Arcadis LLP Proposed Secondary School (Bolder Academy) Macfarlane Lane, Isleworth Transport Assessment. March 2017

Transcription

1 traffic engineering and transport planning Arcadis LLP Proposed Secondary School (Bolder Academy) March 2017 Armstrong House, The Flemingate Centre, Beverley, HU17 0NZ Registered No

2 Arcadis LLP Proposed Secondary School (Bolder Academy) March 2017 Client Commission Client: Arcadis LLP Date Commissioned: August 2016 LTP Quality Control Job No: LTP/16/2504 File Ref: Bolder Academy TA Final ISSUE 1 Issue Revision Description Originated Checked Date 1 - Final issue for planning JH SW 30/03/2017 Authorised for Issue: TK LTP PROJECT TEAM As part of our commitment to quality the following team of transport professionals was assembled specifically for the delivery of this project. Relevant qualifications are shown and CVs are available upon request to demonstrate our experience and credentials. Team Member LTP Designation Qualifications Tony Kirby Director (Project Manager) IEng MSc MCIHT FIHE Steven Windass Principal Transport Planner BSc (Hons) MSc (Eng) MCIHT MIHE Jack Hearnshaw Transport Planner BA(Hons) MIHE Chris Wilkinson Graduate Transport Planner BA(Hons) Sophie Lee Assistant Transport Planner - The contents of this document must not be copied or reproduced, in whole or in part, without the written consent of Local Transport Projects Ltd. Document Control

3 BOLDER ACADEMY MACFARLANE LANE, ISLEWORTH TRANSPORT ASSESSMENT CONTENTS EXECUTIVE SUMMARY INTRODUCTION Background... 5 Scope SITE BACKGROUND Site Location & Existing Use... 8 Development Proposals Proposed Access Arrangements Proposed Parking Arrangements Planning History & Committed Developments SITE ASSESSMENT Local Highway Network Pedestrian Infrastructure Cycling Infrastructure Public Transport Provision ROAD CASUALTY APPRAISAL Introduction Casualties Collision Conditions Collision Times Collision Locations Road Safety Impact TRIP GENERATION PROJECTIONS School Catchment Area Pupil Modal Split & Person Trip Generation Staff Modal Split & Person Trip Generation TRAFFIC IMPACT Existing Network Traffic Flows Assessment Scenarios Staff Traffic Distribution & Assignment Pupil Traffic Distribution and Assignment Impact at Local Junctions Junction Capacity Assessments Impact on Local Highway Network PEDESTRIAN, CYCLE & PUBLIC TRANSPORT IMPACT Impact on Pedestrian and Cycle Infrastructure Impact on London Bus Network Impact on Train & London Underground Services Off-Site Highway Works CONCLUSIONS REFERENCES traffic engineering and transport planning Page 1 of 66

4 APPENDICES Appendix 1 Proposed Site Layout Plan Appendix 2 Proposed Macfarlane Lane Design Appendix 3 Access Management Strategy Appendix 4 Construction TMP Appendix 5 Macfarlane Lane/Syon Lane Works Appendix 6 PTAL Output Appendix 7 Bus Routes and Site Catchment Appendix 8 PIC Data Appendix 9 Catchment Area Appendix 10 Pupil Modal Split Projections Appendix 11 Network Traffic Flows Appendix 12 TEMPRO Growth Appendix 13 Staff Gravity Model Appendix 14 Staff Traffic Distribution Appendix 15 Pupil Home Location Zones Appendix 16 Pupil Gravity Model Appendix 17 Pupil Traffic Distribution Appendix 18 Network Diagrams Appendix 19 Syon Lane/Jersey Road Modelling Appendix 20 Syon Lane/Jersey Road Queues Appendix 21 Macfarlane/Syon Lane Modelling Appendix 22 Syon Lane/Tesco Modelling Appendix 23 Syon Lane/Grant Way Modelling Appendix 24 Syon Lane/A4 Modelling Appendix 25 Wood Lane/A4 Modelling Appendix 26 Thornbury Road/A4 Modelling Appendix 27 PERS/CERS Audit Report Appendix 28 Pupil Bus Use Projections FIGURES Figure 1: Site Location...8 Figure 2: Cycle Time Isochrone Figure 3: Local Cycle Routes Figure 4: PIC Study Area Figure 5: Gravity Model Zones Page 2 of 66

5 TABLES Table 1: Local Bus Services Table 2: Sky Shuttle Bus Services Table 3: Syon Lane Railway Services Table 4: Collision History Table 5: Casualty Road User Groups Table 6: Collision Conditions Table 7: Collisions by Time of Year Table 8: Collisions by Day and Time Table 9: Mixed-Gender Hounslow Secondary Schools - 75 th Quartile Travel Distances Table 10: Proposed Pupil Modal Split Table 11: Two-Way Pupil Vehicle Trip Generation Table 12: Proposed Staff Modal Split Table 13: Two-Way Staff Vehicle Trip Generation Table 14: Staff Travel Gravity Model Results Table 15: Pupil Home Location Zones Table 16: Pupil Travel Gravity Model Results Table 17: Predicted Traffic Impact at Local Junctions Table 18: Windmill Lane/Syon Lane/Jersey Road Mini-Roundabout Capacity Assessment Table 19: Windmill Lane/Syon Lane/Jersey Road Mini-Roundabout Queue Lengths Table 20: Macfarlane Lane/Syon Lane Junction Capacity Assessment Table 21: Syon Lane/Tesco Roundabout Capacity Assessment Table 22: Syon Lane/Grant Way Mini-Roundabout Capacity Assessment Table 23: Syon Lane/Great West Road (A4)/Harlequin Avenue Junction Capacity Assessment.. 51 Table 24: Wood Lane/Great West Road (A4) Junction Capacity Assessment Table 25: Thornbury Road/Great West Road (A4) Junction Capacity Assessment Table 26: Impact on Local Bus Services PHOTOS Photo 1: Macfarlane Lane Photo 2: Existing Macfarlane Lane/Syon Lane Junction Photo 3: Gillette Corner Junction Photo 4: Footpath Connecting Wood Lane with Syon Lane Photo 5: Zebra Crossing on Syon Lane Photo 6: Toucan Crossing Facility on Great West Road (A4) Photo 7: Puffin Crossing on Syon Lane Photo 8: Off-Road Facility on Great West Road Photo 9: Osterley Tesco Bus Stop Photo 10: Syon Lane Railway Station traffic engineering and transport planning Page 3 of 66

6 EXECUTIVE SUMMARY Bolder Academy This (TA) provides a detailed appraisal of the transport impacts associated with proposals to construct a new secondary school (Bolder Academy) at the site of the existing Grasshoppers Rugby Football Club (GRFC) at 1, Hounslow, TW7 5PN. The proposed school will have a capacity of 1,150 pupils and will employ a total of 90 staff. The proposed site will be accessed via Macfarlane Lane, which will be improved in order to provide a 6.0m carriageway and a 3.0m footway on the northern side across the full length between Syon Lane and the proposed site. A number of other public highway improvements are to be made within the vicinity of the site. With the exception of Special Educational Needs (SEN) pupils, pupil drop-offs and pick-ups will not be permitted on site or across the full length of Macfarlane Lane. The car park of the nearby Tesco Extra store will be utilised as a park and stride facility for the school. The proposed development is located within a reasonable walking distance (up to 2km) of the residential areas of Osterley and Isleworth which form part of the expected school catchment. The pedestrian infrastructure within the vicinity of the site is generally well-developed, with formal crossing facilities available at key junctions. The proposed site is located within a 15 minute cycle ride of a large catchment area, including Osterley, Brentford and Isleworth. Public bus services available within the vicinity of the site include the H28 from Osterley Tesco and the H91 from the A4. Syon Lane Railway Station is located 1.1km walk from the proposed site. Audits have been undertaken of the local pedestrian and cycle infrastructure, with improvement schemes identified. A road casualty study showed that 88 collisions occurred within the local study area around the proposed development site during the 5 year study period. Analysis of the study collisions has not revealed any identifiable existing collision issues associated with the expected movements generated by the proposed school. The likely school catchment area has been determined based upon the distances travelled by 75% of pupils attending existing mixed-gender secondary schools in Hounslow. It is expected that 75% of pupils would travel to the site from within a 2.5km distance, including Osterley, Spring Grove and parts of Isleworth and Brentford. It is expected that approximately 15.4% of pupils would travel to the site by vehicle trip generating modes (i.e. park and stride), with the remainder travelling by more sustainable modes. Approximately 58% of staff could be expected to travel by vehicle trip generating modes. The traffic generation projections indicate that the development could generate up to 378 twoway vehicle trips during the AM peak hour (08:00-09:00) and 277 two-way trips during the school PM peak hour (15:00-16:00). These projections are based upon a number of worst-case assumptions. Capacity assessments using industry standard modelling software have been undertaken at key local junctions. Subject to the provision of a mitigation scheme at the Syon Lane/Tesco roundabout, it is considered that the proposed development will not have a detrimental impact on the operation of the local highway network. Based on the assessments of this TA, it is considered that the proposed development would not be expected to have a severe detrimental impact on the operation of the local highway network, and is therefore in accordance with the National Planning Policy Framework (NPPF). Page 4 of 66

7 1.0 INTRODUCTION 1.1 Background Local Transport Projects Ltd has been commissioned to produce a (TA) which provides a detailed appraisal of all transport impacts associated with proposals for Bolder Academy, to be located at 1, Hounslow, TW7 5PN The development proposals include demolition of club house and associated car park and Multi-Use Games Area, construction of a new part 2 - part 4 storey secondary school (Use Class D1) with ancillary car parking, cycle parking, Multi-Use Games Area, hard and soft landscaping and associated works, together with improvements to Macfarlane Lane. The proposed school will have a capacity of 1,150 pupils and is expected to employ a total of 90 staff A Travel Plan (LTP, 2017) that provides a strategy for encouraging sustainable travel at the proposed school site has been produced in conjunction with this TA as a separate document. 1.2 Scope The proposals and scope of this TA have been discussed as part of pre-application discussions with London Borough of Hounslow Council (LBHC) (Ref: Robert Heslop) and Transport for London (TfL) (Ref: Arjun Singh) and has been produced in accordance with the Government s Planning Practice Guidance (DCLG, 2014) and TfL s Transport Assessment Guidance (TfL, 2015), as outlined below: Executive Summary: A non-technical summary of the report outlining the key outcomes of the assessment. Introduction & Description of Proposals: o Description of the development site, including location and existing access arrangements; o Summary of relevant planning and allocation history for the site; o Description of the proposed development including site layout, pedestrian/cycle facilities and proposed access arrangements. Site Assessment: o Site assessments to determine existing traffic conditions, such as posted speed limits, road restrictions, highway geometry, on-street parking restrictions and any other relevant features of the local area; o Assessment of the sustainable transport infrastructure (pedestrian, cycle and public transport) local to the site and identification of any opportunities for enhancing the accessibility of the site by sustainable modes, including a Public Transport Accessibility Level (PTAL) assessment; o Assessment of the likely school catchment area and the potential for trips to be made to the site by sustainable modes of transport; traffic engineering and transport planning Page 5 of 66

8 o Establish the baseline traffic situation during network peak hours at the following locations: Windmill Lane/Syon Lane/Jersey Road/Osterley Lane mini-roundabout; Syon Lane/Macfarlane Lane junction; Syon Lane/Tesco access roundabout; Syon Lane/Grant Way mini-roundabout; Syon Lane/Great West Road (A4) signal junction; Wood Lane/A4 signal junction; and Thornbury Road/A4 signal junction. Road Casualty Appraisal: Examination of road collision records (5 year study period) and assessment of the road safety impact of the proposed development on the local highway network. Traffic Impact: o Calculation of the projected trip generation for the proposed development. These projections will include consideration of the trip generation potential of the site for all modes of travel, not just vehicular traffic; o Consideration of any relevant consented developments within the local area and any committed changes to the surrounding highway network; o Predicted distribution of the vehicle trips generated by the site onto the local highway network; o Calculation of suitable future traffic growthing factor(s) utilising the DfT s approved models and software; o Assessment of the likely traffic impact of the proposed development on the operation of the local highway network, to include junction capacity assessments at the following key local junctions: Windmill Lane/Syon Lane/Jersey Road/Osterley Lane mini-roundabout; Syon Lane/Macfarlane Lane junction; Syon Lane/Tesco access roundabout; Syon Lane/Grant Way mini-roundabout; Syon Lane/Great West Road (A4) signal junction; Wood Lane/A4 signal junction; and Thornbury Road/A4 signal junction. Public Transport Capacity: Assessment of the likely impact of the development on the London bus network. PERS/CERS Assessment: Assessment of the suitability of the local pedestrian and cycle infrastructure utilising TfL recognised Pedestrian Environment Review System (PERS) and Cycling Environment Review System (CERS) software; Access, Parking & Internal Layout: Description of the proposed access arrangements and internal layout of the site, including consideration of the proposed parking provision, access/servicing arrangements and suitability of the proposed access junction(s). Conclusions: Conclusions summarising the outcomes of the TA, including a commentary on the suitability of the proposals in terms of traffic impact and road safety. Page 6 of 66

9 1.2.2 This report has been prepared in accordance with the above scope and reference has been made to the following documents where appropriate: The London Plan - updated March 2016 (MoL, 2016); Guidance (TfL, 2015); Planning Practice Guidance (DCLG, 2014); National Planning Policy Framework (DCLG, 2012); Mayor s Transport Strategy (GLA, 2010); Manual for Streets 2: Wider Application of the Principles (CIHT, 2010); Guidance on (DfT, 2007a); and Manual for Streets (DfT, 2007b). traffic engineering and transport planning Page 7 of 66

10 2.0 SITE BACKGROUND 2.1 Site Location & Existing Use The proposed site is located to the north and west of Macfarlane Lane in Isleworth, London Borough of Hounslow. It is currently understood to be Metropolitan Open Land (MOL), accommodating Grasshoppers Rugby Football Club (GRFC). It is bound by further MOL to the north-east, Macfarlane Lane and the Sky campus to the south-east, Goals Football Centre to the south-west and Wyke Green Golf Club to the north-west. The site is to be accessed via Macfarlane Lane, which is understood to be a private road. The approximate boundary of the site is shown in Figure 1: Figure 1: Site Location Source Imagery: Copyright Google Earth Pro (License Key-JCPMR5M58LXF2GE) Macfarlane Lane currently provides access to Goals Football Centre, GRFC and overflow parking areas for the Sky campus and Cole Van Hire. It is understood that Sky currently has agreements with both Goals and GRFC for use of part of their parking areas during the daytime period Monday to Friday. Page 8 of 66

11 2.2 Development Proposals This TA is based upon the proposals outlined on the site plan attached as Appendix 1. The proposals involve the construction of a new secondary school which will have a total capacity of 1,150 pupils and will be known as Bolder Academy. The main school building will be provided on largely brownfield land within the southern part of the site, with sports pitches provided to the north. A proposed site layout plan is included as Appendix The school will accommodate up to 180 pupils in each academic year (Years 7 to 11), giving 900 places for pupils aged A sixth-form with 250 places will also be provided. The school includes 25 places for Special Educational Needs (SEN) pupils. Under the current proposals, the school will have an initial Year 7 intake of 150 pupils, with a phased intake of 180 pupils per year thereafter up to a capacity of 1,150 pupils The school is expected to employ a total of 90 members of staff upon full occupation of the site, with staff numbers expected to increase incrementally alongside pupil numbers The site is expected to have facilities available for community use, including floodlit playing pitches and Multi-Use Games Areas (MUGAs), the Sports Hall, Activity Studio, Main Hall, Drama Studio and several seminar learning spaces. It should be noted that this community use would be outside of the typical network peak hours (evenings, weekends and school holidays) and would serve a local catchment area, therefore it is considered that a high proportion of trips would be made by sustainable modes The timings of the school day are to be confirmed, although it is expected that times will be staggered with the nearby Nishkam School to avoid conflict between the two sites A planning application for the proposed relocation of GRFC to a new site located at Conquest Club on Syon Lane (adjacent to the recently approved Nishkam School development) was submitted to LBHC on 20 th July 2016 and is currently pending consideration. The planning history of the site and local area is discussed further within Section Proposed Access Arrangements Access to the site by all modes will be via Macfarlane Lane, a private road that connects with Syon Lane at a priority junction to the south-west of the site. It is proposed to provide a number of highway improvements on Macfarlane Lane in order to accommodate the proposed development, and preliminary highway access drawings showing the proposed access arrangements are included as Appendix Design proposals include the widening of the carriageway from 4.8m to 6.0m in order to ensure the safe flow of two-way traffic. Improved and additional traffic calming measures are to be provided along Macfarlane Lane as part of the development Under the development proposals, Macfarlane Lane will serve Bolder Academy and Goals Football Centre only. Access will be retained to the Sky campus for a potential future pedestrian and cycle link to Boston Manor. Two existing pedestrian accesses to the Tesco site are to be retained to the car park and garden area. traffic engineering and transport planning Page 9 of 66

12 2.3.4 Further details as to how Macfarlane Lane will be managed to accommodate all users are contained within the Access Management Strategy, which is included as Appendix 3. A Construction Traffic Management Plan (CTMP) that provides a strategy for managing the movement of traffic during the construction phase of the development is included as Appendix There will be no provision for pupil drop-offs and pick-ups on site (with the exception of Special Educational Need (SEN) pupils), and such trips will not be permitted on-site or on Macfarlane Lane. Waiting restrictions are in place on Syon Lane within the vicinity of the Macfarlane Lane junction, restricting such movements on Syon Lane Given these drop-off and pick-up restrictions, the car park of the nearby Tesco Extra store will be designated as a park and stride for the school. The Travel Plan for the site (LTP, 2017) outlines the strategy for maximising trips by sustainable modes, however all parents/guardians of pupils travelling by car will be expected to utilise the park and stride facility. The park and stride facility has been discussed with Tesco, and although a formal agreement has not yet been made, Tesco note that there are no restrictions in place on site which would stop parents from utilising the car park in this manner It is envisaged that the impact of the development on the highway network will be minimised by providing a park and stride facility, with no drop-offs and pick-ups occurring on streets surrounding the site. Pupil drop-offs and pick-ups are therefore not expected to have an impact on the free-flow of traffic within the vicinity of the site. The traffic impact of the proposals on links and junctions local to the site is considered further within Section 6.5 of this TA The proposals include the provision of a continuous 3.0m footway along the full extents of Macfarlane Lane on the northern side of the carriageway. This footway is proposed to be provided adjacent to the carriageway for approximately 130m, before transferring to the northern side of the tree line and connecting with the existing footway within the Goals site, which is to be improved and widened as part of the development. A footway is also to be provided on the northern side of Macfarlane Lane adjacent to the carriageway from the existing pedestrian access to the Tesco Garden to the Goals Access. An improved pedestrian crossing facility, with dropped kerbs and tactile paving on a raised table, is to be provided across the Goals access, and a continuous footway will be provided along the northern side of Macfarlane Lane from the Goals Football Centre to the existing northern end of Macfarlane Lane The proposed school building will have 3 pedestrian access points, including 2 to the south of the building (including the main entrance) which will serve the majority of pedestrian trips, and 1 to the north-east, which will serve pedestrian trips to/from the proposed car park and coach bays. Page 10 of 66

13 In addition to the carriageway widening and footway works on Macfarlane Lane, the following off-site highway works are proposed to be provided as part of the development proposals: The provision of a zebra crossing in place of the existing dropped kerb crossing with central island on Syon Lane, to the north of the Macfarlane Lane junction; Widening of Syon Lane in order to provide a ghost-island right-turn lane to serve Macfarlane Lane. This will ensure that the free-flow of traffic on Syon Lane is maintained. Kerbing works will also be undertaken at the Macfarlane Lane junction to tie-in with proposals to widen the carriageway A preliminary design drawing showing the proposed works is included as Appendix Proposed Parking Arrangements A total of 57 car parking spaces will be provided at the site, including 47 standard bays, 3 visitor bays plus 7 accessible bays. The majority of spaces will be provided within the main site car park to the north of the main school building, with the visitor parking and 3 accessible bays provided near to the main entrance to the school, adjacent to Macfarlane Lane Guidance within The London Plan (MoL, 2016) states that the level of parking should be determined by the, with consideration of impact on traffic congestion and availability of on and off-street parking. Given that there is no on-street parking available within the vicinity of the site and that approximately 58% of staff could be expected to travel by vehicle trip generating modes (see Section 5.3), it is considered that the proposed level of parking provision is suitable, and accounts for the potential reduction in staff car trips set out within the Travel Plan (LTP, 2017), but also allows suitable provision for visitors In order to encourage cycling amongst pupils and staff, a total of 150 cycle parking spaces will be provided in secure cycle stores in several locations around the proposed development. This provision is in line with adopted cycle parking standards of the London Plan (MoL, 2016) A total of 9 parking spaces will be provided with Electric Vehicle (EV) charging points, with passive provision at a further 7 spaces to enable simple installation and activation of a charge point at a future date. Guidance within The London Plan (MoL, 2016) states that 1 in 5 parking spaces should provide an EV charging point. It is therefore considered that the proposed provision is in line with London Plan standards A turning circle will be provided on-site, adjacent to the main access from Macfarlane Lane in order to accommodate buses and coaches. A total of 3 coach parking bays will be provided on-site. traffic engineering and transport planning Page 11 of 66

14 2.5 Planning History & Committed Developments As agreed with LBHC, there are a number of committed developments within the vicinity of the site that need to be considered as part of the assessments of this TA. A summary of the committed developments that have been referenced within the remainder of this TA is provided below: A planning application for the redevelopment of land at Gillette Corner to the south of the A4 and north of Northumberland Avenue to provide a mixed-use development consisting of 102 residential units, office and self-storage uses was submitted to LBHC on 5 th January 2017 (planning reference: 00505/AF/P27). The application was supported by a TA (TTP, 2016a) and Residential Travel Plan (TTP, 2016b) and is pending consideration at the time of writing. The traffic flows associated with the development have been explicitly included as part of the traffic impact analysis of this TA. A planning application for the relocation of Grasshoppers Rugby Football Club from the proposed development site on Macfarlane Lane to new facilities at the former Conquest Club site to the west of Syon Lane was submitted to LBHC on 20 th July 2016 (planning reference: 01255/D/P2). The application was supported by a Transport Statement (TS PE, 2016a), TP (PE, 2016b) and subsequent Addendum Report (PE, 2016c) and is pending consideration at the time of writing. The traffic flows associated with the development have been explicitly included as part of the traffic impact analysis of this TA. A planning application for the erection of an All Through Free School (herein referred to as Nishkam School ) at the former Conquest Club site to the west of Syon Lane was submitted to LBHC on 18 th June 2015 (planning reference: 01106/152/P3). The application was supported by a number of technical assessments, including a TA (SA, 2015a), TP (SA, 2015b), Technical Note Addendum (SA, 2015c) and PERS Audit (TRL, 2015) and was afforded planning approval (subject to a Section 106 agreement) on 25 th January The traffic flows associated with the development have been explicitly included as part of the traffic impact analysis of this TA. An outline planning application for the redevelopment of the British Sky Broadcasting campus (herein referred to as Sky campus ) on Grant Way was submitted to LBHC on 16th July 2013 (planning reference: 00558/A/P51). The application was supported by a TA (ARUP, 2013), with an updated Travel Plan (ARUP, 2016) submitted as part of a subsequent reserved matters application. The outline application was afforded planning approval on 20th December The traffic flows associated with the development have been explicitly included as part of the traffic impact analysis of this TA. Page 12 of 66

15 An outline planning application for the redevelopment of land to the south of Brentford High Street and Waterside to provide a mixed-use development was submitted to LBHC on 18 th September 2012 (planning reference: 00607/BA/P2). The application was supported by a TA (WSP, 2012) and TA Addendum report (WSP, 2013) and was afforded planning approval (subject to a Section 106 agreement) on 2 nd April The assessments of the TA and subsequent Addendum report demonstrate that the proposed development is not expected to have a significant impact on the study area junctions, with any minor increase in flows accounted for in the typical growth projections. A planning application for a mixed-use development at Wallis House, 961 Great West Road was submitted to LBHC on 17 th August 2012 (planning reference: 00505/P/P97). The submitted scheme was an amendment to a planning application at the same site which gained approval in October The revised application was supported by a Technical Note (WSP, 2012) which concluded that the development would not have a material impact on the highway network when compared to the previously approved scheme. The application was approved by LBHC on 8 th February The transport assessment work undertaken as part of the proposals demonstrate that the proposed development is not expected to have a significant impact on the study area junctions, with any minor increase in flows accounted for in the typical growth projections. An outline planning application for the redevelopment of Commerce Road Industrial Estate to provide a mixed-use development was submitted to LBHC on 27th October 2010 (planning reference: 00297/R/P3). The application was supported by a TA and draft TP (CB, 2010) and was afforded planning approval (subject to a Section 106 agreement) on 21st March A number of reserved matters applications have subsequently been submitted and the development is understood to be currently under construction. The assessments of the TA (CB, 2010) demonstrate that the proposed development is not expected to have an impact on the study area junctions, with any minor increase in flows accounted for in the typical growth projections. A planning application for the redevelopment of the Gillette Building and Gillette Corner site to provide a mixed-use development, including a hotel and offices was originally approved by LBHC on 22nd November 2007 (application reference: 00505/AP/L22. An extension of time application for the development was submitted on 3rd September 2010 and was subsequently approved on 30th December 2010 (application reference: 00505/AP/P75). The extension of time application was supported by a TA Addendum report (MTP, 2010) which provided an update of the impact of the proposed development. The traffic flows associated with the development have been explicitly included as part of the traffic impact analysis of this TA. traffic engineering and transport planning Page 13 of 66

16 A planning application for the redevelopment of the Alfa Laval site on the Great West Road (A4) to provide a mixed-use development including hotels, offices and residential units was submitted to LBHC on 26 th June 2009 (planning reference: 00505/Z/P33). The application was supported by a TA (WSP, 2009) and was afforded planning approval (subject to a Section 106 agreement) on 1 st July The development is currently understood to be under construction. The assessments of the TA (WSP, 2009) demonstrate that the proposed development is not expected to have a significant impact on the study area junctions, with any minor increase in flows accounted for in the typical growth projections With the exception of the proposals to relocate Grasshoppers Rugby Club away from the proposed development site, it is understood that there have been no other relevant, recent planning applications relating to the site. Page 14 of 66

17 3.0 SITE ASSESSMENT 3.1 Local Highway Network Access to the site by all modes will be via Macfarlane Lane to the south of the site. Macfarlane Lane is a private two-way single carriageway that connects the proposed development site with Syon Lane (B454). It is a cul-de-sac that is approximately 400m in length and currently provides access to Goals Football Centre, Grasshoppers Rugby Club and also serves overflow parking for the Sky campus. Speed ramps are provided along the lane and the carriageway is approximately 4.8m in width. No Waiting At Any Time (NWAAT) restrictions are in place on both sides of the carriageway between the junction with Syon Lane and Goals Football Centre, although as a private road, it is assumed that these are also privately enforced. Photo 1: Macfarlane Lane As previously outlined, a number of highway improvements are to be provided on Macfarlane Lane as part of the development proposals, including the widening of the carriageway to 6.0m and the provision of a 3.0m footway on the northern side between Syon Lane and the proposed school Macfarlane Lane connects with Syon Lane at a simple priority junction to the south-west of the site. The existing junction is to be improved as part of the development proposals in order to provide a ghost-island right-turn lane for traffic turning from Syon Lane in to Macfarlane Lane. traffic engineering and transport planning Page 15 of 66

18 Photo 2: Existing Macfarlane Lane/Syon Lane Junction Syon Lane forms part of the B454 route and meets Jersey Road/Windmill Lane/Osterley Lane at a mini-roundabout approximately 600m to the north, ultimately connecting with London Road (A315) approximately 1.1km to the south-east. There are a number of junctions along Syon Lane within the vicinity of the site, including a roundabout at the access to the Tesco Extra store, a mini-roundabout at the junction with Grant Way (serving the Sky campus) and a signalised junction with the A4 at Gillette Corner. The A4 (Great West Road) is a major arterial route through West London that forms part of the Transport for London Road Network (TLRN). Photo 3: Gillette Corner Junction Within the immediate vicinity of the Macfarlane Lane junction, Syon Lane is a two-way single carriageway that is subject to a 30mph speed limit. It is understood that a 20mph zone is to be introduced on Syon Lane to the north-west of Macfarlane Lane as part of the approved Nishkam School development. Page 16 of 66

19 3.1.6 A Controlled Parking Zone (CPZ) was recently implemented in the area surrounding the site, with double yellow lines provided on both sides of the carriageway across much of Syon Lane. The parking bays which are provided on the north-eastern side of the carriageway near to the Macfarlane Lane junction are for use by resident permit holders only. All parking on Gower Road, Oaklands Avenue and Stags Way is also for resident permit holders only. 3.2 Pedestrian Infrastructure Guidance from Chartered Institution of Highways & Transportation (CIHT) suggests a preferred maximum walking distance of 2km for a number of journeys, including commuting and school trips (IHT, 2000). The proposed development site is located within a reasonable walking distance (up to 2km) of the residential areas of Osterley and Isleworth, which are primarily located to the south and west of the site There is a footway on the southern side of Macfarlane Lane at the western end. A crossing point with dropped kerbs and tactile paving is provided approximately 140m west of the Syon Lane junction and the footway then continues on the northern side. Dropped kerbs and tactile paving are provided across the access to Goals Football Centre. As previously outlined, a 3.0m footway is to be provided on the northern side of the carriageway across the full length of Macfarlane Lane, providing a continuous link between Syon Lane and the site. The existing crossing of the Goals Football Centre access road is to be improved, with a dropped crossing provided on a raised table. The existing footway on the southern side of Macfarlane Lane will be removed as part of the proposals There is a footpath located to the north of the Tesco store and to the south of the Sky campus which provides a traffic free pedestrian link between Macfarlane Lane and Grant Way. This may be utilised by pupils and staff travelling to and from the proposed site and connects with the existing footway provision on the western side of Grant Way and the proposed provision on Macfarlane Lane. There is also a gate on Macfarlane Lane which provides access to the Tesco car park. This will be useful to pupils walking between the site and the proposed Park and Stride facility at Tesco The pedestrian provision on Macfarlane Lane connects with the existing footway provision on Syon Lane. A crossing point with dropped kerbs, tactile paving and central refuge island is provided on Syon Lane to the north of the Macfarlane Lane junction, allowing pedestrians to utilise the footpath which connects Syon Lane and Wood Lane. The Syon Lane crossing is to be upgraded to a zebra crossing as part of the development proposals. It is understood that the existing dropped crossing with a central island where the footpath emerges on to Wood Lane is to be upgraded to a zebra crossing as part of the Nishkam School development. traffic engineering and transport planning Page 17 of 66

20 Photo 4: Footpath Connecting Wood Lane with Syon Lane Footways are generally provided on both sides of Syon Lane to both the north and south of the site. As part of the recently approved Nishkam School, it is proposed to provide a zebra crossing on Syon Lane between the junctions of Stag Way and Gower Road to enhance the local pedestrian infrastructure Dropped kerb crossing points with central refuge islands are provided across all arms of the Tesco access roundabout and on the Grant Way arm of the mini-roundabout to the south of the site. A zebra crossing with central island is provided to the east of the Grant Way mini-roundabout which links the northern and southern footways on Syon Lane. Photo 5: Zebra Crossing on Syon Lane Page 18 of 66

21 3.2.7 There are footways provided on both sides of the A4 to the south of the site, connecting with other footway provision on local residential streets. A toucan crossing (see Photo 6) is provided across the A4 on the western side of the junction with Syon Lane, which helps to facilitate pedestrian access between the site and residential areas to the south. A crossing point with dropped kerbs and tactile paving is provided across the northern arm of Syon Lane at the A4 signal junction, however there is no dedicated pedestrian phase. There is also a subway on the eastern side of the junction which provides a pedestrian connection between the northern and southern arms of Syon Lane. Photo 6: Toucan Crossing Facility on Great West Road (A4) A staggered pelican crossing is provided across Syon Lane to the south of the A4 junction, however this is offset from the A4 and is located to the south of the Northumberland Avenue junction. There is also a puffin crossing (see Photo 7) near to Syon Lane Rail Station, facilitating pedestrian connections between the eastern and western footways on Syon Lane. Photo 7: Puffin Crossing on Syon Lane traffic engineering and transport planning Page 19 of 66

22 3.2.9 Toucan crossings are provided across Harlequin Avenue and across the A4 to the west of the Harlequin Avenue junction to the south of the site. These crossings facilitate pedestrian links between the footways on the A4 and provide pedestrian connections between the site and Brentford The footways in the local area appear to generally be of adequate width and surface quality, with street lighting provided throughout At the request of attendees at the public consultation events for the scheme, the potential for providing a pedestrian link to Macfarlane Lane via Harlequin Avenue has been investigated, however it is considered not to be feasible due to significant third party ownership and conflict of users. Furthermore, at best, this route would only be approximately 250m (0.16 miles) shorter walking distance than the existing route via Syon Lane A Pedestrian Environment Review System (PERS) audit has been undertaken In order to assess the suitability of the local pedestrian network to accommodate the pedestrian trips likely to be generated by the site. The audit is discussed further within Section 7.1 of this TA Measures to promote and encourage walking trips to the site are outlined within the site Travel Plan (LTP, 2017). 3.3 Cycling Infrastructure Cycling is a low cost and healthy alternative to car use, which can substitute for short car trips, or can form part of a longer journey by public transport. The DfT state that in common with other modes, many utility cycle journeys are under three miles (5km), although, for commuter journeys, a trip distance of over five miles (8km) is not uncommon (DfT, 2008) Figure 2 shows the areas surrounding the site that it is anticipated can be reached within a less than 15 minute, minute and minute cycle ride for the baseline AM peak. This isochrone is derived from the travel time estimations using the online TfL WebCAT mapping facility. This illustrates that the proposed site is located within a reasonable cycle ride, up to 5km (approximately 15 minutes at the average cycling speed of 12mph), of a large catchment area, including Osterley, Brentford, Isleworth and South Ealing. Page 20 of 66

23 Figure 2: Cycle Time Isochrone Source: WebCAT (TfL, 2017) The cycling facilities within the vicinity of the site are shown on the extract from the local area cycle map in Figure 3: Figure 3: Local Cycle Routes Source: London Cycling Guide 6 (TfL, 2013) traffic engineering and transport planning Page 21 of 66

24 3.3.4 There are off-road shared-use foot/cycleways provided on both sides of Great West Road (A4) to the south of the site, with the provision continuing on-road through the Gillette Corner junction. As previously outlined, toucan crossings are provided across the A4 to the west of both Syon Lane and Harlequin Avenue. To the west of the site, Wood Lane is traffic calmed and is designated as a suggested cycle route. Osterley Lane provides a largely traffic free route between Syon Lane and the area of Norwood Green and Southall to the north-west of the site. Photo 8: Off-Road Facility on Great West Road A Cycling Environment Review System (CERS) audit has been undertaken In order to assess the suitability of the local cycle infrastructure to accommodate the cycling trips likely to be generated by the site. The audit is discussed further within Section 7.1 of this TA Measures to promote and encourage cycling trips to the site are outlined within the site Travel Plan (LTP, 2017). 3.4 Public Transport Provision An assessment of the site has been undertaken using the TfL PTAL database. PTAL measures the accessibility of public transport services in the vicinity of a development site by measuring walking distances along footways. The generally acceptable walking time to a bus stop under the assessment is 8 minutes and to an underground/rail station is 12 minutes Although there are bus and rail services available within the vicinity of the site, the PTAL assessment considered these services to be marginally outside the recommended walking distances, therefore the site was found to have a PTAL rating of 0. The PTAL report is included as Appendix The nearest bus stop to the proposed school site is Osterley Tesco, which is located an approximately 590m walk to the south. Continuous footways are provided between the site and the bus stop via Macfarlane Lane, Syon Lane and the Tesco access road. Page 22 of 66

25 3.4.4 Additional bus stops are available on Great West Road (A4), an approximately 950m walk from the site and accessible via continuous footways and crossing points on Macfarlane Lane, Syon Lane and the A4. Details of the services available from the local stops are provided within Table 1: Table 1: Local Bus Services Route No. Route Mon-Fri Frequency* Bus Services from Osterley Tesco (within 590m walk) and Wood Lane (within 750m walk) H28 Osterley Tesco Syon Lane West Middlesex Hospital Wood Lane/Braybourne Drive Osterley Library Hounslow East Hounslow Hanworth Road Wellington Road North Springwell Road Cranford Lane Bulls Bridge Tesco Bus Services from Great West Road (within 950m walk) H91 Hammersmith Ravenscourt Park Stamford Brook Turnham Green Gunnersbury Great West Road Osterley Lampton Hounslow West Every 20 Minutes Every 10 Minutes Table 1 shows that frequent services are available from the local bus stops, which provide access to a number of residential areas. A plan showing the routes taken by the above services and how these routes relate to the proposed catchment area is included as Appendix 7. This demonstrates that the routes provide good coverage within the catchment area, and also extend to areas slightly beyond, including Brentford and Hounslow. It is therefore considered that there is potential to encourage pupils at the school to travel by bus. It is also noted that these services also provide the opportunity to connect with other bus routes, as well as London Underground (LU) and National Rail services. Photo 9: Osterley Tesco Bus Stop Children aged are able to travel free on TfL buses with an Zip Oyster Photocard and are eligible for child fares on LU and National Rail services. Children that live in a London Borough can apply for their Zip Oyster Photocards online or at a Post Office. traffic engineering and transport planning Page 23 of 66

26 3.4.7 It is understood that the Sky campus operates a number of dedicated shuttle buses for staff and subject to agreement with Sky, these buses may also be used by school staff. The buses will not be available for use by pupils. A summary of the Sky shuttle bus services is provided within Table 2: Sky Shuttle Bus Services Route No. S1 S2A/S2C Route Grant Way Osterley Tube Station Grant Way West Cross House Grant Way Grant Way West Cross House Gunnersbury Chiswick Park Acton Town Grant Way Mon-Fri Peak Time Frequency* Every 8-10 Minutes Every 15 Minutes S3 Grant Way West Cross House Ealing Broadway Grant Way Every 20 Minutes The site is located approximately 1.1km from Syon Lane Rail Station, which forms part of the Hounslow Loop railway line. A summary of the services available from Syon Lane is provided within Table 3: Table 3: Syon Lane Railway Services Route London Waterloo Vauxhall Queenstown Road Clapham Junction Wandsworth Town Putney Barnes Then loops in both directions via Barnes Bridge Chiswick Kew Bridge Brentford Syon Lane Isleworth Hounslow Whitton Twickenham St Margarets Richmond North Sheen - Mortlake London Waterloo Vauxhall Queenstown Road Clapham Junction Wandsworth Town Putney Barnes Barnes Bridge Chiswick Kew Bridge Brentford Syon Lane Isleworth Hounslow Feltham Ashford Staines Egham Virginia Water Chertsey Addlestone - Weybridge Mon-Fri Frequency* Every 30 Minutes each direction Every 30 Minutes each direction Photo 10: Syon Lane Railway Station Page 24 of 66

27 3.4.9 The nearest point of access to London Underground services is Osterley, approximately 1.9km to the west. Although Boston Manor is located in closer proximity to the site (780m as the crow flies), the walking distance to this station is much further due to the physical barriers of a railway line and the M4 motorway. Osterley is located on the Heathrow branch of the Piccadilly Line, with services operating between Heathrow and Arnos Grove/Cockfosters approximately every 5 minutes during peak periods Continuous walking routes are provided between the site and both Syon Lane Rail Station and Osterley Underground Station, therefore both are considered to be accessible from the proposed site. Given the relatively close catchment area, it is not anticipated that a high proportion of pupils would travel by train or London Underground services, however a number of staff at the site may travel by these modes. traffic engineering and transport planning Page 25 of 66

28 4.0 ROAD CASUALTY APPRAISAL 4.1 Introduction Personal Injury Collision (PIC) data for the highway network local to the proposed development site for the most recent available 5 year study period (01/10/2011 to 30/09/2016) was obtained via a search of the Department for Transport s road safety data (DfT, 2016). It is noted that the 2016 data is provisional and subject to change. At the time of writing, data for August and September 2016 had not yet been released by the Metropolitan Police and was therefore unavailable from the DfT A total of 88 collisions occurred within the study area, which includes parts of Syon Lane, Wood Lane and the A4 corridor. The study area is outlined within Figure 4 and the locations of the collisions are indicated on the plan attached as Appendix 8. Figure 4: PIC Study Area Source Imagery: Copyright Google Earth Pro (License Key-JCPMR5M58LXF2GE) A total of 115 casualties resulted from the 88 recorded injury collisions during the study period. Table 4 below outlines the collision history of the study area. Page 26 of 66

29 Table 4: Collision History Year From 01/10/11 01/10/12 01/10/13 01/10/14 01/10/15 To 30/09/12 30/09/13 30/09/14 30/09/15 30/09/16 Fatal Serious Slight Total The collision records show that the number of PICs per year has remained relatively consistent throughout the study period, albeit with a spike in collisions during year 4 of the study period. There were 6 KSI collisions (Killed or Seriously Injured), therefore the severity ratio is 6.8%. 4.2 Casualties Table 5 provides a breakdown of the casualties according to mode of travel and age group: Table 5: Casualty Road User Groups Age (years) Road User Group 0 to to to to to Unknown Total % Pedestrian % Cyclist % Powered Two-Wheeler % Car/Van Driver % Car Passenger % Taxi Occupant % Bus Passenger % Total Total % 5.2% 7.8% 13.9% 50.4% 14.8% 5.2% 2.6% Table 5 shows that the highest proportion of casualties were car/van drivers (43.5%). Approximately 69% of casualties were vehicle occupants, with the remaining 31% vulnerable road users (pedestrians, cyclists, PTW riders). The majority of casualties were aged between years (50.4%). A total of 6 casualties were children, including 4 child car passengers and 2 child pedestrians. traffic engineering and transport planning Page 27 of 66

30 4.3 Collision Conditions Table 6 below summarises the recorded collisions by road surface, weather and lighting conditions: Table 6: Collision Conditions Road Surface Collisions % Dry % Wet/Damp % Frost/Ice 1 1.1% Weather Collisions % Fine % Rain % Snow 1 1.1% Other 2 2.3% Unknown 1 1.1% Lighting Collisions % Daylight % Dark % As illustrated in Table 6, the majority of collisions did not occur with adverse road surface, weather or lighting conditions. 4.4 Collision Times Table 7 summarises the collisions by time of year: Table 7: Collisions by Time of Year Time of Year Collisions % Winter (Dec-Feb) % Spring (Mar-May) % Summer (Jun-Aug) % Autumn (Sep-Nov) % Table 7 shows that most collisions occurred in the autumn and winter months, with the fewest collisions recorded in the summer. Page 28 of 66

31 4.4.3 Table 8 below summarises the collisions by day of week and also the time of day: Morning (06:00-11:00) Table 8: Collisions by Day and Time Lunch (11:00-14:00) Afternoon (14:00-19:00) Evening (19:00-01:00) Night (01:00-06:00) Total % Monday % Tuesday % Wednesday % Thursday % Friday % Saturday % Sunday % Total % 18.2% 12.5% 42.0% 25.0% 2.3% Table 8 illustrates that there was a generally even spread of collisions throughout the week, with most collisions recorded on a Tuesday (20.5%) or Friday (21.6%). The largest proportion of collisions occurred during the afternoon (14:00-19:00) period (42.0%), with few collisions recorded during the night. 4.5 Collision Locations The locations of the 88 study collisions (shown on the plot attached as Appendix 8) can be summarised as follows: 36 collisions occurred at the Syon Lane/A4 signalised junction; 15 collisions occurred at the Wood Lane/A4 signalised junction; 5 collisions occurred on the A4 between the Wood Lane and Syon Lane signalised junctions; 5 collisions occurred at the A4/Harlequin Avenue signalised junction; 5 collisions occurred at the Syon Lane/Grant Way mini-roundabout; 4 collisions occurred on Syon Lane between the Grant Way mini-roundabout and the A4 signalised junction; 4 collisions occurred on Syon Lane to the south of the Northumberland Avenue junction; 3 collisions occurred at the Syon Lane/Northumberland Avenue junction; 3 collisions occurred at the Syon Gate Way/Syon Lane junction; 3 collisions occurred on Syon Lane between Gower Road and Jersey Road (not at a junction); traffic engineering and transport planning Page 29 of 66

32 2 collisions occurred at the Syon Lane/Windmill Road/Jersey Road/Osterley Lane mini-roundabout; 1 collision occurred at the Syon Lane/Tesco roundabout; 1 collision occurred on Syon Lane between the Tesco roundabout and Grant Way mini-roundabout; and 1 collision occurred on Wood Lane (not at a junction) It should be noted that no collisions were recorded at or in the immediate vicinity of the Macfarlane Lane/Syon Lane junction. 4.6 Road Safety Impact A total of 88 collisions, resulting in 115 casualties, have occurred within the study area during the 5-year study period. The collision records show that the number of PICs per year has remained relatively consistent throughout the study period, albeit with a spike in study year 4. Approximately 69% of recorded casualties were vehicle occupants, with the remaining 31% vulnerable road users. Most collisions were recorded during the autumn and winter months, with a generally even spread of collisions across days of the week. The highest proportion of collisions occurred during the afternoon period (14:00-19:00), with few collisions recorded at night Analysis of the study collisions has not revealed any identifiable existing collision issues associated with the expected movements of the proposed development, therefore it is considered that there are no existing road safety issues pertinent to the development of the site It is noted that, if the proposed site access arrangements and off-site highway works are designed with due consideration to road safety, with appropriate highway design features incorporated into the detailed design, then the proposals should not have a detrimental road safety impact on the local transport network and should not adversely affect the safety of pedestrians and cyclists. Page 30 of 66

33 5.0 TRIP GENERATION PROJECTIONS 5.1 School Catchment Area In order to determine the likely catchment area of the proposed Bolder Academy, the distances travelled by 75% of pupils attending existing mixed-gender secondary schools in Hounslow have been interrogated utilising the London Schools Atlas (maps.london.gov.uk/schools). The 75 th quartile travel distance for each school and the mean for all schools is shown in Table 9: Table 9: Mixed-Gender Hounslow Secondary Schools - 75 th Quartile Travel Distances School Distance Travelled by 75 th Quartile of Pupils (Miles) Chiswick School 1.9 Cranford Community College 1.29 Feltham Community College 1.2 The Heathland School 1.18 Heston Community School 1.23 Kingsley Academy 2.06 Lampton School 1.28 Rivers Academy West London 0.96 St Mark s Catholic School 3.08 Reach Academy (Secondary) 1.21 Average Travel Distance 1.54 (2.47km) Table 9 shows that the average distance travelled by the 75 th quartile of pupils attending mixed-gender secondary schools in the London Borough of Hounslow is 1.54 miles (2.47km), with generally little variation in the travel distances to the different schools. It is therefore considered reasonable to assume that 75% of pupils attending Bolder Academy would travel from within approximately 2.5km of the site, in line with the borough average This 2.5km travel distance is shown on the plan within Appendix 9 and demonstrates that 75% of pupils attending Bolder Academy would be expected to travel from areas local to the site including Osterley, Spring Grove and Brentford. The remaining 25% of pupils would be expected to travel to the school from outside this area, for example from Isleworth and Hounslow to the south-west. traffic engineering and transport planning Page 31 of 66

34 5.2 Pupil Modal Split & Person Trip Generation As part of the Travel Plan (SA, 2015b) for the nearby Nishkam School, the existing modal splits for seven secondary schools in the London Borough of Hounslow were interrogated to find an average pupil modal split for the local area. The schools for which modal splits were interrogated were Isleworth & Syon Boys School, Lampton School, Heston Community School, Gumley House School, The Heathland School, Cranford Community College and Chiswick School In order to maintain consistency with the approach for Nishkam School, a similar approach has also been adopted for Bolder Academy. For consistency with the approach used to determine the likely school catchment area, only existing modal splits for mixedgender secondary schools within Hounslow have been utilised. The existing modal splits within the Nishkam Travel Plan for Isleworth & Syon Boys School and Gumley House School have therefore been excluded. Based on the existing modal splits, the average modal split for Bolder Academy is shown in Table 10, along with the number of pupils expected to travel by each mode upon full occupation of the site. A summary of the existing modal splits for each of the five schools used as part of this assessment is included as Appendix 10. Table 10: Proposed Pupil Modal Split Mode of Travel Modal Split (%) No. of Pupils* Park & Stride 15.4% 178 Car Share 2.1% 25 Bus 32.6% 375 Train/Tube 4.0% 46 Cycle 3.0% 34 Walk 42.7% 492 Scooting 0.1% 1 Total 100.0% 1,150 *Totals may not represent the sum of their parts due to rounding Table 10 shows that 15.4% of pupils could be expected to travel by a vehicle trip generating mode. Given that all car trips to the site are expected to utilise the proposed park and stride facility, the existing modal splits for car and park and stride trips have been combined into one category. It is therefore expected that 178 pupils would travel by a vehicle trip generating mode once the school is operating at full capacity, with the remaining 972 pupils travelling by non-car modes, most notably by bus or on foot Guidance from Chartered Institution of Highways & Transportation (CIHT) suggests a preferred maximum walking distance of 2km for a number of trips, including commuting and school trips (IHT, 2000). Considering this, and that 75% of pupils attending Bolder Academy are expected to live within a 2.5km travel distance of the site, it is considered that a 42.7% pupil walking modal split is reasonable, with the potential to increase this further. Page 32 of 66

35 5.2.5 There are a number of important factors to consider in relation to pupil travel at the school, as outlined below: Vehicle trips associated with pupils travelling to/from the school by car/park and stride may not represent new trips to the local highway network. It is expected that the majority of trips whereby a pupil is dropped-off and picked-up will not be primary trips involving only one destination. For example, a number of drop-off/pick-up trips by parents/guardians will form part of their commute to work, therefore the school would not be the sole destination for the journey. It is recognised that such trips would only be rerouted to/from the school, with the associated trips not new to the wider highway network. If these trips are pass-by or diverted trips from the highway network local to the site, then the rerouted distance would be negligible. The vehicle trips associated with pupil travel are already likely to present on the wider highway network local to the site, with pupils currently attending or likely to attend other schools further away from their home addresses. By providing a school in closer proximity to its potential catchment area, it is recognised that there is more likely to be a higher proportion of trips by sustainable travel (walking, cycling and public transport), with vehicle trips more likely to be generated by sites located further from their catchment. Vehicle trips generated by pupil travel typically generate 2 two-way trips per pupil during each respective peak period, with both an arrival and departure occurring in each. There is inevitably a certain level of absence each day. The current national average for state funded secondary schools is 4.6% (DfE, 2016), meaning that approximately 53 pupils of the 1,150 pupil capacity could be expected to be absent on any given day It is therefore considered that the projected 178 pupils travelling by vehicle trip generating modes (park and stride) at Bolder Academy represents a robust worst-case assessment, with the actual number of new trips generated likely to be much lower than this. However, in order to ensure that a robust assessment is undertaken, this TA assumes that all pupil trips to Bolder Academy will be new to the highway network local to the site For the purposes of this assessment, it is considered reasonable to assume that 95% of pupil arrivals will occur during the school AM peak hour (08:00-09:00). This reflects that approximately 5% of pupils would be expected to arrive for school late or early (e.g. for breakfast club). The pupil departure profile would be expected to be more staggered due to extra-curricular activities and after school clubs. It is therefore assumed that 70% of pupils would leave during the school peak hour (15:00-16:00), with 15% leaving during the PM inter-peak period (16:00-17:00) and 15% leaving during the network PM peak hour (17:00-18:00) Considering these arrival and departure profiles, the number of two-way vehicle trips likely to be generated by pupil drop-offs and pick-ups at the proposed park and stride facility during the respective peak periods is outlined within Table 11: traffic engineering and transport planning Page 33 of 66

36 Table 11: Two-Way Pupil Vehicle Trip Generation Percentage Split No. Pupils Two-Way Vehicle Trips AM Peak (08:00-09:00) 95% School PM Peak (15:00-16:00) 70% PM Inter Peak (16:00-17:00) 15% Network PM Peak (17:00-18:00) 15% *Totals may not represent the sum of their parts due to rounding 5.3 Staff Modal Split & Person Trip Generation From information provided by the Client, it is understood that there will be 90 staff employed at Bolder Academy upon full occupation of the school, with staffing numbers expected to increase incrementally alongside pupil numbers. The estimated travel to work modal split for staff at the proposed school has been calculated using method of travel to work data for the existing workplace population, obtained from the 2011 Census (dataset: WP703EW). The proposed site is located within Middle-Layer Super Output Area (MSOA) Hounslow 009 and it is considered reasonable to assume that the staff journey to work modal split at the site will be comparable with that of the existing workplace population within this local MSOA. The modal split data is summarised within Table 12, along with the number of staff expected to travel by each mode upon full occupation of the site: Table 12: Proposed Staff Modal Split Mode of Travel Modal Split (%) Proposed No of Staff Car/Taxi/PTW 58.4% 53 Underground 7.0% 6 Train 15.0% 14 Bus 8.2% 7 Car Passenger 1.8% 2 Pedestrian 4.9% 4 Cycle 4.3% 4 Other 0.4% 0 TOTAL 100% 90 *Totals may not represent the sum of their parts due to rounding Table 12 indicates that just over half (58.4%) of all staff travel to work journeys could be expected to be made by vehicle trip generating modes, with the remainder made by sustainable modes of travel. Based upon 90 staff being employed at the site, it is assumed that 53 staff could be expected to travel by vehicle trip generating modes when the school is operating at full capacity. Page 34 of 66

37 5.3.3 For the purposes of this assessment, it is assumed that 75% of staff would arrive for work during the school AM peak hour (08:00-09:00), with 25% arriving during the preceding hourly period (07:00-08:00). A more staggered departure profile would be expected after school finishes, given that extra-curricular activities and staff meetings typically occur once pupils have left. It is therefore assumed that 50% of staff departures would occur during the School PM peak hour (15:00 to 16:00), with 25% during the PM inter-peak hour (16:00-17:00) and 25% during the network PM peak hour (17:00-18:00) The number of two-way staff vehicle trips expected to be generated during the respective peak periods is outlined within Table 13: Table 13: Two-Way Staff Vehicle Trip Generation Percentage Split Two-Way Vehicle Trips Pre-AM Peak (07:00-08:00) 25% 13 AM Peak (08:00-09:00) 75% 40 School PM Peak (15:00-16:00) 50% 27 PM Inter Peak (16:00-17:00) 25% 13 Network PM Peak (17:00-18:00) 25% Table 13 demonstrates that the site is likely to generate 40 two-way staff vehicle trips during the school AM peak period (08:00-09:00). The site could be expected to generate up to 27 two-way vehicle trips during the school PM peak period (15:00-16:00), with up to 13 two-way trips likely to be generated during the network peak period (17:00-18:00) It is recognised that the site may also generate a small number of servicing trips (e.g. deliveries and refuse collection), although these are likely to occur outside the usual network peak periods. These trips have therefore not been explicitly included within the vehicle trip generation projections of this TA. traffic engineering and transport planning Page 35 of 66

38 6.0 TRAFFIC IMPACT 6.1 Existing Network Traffic Flows In order to establish the baseline traffic situation in the vicinity of the site, traffic flow data was collected on Wednesday 13 th May 2015 as part of the TA (SA, 2015a) for Nishkam School. It was agreed with the client and the transport consultant for Nishkam School that this data could be shared to form the baseline traffic situation for Bolder Academy. Traffic surveys and queue length surveys were undertaken between the hours of 07:00-09:30 and 14:30-18:30 at the following local junctions: Windmill Lane/Syon Lane/Jersey Road/Osterley Lane mini-roundabout; Syon Lane/Tesco access roundabout; Syon Lane/Grant Way mini-roundabout; Syon Lane/Great West Road (A4) and Harlequin Avenue/A4 linked signal junctions. Wood Lane/A4 signal junction; and Thornbury Road/A4 signal junction The results of these surveys, which were aggregated into 15 minute intervals, indicate that the network peak hours for the local highway network are AM (07:45-08:45) and PM (17:15-18:15). These peak hours reflect the largest total number of vehicle movements across the surveyed junctions. Analysis of the data shows a negligible difference in traffic flows between the network peak hours and the school peak hours assessed within the TA for Nishkam School of 08:00-09:00, 15:00-16:00 and 17:00-18:00. In order to maintain consistency and to ensure that the worst-case development impact is tested, the same network peak periods have been assessed within this TA The recorded traffic flows during the assessed AM peak (08:00-09:00), school PM peak (15:00-16:00) and network PM peak (17:00-18:00) periods are shown in the flow diagrams attached as Appendix Assessment Scenarios The development proposals have been tested against the following weekday AM Peak hour (08:00-09:00), weekday school PM peak hour (15:00-16:00) and weekday network PM peak hour (17:00-18:00) traffic flow scenarios: 2015 Existing - Traffic flows recorded and observed during the May 2015 traffic surveys; 2025 Do Nothing - Existing network traffic flows, with growthing to 2025 and the additional of committed development traffic (see Section 2.5); and 2025 With Development Do Nothing with the addition of traffic associated with the proposed development. Page 36 of 66

39 6.2.2 The current proposals are for Bolder Academy to open in 2018 with 150 pupils, with 180 pupils to enrol each year thereafter. The school is expected to operate at full capacity by The traffic impact of the proposals has therefore been assessed against the predicted traffic flows in 2025, 8 years after registration of the planning application The network traffic flows at 2025 have been predicted using the DfT s National Traffic Model (NTM). The regional growth factor obtained from the NTM has been adjusted to reflect local circumstances using TEMPRO software (Ref: London Dataset Version 7.0), see Appendix 12. As the NTM includes for committed developments (including new households and jobs) as part of its forecasts, in order to avoid double counting, all new households and jobs were removed from the growth factors as the flows associated with the committed developments represent more households and jobs than are included within the NTM forecasts. 6.3 Staff Traffic Distribution & Assignment The distribution of the projected staff vehicle trips associated with the application site has been predicted utilising a gravity model based upon commuting patterns of the existing workplace population of the Hounslow 009 Middle Layer Super Output Area (MSOA) within which the site is located. Location of usual residence and place of work by method of travel to work data from the 2011 National Census (ONS, 2014) shows the proportion of people travelling to Hounslow 009 from their usual residences (MSOAs and local authority districts) by mode of travel This trip distribution data has been combined with a subjective assessment of route choice (traffic assignment) to determine the likely distribution of staff traffic associated with the proposals across the highway network. The predicted traffic assignment has been undertaken utilising journey planning tools to help determine the relative attractiveness of alternative routes, existing directional traffic signing strategy at local junctions and known existing traffic conditions on the relevant routes The detailed calculations of the gravity model are attached as Appendix 13, with the results summarised in Table 14. traffic engineering and transport planning Page 37 of 66

40 Zone A Route Table 14: Staff Travel Gravity Model Results Syon Lane (N) then Windmill Lane (N) Initial Direction at Macfarlane Lane/Syon Lane B Syon Lane (N) then Jersey Road (W) 5.0% To/from north C Syon Lane (N) then Thornbury Road 3.2% Distribution Split 18.1% D Syon Lane (N) then Wood Lane 0.9% E Syon Lane (S), A4 (W) then Wood Lane 2.1% F Syon Lane (S), A4 (W) then Thornbury Road 0.1% G Syon Lane (S) then A4 (W) 14.6% To/from south H Syon Lane (S) then A4 (E) 34.7% I Syon Lane (S) then A315 (E) 1.8% J Syon Lane (S) then A310 (S) 19.5% 100% 27.1% 72.9% The gravity model results indicate that there is expected to be an approximate 27% split to/from the north (Zones A to D) and 73% to/from the south (Zones E to J) at the Macfarlane Lane/Syon Lane junction, with the routes illustrated in Figure 5. Flow diagrams illustrating the projected staff traffic distribution, based on the gravity model and the above assumptions, are attached as Appendix 14. Figure 5: Gravity Model Zones A B C D E F G H G I D E C F J Source Imagery: Copyright Google Earth Pro (License Key-JCPMR5M58LXF2GE) Page 38 of 66