Document History JOB NUMBER: DOCUMENT REF: REVISIONS: Revision Comments By Checked Authorised Date. Draft 1 Preliminary issue SA PS 15/5/2007

Transcription

1 Document History JOB NUMBER: DOCUMENT REF: REVISIONS: Revision Comments By Checked Authorised Date Draft 1 Preliminary issue SA PS 15/5/2007 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 East of England Regional Spatial Strategy 5 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 11 The Local Road Network 12 Road Safety 13 4 Development Proposals 14 Introduction 14 Overview 14 Green Travel Plan 14 Pedestrian & Cycle Access 14 Highway Access 14 5 Transport Impact Assessment 16 Introduction 16 Expected Trips 16 Expected Transport Impact 18 6 Conclusions 19 Appendices 20 Appendix: A Site location plan A-1 Appendix: B Local facilties plan B-2

3 Appendix: C Amersham bus map C-3 Appendix: D Accident plot D-4 Appendix: E Proposed masterplan E-5 Appendix: F Proposed site access plan F-6

4 Introduction 1 Introduction 1.1 EAS Transport Planning has been commissioned by Bidwells to prepare a Transport Statement (TS) for the land off Copperkins Lane, Amersham. This TS considers a total of up to 200 dwellings on the development site, allowing for a capacity of up to 50 dwellings per Ha for the 4.1 Ha site. A site 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 is intended 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 is not likely to result in a significant adverse impact on the local transport network. 1.4 This TS is not intended to replace a full Transport Assessment, that would be likely to be required in support of a planning application for such a development. 1.5 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; 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. Copperkins TS draft May 2007 Page 1 Draft 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: Copperkins TS draft May 2007 Page 2 Draft 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 are compliant with PPS3 and satisfy the requirements discussed because the site is located with good access to local facilities by non-car modes, and therefore represents a sustainable location for housing. 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 Copperkins TS draft May 2007 Page 3 Draft Report

7 Policy framework influence the design, location and access arrangements to ensure it promotes cycling 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 are compliant with PPG13 and satisfy the requirements discussed because the site is located within walking and cycling distance to Amersham town centre and all its facilities including the rail station. Therefore there is the opportunity to reduce the car trips especially for short journeys Furthermore, as section 3 will demonstrate, Amersham has a relatively high proportion of home workers. The development proposals will encourage home working through provision of live-work units. Smarter Choices Changing the Way We Travel 2.17 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) 2.21 The proposed development will include a travel plan that will include a range of appropriate measures that are covered in more detail in section 4 below, including measures to help promote teleworking. Copperkins TS draft May 2007 Page 4 Draft Report

8 Policy framework East of England Regional Spatial Strategy 2.22 The draft Regional Spatial Strategy for the East of England (RSS) is comprised of three documents which cover the different areas of the East of England. The draft RSS has been subject to an examination in public, following which in June 2006 the panel published its recommendations Chapter 8 of the draft RSS contains the Regional Transport Strategy (RTS). There are six objectives of the RTS: improve opportunities for all to access jobs, services and leisure/tourist facilities enable infrastructure programmes and transport service provision to support both existing development (addressing problems of congestion) and that proposed in the spatial strategy (economic regeneration needs and further housing growth) reduce the need to travel reduce the transport intensity of economic activity, including freight minimise the environmental impact of transport provision and travel, protecting and enhancing the natural, built and historic environment improve safety and security The RTS expects that these objectives will be achieved by: widening travel choice: increasing and promoting opportunities for travel by means other than the private car, particularly walking, cycling and public transport, improving seamless travel through the provision of quality interchange facilities and raising travel awareness; and stimulating the efficient use of the existing transport infrastructure by efficiently maintaining and managing the existing road, rail, port and airport infrastructure The development proposals will help achieve these objectives by being suitably located to increase opportunities for travel other than the private car, and reducing the need to travel by car. Buckinghamshire County Council Structure Plan 2.26 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 Copperkins TS draft May 2007 Page 5 Draft 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 2.28 The development proposals will help achieve the transport related objectives by being suitably located to increase opportunities for travel other than the private car, and reducing the need to travel by car. Adopted Chiltern District Local Plan 2.29 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. Copperkins TS draft May 2007 Page 6 Draft Report

10 Policy framework 2.30 The development proposals will help achieve policy TR1 by being suitably located to increase opportunities for travel other than the private car, and 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 2.31 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 uses 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. Copperkins TS draft May 2007 Page 7 Draft 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 open fields, to the east by an area of woodland and a small residential estate, to the south by Copperkins Lane, and to the west by the Mayhall Farm access road which provides access to about six properties built around the original farm buildings. 3.4 The site is currently open agricultural land and forms part of a larger farm site surrounding the Mayhall Farm dwellings. Local Travel Characteristics 3.5 Table 3.1 compares the travel characteristics for the ward of Chesham Bois and Weedon Hill, which includes the site and an area north of Amersham town centre, 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 also shows economically active people only and so excludes retired people, students and all others not in full time employment. However, the data does give a useful indication of the relative sustainability of the area in terms of potential modes of travel to work. Copperkins TS draft May 2007 Page 8 Draft Report

12 The Local Transport Network and Base Line Conditions Chesham Bois and Weedon Hill Count Chesham Bois and Weedon Hill % England Count England % All People (Persons)1 1, % 22,376, % Works mainly at or from home (Persons) % 2,055,224 9% Underground, metro, light rail or tram (Persons)1 11 1% 706,080 3% Train (Persons)1 22 2% 945,100 4% Bus, minibus or coach (Persons)1 20 2% 1,682,127 8% Taxi or minicab (Persons)1 4 0% 115,495 1% Driving a car or van (Persons) % 12,308,844 55% Passenger in a car or van (Persons)1 56 5% 1,368,226 6% Motorcycle, scooter or moped (Persons)1 3 0% 248,824 1% Bicycle (Persons)1 15 1% 632,231 3% On foot (Persons) % 2,231,539 10% Other (Persons)1 3 0% 82,430 0% 1 National Statistics Table 3.1: 2001 Census, Journey to Work Data 3.7 It can be seen in the table above that the proportion of commuting car drivers is actually 3.2% below the national average. This is largely due to a high proportion of the residents working from home within the ward compared to the country as a whole. Commuter journeys by foot or cycle are slightly lower than the national average totalling 11% of all commuter journeys compared to 13% nationally. Additionally journeys by public transport are significantly lower with bus, train/tube journeys mode share of 5% compared to 14% nationally. 3.8 If the figures in table 3.1 are rebased to exclude those people working at home, then the mode shares shown in table 3.2 would apply. These figures probably reflect the relatively high car ownership and relatively low public transport penetration for the area. 3.9 In summary, the proportion of people who commute by car to work slightly below the national average because relatively high numbers of people work from home. Of those who do not work from home, the proportion who drive is significantly higher than the national average, with relatively few people commuting by public transport. Copperkins TS draft May 2007 Page 9 Draft Report

13 The Local Transport Network and Base Line Conditions Chesham Bois and Weedon Hill % England % All People (Persons) excluding Home Workers 100% 100% Underground, metro, light rail or tram (Persons)1 1% 3% Train (Persons)1 3% 4% Bus, minibus or coach (Persons)1 3% 9% Taxi or minicab (Persons)1 0% 1% Driving a car or van (Persons)1 71% 60% Passenger in a car or van (Persons)1 7% 7% Motorcycle, scooter or moped (Persons)1 0% 1% Bicycle (Persons)1 1% 3% On foot (Persons)1 14% 11% Other (Persons)1 0% 0% Table 3.2: Mode of Journey to Work Excluding Home-Workers Pedestrian and Cycle Accessibility 3.10 Pedestrian and cycle access to and from the development site to the local footway/cycleway/road network is via Copperkins Lane. However the north of the site is bordered by a public footpath which provides access to fields to the north of the site (and access to the south of Chesham) and to Amersham Road via an unpaved footway and Mayhall Lane There are currently no formal footways/cycleways adjacent to the site, with footways commencing approximately 200m from the centre of the site boundary on the opposite side of the road, adjacent to Deep Acres. As part of the development proposals a new footway/cycleway is proposed along Copperkins Lane to link into the existing footway via a proposed crossing point and new length of footway 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 Sketch SK02 indicating a 2km walk isochrone around the development and the location of the town centre facilities is included at Appendix B.The sketch demonstrates that the majority of the Amersham s town centre amenities are within the 2km isochrone The main shopping facilities in Amersham new town are located along Sycamore Road which is within a 1.6km or 20 minute walk from the development site. There are a wide range of shopping facilities within Copperkins TS draft May 2007 Page 10 Draft Report

14 The Local Transport Network and Base Line Conditions this area as expected for a town of this size including most types of retail outlets. Also within the 2km boundary within the town centre area is a doctor s surgery, dentists and vetinary surgery, as well as access to local bus services and the railway station discussed in more detail in the Public Transport section below There are a number of schools accessible by foot and cycle from the development site. Within the 2km walk isochrone are three primary schools: Our Lady s Catholic Primary School, Elangeni School, Chesham Bois Church of England Combined School; and one senior school: Dr Challoners Grammer (Boys) School. There are an additional five secondary schools accessible well within the 5km threshold for cycling including: The Amersham School, Chesham High School, Chesham Park Community College and Dr Challoners Grammer (Girls) School In summary the site is within walking or cycling distance of a wide range of facilities that would be accessed on a day-to-day basis, making the site accessible for non-car users and providing residents with a good alternative to short car trips. Public Transport 3.17 There are currently a limited number of buses serving Copperkins Lane. However Amersham Road which is within 800m or less than a10 minute walk from the site is on one of the main bus corridors between Amersham and the surrounding towns and villages. A map of bus services in the Amersham area is contained in Appendix C The bus services serving Amersham Road are summarised below: Main Destinations Frequency 52 Hemel Hempstead Chesham Amersham Every Hour Mon - Sat 59 Chesham Ballinger Chesham Limited service 60 Chesham Hyde Heath Amersham Chesham Tuesday / Thursday only 336 Watford Amersham Chesham (via Rickmansworth Chorleywood Little Chalfont) Every Hour Mon - Sat 362 High Wycombe Amersham Chesham Every Half Hour (good commuter service) 374 Little Chalfont Amersham Beaconsfield Coleshill Amersham Limited Daytime Service Table 3.3: Bus Services 3.19 It can be seen that three of the six bus services serving the area are regular services, with up to four buses every hour serving both Amersham and Chesham. Wider destinations accessible by bus include Hemel Hempstead, Watford, Richmansworth, Chorleywood, Little Chalfont, Beaconsfield and High Wycombe Amersham railway station is owned and operated by Transport for London (TfL), and is situated on the Copperkins TS draft May 2007 Page 11 Draft Report

15 The Local Transport Network and Base Line Conditions 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 Amersham rail station/tube station is accessible from the development site in under a 2km walk / cycle or via bus service 336 & 362. 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, The full traffic survey results are contained in Appendix F, a summary is included in table 3.4 below: 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 Copperkins TS draft May 2007 Page 12 Draft Report

16 The Local Transport Network and Base Line Conditions 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; and that many trips are contained within Amersham. As the development site is well located to access the facilities within Amersham town centre the number of trips between the development and Amersham town centre would be expected to reflect this pattern of traffic movements; and as discussed in the pedestrian and cycle accessibility chapter a large number of these movements are expected to be by non car modes 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 31/12/2005. A copy of the accident plot and data is contained in Appendix D The accident data identified 7 accidents had taken place between the junction of Copperkins Road / Weedon Lane and Copperkins Lane / Chesham Road, with only 3 accidents in close proximity of the development boundary. Of the 7 accidents 5 were slight and 1 serious, one of the accidents did not have a description available The serious accident was caused by a car veering off a relatively straight part of the road into oncoming traffic. The slight accidents included a shunting accident at the junction of Copperkins Lane / Chesham Road, one vehicle losing control on the left hand bend to the west of the site boundary, two accidents as a result of ice, an accident caused by a car turning into a private drive and an accident on entry to Copperkins Lane at the junction with Weedon Lane These accidents do not represent an existing road safety issue, and do not appear indicate any specific problems that would need to be overcome. Copperkins TS draft May 2007 Page 13 Draft Report

17 Development Proposals 4 Development Proposals Introduction 4.1 This section discusses the development proposals based upon a proposed 200 dwelling development. Overview 4.2 The proposed 200 dwelling development consists of a mix of residential units for both private and affordable housing. Upto 20% or 40 of the dwellings will be made suitable as live-work units, reflecting the high proportion of residents in the area (27%) who work from home. A convenience store will also be considered as part of the development. 4.3 The development will be designed according to the inclusive design principles set out in the DfT 2007 Manual for Streets and the IHIE 2002 Home Zone Design Guidelines. 4.4 The development mix is shown below and the proposed master plan is contained in Appendix E. The proposed site access plan is contained in Appendix F. INSERT PROPOSED DEVELOPMENT MIX AND COMMENTS 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 pedestrian facilities; and facilities that reduce the need to travel including a convenience store, live/work accommodation, broadband provision and a telecentre. Pedestrian & Cycle Access 4.6 Pedestrian access to and from the development site will be via Copperkins Lane. As there is currently no provision for pedestrians and cyclists adjacent to the development site, a 3m shared footway / cycleway is proposed on the development side of Copperkins Lane. It is proposed that a new crossing point will be provided to link pedestrians into the existing footway 200m southeast of the site and that cyclists will be guided on to the road and the cycleway terminated at the crossing point. Highway Access 4.7 To provide access to the site it is proposed that a ghost island junction is provided on Copperkins Lane, Copperkins TS draft May 2007 Page 14 Draft Report

18 Development Proposals this could be achieved within the existing 40mph zone, although a reduction in the speed limit may be considered. The ghost island junction provides for right turning vehicles into the site and will minimise any potential delay along Copperkins Lane. 4.8 A secondary access could be provided if required, in the form of a simple give way junction with 6m radii, however this could be downgraded to an emergency access only if required. 4.9 The access proposals are illustrated in Appendix F. The ghost island junction and give way junction have been designed to meet the design criteria for a 40mph road set out in TD 42/95 Geometric Design of Major/Minor Priority Junctions. Copperkins TS draft May 2007 Page 15 Draft Report

19 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 per household will occur in each of the peak hours on a typical weekday. 5.4 Given the expected accessibility of the development site, including the provision of a footpath linking the site to Amersham centre, it is expected that the travel profile for a typical development in the proposed location will be similar to that of Chesham Bois and Weedon Hill within which the development lies. 5.5 Using the commuting to work mode share figures from Table 3.2 and assuming typically 1 person trip per dwelling in the peak hour, would give the peak hour trips shown in table 5.1. Mode Peak Hour Trip Rate Peak Hour Trips for 200 Dwellings Excluding Home Workers Including Home Workers* Excluding Home Workers Including Home Workers Car Driver Car Passenger Public Transport Walk Cycle Total *note includes an allowance to account for non-commuter trips made by home workers Table 5.1: Estimated Peak Hour Person Trips for 200 dwellings; with and without home working 5.6 Note that if home workers made no trips at all in the peak hour, then the peak hour trip rate would be 0.73 when including home workers. The trip rate of 0.81 reflects the fact that the 27% home workers will contribute a further 9% to total trips (a reduction in commuter trips of 66% for teleworkers compared Copperkins TS draft May 2007 Page 16 Draft Report

20 Transport Impact Assessment to the 75% reduction in commuter trips document ted in section 2 above). 5.7 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 5.8 The total peak hour car trip-rates vary between 0.56 and 0.74 for the average and 85 percentile values. This compares to the range of peak car trip-rates from the census data of 0.57 and Clearly there is a good correspondence between the two. 5.9 The trip rates from table 5.1 including Home Workers are expected to be the most realistic values and they compare well with the average car TRICS data for similar development sites. Table 4.3 below shows the trips for all modes using the home-worker based trip rates from table 5.1, but with morning and evening arrival and departure proportions based upon table 5.2 average trip rates. 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 5.10 Based upon the site s location and the anticipated high numbers of home workers who will be attracted by the proportion of live-work units, the site is expected to be relatively sustainable. It is expected to Copperkins TS draft May 2007 Page 17 Draft Report

21 Transport Impact Assessment generate relatively low peak-hour person-trips, and relatively low peak-hour car trips. The development is estimated to generate 162 peak-hour person-trips, of which 48 will be non-car based and 114 will be vehicle trips. Expected Transport Impact 5.11 The expected total vehicle trips generated by the development of 114 in the peak hours suggest that a home zone layout based upon the IHIE 2002 Home Zone Design Guidelines would be suitable for the complete development if 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. Improved pedestrian facilities will provide benefits for all local residents The observed two-way traffic flows for Copperkins Lane to the north of the development site, were 438 in the morning peak hour and 434 in the evening peak hour The expected increase in traffic volumes on Copperkins Lane of 114 would give rise to a third increase in traffic. 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. Copperkins TS draft May 2007 Page 18 Draft Report

22 Conclusions 6 Conclusions 6.1 The proposed development of 200 dwellings will be designed according to the latest DfT guidelines, based on a home zone principle. The development could include upto 40 live-work units, a convenience store, broad band provision and a telecentre. The proportion of live-work units proposed reflects the existing 27% home-workers for the area. A Green Travel Plan will be put in place to further encourage sustainable travel in accordance with DfT best practice. 6.2 Pedestrian access to and from the development site will be via Copperkins Lane. A 3m shared footway / cycleway is proposed on the development side of the Copperkins Lane, with a new crossing point. This footway/cycleway will benefit all local users. Increased pedestrian, cyclists and bus users in the area will benefit all. 6.3 The site has been shown to be within walking or cycling distance of a wide range of facilities that would be accessed on a day-to-day basis, making the site accessible for non-car users and providing residents with a good alternative to short car trips. 6.4 There are three regular bus services serving Amersham Road within 800m of the site, with up to four buses every hour serving both Amersham and Chesham. Wider destinations accessible by bus include Hemel Hempstead, Watford, Richmansworth, Chorleywood, Little Chalfont, Beaconsfield and High Wycombe. 6.5 Amersham railway station which is within 2km of the development site is served by, Chiltern Railways (Aylesbury to London Marylebone) with services every 10-20mins, and London Underground Metropolitan line (Amersham to Aldgate) with services every 10mins. These rail services provide an important role for commuters from Amersham. 6.6 Given the proposed location in relation to Amersham and its facilities, the proposed development mix and the Green Travel Plan, the development proposals are relatively sustainable and in line with local and national policy. 6.7 To provide vehicle access to the site it is proposed that a ghost island junction is provided on Copperkins Lane, with the potential for a secondary simple junction access also on Copperkins Lane. 6.8 There is no existing accident risk associated with Copperkins Lane. The proposed vehicle accesses have been designed to the appropriate standards. Therefore vehicular access is safe and feasible. 6.9 The potential increase in traffic volumes on Copperkins Lane is up to one third of existing levels. However as there is currently a low level of traffic on Copperkins Lane, there is not expected to be a significant reduction in capacity or increase in delays on the local road network. Copperkins TS draft May 2007 Page 19 Draft Report

23 Conclusions Appendices Appendix: A Site location plan Appendix: B Local facilties plan Appendix: C Amersham bus map Appendix: D Accident plot Appendix: E Proposed masterplan Appendix: F Proposed site access plan Copperkins TS draft May 2007 Page 20 Draft Report

24 Appendices Appendix: A SITE LOCATION PLAN TS draft May 2007 Page A-1 Draft Report

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26 Appendices Appendix: B LOCAL FACILTIES PLAN TS draft May 2007 Page B-2 Draft Report

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28 Appendices Appendix: C AMERSHAM BUS MAP TS draft May 2007 Page C-3 Draft Report

29 Appendices Appendix: D ACCIDENT PLOT TS draft May 2007 Page D-4 Draft Report

30 Appendices Appendix: E PROPOSED MASTERPLAN TS draft May 2007 Page E-5 Draft Report

31 Appendices Appendix: F PROPOSED SITE ACCESS PLAN TS draft May 2007 Page F-6 Draft Report

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