensitive areas under Rule 2 include accident black-spots, conservation areas, hospitals and links with high pedestrian flows. 8.2.3 The significance of the effects of the Proposed Development will be considered in respect of the following subject areas based on the IEA Guidelines: • Severance • Driver Delay • Pedestrian Delay • Pedestrian Amenity • Fear and Intimidation • Accidents and Safety 8.2.4 Hazardous Loads have not been included because no hazardous loads are expected. This chapter excludes Noise and Vibration which are addressed in Chapter 10 of the ES. Visual Effects are dealt with in Chapter 6. Air Pollution and Dust and Dirt are addressed in Chapter 9. Ecological Effects are addressed in Chapter 7 and Cultural Heritage is dealt with in Chapter 5. 8.2.5 The potential groups and special interests that may be affected by the Proposed Development have been considered and the following list of ‘receptors’ has been identified: • Sensitive groups including children, elderly and disabled • Accident ‘black spots’ • Highway junctions operating close to or over capacity • People walking • People cycling • Sensitive locations – schools and local centre CIR.P.0625 Old Sarum Additional Housing ES 2012 ENVIRONMENTAL STATEMENT Transport 8.2.6 To record the likely significant environmental effects of the Proposed Development, a seven point scale has been used. The Significance Scale in respect of transport is defined in Table 8.1. Table 8.1: Significance Scale Criteria Description Major beneficial Change that would delay the need for planned modification to off-site infrastructure Moderate beneficial Increased perception of changing conditions that may delay the need for planned modifications to off-site infrastructure Minor beneficial Perception of changing conditions e.g. reduction in delay Neutral/not significant No perceivable change Minor adverse Perception of changing conditions e.g. increase in delay Moderate adverse Increased perception of changing conditions that may require modifications to off-site infrastructure Major adverse Change requiring modifications to off-site infrastructure 8.2.7 The Significance Scale is derived from the interaction of receptor sensitivity and magnitude of change of effect. A matrix of Magnitude of Change and Sensitivity of Receptor is set out in Table 8.2. Table 8.2: Assessment Matrix Sensitivity of Receptor High Medium Low Negligible High Major Major Moderate Negligible Medium Major Moderate Minor to Moderate Negligible Low Moderate Minor to Moderate Minor Negligible Negligible Negligible Negligible Negligible Negligible Magnitude of Change of Magnitude CIR.P.0625 Old Sarum Additional Housing ES 2012 ENVIRONMENTAL STATEMENT Transport 8.2.8 A Magnitude of Change Scale in respect of each of the subject areas is defined in Table 8.3. Table 8.3: Magnitude of Change Scale Magnitude of Change Subject Area High Medium Low Negligible Severance Change in traffic Change in traffic Change in traffic Change in traffic flow of over 60% flow of 30% to 60% flow of 10% to 30% flow of less than 10% Driver Delay Severe change to Notable change to Notable change to Slight change to operational operational operational operational performance and performance and performance but performance junction over junction close to or junction under capacity over capacity capacity Pedestrian Change in traffic Change in traffic Change in traffic Change in traffic Delay flow of over 60% flow of 30% to 60% flow of 10% to 30% flow of less than 10% Pedestrian Change in traffic Change in traffic Change in traffic Change in traffic Amenity flow of over 60% flow of 30% to 60% flow of 10% to 30% flow of less than 10% Fear and Change in traffic Change in traffic Change in traffic Change in traffic Intimidation flow of over 60% flow of 30% to 60% flow of 10% to 30% flow of less than 10% Accidents and Personal injury Personal injury Slight change to No change to Safety accident rate accident rate personal injury personal injury changed and above changed but below accident rate accident rate national average national average 8.2.9 A Sensitivity of Receptor Scale is defined in Table 8.4. Table 8.4: Sensitivity of Receptor Scale High Medium Low Negligible Sensitive groups including People walking children, elderly and disabled People cycling Accident ‘black spots’ Highway junctions and links operating close to or Sensitive locations – over capacity schools and local centre 8.2.10 The above tables have been derived with reference to the IEA Guidelines such that locations in the study area that would experience an increase in traffic flow of 10% or more are considered in respect of Severance, Pedestrian Delay, Pedestrian Amenity and Fear and Intimidation. In respect of Driver Delay, junctions experiencing a notable change in operational performance are considered and in respect of accidents and safety, locations that would experience a slight change to personal injury accident rate are considered. Professional judgement has been exercised in determining the degree of the effect and whether or not an improvement is required and, if required, what the improvement should comprise. CIR.P.0625 Old Sarum Additional Housing ES 2012 ENVIRONMENTAL STATEMENT Transport Policy Framework 8.2.11 The assessment has been carried out with reference to national and local policy as well as the following documents: • Guidelines for the Environmental Assessment of Road Traffic, Institute of Environmental Assessment (1993); • Manual for Streets, Department for Transport (2007), & Manual for Streets 2, Chartered Institution of Highways and Transportation (2010); 8.2.12 In addition to the relevant policy context, the TA has been prepared with reference to: • Guidance on Transport Assessment, Department for Transport (2007) Limitations to the Assessment 8.2.13 It is considered that there are no particular limitations to this assessment. 8.3 Baseline Conditions Site Description and Context 8.3.1 Old Sarum is located to the north of Portway, approximately 3.5km north of Salisbury City Centre. The general location of Old Sarum is shown in Figure 8.1 with the surrounding local highway network shown in Figure 8.2. The location of the Proposed Development at Old Sarum is shown in Figure 8.3. Baseline Information 8.3.2 Baseline information collected during the preparation of the TA is recorded in Table 8.5. Table 8.5: Baseline Information Source Information Site visits / OS mapping Existing Highway Network Wiltshire Police Constabulary Accident Data Axiom Traffic Ltd Traffic Conditions Existing Highway Network 8.3.3 Portway is a relatively straight road (following the course of the Portway Roman Road) that connects to the A338 approximately 3km from Old Sarum by means of a roundabout. To the southwest Portway connects to the A345 by means of a roundabout known as the ‘Beehive Roundabout’, which also provides access to the Beehive Park and Ride. 8.3.4 The carriageway of Portway is approximately 6m wide and the road is subject to a 40mph speed limit in the vicinity of Old Sarum. There is a footway on the south side of Portway between the signal controlled junction that provides access to Old Sarum Park and the roundabout that provides access to Castle Gate Business Park. 8.3.5 On the north side of Portway, a footway commences approximately 70m to the west of the signal controlled junction that provides access to Old Sarum Park and leads up to Partridge Way. From CIR.P.0625 Old Sarum Additional Housing ES 2012 ENVIRONMENTAL STATEMENT Transport Partridge Way, there is a shared footway/cycleway to the roundabout that provides access to Castle Gate Business Park; the shared footway/cycleway crosses Portway on the western arm of the roundabout and continues to the A345. The shared footway/cycleway continues along the eastern side of the A345 into Salisbury. 8.3.6 Existing traffic flows (two-way) on Portway at its western end on a weekday are approximately 900 in both the AM and PM peak hours. Accident Data 8.3.7 Personal Injury Accident (PIA) data has been obtained from Wiltshire Police Constabulary for the surrounding highway network for a 5-year period (2007-2012). The TA found that the accident records do not point to any existing highway safety issues which require more detailed examination. Traffic Conditions 8.3.8 In order to establish existing traffic conditions in the vicinity of Old Sarum, traffic surveys were undertaken by survey