Land at Faraday Road, Crawley Transport Assessment · Land at Faraday Road, Crawley Transport Assessment . ... Table 3.2 – CBC parking standards ... Table 5.3: Proposed

30901/D002c August 2016

LondonMetric Crawley Limited

Land at Faraday Road, Crawley

Transport Assessment

Contents

1 Introduction ................................................................................ 1

2 Existing situation ......................................................................... 3

3 Transport Policy .......................................................................... 9

4 Proposed Development ............................................................... 16

5 Trip Generation and Mode Share ................................................. 19

6 Summary and Conclusion ........................................................... 23

Tables

Table 2.1 – Summary of bus services serving the site ....................................... 7

Table 2.2 – Summary of rail services serving Three Bridges station .................... 8

Table 2.3 – Summary of rail services serving Gatwick Airport station .................. 8

Table 3.1 – WSCC parking standards ............................................................ 11

Table 3.2 – CBC parking standards ............................................................... 13

Table 4.1: Proposed development floor area and parking spaces ...................... 16

Table 5.1: B2 use BOC Edwards vehicle trip rates - Table 6.1 from Entran TS .... 19

Table 5.2: Existing site vehicle trips .............................................................. 20

Table 5.3: Proposed development vehicle trips ............................................... 20

Table 5.4: Proposed development net vehicle trips ......................................... 20

Table 5.5: Travel mode split ........................................................................ 22

Figures

1 Site location and local highway network

2 Local cycle network

3 Local bus stops

4 Fastway bus network

5 Proposed site access arrangements

6 Proposed relocation of bus stop G arrangement

Appendices

A Email from WSCC Highways

B Proposed development layout provided by Scott

Brownrigg

C Stage 1 Road Safety Audit

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1 INTRODUCTION

1.1.1 Transport Planning Practice (TPP) have been commissioned by LondonMetric

Crawley Limited to provide transport planning advice to support development

proposals for the erection of three B2/B8 use class industrial units on land at

Faraday Road, which is located within the Manor Royal Business District in

Crawley, West Sussex.

1.2 Background

1.2.1 The proposed development land was originally part of the BOC Edwards site and

contained the majority of the site’s parking, approximately 355 spaces of the

380 on the site. Subsequently, the BOC Edwards factory and associated

buildings, and building on the land to the north of the site were demolished and

the whole area turned into hard standing for long term airport parking albeit

without planning consent for such use. Since then, the land to the north of BOC

Edwards site was sold off with an NHS Ambulance Service Station erected on it

and the southern part of the BOC Edwards site was sold off with planning

permission granted for a Jaguar-Land Rover (JLR) car showroom, car repair

garage and associated parking. Contractors are currently on site building the JLR

development.

1.2.2 The proposed development site continued to operate as long term airport

parking with a retrospective three year planning permission being granted in

August 2014.

1.3 Proposals

1.3.1 Proposals are now being brought forward by LondonMetric Crawley Limited for

the erection of three B2/B8 use class industrial units. The proposed development

will have a total of 114 parking spaces of which six (5%) will be Disability

Discrimination Act (DDA) compliant, and 16 HGV parking spaces of which ten will

have surface access doors directly into the development. The development will

have Gross External Floor Area (GEA) of 10,831m2.

1.3.2 Whilst the final occupiers of the development are not yet known, given the

likelihood for airport related uses, the proposed development will operate 24/7

for 365 days a year.

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1.3.3 This Transport Assessment (TA) has been prepared in support of the detailed

planning application submitted to Crawley Borough Council (CBC) for the

proposed development. West Sussex County Council (WSCC) is the highway

authority for the area and has agreed the methodology used for the vehicle trip

generation including the trip rates. An email from WSCC confirming this is

contained within Appendix A.

1.3.4 Following this section, the remainder of the report is set out as follows:

Chapter 2: Existing situation – describes the site’s accessibility by

different transport modes and sets out current transport conditions in

proximity to the site.

Chapter 3: Transport policy – provides a summary of the local and

national transport policies against which the proposals are assessed.

Chapter 4: Proposed development – provides details of the

development proposals including access, parking and servicing

arrangements.

Chapter 5: Trip generation and mode share – provides a trip

generation assessment for the scheme. A comparison between the

proposed and the previously consented trip generation and travel

mode share has also been undertaken.

Chapter 6: Summary and conclusions – summarises the report

and its conclusions.

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2 EXISTING SITUATION

2.1.1 The site currently has a permitted use for long term airport parking. This section

assesses the site’s accessibility by different transport modes. It provides

information on the location and use of the existing development.

2.2 Site location

2.2.1 The Manor Royal Business District is located to the north of Crawley town centre

and to the south of Gatwick Airport. The development site itself is situated in

Zone 2 of the Manor Royal Business District and is accessed from Faraday Road

off of the distributor road of Manor Royal to the south and Fleming Way to the

north. Figure 1 shows the site location and local highway network.

2.2.2 The site is bounded to the north by an NHS Ambulance Service Station, to the

east by Faraday Road, to the south by the now under construction JLR

development (which will consist of a car showroom and car repair garage with

associated parking), and to the west by Virgin Atlantic Airways’ head office.

2.3 Existing site uses and consents

2.3.1 The site was originally part of the BOC Edwards site and contained the majority

of the site’s parking, approximately 355 spaces of the 380 on the site.

Subsequently, the BOC Edwards factory and associated buildings, and building

on the land to the north of the site were demolished and the whole area turned

into hard standing for long term airport parking. Since then, the land to the

north of BOC Edwards site was sold off with an NHS Ambulance Service Station

erected on it and the southern part of the BOC Edwards site was sold off with

planning permission granted for a JLR car showroom, car repair garage and

associated parking. Contractors are currently on site building the JLR

development. The Transport Statement (TS) prepared by Entran for the JLR

development can be found on Crawley Borough Council’s planning portal under

planning application number CR/2014/0437/FUL.

2.3.2 The site currently has a retrospective planning consent for long term airport

parking.

2.3.3 The planning application for the site’s currently permitted use was supported by

a Planning Statement prepared by Tim North & Associates Limited which can be

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found on Crawley Borough Council’s planning portal under planning application

number CR/2014/0615.

2.4 Local highway network and vehicular access

2.4.1 The site is accessed directly from Faraday Road and has three existing vehicle

accesses. However, the southernmost access is currently being used by the JLR

contractors. Once the JLR development is complete, the access will be removed

and the footway reinstated by the JLR contractors. Faraday Road links to the

local distributor roads of Fleming Way to the north and Manor Royal to the south.

Both junctions are signal controlled.

2.4.2 Faraday Road is an industrial estate road with a 7.3m wide carriageway and

footways approximately 2.0m on both sides of the carriageway. Faraday Road

serves a range of industrial and commercial premises, some have direct frontage

access and some take access from minor side roads. Faraday Road has a 30mph

speed limit and high level street lighting. The road has parking and waiting

restrictions in the form of double yellow lines along its entire length.

2.4.3 Manor Royal and Fleming Way link the site to the A23 London Road to the west

and Gatwick Road to the east. The A23 provides access to Gatwick Airport and

runs between London and Brighton. Gatwick Road links to the A2011 Crawley

Avenue to the south which then links to the M23 Motorway at junction 10.

2.4.4 Manor Royal has a 30mph speed limit and high level street lighting. There is a

bus lane which runs along the westbound carriageway of Manor Royal between

its junction with Faraday Road and the A23 London Road. Fleming Way has a

30mph speed limit and high level street lighting. There is a bus lane which runs

along the eastbound carriageway of Fleming Way between its junction with

Faraday Road and Gatwick Road.

2.5 Parking

2.5.1 The site currently has a planning consent for 650 car parking spaces for long

term airport parking. The car park is accessed and egressed through a gated

entrance near to Faraday Road’s junction with Kelvin Way.

2.5.2 The original BOC Edwards site had its car park situated on the proposed

development land, which contained approximately 355 car parking spaces of the

extant consent site’s 380 spaces, which equates to 93.4% of the total parking

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provision. As with the current use, the main car park access and egress was via

the gated entrance near to Faraday Road’s junction with Kelvin Way.

2.6 Walking

2.6.1 Currently, the only way pedestrians can access the site is via the gated vehicle

entrance near to Faraday Road’s junction with Kelvin Way.

2.6.2 Faraday Road has approximately 2.0m wide footways on both sides of its

carriageway which are separated by a grass verge for the majority of its length.

2.6.3 Manor Royal has approximately 3.0m wide shared cycle/footways on both sides

of its carriageway which are separated from the carriageway via wide grass

verges. At the western end of Manor Royal, at all points where the shared

cycle/footways cross vehicle junctions there are dropped kerbs and appropriately

coloured blister tactile paving depending on whether it is a signal controlled

junction or a simple priority junction. The nearest formal pedestrian crossing

over Manor Royal is located at its signal controlled junction with Faraday Road.

2.6.4 Fleming Way has a mixture of segregated and shared cycle/footways along the

majority of its length on both sides of the carriageway, with footways for the

remainder of its length where the cycle path joins the carriageway in the form of

cycle lanes. The footway running adjacent to the westbound carriageway has

dropped kerbs and buff coloured tactile paving wherever it crosses accesses or

junctions. The nearest formal pedestrian crossing over Fleming Way is located at

its signal controlled junction with Faraday Road.

2.7 Cycling

2.7.1 The site is well located with regards to the local cycle network with off-road 3.0m

wide shared cycle/footways on both sides of Manor Royal and as previously

mentioned, a mixture of segregated and shared cycle/footways ways along the

majority of Fleming Way’s length on both sides of the carriageway, with cycle

lanes on the carriageway for the remainder of its length.

2.7.2 To the south of the site, an off-road segregated cycle/footpath runs from Manor

Royal to Green Lane through Magpie Wood and links the site to the residential

area of Northgate and Crawley town centre to the south.

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2.7.3 In addition, the National Cycle Route 21 runs north/south between Gatwick

Airport and Crawley town centre and passes through the Manor Royal Estate in

close proximity of the site along Newton Road. Cyclists from the site can join it

from Manor Royal. The local cycle network is included as Figure 2.

2.8 Bus services

2.8.1 The nearest bus stops to the site are stops G and H on Faraday Road which are

20m and 40m from the site entrance respectively. Both stops have bus shelters

with seating, timetable and bus route information, lighting, real-time bus

information displays and raised kerbs for ease of access.

2.8.2 Stops G and H are served by bus routes 10 and 100. Both routes are part of the

Fastway network operated by Metro Bus and benefit from guided busways and

dedicated bus lanes designed to improve the reliability of the services.

2.8.3 Bus route 10 offers up to 10 services in each direction during the weekday peak

hours of 08:00 to 09:00 and 17:00 to 18:00, and operates 24hrs a day. The

route operates between Bewbush (residential area of Crawley) and Gatwick

Airport North Terminal via Manor Royal and Crawley Town Centre.

2.8.4 Bus route 100 offers two northbound services in the AM peak of 08:00-09:00

and three southbound, and three northbound services in the PM peak of 17:00-

18:00 and two southbound. The route operates between Maidenbower

(residential area of Crawley) and Redhill via Crawley town centre, Manor Royal

and Gatwick Airport.

2.8.5 The next nearest bus stops offering different bus routes are stops L and M on

Manor Royal which are served by bus routes 200 and 300. The stops are

approximately 280m from the site entrance. This equates to approximately three

to four minutes’ walking time.

2.8.6 Bus route 200 offers three services northbound and one service southbound in

the weekday AM peak hour, and three services northbound and three services

southbound in the weekday PM peak hour. The route operates between Gatwick

Airport North Terminal and Horsham via Manor Royal and Ifield West.

2.8.7 Bus route 300 offers a total of three services northbound and two services

southbound per day, including one service northbound and one service

southbound in the weekday AM and PM peak hours respectively. The route

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operates between Gatwick Airport North Terminal and Ifield West via Manor

Royal.

2.8.8 The location of bus stops in the vicinity of the site is shown in Figure 3 and local

Fastway bus network map is provided as Figure 4. A summary of the bus

services in close proximity to the site is shown in Table 2.1.

Table 2.1 – Summary of bus services serving the site

Route Towards Weekday peak hour frequency

AM PM

10 Gatwick Airport 10 10

Bewbush 10 10

100 Redhill 2 3

Maidenbower 3 2


Horsham 1 3


Ifield West 0 1

Total 30 32

2.8.9 Table 2.1 shows that there are 30 and 32 bus services serving the site in the AM

and PM peak hours respectively.

2.9 National Rail services

2.9.1 Three Bridges station is located approximately 2.65km south east via the

residential area of Northgate and Three Bridges. The station can be accessed via

bus route 100. Three Bridges station is managed by the Southern rail company

and is served by Southern and Thameslink rail services. A summary of the major

destinations, the service frequencies and journey times from Three Bridges

station is shown in Table 2.2.

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Table 2.2 – Summary of rail services serving Three Bridges station

Destination Weekday peak hour frequency Journey Time

(mins) AM PM

London Victoria 5 3 38 - 59

London Bridge 4 2 33 - 55

East Croydon 10 8 18 - 40

Brighton 6 5 26 - 32

Horsham 4 6 12 - 19

Bognor Regis 1 2 63

Chichester 2 2 47-62

2.9.2 In addition, Gatwick Airport station is located approximately 3.8km to the north

east of the site via Gatwick Road and can be accessed by bus routes 10, 100,

200 and 300. The station is served by the Gatwick Express, Southern,

Thameslink and First Great Western rail services.

2.9.3 A summary of the major destinations, the service frequencies and journey times

from Gatwick Airport station are shown in Table 2.3.

Table 2.3 – Summary of rail services serving Gatwick Airport station

Destination Weekday peak hour frequency Journey Time

(mins) AM PM

London Victoria 9 10 30 - 52

London Bridge 2 2 29 - 52

Clapham Junction 5 6 24 - 45

East Croydon 10 10 14 - 35

Redhill 5 5 7 - 15

Horsham 4 3 21 - 24

Guildford 0 1 40

Brighton 6 2 30 - 38

2.9.4 Also, Crawley station is located approximately 2.9km to the south of the site via

the residential area of Northgate. The station can be accessed via bus routes 10

and 100. Crawley station is managed by the Southern rail company and is

served by Southern rail services.

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3 TRANSPORT POLICY

3.1.1 This chapter provides a summary of the relevant transport policies against which

the proposals are assessed.

3.2 National policy

National Planning Policy Framework (March 2012)

3.2.1 The National Planning Policy Framework (NPPF) was published on the 27th March

2012 and supersedes all previous national planning policy documents such as

PPG13 (Transport). It focuses on a presumption in favour of sustainable

development. One of the core planning principles relates to actively managing

patterns of growth to make the fullest possible use of public transport, walking

and cycling and focusing significant development in locations which are or can be

made sustainable.

3.2.2 The NPPF recognises that the transport system should be balanced in favour of

sustainable transport modes so that people are given a real choice about how

they travel.

3.2.3 Developments should be located and designed where practical to:

accommodate the efficient delivery of goods and supplies;

give priority to pedestrian and cycle movements, and have access to

high quality public transport facilities;

create safe and secure layouts which minimise conflicts between

traffic and cyclists or pedestrians;

incorporate facilities for charging plug-in and other ultra-low emission

vehicles; and

consider the needs of people with disabilities by all modes of

transport.

3.2.4 In respect of parking standards, the NPPF states that local planning authorities

should take into account:

the accessibility of the development;

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the type, mix and use of development;

the availability of and opportunities for public transport;

local car ownership levels; and

an overall need to reduce the use of high-emission vehicles.

3.3 Regional policy

West Sussex Structure Plan 2001-2016 (February 2005)

3.3.1 The West Sussex Structure Plan 2001-2016 was adopted in October 2004 and

replaced the Structure Plan 1993. The Structure Plan sets out the strategic

planning framework and guides the way West Sussex will grow and develop

during the years leading up to 2016 and beyond to positively plan for the future

to improve the quality of life for everyone in West Sussex.

3.3.2 Policy NE13 of the Structure Plan recognises that land-use planning and

transport planning are fully integrated and that proposals for development

should only be permitted provided they adhere to key transport measures. These

are:

widen travel choice and promote walking, cycling and passenger

transport;

improve road and personal safety for the travelling public;

integrate the different types of transport and the various provisions

of service to maximise the efficiency of transport systems;

assist the promotion of an efficient economy and the achievement of

sustainable economic growth;

reduce traffic growth, pollution and congestion in order to protect

public safety, the economy, and the natural and built environment;

and

promote access to facilities and services for all.

3.3.3 Paragraph 218 highlights the need for proposals to prioritise safety, pedestrian

schemes and pedestrian and cycle route networks. In addition, integration

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between transport modes should be maximised such as pedestrian and cycle

networks and bus and rail interchanges.

West Sussex Transport Plan 2011 – 2026 (February 2011)

3.3.4 The West Sussex Transport Plan 2011 – 2026, adopted February 2011, sets out

the strategic transport policies and forms the basis for planning how West

Sussex’s transport infrastructure will develop. The plan reflects the Council’s

strategic policy to deliver sustainable improvements in quality of life, local

economic performance and social inclusion for its residents.

3.3.5 As part of West Sussex’s economic growth strategy, an emphasis is placed on

providing access to employment and supporting the needs of the business

community, although this needs to be undertaken in a sustainable manner.

West Sussex County Council Supplementary Planning Guidance

document: Revised County Parking Standards and Transport

Contributions Methodology (September 2010)

3.3.6 This Supplementary Planning Guidance (SPG) document was adopted in

November 2003 and was revised in September 2010.

3.3.7 Table 3.1 sets out the maximum car and HGV parking standards included in the

SPG relevant to the development proposals including Disability Discrimination

Act (DDA) compliant spaces.

Table 3.1 – WSCC parking standards

Type Car

standards HGV

Standards DDA

B2 Use 1 space per

40m2 1 space per 500m2

5% of total parking

B8 Use 1 space per

100m2

Transport Assessment methodology (June 2007)

3.3.8 This methodology document was adopted in June 2007 and provides developers

with guidance for the preparation of Transport Assessments including the

content of the report and the vehicular entry flow thresholds for when junction

capacity assessment should be undertaken.

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3.3.9 Paragraph 10.5.1 of WSCC’s Transport Assessment Methodology document (21

June 2007) sets out the thresholds at which point junction capacity assessment

is required to be undertaken. It states that:

Generally the study area will include all junctions where there is a predicted

increase in total entry flows of 30 or more vehicles in any hour - or if the

junction already experiences peak period congestion an increase of 10 or more

vehicles - as a result of the development proposals.

3.4 Local policy

Crawley Borough Council Core Strategy (October 2008)

3.4.1 The Core Strategy document forms part of Crawley’s Local Development

Framework (LDF) and contains an overall vision for the future development of

the town up to 2016 and beyond. The strategic transport policies T1 to T4 are

based on the following objectives:

to secure an effective integration of land use and transportation

policies which reduces the need for people to travel long distances;

to secure a safe and efficient transport system, making best use of

existing infrastructure and developing new infrastructure;

to encourage more sustainable use of transport, reducing energy

consumption and pollution, and the environmental impact of car and

HGV use; and

to work with other public agencies and the private sector to bring

forward sustainable transport initiatives including walking and

cycling.

3.4.2 Policy T1 of the Core Strategy outlines that the Borough Council seeks to ensure

a more comprehensive and sustainable integration of developments into the

existing transport network. Particular importance will be placed on concentrating

developments in locations where sustainable travel patterns can be achieved

through the use of existing transport network. There is also an emphasis on

preparing Travel Plans in order to minimise the use of less sustainable forms of

transport. Policy T3 is focused on Parking in Crawley and it emphasises that for

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new developments, the proposals should meet the Council’s agreed maximum

parking standards.

Crawley Borough Council, Planning Obligations and S106 Agreements,

Supplementary Planning Document (August 2008)

3.4.3 This document sets out guidance to developers on the planning obligations that

the Council will seek to include in S106 Agreements and sets out the parking

standards for the borough in Annex B.

3.4.4 Table 3.2 sets out the maximum car and HGV parking standards included in the

SPG relevant to the development proposals including Disability Discrimination

Act (DDA) compliant spaces.

Table 3.2 – CBC parking standards

Type Car

standards HGV

Standards DDA

B2 Use 1 space per

40m2 1 space per 500m2

5% of total parking

B8 Use 1 space per

100m2

3.4.5 As can be seen from Table 3.2, the parking standards for CBC are the same as

WSCC standards.

Manor Royal Design Guide, Supplementary Planning Document (July

2013)

3.4.6 Section 2.4 states:

Large areas of on-plot parking are beginning to blight the aesthetic appearance

at some areas of Manor Royal. New development must demonstrate how

measures to increase the use of more sustainable transport are utilised. Where

car parking is proposed, the function & visual impact of the car park layout, as

well as its landscaping and relationship with on site and adjacent buildings,

needs to be paramount in site layout and design.

3.4.7 All development proposals are required to demonstrate how they address the

following:

Ensure adequate on-plot parking and servicing arrangements are

provided for the intended use of new development.

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Create active and high quality public realm by ensuring that the

negative visual intrusion of large expanses of car parking, loading

space, and monotonous surfacing is reduced through careful siting

and landscape proposals and screening. Any significant on-plot

provision should be sited away from public frontages and behind the

building.

Consideration may be given to communal facilities as part of master

plans for larger sites.

3.4.8 Landscape proposals should be integral to parking schemes and should include

consideration of:

Pedestrian routes through the car park

A robust tree planting structure

Strong lines of hedging

Ground-modelling of adjacent soft landscape areas

3.4.9 Design and Access Statements for all new developments and extensions will

clearly evidence a commitment to sustainable transport and the reduction in

visually intrusive or dominant areas of parking in accordance with the guidance

above.

3.5 Summary

3.5.1 The proposals are consistent with local, regional and national policy on

sustainable transport provision. The provision of 114 car parking spaces has

been based on the proposed mixed B2/B8 use, the number of proposed

employees at the development and client knowledge of similar development

schemes. Therefore, the parking proposals are considered adequate for the

development. DDA compliant parking spaces are being provided at 5% of the

total parking provision in accordance with policy requirements. The HGV parking

is below the maximum provision and is therefore compliant with local and

regional parking standards.

3.5.2 Twenty secure and covered cycle parking spaces for staff will be provided within

the industrial unit, along with showers and changing facilities to encourage

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future levels of cycle use. Unit 1 and Unit 3 will each have six spaces, whilst Unit

2 will have eight spaces. This provision has been based upon BREEAM ‘Very

Good’ requirements and client knowledge of cycle parking usage at previous

development schemes similar to the proposed development.

3.5.3 In the context of the level of public transport provision in the area, the site is in

close proximity to regular bus services. In this regard the proposals are

compliant with local, regional and national policy aiming to promote sustainable

travel.

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4 PROPOSED DEVELOPMENT

4.1.1 This chapter sets out the proposals of the proposed development and assesses it

against local parking standards.

4.2 Application proposals

4.2.1 The development proposals comprise the erection of three B2/B8 use industrial

units. The development will have a total GEA of 10,831m2 and will have 114 car

parking spaces of which ten will be DDA compliant. The proposed development

will also have 16 HGV parking spaces of which ten will have surface access doors

directly into the development. The proposed development layout plan prepared

by Scott Brownrigg is included in Appendix B. Table 4.1 sets out proposed

development floor area, car parking spaces and HGV spaces.

Table 4.1: Proposed development floor area and parking spaces

Unit GEA total Car parking spaces

(DDA compliant) HGV spaces

1 3,464 35 (2) 6

2 4,390 43 (2) 6

3 2,977 36 (2) 4

Total 10,831 114 (6) 16

4.3 Vehicle access

4.3.1 The proposed development will have three vehicle accesses, all of which will be

located on Faraday Road. Two of the accesses will be new, and the third will

involve the widening of an existing access. The access furthest north will be a

car only access. Figure 5 shows the location of the new accesses.

4.3.2 The straight nature of Faraday Road combined with the wide footway and verge

allow for appropriate junction inter-visibility to be achieved in-line with the

standards set out in the Design Manual for Roads and Bridges for a 30mph Road

of 2.4m X 70m.

4.3.3 The southernmost access is currently being used by the JLR contractors. Once

the JLR development is complete, the access will be removed and the footway

reinstated by the JLR contractors. The one remaining existing vehicle access into

the site will be removed with the footway, verge and edge of carriageway

reinstated. The whole of the footway in front of the site will be resurfaced with

dropped kerbs and tactile paving at each vehicle access. A Stage 1 Road Safety

Audit has been carried out by RKS Associates for the proposed new vehicle

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accesses and is contained within Appendix C. The works will be carried out under

a Section 278 Agreement.

4.3.4 The RSA also highlighted that the carriageway markings and surface on Faraday

Road are in a poor state of repair.

4.3.5 Bus stop G is located in front of the proposed development’s southern-most

vehicle access. Therefore, it is proposed to move the stop approximately 85m to

the south. The proposed location is situated on a straight section of carriageway

and provides sufficient stagger distance from stop H to allow cars to pass buses

stationary at both stops. Figure 6 shows the proposed bus stop location.

4.3.6 The relocation of bus stop G including removal and relocation of the bus shelter,

flag, hard surfacing over verge and raised kerbing will be carried out under the

same Section 278 Agreement for the new site access arrangements. The

removal and application of the bus stop and double yellow line markings will be

carried out via a Traffic Regulation Order application.

4.3.7 The access and egress for each vehicle entrance has been assessed using swept

path analysis by SDP Consulting Engineers. The swept path analysis is contained

within the Design and Access Statement prepared by Scott Brownrigg.

4.4 Vehicle parking

4.4.1 The three proposed parking areas will contain a total of 114 car parking spaces

of which six will be DDA compliant. There will also be 16 HGV parking spaces of

which ten will have surface access doors directly into the development.

4.4.2 Based on the mixed B2/B8 use development, the provision of 114 car parking

spaces is considered adequate for the development. DDA compliant parking

spaces are being provided at 5% of the total parking provision in accordance

with policy requirements. The HGV parking is below the maximum provision and

is therefore compliant with local and regional parking standards.

4.4.3 The provision of 114 car parking spaces has been based on the proposed mixed

B2/B8 use, the number of proposed employees at the development and client

knowledge of similar development schemes. Therefore, the parking proposals are

considered adequate for the development.

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4.4.4 The 16 HGV parking spaces is below the maximum provision permitted and is

therefore compliant with local and regional parking standards.

4.5 Pedestrian and cycle access

4.5.1 Three pedestrian and cycle accesses will be provided from Faraday Road. Figure

5 shows the location of the new accesses. As part of the proposals, the whole of

the footway in front of the site will be re-surfaced with dropped kerbs and tactile

paving provided at each vehicle access.

4.6 Cycle parking


the industrial units along with showers and changing facilities to encourage


2 will have eight spaces. This provision has been based upon BREEAM ‘Very

Good’ requirements and on client knowledge of cycle parking usage at previous

development schemes similar to the proposed development.

4.7 Motorcycle parking

4.7.1 The proposed development will provide eight motorcycle spaces.

4.8 Deliveries and servicing

4.8.1 The delivery and service vehicle swept path analysis has been undertaken by

SDP Consulting Engineers. The swept path analysis is contained within the

Design and Access Statement prepared by Scott Brownrigg.

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5 TRIP GENERATION AND MODE SHARE

5.1.1 This chapter assesses the likely trip generation of the existing site and proposed

development. The trip generation methodology and the trip rates used for the

vehicle trip generation assessment have been agreed with WSCC Highways. An

email from WSCC confirming this is contained within Appendix A.

5.2 Vehicle trip generation

Methodology

5.2.1 The proposed vehicle trip generation assessment has been based on the three

industrial units being solely B2 use rather than wholly B8 use or a mix of B2/B8

use as B2 use provides a worst case scenario in terms of vehicle trip generation

in what is generally regarded as the AM and PM peak commuting hours of 08:00-

09:00 and 17:00-18:00 respectively.

5.2.2 As previously stated, the proposed development site was part of the former BOC

Edwards site and contained within its boundary approximately 355 car parking

spaces of the 380 spaces on the site. This amounted to 93.4% of the total site

car parking.

5.2.3 As B2 use trip rates have already been agreed with WSCC Highways for the

extant use of the site as being acceptable for the BOC Edwards site assessment,

it is considered reasonable to use these trip rates to assess the vehicle trip

generation for the proposed B2/B8 use development. This has been agreed with

WSCC Highways. Table 5.1 shows the B2 vehicle trip rates used to predict the

extant consent of the BOC Edwards site and those used to predict the proposed

development vehicle trips.

Table 5.1: B2 use BOC Edwards vehicle trip rates - Table 6.1 from Entran TS

Time Arrivals Departures Total

08:00 -09:00 0.286 0.054 0.340

17:00-18:00 0.046 0.254 0.300

Daily 1.620 1.782 3.402

5.2.4 The airport parking trip generation has been based on Table 15 of the Tim North

& Associates Limited Planning Statement which accompanied the planning

application for the permitted long term airport parking use. As the trip

generation set out in Table 15 included the whole of the BOC Edwards and Alixir

Packaging sites’ vehicular trip generation, the net impact assessment has been

30901/D002c August 2016

20

based on the existing site generating only 27% of the trips set out in Table 15.

The figure of 27% is set out in the Planning Statement as being representative of

the proposed development site area.

Existing

5.2.5 Table 5.2 shows the existing long term airport parking vehicle trip generation.

Table 5.2: Existing site vehicle trips


08:00 -09:00 3 4 7

17:00-18:00 1 4 5

Daily 29 44 73

5.2.6 As can be seen from Table 5.2, the existing site generates a total of 7 vehicle

trips in the AM peak hour and a total of 5 vehicle trips in the PM peak hour, with

a total of 73 daily vehicle trips.

Proposed

5.2.7 Table 5.3 shows the proposed development trip generation.

Table 5.3: Proposed development vehicle trips


08:00 -09:00 31 6 37

17:00-18:00 5 28 33

Daily 175 193 368

5.2.8 As can be seen from Table 5.3 , the proposed development generates a total of

37 vehicle trips in the AM peak hour and a total of 33 vehicle trips in the PM

peak hour, with a total of 368 daily vehicle trips.

Net impact

5.2.9 Table 5.4 shows the net impact assessment of the proposed development

against the site’s existing use of long term airport parking.

Table 5.4: Proposed development net vehicle trips


08:00 -09:00 28 2 30

17:00-18:00 4 24 28

Daily 146 149 295

30901/D002c August 2016

21

5.2.10 As can be seen from Table 5.4, the proposed development is predicted to

generate a net total of 30 vehicle trips in the AM peak hour and a net total of 28

vehicle trips in the PM peak hour, with a net total of 295 daily vehicle trips.

Summary

5.2.11 The trip rates used for the proposed development have been based solely on B2

use rather than wholly B8 use or a mix of B2/B8 use as B2 use provides a worst

case scenario in terms of vehicle trip generation in what is generally regarded as

the AM and PM peak commuting hours of 08:00-09:00 and 17:00-18:00

respectively. The trip rates used for the B2 use have been agreed with WSCC

Highways as being acceptable for the proposed development trip generation.

5.2.12 The proposed development is predicted to generate a net total of 30 vehicle trips

in the AM peak hour and a net total of 28 vehicle trips in the PM peak hour, with

a net total of 295 daily vehicle trips. However, as the proposed development will

be a mix of B2/B8 use, the actual vehicle trip generation is likely to be lower

than that predicted in the trip generation assessment calculation.

5.2.13 Paragraph 10.5.1 of WSCC’s Transport Assessment Methodology document (21

June 2007) sets out the thresholds at which point junction capacity assessment

is required to be undertaken. It states that:

Generally the study area will include all junctions where there is a predicted

increase in total entry flows of 30 or more vehicles in any hour - or if the

junction already experiences peak period congestion an increase of 10 or more

vehicles - as a result of the development proposals.

5.2.14 The proposed development is predicted to generate a net total of 30 vehicle trips

in the AM peak hour and a net total of 28 vehicle trips in the PM peak hour,

when assessed against the permitted use of the site. Assuming that

approximately 50% of the vehicles will arrive from and depart to the north and

50% of the vehicles will arrive from and depart to the south, the proposed

development vehicle trip generation entry flows into the nearby junctions will fall

well below the 30 vehicles in one hour threshold.

5.2.15 Therefore, based on the net impact assessment of the proposed development

trip generation, no junction capacity assessment has been undertaken. This has

been agreed with WSCC Highways in their email contained within Appendix A.

30901/D002c August 2016

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5.2.16 The vehicle trip generation assessment demonstrates that the proposed

development will provide a minimal impact on the local highway network in what

is generally regarded as the AM and PM peak travel hours of 08:00-09:00 and

17:00-18:00 respectively, with hourly entry flows into nearby junctions falling

below the thresholds set out in paragraph 10.5.1 of WSCC’s Transport

Assessment Methodology document.

5.3 Pedestrian trip generation

5.3.1 The proposed development will have 85 Full Time Equivalent employees. The

number of employees at the proposed development has been calculated by Scott

Brownrigg and based on client knowledge of similar development schemes. Full

details of how this number is derived are contained within Scott Brownrigg’s

Planning Statement which will accompany the planning application.

5.4 Travel mode split

5.4.1 The travel mode split of the exiting site and proposed development has been

based on 2011 Census data Method of travel to work (2001 specification)

(Workday population) for the super output area of E02006578: Crawley 004,

where the site is located.

5.4.2 Table 5.5 shows the travel mode split for the employees of the proposed

development has been based on 85 employees.

Table 5.5: Travel mode split

Mode Mode split % Proposed development person trips

Light rail 0.64% 1

Train 6.43% 5

Bus 7.22% 6

Taxi 0.22% 0

Motorcycle 0.74% 1

Car 71.02% 60

Car passenger 4.34% 4

Cycle 2.64% 2

Walking 6.31% 5

Other 0.43% 0

Total 100.0% 85

5.4.3 Table 5.5 shows that car has the highest mode share, with bus and train being

the next most utilised travel modes. The number of person trips on the local

transport network during the AM and PM peak hours is unlikely to cause an

adverse impact.

30901/D002c August 2016

23

6 SUMMARY AND CONCLUSION

6.1 Summary

6.1.1 The proposed development involves the erection of three B2/B8 use class with a

total GEA of 10,831m2.

6.1.2 Based on the mixed B2/B8 use development, the provision of 114 car parking

spaces is considered adequate for the development. DDA compliant parking

spaces are being provided at 5% of the total parking provision in accordance

with policy. The HGV parking is below the maximum provision and is therefore

compliant with local and regional parking standards.


the industrial units along with showers and changing facilities to encourage


2 will have eight spaces.

6.1.4 The proposed development land was originally part of the BOC Edwards site and

contained the majority of the site’s parking, approximately 355 spaces of the

380 on the site. The current development site operates as long term airport

parking with a retrospective three year planning permission being granted in

August 2014.

6.1.5 Scott Brownrigg and SDP Consulting Engineers have prepared the design of the

proposed development parking and access arrangements and have undertaken

the swept path analysis of the site.

6.1.6 The proposed development will require the construction of two new vehicle

accesses and the widening of an existing vehicle access. The location of the

southern-most proposed vehicle access will require the relocation of bus top G

on the northbound carriageway of Faraday Road. It is proposed to relocate the

bus stop approximately 85m further to the south than its current location. A

Stage 1 RSA has been undertaken for the proposed new vehicle accesses.

6.1.7 The vehicle trip generation assessment demonstrates that the proposed

development will provide a minimal impact on the local highway network in what

is generally regarded as the AM and PM peak travel hours of 08:00-09:00 and

17:00-18:00 respectively. Similarly, the increase in person trips on the local

transport network is not considered to cause an adverse impact.

30901/D002c August 2016

24

6.2 Conclusion

6.2.1 This Transport Assessment demonstrates there is no reason not to grant

planning permission for the proposed development on transport grounds.

Transport Planning Practice

70 Cowcross Street

London EC1M 6EL

020 7608 0008

[email protected]

www.tppweb.co.uk

http://www.tppweb.co.uk/

Figures

Figure 1

Site location plan and local highway network

t: 020 7608 0008

w: www.tppweb.co.uk

70 Cowcross Street

London, EC1M 6EL

transport planning practice

T:\30000_projects\30901 Faraday Road, Craw

ley\ACAD

\001 - 003.dw

g

Site

Contains Ordnance Survey data © Crown copyright and database right 2013.

Figure 2

Local cycle network

Based on Crawley cycle map.

t: 020 7608 0008

w: www.tppweb.co.uk

70 Cowcross Street

London, EC1M 6EL



ley\ACAD

\001 - 003.dw

g

Site

Figure 3

Local bus stops

TPP In_10.

t: 020 7608 0008

w: www.tppweb.co.uk

70 Cowcross Street

London, EC1M 6EL



ley\ACAD

\001 - 003.dw

g

Site

Figure 4

Local bus network

t: 020 7608 0008

w: www.tppweb.co.uk

70 Cowcross Street

London, EC1M 6EL



ley\ACAD

\004.dw

g

Site

Appendices

Appendix A

Email from WSCC

Highways

1

Chris Pringle

From: Ian Gledhill <[email protected]>

Sent: 11 August 2016 12:24

To: Chris Pringle

Cc: Dean Hodson; Jonathan Bainbridge ([email protected]); Mark

Abbott ([email protected]); Ed Molloy ([email protected])

Subject: RE: Land at Faraday Road, Manor Royal, Crawley

Follow Up Flag: Follow up

Flag Status: Flagged

Chris, I have read through the scoping note. This deals primarily with trip generation. The list of other matters in point 24 are noted. A Stage One Road Safety Audit would also be

required based upon the scale of development proposed.

As for the main matters in the scoping note, I’d agree that it would be acceptable to use the B2 trip rates for the permitted adjacent development. Applying a 100% B2 trip rate would potentially represent a worst case; in fairness though other than the use classes being

quoted, at this stage it’s unclear exactly what the end use would be. The final occupier may well fit more into the B2 use class rather than B8.

As for the permitted uses and netting off of trips, this depends entirely on what the actual permitted use on the site is. My view is that it would be inappropriate to give any weight to

the former use of the site as a car park associated with BOC Edwards. The car park was effectively ancillary to the now demolished B2/B8 use. It therefore wasn’t necessarily the car

park that generated the trips but more the B2/B8 use. As the buildings forming the previous use are now demolished, there would be no theoretical possibility of the former use restarting. I’d consider that no consideration should be given to the former BOC Edwards use

or potential trip generation.

Planning permission has been granted for the land for long term airport car parking. I view this as the permitted land use. The respective planning permission is in any case temporary

expiring in November 2017. Once this use has ceased, it is then perhaps debatable whether the land has any permitted use (this is perhaps more a question for the Local Planning Authority). Nevertheless weight can be afforded to the long term airport car parking use for

the purpose of net trip generation.

Even if the airport car parking is ignored, once the development trips have been distributed across the network, no junction (other than the site access) would come close to meeting the 30 entry movements to warrant capacity assessments. In these respects, it’s rather

irrelevant as to what is considered to be the permitted use.

I trust this assists. Kind regards

Ian Gledhill

Ian Gledhill BSc MIHE MCIHT| Principal Planner - County Highways, West Sussex County Council |

Location: Ground Floor Northleigh, County Hall, Chichester, PO19 1RH

Internal: 25717 | External: 0330 222 5717

E-mail: [email protected]

2

From: Chris Pringle [mailto:[email protected]]

Sent: 08 August 2016 18:59

To: Ian Gledhill

Cc: Dean Hodson; Jonathan Bainbridge ([email protected]); Mark Abbott ([email protected]); Ed Molloy ([email protected])

Subject: Land at Faraday Road, Manor Royal, Crawley

Ian

Further to our telephone conversation last week with regard to the above site, please find attached our

Scoping Note setting out the vehicle trip generation methodology we intend to use within our

Transport Assessment and the proposed content of the Transport Assessment itself.

It would be greatly appreciated if you could provide your thoughts on the trip generation methodology

and confirm that our conclusions are acceptable. Please could you also confirm that the proposed

content of the TA is acceptable.

If you wish to discuss anything with regard to the site and the proposals, please do not hesitate to

contact me.

Many thanks

Chris

Chris Pringle

Senior Transport Planner

for Transport Planning Practice Ltd

70 Cowcross Street, London EC1M 6EL

tel: 020 7608 0008

dir: 020 7608 4997

web: www.tppweb.co.uk

The contents of this email are confidential and are intended only for the addressee(s). We are sorry if you have received this email in error. Please let us know by emailing [email protected]. Following this, please delete this email and all copies of it. Transport Planning Practice accepts no responsibility for any damage caused by any virus transmitted by this email. Transport Planning Practice Ltd is registered in England, no. 5482519. Our registered office is at Richard House, 9 Winckley Square, Preston, Lancashire PR1 3HP

This email and any attachments are confidential and intended solely for the persons addressed. If it has

come to you in error please reply to advise us but you should not read it, copy it, show it to anyone else nor

make any other use of its content. West Sussex County Council takes steps to ensure emails and attachments

are virus-free but you should carry out your own checks before opening any attachment.

Appendix B

Proposed development

layout provided by Scott

Brownrigg

3

2

1

321

4321

1 498.65

Fara

day

Roa

d

2

54

3

Gate

Gate

UP

© Scott Brownrigg Ltd

Figured dimensions only are to be taken fromthis drawing. All dimensions are to bechecked on site before any work is put inhand.

Rev

Scale

Drawing Title

Job Title

Client's Name

Drawing Number

Status

Revision Description Date Drawn

Drawing No

5

LondonMetric Crawley Ltd

Proposed Site Plan

Faraday Road, Crawley

1 : 500 @ A1

16806

PLANNING

GA(00)001

GA(00)001 1 : 500

1 Proposed Site Plan

North

1

2

11

1

2

Bin Store

Substation

1 Information 22 Jul 2016 NR2 For Information 29 Jul 2016 NR3 For Information 04 Aug 2016 MB4 Building 3 car park update 09 Aug 2016 MB5 Issued for Planning 16 Aug 2016 MB

Appendix C

Stage 1 Road Safety

Audit report

FARADAY ROAD, MANOR ROYAL BUSINESS DISTRICT, CRAWLEY,

WEST SUSSEX

PROPOSED ACCESSES

STAGE 1 ROAD SAFETY AUDIT REPORT

REQUESTED BY:

TRANSPORT PLANNING PRACTICE LTD

AUGUST 2016

RKS Associates

Project: Faraday Road, Crawley, West Sussex

Client: Transport Planning Practice Ltd

Document: Stage 1 Road Safety Audit

RKS Associates Ref: VRP 782-01

Issue date: 4th August 2016

Status: Final

Authorised by: VP/MF

© Copyright RKS Associates 2016

11 Falconer Road Bushey Hertfordshire WD23 3AQ

RKS Associates

Stage 1 Road Safety Audit Report Faraday Road, Manor Royal Business District, Crawley, West Sussex Proposed Highway Accesses

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Contents:

1 Introduction ............................................................................................................... 1

2 General Matters ........................................................................................................ 3

3 Local Alignment ........................................................................................................ 4

4 Junctions .................................................................................................................. 5

5 Non-Motorised User Provision .................................................................................. 7

6 Road Signs, Carriageway Markings & Lighting ......................................................... 8

7 Issues Identified Beyond the Scope of this Road Safety Audit .................................. 9

8 Audit Team Statement ............................................................................................ 10

Appendices

Appendix A: Location of Problems Identified During Stage 1 Road Safety Audit

Appendix B: Designer’s Response


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1 INTRODUCTION

1.1 RKS Associates has been commissioned by Transport Planning Practice Ltd (TPP) to undertake this Stage 1 Road Safety Audit (RSA) for the proposed highway works associated with the redevelopment of land located on the western side of Faraday Road, Crawley in West Sussex.

1.2 The development site is located on a parcel of land previously used for airport parking storage for Gatwick Airport, it is located on the western side of Faraday Road between Kelvin Way and Kelvin Lane junctions. The proposals seek to provide three industrial units (B2/B8 use class) with ancillary B1 office use. The highway works involve the closure of two existing entrances serving the site, the widening of an existing access and the provision of two new entrances.

1.3 Faraday Road is a two-lane single carriageway road running generally north to south, linking Fleming Way to the north and Manor Royal to the south. It is lit and subject locally to a 30mph speed limit, with a footway separated by a grass verge on either side of the carriageway. Waiting/parking restrictions in the form of double yellow lines are present along Faraday Road. However, laybys which provide perpendicular parking is located along the eastern side of Faraday Road to the north and south of Kelvin Way Junction. Bus stops serving a north and southbound bus routes are located in the immediate vicinity of the proposed highway accesses.

1.4 TPP Consultants has supplied the following information upon which this Stage 1 RSA is based:

• SDP Consulting Engineers Drawing Number: E16-029-05 Rev A

Existing and Proposed Site Entrances;

• SDP Consulting Engineers Drawing Number: Faraday -001 Rev G Swept Path Analysis (Unit 1);

• SDP Consulting Engineers Drawing Number: Faraday -002 Rev G Swept Path Analysis (Unit 2);

• SDP Consulting Engineers Drawing Number: Faraday -005 Rev – Refuse Vehicle Swept Path Analysis (Unit 1,2 & 3); and

• TPP Figure 5 Proposed Access Arrangements.

1.5 The Audit Team is independent of the project design team and has no other involvement with the project. This Stage 1 RSA has been undertaken with reference to the relevant sections of HD19/15, part of the Design Manual for Roads and Bridges (DMRB).


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1.6 The Safety Audit Team consisted of Vimal Patel and Mike Fuller. The Audit was undertaken following examination of the submitted documents and a site visit on Tuesday 2nd August 2016, during which the weather was overcast with intermittent rain showers and the road surface was damp. There were no reported incidents during the site inspection and traffic flows were light along Faraday Road.

1.7 The Safety Audit Team has examined only matters relating to road safety implications of the scheme and has not verified compliance of the design to any other criteria. All of the problems identified in this report are considered by the Audit Team to require action in order to improve safety and to minimise accident occurrence for all users. The locations of the problems identified in this Safety Audit are shown in Appendix A where the reference numbers relate to the problems identified in this report.

1.8 The recommendations in this report are aimed at addressing the identified road safety problems; however, there may be alternative acceptable ways to overcome a specific problem, when other practical issues are considered. The recommendations contained herein do not absolve the Designer of his/her responsibilities.

1.9 The Auditors would be pleased to discuss the acceptability of alternative solutions to problems identified during the Audit, and would encourage the Designer to consult them on this matter.

1.10 The Local Highway Authority (LHA) response to the RSA should be formally recorded and reported to the Designer and the RSA Team so that a record of the Audit process is contained in the ‘As Built’ design pack to be provided and retained by the LHA on final completion.

Personal Injury Collision (PIC) Data

1.11 No details of Personal Injury Collision data have been provided, however information obtained from Crashmap for the most recent period up to 2015 indicates that no collisions have been recorded along Faraday Road. Based on the collision data there are no inherent road safety problems along Faraday Road in the vicinity of the proposed highway works.


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2 GENERAL MATTERS

2.1 Problem

Summary: Potential collisions due to standing/running water and poor carriageway surface

Location: Site access road

No details have been provided in respect of surface water drainage or other services and it is therefore not possible to ascertain whether or not there will be any safety implications. However, observations during the site inspection noted that a service cover is located within the grass verge where the proposed northern site access is to be provided.

Recommendation:

When preparing the detailed design, ensure adequate surface water drainage and locate gullies/service covers clear of desire lines for pedestrians, cyclists and powered two-wheel vehicles.


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3 LOCAL ALIGNMENT

3.1 The Audit Team raises no concerns at this Stage 1 RSA in respect of Local Alignment.


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4 JUNCTIONS

4.1 Problem

Summary: Potential collisions due to poor visibility

Location: Proposed development access north of Kelvin Way

The scheme drawings do not provide any visibility splay to and from the proposed accesses. Whilst visibility to and from the proposed development accesses is unrestricted along Faraday Road there is concern that the relocation of the northbound bus stop immediately north of Kelvin Way may restrict visibility for traffic exiting the development.

Recommendation:

Ensure that an appropriate visibility splay to and from the respective accesses are provided. If necessary, the proposed location of the northbound bus stop should be relocated to a location where visibility to and from the proposed access is not compromised.

4.2 Problem

Summary: Risk of vehicle turning collisions between vehicles reversing out car parking layby and traffic exiting development

Location: Site access between Kelvin Way and Kelvin Lane junctions

The proposed widened site access located between Kelvin Way and Kelvin Lane junctions is located directly opposite a parking bay that provides perpendicular parking on the eastern side of Faraday Road. There is concern that vehicles reversing out of the car parking bay may not acknowledge traffic exiting the development. Consequently, there may be an increased risk of vehicular collisions between vehicles reversing out of the car parking layby and traffic exiting the development.

Recommendation:

If necessary, modify the scheme to minimise the risk of collisions between vehicles exiting the development via this access and traffic reversing out of the car parking layby.


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4.3 Problem

Summary: Risk of vehicle turning collisions associated with adjacent junctions

Location: Northern site access opposite Kelvin Lane

The proposed northern junction opposite Kelvin Lane is located adjacent to a separate access serving an adjoining development. The short distance between the two accesses may result in motorists indicating inappropriately for the intended access. This could lead to potential turning collisions at these junctions.

Recommendation:

If necessary, modify the scheme to provide a greater separation between the north access and the existing access serving the adjoining development.


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5 NON-MOTORISED USER PROVISION

5.1 Problem

Summary: Potential injury to non-motorised users

Location: Proposed development accesses

The proposed and existing site access drawing does not currently include dropped kerbs and tactile paving on either side of the development accesses. This could cause pedestrians with impaired vision to cross the accesses unintentionally leading to collisions with turning vehicles.

Recommendation:

At the detailed design stage, provide dropped kerbs and tactile paving on both sides of the accesses.


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6 ROAD SIGNS, CARRIAGEWAY MARKINGS & LIGHTING

6.1 The Audit Team raises no concerns at this Stage 1 RSA in respect of road signs, carriageway markings and lighting. However, ensure that appropriate carriageway markings and signs are provided to depict the highway layout.


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7 ISSUES IDENTIFIED BEYOND THE SCOPE OF THIS ROAD SAFETY

AUDIT

7.1 The carriageway surface along Faraday Road has deteriorated with pot holes and the central lane markings have worn away and are not visible to traffic travelling along Faraday Road.

A combination of both issues creates a hazard for road users. Inform the Local Highway Authority to mitigate the issues identified under planned highway maintenance.


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8 AUDIT TEAM STATEMENT

8.1 We certify that this Road Safety Audit has been carried out in accordance with document HD 19/15, its sole purpose being to identify features of the scheme that could be removed or modified to improve safety. No member of the Audit Team has been involved in the scheme design.

Audit Team Leader

Vimal Patel BEng (Hons), FIHE, Reg RSA, HA Cert Comp

Signed: Date: 4th August 2016

Audit Team Member

Mike Fuller BSc (Hons) IEng, MCIHT, MSoRSA

Signed: Date: 4th August 2016


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APPENDIX A


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4.1

5.1

4.2

3.1 5.1

2.1 4.3 4.3


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APPENDIX B


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Item No.

Audit Team Recommendation(s) Designer’s Response

2.1 When preparing the detailed design, ensure adequate surface water drainage and locate gullies/service covers clear of desire lines for pedestrians, cyclists and powered two-wheel vehicles.

This will be carried out at the detailed design stage and reviewed as part of the Stage 2 Road Safety Audit.

4.1 Ensure that an appropriate visibility splay to and from the respective accesses are provided. If necessary, the proposed location of the northbound bus stop should be relocated to a location where visibility to and from the proposed access is not compromised.

The junction inter-visibility from each site access complies with the standards set out in the Design Manual for Roads and Bridges for a 30mph road of 2.4m X 70m. Whilst the proposed location of the bus stop cage falls within the visibility splay of the northernmost Jaguar-Land Rover development access, the bus shelter does not. Therefore, the proposals meet the inter-visibility standards.

4.2 If necessary, modify the scheme to minimise the risk of collisions between vehicles exiting the development via this access and traffic reversing out of the car parking layby.

Cars parked in layby should reverse into space from main carriageway so that they enter the carriageway in forward gear. The access opposite the parking layby is existing but is being widened. Therefore, the proposals are not dissimilar to the existing situation.

4.3 If necessary, modify the scheme to provide a greater separation between the north access and the existing access serving the adjoining development.

Traffic flow along Faraday Road is not considered to be high. All vehicles exiting the site will do so in forward gear allowing good visibility of activity at other accesses. Accordingly the proposed access locations will stay as currently proposed.

5.1 At the detailed design stage, provide dropped kerbs and tactile paving on both sides of the accesses.

This will be carried out at the detailed design stage. The footway along the whole frontage of the site will be resurfaced with the carriageway kerbing, verge and footways re-instated at the two unrequired accesses.

6.1 Ensure that appropriate carriageway markings and signs are provided to depict the highway layout.

This will be carried out at the detailed design stage.

Documents

Land at Faraday Road, Crawley Transport Assessment · Land at Faraday Road, Crawley Transport Assessment . ... Table 3.2 – CBC parking standards ... Table 5.3: Proposed