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1 Document History JOB NUMBER: DOCUMENT REF: REVISIONS: Revision Comments By Checked Authorised Date Draft 1 Preliminary issue SA PS 15/5/2007 Final Client Issue PS SA PS 24/9/07 PDF processed with CutePDF evaluation edition

2 Contents 1 Introduction 1 2 Policy framework 2 Introduction 2 Planning Policy Statement 3 Housing 2 Planning Policy Guidance 13 Transport 3 Smarter Choices Changing the Way We Travel 4 The South East Plan 4 Buckinghamshire County Council Structure Plan 5 Adopted Chiltern District Local Plan 6 Design Guidance 7 3 The Local Transport Network and Base Line Conditions 8 Introduction 8 Location and Existing Land Use 8 Local Travel Characteristics 8 Pedestrian and Cycle Accessibility 10 Public Transport 10 The Local Road Network 11 Road Safety 12 4 Development Proposals 13 Introduction 13 Overview 13 Green Travel Plan 13 Proposed Bus Service Improvements 13 Pedestrian & Cycle Access 13 Highway Access 14 5 Transport Impact Assessment 15 Introduction 15 Expected Trips 15 Expected Transport Impact 17 6 Conclusions 18

3 Appendices 19 Appendix: A Site location plan A-1 Appendix: B Proposed Access and Layout B-2

4 Introduction 1 Introduction 1.1 EAS Transport Planning has been commissioned by Bidwells to prepare a Transport Statement (TS) for the land off Keepers Lane, Hyde Heath. This TS considers a total of up to 300 dwellings on the development site, allowing also for the provision of public open space on the 11 hectare site. This, from a transport perspective represents a robust assessment of the likely impact of development. A location plan is contained in Appendix A. 1.2 The role of a TS as set out in the DCLG/DfT, 2007 Guidance on Transport Assessments is to: set out the transport issues relating to a proposed development site (existing conditions) and details of the development proposals (proposed development). 1.3 This TS sets out to demonstrate that the proposed development: is in line with local, regional and national policy, particularly in terms of sustainability; has accesses and internal layout that meet the appropriate design standards; and does not result in a significant adverse impact on the local transport network. 1.4 The contents this TS are: Section 2 sets out the national, regional and local transport policy relevant to the development proposal and also the development design guidance that will be used; Section 3 describes the existing site and the baseline conditions, including the current travel characteristics of the area; Section 4 describes the development proposals and their expected impact; Section 5 gives an overview of the likely trip generation characteristics of the development and expected impact on the local transport network; and Section 6 contains the conclusions. Hyde Heath TS Final September 2007 Page 1 Final Report

5 Policy framework 2 Policy framework Introduction 2.1 This section identifies the current planning policy documents at National, Regional and Local levels that are relevant to the development. The policy documents reviewed include: Planning Policy Statement 3 - Housing Planning Policy Guidance 13 Transport DfT Green Travel Plan Guidance for Residential Development East of England Regional Spatial Strategy Buckinghamshire Structure Plan 2001 to 2016 Adopted Replacement Chilterns District Local Plan 2016 Draft 2.2 The latest design guidance is also reviewed including: IHIE 2002 Home Zone Design Guidelines ; and DfT s Manual for Streets, March A brief description of the above documents and their potential relevance are described below. Planning Policy Statement 3 Housing 2.4 PPS3 (November 2006) sets out the national planning policy framework for delivering the Government s housing objectives. 2.5 In discussing how to deliver high quality housing the considerations relating to transport and layout include that development: is easily accessible and well-connected to public transport and community facilities and services, and is well laid out so that all the space is used efficiently, is safe, accessible and user-friendly. and should; Take a design-led approach to the provision of car-parking space that is well-integrated with a high quality public realm and streets that are pedestrian, cycle and vehicle friendly. 2.6 When identifying suitable locations for development and in support of the Government s objective of creating sustainable communities, Local Planning Authorities should: Ensure that housing is developed in suitable locations which offer a range of community facilities and with good access to jobs, key services and infrastructure. 2.7 Additionally they should take into account: Hyde Heath TS Final September 2007 Page 2 Final Report

6 Policy framework Accessibility of proposed development to existing local community facilities, infrastructure and services, including public transport. The location of housing should facilitate the creation of communities of sufficient size and mix to justify the development of, and sustain, community facilities, infrastructure and services. 2.8 It is our view that the development proposals including the proposals to invest in public transport are compliant with PPS3; as the proposals will improve the accessibility of the area. Planning Policy Guidance 13 Transport 2.9 PPG13 (Transport) was published in March Its objectives are to integrate planning and transport at the national, regional, strategic and local level to: promote more sustainable transport choices for both people and for moving freight; promote accessibility to jobs, shopping, leisure facilities and services by public transport, walking and cycling; and reduce the need to travel, especially by car Paragraph 13 of PPG13 emphasises the use of modes of transport other than the car, namely: seek to reduce car dependence by facilitating more walking and cycling, by improving linkages by public transport between housing, jobs, local services and local amenity Paragraph 33 refers to Information and Communications Technology (ICT) which has the potential to encourage: home working, which has the potential to reduce daily commuting to work and enable some journeys to take place outside the peak periods 2.12 At paragraphs 75, 76 and 77 of PPG13 advice is given on ways of encouraging walking as a mode of transport, these include: the preparation of local walking strategies; review of existing pedestrian routes between key land uses such as schools, town centres and transport interchanges; pay particular attention to the design, location and access arrangements of new developments to help promote walking as a prime means of access; and promote and protect local day to day shops and services which are within easy walking distance of housing At paragraphs 78, 79 and 80 of PPG13 advice is given on ways of encouraging cycling as a mode of transport, these include: preparation of a local cycle strategy; review existing cycle routes including those to transport interchanges; and influence the design, location and access arrangements to ensure it promotes cycling. Hyde Heath TS Final September 2007 Page 3 Final Report

7 Policy framework 2.14 The advice given in PPG13 is consistent with that given in PPS3 and additionally encourages local planning authorities to give greater consideration to walking, cycling and public transport and use of ICT It is our view that the development proposals will improve the accessibility of the area, by increasing public transport provision and therefore meet with the advice given in PPG13. Smarter Choices Changing the Way We Travel 2.16 In 2005 the DfT published guidance on techniques aimed at influencing the way people travel. This guidance includes evidence based documentation of how choices influence travel and also guidance, including Making Residential Travel Plans Work: Good practice guidelines for new development (DfT September 2005) The smarter choices document includes a chapter on teleworking which concludes that for the UK: the net effect, per teleworker, was 12.3 miles saved per day (an overall reduction in commuting mileage of approximately 75%) (National Opinion Polls Survey of 1,600 internet users: Section ) Other studies suggest a saving for teleworkers of between 48 and 77% in mileage between teleworking and non-teleworking days and an overall saving of up to 19% comparing teleworkers and nonteleworkers, taking into account days when teleworkers work in the office The DfT guidance Making Residential Travel Plans Work: Good practice guidelines for new development states that: Travel planning for residential development has potential to help achieve more sustainable communities by improving their accessibility. New housing development is normally characterized by high car trip generation. However, better choices about the location and density of new housing, combined with the increased use of residential travel plans, should deliver a real impact on travel patterns and aid progress towards sustainable transport and land use objectives. and Residential travel plans are likely to achieve the greatest impacts in relation to larger residential developments (i.e. over 100 dwellings) 2.20 The proposed development will include a travel plan including a range of appropriate measures that are covered in more detail in section 4 below, but will include measures to help promote teleworking. The South East Plan 2.21 The draft Regional Spatial Strategy for the South East of England (RSS), known as the South East Plan, was submitted to the Government in March The Transport and Communications section has the following policies relevant to new development: Hyde Heath TS Final September 2007 Page 4 Final Report

8 Policy framework POLICY T4: COMMUNICATIONS TECHNOLOGY - Investment in communication technology that increases access to goods and services without increasing the need to travel should be actively encouraged and taken into consideration in identifying future transport needs. POLICY T5: MOBILITY MANAGEMENT- The policies and proposals set out in Local Development Documents and Local Transport Plans will seek to achieve a rebalancing of the transport system in favour of non-car modes and will be based on an integrated package of measures [that includes] i A comprehensive travel planning advice service ii The allocation and management of highway space used by individual modes of travel iii The scale of provision and management (including pricing) of car parking both off and on-street iv An increase in bus priority v Improvements in the extent and quality of pedestrian and cycle routes viii Incentives for car sharing ix Local services and e-services to reduce the need to travel x Changes in ways of working that alter the extent and balance of future demand for movement POLICY T8: TRAVEL PLANS AND ADVICE - All major travel generating developments must have a travel plan agreed and implemented by The development proposals will help achieve these objectives by being suitably located to increase opportunities for travel other than the private car, reducing the need to travel by car, by provision of suitable technology to encourage teleworking for example, and through provision of a Green Travel Plan. Buckinghamshire County Council Structure Plan 2.22 The current adopted Structure Plan, which covers the period, will remain relevant for at least until 2007, after which time the new Regional Spatial Strategy (RSS) for the South East is expected to be in place The current Structure Plan was adopted by the County Council in March Its main elements relating to transport and applicable here are as follows: A close correlation between new homes, jobs and community facilities Concentration of most new urban development at Milton Keynes City, Aylesbury Town and in the High Wycombe area A general reduction in trip lengths and the need to travel as a result of the above, both of which will help to counter global warming, save energy and reduce pollution Hyde Heath TS Final September 2007 Page 5 Final Report

9 Policy framework An integrated approach to transport planning, with an increasing shift towards more energyefficient and environment-friendly modes of transport than private cars The maintenance of a buoyant local economy, with new employment-generating development in appropriate locations Policies to safeguard and improve the vitality, viability and diversity of town centres Positive management of urban fringe areas to improve their environmental and amenity value 2.24 The development proposals will help achieve these objectives by improving accessibility by public transport in the area and therefore reducing the need to travel by car. Adopted Chiltern District Local Plan 2.25 The Chiltern District Local Plan was adopted in 1997 and including Adopted Alterations The Local Plan contains the following transport policies that are relevant to the proposed development: POLICY TR1: All major development and, as far as is practicable, all other development should be located in areas which are served by public transport. Where development proposals are acceptable in accordance with this Policy, other policies in this Local Plan should also be complied with; POLICY TR2: With regard to the highway aspects of planning applications, proposed development should accord with the following if planning permission is to be granted: 1. Satisfactory access onto the existing highway should be provided. Wherever possible, access should be taken from the lowest category of road appropriate development. In general, access will not be permitted the primary road network, or routes designated as more than local importance". 2. The highway network in the vicinity of the development should have the capacity to accept the additional traffic generated by that development without significantly exacerbating any existing overloading or other traffic problems. 3. Traffic of excessive volume, size or weight will not be accepted on unsuitable roads, including rural lanes conservation areas or residential areas. 4. Standards of road safety for all users should, at minimum, maintained and where appropriate, improved. POLICY TR3: The highway access and layout arrangements of proposed developments should be in accordance with the Residential Road Layout Standards adopted by Buckinghamshire County Council and current policy guidance from the Department of the Environment, Transport and the Regions, or such other documents as may replace them. Off-site highway improvements may be required in some circumstances to permit development proposals to be implemented satisfactorily. In these circumstances developers will be expected to enter into an appropriate planning obligation with the local highway authority to contribute towards the cost of any necessary works. Hyde Heath TS Final September 2007 Page 6 Final Report

10 Policy framework 2.26 The development proposals will help achieve policy TR1 by reducing the need to travel by car. Policies TR2 and TR3 are addressed through provision on suitable access to the development proposals and internal streets designed in accordance with the latest design guidance including IHIE 2002 Home Zone Design Guidelines and the DfT s Manual for Streets. Design Guidance 2.27 Current relevant national design guidance is taken from the IHIE 2002 Home Zone Design Guidelines and the DfT s Manual for Streets Home Zone guidance is used with the aim of using inclusive design principles. Encouraging pedestrian and cyclist movements and improving the overall community by providing more shared surfaces, and restricting vehicle speeds. The layout of the streets should be designed with the perception of motorist s in mind, to establish an informal priority to other road users and provide a safer more inclusive environment The Manual for Streets (MfS) reinforces these principles by bringing together existing guidance with new research and case studies to identify the role of streets in providing sustainable, inclusive developments; and provide a single source of guidance for the layout /access of new developments, replacing existing Design Bulletin 32 guidance. The aims of MfS are to create streets that: help to build and strengthen the communities they serve; meet the needs of all users, by embodying the principles of inclusive design (see below); form part of a well-connected network; are attractive and have their own distinctive identity; are cost-effective to construct and maintain; and are safe Inclusive design is one of the major thrusts of the document, and is described as: places people at the heart of the design process; acknowledges diversity and difference; offers choice where a single solution cannot accommodate all users; provides for flexibility in use; and provides buildings and environments that are convenient and enjoyable to use for everyone The development proposals will be designed to these principles, and so will comply with Chilterns Local Plan Policy as well as national policy. Hyde Heath TS Final September 2007 Page 7 Final Report

11 The Local Transport Network and Base Line Conditions 3 The Local Transport Network and Base Line Conditions Introduction 3.1 This section describes the travel characteristics of the area local to the proposed development site, and sets out the base line conditions prior to any development or any proposed transport improvements associated with the development. Location and Existing Land Use 3.2 A location plan of the site is included at Appendix A. 3.3 The development site is bordered to the north by Weedon Hill Road, to the east by Fullers Lane/Hill and open agricultural land, to the south by agricultural land and Weedon Hill Wood, and to the west by Keepers Lane and existing residential housing estates. 3.4 The site is currently open agricultural land used for arable farming. Local Travel Characteristics 3.5 Table 3.1 compares the travel characteristics for the ward of Little Missenden, which includes the site, the rest of Hyde Heath and an area to the southwest including the village of Little Missenden, with data for the whole of England. 3.6 This data is taken from the 2001 census and is for travel to work only, which represents about 15-20% of all journeys. The table has been re-based to show economically active people only and so excludes retired people, students and all others not in full time employment. Hyde Heath TS Final September 2007 Page 8 Final Report

12 The Local Transport Network and Base Line Conditions Little Missenden Count Little Missenden % England Count England % All People (Persons)1 1, % 22,376, % Works mainly at or from home (Persons) % Underground, metro, light rail or tram (Persons)1 47 4% 2,055,224 9% 706,080 3% Train (Persons)1 94 8% 945,100 4% Bus, minibus or coach (Persons)1 0 0% 1,682,127 8% Taxi or minicab (Persons)1 Driving a car or van (Persons)1 3 0% % 115,495 1% 12,308,844 55% Passenger in a car or van (Persons)1 43 4% Motorcycle, scooter or moped (Persons)1 8 1% 1,368,226 6% 248,824 1% Bicycle (Persons)1 On foot (Persons)1 Other (Persons)1 1 National Statistics 7 1% 23 2% 4 0% 632,231 3% 2,231,539 10% 82,430 0% Table 3.1: 2001 Census, Journey to Work Data 3.7 It can be seen in the table above that the proportion of car drivers is 11% above the national average. Journeys by public transport are slightly lower with bus, train/tube journeys mode share of 12% compared to 15% nationally (with 0% by bus); and journeys by foot and bicycle are significantly lower than the national average, 3% compared to 13%. The notable differences in mode share are a result of a number of factors likely to include: a small amount of employment within a walking/cycle distance; the absence of regular bus services (discussed further later in this section); and a relatively high car ownership level. 3.8 The statistics for the local ward above have indicated that the ward is currently not as sustainable in terms of the mode of travel to work as the national average. There is therefore an opportunity to improve the public transport accessibility of Hyde Heath. 3.9 It is proposed that investment in public transport is made as part of the development proposals this is discussed in detail in Section 4. Hyde Heath TS Final September 2007 Page 9 Final Report

13 The Local Transport Network and Base Line Conditions Pedestrian and Cycle Accessibility 3.10 Pedestrian access to and from the development site to the local centre and facilities is via Keepers Lane and Brays Lane with a footway route through the adjacent housing estate along Walnut Way and Brays Meadow. Cycle access is on-road in the village either via Keepers Lane or Weedon Hill PPG13 states that walking is the most important mode of travel at a local level and suggests that a distance of 2km walking provides the greatest potential to replace short car trips; and that cycle journeys of 5km or under play an equally important role in replacing short car trips, and also linking to longer public transport trips Appendix A indicates a 2km walk isochrone around the development.the sketch illustrates the location of the local post office / general store, garage and public house which represent the main facilities in the village centre. These facilities are approximately 1km from edge of the development site In addition to the facilities listed above there is also a primary school - Hyde Heath Infant School and a pre-nursery located in the centre of the village. The village also contains St Andrews Church and a Chapel The site is within walking or cycling distance of facilities that would be accessed on a day-to-day basis, however there is still a need to travel by other means to access larger retail facilities and for employment. Public Transport 3.15 There is currently a single bus the no. 60 service serving Hyde Heath which links the village to Chesham and Amersham, the service is on Tuesdays and Thursdays only and a mid-day service. There are bus stops on both sides of Weedon Hill Road adjacent to the site There is a Dial a Ride bus service available in Buckinghamshire which is aimed at area without good public transport links. The services are available Monday to Friday from 8am to 6pm, and based on an annual registration for users ( 5 charge).the service is approx. the same charge as a regular bus service and is available to most local destinations The absence of regular bus services to other larger local centres is likely to have a significant effect on the accessibility of Hyde Heath for non-car drivers and therefore restricts the number of trips that can be undertaken by modes of travel other than the car. An opportunity therefore exists to improve the sustainability of the residents of Hyde Heath (and potentially other village centres) by investing in public transport The Census journey to work data indicated that 8% of residents in the ward travelled to work by train and 4% travelled by tube. Residents of Hyde Heath have access to three railway stations with a 3-3.5km journey: Great Missenden to the west, Chesham to the northeast and Amersham to the east. Hyde Heath TS Final September 2007 Page 10 Final Report

14 The Local Transport Network and Base Line Conditions 3.19 The most efficient station for travel into and out of London as a commuter service is Amersham as it is the furthest east and has the most regular service and is examined in further detail below. Chesham station provides a shuttle to the main line via Chalfont & Latimer station and is therefore less likely to be used. However although not part of the underground line which terminates at Amersham, Great Missenden still has a regular service every 30mins into London and should therefore not be discounted for commuter travel Amersham railway station is owned and operated by Transport for London (TfL), and is situated on the Metropolitan line. It is served by the following Train Operating Companies (TOCs) and routes: Chiltern Railways (Aylesbury to London Marylebone); London Underground - Metropolitan line (Amersham to Aldgate); 3.21 The rail station provides services from Amersham to Baker Street approximately every mins and from services between Aylesbury and Marylebone (via Amersham) every half an hour; with services extending to Aldgate running approximately every 17 mins in the peak hours Stops on the Amersham line include : Aylesbury, Stoke Mandeville, Wendover, Great Missenden, Amersham, Chalfont & Latimer, Chorleywood, Rickmansworth, Moor Park, Harrow-on-the-Hill, Wembley Park, Finchley Road, Baker Street, Marylebone (extended service - Great Portland Street, Euston Square, King s Cross St. Pancras, Farringdon, Barbican, Moorgate, Liverpool Street, Aldgate) The Amersham tube station is the eastern limit of the Metropolitan line into central London. Services run at regular intervals of approximately 10 minutes during the day. The Local Road Network 3.24 Traffic counts have been provided by BCC / Jacobs at the junction of Weedon Hill / Copperkins Lane / Fullers Hill, carried out on 25 April, A summary of traffic data is included in table 3.4 below: Hyde Heath TS Final September 2007 Page 11 Final Report

15 The Local Transport Network and Base Line Conditions 2006 Traffic Count Data - All motor vehicles Fullers Hill Copperkins Lane Weedon Hill Left Ahead In Out Way Left Right In Out Way Ahead Right In Out Way 06:00-07: :00-08: :00-09: :00-10: :00-11: :00-12: :00-13: :00-14: :00-15: :00-16: :00-17: :00-18: :00-19: :00-20: :00-21: :00-22: hr Est AADT Total In Table 3.4: Buckinghamshire 2006 Traffic Count Data 3.25 The results of the count show that the Weedon Hill / Copperkins Lane / Fullers Hill junction is not heavily trafficked in either the morning or evening peak hours, and that traffic flows out of Amersham in the morning peak is substantially lower than traffic into Amersham (over three times the level of traffic) The results therefore confirm the expectation that Amersham performs as a local centre for employment, retail and education among other uses to the local area. As discussed above Amersham also performs a role for onward travel by train and tube Based on the level of traffic identified above it is not perceived that that there will be any traffic issues associated with the access proposals, described in more detail in the next chapter. Road Safety 3.28 Accident data has been provided by BCC for the 5 year period between the dates 01/01/2001 and 31/12/ From the accident data, 5 accidents have been identified within Hyde Heath of these three close to the development site. Of these 5 accidents one accident was recorded as serious involving a car losing control on Fuller Lane/Hill close to the junction with Weedon Hill Road. The incidents with a severity of slight include an accident caused by a drunk driver colliding with stationary vehicles on Weedon Hill Road, a collision outside the garage caused by a turning vehicle, a turning incident at the junction of Keepers Lane and Weedon Hill Road and a pedestrian stepping out behind a refuse lorry struck by a passing vehicle These accidents do not represent an existing road safety issue. Hyde Heath TS Final September 2007 Page 12 Final Report

16 Development Proposals 4 Development Proposals Introduction 4.1 This section discusses the development proposals based upon a proposed 300 dwelling development. Overview 4.2 The proposed 300 dwelling development consists of a mix of residential units for both private and affordable housing. Around 10% or 30 of the dwellings will be made suitable as live-work units, reflecting the above average proportion of residents in the area (15%) who work from home. 4.3 The proposed site access is contained in Appendix B. 4.4 It is proposed that the eastern part of the development area adjacent to Fulham Lane be used as public open space, including a number of pond / wetlands which will form an integral part of the SuDS drainage strategy. Green Travel Plan 4.5 In line with the latest DfT guidance, a Green Travel Plan will be prepared for the proposed development. Measures that will be considered will range from: site design, that will be based on a home zone principle; improvements to off-site access including the proposed bus service subsidy; and facilities that reduce the need to travel including a convenience store, live/work accommodation, broadband provision and a telecentre. Proposed Bus Service Improvements 4.6 As discussed in Section 3, there is the absence of any regular bus services to the village and an opportunity to improve on the current situation. Any improvements could be discussed with the local highway authority, and may be in the form of contributions to improve existing dial-a-ride facilities in the area. There is likely to be an increase in the potential patronage for bus services from the increased number of households as a result of the development. Pedestrian & Cycle Access 4.7 Pedestrian access to and from the development site to the local centre and facilities is via Keepers Lane and Brays Lane with a footway route through the adjacent housing estate along Walnut Way and Brays Meadow. Cycle access is on-road in the village either via Keepers Lane or Weedon Hill. Hyde Heath TS Final September 2007 Page 13 Final Report

17 Development Proposals 4.8 It is proposed that new crossing points are provided across Keepers Lane from the development via a number of new tactile paving crossing points. As there are currently no pedestrian or cycle links north of the site on Weedon Hill Road, and therefore no desire lines in this direction no improvements area proposed along Weedon Hill. Highway Access 4.9 To provide access to the site it is proposed that two simple give way junctions with 6m radii, be taken off Keepers Lane. The access proposals are illustrated in Appendix C The give way junctions have been designed to meet the design criteria for a 30mph road set out in TD 42/95 Geometric Design of Major/Minor Priority Junctions. Hyde Heath TS Final September 2007 Page 14 Final Report

18 Transport Impact Assessment 5 Transport Impact Assessment Introduction 5.1 This section estimates the expected numbers of person trips that will be generated by the development and briefly describes the expected impact of these trips on the local transport network. 5.2 As recommended by the DfT guidance on Transport Assessment, a first principles approach has been used based upon the local travel characteristics described in section 3. Expected Trips 5.3 Based upon data from the National Travel Survey and elsewhere, a typical household will generate approximately 10 person trips per day. Of these, typically 10%, or 1 person trip will occur in each of the peak hours on a typical weekday. 5.4 Given the village setting of the development site, it is expected that the travel profile of the development will be similar to the average for the ward of Little Missenden where the development is sited. 5.5 The average bus share in England is 8%, for the ward of Little Missenden no trips are attributed to bus travel, therefore reasonable to expect a rise in the public transport mode share as a result of investment. A 5% increase in the public transport mode share has been assumed. 5.6 It is likely that the introduction of 10% live work units would increase the potential for home working, however the 15% of home workers identified in the Census journey to work data has been used to generate trips as it allows for flexibility for travel in the peak hours when necessary as part of a robust assessment. 5.7 The likely mode share and the development peak hour trips as a result of the factors above, as well as the existing Census mode share are shown in table 5.1 below: Hyde Heath TS Final September 2007 Page 15 Final Report

19 Transport Impact Assessment Mode Peak Hour Trip Rate Peak Hour Trips for 300 Dwellings Census Mode Share Mode Share - Public Transport Improvements Census Mode Share Mode Share - Public Transport Improvements Car Driver Car Passenger Public Transport Walk Cycle Home Worker Total Table 5.1: Estimated Peak Hour Person Trips for 300 dwellings; with and without Public Transport Improvements 5.8 In order to validate the potential number of vehicle trips that could be generated from the development, car trip rates for mixed private housing have also been derived from the TRICS travel database. These trip rates are for developments of dwellings within the South and Central England. AVERAGE TRIP RATES 85 th PERCENTILE TRIP RATES Arr. Dep. Total Arr. Dep. Total AM Peak PM Peak Table 5.2: Mixed Housing Trip Rates Derived From TRICS 5.9 The trip rates derived from the Census data are between the upper and lower limits illustrated above and which gives an indication that the assumptions made are sound Table 4.3 below shows the trips for all modes using the Public Transport Improvements trip rates from table 5.1, but with morning and evening arrival and departure proportions based upon table 5.2 average trip rates. Hyde Heath TS Final September 2007 Page 16 Final Report

20 Transport Impact Assessment Expected AM Peak Trips Expected PM Peak Trips Arr. Dep. Total Arr. Dep. Total Car Driver Car Passenger Public Transport Walk Cycle Total Table 5.3: Estimated Peak Hour Person Trips 5.11 The addition of the public transport improvements and the proposed live-work units will help to improve the sustainability of the area for the proposed development residents and the existing residents of Hyde Heath. The resultant development trip generation 186 peak-hour car driver-trips, and 72 non-car driver trips is relatively sustainable within the context of the village setting. Expected Transport Impact 5.12 The expected total vehicle trips of 186 in the peak hours suggest that a home zone layout would be suitable for the almost the complete development if with either one or two access points are provided, as long as the development layout ensures that all streets within the home zone have a maximum flow below 100 vehicles per hour The expected public transport users will add to the viability of existing services in the area and will therefore provide a positive local impact The expected increase in traffic volumes from the development. However given the existing low level of traffic on Copperkins Lane the additional traffic is not expected to generate significant queues or delays or other capacity problems at the proposed access or local junctions. Hyde Heath TS Final September 2007 Page 17 Final Report

21 Conclusions 6 Conclusions 6.1 A development of up to 300 dwellings could be provided with safe access from Stony Lane. Improvements to public transport could help improve sustainability of the development. A Green Travel Plan would be provided to accompany the development. 6.2 The expected total vehicle trips of 186 in the peak hours suggest that a home zone layout would be suitable for the almost the complete development if with either one or two access points are provided, as long as the development layout ensures that all streets within the home zone have a maximum flow below 100 vehicles per hour. 6.3 The potential increase in traffic volumes in the area are not expected to have a significant impact, given the relatively low existing traffic levels. Hyde Heath TS Final September 2007 Page 18 Final Report

22 Conclusions Appendices Appendix: A Site location plan Appendix: B Proposed Access and Layout Hyde Heath TS Final September 2007 Page 19 Final Report

23 Appendices Appendix: A SITE LOCATION PLAN Hyde Heath TS Final September 2007 Page A-1 Draft Report

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25 Appendices Appendix: B PROPOSED ACCESS AND LAYOUT Hyde Heath TS Final September 2007 Page B-2 Draft Report

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