Ascot Road, Watford. Transport Assessment R02B. Ascot Road, Watford Transport Assessment. January 2017 Report R02B

Transcription

1 Ascot Road, Watford Transport Assessment January 2017 Report R02B Prepared for: Orion Land and Leisure Prepared by: Markides Associates 9 th floor The Tower Building 11 York Road London SE1 7NX United Kingdom +44 (0)

2 Ascot Road, Watford Transport Assessment January 2017 Prepared for: Orion Land and Leisure Prepared by: Markides Associates 9 th floor The Tower Building 11 York Road London SE1 7NX United Kingdom +44 (0)

3 Copyright 2016 Markides Associates Ltd. The concepts and information contained in this document are the property of Markides Associates. Use or copying of this document in whole or in part without the written permission of Markides Associates constitutes an infringement of copyright. Limitation: This report has been prepared on behalf of, and for the exclusive use of the client of Markides Associates, and is subject to, and issued in accordance with, the provisions of the contract between the client and Markides Associates. Markdies Associates accepts no liability or responsibility whatsoever for, or in respect of, any use of, or reliance upon, this report by any third party.

4 CONTENTS 1.0 Introduction 1 Page 2.0 Planning Policy and Guidance Existing Situation Proposed Trip Generation and Distribution Traffic Impact Summary and Conclusion 95 FIGURES Figure Site Location Plan Figure 1.2 Committed and Reasonably Foreseeable Figure 3.1 Existing land use traffic distribution AM peak Figure 3.2 Existing land use traffic distribution PM peak figure 3.3 Accessibility Plan Figure 3.4 Transport Infrastructure Plan Figure 5.1 Distribution Profile Figure 5.2 AM Peak development Distribution Figure 5.3 PM Peak development Distribution Figure Buildings 1 and 2, Marlins Meadow Submission Observed Turning Movements AM Peak Figure Buildings 1 and 2, Marlins Meadow submission Observed Turning Movements PM Peak Figure Traffic Flows AM Peak Figure Traffic Flows PM Peak Figure Traffic Flows AM Peak Figure Traffic Flows PM Peak i

5 Figure Cassiobridge Station Traffic Flows AM Peak Figure Cassiobridge Station Traffic Flows PM Peak Figure Ascot Road Community Free School Traffic Flows AM Peak Figure Ascot Road Community Free School Traffic Flows PM Peak Figure Buildings 1 and 2 Marlins Meadow AM Peak Figure Buildings 1 and 2 Marlins Meadow PM Peak Figure With Committed AM Peak Figure With Committed PM Peak Figure Baseline with AM Peak Figure Baseline with PM Peak Figure 6.17 Masterplan site S2 AM Peak Distribution Figure 6.18 Masterplan site S2 PM Peak Distribution Figure 6.19 Masterplan site S3a AM Peak Distribution Figure 6.20 Masterplan site S3a PM Peak Distribution Figure 6.21 Masterplan site P5 AM Peak Distribution Figure 6.22 Masterplan site P5 PM Peak Distribution Figure 6.23 Masterplan site P6 AM Peak Distribution Figure 6.24 Masterplan site P6 PM Peak Distribution Figure 6.25 Masterplan site P7 AM Peak Distribution Figure 6.26 Masterplan site P7 PM Peak Distribution Figure 6.27 Masterplan sites AM Peak Distribution Figure 6.28 Masterplan sites PM Peak Distribution Figure Baseline with masterplan AM Peak Figure Baseline with masterplan PM Peak Figure Baseline with masterplan with development AM Peak Figure Baseline with masterplan with development PM Peak Figure 6.33 Woodshots Meadow High Tech site AM Peak Figure Woodshots Meadow High Tech site PM Peak Figure Baseline with masterplan with High Tech Site AM Peak Figure Baseline with masterplan with High Tech Site PM Peak Figure Baseline with masterplan with development with High Tech Site AM Peak Figure Baseline with masterplan with development with High Tech Site PM Peak Figure 6.39 Distribution AM Peak No Station Scenario Figure 6.40 Distribution PM Peak No Station Scenario ii

6 Figure With Committed AM Peak No Station Scenario Figure With Committed PM Peak No Station Scenario Figure Baseline with AM Peak No Station Scenario Figure Baseline with PM Peak No Station Scenario Figure 6.45 Ascot Road Masterplan AM Peak No Station Scenario Figure 6.46 Ascot Road Masterplan PM Peak No Station Scenario Figure Baseline with masterplan AM Peak No Station Scenario Figure Baseline with masterplan PM Peak No Station Scenario Figure Baseline with masterplan with development AM Peak No Station Scenario Figure Baseline with masterplan with development PM Peak No Station Scenario Figure Baseline with masterplan with High Tech Site AM Peak No Station Scenario Figure Baseline with masterplan with High Tech Site PM Peak No Station Scenario Figure Baseline with masterplan with development with High Tech Site AM Peak No Station Scenario Figure Baseline with masterplan with development with High Tech Site PM Peak No Station Scenario DRAWINGS Ascot Road Suggested Pedestrian Crossing Proposed undercroft parking access Vehicle swept path analysis fire tender Vehicle swept path analysis 7.5t box van Delivery and servicing / Car Club Provision Refuse Collection Strategy Ascot Road new / Morrisons access existing arrangement Ascot Road new / Morrisons access cumulative development proposed arrangement Ascot Road / Whippendell Road existing arrangement Ascot Road / Whippendell Road proposed arrangement iii

7 APPENDICES Appendix A - Cassiobridge Station Layout, Arup drawing crl-arp-ha-00-dr-d-0100 Appendix B - Ascot Road masterplan Appendix C - Proposed site layout Appendix D - Proposed undercroft layout Appendix E - HHC TASR response Appendix F - HCC pre-application response Appendix G - Existing land use traffic surveys Appendix H - Pedestrian comfort level assessment Appendix I - Personal injury accident data Appendix J - Car club package Appendix K - TRICS output private flats Appendix l - TRICS output affordable flats Appendix M - Distribution calculations Appendix N - Ascot road / Morrisons access traffic survey Appendix O - Traffic model outputs Appendix P - TRICS output private flats No Station Scenario Appendix Q - TRICS output affordable flats No Station Scenario Appendix R - Traffic model outputs No Station Scenario iv

8 1.0 INTRODUCTION Preamble and Site Location 1.1 Markides Associates (MA) have been instructed by Orion (Cassiobridge) Limited to prepare a Transport Assessment (TA) in support of their proposals for a residentially led mixed use development proposal at a site located at Ascot Rd, Watford, WD18 8AD. 1.2 The site is located within the authority boundary of Watford Borough Council (WBC), with Hertfordshire County Council (HCC) being the relevant local highway authority. The adjacent local authority, Three Rivers District Council (TRDC), is located within 200m of the site to the west, with sites located within this adjacent authority also reliant on the immediate local highway network that surrounds the site. 1.3 A site location plan is attached as Figure 1.1. Figure 1.1 confirms that the site is bound to the west by Ascot Road, an unclassified local access road, which currently operates one-way southbound, and from which the existing site is currently accessed. Ascot Road runs parallel with a dual-carriageway that is also referred to as Ascot Road, which provides access to the wider Watford Business Park and Croxley Green Business Park. For the purpose of this TA, the dual carriageway is referred to as Ascot Road New, whereas the one-way southbound section along the site frontage is referred to as Ascot Road Old. To the south, the site is bound by Ascot Road Community Free School, which opened in 2014, and an area of undeveloped land that is understood to temporarily hold cars from a garage located elsewhere, accessed from Ascot Road Old. South of this site is a Morrison s supermarket that opened in late 2013, which shares an access road with the school. To the east the site is bound by school playing fields, with which there is no direct access. Cassiobridge Station 1.4 To the north, the site is bound by an existing railway embankment, which, whilst currently abandoned, is to form part of the Croxley Rail Link, accommodating London Metropolitan services between Watford town centre and central London, with full service operation intended for A new London Underground station 1

9 on this link will be introduced on vacant land directly opposite the site, which will be called Cassiobridge Station. 1.5 Following a joint application by HCC and London Underground, deemed planning permission for the Croxley Rail Link was granted in July 2013 via a Transport and Works Act Order (reference TWA/12/APP/01), with subsequent planning applications for the design of the station made to discharge various conditions. These applications included, most notably, 14/01370/DISCON (condition 11), concerned with highways access and landscaping to the station and associated car park and 14/01540/DISCON (condition 12), concerned with a revised detailed design of the station. 1.6 The new station will accommodate a surface level commuter car park, accessed from the Ascot Road Old via an existing site access, serving approximately 156 spaces, with the contraflow cycle lane removed and the introduction of a new 3.5m wide shared use footway/cycleway along the eastern edge of the carriageway, and therefore the subject site frontage. These proposals are set out within a drawing prepared by Arup (reference CRL-ARP-HA-00-DR-D-0100), which is attached as Appendix A, and which was submitted as part of planning application reference 14/01370/DISCON. The drawing also confirms the intention to introduce London Underground staff parking under the railway viaduct, and a- vehicular drop off area immediately south of this, with an existing layby accessed from Ascot Road New retained. 1.7 The original application was supported by an Environmental Statement (ES) and TA, which established the impact the introduction of the station would have on the local highway network. This documentation has been reviewed to inform the analysis undertaken within this TA. It should be noted that traffic impact analysis undertaken as part of the TA detailed that the station, and associated car park, was not anticipated to generate a significant increase in vehicle movements on the local highway network and indeed in some locations a reduction was envisaged as a result of modal shift to the train. 1.8 The development has been prepared to ensure these station proposals are not precluded. However, it is understood from discussions with HCC, that an amended landscape and parking strategy is likely to be promoted within the near future. 2

10 Site Allocation 1.9 The site forms part of the Western Gateway Special Policy Area 6, Western Gateway, as defined in WBC s adopted Core Strategy (Local Plan Part 1) Policy MXD4 of WBC s emerging Site Allocations and Management Policies document (Local Plan Part 2) also identifies the site as being appropriate for mixed used development, encompassing the car holding area to the south and the site of Cassiobridge Station The site also forms part of WBC s emerging Croxley View and Ascot Road Study Masterplan, with land parcel reference S1. The Masterplan identifies a number of other adjacent land parcels as being appropriate for redevelopment, with varying phases of delivery. A number of these sites have been included as committed developments within subsequent traffic impact analysis. The Masterplan layout is attached as Appendix B. Existing Land Use 1.12 The site comprises both derelict land and a series of industrial / warehouse buildings, currently occupied by a relocations and logistics firm (Class B8), Eagle Relocations, with access taken from Ascot Road Old Traffic surveys of the existing occupant have been undertaken to establish existing trip generation demands, described in further detail within subsequent sections of this TA. Proposals 1.14 The development proposals are to demolish the existing buildings, remove the existing points of access, and introduce a residentially led development, with 4 blocks accommodating a total of 485 units, with a mix of unit types and tenure as summarised in Table 1.1 below, with proposed site layout attached as Appendix C. 3

11 TABLE 1.1: ACCOMMODATION SCHEDULE Unit Size Private Tenure Social Tenure Total 1 Bed Bed Bed + Duplex Total The development proposals include an undercroft car park, accessed from a new simple priority junction with Ascot Road Old, with layout attached as Appendix D. The car park accommodates approximately 185 car parking spaces, reflecting a parking ratio of 0.38 spaces per unit The basement also includes secure and sheltered cycle parking and bin storage The development proposals also include an element of commercial floorspace, accommodated within three small units at the ground floor of Blocks A and C, with a total gross floor area (GFA) of 1,093sqm, but with no allocated car parking. It is intended that two of the units will be promoted as offering flexible retail space, with the remaining unit operating as a community use. The commercial units will therefore provide a service directed at the immediate site residents, and on this basis there is assumed to be no associated vehicular traffic generation, an assumption that has been accepted by HCC For the purpose of the TA an opening year of 2021 is adopted. Ascot Road Old Closure 1.19 The development proposals have been prepared to ensure the aforementioned Cassiobridge Station proposals and their associated access strategies are not precluded. The redevelopment of the site, however, offers the opportunity to revisit the approved station landscape and access strategies, with a suggested alternative proposal being the introduction of northbound access on the southern section of Ascot Road Old, providing two-way access to the site and the Cassiobridge Station car park. This would allow Ascot Road Old, north of the station access, to operate as a shared surface, maintaining essential vehicle access 4

12 for delivery and service and emergency vehicles only, and two-way cycle access, but providing an improved pedestrian link between the site and the station The TA therefore also undertakes a sensitivity test to consider the impact such a proposal would have on the operation of the local highway network, so that should this proposal materialise in the long term, there is some confidence that the local highway network can accommodate the changes in traffic profiles To be clear, this does not form part of this specific development proposal and the application should not be considered on that basis. Pre-application Dialogue 1.22 Pre-application dialogue has been undertaken with HCC, with a TA Scoping Report (TASR) submitted in November 2016 and subsequent response received from HCC in the same month, attached as Appendix E, which set out HCC s requirements for the TA The TASR set out the assumptions and methodologies that would be adopted within this TA, including study area, trip generation and distribution calculations and traffic impact scenarios A further response was received from HCC s term consultant, attached as Appendix F, which provided confirmation that the methodology for calculating residential trip generation was acceptable. Cumulative Impact 1.25 HCC s response to the TASR set out requirements with regards to a cumulative impact assessment, to include both committed developments and developments that are reasonably foreseeable within the immediate future, identifying specific sites that should be included The traffic impact analysis included within this TA has therefore adopted such an approach, considering a number of different development scenarios, thus allowing the inspecting authorities to understand which particular proposal and scenario is having the most significant impact on the local highway network. 5

13 1.27 Whilst further detail is provided within subsequent sections of this TA, the following scenarios have been considered, with location of committed development or reasonably foreseeable sites indicated on Figure existing year, informed by 2015 traffic counts undertaken in support of TRDC application reference 15/1427/FUL, Buildings 1 and 2, Marlins Meadow 2021 future year baseline, encompassing the following committed developments: o o o Cassiobridge Station Ascot Road Free School, WBC application reference 12/00792/OUTM Buildings 1 and 2, Marlins Meadow, TRDC application reference 15/1427/FUL 2021 future year baseline (as above) plus development proposal 2021 future year baseline (as above) plus Ascot Road Masterplan, encompassing the following sites: o S2 100 residential units o S3a 125 residential units o P5 35 residential units o P6 6,200sqm B1a office space o P7 40 residential units 2021 future year baseline plus Ascot Road Masterplan (as above) plus development 2021 future year baseline plus Ascot Road Masterplan plus TRDC s Woodshots Meadow High Tech Site emerging proposal 2021 future year baseline plus Ascot Road Masterplan plus TRDC s Woodshots Meadow High Tech Site (as above) plus development 1.28 With regards to the TRDC Woodshots Meadow High Tech site, following direction by WBC, MA have been in consultation with the appointed transport consultant 6

14 for that emerging development proposal and have therefore sourced their estimated trip generation for that land use direct Where necessary, the TA will consider any mitigation that is necessary to negate the specific impact of the development proposals on the local highway network. The TA also considers the additional mitigation that might be necessary to accommodate the wider cumulative impact From the outset, it should be highlighted that the proposals for the Woodshots Meadow High Tech site are for a significant scale B1 Office space and car parking, and that the traffic impact associated with the proposals are significant when compared with the specific development proposals considered within this TA. Any requirement for mitigation of the cumulative impact would, therefore, need to be proportional to this scale of impact Whilst a number of other sites are identified within the Ascot Road Masterplan, these have been rejected on the basis they will not have a direct vehicular connection with the Ascot Road road network, being accessed from Croxley View, e.g. S3b/S3c, and/or are currently operating with commercial success, meaning they are unlikely to be available for redevelopment within the near future e.g. PS2/PS3. No Cassiobridge Station Scenario 1.32 Our understanding is that the Metropolitan Line Extension, and therefore the introduction of Cassiobridge Station, is a committed and funded development that will be delivered. Indeed enabling works associated with the proposals are already underway. The scale and characteristics of the development proposal, including in particular the proposed car parking ratios, are influenced by the resultant improved accessibility However, should there be any concerns that Cassiobridge Station will not in fact be delivered, an additional, no-station, traffic modelling scenario has been assessed within this TA. The no station scenario was not identified within the TASR. This scenario has adopted more robust vehicular trip rates than those adopted within the scenarios where the station is in place. That is not to say that residents will not be able to travel by London Underground as Croxley Station is 7

15 located approximately 1.4km walk distance from the site, which is readily achievable for most able-bodied residents. Furthermore, a transport strategy could be implemented that improves bus frequencies between the site and the station. The analysis will seek to demonstrate that should the station not be developed, the local highway network will have capacity to accommodate the additional vehicle movements generated by the subject site, with mitigation strategies implemented where necessary The robust trip rates are applied to both the subject site and other sites that form part of the Ascot Road Masterplan, which have been included within this TA as reasonably foreseeable developments under cumulative development scenarios The testing of this scenario will not however extend to multimodal impact. TA Structure 1.36 Following this introduction, the remaining TA chapters are structured as follows; Section 2 identifies relevant national, regional and local transport related planning policy, against which the development proposals will be considered; Section 3 describes the site location, existing accessibility and transport infrastructure that serves the site; Section 4 describes the development proposals in detail including scale, mix, layout pedestrian/cycle/vehicular access, delivery and servicing, car parking and cycle parking; Section 5 undertakes a multimodal trip generation assessment and distribution analysis; Section 6 undertake a traffic impact analysis; Section 7 provides a summary and conclusion. Other Documentation 1.37 In addition to this TA, a Travel Plan (TP) has also been produced and will be submitted as a stand-alone document as part of the planning application, but should be read in conjunction with this report The TP sets out a range of management strategies and a number of measures to support and encourage sustainable travel by future residents, including the 8

16 introduction of an Applicant funded car club and car share database in order to encourage reduced car ownership levels In addition to this TA, the scale of development has warranted the preparation of an ES in support of the planning application, within which there is a Transport chapter An ES Scoping Opinion was prepared by the project team planning consultant, JLL and submitted to WBC, which included a list of suggested sites to include within the cumulative assessment. A response to the Scoping Opinion was received from WBC dated 21 st November With regards to transport, this Scoping Response provided further confirmation in relation to cumulative impact assessment and included comments from Transport for London (TfL) that construction activity associated with the Croxley Rail Link should be considered. The Scoping Response also provided comments from HCC, which referenced that the TA should be prepared in accordance with HCC guidance. The Transport chapter identifies the sites that were identified within the Scoping Opinion that have not been included within the cumulative impact scenario. 9

17 2.0 PLANNING POLICY AND GUIDANCE Introduction 2.1 The following section reviews key reference points within transport related planning policy at national, regional and local levels to ensure specific policies are complemented by the development proposals. National Policy National Planning Policy Framework (NPPF), March The NPPF, which replaced Planning Policy Guidance 13: Transport 2011, sets out Government planning policy, provides a framework within which local planning policies should be produced and is a material consideration in planning decisions. 2.3 With regards to transport, the NPPF identifies that all developments which generate a significant amount of movement should be supported by a TA or Transport Statement and that planning decisions should take account of whether: The opportunities for sustainable transport modes have been taken up, depending on the nature and location of the site, to reduce the need for major transport infrastructure; Safe and suitable access to the site can be achieved for all people; and Improvements can be undertaken within the transport network that cost effectively limits the significant impacts of the development. should only be prevented or refused on transport grounds where the residual cumulative impacts of development are severe. 2.4 The NPPF states that planning decisions should ensure that developments generating significant movements are located where the need to travel will be minimised and the use of sustainable modes can be maximised, giving priority to pedestrian and cycle movements and creating safe and secure layouts which minimise conflicts between traffic and cyclists or pedestrians. 2.5 With regards to car parking, the NPPF does not include any standards and recommends that local planning authorities should set standards based on the 10

18 accessibility of the development, availability of public transport and local car ownership levels. Planning Practice Guidance: Travel plans, transport assessments and statements in decision-taking (PPG), March PPG provides more detailed planning guidance to support the NPPF and states that transport planning submissions can contribute to: encouraging sustainable travel; lessening traffic generation and its detrimental impacts; reducing carbon emissions and climate impacts; creating accessible, connected, inclusive communities; improving health outcomes and quality of life; improving road safety; and reducing the need for new development to increase existing road capacity or provide new roads Adopted Regional Policy Local Transport Plan The Local Transport Plan (LTP) is a statutory document that sets out the County Council s vision and strategy for the long-term development of transport in the county. HCC adopted their third Local Transport Plan (LTP3) in The key transport issues in Hertfordshire remain the same: tackling peak-time congestion, maintaining roads, reducing casualties, supporting economic growth and maintaining access to key services. 2.8 With regards to development, under their development control responsibility, HCC require the transport and safety implications of development proposals to be considered, require developments to reduce the need to travel and ensure alternative modes are promoted and require the impact of movement demand generated by developments to be mitigated. HCC adopt a threshold of 80 residential units, above which a TA and TP will be required. 11

19 2.9 will be resisted that result in an increase in accident risk, a significant increase in peak hour road congestion or a significant change in the amount or type of traffic using local or rural roads. Roads In Hertfordshire 2.10 Roads in Hertfordshire (RIH) is HCC s Design Guide which needs to be considered when designing access proposals and the internal site layout. Adopted Local Policy Watford District Plan 2000 Saved Policies 2.11 WBC s Local Plan sets out the policies to guide development throughout the borough. The Local Plan consists of the Core Strategy (Part 1), adopted January 2013, and saved policies of the District Plan With regards to transport related planning policy with the District Plan saved policies, Policy T10 Cycle Parking Standards states that WBC will expect all new developments to make provision for cyclists that is conveniently located, secure, and waterproof either on a unit-by-unit basis or, where this is not appropriate, communally. For residential land uses, a minimum cycle parking standard of 1 space per unit is adopted. For commercial uses, a general standard of 1 employee space per 10 employees is adopted, with additional short term provision required for visitors Policy T21: Access and Servicing, details a requirement for development proposals to include adequate provision for access/egress and servicing arrangements Policy T22: Car Parking Standards, details a requirement for all developments to comply with maximum parking standards, which is based on a set of accessibility zones. The site is identified as being located within zone 4, the most inaccessible urban zone within the district. However, this assessment does not take into account the introduction of Cassiobridge station, which will significantly increase the accessibility rating of the site Notwithstanding this, the policy continues and states that, non-residential development will be expected to provide sufficient on-site parking to meet operational needs and the needs of disabled motorists. With regards to residential 12

20 car parking, the adopted policy states that, reduced provision may be acceptable for high-density residential development in appropriate locations Policy T24: Residential, states that planning permission will only be granted for residential use where the full parking needs generated can be met on site, and off the public highway unless the site is in a suitable Town Centre site or other location with good access to passenger transport. Notwithstanding this, the supporting narrative to this policy states that significantly lower levels of parking provision may be acceptable where demand for parking is likely to be less and tendency for overspill on street can be controlled, specifically citing high density housing in town centres as an example. Based on the site being located within Zone 4 of WBC s parking map, the following maximum car parking standards are therefore relevant: 1 bed units, 1.25 spaces per unit 2 bed units, 1.5 space per unit 3 bed units, 2.25 spaces per dwelling 2.17 Notwithstanding these residential car parking standards, Policy T26: Car Free Residential, states that car free residential development will be considered in suitable locations, which are highly accessible by passenger transport, close to amenities and services, subject to the provision of satisfactory site covenants, on-street parking controls and measures to control displaced parking in adjacent areas. The site benefits from each of these characteristics being in place, apart from the existence of on-street parking controls. Watford s Local Plan Part 1 Core Strategy , January WBC Core Strategy sets out the key elements of the council s planning vision and spatial strategy for the borough The Core Strategy identifies a number of Special Policy Areas (SPAs) which form an important part of the spatial strategy, with the site being located within Policy SPA6 Western Gateway. These areas have special policy status due to there being a significant level of change expected in the area, with Policy SS1: Spatial Strategy, detailing that development within these locations is unlikely to have serious harm to character or amenity as they have good access to public transport and local facilities. Policy SS1 also identifies that the transport strategy in 13

21 association with these SPAs is to focus on improvements to the public transport network and encouraging cycle and walking In terms of transport, Policy T2 Location of New states that new development should be located in close proximity to sustainable transport nodes and local centres or the town centre where facilities can be accessed without the need to travel by private car. Policy T2 continues and states that, to be considered accessible by bus services, sites should be within 400m of a bus stop where a frequent bus service operates. Frequent bus services are considered to be routes where roads are served by 5 or more journey each way per day Monday to Saturday Policy T3: Improving Accessibility, states that all developments should be accessible to people with disabilities and reflect a hierarchy that favours the most sustainable forms of travel, walking and cycling, over private cars. Furthermore, all developments should be accompanied by a TP Policy T4: Transport Assessments, states that new developments should be accompanied by a TA in accordance with relevant industry guidance, which this document therefore satisfies The Core Strategy also identifies that as part of the Management policies document, the council will revise its current parking strategy and will specifically; Restrict the amount of car parking which is part of new development; and Restrict on-street parking through the use of Controlled Parking Zones. Emerging Local Plan Local Plan Part 2 - Site Allocations and Management Policies 2.24 WBC are currently preparing the Local Plan Part 2 - Management Policies and Site Allocations document, the publication version of which was recently the subject of public consultation. Once adopted, this will replace saved policies of the Watford District Plan

22 2.25 Policy SPMX1: Special Policy Areas reaffirms the SPA s that are identified within the Core Strategy Part 1, including SPA6. The document also references the site under policy SPMX2: Mixed Use Allocations Policy, as appropriate for a mixed use development including up to 400 homes, encompassing the Cassiobridge Station site and the vacant site to the south With regards to transport, Policy T6: Car Parking Provision states that all developments should provide an appropriate level of parking in line with standards, which are based on the accessibility of the site. The policy states however that, Flexibility on the recommended standards will be considered positively for car lite developments in close proximity to major transport infrastructure where secure cycle storage is provided. The policy continues and states that new developments will be exempt from applying for parking permits within adjacent CPZ s and that there should be 25% additional unallocated visitor parking provision. The policy continues and states, where car parking provision does not adhere to the suggested guidance, provision of dedicated car club spaces and vehicles and secure cycle storage is recommended. Provision for car clubs will be expected for residential development where more than 20 parking spaces are proposed The emerging standards adopt a more simplified approach to accessibility, with two zones identified based on proximity to rail stations and a minimum number of bus services, with only the town centre falling within zone 1 and the rest of the district, including the site location, falling within zone 2. The relevant zone 1/zone 2 residential car parking standards are therefore as follows: 1/2 bed units, 0.75/1.25 spaces per unit 3+ bed units, 1/2.25 spaces per unit 2.28 Policy T7: Car Clubs and Charging Points for Low Emission Vehicles, that that such provision should be included within new developments, with 1:10 active provision and 1:10 passive provision Policy T8: Cycle Parking Provision requires new developments to provide conveniently located, safe to use, secure and weatherproof cycle parking, with ratios that reflect the same standards as identified within the District Plan above. 15

23 2.30 Policy T9: Access and Servicing requires all developments to provide suitable access arrangements for all user groups that are envisaged to access a site, including delivery and servicing and emergency vehicles. Croxley View/Ascot Road Study Masterplan WBC have recently published the Croxley View/Ascot Road Study Masterplan, which was subject to public consultation up to early October 2016, which seeks to provide a framework to facilitate redevelopment within the area The site is identified within the masterplan under site reference S1, envisaged to accommodate 400 units, with cumulative development of up to 850 units within early phases It is understood that no traffic modelling or transport infrastructure studies have been undertaken to inform this masterplan. Policy Compliance 2.34 In terms of policy compliance, the application is supported by this TA, which assesses the potential transport impacts associated with the development proposals The TA demonstrates that the site is located in a highly accessible location, both in terms of proximity to existing social and sustainable transport infrastructure, justifying the principle of residential development in this location This accessibility will only improve in the immediate future, with the committed introduction of a London Underground station directly opposite the site, offering frequent services into both central London and Watford Junction, from which ongoing regional and national service connections can be accessed Residents, employees, and visitors will not therefore be wholly reliant on the private car to travel to/from the site, which has influenced the proposed restrictive car parking strategy for the site. 16

24 2.38 The proposed restrictive car parking strategy will be supported by the introduction of a car club at the site and secure and sheltered cycle parking that exceeds the minimum policy requirement. Any concerns regarding potential parking overspill within the adjacent residential communities could be addressed by the implementation of additional Controlled Parking Zones, which the Applicant would be willing to contribute toward, although such a strategy is highly likely to be necessary anyway to prevent commuters using Cassiobridge Station from parking on-street and avoiding parking charges within the associated commuter car park The TA demonstrates that based on the proposed car parking strategy the additional traffic impact associated with the scale of development can be accommodated within the local highway network, albeit with some minor mitigation at off-site junctions Finally, the TA demonstrates that the site can be readily accessed by all user groups, with a shared surface within the site that can be used by emergency and infrequent service and delivery vehicle movements The development proposals promote a car parking strategy that reflects the accessibility of the site location, and which ensures that there will be no material worsening of the capacity of the immediate local highway network The TA demonstrates that the site can be readily serviced, is accessible to a range of user groups, and provides an appropriate level of cycle parking provision. 17

25 3.0 EXISTING SITUATION Introduction 3.1 This section of the TA provides a detailed review of the site location, existing operation and transport infrastructure that serves the site. Site Location 3.2 The site is located on the western edge of Watford, approximately 2.15km (straight-line distance) from Watford town centre, 2.5km (straight line distance) from Watford Junction and 3.15km from Rickmansworth. 3.3 A site location plan is attached as Figure 1.1. Figure 1.1 confirms that the site is bound to the west by Ascot Road Old, an unclassified local access road, which currently operates one-way southbound, and from which the existing site is currently accessed. Ascot Road Old runs parallel with a dual-carriageway Ascot Road New, which provides access to the wider Watford Business Park and Croxley Green Business Park. To the south, the site is bound by Ascot Road Community Free School, which opened in 2014, and an area of undeveloped land that is understood to temporarily hold cars from a garage located elsewhere, accessed from Ascot Road Old. South of this site is a Morrison s supermarket that opened in late The Morrisons site and the car holding site are separated by an access road that forms a simple priority junction with the Ascot Road Old and a roundabout junction with Ascot Road New. To the east the site is bound by school playing fields, to which there is no direct access. The site is bound to the north by the derelict railway line that will form part of the Croxley Rail Link. 3.4 Access to both sections of Ascot Road is taken from a roundabout junction with the A412 Rickmansworth Road, which in turn provides access to Watford town centre, and the strategic highway network, with junction 17 of the M25 approximately 7km to the west, accessed via Rickmansworth. Existing Land Use 3.5 The site comprises both derelict land and a series of industrial / warehouse buildings, currently occupied by a relocations and logistics firm (Class B8), Eagle Relocations, with access taken from Ascot Road Old. 18

26 3.6 The existing land use and its associated demands are presented in Photo 1 and Photo 2. Photo 1 The existing Eagle Relocation industrial / Warehouse buildings Photo 2 Existing Eagle Relocation vehicles parked on Old Ascot Road 3.7 Traffic surveys of the existing occupant were undertaken in October 2016 in order to establish the existing vehicular trip generation, against which the proposals will be compared. The results of these surveys in terms of peak hour and daily traffic flows are summarised below in Table 3.1, with survey outputs attached as Appendix G. TABLE 3.1: EXISTING OCCUPANT OBSERVED TRIP GENERATION Hour Arrival Departure Total 08:00-09: :00-18: Hour Table 3.1 demonstrates therefore that the existing occupant does not generate a significant amount of vehicle movements, either during traditional peak periods or across the day. The proportion of daily vehicle movements that were classified as either OGV1/2 was however found to be 16% of the total traffic generation, some 25 daily vehicle movements. 19

27 3.9 The anticipated distribution of these peak hour movements across the local highway network is presented as Figures 3.1 and 3.2. This distribution profile is taken from the TA that was prepared in support of the Buildings 1 and 2, Marlins Meadow, TRDC application reference 15/1427/FUL, which was based on origin destination Census 2011 Journey to Work data for employees working within adjacent wards. Site Accessibility 3.10 The site benefits from being located within close proximity of a range of social infrastructure that acts as typical trip attractors for residents, including education, health, leisure, convenience retail facilities and employment land uses Examples of this social infrastructure, and their associated walk distance, are detailed below in Table 3.1 and Photos , as well as being indicated on the attached Figure 3.3. Photo 3 Ascot Road Community Free School situated directly adjacent to the south east of the site. Photo 4 Croxley Green Business Park on Hatters Lane. Photo 5 Bridgewater Pharmacy situated on Printers Ave 20

28 TABLE 3.1: TRIP ATTRACTORS Attractor Land Use Site Assumed Walk Route Approx. Walk Distance Ascot Road Community Free School Ascot Rd 90m Education St Anthony s Roman Catholic Junior School Ascot Rd, Croxley View 750m Westfield Academy Secondary School and 6 th Form Ascot Rd, Croxley View 780m Food Retail Morrisons Ascot Rd 160m Budgens Ascot Rd, Whippendell Rd 380m Brewers Fayre Rising Sun Restaurant Ascot Rd 220m The Pump Gym Ascot Rd, Greenhill Crescent 735m Post Office Ascot Rd, Croxley View, Tolpits Ln 990m Cassiobridge Park Ascot Rd, Whippendell Rd, Rickmansworth Road, Gade Avenue 1.2km Leisure King George V Playing Fields Ascot Rd, Croxley View, Tolpits Ln 1.4km Holywell Community Centre Ascot Rd, Croxley View, Tolpits Ln 1.45km Watford Football Stadium Intu Watford Shopping Centre Watford Town Centre Ascot Road, The Gateway, Sydney Rd, Hagden Ln, Vicarage Rd Ascot Rd, Whippendell Rd, Marlborough Rd, Market St, High St Ascot Rd, Whippendell Rd, Marlborough Rd, Market St 1.9km 2.5km 2.4km Croxley Green Business Park Ascot Rd, Hatters Ln 450m Watford Business Park Ascot Rd, Greenhill Crescent 450m Employment Wolsey Business Park Ascot Rd, Croxley View, Tolpits Ln, The Ebury Way 1.3km Watford Town Centre Ascot Rd, Whippendell Rd, Marlborough Rd, Market St 2.4km Park End Surgery Ascot Road, The Gateway, Printers Ave 340m Health Bridgewater Pharmacy Ascot Road, The Gateway, Printers Ave 350m Watford General Hospital Ascot Road, The Gateway, Sydney Rd, Hagden Ln, Vicarage Rd 1.8km 21

29 3.12 Table 3.1 therefore confirms that a range of land uses are located within close proximity, which ensures that these trip attractors can be accessed by modes other than the private car and realistically on foot, thereby reflecting fundamental requirements of national, regional and local planning policy for creating sustainable communities Indeed the Chartered Institute of Highway s and Transportation s (CIHT) March 2015 guidance document, Planning for Walking, states that walkable neighbourhoods are those with a typical catchment of around 800m, with many of the key identified land uses being within this walk distance threshold. Pedestrian and Cycle Infrastructure 3.14 Pedestrian access to the site is from the western boundary, via an established street-lit footway network along Ascot Road Old, which has an approximate width of 3m. This footway network connects with Whippendell Road to the north and Watford Business Park, Croxley Green Business Park and Croxley View residential estate to the south, via Morrisons, with the Ascot Road Old footway provision indicated on Photo Pedestrian severance caused by the volume of traffic on the local highway network is mitigated by a number of informal and signalised crossing points within proximity of the site. This includes toucan crossings located north of the site on Ascot Road New, Whippendell Road and Rickmansworth Road, and zebra crossings located adjacent to Ascot Road Community Free School, supported by generous footway widths in this location, indicated on Photo 7. Photo 6 The existing footway bordering the west of the site. Photo 7 The public realm improvements to the south east of the site. 22

30 3.16 South of the site, a shared use pedestrian/cycle link connects Watford Business Park with the Croxley View residential estate, with a similar facility providing a southbound route toward Tolpits Lane, which also accommodates a toucan crossing Immediately north of the railway embankment, an alternative pedestrian footpath provides a link from Ascot Road Old with a development referred to as The Gateway, which links with Sydney Road to the east and Whippendell Road to the north via Printers Avenue In terms of cycle access, much of the pedestrian network described above is essentially a shared use facility with cyclists, supported by formalised cycle lanes and signage Whilst Ascot Road Old operates one-way southbound to all traffic movements, Ascot Road Old also accommodates a northbound contraflow cycle lane, indicated in Photo 8, which allows cyclists to negotiate Ascot Road New via an aforementioned toucan crossing. Photo 8 Contraflow cycle lane on Old Ascot Old. 23

31 3.20 To the south, cyclists can take the Morrisons service road to connect with the shared use facility toward Croxley View, and Tolpits Lane, from which access to the Ebury Way traffic free cycle route between Watford town centre and Rickmansworth is possible, also providing access to the Grand Union canal towpath and forming part of the national cycle network, indicated in Photos 9,10 and 11. Photo 9 Croxley View shared pathway and Tolpits Lane toucan crossing Photo 10 The Ebury Path and National Cycle Route 6/61 links Photo 11 The Grand Union Canal towpath, Whippendell Wood Walk and the Croxley Green Boundary Walk path In terms of travel distances, cycling is considered an appropriate mode of travel for journeys up to 5km. In this regard the whole of Watford town centre is within this cycle distance threshold. Cycling will therefore be promoted within the standalone TP that will be submitted as part of the planning application, with a range of measures implemented to encourage this mode of travel In terms of existing pedestrian and cycle demands within the local highway network, a series of surveys were undertaken on Thursday 13 th of October, including peak hour counts on Ascot Road Old along the site frontage, the Croxley View shared use footway/cyclepath and the Tolpits Lane toucan crossing, with results summarised below as Table

32 TABLE 3.2: OBSERVED PEDESTRIAN/CYCLE DEMANDS Location Ascot Road Old Eastern Footway Pedestrian Movements Croxley View Shared Use Footpath/Cycle path Pedestrian Movements Croxley View Shared Use Footpath/Cycle path Cycle Movements Tolpits Lane Toucan Crossing Pedestrian Movements Tolpits Lane Toucan Crossing Cycle Movements Time Two- Way Flows (49 crossing on green) 23 (17 crossing on green) 16 (14 crossing on green) 22 (16 crossing on green) 3.23 Table 3.2 therefore indicates that the Ascot Road footway has significant reserve capacity to accommodate additional demand, as will the Croxley View shared use facility. The Tolpits Lane signalised crossing was observed to be called 27 times in the AM peak and 22 in the PM peak Along the Croxley View shared use facility, pedestrians were observed to constantly spill into the adjacent cycle lanes, using the area as a shared space, with the number of cycle movements allowing such activity to occur. Pedestrian Comfort Guidance Assessment 3.25 To establish if the existing footway widths in this location are appropriate for this existing scale of demand, an assessment has been undertaken using Transport for London s Pedestrian Comfort Guidance Assessment (PCGA). A PCGA is undertaken to ensure that the design of pedestrian footways are appropriate for the volume and type of users of that environment and is applicable to evaluating both a new or existing footway. Going further than a traditional Fruin Level of Service assessment, which simply assesses crowding, the PCGA takes into account user perceptions, different user behaviour within a variety of area types and includes the real impact of street furniture Two locations have been considered, the Ascot Road Old footway along the site frontage and the shared use footway/cycleway route toward Croxley View. 25

33 3.27 For Ascot Road Old, a 2m wide footway is assumed, which is reflective of any part of the footway along the site frontage, which is in the main free of street furniture that reduces the effective width. For Croxley View, whilst pedestrians were observed to use both the footpath and demarked cycle lanes widths, a footpath width of 2m is assumed, reflecting a worst case scenario, with all pedestrians therefore using a narrower footpath link. For both locations, a building edge and kerb is assumed Following the PCGA methodology, the location type has been assumed to be Full Footway Width and the area type has been assumed to be High Street and there is assumed to be no static activity In terms of results, TfL s guidance document identifies Pedestrian Comfort Level Categorisations of A to F, where A- to A+ are comfortable for all areas, with plenty of space for people to walk at the speed and the route that they choose. TfL s guidance document also states that the minimum Pedestrian Comfort Level Categorisation that should be achieved for all area types is B+, at peak hour flow levels and that this level provides enough space for normal walking speed and some choice in routes taken Appendix H presents the results of the assessment, which concludes that the Pedestrian Comfort Level Categorisation is A+, during both AM and PM peak hour levels for Ascot Road, and during the PM peak for Croxley View, reducing slightly to A during the AM peak in this location on account of the number of pedestrians These available pedestrian links therefore have capacity to accommodate additional demand. Public Transport - Bus 3.32 Whippendell Road and Watford Road act as important east-west bus corridors, accommodating frequent services that provide access to Watford Town Centre and surrounding settlements such as Hemel Hempstead, Garston, Watford Town Centre, Maylands Business Park and Maple Cross and Chorleywood, North Bushey, Rickmansworth and Harlow. 26