Land South of Chesterton Gardens, Sydenham, Leamington Spa Transport Assessment - david tucker associates - Planning Alerts | UK
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Land South of Chesterton Gardens,
Sydenham, Leamington Spa
Transport Assessm ent
david tucker associates
transport planning consultants
Land South of Chesterton Gardens,
Sydenham, Leamington Spa
Transport Assessm ent
15th March 2021
DN/20376-03 Transport Assessment
P repared by:
David Tucker Associates
Forester House, Doctors Lane
Henley-in-Arden
Warwickshire
B95 5AW
Tel: 01564 793598
Fax: 01564 793983
inmail@dtatransportation.co.uk
www.dtatransportation.co.uk
P repared For:
A.C. Lloyds Homes Ltd
© David Tucker Associates
No part of this publication may be reproduced by any means without the prior permission of David
Tucker Associates
Table of Contents
Page
1.0 INTRODUCTION ............................................................................................... 1
2.0 POLICY CONTEXT ............................................................................................. 3
3.0 EXISTING CONDITIONS ................................................................................. 11
4.0 ACCESS AND MOVEMENT STRATEGY .............................................................. 16
5.0 DEVELOPMENT PROPOSALS ........................................................................... 25
6.0 TRAFFIC GENERATION AND DISTRIBUTION .................................................. 27
7.0 TRAFFIC IMPACT JUNCTION ASSESSMENT .................................................... 32
8.0 CONCLUSION.................................................................................................. 34
Figures
Figure 1 - Location Plan
Drawings
Drawing 20376-01e - Proposed site access
Drawing 20376-02 - Concept Traffic Calming Scheme
Appendices
Appendix A - Indicative Site Masterplan
Appendix B - WCC Consultation Response to W/20/0617
Appendix C - Pre-application Technical Note
Appendix D - Traffic Count Data
Appendix E - PIC Data
Appendix F - Distribution Flows
Appendix G - Road Safety Audit Response Report
Appendix H - TRICS Data
Appendix I - Chesterton Drive/ St Fremund Way PICADY outputs
Appendix J - Chesterton Drive/ Sydenham Drive/ Prospect Road ARCADY outputs
Appendix K - Pre-application Technical Note 2
Land South of Chesterton Gardens, Sydenham, Leamington Spa
Transport Assessment
1.0 INTRODUCTION
1.1 David Tucker Associates (DTA) has been commissioned by A C Lloyds Homes Ltd to review
the transport implications of the proposed development of 200 dwellings at land south of
Chesterton Gardens, Sydenham, Leamington Spa. The site location is shown on Figure 1
and the indicative site masterplan is attached at Appendix A.
1.2 This Transport Assessment (TA) has been prepared in accordance with the National
Planning Policy Framework (NPPF) 2019 and National Planning Practice Guidance issued
in March 2014.
1.3 This report considers the transport and highways implications associated with the
proposals and is structured as follows:
• Chapter 2: Policy Context;
• Chapter 3: Existing Conditions;
• Chapter 4: Access and Movement Strategy;
• Chapter 5: Development Proposals;
• Chapter 6: Traffic Generation and Distribution;
• Chapter 7: Traffic Impact Assessment; and
• Chapter 8: Conclusions.
1.4 The scope of this TA, specifically including traffic generation, distribution and junction
impacts have been discussed and agreed with Warwickshire County Council as Local
Highway Authority (LHA).
1.5 This TA has been updated following refusal of planning application W/20/0617. That
application is being appealed (Ref APP/T3725/W/21/3270663). Whilst WCC did not raise
any objections subject to the provision of suitable contributions and works (see Appendix
B), the Planning Authority refused the application with reason for refusal 1 stating:
RFR1: The provision of a single vehicular access to the site via an existing residential area would
result in a substandard form of development that would not provide an attractive or safe route for
vehicles into the site or within that wider area due to the circuitous nature of the access through
an existing residential cul-de-sac and the resulting traffic volumes. The provision of an additional
200 dwellings off a singular point of access to this development is therefore considered to be
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detrimental to highway safety. The proposal is therefore considered contrary to Policy TR1 of Local
Plan.
1.6 This report has been updated (previous TA date July 2019) to primarily:
• Reflect any changes in recorded injury accidents in the study area
• Reflect changes to the public transport services in light of COVID.
• Include a safety audit of the proposed access arrangements to respond to the
concern raised in the RfR1 regarding the access into the site not being attractive
or safe.
• Introduce a concept traffic calming scheme for the local road network in response
to a request from WCC for a such a scheme to be funded by the developer.
• Provide clarification on distances to facilities/ amenities and bus stops.
1.7 All impact assessment work is consistent with the previous transport assessment (20376-
01a) due to the assessment year being 2021.
1.8 This TA considers the potential transport and highways impacts of the proposals including
the impact of development generated traffic on the capacity and safety of the surrounding
road network.
1.9 Access to the site is proposed to be via Brimstone End within the recently completed
Chesterton Gardens development to the south of St Fremund Way. It will therefore, be
served by the existing road network. The pre-application technical note (see Appendix
C) which has thoroughly analysed these local road networks has made the following
comments:
“…it has been demonstrated that Chesterton Drive currently operates within its theoretical
capacity and will continue to do so with the inclusion of a further 200 dwellings”.
1.10 This TA considers the potential transport and highways impacts of the proposals including
the impact of development generated traffic on the capacity and safety of the surrounding
road network. It is concluded that proposed development would have no material residual
adverse impact on the safe operation of the local highway network.
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2.0 POLICY CONTEXT
2.1 National Policy
National Planning Policy Framework (2019)
2.1.1 In February 2019, the Government published a revised National Planning Policy
Framework (NPPF). This report should therefore be read in the context of the new NPPF.
2.1.2 Paragraph 109 of the NPPF is clear that: "Development should only be prevented or
refused on highways grounds if there would be an unacceptable impact on highway safety,
or the residual cumulative impacts on the road network would be severe".
2.1.3 Within this context, the NPPF identifies in Paragraph 110 that applications for development
should:
"a) give priority first to pedestrian and cycle movements, both within the scheme and with
neighbouring areas; and second – so far as possible – to facilitating access to high quality public
transport, with layouts that maximise the catchment area for bus or other public transport services,
and appropriate facilities that encourage public transport use;
b) address the needs of people with disabilities and reduced mobility in relation to all modes of
transport;
c) create places that are safe, secure and attractive – which minimise the scope for conflicts
between pedestrians, cyclists and vehicles, avoid unnecessary street clutter, and respond to local
character and design standards;
d) allow for the efficient delivery of goods, and access by service and emergency vehicles; and
e) be designed to enable charging of plug-in and other ultra-low emission vehicles in safe,
accessible and convenient locations."
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2.1.4 Paragraph 111 of the NPPF goes on to state 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 or transport assessment so that
the likely impacts of the proposal can be assessed".
2.1.5 In reinforcing the principle of supporting sustainable development, paragraph 10
stipulates that at the heart of the Framework is "...a presumption in favour of sustainable
development".
National P lanning P ractice Guidance (M arch 2014)
2.1.6 The Department for Communities and Local Government (CLG) published the Planning
Practice Guidance (PPG), which reinforces the guidance contained in the NPPF.
2.1.7 In particular in para 32 the PPG states:
“Local planning authorities must make a judgement as to whether a development proposal would
generate significant amounts of movement on a case by case basis (i.e. significance may be a
lower threshold where road capacity is already stretched or a higher threshold for a development
in an area of high public transport accessibility).
In determining whether a Transport Assessment or Statement will be needed for a proposed
development local planning authority should take into account the following considerations:
• The Transport Assessment and Statement policies (if any) of the Local Plan;
• The scale of the proposed development and its potential for additional trip generation
(smaller applications with limited impacts may not need a Transport Assessment or
Statement);
• Existing intensity of transport use and the availability of public transport;
• Proximity to nearby environmental designations or sensitive areas;
• Impact on other priorities/ strategies (such as promoting walking and cycling);
• The cumulative impacts of multiple developments within a particular area; and
• Whether there are particular types of impacts around which to focus the Transport
Assessment or Statement (e.g. assessing traffic generated at peak times).
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2.1.8 The document advocates early consultation with key decision makers at an early stage
through pre-application discussions to determine the scope of the technical work required
to underpin the associated assessments and travel plans. The key issues it suggests that
should be considered are:
• The planning context of the development proposal;
• Appropriate study parameters (i.e. area, scope and duration of study);
• Assessment of public transport capacity, walking/ cycling capacity and road
network capacity;
• Road trip generation and trip distribution methodologies and/ or assumptions
about the development proposal;
• Measures to promote sustainable travel;
• Safety implications of development; and
• Mitigation measures – including scope and implementation strategy.
2.1.9 It acknowledges that the scope and level of detail in reports will vary from site to site,
but suggests the following should be considered when settling the scope of the
proposed assessment:
• information about the proposed development, site layout, (particularly proposed transport
access and layout across all modes of transport);
• information about neighbouring uses, amenity and character, existing functional
classification of the nearby road network;
• data about existing public transport provision, including provision/ frequency of services
and proposed public transport changes;
• a qualitative and quantitative description of the travel characteristics of the proposed
development, including movements across all modes of transport that would result from
the development and in the vicinity of the site;
• an assessment of trips from all directly relevant committed development in the area (i.e.
development that there is a reasonable degree of certainty will proceed within the next
three years);
• data about current traffic flows on links and at junctions (including by different modes of
transport and the volume and type of vehicles) within the study area and identification of
critical links and junctions on the highways network;
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• an analysis of the injury accident records on the public highway in the vicinity of the site
access for the most recent three-year period, or five-year period if the proposed site has
been identified as within a high accident area;
• an assessment of the likely associated environmental impacts of transport related to the
development, particularly in relation to proximity to environmentally sensitive areas (such
as air quality management areas or noise sensitive areas);
• measures to improve the accessibility of the location (such as provision/ enhancement of
nearby footpath and cycle path linkages) where these are necessary to make the
development acceptable in planning terms;
• a description of parking facilities in the area and the parking strategy of the development;
• ways of encouraging environmental sustainability by reducing the need to travel; and
• measures to mitigate the residual impacts of development (such as improvements to the
public transport network, introducing walking and cycling facilities, physical improvements
to existing roads.
In general, assessments should be based on normal traffic flow and usage conditions (e.g. non-
school holiday periods, typical weather conditions) but it may be necessary to consider the
implications for any regular peak traffic and usage periods (such as rush hours). Projections should
use local traffic forecasts such as TEMPRO drawing where necessary on National Road Traffic
Forecasts for traffic data.
The timeframe that the assessment covers should be agreed with the local planning authority in
consultation with the relevant transport network operators and service providers. However, in
circumstances where there will be an impact on a national transport network, this period will be
set out in the relevant Government policy.
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2.2 Local Planning Policy
W arw ick District Local Plan (2011-2029)
2.2.1 This document sets out the council’s policies and proposals supporting development of
the district through to 2029. The purpose of the plan is to establish the long-term spatial
vision of the district and how this will be delivered through a sustainable strategy.
2.2.2 This development proposes a total quantum of 200 residential units within a first phase,
and will be a mix of affordable and private housing.
2.2.3 DS11 (Allocated Housing Sites) - The application site forms part of a wider allocation (H03:
East of Whitnash/south of Sydenham) identified for a development of 500 dwellings under
Policy DS11: Allocated Housing Sites.
2.2.4 The following are the relevant transport policies contained in the plan.
TR1 (Access and Choice)
Development will only be permitted which provides safe, suitable and attractive access routes for
pedestrians, cyclists, public transport users, delivery vehicles and other users of motor vehicles, as
appropriate. Development proposals will be expected to demonstrate that they:
a) are not detrimental to highway safety;
b) are designed to provide suitable access and circulation for a range of transport modes
including pedestrians, cyclists and public transport services;
c) create safe and secure layouts for motorised vehicles, cyclists, pedestrians and public
transport and integrate the access routes into the overall development;
d) incorporate facilities for charging plug-in and other ultra-low emission vehicles where
the development proposals include provision for off street parking and is for one or more
dwelling, and;
e) have taken account of the needs of people with disabilities by all modes of transport”
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TR2 (Traffic Generation)
TR2 Traffic Generation All large-scale developments which result in the generation of significant
traffic movements, should be supported by a Transport Assessment and where necessary a Travel
Plan, to demonstrate practical and effective measures to be taken to avoid the adverse impacts of
traffic.
Any development that results in significant negative impacts on health and wellbeing of people in
the area as a result of pollution, noise or vibration caused by traffic generation will not be permitted
unless effective mitigation can be achieved.
Any development that results in significant negative impacts on air quality within identified Air
Quality Management Areas or on the health and wellbeing of people in the area as a result of
pollution should be supported an air quality assessment and, where necessary, a mitigation plan
to demonstrate practical and effective measures to be taken to avoid the adverse impacts.
A Transport Statement will be required for development that has relatively small transport
implications in line with the Guidance on Transport Assessments. All measures required in the
Policy should take full account of the cumulative impact of all development proposed in this Plan
(and any other known developments) on traffic generation and air quality.
TR3 (Parking)
Development will only be permitted that makes provision for parking which: -
a) does not encourage unnecessary car use;
b) has regard to the location and accessibility of the site by means other than the private
car;
c) does not result in on-street car parking detrimental to highway safety;
d) takes account of the parking needs of disabled car users, motorcyclists and cyclists; and
e) takes account of the requirements of commercial vehicles.
Development will be expected to comply with the parking standards set out in the most recent
Parking Supplementary Planning Document.
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DM1 (Infrastructure Contributions)
DM1 Infrastructure Contributions Development will be expected to provide, or contribute towards
provision of:
a) Measures to directly mitigate its impact and make it acceptable in planning terms; and
b) Physical, social and green infrastructure to support the needs associated with the
development.
Infrastructure and mitigation measures will be provided in a timely manner to support the
objectives of the Plan.
The Council will, where appropriate, seek to secure site-specific infrastructure investments and/or
contributions as well as off-site contributions and/or investments. The nature and scale of these
will be related to the form of development and its potential impact on the site and surrounding
area. The cumulative impact of developments will also be taken into account.
Developer contributions in the form of Planning Obligations and/or Community Infrastructure Levy
(CIL) will contribute towards strategic infrastructure required to support the overall development
in the Plan.
The Council will work in partnership with infrastructure providers and other delivery agencies in
updating the Infrastructure Delivery Plan to ensure an up to date evidence base regarding
infrastructure requirements and costs is maintained.
Warwickshire District Council: Residential Design Guide
W arw ick District Council: R esidential Design Guide
2.2.5 The guide sets out what the Council expect in terms of good design and includes advice
on layout, density, character, local architectural styles, materials, access and parking,
landscaping and open space.
W arw ickshire’s Local Transport P lan
2.2.6 Warwickshire’s Local Transport Plan 3 presents the county’s approach to transport and
the vision, goals and challenges that the county wishes to achieve and the reasons for it.
The document sets out its purpose in the following passages:
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• To promote greater equality of opportunity for all citizens in order to promote a fairer,
more inclusive society;
• To seek reliable and efficient transport networks which will help promote full employment
and a strong, sustainable local and sub-regional economy;
• To reduce the impact of transport on people and the [built and natural] environment and
improve the journey experience of transport users;
• To improve the safety, security and health of people by reducing the risk of death, injury
or illness arising from transport, and by promoting travel modes that are beneficial to
health;
• To encourage integration of transport, both in terms of policy planning and the physical
interchange of modes;
• To reduce transport’s emissions of carbon dioxide and other greenhouse gases, and
address the need to adapt to climate change.
2.2.7 The policies relevant to Development Control are primarily set out in the land use and
transportation strategies. Policies relevant to this development are:
Policy LUT5: Transport assessments
The County Council will require Transport Assessments/Statements to be submitted to support
planning applications where it is deemed appropriate. The information should follow the general
guidance on Transport Assessments as published by the Department for Transport. Where
significant development is proposed, the County Council will require the use of Micro-Simulation
modelling techniques to support the Transport Assessment process. The County Council will also
work with applicants to scope the individual requirements for the sites/areas under assessment.
Policy LUT8: Road safety audits
The County Council will require an appropriately staged Safety Audit to accompany any planning
application that requires certain works within the highway to be carried out, for example new
junctions, ghost island junctions and significant alterations to existing junctions. It is recommended
that the applicant should contact the County Council for advice and guidance on these issues at
the earliest opportunity.
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3.0 EXISTING CONDITIONS
3.1 Site Location
3.1.1 The proposed development is located south of the Bridleway known as Greenfield Road.
The site is currently a field used for agricultural purposes. It is bound to the east by open
fields and to the west by the railway line which runs into Leamington Spa from Banbury.
At the northern boundary of the site previous phases of residential development have
been completed and fully occupied. The location of the proposed development is shown
on Figure 1.
3.2 Highway Network
3.2.1 The local road network in relation to the proposed development is also shown on Figure
1.
3.2.2 Greenfield Road Bridleway directly borders the northern boundary of the site, it is a narrow
lane of approximately 2.5m wide with no lighting and a loose gravel surface. Running
immediately north and parallel with this is the new internal road network of Chalkhill Place
within Chesterton Gardens. The network comprises carriageways including Chalkhill Place,
Brimstone End, Emperor Boulevard and St Fremund Way. These carriageways are well lit,
are between approximately 6.5 and 7.0m wide and are subject to a 20mph speed limit.
These interconnected carriageways are linked together via priority T-junction facilities.
3.2.3 The local highway network described above can be accessed via Chesterton Drive.
Chesterton Drive runs from approximately 1km north west of the site’s northern boundary,
where Prospect Road, Sydenham Drive and Chesterton Drive meet at a 4-arm roundabout.
From the 4-arm roundabout Chesterton Drive stems east and then south for approximately
500m where it runs into St Fremund Way. Chesterton Drive is subject to a 30mph speed
limit.
3.2.4 Approximately 1km north west of the site a 4-arm roundabout provides access to central
Leamington and Warwick. To the west Prospect Road runs into Tachbrook Road which
provides links to the Queensway and A452. The A452 can be followed south where it links
with the M40 running between Oxford (south) and Birmingham (north). To the north of
the Sydenham Drive links with carriageways running north out of Leamington Spa and
further to Kenilworth and Coventry.
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3.3 Existing Traffic Flows
3.3.1 In order to establish existing flows in the vicinity of the site, an automated traffic count
(ATC) was undertaken on Chesterton Drive located approximately 1km north of the site.
The ATC was undertaken between the 18th May 2018 and the 24th May 2018. The full
results are attached at Appendix D. Table 1 provides summaries of the ATC results,
including both volumetric and speed data.
Table 1 - Summary of ATC traffic volume and speed
Volumetric Speed
5-day 7-day AM PM 85th %ile Average
Average Average Peak Peak (mph) (mph)
Northbound 1771 1702 223 215 29.5 24.6
Southbound 1784 1712 58 111 29 23.9
3.3.2 The average peak two-way traffic flows for the weekday were recorded between 08:00-
09:00 at 281 (223 + 58) vehicles and 17:00-18:00 at 326 (215 + 111) vehicles. This
demonstrates that the highest traffic flows still occur during the traditional AM and PM
peak periods.
3.3.3 Table 1 in TA79/99 categorises roads into types. Those relevant to Chesterton Drive would
be the classifications of either UAP3 or UAP4. They are described as:
UAP3 – Variable standard road carrying mixed traffic with frontage access, side roads, bus
stops and at-grade pedestrian crossings.
UAP4 – Busy high street carrying predominantly local traffic with frontage activity included
loading and unloading.
3.3.4 Table 2 of TA79/99 presents the one-way hourly capacity for the classification of roads.
The two widths in the table similar to Chesterton Drive are 6.1m and 6.75m.
3.3.5 The results of classifying Chesterton Drive as a UAP4 road with a width of 6.1m suggests
the road could cater for a busiest one-way flow of 750 vehicles and a two-way capacity
of 1250 vehicles (based on the stated 60/40 split).
3.3.6 The volumetric results of the ATC survey demonstrate that the busiest two-way recorded
flows above is 326 vehicles, which is significantly lower than the maximum capacity of
1250.
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3.3.7 The speed results of the ATC survey demonstrate that the average speed both southbound
and northbound are similar at 23.9 and 24.6mph respectively.
3.3.8 The 85th percentile speed was recorded at 29.0mph southbound and 29.5mph
northbound.
3.3.9 Furthermore, according to the ATC survey regarding the ‘class’ of traffic over a 12-hour
average both southbound and northbound yielded comparable results with 92% of
recorded traffic attributable to cars and less significant percentages to LGVs, HGVs and
Motorcycles.
3.3.10 A classified turning count survey was also undertaken at the junction of Chesterton Drive
and St Fremund Way. This CTC was in operation on Tuesday 22nd May 2018 during the
period of the ATC. The camera which carried out the CTC survey was located to the east
of the junction; the view is shown on Image 1 below.
Image 1 - Camera View of Chesterton Drive Junction - CTC Undertaken Here
3.3.11 The data obtained from the CTC analysis have been compiled and used in order to
generate existing condition Traffic Flow Turning diagrams for the Chesterton Drive/ St
Fremund Way junction. These diagrams are shown in Image 2 and Image 3 below.
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Image 2 - AM Peak Hour Total Traffic Flow
Image 3 - PM Peak Hour Total Traffic Flow
3.4 Personal Injury Collisions
3.4.1 Personal Injury Collision (PIC) data has been obtained from Warwickshire County Council
for the most recent five-year period from 01/02/2016-15/02/2021. The PIC output plan
and full reports are attached at Appendix E.
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3.4.2 The study area includes;
• The junction of Sydenham Drive/ Prospect Road/ Chesterton Drive, along
Chesterton Drive, Ft Fremund Way through to Emperor Boulevard;
• The section of Church Lane between Whitnash Road and the railway line has also
been included; and
• The Bridleway along the northern boundary of the site.
3.4.3 There have been 6 PICs in the last 5-years within the analysed area. These are
summarised below:
• Slight - Chesterton Drive/ Packwood Close Junction – Car drove into the rear of a
parked car.
• Slight - Chesterton Drive/ Sydenham Drive Junction – Cyclist failed to indicate
resulting in a collision with a turning vehicle.
• Slight - Chesterton Drive/ Asda Junction – A vehicle turned across the path of
another when turning right into the superstore car park.
• Slight – St Fremund Way/ Otters Rest Junction – A cyclist left the footway and
collided with a turning vehicle.
• Slight – Campion School Roundabout – Two cyclists collided.
• Serious – Chesterton Drive/ Moncrieff Drive Junction – Car hit rear of a turning
cyclist.
3.4.4 After review of this PIC data it is clear that all of the incidents can be attributed to human
behaviour errors. There are no significant existing road safety issues and the traffic
generated by the proposed development would therefore not compromise road safety.
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4.0 ACCESS AND MOVEMENT STRATEGY
4.1 Introduction
4.1.1 The overall Access and Movement Strategy for the proposed development is based on the
principle of utilising newly developed road networks which have been established to serve
a completed residential development on land to the South of St Fremund Way and which
are situated adjacent to the proposed site location.
4.2 Pedestrian and Cycle Access
4.2.1 The existing road network in the vicinity of the proposed development site which
comprises Chalkhill Place, Brimstone End, Emperor Boulevard and St Fremund Way, has
been newly developed to serve phase 1 of the residential development masterplan in
Sydenham. This highway network accommodates pedestrians and cyclists with consistent
on-street lighting and footways which run along both sides of all carriageways. Footways
are a minimum of 2.0m wide and dropped tactile paving provided at appropriate crossing
points. For example, that shown in Image 4 below where Mill Pond Meadows meets St
Fremund Way at a priority T-junction.
Image 4 - Priority T-junction at Mill Pond Meadows and St Fremund Way
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4.2.2 Along Chesterton Drive the footways remain consistently at a minimum of 2.0m wide
however, in some places the footway is limited to one side of the road and this is the
same for street lighting. There is one pelican crossing and some dropped tactile paving
along Chesterton Drive which will enable safer crossing for pedestrians.
4.2.3 A dedicated cycleway runs along the western boundary of Sydenham Drive for
approximately 800m before reaching the Chesterton Drive/ Sydenham Drive/ Prospect
Road 4-arm roundabout junction. At this junction the cycleway bears east and continues
along Chesterton Drives northern boundary for approximately 50m before merging with
the carriageway.
4.2.4 National cycle route 41 runs approximately 2km north of the site, accessed off Radford
Road and providing a primarily traffic free route east into Leamington Spa centre and west
through Long Itchington. Leamington Spa is within the Cycleways area, Cycleways is a
volunteer group who work to campaign for better cycling provision within Warwickshire.
4.2.5 With regard to the development site, there would be extensive provision to facilitate foot
and cycle movements throughout the site. This will include provision of the following
where appropriate in line with the DfT’s MfS and MfS2:
• A good level of street and path lighting;
• Warning signs prior to junctions;
• On-site roads will be designed to 20mph;
• Tactile and coloured surfacing;
• Safety kerbing;
• Reduced junction mouth widths to promote slower vehicle speed where appropriate;
and
• Signage to direct pedestrians and cyclists to key facilities and places of interest,
including distances.
4.2.6 A mix of cycle parking facilities will be provided at the development to comply with local
standards and will be designed and tailored to the likely needs of future occupants. Cycle
parking will be provided within the confines of a dwelling/ garage, or alternatively provided
in secure, well lit, covered cycle storage facilities.
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4.3 Bus Service Provision
4.3.1 The nearest bus services to the site are to the north on St Fremund Way, which is
approximately 400m from the centre of the site’s northern boundary (700m from the south
eastern corner of the site following the proposed and existing footways). The nearest
stops to the west are on Whitnash Road approximately 500m away (730m from the site’s
south-eastern corner). A summary of the bus services in the area are shown in Table 2
below.
Table 2 - Summary of Bus Services
Frequency
Service Stop Route
Mon-Fri Sat Sun
Withy Sydenham - Every 30 mins Every 30 mins Every 30 mins
67
Bank Leamington (06:37 – 18:57) (06:57 – 18:57) (08:45 – 20:12)
Church Whitnash – Leamington Every 20 mins Every 20 mins Every 30 mins
1
Lane - Warwick (06:00 – 22:48) (06:50 – 22:48) (09:15 – 18:15)
4.3.2 St Fremund Way provides access to the number 67 service operated by Stagecoach, which
offers a 30 minute frequent service to Leamington Spa town centre, Monday to Saturday
with a journey time of circa 17 minutes. The service frequency has been slightly reduced
due to the current COVID pandemic from 20 min service. Furthermore, due to closures to
The Parade in Leamington the service now takes an alternative route to the north of the
Town.
4.3.3 Whitnash Road provides access to the No.1 service which is also operated by Stagecoach.
The 1 generally offers a 20 minute frequent service to Leamington Spa and Warwick,
Monday to Friday. The Saturday service is also every 20 minutes which increases to every
30 minutes on Sundays. Again the frequency of the service prior to the COVID pandemic
was every 10 mins.
4.3.4 All services offer provision during early morning and late evening periods, providing a
suitable alternative mode of travel to that of the private car.
4.3.5 Whist it is proposed the site will provide for bus stops etc through the future reserved
matters applications, it is not intended to extend the service into the site for this phase.
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4.3.6 The stops and associated infrastructure would “future proof” the site when the land to the
south in the wider allocation comes forward for development. Dwellings in those phases
would likely be beyond what would be considered to be a reasonable walking distance to
those existing bus stops on St Fremund Way and Whitnash Road.
4.4 Rail Service Provision
4.4.1 The nearest train station to the proposed development is Leamington Spa Station which
is located approximately 2.5km north west. This translates into an approximate walking/
cycling time of 31/ 8 minutes.
4.4.2 The station is operated by Chiltern railways and provides secure bicycle parking stands
with space for 198 bikes, and a car park with 706 spaces and an additional 8 accessible
spaces provided.
4.4.3 Train services include half-hourly connections to and from Birmingham New Street/ Moor
Street, London Marylebone and other less frequent services for example the hourly service
to and from Manchester Piccadilly.
4.5 Local Facilities
4.5.1 This section of the TA considers access to the following services:
• Education;
• Food retail;
• Doctor’s surgery; and
• Employment.
4.5.2 The majority of trips that will be made by foot or cycle from the proposed development
will be for the purpose of short shopping trips, access to leisure facilities, school journeys,
and trips to bus stops as part of linked trips to other destinations. A Local Facilities Plan
is shown at Figure 1.
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4.5.3 It is generally considered that for distances under 2km, walking offers the greatest
potential to replace short car trips. This is confirmed by Manual for Streets (DfT 2007)
which confirms that: “Walkable neighbourhoods are typically characterised by having a
range of facilities within 10 minutes (up to approximately 800m) walking distance of
residential areas which residents may access comfortably on foot. However, this is not
defined as an upper limit and PPG13 states that walking offers the greatest potential to
replace short car trips, particularly those under 2km”. Furthermore, for distances under
5km, cycling has the potential to substitute for short car trips.
4.5.4 Accessibility by foot to local amenities was determined by measuring the distances from
the site access to the local amenities. Distances of 400m, 800m and 1200m for walking
were measured along the most direct routes between the site and the facilities/ amenities.
Distances of 1km, 2.5km and 5.0km for cycling were measured along the most direct
routes between the site and the facilities/ amenities. Image 5 and Image 6 show the
resulting isochrones.
Image 5 - Walking Distance Isochrone (400m, 800m, 1200m)
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Image 6 - Cycling Distance Isochrone (1km, 2.5km, 5km)
Education
4.5.5 Sydenham Primary School is located 1.2-1.4km north of the site, this equates into an
approximate walking/ cycling time of 18/ 5 minutes respectively. Whitnash Primary School
is a similar distance to the west via Church Lane.
4.5.6 St Anthony’s Catholic Primary School is located slightly further north at approximately
2.2km, this translates into walking/ cycling times of 26/ 8minutes respectively.
4.5.7 Campion Secondary School is located approximately 700-900m north of the site.
Pedestrians can utilise the footway that runs parallel with the railway line northbound, this
journey translates into an approximate walking/ cycling time of 10/ 2 minutes respectively.
4.5.8 The distance of all of the schools near the site are within the distance shown by the 2014
National Travel Survey, where 80% of pupils are more likely to walk to school than be
driven. This increases to 90% for secondary school trips.
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Food Retail
4.5.9 There is an Asda Leamington Spa Superstore located off Chesterton Drive approximately
1km north of the site. This translates into a walking/ cycling time of 13/ 4 minutes.
4.5.10 Within Leamington Spa town centre there are a number of other supermarkets including
Co-op and Morrisons. Additionally, there is a parade of local shops located on Home Farm
Crescent in Whitnash 800m west of the site and easily accessed by pedestrians and
cyclists.
Doctor’s Surgery
4.5.11 In terms of access to health provisions, Croft Medical Centre is located 1.4km north of the
site accessed via St Fremund Way and Chesterton Drive. The centre is open Monday-
Friday between 7:00am-7:30pm providing regular GP appointments and other more
specialist treatments.
Employment
4.5.12 With regards to employment, a review of 2011 Census data for the Middle Super Output
Area (MSOA) of Warwick 015 within which the proposed development is located shows
that approximately 2% of residents live and work within the same MSOA. The majority of
residents within the Warwick 015 MSOA travel to another MSOA location for work.
Approximately 58% of residents work in any Warwick MSOA, 9% in Stratford-upon-Avon
and a further 10% work in Coventry.
4.5.13 A summary of the Census 2011 MSOA destination of work data is shown in Table 3 below.
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Table 3 - Census 2011 MSOA Destination of Work Data (Warwick 015)
Destination (MSOA) Total %Total
Warwick 58%
Warwick 012 529 17%
Warwick 011 299 9%
Warwick 007 243 8%
Warwick 010 215 7%
Warwick 013 141 4%
Warwick 009 110 3%
Warwick 005 104 3%
Warwick 015 76 2%
Warwick 008 73 2%
Warwick 014 43 1%
Warwick 001 27 1%
Warwick 002 16 1%
Stratford Upon Avon 9%
Stratford-upon-Avon 013 109 3%
Stratford-upon-Avon 009 59 2%
Stratford-upon-Avon 008 53 2%
Stratford-upon-Avon 005 50 2%
Stratford-upon-Avon 004 45 1%
Stratford-upon-Avon 011 17 1%
Coventry 301 10%
Birmingham 80 3%
Solihull 76 2%
Rugby 56 2%
Cherwell 52 2%
Daventry 37 1%
Nuneaton and Bedworth 25 1%
Redditch 19 1%
4.5.14 In addition to this destination of work data, the Census 2011 database has been used to
show the mode of journey to work by residents within the Warwickshire 015 MSOA. The
modal choice data shows that the journey to work mode share for driving a car or van is
65% with another 14% of residents within this MSOA getting to work on foot. A summary
of these ‘mode of travel to work’ data is shown in Table 4 below.
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Table 4 - Summary of Journey to Work Modal Choice (Warwick 015)
Modal Choice Warwick 015 MSOA
Driving a Car or Van 65%
On Foot 14%
Passenger in Car or Van 6%
Bus, Minibus or Coach 5%
Bicycle 4%
Train 4%
Other Method of Travel to Work 2%
4.5.15 The MSOA destination of work data has been used to create an assigned distribution
diagram for current movements by residents within the Warwick 015 MSOA. See
Appendix F.
Summary
4.5.16 Overall, the site is considered to be well located in terms of accessibility to local facilities.
Opportunities for enhancing accessibility between the development site and these local
facilities are identified within this TA.
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5.0 DEVELOPMENT PROPOSALS
5.1 The current development proposals are for up to 200 residential properties.
5.2 The proposed vehicle access to the site will be from the existing highway network servicing
a previous phase of the Chesterton residential development immediately north of the
proposed site boundary. The access point to the site will be from Brimstone End where it
meets Greenfield Road and through an existing gateway, this access will need to be
widened and earthwork levelling works to be undertaken. This access plan can be found
at Drawing 20376-01e.
5.3 The access proposes a formalised give way arrangement to assist with preventing vehicles
turning on and off the existing bridleway.
5.4 Through discussions with regular users of the bridleway for accessing land to the east
two, passing bays have been included either side of the access road.
5.5 Visibility splays with an ‘x’ distance of 2.4m back from the give way line to ‘y’ distances of
25m along the bridleway will be provided.
5.6 An independent stage 1 road safety audit has been undertaken on the proposed bridleway
crossing arrangement. The audit highlighted concerns regarding the priority arrangement
and interaction between users of the bridleway and the site access. The scheme has been
progressed to include the majority of recommendations made. A safety audit response
report has been drafted which sets out how the scheme has been progressed to respond
to the issues and recommendations which is attached at Appendix G.
5.7 The bridleway also serves to provide an accepted emergency access via Church Lane to
the previous phase of development. This arrangement is to be continued for this phase
via an emergency access link to the northwest corner of the development as shown
indicatively on the masterplan.
5.8 The bridleway provides pedestrian and cycle access to the west via Church Lane and into
the south of Campion School via existing connections.
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5.9 All established footways will comply with guidelines having a minimum width of 2.0m,
sufficient lighting and crossing facilities including dropped tactile paving.
5.10 Car Parking will be provided on site in accordance with the residential parking standards
as set by Warwick District Council.
5.11 A concept traffic calming scheme for Emperor Boulevard and St Fremund Way is shown
on Drawing 20376-02.
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6.0 TRAFFIC GENERATION AND DISTRIBUTION
6.1 Proposed Traffic Generation
6.1.1 In order to derive the potential traffic generation of the proposed development, the
number of addresses located south of Chesterton Drive, which was the location of the
ATC undertaken, have been checked these are summarised in Table 5 below.
Table 5 - Number of Addresses South of Chesterton Drive
Existing Roads Dwellings
Otters Rest 21
Kingfishers Reach 13
Beavers Brook 20
Withy Bank 20
Badgers Retreat 30
Parish End 45
Littleworth Croft 21
Red Hill furrows 13
Hastang Fields 25
Pebble Islands Way 35
St Fremund Way 72
Horsepool Hollow 26
Mill Pond Meadows 13
Chesterton Drive 8
South of Withy Bank 209
TOTAL 571
6.1.2 This address data alongside the ATC data have been utilised in order to calculate a per
dwelling trip rate, the ATC data used for trip rate calculations have been summarised in
Table 6 below.
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Table 6 - ATC Data Based on 5-day Average Hourly Traffic Flows
NB SB TOTAL
00:00 4 9 13
01:00 3 2 5
02:00 1 2 3
03:00 3 2 5
04:00 7 1 8
05:00 28 5 33
06:00 99 18 117
07:00 231 41 272
08:00 223 58 281
09:00 92 86 178
10:00 81 62 143
11:00 75 66 141
12:00 81 94 175
13:00 84 85 169
14:00 83 93 176
15:00 104 145 249
16:00 100 174 274
17:00 111 215 326
18:00 115 209 324
19:00 101 156 257
20:00 62 111 173
21:00 46 71 117
22:00 29 57 86
23:00 9 21 30
24hr 1772 1783 3555
6.1.3 These ATC derived trip rates have been calculated by dividing the peak hour traffic
movements (highlighted in yellow within Table 6 above), by the number of addresses
(571). This provides accurate data given the mix of housing type and location which is
directly comparable to the proposed development. The resulting trip rates are shown in
Table 7 below.
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Table 7 - ATC Derived Trip Rates
In Out Total
AM 0.102 0.391 0.492
PM 0.377 0.194 0.571
Daily 3.123 3.103 6.226
6.1.4 Trip rates have also been derived from TRICS (Appendix H) using journey to work mode
share data for the area, the results of this are shown in Table 8 below. When compared
with trip rates derived from ATC and address data, the trip rates from TRICS were higher
in the AM peak and over a full day however, were lower in the PM peak.
Table 8 - TRICS Derived Trip Rates
IN OUT TOTAL
AM 0.170 0.551 0.721
PM 0.372 0.187 0.558
DAILY 2.674 2.762 5.437
6.1.5 Due to evening peak hour being the busiest and that the local data represents the area
more accurately, the ATC derived trip rates have been agreed with WCC for testing.
However, to ensure an overly robust assessment the higher TRICS rates have been used
in the assessment of the development. Therefore, using the trip rates in Table 8, a
forecast traffic generation for 200 dwellings has been calculated. The results are
summarised in Table 9 below.
Table 9 - Traffic Generation for 200 Dwellings
IN OUT TOTAL
AM 34 111 145
PM 75 38 113
DAILY 539 557 1096
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6.1.6 The forecast two-way link flow for Chesterton Drive inclusive of the proposed development
during the AM Peak is 426 (281 + 145) and during the PM Peak is 439 (326 + 113). As
stated in section 3.3.5; classification of Chesterton Drive as a category UAP4 road with a
width of 6.1m suggests that the road is able to cater for maximum flows of 750 one way
and 1250 two-way vehicle movements based upon a one-way, two-way 60/40 split.
Therefore, it can be summarised that Chesterton Drive will operate at approximately one
third of its maximum 1250 capacity two-way flow during both the AM and PM Peak
inclusive of the proposed development.
6.2 Traffic Distribution
6.2.1 The forecast traffic generation has been distributed using the Census Journey to Work
data (2011) for the Warwick 015 Middle Super Output Area (MSOA), presented in section
4.5.12 to 4.5.16, within which the proposed development is located. A breakdown of trip
location distribution from this area to employment destinations is summarised in Table
4.
6.2.2 The Census 2011 data demonstrates that the three key employment areas for residents
at the site are Warwick MSOAs, Stratford-Upon-Avon MSOAs and Coventry comprising
77% of the total journey locations.
6.2.3 Using the most direct route to employment destinations obtained from online routing
software a development traffic distribution diagram has been generated, this is attached
at Appendix F. The primary initial distributions from the proposed site are 58% west
along Prospect Road, 37% north along Sydenham Drive. From here various routes are
taken by traffic according to location of employment.
6.2.4 The distribution assumptions have been used in the wider S-Paramics modelling presented
to WCC in the pre-application technical note(s).
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6.3 Background Traffic Growth
6.3.1 In accordance with DfT guidance, the base traffic flows have been factored up to a future
year of 2021 when the development should be completed. Local TEMPRO growth factors
have been used for the Middle Super Output Area (MSOA) Warwick 015 in which the
proposed development site is located. The resulting factors (based upon an average
calculation) are shown below in Table 10.
Table 10 - TEMPRO Growth Factors for 2021
TEMPRO Growth Factors 2021
Area Definition Date Range
Road Classification AM PM
Warwickshire 015 2016-2021 1.0808 1.0798
Urban, Principle
(Leamington Spa) 2018-2021 1.0462 1.0456
6.3.2 This shows that background traffic running in proximity to the proposed development site
is predicted to increase 8% in the AM Peak and 8% in the PM Peak between 2016-2021.
6.3.3 The TEMPRO factors include all known committed development not captured by the
recently collected traffic count data.
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7.0 TRAFFIC IMPACT JUNCTION ASSESSMENT
7.1 The impact of the development has been assessed at the junction where Chesterton Drive
meets Fremund Way and at the junction of Sydenham Drive/ Prospect Road and
Chesterton Drive.
7.2 For the operational assessment of the junctions, industry standard software packages
have been used, in this case the priority T-junction have been modelled with Picady with
the roundabout junction being modelled in Arcady.
7.3 Table 11 below presents the junction assessment summary results. The full outputs are
attached at Appendix I.
Table 11 – Chesterton Drive/ St Fremund Way T-Junction
7.4 The results of the modelling demonstrate that the junction will operate well within capacity
with minimal queueing and delay.
7.5 Table 12 below presents the junction assessment summary results of the Sydenham
Drive/ Chesterton Drive/ Prospect Road roundabout. The full outputs are attached at
Appendix J.
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Table 12 – Sydenham Drive/ Chesterton Drive/ Prospect Road Roundabout Junction
7.6 The results of the assessment show that the roundabout will continue to operate in both
peak hours with minimal queueing and delay.
7.7 The impacts of the development on the wider highway network have been tested in WCC’s
S-Paramics model which shows little impact on the local and wider network. This was
contained in an exercise that tested the whole allocation to determine the need for any
potential mitigation and what scale of development would trigger that mitigation. The
results of this work demonstrated that prior to the delivery of 450 dwellings within the
allocation no direct mitigation was required. Pre-application Technical Note 2 is attached
at Appendix K.
7.8 Notwithstanding the limited impact of the development it is likely S106 contributions will
be sought to wider highway schemes identified through the plan making process in
support of the housing and employment allocations.
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8.0 CONCLUSION
8.1 This TA has reviewed the highways and transport implications of providing 200 residential
dwellings on land south of Chesterton Gardens, Sydenham, Leamington Spa.
8.2 This first phase of development is south of the Bridleway known as Greenfield Road and
will be within acceptable walking distances of facilities and bus stops.
8.3 Using the classifications set out in TA79/99 of the Design Manual for Roads and Bridges,
it has been demonstrated that Chesterton Drive currently operates within its theoretical
capacity and will continue to do so with the inclusion of a further 200 dwellings.
8.4 The junctions of Chesterton Drive/ St Fremund Way and Chesterton Drive/ Sydenham
Drive have been assessed using industry standard software and is also shown to currently
operate within capacity and will continue to with the inclusion of the additional housing.
8.5 It can be concluded that the first phase of development can be accommodated within the
existing highway infrastructure resulting in no material impacts on either safety or
capacity.
8.6 Therefore, subject to reasonable and proportional S106 contributions towards cumulative
offsite impacts, there are no reasons why a first phase of development of circa 200
dwellings would not be acceptable on the grounds of highways and transport.
DN/20376-03 Transport Assessment 34
15th March 2021Figures
Drawings
Phoenix 2 Duo Recycler (P2-1
Dropped kerbs to be provided to
transition users of the byway
across the new development road
I I I I I
Timber Bollards placed outside of I I I I I
3.9m
I I I I
I I
the line of the existing bridleway to
I I I I
I I I I
I I I I
I I I I
I I I I
I I
help restrict/ prevent vehicle
movements to and from the Byway
3m
Signage warning users of the
byway of two-way traffic ahead in
lieu of give-way sign- to be placed
both sides of the byway.
10.755
1.665 4.315 1.385
Phoenix 2 Duo Recycler (P2-12W with Elite 6x2 MS chassis)
Overall Length 10.755m
1:250
Overall Width 2.530m
Overall Body Height 3.756m
Min Body Ground Clearance 0.309m
Track Width 2.530m
Lock to lock time 4.00s
Kerb to Kerb Turning Radius 11.450m
I I I I I I
only
ahead
I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I
Priority over
I I I I I I I I
oncoming
I I I I
Dennis Sabre Fire Tender
I I I I I
(L WB)
I I I I I I I I I I I
I
I I I I I I I I I I I I I I I I I I I
Proposed passing bay Dennis Sabre Fire Tender
(LWB)
I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I
Give way to I
oncoming
vehicles ahead
only
25m visibility splays from
giveway lines and 2.4m Proposed passing bay
back from narrowing
1:500
JOB TITLE CLIENT
REV DESCRIPTION DRAWN INITIALS DATE
DRAWING STATUS CHECKED BY DATE
Based upon the ORDNANCE SURVEY MAPS with the permission of
THE CONTROLLER OF HER MAJESTY'S STATIONERY OFFICE, david tucker associates DRAWING TITLE
transport planning consultants
ã Crown Copyright AL 100030412
Forester House, Doctors Lane,
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