Doc. No. SJS/TS-001 - Cotswold District · PDF fileUpper Ready Field Faringdon Road, Lechlade...

Upper Ready Field Faringdon Road, Lechlade

Transport Statement

June 2014

Doc. No. SJS/TS-001

Helix Transport Consultants Limited 16 Springfield Court, Stonehouse, Gloucestershire, GL10 2JF.

Tel: 01453 822625 www.helixtc.co.uk

Helix Transport Consultants Limited, Registered in England and Wales No 07359661.

Upper Ready Field

Faringdon Road, Lechlade

Transport Statement

June 2014

Contents Amendment Record This report has been issued and amended as follows:

Issue Description Date Signed

1 Draft June ’14 JH

Contents

1 Introduction .............................................................................................................. 6

1.2 Context ................................................................................................................................ 6

2 Existing Conditions .................................................................................................... 8

2.1 Existing Site Information ..................................................................................................... 8

2.2 Nearby Development .......................................................................................................... 8

3 Baseline Transport Data .......................................................................................... 10

3.1 Introduction ...................................................................................................................... 10

3.2 Description of Local Pedestrian Network ......................................................................... 10

3.3 Description of Local Cycle Network .................................................................................. 10

3.4 Description of Local Bus Network ..................................................................................... 11

3.5 Description of Local Rail Network ..................................................................................... 11

3.6 Description of Surrounding Highway Network ................................................................. 11

3.7 Parking .............................................................................................................................. 12

3.8 Accident Analysis .............................................................................................................. 12

4 Development Site .................................................................................................... 14

4.1 The Existing Development ................................................................................................ 14

4.2 The Proposed Development ............................................................................................. 14

4.3 Access Strategy ................................................................................................................. 14

4.4 Parking Strategy ................................................................................................................ 15

5 Trip Generation, Distribution and Assignment .......................................................... 17

5.1 Housing Trips .................................................................................................................... 17

5.2 Swimming Pool Trips ......................................................................................................... 18

5.3 School Parking ................................................................................................................... 20

5.4 Public Parking .................................................................................................................... 20

5.5 Total Vehicle Movements ................................................................................................. 22

5.6 Saturday Trips ................................................................................................................... 22

5.7 Sensitivity Test .................................................................................................................. 23

6 Highway Impact ...................................................................................................... 24

6.1 Study Area ......................................................................................................................... 24

6.2 Traffic Flows ...................................................................................................................... 24

6.3 Summary of Traffic Flows ................................................................................................. 25

6.4 Junction Capacity Assessment .......................................................................................... 27

7 Conclusions ............................................................................................................. 29

7.1 Conclusions ....................................................................................................................... 29

Drawings SJS-TS1-001 - Site Location Plan

SJS-TS1-002 - Illustrative Access Layout

14.013.SK1 - Eric Cole Architecture; Indicative Sketch layout

Figures Figure 1 - 2013 AM Peak Existing Flows

Figure 2 - 2013 PM Peak Existing Flows

Figure 3 - 2019 AM Peak Base Flows

Figure 4 - 2019 PM Peak Base Flows

Figure 5 - AM Peak Proposed Housing Trips

Figure 6 - PM Peak Proposed Housing Trips

Figure 7 - AM Peak Proposed Swimming Pool Trips

Figure 8 - PM Peak Proposed Swimming Pool Trips

Figure 9 - AM Peak Diverted School Trips

Figure 10 - PM Peak Diverted School Trips

Figure 11 - AM Peak Public Parking Trips

Figure 12 - PM Peak Public Parking Trips

Figure 13 - AM Peak Total Development Trips

Figure 14 - PM Peak Total Development Trips

Figure 15 - 2019 AM Peak Proposed Flows

Figure 16 - 2019 PM Peak Proposed Flows

Figure 17 - AM Peak Barnwood Development Trips

Figure 18 - PM Peak Barnwood Development Trips

Figure 19 - AM Peak Sensitivity Test Flows

Figure 20 - PM Peak Sensitivity Test Flows

Appendices Appendix A - TRICS Outputs

Appendix B - Calculation Sheets

Appendix C - Junction Capacity Test PICADY Model Outputs

Lechlade, Transport Statement Helix Transport Consultants

SLS/TS-001 6

1 Introduction

1.1.1 Helix Transport Consultants Ltd are appointed by Mr Colin Harris (applicant) to assess

the traffic and transport implications of the proposed mixed-use development on the

field known as Upper Ready, off Faringdon Road in Lechlade, Gloucestershire (site).

1.1.2 The development proposals comprise:

Housing

Public Car Park

Swimming Pool

Walled Allotment Gardens

Open Community Space

1.1.3 This Transport Statement (TS) is based on development details provided by the

applicant, site visits, on-site measurements, traffic surveys, and parking counts.

1.1.4 The sections that follow identify and assess the key transportation impacts and

opportunities resulting from the development, for all modes of transport. Details are

provided of the baseline conditions, effects of the development, mitigation measures

associated with the proposals and any residual effects remaining on completion of

the scheme.

1.2 Context

1.2.1 These development proposals respond to a number of traffic and transportation

issues concerning the local community. Principle amongst these is parking along St

Johns Street and Faringdon Road. The need for a public car park within the vicinity of

the site is set out in the adopted Cotswold District Local Plan, which stated at

paragraph 9.14.3:

“Land at Wharf Lane is allocated as an off-street public car park for around 50 spaces.

The site is close to the town centre, and Shelley’s Walk provides a pleasant footpath

link between them. The car park would also benefit the nearby primary school, as it

would enable parents to drop children off and collect them safely without having to

cross or park on a busy road. The car park would complement the wider proposals for

the town centre, and help to meet the need for car parking provision from the

proposed regeneration of the riverside area.”

1.2.2 A consultation exercise carried out by the Cotswold District Council, entitled The

Future of Lechlade,’ identified, amongst other things a desire for: parking; a

swimming pool; and more public open space.


SLS/TS-001 7

1.2.3 It is understood that the local school currently bus students to Cirencester for

swimming lessons. Other local residents travel to Swindon or Faringdon for this

purpose. The proposed swimming pool will therefore reduce this need for Leclade

residents to travel.

1.2.4 It is understood that Lechlade has limited public open space. These proposals will

increase the opportunities for recreational walking and reduce the need for local dog

owners to drive to a suitable park.


SLS/TS-001 8

2 Existing Conditions

2.1 Existing Site Information

2.1.1 The site is located on the southern side of Faringdon Road (A417) approximately

250m to the east of Lechlade town centre. The location of the development site is

shown on Drawing SJS-TS1-001

2.1.2 The site, which is currently used for agriculture pasture, is surrounded to the east,

south and west by ‘greenfield’ land. The A417 forms the northern boundary to the

site. Beyond this lies further ‘greenfield’ land. The Lechlade Cricket Club grounds are

to the northeast of the site.

2.1.3 The site benefits from an existing vehicular access in the form of a simple,

uncontrolled, priority junction off Faringdon Road. On-site observations indicate that

visibility at the junction meets the Gloucestershire County Council’s default

requirement for a 30mph road of 2.4m X-distance by 54m Y-distance.

2.1.4 In addition to the main site access, pedestrians can also access the site at the

southwest corner via the Monks Walk public footpath.

2.2 Nearby Development

2.2.1 At the time of writing this report the land to the north of the site is the subject of a

planning appeal which, if successful, would result in the creation of 45 new houses.

This appeal site, (planning reference 13/04265/OUT) is promoted on behalf of

Barnwood Development Securities and is referred to throughout this report as

Barnwood.

2.2.2 Amongst the reasons given by the Local Planning Authority for refusing the

Barnwood application, is a concern over highway safety. It can be seen from the

Local Highway Authority’s comments that this concern relates to the layout of the

proposed Barnwood site access. For all other transport issues, the planning and

highway authority have raised no objection.

2.2.3 The Barnwood planning application, and subsequent appeal, is supported by a

Transport Statement prepared by Peter Brett Associates (PBA). This document is

referred to throughout this report as the Barnwood TS. Given that no concern has

been raised over the validity of the Barnwood TS, it can be taken that the document

contains agreed technical inputs on matters like residential trip generation and trip

distribution. These agreed inputs are adopted within this report.

2.2.4 Until the Barnwood appeal is determined, there can be no certainty as to whether

the development will go ahead or not. For this reason the following report considers


SLS/TS-001 9

the effect of the proposed development at Upper Ready Field, both in isolation and

combined with Barnwood.


SLS/TS-001 10

3 Baseline Transport Data

3.1 Introduction

3.1.1 This section considers the local transport networks surrounding the proposed

development site.

3.1.2 The principle, all-mode, access between the site and the wider networks is via a

single access point off the A417 Faringdon Road. A secondary, pedestrian only,

access connects the site to the Town Centre via Monks Walk.

3.2 Description of Local Pedestrian Network

3.2.1 Opposite, and to the east of the site, Faringdon Road incorporates a footway running

alongside the eastbound carriageway. This footway measures approximately 1.5m

wide and is separated from the carriageway by a 1.7m wide verge. This arrangement

also continues to the west of the site up to the point where Faringdon Road forms a

junction with Wharf Lane. From this point Fartingdon Road (becoming St John’s

Street) incorporates footways on both sides of the road, without verges. These

footways typically measure 1.8m wide, although there are some significant widening

and pinch points.

3.2.2 A footway link joining the A417 St John’s Street to St Lawrence Road is provided to

the west of the site, opposite Wharf Lane.

3.2.3 Pedestrians can also access the site via the Monks Walk footpath. This footpath

provides a direct link to St Lawrence Primary School and Lechlade Town Centre.

3.2.4 The development site is well located in terms of pedestrian access. With reference to

Table 3.2 of the Institution of Highways and Transportation (IHT) publication;

“Providing for Journeys on Foot”, the key destination of Lechalde Town Centre can be

considered to be within an acceptable walk distances, being 400m from all points

within the site. The nearby primary school is well within the desirable walk distance,

being located just 80m from the site’s boundary.

3.2.5 Access to a wider area can be achieved using a variety of public transport services.

Details of these are given in subsequent sections in this chapter. In terms of

pedestrian access to these services, the most convenient bus stops are within the

recommended maximum distance of 400m from all points within the site.

3.3 Description of Local Cycle Network

3.3.1 There is no specific provision for cyclists within or around Lechlade.

3.3.2 Cycling along the section of Monk’s Walk passing through the grounds of St Lawrence

Church is specifically prohibited.


SLS/TS-001 11

3.4 Description of Local Bus Network

3.4.1 Gloucestershire County Council design guidance recommends that bus stops be

positioned no more than 400m from a site’s front door. This can be achieved for all

points within the site.

3.4.2 The table below sets out the local bus services and frequencies1.

Table 3.1: Bus Services, Routes and Frequencies.

Route

No Description

Services Per Day

Weekday Sat Sun

Services on St John’s Street

64 Swindon – Caterton via Lechlade 1 outbound

1 inbound

1 outbound

1 inbound

77 Cirencester - Lechlade via Fairford 2 outbound

1 inbound

2 outbound

1 inbound

Services on High Street

64 Swindon - Witney via Lechlade 5 outbound

5 inbound

5 outbound

5 inbound

74 Swindon - Fairford via Lechlade 5 outbound

6 inbound

5 outbound

6 inbound

77 Cirencester - Lechlade via Fairford 6 outbound

5 inbound

6 outbound

5 inbound

865 Cirencester to Lechlade via Southrop 1 outbound*

1 inbound*

1 outbound

1 inbound

* - Tuesday and Thursday only

3.5 Description of Local Rail Network

3.5.1 Lechlade has no local train service. The nearest access point to the national network

is at Swindon, approximately 15 miles to the south. Swindon Station can be accessed

within 30 minutes by public transport using the 64 / 74 bus service.

3.6 Description of Surrounding Highway Network

3.6.1 The site is access off the A417 Faringdon Road. This road is a single carriageway

approximately 6.2m wide and subject to a 30mph speed limit as it passes the site.

Approximately 300m to the east of the site the speed limit changes to 40mph.

1 This information obtained from the Traveline Southwest website (www.travelinesw.com)


SLS/TS-001 12

3.6.2 To the west of the site, beyond the junction with Wharf Lane, the A417 becomes St

John’s Street. This section of the A417 is characterised by dwellings fronting directly

onto the footway and informal on-street parking.

3.6.3 Wharf Lane is a cul-de-sac, approximately 5.5m wide, providing access to St Lawrence

Primary School and a number of residential dwellings. Wharf Lane has no footway.

3.6.4 To the west of the site the A417 forms a junction with the A361. The A361 runs

north to south through Lechlade, has footways on both sides, and is subject to a

30mph speed limit.

3.6.5 To the south of the junction with the A417 the A361 is known as Thames Street. This

road has a maximum vehicle length limit of 13m due to a hump-back bridge over the

River Thames, just south of Lechlade.

3.6.6 To the north of the junction with the A417 the A361 is known as Burford Street. This

road has formal on-street parking on both sides of the road. Beyond this the A361

continues as Oak Street with formal on-street parking on the western side only.

Further on, beyond the commercial area, there is no formal on-street parking.

3.7 Parking

3.7.1 St John’s Street and Faringdon Road offer a number of informal on-street parking

spaces. Site observations reveal on-street parking on both sides of St John’s Street.

On Faringdon Road cars have been observed to park within the application site

access, along the westbound verge, and within a more formal lay-by area

immediately east of the junction with Wharf Lane.

3.7.2 A site visit was undertaken between 08:30 and 09:30 on Friday 6th June 2014 in order

to observe the on-street parking during the school drop-off period. During this time

13 cars were observed to park for the purpose of dropping children off at school.

3.7.3 From discussion with the local School Safety Patrol Officer it is understood that the

demand for on-street parking can be higher than that observed on Friday 6th June, to

the extent that it presents a significant inconvenience to through traffic.

3.7.4 It is further understood that the three cars remaining within the surfaced lay-by area

after 09:30, are owned by members of the primary school staff. This lay-by area is

believed to have been originally built to accommodate recycling bins, but that these

were subsequently removed in response to the need for on-street parking.

3.8 Accident Analysis

3.8.1 www.roadsafety-gloucestershire.org.uk web site provides summary information on

Personal Injury Collision (PIC) data recorded in Gloucestershire since 2008. This

resource shows that there have been no recorded incidents within the vicinity of the

site from 2008 to the most recent available date.


SLS/TS-001 13

3.8.2 The few PIC’s that are away from the site show no causation patterns, clustering or

trends. It is therefore concluded that, there are no existing highway safety issues

that development on the site might exacerbate.

3.8.3 This conclusion was also reached in the Barnwood TS and there have been no further

reported accidents since that document was prepared.


SLS/TS-001 14

4 Development Site

4.1 The Existing Development

4.1.1 The site is currently used for agricultural pasture. There are no structures or parking

areas on the site

4.2 The Proposed Development

4.2.1 This outline application seeks to test the principle of a mixed-use development with

the Local Planning Authority.

4.2.2 If the principal of development is approved the scheme will then be refined. For the

purpose of this report, a quantity of development is assumed in order to calculate

the likely traffic / transport demands. These quantities should be considered the

maximum, within which the final scheme will fall.

Housing – up to 20 new homes

Public Car Park – 50 spaces (no charge)

Swimming Pool – 20m by 8m pool (assumed 400sqm GFA)

Walled Allotment Gardens

Approximately 25 acres of open community space

4.2.3 The need for a public car park in this area is evident from the amount of on-street

parking. It is also identified as a need in the adopted Cotswold District Local Plan.

4.2.4 The proposed swimming pool will add to the local facilities, and offer the opportunity

to remove some longer distance vehicle trips from the network.

4.2.5 Allotment gardens and community open space will further enhance facilities for local

residents, and can be expected to reduce the need to travel from Lechlade for

recreational purposes.

4.3 Access Strategy

Vehicular Access

4.3.1 Access to the site will be in the form of a simple priority junction in the approximate

location of the existing access.

4.3.2 The proposed access has been designed to allow a large refuse vehicle to enter and

exit the site without the need to encroach outside the relevant lane.

4.3.3 As can be seen on the attached illustrative layout plan, the proposed access will meet

Gloucestershire County Council’s minimum default visibility requirement, of 2.4m x-

distance by 54m y-distance, for a 30mph road.


SLS/TS-001 15

Non-Vehicular Access

4.3.4 Consideration has been given to providing a pedestrian crossing from the site to the

existing footway along Faringdon Road. However, this is not the focus of non-car

access at this site. Instead, resources will be concentrated on the Monk’s Walk path.

4.3.5 In 2013 the Monks Walk was resurfaced and widened, to approximately two metres,

along the site boundary and beyond this to the east. No works were carried out to

the west of the site, other than the construction of a ‘kissing gate’ where the path

joins Wharf Lane. This gate is consistent with BS5709:2006 and is designed to allow

wheelchair and pushchair access.

4.3.6 Cyclists cannot easily pass through the ‘kissing gate’ and, in any event, are not

permitted to use the path into Lechlade town centre. To encourage cycling to

Lechlade from the east, the site will provide secure cycle parking from where cyclists

can walk into the town centre.

4.3.7 Under these development proposals, pedestrian traffic along the Monk’s Walk is

expected to increase significantly. To improve the current situation the path will be

surfaced and widened within the existing corridor. Low level lighting and CCTV

surveillance would also prove beneficial in maintaining the attractiveness of this

route at all times of the year.

4.3.8 The specific details of improvements to this section of Monk’s Walk will be finalised

and agreed at the detailed design stage; if these development proposals are

approved in principle.

4.4 Parking Strategy

Non-Residential

4.4.1 The proposed public car park will operate as a shared resource. This approach

ensures the most efficient use of the land as it allows, for example: shoppers to reuse

the spaces vacated after the school drop-off; or swimming pool users to use spaces

available after shoppers and workers have left for the day.

4.4.2 The proposed public car park will serve the following uses:

Drop-off and pick-up space for local school

Long Stay Town centre parking

Residential visitor / deliveries parking

Swimming pool parking

Allotment gardens parking


SLS/TS-001 16

4.4.3 The proposed parking will be available free of charge. Any other approach is unlikely

to address the existing on-street parking issues.

4.4.4 Disabled parking will be provided at a rate of 5% in accordance with the adopted

Local Plan. This equates to 3 disabled spaces.

4.4.5 The adopted Local Plan also recommends a combined cycle and motorcycle parking

provision of 15%. The Manual for Gloucestershire Streets document recommends

motorcycle parking provision at 5 - 10%. In accordance with these guidance

documents, it is proposed that the non-residential parking will incorporate a

minimum:

3 spaces for disabled drivers;

3 spaces for motorcycles; and

5 spaces for cyclists.

4.4.6 Secure cycle parking facilities will encourage recreational cycling to the east of

Lechlade, as well as provide the town centre with a facility, that is otherwise absent.

Residential

4.4.7 Residential parking will follow the guidance set out in the Communities and Local

Government’s ‘Residential Car Parking Research 2007.’ This report assumes that

residential parking will be allocated, either as a shared resource between a number

of households, or on a unit by unit basis. This approach is designed to avoid the

prospect of public parking overflowing into the residential area. Visitors and

deliveries to the residential area can make use of the public parking.

4.4.8 In accordance with the standards set out in the adopted Local Plan and the Manual

for Gloucestershire Streets, one secure and conveniently located cycle space will be

provided per dwelling. Cycle parking will be accommodated within either garages,

sheds or other secure storage areas. These details are to be determined at the

detailed design stage.


SLS/TS-001 17

5 Trip Generation, Distribution and Assignment

5.1 Housing Trips

Generation

5.1.1 The Barnwood TS provides an estimate of the rate and distribution of trips for

residential development in the area. The highway and planning authority have

approved of this estimate so it is prudent for this assessment to adopt the same

approach.

5.1.2 The likely person trip generation, for the proposed residential development, has

been calculated using trip rates derived from the TRICS 2014v7.1.1 database. The

TRICS data search was narrowed to sites totalling between 25 and 100 dwellings

located in England.

Table 5.1 – Housing, Weekday Person Trips

AM Peak (08:00 – 09:00) PM Peak (17:00 – 18:00)

In Out Total In Out Total

TRICS Person Trip

Rates per Dwelling 0.232 0.779 1.011 0.613 0.316 0.929

Person Trips

(20 Dwellings) 5 16 20 12 7 19

5.1.3 An estimate of the number of vehicular trips is based on the 2011 Census ‘journey to

work’ mode share for residents of the Kempsford-Lechlade ward. The raw census

data has been adjusted: firstly by removing non-workers; and secondly by reassigning

those who report rail as their main travel mode, to single occupancy car use. The

adjusted mode shares are shown below.

Table 5.2 – Adjusted 2011 Census Kempsford–Lechlade Ward Journey to Work Mode

Share

Mode

All

wo

rke

rs

Bu

s

Mo

torc

ycle

Car

dri

ver

Car

pas

sen

ger

Bic

ycle

foo

t

No of people 1694 20 16 1385 67 33 167

% Mode Share 100 1 1 82 4 2 10


SLS/TS-001 18

5.1.4 Applying the car driver mode share to the person trip generation, results in the

following vehicular trip generation for the proposed housing.

Table 5.3 – Housing, Weekday Vehicle Trips

AM Peak (08:00 – 09:00) PM Peak (17:00 – 18:00)


Vehicle Trips

(20 Dwellings) 4 13 17 10 6 16

5.1.5 The methodology described above is considered highly robust, in terms of predicting

car numbers, as it assumes all peak hour trips are journeys to work. In reality the

majority of peak hour trips are for other purposes2. Other peak hour trip purposes

such as education, recreation and retail tend to have much lower single occupancy

car use.

Distribution / Assignment

5.1.6 The distribution of residential trips is taken directly from the agreed Barnwood TS.

This is derived from the 2001 Census ‘origin-destination journey to work data’ for

residents of the Kempston-Lechlade Ward. The resulting assignment of vehicle trips

is:

A417 east 8%

A361 south 42%

A417 west 39%

A361 north 11%

5.1.7 The predicted traffic movements are shown on the attached Figures 5 and 6.

5.2 Swimming Pool Trips

Generation

5.2.1 The likely person and vehicle trips for the proposed swimming pool development, has

been calculated by applying trip rates from the TRICS 2014v7.1.1 database. The TRICS

data for Leisure (category): Leisure Centre (sub-category); was narrowed to

swimming pools, totalling between 360 and 1200 sqm Gross Floor Area (GFA),

located on the edge of town in England.

2 National Travel Survey Table NTS0502 - 27% Commuting or Business purpose between 08:00-09:00 and 37% between

17:00-18:00


SLS/TS-001 19

5.2.2 One of the sites within the TRICS database stands out for being remarkably similar to

that envisaged on the site. The Blackbird Leys Swimming Pool in Oxfordshire is

360sqm GFA with a 150sqm pool. It is close to, and used by, local schools and has a

large walk in potential. The person and vehicle trip recorded at this site are very

similar to the TRICS derived averages used in the following calculations.

Table 5.4 – Swimming Pool, Weekday Person & Vehicle Trips

AM Peak (08:00 – 09:00) PM Peak (17:00 – 18:00)


TRICS Person Trip

Rates / 100sqm GFA 2.185 0.684 2.869 8.168 6.954 15.122

Person Trips

(400sqm) 9 3 11 33 28 60

TRICS Vehicle Trip

Rates / 100sqm GFA 0.751 0.574 1.321 3.046 2.406 5.452

Vehicle Trips

(400sqm) 3 2 5 12 10 22


5.2.3 The proposed swimming pool is principally aimed at providing a facility to the local

community. In order to understand the likely direction from which these local trips

will approach the site an analysis of the distribution of people within the Kepsford-

Lechlade ward has been carried out.

5.2.4 At the time of the 2011 census the Kempsford-Lechlade ward comprised a total of

3971 people. Within this area only output area E00112878 is located to the east

(population 230 (6%)). Of the remaining Census output areas within the ward:

E00112879429, E00112880, E0078507, and E00112884 (total population 950 (24%))

are considered to access the site from the southwest. The remaining 70% are

assumed to approach the site from the northwest.

5.2.5 According to the above the proposed swimming pool trips are assigned, as follows:

A417 east 6%

A361 south 24%

A361 north 70%



SLS/TS-001 20

5.3 School Parking

Generation

5.3.1 Observations of on-street parking on Faringdon Road and St John’s Road indicate that

the local primary school generates 13 school ‘drop-off’ car trips, and a demand for

three staff parking spaces. It is assumed that the same number of school ‘pick-up’

trips are generated between 15:00 and 15:30. It is also assumed that the staff cars

will leave at this time.


5.3.2 These school trips will be new to the proposed site access but not new to the local

road network. The majority of these cars were observed to originate and return to

the west of the site, turning at the site entrance. As would be expected this is

consistent with the distribution of households.

5.3.3 Accordingly, these vehicle trips are assigned at the proposed access in the following

proportions:

A417 east 6%

A417 west 94%


5.4 Public Parking

Generation

5.4.1 Public car parks do not generate vehicle trips in their own right. These facilities are

provided to accommodate drivers who already visit, or those that may visit in the

future as a result of nearby development. In the case of Lechlade, an existing need

for more parking is evident in the use of informal on-street parking, and ‘the future

of Lechlade’ public consultation feedback.

5.4.2 The assessment of the use of the proposed car park is based on maximum

occupation. This is done by applying a theoretical demand to a daily vehicle

movement profile, until the point where maximum accumulation of vehicles is equal

to the number of spaces available. The daily vehicle movement profile adopted in

this assessment is taken from the TRICS database for a site thought to generate

comparable car trips, in terms of timing and length of stay. This is considered to be a

robust approach as it assumes 100% use of the car park.

5.4.3 A number of factors have influenced the choice of site thought to generate

comparable car movements:


SLS/TS-001 21

Firstly, the proposed parking is expected to appeal most to those visiting Lechlade for

an extended period. Those intending to quickly stop to access one or two shops are

likely to continue using the spaces directly outside the shops.

Secondly, the intended beneficiaries of the proposed parking area include those

accessing the community open space, created as part of the development. These

people are likely to park for a relatively long period.

Thirdly, Lechlade Town Centre offers a wide range of trip attractors such as a library,

bank, post office numerous restaurants/pubs as well as shops. The number of trip

attractors available will influence the length of stay.

5.4.4 Bearing the above in mind the ‘local shops’ category, within the TRICS database, is

not considered a good fit because these sites tend to be for small clusters of retail

only units which are characterised by a high turnover of short stay trips.

5.4.5 An extensive search of the TRICS database reveals one weekday survey for a town

centre location within England. This site is within the ‘shopping mall’ category.

However, an examination of the site details shows that it is also conveniently located

close to other trip attractors within the wider town centre. This site is considered to

offer the best available approximation for the profile of vehicle trip movements at

Lechlade. Nevertheless, it should be acknowledged that, without a comparable

leisure/recreational use, this approach is still likely to overestimate the turnover of

parking spaces.

5.4.6 Using the method described above produces the following peak hour vehicle

movements. The full accumulation calculations are shown in Table B4, Appendix B.

Table 5.5 – Public Parking, Weekday Vehicle Trips


5.4.7 These public parking trips will not be new to the local network but will be new to the

proposed site access and may be new to the A316 / A417 junction, at any one point

in time.

AM Peak (08:00 – 09:00) PM Peak (17:00 – 18:00)


Percentage of Daily

Movements 3% 0% 3% 1% 6% 7%

Vehicles 8 0 8 2 17 19


SLS/TS-001 22

5.4.8 It is logical to assume that the proposed parking will draw cars from their existing

route. For this reason trips are assigned to the same proportions as the observed

flows.

5.4.9 The redistribution effect means that visitors to Lechlade from the east, who choose

to use this car park, will no longer travel through the A361 / A417 junction. However,

those arriving from the west, who would normally park in the high street but have

chosen to use the new car park, will be new to the A361 / A417 junction at that time.

5.4.10 The exiting manoeuvre produces a similar effect; with those reassigned to the car

park, exiting to the east, no longer passing though the A361 / A417 junction.

However, those reassigned to the car park, exiting to the west, will be new to the

A361 / A417 junction at that time.


5.5 Total Vehicle Movements

5.5.1 The following tables summarises the total estimated vehicle arrivals and departures

at the site:

Table 5.6 – Whole Development, Weekday Vehicle Trips

AM Peak (08:00 – 09:00) PM Peak (17:00 – 18:00)


Housing 4 13 17 10 5 15

Swimming Pool 3 2 5 12 10 22

School Drop-off / Pick-up 16 13 29 0 0 0

Public Parking 8 0 8 2 17 19

5.5.2 Vehicle trip movements associated with the development proposals are added to the

2019 base traffic flows, to produce the proposed traffic flows shown in Figures 15

and 16.

5.5.3 Calculation sheets attached as Table 9, Appendix B show how all vehicle trips are

assigned to the network.

5.6 Weekend Trips

5.6.1 A trip forecasting exercise carried out to assess the weekend vehicle movements,

concludes that these will peak between 12:00 – 13:00 and are similar in magnitude to

that predicted to occur during the weekday AM Peak. The weekend trip forecasting

is shown on the attached calculation sheet as Table B8, Appendix B.

5.6.2 Over the weekend the majority of vehicle movements will be caused by existing

visitors using the new public car park. In terms of new vehicle trips, associated with


SLS/TS-001 23

the proposed housing and swimming pool, the total is small compared with the

weekday predictions.

5.6.3 The weekday AM peak is the worst case scenario, in terms of a high number of

vehicle movements to / from the site combined with relatively high main line flows.

Given this, it is considered unnecessary to consider the effect of the development at

the weekend any further.

5.7 Sensitivity Test

Barnwood

5.7.1 As mentioned through this report, a proposed housing development opposite the

site is currently being considered at appeal. If successful this development will add

traffic to the local highway network. The Barnwood development is included within

this TS as a sensitivity test, to ensure that the implications of both developments

going ahead is tested.

5.7.2 The Barnwood TS predicts the following vehicle movements:

5.7.3 The distribution of these trips onto the local network is shown in the attached

Figures 17 and 18.

School Parking

5.7.4 As a result of discussion with the local school safety patrol officer it is understood

that the school drop-off can, at times, be significantly busier that that observed on-

site. For this reason the Sensitivity Test also assumes double the number of these

movements.

5.7.5 Vehicle trip movements associated with the Sensitivity Test are added to the 2019

base traffic flows to produce the Sensitivity Test flows shown in Figures 19 and 20.

5.7.6 Calculation sheets attached as Table10, Appendix B show how all vehicle trips are

assigned to the network.


SLS/TS-001 24

6 Highway Impact

6.1 Study Area

6.1.1 The Guidance on Transport Assessment, produced by the Dft in 2007, offers a series

of development thresholds beyond which a Transport Statement or Transport

Assessment is likely to be required. These thresholds are based on development

quantities expected to result in 30 or more additional two-way peak hour vehicle

movements. This guidance is a useful starting point for defining the area within

which the impact of development on the transport network can be considered

significant.

6.1.2 For the purpose of defining the study area only those trips associated with the

proposed housing and swimming pool will be new trips to the network. Other

vehicle movements associated with the school drop-off and other public parking are

considered to be already on the network. On this basis it is concluded that the traffic

effects of the proposed development will be insignificant.

6.1.3 Notwithstanding the above, the diversion of existing trips into the site will lead to a

significant quantity of vehicle movements at the proposed site access. For this

reason the proposed access has been subjected to junction modelling; below.

6.1.4 While these proposals will not have a significant effect on the A316 / A417 junction,

to the west of the site, the Barnwood development will. It is, therefore, appropriate

to include this junction within the study area when considering the cumulative

impact of both developments.

6.2 Traffic Flows

Existing Flows

6.2.1 The existing traffic flows used in this assessment are those presented, and agreed,

within the Barnwood TS. These traffic flows were recorded in June 2013 and

observed to peak between 07:30-08:30 and 16:45-17:45.

6.2.2 The 2013 peak hour traffic flows are shown on the attached Figures 1 and 2.

Traffic Growth

6.2.3 In accordance with the DFT guidance the future assessment year for the

redevelopment is five years after the date of registration of the planning application.

Therefore a TEMPRO growth factor has been applied to the observed 2013 traffic

flows, to provide forecast 2019 base flows.


SLS/TS-001 25

6.2.4 The growth factors to be used have been derived from the DfT’s TEMPRO 6.2

computer program using the National Trip End Model (NTEM) dataset 6.2. The

TEMPRO growth factor is based on origin/destination trip end types for the

Cotswolds, for all road types. This is the same approach as that approved for the

Barnwood development proposals.

6.2.5 The growth factors used in this assessment are:

1.0534 (5.34%) for the AM peak; and

1.0592 (5.92%) for the PM peak.

6.2.6 The following scenarios have been assessed:

2019 Base – (traffic flows growthed to 2019, without development)

2019 Proposed – (Base + Development)

2019 Sensitivity Test – (Base + Development + Barnwood + additional drop-

off / pick-up)

6.2.7 The 2019 peak hour Base traffic flows are shown on the attached Figures 3 and 4.

6.3 Summary of Traffic Flows

6.3.1 The effect of the proposed development in terms of new trips onto the network is

summarised in the table below. This table also includes a summary of the sensitivity

test scenario.


SLS/TS-001 26

Table 6.1 – Two-Way Link Flow Summary Table

Link / Junction

direction

2013 Observed Flows

2019 Base Flows 2019 Proposed

Flows 2019 Sensitivity Test

Proposed 2-Way Increase / %

Sensitivity Test 2-Way Increase / %

AM Peak PM Peak AM Peak PM Peak AM Peak PM Peak AM Peak PM Peak AM Peak PM Peak AM Peak PM Peak

A417 East of Proposed Development

EB 201 118 212 125 214 126 214 149 3 3 15 38

WB 128 188 135 199 136 201 148 213 / / / /

2-Way 329 306 346 324 350 327 362 362 1.0% 0.8% 4.3% 10.4%

A417 West of Proposed Development

EB 216 118 228 125 238 140 248 163 22 38 61 73

WB 140 188 147 199 158 222 189 234 / / / /

2-Way 356 306 375 324 397 362 436 397 5.5% 10.5% 14.0% 18.4%

A361 North of St John's St

NB 556 562 586 595 587 607 591 608 6 18 11 22

SB 555 531 585 562 589 569 590 572 / / / /

2-Way 1111 1093 1170 1158 1176 1176 1182 1180 0.5% 1.6% 0.9% 1.9%

A361 South of St John's St

NB 612 533 645 565 651 573 659 593 16 19 50 50

SB 535 572 564 606 573 617 599 628 / / / /

2-Way 1147 1105 1208 1170 1224 1190 1258 1221 1.3% 1.6% 4.0% 4.1%

A417 / A361 Junction

Total Junction Flows

22 / 38 / 61 / 73 /

1307 1252 1377 1326 1399 1364 1438 1399 1.6% 2.8% 4.3% 5.2%


SJS/TS-001 27

6.3.2 The table above demonstrates that the effect of the development is less than 30 two-

way vehicle movements, at the boundary of the study area.

6.3.3 The Sensitivity Test shows the effect of development at Barnwood and Upper Ready

Field to be up to 50 two-way vehicle trips, at the boundary of the study area. This

equates to around 1 vehicle every 2 minutes in any one direction. The associated

percentage increase lies within typical peak hour variation. For these reasons it is

considered that the development effect is negligible, beyond the A417 / A361

junction and east of the site access.

6.3.4 It should be noted that the figures above include trips diverted to the proposed

public parking which, although new to the A417 / A361 junction, at that time, will not

be new to the network beyond the study area.

6.4 Junction Capacity Assessment

6.4.1 The proposed site access and the existing A417/A361 junction have been tested

using the PICADY analysis package.

Site Access

6.4.2 The table below summarises the junction capacity assessment results.

Table 6.2 – Site Access, PICADY Summary

Scenario Stream

AM Peak PM Peak

Max RFC* Max Queue Max RFC* Max Queue

Proposed

Flows

A417 Eastbound

Right Turn 0.051 0 0.044 0

Site Access Exit 0.056 0 0.070 0

Sensitivity

Test

A417 Eastbound

Right Turn 0.081 0 0.045 0

Site Access Exit 0.083 0 0.071 0

* - RFC = Ratio of Flow to Capacity

6.4.3 The junction capacity (PICADY) assessment shows that the proposed access will work

well within theoretical capacity in all scenarios


SJS/TS-001 28

A417 / A361 Junction

6.4.4 The table below summarises the junction capacity assessment results.

Table 6.3 – A417/A361 Junction, PICADY Summary

Scenario Stream

AM Peak PM Peak

Max RFC* Max Queue Max RFC* Max Queue

Base

Flows

A417 Exit 0.517 1 0.633 2

A361 Northbound

Right Turn 0.312 0 0.149 0

Proposed

Flows

A417 Exit 0.547 1 0.716 2

A361 Northbound

Right Turn 0.327 0 0.169 0

Sensitivity

Test

A417 Exit 0.630 2 0.760 3

A361 Northbound

Right Turn 0.346 1 0.216 0

* - RFC = Ratio of Flow to Capacity

6.4.5 The junction capacity (PICADY) assessment shows that the existing A417/A361

junction will work well within theoretical capacity in all scenarios.

6.5 Summary

6.5.1 The analysis presented above shows that the proposed development will generate

fewer than 30 additional two-way vehicle movements. At this level the national

guidance suggests that the effect of development on the local transport network is

likely to be insignificant.

6.5.2 Junction capacity assessments confirm that the impact on the local highway is

insignificant.

6.5.3 Even when the proposed development is combined with possible development at the

Barnwood site, the junctions are shown to operate well within their capacity.


SJS/TS-001 29

7 Conclusions

7.1 Conclusions

7.1.1 The site is considered to have good accessibility, given that it is easily reached by a

choice of non-car modes of travel. Development on this site is therefore considered

to be entirely consistent with transportation policy objectives.

7.1.2 The development proposals will improve pedestrian safety by providing off-road

parking and an off-road pedestrian route for parents and children accessing the

nearby St Lawrence Primary School.

7.1.3 The development proposals will help improve the flow of peak hour traffic along St

John’s Road by removing some of the on-street parking.

7.1.4 The proposed swimming pool and community open space will reduce the need for

Lechlade residents to travel for those purposes.

7.1.5 The development will improve cycle accessibility by providing secure cycle parking

facilities for cyclists accessing Lechlade from the east.

7.1.6 The proposed public parking addresses a parking need identified by residents and in

the Cotswold District Local Plan.

7.1.7 Proposed parking on the site for cars, disabled drivers, bicycles and motorbikes

complies with the standards set out in the Cotswold District Local Plan.

7.1.8 Junction analysis shows that the effect of development on the local highway

network, in terms of queuing and delay at the proposed access and nearby

A417/A361 junction, is negligible.

7.1.9 It is concluded that there are no transport planning reasons for refusing this

application.

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