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transport planning practice
30827/D/014a February 2020
1
Transport Planning Practice| 70 Cowcross Street | London | EC1M
6EL| Tel: 020 7608 0008 | [email protected]
Residential Sites, Wye
Transport response to Local Authority
Introduction
1. Transport Planning Practice (TPP) has been commissioned by
Telereal Trillium to provide
transport planning advice with regard to their development
proposals for the Land to the
north of Occupation Road, referred to as Site 8 in the WYE3
Masterplan area.
2. This note has been prepared to respond to transport related
comments made by Kent
County Council Highways & Transportation (KCC) and Ashford
Borough Council (ABC)
planners on the planning application. ABC’s comments are
contained in Appendix A and
KCC’s comments are contained within Appendix B.
Responses to comments
3. We have provided the relevant transport comments raised by
ABC and KCC in blue italics
with our comments / recommendations below them.
ABC’s comments
4. Street parking and the potential for parking on the proposed
streets associated with the
adjoining school use. Is this something you have thought about?
It’s been suggested
that a condition could be added limiting parking between certain
hours to prevent people
leaving their car for the entire day.
5. The Wye Free School Transport Assessment Addendum Note
contained within Appendix
C provides supporting text on how student and staff parking can
be accommodated
within the school site. Under the heading Proposed Parking
Provision the note sets out
the rationale behind the number of staff and student parking
spaces, and drop off / pick
up spaces that will be provided, all of which exceed the demand.
The school has a
successful Travel Plan which could provide further management on
staff and pupil
parking, and drop off / pick up activities.
6. Therefore, it is considered that the school has sufficient
staff and student parking to
supply the demand. However, double yellow lines would be
extended into the site as far
as the Unit 1’s driveway entrance on the northern side of
Occupation Road and up to the
visitor parking lay-by on the southern side of Occupation Road.
See drawing
30827/AC/072_C.
7. I note you were asked to provide more 4-unit terraces, which
you have done. This
necessarily results in more remote parking and you are now
showing two parking courts.
The parking court in the northern corner of the site is very
large (we would hope to limit
courts to 6 cars). Is there scope to break up the hard surface
in this area?
8. A significant amount of adjustment has already been made to
the original site layout to
accommodate the requests of ABC planners. Then to address
comments made by KCC on
the resultant site layout, a great deal of work was undertaken
by the design team.
Reducing the size of the parking courts would result in the need
to find parking
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. 30827/D/014a February 2020
2
elsewhere which would significantly impact on the layout of the
site, particularly if
tandem parking was provided and therefore more visitor parking
was required. Whilst
KCC state that the use of parking courts is not best practice,
they have not raised any
objections to the layout with regards to the parking.
9. Suburban footpaths on side of street need to be set behind a
verge to avoid looking
suburban. A series of street trees is essential. The AONB Unit
has identified a need for
more street trees (specifically on highway land) to filter
views.
10. The road and footway are supposed to form a shared surface
with no kerbs. The
currently proposed 1.2m wide footways will not be acceptable if
they are set behind a
verge. If the footways are to be set behind a verge they will
need to be widened to 1.8m
in order to be adoptable. The current shared surface arrangement
has been agreed with
KCC.
11. In places the smaller lanes are too wide and regular and
needs to be less formal with
varied width to help naturally restrict speeds. KCC H&T have
asked for raised table to
restrict speeds but this approach is suburban and inappropriate
on this rural site. Playing
with street widths / alignment is a more responsive approach to
reducing speeds in a
rural setting.
12. See response in paragraphs 17 and 18 below to KCC on this
matter.
KCC’s comments
13. Section 4.4.6 of the Transport Assessment states:
Covered cycle parking will be provided in garages or car barns
for those units which
have them. Sheds will be provided in the rear gardens of those
units without car barns
or garages for cycle parking.
14. The above approach is acceptable, however this has not been
fully translated onto the
Proposed Site Plan with regard to storage/sheds in back gardens.
This needs to be
revised to show these at sufficient size to accommodate cycles
to enabled them to be
conditioned.
15. Sheds have been shown within the rear gardens of units which
do not have a garage or
car barn. In addition, access routes to the rear of the terraced
units have been provided.
See the proposed layout contained within Appendix D.
16. The highway layout is indicated as a shared surface to be
used by both pedestrians and
vehicles. This is acceptable as a layout to be adopted by the
highway authority, however
both east/west roads are in excess of 100m long and are
effectively straight in
alignment. To maintain low driven speeds, particularly important
for a shared surface,
these will require some form of traffic calming to maintain low
speeds. Perhaps some
form of raised table in the vicinity of the communal green
space. With the above in mind,
a minor amendment to the proposed highway layout is
required.
17. TPP discussed the above comment with KCC during a telephone
conversion on 15th
January 2020. KCC agreed that the layout and geometry of the
Occupation Road site
road has been designed to discourage high vehicle speeds and
that most sections of the
road are less than 60m long before there is a junction, bend or
kink in the road. This
helps to maintain driven speeds at 20mph or less. KCC also
understand the
environmental and noise implications of vertical (speed bumps)
and horizontal (chicanes)
speed restraint features and accept that they would be
inappropriate for this
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. 30827/D/014a February 2020
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development given the geometry of the proposed road and the
residential site use i.e.
vehicles braking and accelerating outside of residential
properties. This is particularly
pertinent for the southern road which will be carrying traffic
for the AONB car park and
the proposed industrial uses to the south.
18. Therefore, KCC agreed that some form of contrasting surface
treatment to the north and
south of the ‘park’ area on the carriageway section of road.
This would help to identify
the presence of the ‘park’ and encourages speed restraint by
highlighting a change in
character of the street. The proposed development layout
contained within Appendix D
shows contrasting surface treatments to the south of the ‘park’
area and on approach to
the ‘park’ on the northern road to warn drivers to reduce their
speed on the straightest
section of carriageway.
19. Section 7 of the Transport Assessment details the proposed
off site highway
improvements. Alterations to the Olantigh Road / Occupation Road
junction are proposed
(Drawing 308/AC/072_B) which would improve visibility when
exiting Occupation Road
and bring it up to the correct standard for the 30mph speed
limit. Also proposed are a
set of raised table traffic calming features which will
reinforce the speed limit to keep
driven speeds low in the vicinity of the school and provide
improved at-grade pedestrian
crossing points for accessing the school and North Downs
Way.
20. Two sets of road narrowing features are proposed to
encourage lower driven speeds on
Olantigh Road close to Middlefield Cottage and Middlefield Lodge
(drawings
30827/AC/053_A and 30827/AC/048_A).
21. A revision of the speed limit to reduce from 60mph down to
40mph with village gateway
on Olantigh Road on approach to the ADAS site is proposed. The
proposed alteration to
the 40mph limit on Olantigh Road will need to be accompanied by
an ATC speed survey
to demonstrate current driven speeds. This would also be
required at a later date as part
of the consultation process with Kent Police in the processing
of any future traffic
regulation order to enable a change to the speed limit.
22. Although the above proposed highway revisions appear to be
acceptable, they need to
be fully supported by a road safety audit. This is to
demonstrate their acceptability and
will need to provided with the supporting planning documents to
demonstrate as part of
the planning consultation that they are deliverable.
23. An Automatic Traffic Counter (ATC) survey including speed
surveys was undertaken on
Olantigh Road within for a period of seven days between the 7th
January to 13th January
2020. The ATC was located just to the north of the ADAS site
access, being secured to
the first telegraph pole in that location. The results of the
speed survey are summarised
in Table 1. The survey data is contained within Appendix E.
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Table 1: Speed survey summary
Time
Northbound Southbound
7 day average 5 day average 7 day average 5 day average
85%ile
(mph)
Ave.
(mph)
85%ile
(mph)
Ave.
(mph)
85%ile
(mph)
Ave.
(mph)
85%ile
(mph)
Ave.
(mph)
0700 54.3 45.5 54.2 45.4 51.7 44.5 51.8 44.5
0800 52.6 44.3 52.3 44.5 52.1 44.3 51.9 44.2
0900 52.9 44.4 53.8 44.7 53 44.5 53.4 46.4
1000 52.2 43.9 52.7 44.4 53.5 45.2 54.3 45.6
1100 52.1 41.9 54.1 42.5 52 42.7 52.5 43.1
1200 50.8 42.2 52.3 43.7 51.9 45.1 51.3 45.6
1300 53.5 44.6 54.3 45.4 54.4 45.6 54.7 46.2
1400 53.2 43.5 55.7 43.9 53 45 53.4 45.2
1500 49.7 42.4 49.7 42.7 51.4 43.2 51.1 42.7
1600 48.9 41.6 48.8 41.5 51.1 43.4 49.8 42.6
1700 51.7 43.7 51.6 43.9 50.5 41.4 50.7 41.5
1800 55.5 45.1 55.5 44.7 51.8 44.7 51.9 44.5
12hr Ave.
52.3 43.6 52.9 43.9 52.2 44.1 52.2 44.3
24. As can be seen from Table 1, the 7-day two-way 85%ile
average speed was 52.2mph
and the 5-day two-way 85%ile average speed was 52.6mph which is
approximately
7.5mph below the current speed limit of 60mph. The 7-day two-way
average speed was
43.9mph and the 5-day two-way average speed was 44.1mph which is
approximately
16mph below the current speed limit.
25. This demonstrates that the current driven speeds on Olantigh
Road near the Site 4 ADAS
access are already lower than the existing speed limit on what
is a lightly trafficked,
straight carriageway with good forward visibility. Therefore,
with the introduction of the
village gateway and 40mph speed limit signage, it is considered
that the new 40mph
speed limit will be adhered to by drivers.
26. Separate Stage 1 Road Safety Audits (RSAs) have been
undertaken for the proposed
traffic calming features (village gateway and narrowing
features) and the proposed
alterations to the Olantigh Road / Occupation Road junction.
27. The Stage 1 RSA recommendations for the traffic calming
features are minor and can be
addressed as part of the detailed design stage. These include
the provision of high skid
resistant surfaces on the southbound approaches to the
carriageway narrowing features
and that the street lighting is reviewed and upgraded if
necessary at the narrowing
features. Appendix F contains the traffic calming features Stage
1 RSA and the designer’s
response report.
28. The Stage 1 RSA recommendation for the Olantigh Road /
Occupation Road junction is
that the proposed junction geometry should be modified, in order
to accommodate the
types and sizes of vehicle anticipated to utilise the junction,
thus mitigating the potential
collision scenarios of head on, side impact or nose to tail
shunt type vehicular collisions.
29. The geometry of this junction was discussed with KCC early
in the preparation of the
WYE3 Masterplan Transport Assessment. This resulted in a 6.0m
carriageway for
Olantigh Road and a 5.5m carriageway for Occupation Road. The
geometry was decided
upon to slow down turning vehicles and provide better facilities
for pedestrians. The
junction has not been designed for constant HGV access but
rather occasional access.
Whilst it is accepted that the swept paths of delivery and
refuse collection vehicles cross
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. 30827/D/014a February 2020
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the centre lines of Olantigh Road and Occupation Road, such
movements will be minimal
and unlikely to be opposing on what is and will continue to be a
lightly trafficked
junction. It is worth noting that refuse collection vehicle
movements will generally occur
outside of the peak hours and one vehicle will be collecting for
the surrounding area.
Therefore it is unlikely there will be opposing movements of
similar vehicles.
30. With regards to the school coach movements, these will be
tidal and therefore no
opposing movements should be experienced. Coach movements would
need to be
managed by the school so that the first coach to arrive does not
leave until the last
coach has arrived and vice versa in the afternoon/evening. This
is standard practice to
reduce heavy vehicle movements in areas where school children
are alighting and
boarding. Appendix G contains the Stage 1 RSA and the designer’s
response report.
31. In terms of pedestrian connectivity, section 3.2 of the
Transport Assessment discusses
walking connections from the site. 3.2.1. details the existing
footway of approximately
1m in width on the eastern side of Occupation Road. This is
sub-standard in width for
existing purposes, even without the proposed 40 dwellings and
potential for further
dwellings on the nearby ADAS site.
32. The drawing showing alterations to the Olantigh Road /
Occupation Road junction
(Drawing 308/AC/072_B) shows a widened footway on the western
side of Olantigh Road
(currently grassed area adjacent to existing buildings).
33. Through the master planning process, it was always the
intention of the developer to
provide an improved footway in this location. This footway
however is not detailed within
the list of highway proposals nor the Transport Assessment.
34. Although I do not doubt the intention to provide such a
facility and in terms of delivery it
would no doubt be easier to leave this until the adjacent site
is developed. There is
however the danger that should this proposal be granted, the
site adjacent to this
footway link may be dormant for years or even not be developed.
As such in terms of it's
importance locally, to provide safe access from the proposed
site to the village centre, an
improved footway link on the western side of Olantigh Road needs
to be attached to this
tabled planning application. Details to this effect should be
provided for assessment.
Having said this, subject to my other requirements outlined
above being satisfied, then I
would not object to this issue being settled by way of a
planning condition.
35. Drawing 30827/AC/081 shows the proposed footway connections
to be brought forward
as part of the proposed Olantigh Road / Occupation Road junction
improvements.
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Drawings
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BASED ON ORDNANCE SURVEY MAPPING AND
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CONTROLLER OF HMSO © CROWN COPYRIGHT
This drawing has been prepared for planning purposes and should
not be used for construction.
It should be read in conjunction with TPP document D014.
T:\30000_Projects\30827 Residential Sites, W
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transport planning practice
TRANSPORT PLANNING PRACTICE
t: 020 7608 0008
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70 Cowcross Street
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DRAWING NUMBER
REV
SCALE @ A3 DATE DRAWN BY CHECKED
30827/AC/072 C
RESIDENTIAL SITES, WYE, ASHFORD
Proposed Olantigh Road / Occupation Road
tied into site access road
11/02/20 LD CWP
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RWP INTO GROUND
SUBSTATION
UP/DOWN
STAIRS
VEGETATION
HORTIC ANNEX
KITCHENETTEVEGETATION
GAS SHED(TRANSCO)
SHRUBSSHRUBS
SHRUBS
SHRUBS
GAS
METE
R
SINK
SINK
GAS METER
VISI
BLE
SCAR
VISIBLE SCAR
VEGE
HEDGE
HEDGE
VEGETATION
FOUL ROUTE FROM
TOILETS & COFFEE
SHOP
PLANT ROOM &AIR HANDLING UNITS
FOUL ROUTEFROM SINK IN
OLD DARK ROOM
ELECTRICITYMETERS
FOUL ROUTEFROM TOILETS
INSIDE BUILDING
MAIN PLANT ROOM
1st FLOOR
WATERMETER 30a
FOUL ROUTEFROM TOILETS
FOUL ROUTEFROM TOILETS
FOUL ROUTEFROM 1st FLOOR
TOILETS
OSA
OSA
OSA
SOAKAWAYASSUMED POSITION
TAKEN FROM RECORDS
ASSUMED POSITION
TAKEN FROM RECORDS
FOUL ROUTEASSSUMED FROM
KITCHENETTE
WATER PIPE FROM
SERVICE TRENCHWITHIN BUILDING
BASEMENT PLANT ROOM
INCLUDING WATER, GAS &
ELECTRICITYFED FROM SERVICE
TRENCH WITHIN BUILDING
DEPTHS???
FOUL ROUTE FROM
CLASSROOM SINKS
FOUL ROUTE FROM
CLASSROOM SINKS
FOUL ROUTE FROM
CLASSROOM SINKS
FOUL ROUTEFROM TOILETS
ASSUMED ROUTE
ASSUMED ROUTE OF UTILITIES IN THIS AREA
UNABLE TO SURVEY
DUE TO NO ACCESS
HORTIC DEPT.
O
C
C
U
P
A
T
I
O
N
R
O
A
D
O
L
A
N
T
I
G
H
R
O
A
D
G:0.3S:6
H:5
.30
+49.93
+49.93
+49.00 EXT
+48.50 EXT
65
43
21
OLAN
TIGH
ROA
D
2
Wye School
36
20
Grid
Bramleys
El Sub Sta
El Sub Sta
Cattle
Pool1
47.1m
Swimming
BASED ON ORDNANCE SURVEY MAPPING AND
REPRODUCED BY TRANSPORT PLANNING
PRACTICE WITH THE PERMISSION OF THE
CONTROLLER OF HMSO © CROWN COPYRIGHT
Based on drawing number 50697. TPP REF - IN_23. and
drawing Wye OS. TPP REF - IN_15
T:\30000_Projects\30827 Residential Sites, W
ye, Ashford\ACAD
\081.dw
g
transport planning practice
t: 020 7608 0008
w: www.tppweb.co.uk
70 Cowcross Street
London, EC1M 6EL
DRAWING NUMBER
REV
SCALE @ A3 DATE DRAWN BY CHECKED
TRANSPORT PLANNING PRACTICE
This drawing has been prepared for planning purposes and should
not be used for construction.
It should be read in conjunction with TPP document D014.
30827/AC/081 -
RESIDENTIAL SITES, WYE, ASHFORD
Footway connections to be brought forwards with
the Olangtigh Road / Occupation Road
junction improvements
1/500 11/02/20 LD CWP
Key:
- Kerbs / Channel Line
- Back of Footway
- Road Markings
- Double yellow lines
- Visibility Splay (2.4m X 43m)
Raised table surface treatment to
be based on KCC's pallet of
materials. Surface will be
contrasting from adjacent
carriageway surface treatment.
No.34 Olantigh
Road driveway
Raised table surface
treatment to be based on
KCC's pallet of materials.
Surface will be contrasting
from adjacent carriageway
surface treatment.
North Downs
Way footpath
connection
2.0m footway connection
to the south including
Sites 3, 7 and 9 and the
rest of the village
2.0m footway
connection to
Site 6
2.0m footway
connection to the
north including
Site 4 ADAS
Drawings.pdf072_C.pdfSheets and ViewsA3-L
081.pdfSheets and Views081
