Transport assessment Technical note for the South Marston Supplementary Planning Document

1. Technical Note Date June 2012
Subject South Marston Supplementary Planning Document - Part Three
Transport Assessment
1 Introduction
1.1 This technical note sets out the main findings of the work commissioned by Swindon Borough Council and
South Marston Parish Council in support of the development of a Supplementary Planning Document (SPD)
for the village of South Marston. The purpose of the SPD is to provide a planning framework setting out the
expectations and requirements for the sustainable development of the village of South Marston. The study
has been conducted in three parts:-
• Part One – Examination of existing transport challenges
• Part Two – Examination of the transport impacts of the Eastern Development Area
• Part Three – Examination of the transport impacts of the proposed Eastern Villages
Part One
1.2 Part One of this study assessed options to mitigate the impacts of existing issues on the road network in and
around South Marston village. Issues were identified from site observations, discussions with South Marston
Parish Council and the Traffic Sub-group, and an assessment of the ‘Village Strategy’.
1.3 The identification of traffic issues, and potential options to address these, were based on existing volumes of
traffic through the village. It did not include the potential transport impact of proposed growth at the Eastern
Development Area (EDA) at this stage.
Part Two
1.4 Part Two of the study assessed the transport impact of the EDA on South Marston and was based on data
available in Autumn 2010. The study area was as per Part One of the study and included Thornhill Road to
the Keypoint roundabout, Old Vicarage Lane to the A420 and Highworth Road.
1.5 The assessment was undertaken at a more strategic level given uncertainties regarding the masterplan for
the EDA.
1.6 The Part Two report sought to address the optioneering solutions identified in Part One to understand
whether the conclusions drawn were still valid with development traffic (i.e, ‘future-proof the identified
solutions). The land use and highway planning context for the assessment of options was based on:-
• The Planning for Real exercise conducted by New Masterplanning in the Summer of 2010, which sought
to establish some principles for the development of the village; and
• Long standing options identified in the 2006 South Marston Village Report.
1.7 Both reports are available on Swindon Borough Council’s website.
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Part Three
1.8 This technical note reports on an updated transport modelling assessment of the impact of the proposed
Eastern Villages development on South Marston. The main changes between this assessment and the
previous 2011 Part Two assessment are as follows:-
• The strategic model which underpins our modelling exercise has been updated with revised housing
and employment growth numbers to reflect the latest version of the Core Strategy rather than Regional
Spatial Strategy housing growth trajectories
• It includes changes to planning trajectories in terms of estimated housing and employment completions
to 2026
• It reflects the latest Eastern Villages layout rather than the more linear EDA layout along the A420
• It includes revised background traffic growth assumptions, and
• Focuses on highway options that were not resolved in Part One and Two, or where further testing was
deemed necessary using the latest growth and layout assumptions.
1.9 The assessment has been conducted for the morning and evening peak periods in line with best practice
guidance set out in the “Guidance on Transport Assessments”. A 2026 forecast year has been chosen as
this conforms to the ‘plan period’ of the emerging Core Strategy. It should be noted that the morning and
evening peak periods represent conditions on the network when traffic volumes are expected to be at their
highest. At other times of the day and on weekends, traffic volumes on the network will be considerably
lower.
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2 Options Considered in Parts One and Two
2.1 To provide context, this section identifies the options that have been considered from Part One through to
Part Three.
2.2 Following discussions with South Marston Parish Council and a review of the 2007 South Marston Village
Strategy, Part 1 identified the transport challenges listed in Table 2.1 below.
Table 2.1 - Key Existing Transport Challenges and Recommendations from Part One
Description Existing Issue Preferred Options from Part Options discounted
One of the Study
Pedestrian Insufficient Realignment of the -signalisation (environmental
and vehicular carriageway and carriageway at Pound Corner issues)
conflict around footway available to provide footway on the - junction widening (land take)
Pound Corner northern side of Old Vicarage -Realignment (limited pedestrian
Lane benefit)
-Footway on south side (alternative
pedestrian routes to Thornhill Road
available to the rear of the school)
Gaps in Thornhill Road Continuous footway from None
footway close to the Pound Corner to Keypoint
provision industrial estate. roundabout and from Pound
Vicinity of South Corner to South Marston Hotel
Marston Hotel.
Accessibility Lack of Dropped To provide dropped kerbs / None
improvements Kerbs / Tactile tactile paving in locations
paving where these are not provided
High Traffic Little evidence to 20mph zone for village centre 20mph smaller zone (would only
Speeds/ support view in & 30 mph between village include the existing village within
Through terms of centre and A420 for the existing built up area)
Traffic speeds/accidents consistency. Some additional
or traffic volumes. traffic calming measures
2.3 Whilst the recommendations in Part 1 address existing concerns, the study also identified issues to be
considered within the Part Two assessment of the impacts of the Eastern Development Area. These issues
are listed in Table 2.2 below
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Table 2.2 - Additional Transport Challenges associated with the EDA / Eastern Villages development
Issue Option tested in Part Two
Can the masterplanning principles set out by SBC Function of Pound Corner?
be achieved in transport terms? Function of Old Vicarage Lane / A420
Junction?
Are the ‘southern’ and ‘eastern’ link roads Testing of options with and without the
necessary? southern link road
Testing of options with and without the
eastern link road
Implications of Rowborough What are the implications of Rowborough-
Through traffic on the performance of:
- Pound Corner
- Keypoint roundabout- A420 / Old Vicarage
Lane Junction
Will the proposed options identified as Part One be Test options identified in Table 2.1
sufficient to mitigate the impact of the EDA?
Are the proposed and existing traffic calming Existing traffic calming measures
suitable with increased volumes of traffic?
Are further measures required?
2.4 Part Two of the study concluded the following:
• Without mitigation, there will be a significant increase in journey times through the village particularly in
the morning peak and in the southbound direction. The approaches to the Gablecross junction and the
Old Vicarage Lane / A420 junction will experience the most significant delays;
• Evening peak hour congestion will be less pronounced than in the morning peak;
• The majority of Rowborough traffic will be accessing destinations to the south and via the A420 and will
not be travelling through South Marston village centre;
• Existing traffic calming measures which reduce the width of the available carriageway (chicanes) will
generate queues and delays for vehicle streams which do not have priority;
• Footway provision on Old Vicarage Lane, south of Nightingale Lane will need to be extended to link the
new development to the rest of the village and also to the remainder of the Eastern Villages
Development;
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• Carriageway widths on Old Vicarage Lane, south of Nightingale Lane will need to be widened.
2.5 In relation to Pound Corner, Part Two identified that in its current form (priority junction) there would be
insufficient capacity to cater for the anticipated increase in traffic volumes unless additional links to Thornhill
Road and / or capacity improvements were considered at the junction. The study identified that relocating the
junction to the west of the potential school extension could be considered. However, as some of the playing
fields would be lost to accommodate the diversion of the northern end of Old Vicarage Lane, this was not
considered further.
2.6 The Part Two study also concluded that the provision of an eastern bypass for South Marston to
accommodate Rowborough traffic would only provide a marginal improvement to journey times through the
village. Coupled with low forecast traffic volumes using the road, and the cost and environmental impact of
providing such a route, the study recommended that there was no justification for its inclusion in any future
masterplanning exercise for the village.
2.7 Similarly, the provision of a link road to the south of an expanded village and connecting Thornhill Road with
Old Vicarage Lane was also previously suggested in order to reduce traffic volumes in the village. Modelling
indicated that if this link road was extended to Rowborough then the resultant delays and queues
experienced at the Keypoint and Gablecross roundabouts would increase significantly.
2.8 In addition, the queues and delays experienced on Old Vicarage Lane would also increase because of the
increase in opposing flows where Old Vicarage Lane met the new road. Part two concluded that from a road
hierarchy point of view, the A420 was considered to be the more suitable route for Rowborough movements
rather than the provision of a new link road skirting the southern edge of the expanded village.
2.9 A further disbenefit was that a link road to the south of the new development would create a physical barrier
for pedestrians and cyclists and would result in single-sided development along an artificially lit highway
edge. Hence it was concluded that this would adversely impact on the rural character to the south of the
village and could potentially make the village more vulnerable to further encroachment to the south.
2.10 In place-making terms, the Part Two study also concluded that a circuitous residential road connecting Old
Vicarage Lane with Thornhill Road and running within the development would be preferable as this would
directly serve the expanded community and would be designed to minimise through-traffic. The new roads
would be designed according to best practice to create the appropriate road hierarchy. The alignment of the
road would need to be considered in further masterplanning exercises and through the preparation of the
South Marston SPD.
2.11 The final recommendation from Part Two was that in order to accommodate traffic flows from the Eastern
Villages development, the existing junction at Old Vicarage Lane/A420 would need to be upgraded. Part Two
explored online and offline improvements. Online improvements would require the provision of a signalised
T-junction with flared approaches on all arms. Offline improvements would require the provision of a new
junction and underpass underneath the railway line and to the east of the current location.
2.12 The above recommendations were contingent on highway improvements being in place elsewhere on the
network and in particular on the A420 and at White Hart Junction.
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3 Assumptions for Part Three Assessment
Using the work from Part One and Part Two as a starting point, the Part Three modelling work has been
underpinned by a number of land use and network assumptions both internal and external to South Marston
Village.
Land Use Assumptions
3.1 Committed / Consented developments and housing and employment allocations identified in the Core
Strategy to 2026 are included in the model. For example, this includes the strategic sites at Wichelstowe,
Commonhead and Tadpole Farm. It also includes urban extensions to Swindon in Wiltshire and an assumed
level of background traffic growth which accounts for growth from neighbouring areas such as Oxfordshire.
3.2 The largest and most influential development on South Marston village will be the strategic site known as the
Eastern Villages development. The Eastern Villages ‘core’ development quantum is shown in Table 3.1
below
Table 3.1 Proposed Eastern Villages Development Composition
Land Use Type Quantum
Residential 7500 dwellings
B1 Office 2000 jobs
B8 Warehousing 1500 jobs
Primary School 1680 places
Secondary School 1200 places
Retail (District Centre only) 500 jobs
Source: Swindon Borough Council
3.3 Of the 7,500 dwellings which would be constructed on the Eastern Villages sites, the following breakdown of
residential units has been assumed. These numbers are indicative and used for transport modelling
purposes only. They may be subject to change.
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Table 3.2 Proposed Eastern Villages – Islands of Development
Number of Dwellings
South Marston 500
Rowborough 1200
Priors Farley 300
Longleaze 1600
Great Stall 1325
Lotmead 575
Earlscourt 1200
Lower Earlscourt 800
The Marsh 0
Totals 7500
Source: Swindon Borough Council
3.4 An allowance has also been made for the conversion of the Crown Timber and Thornhill Industrial sites to
residential from their current use.
Baseline Network Assumptions
3.5 In order to establish a baseline/ reference case by which future changes to the highway network in South
Marston can be assessed against (and for impacts to be isolated), a number of network assumptions were
included in the modelling.
3.6 The most pertinent assumptions external to South Marston Village (i.e. the A420 and beyond) are shown in
Table 3.3 below and have been identified as being potential options to accommodate growth to 2026 and
also facilitate access to the Eastern Villages. This includes public transport and highway interventions
Table 3.3 Baseline Network Assumptions external to South Marston Village
Ref Network Assumptions
No.
1 Existing access points to A420 from the north - signalised junction at Gablecross, A420 Old
Vicarage Lane junction modified to provide a new signalised junction and new eastern
access from ‘Rowborough’
2 3 access points onto A420 for EV traffic from the south
3 Reconfigured Police Station access
4 Link between Rowborough and Old Vicarage Lane as indicated by the DLA masterplan
5 Green Bridge across the A419 for public transport, walking and cycling only
6 A419/420 White Hart junction 'full improvement - diamond interchange'
7 Use of existing link across A419 via Merlin Way Roundabout (but no direct access from new
development)
8 No link at Dorcan
9 Truck stop at B2/B8 allocation to the south of the development
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3.7 Network assumptions internal to South Marston and identified in the baseline assessment included the
following:-
Table 3.4 Baseline Network Assumptions internal to South Marston Village
Ref Network Change
No.
1 Link between Rowborough and Old Vicarage Lane
2 20mph zone for South Marston
3 Circuitous residential roads through an expanded South Marston Village
4 New junction – Old Vicarage Lane / A420
Option Tests
3.8 The options to be tested against the baseline assessments were discussed in consultation with the South
Marston Village Transport Group and were broken down into three themes as follows:-
• Highworth Road options
• Connections to Rowborough; and
• Options for Pound Corner including traffic circulation patterns around the village centre
Highworth Road
3.9 Options for the treatment of Highworth included:-
• Closure to through traffic (access only)
• Conversion to northbound operation only
• Conversion to southbound operation only
3.10 Following discussions with Swindon Borough Council and South Marston Transport Group, all these options
were discounted because of the:
• Impact on wider highway network
• Residents would be inconvenienced by the increased time and costs of making journeys to and from
Highworth,
• Part two modelling results suggested that the majority of movements from Rowborough were south to
the A420; and
• Likely enforcement issues
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3.11 Consequently none of these options were taken further and were not included in the modelling assessments.
Connections to Rowborough
3.12 Two options were considered in the modelling exercise:-
• All movements junction allowing turning movements between Old Vicarage Lane and the link road to
Rowborough; and
• A limited movements ‘left in/left out’ junction between Old Vicarage Lane and Rowborough with no
right turns from either Old Vicarage Lane (South) to Rowborough or right turns from Rowborough to
Old Vicarage Lane
3.13 The purpose of these option tests was to understand whether limiting movements at this junction had a
significant impact on traffic volumes at Pound Corner and on Old Vicarage Lane.
Pound Corner Options
3.14 Two options were considered in the modelling exercise:-
• The incorporation of the preferred option for Pound Corner (i.e. realigned carriageway with a footway
on the northern side of Pound Corner as identified in Part One) coupled with a new junction on
Thornhill Road between Rawlings Close and Manor Park; and
• A clockwise one way system starting at Pound Corner and comprising of Old Vicarage Lane, new
residential roads, a new junction on Thornhill Road between Rawlings Close and Manor Park; and
Thornhill Road
3.15 The purpose of these tests was to understand how the Pound Corner junction performed and how traffic
volumes would displace within the existing village.
3.16 Plans showing the options for Pound Corner and infrastructure required to accommodate Rowborough traffic
are shown in Appendix A and Appendix B. They include the following options:-
• Inset A – Pound Corner two way system (Appendix A – Drawing Number T108838-PR-09)
• Inset A – Pound Corner one way system (Appendix B – Drawing Number T108838-PR-10)
• Inset B – Old Vicarage Lane / Rowborough Link Junction (Appendix A and B)
• Inset C - Old Vicarage Lane / A420 Junction (Appendix A and B)
• Inset D – Thornhill Road new junction in vicinity of Rawlings Close (Appendix A and B)
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4 Assessment Outcomes
Introduction
4.1 Operational impacts were measured from a combination of the following:-
• Changes in traffic volumes between the options
• Queuing at junctions
Impact of the Rowborough Link
4.2 The PARAMICS model results indicate that with the introduction of an all movements roundabout the
proportion of Rowborough traffic travelling north towards Pound Corner and south towards the A420 on Old
Vicarage Lane would be as shown in Table 4.1
Table 4.1 Direction of Traffic from Rowborough Link to Old Vicarage Lane
Direction AM PEAK PM PEAK
Vehicles Proportion of Vehicles Proportion of
Traffic Traffic
Towards A420 254 82% 150 93%
Towards Pound Corner 55 18% 12 7%
TOTAL 309 162
4.3 The corresponding results for traffic travelling to Rowborough is shown in Table 4.2
Table 4.2 Direction of Traffic to Rowborough Link from Old Vicarage Lane
Direction AM PEAK PM PEAK
Vehicles Proportion of Vehicles Proportion of
Traffic Traffic
From A420 direction 94 87% 145 90%
From Pound Corner direction 14 13% 17 10%
TOTAL 108 162
4.4 The results confirm the Part Two conclusions that the majority of Rowborough traffic will travel south on Old
Vicarage Lane. Traffic volumes at Pound Corner were found to be very similar regardless of the form of
junction introduced to connect Rowborough with Old Vicarage Lane.
4.5 At the Old Vicarage Lane / A420 junction, queues are forecast to be of the order of 200 to 250 metres which
would extend back towards the new Rowborough link road junction. The increase in flows at the Old
Vicarage Lane / A420 junction would necessitate the provision of a new junction as described in section 2.10
of this technical note.
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4.6 In summary, the modelling results indicate that introducing a new all movements junction on Old Vicarage
Lane to connect with Rowborough would not have an adverse impact on other junctions within South
Marston.
Pound Corner Options
4.7 Tables 4.3 and 4.4 show the changes in traffic volumes at Pound Corner between existing data collected in
2009 and 2026 modelled flows with a two way system and a one way system.
Table 4.3 Pound Corner Traffic Volumes with and without a one way system – AM Peak hour
Origin Destination Existing Flows Two Way system With one way
(2009) and footway system and
improvements at alternative
Pound Corner footway
(2026) improvements that
don’t require
relocation of
hedges and walls
(2026)
Highworth Road Old Vicarage Lane 41 49 271
Highworth Road Thornhill Road 96 221 -
Old Vicarage Lane Thornhill Road 69 36 -
Old Vicarage Lane Highworth Road 34 129 -
Thornhill Road Highworth Road 55 101 228
Thornhill Road Old Vicarage Lane 45 30 134
Table 4.4 Pound Corner Traffic Volumes with and without a one way system – PM Peak hour
Origin Destination Existing Flows Two Way system With one way
(2009) and footway system and
improvements at alternative
Pound Corner footway
improvements that
(2026)
don’t require
relocation of
hedges and walls
(2026)
Highworth Road Old Vicarage Lane 19 50 160
Highworth Road Thornhill Road 38 111 -
Old Vicarage Lane Thornhill Road 43 20 -
Old Vicarage Lane Highworth Road 22 68 -
Thornhill Road Highworth Road 85 122 190
Thornhill Road Old Vicarage Lane 35 21 67
4.8 The results indicate that the provision of a new junction on Thornhill Road (Inset D) will reduce the number of
movements between Thornhill Road and Old Vicarage Lane and between Old Vicarage Lane and Thornhill
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Road at Pound Corner even if a two way system is retained. This will reduce the level of opposing
movements at Pound Corner and modelling indicates that no queuing is expected in either the morning or
evening peak periods.
4.9 Whilst no queuing is forecast in either peak with two way operation retained, overall traffic volumes at Pound
Corner will increase on present day levels albeit from a very low base. As such, the provision of adequate
footway provision (such as the preferred northern footway option identified in Part One of this study) will
become more pressing.
4.10 The provision of a one way system affords the opportunity to provide enhanced footway provision at Pound
Corner and on Old Vicarage Lane without the need to relocate the existing hedges and walls at the junction.
However, with a one way system there will be a significant increase in the volumes of traffic at the northern
end of Old Vicarage Lane adjacent to the primary school making road crossings more hazardous.
4.11 This is because all Highworth Road to Thornhill Road traffic will be redirected onto Old Vicarage Lane. In
addition traffic that would have turned right from Thornhill Road to the new link road adjacent to Rawlings
Close (Inset D) will be required to turn right at Pound Corner instead. There are also a number of journey
time disbenefits of redirecting traffic to a longer more circuitous route.
4.12 Notwithstanding the above, the modelling indicates that there are no significant capacity issues associated
with a one way system although the heavier right turning movement from Thornhill Road to Old Vicarage
Lane may be required to give way to left turning traffic from Highworth Road to Old Vicarage Lane.
Other impacts
4.13 The PARAMICS model also identifies the impacts of queuing back from the Gablecross roundabout towards
the Keypoint roundabout and Thornhill Road. The model indicates that with development traffic, queuing will
occur on the Thornhill Road arm of the Gablecross roundabout which will extend back to the Keypoint
Roundabout and beyond. Modelling suggests that queues of between 300m and 400m will develop in the
AM Peak and between 250m and 350m in the PM Peak.
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5 Conclusions and Recommendations
5.1 This technical note has provided a view on the peak hour modelling undertaken in support of the
development of an SPD for South Marston. It should be noted that the morning and evening peak periods
represent conditions on the network when traffic volumes are expected to be at their highest. At other times
of the day and on weekends, traffic volumes on the network will be considerably lower.
5.2 The Part Three assessment has been conducted using a new set of assumptions to that previously used and
has focused on the remaining outstanding highway issues to be resolved. These are the:-
• Form and function of Pound Corner; and
• Connections to Rowborough
5.3 The analysis has not only focused on the impact at Pound Corner but also where Old Vicarage Lane meets
the A420; where Thornhill Road meets the A420 at Gablecross and also on the new junction proposed on
Thornhill Road
5.4 All options show a significant increase in the volume of traffic using existing roads. However, the increases
are from a very low base.
5.5 With the exception of the A420 junctions, all the junctions in South Marston are expected to operate with
minimal queuing. This assumes that a package of measures is in place for the A420 and A419 which deters
vehicles from rat running through the village. The modelling conducted seems to suggest that rat running can
be avoided provided the journey times on the A419 and A420 make these routes more attractive to use.
5.6 The study has concluded that an all movements connection to Rowborough in the form of a roundabout is
unlikely to result in a significant increase in traffic volumes through South Marston village
5.7 In terms of Pound Corner, two options were modelled. The two way system with a new junction on Thornhill
Road adjacent to Rawlings Close would offer the potential to reduce flows between Old Vicarage Lane and
Thornhill Road. Consequently whilst traffic volumes would increase overall at Pound Corner the new junction
would help to offset some of this increase. This junction would have to be considered in the context of the
overall masterplan for the village. The Part One recommendation of providing a footway on the northern side
of Old Vicarage Lane could also be accommodated providing a safer route for pedestrians to school.
However, hedges and walls at the junction may need to be relocated or cut back which may be unacceptable
to residents of abutting properties.
5.8 The one way system would increase volumes of traffic significantly at the northern end of Old Vicarage Lane
which would make crossing the road more hazardous. However, this would be offset by the provision of an
enhanced programme of footway works which would provide better segregation between pedestrians and
vehicles. This could be provided without the need to relocate the hedges and walls at Pound Corner.
However, the one way system would have the disbenefit of increasing journey times for Highworth Road to
Thornhill Road bound movements. Evidence also suggests that vehicle speeds on one way streets are
normally higher because of the lack of opposing traffic.
5.9 A further option which has not been tested but which is likely to be able to operate satisfactorily would be to
retain two way operation on Thornhill Road between Pound Corner and the new junction but revert Old
Vicarage Lane to a one way southbound operation only at the northern end. Under this arrangement only
northbound traffic on Old Vicarage Lane would be inconvenienced by a longer diversion route. This
arrangement would permit footway improvements to be made on Old Vicarage Lane without the need to
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relocate the walls and hedges at Pound Corner. It is recommended that this option be considered alongside
the aforementioned options.
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APPENDIX A
SOUTH MARSTON VILLAGE OPTIONS – MODIFICATIONS TO
POUND CORNER AND NEW JUNCTION BY RAWLINGS CLOSE
AND THORNHILL ROAD
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APPENDIX B
SOUTH MARSTON VILLAGE OPTIONS – MODIFICATIONS TO
POUND CORNER AND ONE WAY SYSTEM
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