Integrated Accommodation Services
New Build - NAP Benhall
Transport Assessment
December 2008
Prepared for:
Integrated Accommodation Services
NAP Benhall New Build
Revision Schedule
Transport Assessment for a New Build at NAP Benhall, Cheltenham
December 2008
Rev
01
Date
Details
Prepared by
Reviewed by
Approved by
16 Dec 2008
Final
Paul Kelly
Assistant Transport
Consultant
Colin Romain
Transport Consultant
Robert Flynn
Associate Transport
Consultant
Scott Wilson
Scott House
Alencon Link
Basingstoke
Hampshire
RG217PP
This document has been prepared in accordance with the scope of Scott Wilson's
appointment with its client and is subject to the terms of that appointment. It is addressed
to and for the sole and confidential use and reliance of Scott Wilson's client. Scott Wilson
accepts no liability for any use of this document other than by its client and only for the
purposes for which it was prepared and provided. No person other than the client may
copy (in whole or in part) use or rely on the contents of this document, without the prior
written permission of the Company Secretary of Scott Wilson Ltd. Any advice, opinions,
or recommendations within this document should be read and relied upon only in the
context of the document as a whole. The contents of this document do not provide legal
or tax advice or opinion.
Tel 01256 310200
Fax 01256 310201
© Scott Wilson Ltd 2007
i
www.scottwilson.com
Integrated Accommodation Services
NAP Benhall New Build
Executive Summary
This Transport Assessment (TA) has been prepared in support of the relocation of 800 GCHQ staff from
the existing Oakley site, located on the eastern periphery of Cheltenham, onto the larger, more modern
NAP Benhall site. The Benhall facility currently accommodates approximately 5700 employees, although
due to the nature of the business undertaken and the constant 24-hour operation of the site, these staff are
not all present concurrently.
The existing NAP Benhall site comprises an out of town B1 office land use, located to the west of
st
Cheltenham, which was developed at the beginning of the 21 century, to ensure GCHQ could continue to
evolve and stay ahead of the ever intensifying demands for intelligence and security advice in the UK. The
latest phase in the development of GCHQs business is therefore for the operations in Cheltenham to be
consolidated onto one site.
A Scoping Report was prepared and issued to Gloucestershire County Council (GCC), following a meeting
with their officers in September 2008. The scope set out the principal issues that the TA would consider
and established the relevant study area on which the analysis would be based. This was further informed
by an extensive period of consultation which sought to engage the local community and ensure that they
were fully informed of the proposed relocation programme. From a transport perspective, this approach
has put transport provision at the heart of the design by providing the necessary physical environment for
the promotion of sustainable travel incentives, whilst retaining the security requirements of GCHQ.
Particular emphasis has been placed upon sustainable transport modes, which are accessible to the
employees and users of the site and a comprehensive review of walking, cycling and public transport
facilities has been undertaken as part of the TA. GCHQ have made considerable investments into the local
infrastructure and services available in the vicinity of the site in recent years and are committed, through
the evolution and management of their Travel Plan, to promote the use of these other modes in preference
to the private motor car.
In terms of vehicular trips, it has been recognised that as the existing 800 staff are already travelling to and
from the Oakley site, that the relocation onto NAP Benhall will not be expected to result in the creation of
any additional trips, but will redistribute the existing movements.
In order to inform this, a detailed trip generation and trip distribution assessment has been undertaken,
which has considered the quantum of existing trips associated with Oakley that should be substituted for
the redistributed trips which will travel to and from NAP Benhall, following the relocation of the staff.
As part of the scoping discussions with GCC, analysis was presented of the relative expected change in
trips on the local highway network in the vicinity of the NAP Benhall site, such that the study area could be
confirmed. This subsequently consisted of the primary connection points between the site and the A40
Gloucester Road and Princess Elizabeth Way. A range of capacity appraisals have been undertaken to
consider the effective operation of junctions at each of the identified locations, which have confirmed a
negligible impact on existing performance across the study area. Minor modifications will however be made
to the Telstar Way Roundabout to minimise the level of queuing on the respective arms, whilst right turners
and U turners will be allowed from the eastern arm of the roundabout.
An assessment of road safety has also been undertaken by analysing the historic reported Personal Injury
Accidents (PIA). This has identified that there have not been any particular clusters or trends in road safety
incidents.
ii
Integrated Accommodation Services
NAP Benhall New Build
Table of Contents
1
Introduction......................................................................................... 1
1.1
Purpose ............................................................................................................................ 1
1.2
Site Location and Background ......................................................................................... 1
1.3
Structure........................................................................................................................... 1
2
Development Proposals ..................................................................... 3
2.1
Development Site ............................................................................................................. 3
2.2
Schedule of Development ................................................................................................ 3
2.3
Site Access....................................................................................................................... 4
2.4
Hours of Operation ........................................................................................................... 5
3
Legislation and Planning Policy Guidance ......................................... 8
3.2
Planning Policy Guidance 13 (PPG13) ............................................................................ 8
3.3
The Draft Regional Spatial Strategy for the South West 2006 - 2026 .............................. 9
3.4
Gloucestershire Structure Plan Second Review 2011...................................................... 9
3.5
Gloucestershire Local Transport Plan 2006 – 2011 ....................................................... 10
3.6
Cheltenham Borough Local Plan Second Review (Adopted July 2006)......................... 11
3.7
Cheltenham Transport Plan 2000/2001 to 2005/2006 ................................................... 12
4
Sustainable Transport ...................................................................... 14
4.1
Introduction..................................................................................................................... 14
4.2
Pedestrian Links............................................................................................................. 15
4.3
Cycle Links ..................................................................................................................... 18
4.4
Public Transport Accessibility......................................................................................... 19
4.5
Travel Plan Summary ..................................................................................................... 21
4.6
Overall Summary............................................................................................................ 23
5
Baseline Conditions.......................................................................... 24
5.1
Existing Highway Network .............................................................................................. 24
5.2
Transport Assessment Study Area................................................................................. 24
5.3
Transport Assessment Data Sources............................................................................. 25
5.4
Local Highway Network .................................................................................................. 26
5.5
Wider Highway Network ................................................................................................. 27
5.6
Baseline Junction Capacity Analysis .............................................................................. 28
6
Road Safety...................................................................................... 35
6.1
Personal Injury Accident (PIA) Data ............................................................................... 35
iii
Integrated Accommodation Services
NAP Benhall New Build
6.2
Local Highway Network .................................................................................................. 35
6.3
Wider Highway Network ................................................................................................. 36
6.4
Summary ........................................................................................................................ 36
7
Trip Generation and Distribution....................................................... 37
7.1
Traffic Growth................................................................................................................. 37
7.2
Applying Growth Rates................................................................................................... 38
7.3
Committed Developments .............................................................................................. 39
7.4
Trip Generation .............................................................................................................. 40
7.5
Trip Distribution .............................................................................................................. 42
7.6
Relative Change in Trips following Oakley Relocation ................................................... 44
7.7
Summary ........................................................................................................................ 45
8
Parking ............................................................................................. 46
8.1
Parking Context.............................................................................................................. 46
8.2
Parking Guidelines ......................................................................................................... 46
8.3
Parking Proposals .......................................................................................................... 47
8.4
Parking Strategy............................................................................................................. 48
8.5
Parking Accumulation..................................................................................................... 50
8.6
Off-Site Parking .............................................................................................................. 51
9
Highway Network Assessment ......................................................... 53
9.1
Local Highway Network Junctions.................................................................................. 53
9.2
Wider Highway Network Junctions ................................................................................. 57
9.3
Summary of Capacity Appraisal ..................................................................................... 62
10
Conclusions...................................................................................... 63
iv
Integrated Accommodation Services
NAP Benhall New Build
1
Introduction
1.1
Purpose
1.1.1
Scott Wilson (SW) has been commissioned by Integrated Accommodation Solutions (IAS) to
prepare a Transport Assessment (TA) in support of the development of a new office building on
the existing NAP Benhall Site, to the west of Cheltenham. The development will allow existing
staff to relocate from the Oakley facilities in East Cheltenham onto the NAP Benhall site,
thereby consolidating existing operations onto the one site.
1.1.2
A meeting was held with Gloucestershire County Council (GCC) on 12th September 2008 to
discuss the contents and methodology of the TA. Subsequently, a Scoping Report based on
those discussions, was prepared and agreed with GCC. A copy of the Scoping Report is shown
in Appendix A.
1.1.3
th
The TA was further informed by public consultation, including an exhibition held on the 14 and
th
15 November which sought to engage the local community and staff of the respective sites to
gauge their thoughts on the development, and identify any local issues that might not have
been identified through the scoping process.
1.2
Site Location and Background
1.2.1
The NAP Benhall site is located on the edge of Cheltenham, approximately 3.5 kilometres west
of the town centre and currently accommodates approximately 5700 staff, although these are
not present on site concurrently, given the varying shift patterns which are in operation. Figure
1.1 shows the sites location in relation to Cheltenham, illustrating its proximity to the A40
Gloucester Road, a feeder route for the wider Cheltenham area, whilst residential development
is shown to be located to the north and east of the site.
1.2.2
The original development of the existing NAP Benhall site provided improved facilities and a
new way of working, given that the context of security operations changed dramatically in 2001.
The most visible evidence of this evolution was the development of the new ‘Doughnut’ building
on the Benhall site. This was completed in 2003 and provides a facility suitable to meet the
needs of a modern security and intelligence organisation, whilst providing a significant
contribution to the local economy.
1.3
Structure
1.3.1
This TA has been prepared based on the guidelines set out in the ‘Guidance on Transport
Assessments’ document published by the Department for Transport (DfT) (March 2007).
1.3.2
The remainder of this TA is set out as follows:
• Section 2 presents the development proposals
• Section 3 presents the planning context in relation to the site;
Transport Assessment
December 2008
1
Integrated Accommodation Services
NAP Benhall New Build
• Section 4 discusses the existing sustainable transport options available at the site;
• Section 5 considers the existing transport conditions;
• Section 6 analyses the road safety situation surrounding the site;
• Section 7 presents the parking analysis in connection with the proposals;
• Section 8 reports the predicted trip distribution and generation for the site;
• Section 9 investigates the relative operational implications of the proposed scheme,
plus proposed mitigation; and
• Section 10 presents a summary of the document, the key findings and
recommendations.
Transport Assessment
December 2008
2
Oakley Site
NAP Benhall Site
Key
NOT TO SCALE
Crown Copyright. All rights reserved.
License number 0100031673
Indicative Site Location
Site Location
Figure 1.1
Drawing Ref:M:\Development Control\D120585 NAP Benhall\Drawings\Freehand\Site Location
Integrated Accommodation Services
NAP Benhall New Build
2
Development Proposals
2.1
Development Site
2.1.1
The existing NAP Benhall site comprises an out of town B1 office land use, located to the west
of Cheltenham, which was developed at the beginning of the 21st century, to ensure GCHQ
could continue to evolve and stay ahead of the ever intensifying demands for intelligence and
security advice in the UK.
2.1.2
Today, the site caters for over 5700 staff, and the ‘doughnut’ shaped building, has become an
iconic development of Cheltenham, providing visible evidence of the evolution that has been
required in the UK to meet the needs of a modern security and intelligence organisation. The
building has been a great success in assisting GCHQ in delivering its business, whilst in the
process the presence of GCHQ has made a significant contribution to the local economy.
2.1.3
Oakley, situated to the west of Cheltenham, formerly comprising the largest concentration of
GCHQ employees prior to the redevelopment of NAP Benhall in 2003, currently accommodates
800 employees. However, to ensure the organisation can continue to provide the information
which is required to help protect the UK, GCHQ needs to bring all of its Cheltenham-based
personnel together in one location to further consolidate operations and ensure that the
organisation continues to deliver the intelligence and security advice required. This means
relocating those currently working at Oakley to the main site at Benhall.
2.2
Schedule of Development
2.2.1
The proposed development will see the delivery of a three storey office building to the south
east of the main ‘Doughnut’ building, within the existing secure area of the main site. The
building has been designed to follow the curved form of the existing main building to ensure it is
in keeping with its surroundings, with its exterior finish the same as the existing building to
minimise the visual impact of the new development.
2.2.2
The building will have a total external gross floorspace of 19,204 sq metres, providing
accommodation for the 800 staff who will be relocated from Oakley.
2.2.3
The new building will be constructed on an area that is currently used for car parking, as
illustrated in Figure 2.1, and hence will require the relocation of these parking spaces. It is
proposed that these spaces will be relocated and that additional parking facilities will be
provided to cater for the new building and the staff that it will accommodate.
2.2.4
It is therefore proposed that a three tier car park will be constructed on land to the eastern
boundary of the current GCHQ site, within the main security cordon, which is currently scrub
land, as shown in Figure 2.1. The car park will be cut into the slope of this area, with the aim
of minimising visual intrusion by ensuring that the top level of the car park is at the existing
ground level. The car park building will have a total gross external floorspace of 24,141 sq
metres.
Transport Assessment
December 2008
3
Integrated Accommodation Services
NAP Benhall New Build
2.2.5
The area of scrub-land that has been allocated for this car park, known as Block A2, was
previously sold to a private developer, which subsequently led to the granting of an extant
planning permission for residential use. Since this time and as a result of GCHQ’s business
needs, the preferred option however is for this land to be used to cater for the relocated Oakley
staff, thereby invoking a buy back clause, ensuring that the new building can be delivered and
that the associated parking needs can be accommodated on site.
2.2.6
This follows a similar format to Plot D, the car park located to the south of the main entrance,
where permission was previously granted for B1 use. However GCHQ again clawed back this
land prior to 2004 to deliver the extra parking capacity required, entering into a unilateral
undertaking in the process, to mitigate the perceived impact of the development.
2.2.7
Assuming that planning consent is expediently granted by Cheltenham Borough Council, it is
anticipated that work will begin on the development of the car park in August 2009. It is
envisaged this will be completed by March 2010, allowing the development of the new office
accommodation to begin, as parking therefore can be relocated to the completed car park. It is
anticipated that the new building will be available for occupation by September 2012.
2.3
Site Access
Non-Vehicular Modes
2.3.1
The primary access for both pedestrians and cyclists is via the Main Access gate to the south
of the ‘doughnut’ building, with an electronic card reader facilitating access through the security
barrier. Immediately upon entering the security cordon, covered cycle stands are available for
employees to store their bicycles. Due to security protocol, access to the new build will be
available only through the main building via a walkway, with the exception of emergencies.
2.3.2
Directly to the south of the main access is a Toucan Crossing which provides a controlled and
safe crossing environment for pedestrians and cyclists, wishing to travel south of the site either
along Hubble Road, or through Sotherby Drive to A40 Gloucester Road.
2.3.3
In addition to the main gate, a further access for pedestrians and cyclists will be available to the
north-east of the site, via Hesters Way Park. This was implemented in 2003, as a response to
employee feedback, to improve permeability and accessibility for pedestrians and cyclists
travelling to the site from the north, thereby reducing journey times.
Vehicular Modes
2.3.4
The New Build will be located within the main site boundary / security cordon, as will the car
park will the additional car parking facilities.
2.3.5
Access to both the building and car-park will be facilitated through the existing main site
access, with entrance only possible from Hubble Road (Eastbound). The main access requires
employees to pass through two sets of security barriers before gaining access to the internal
network of the site. The first set of barriers comprises three manned security booths, where a
two lane entrance funnels into three lanes, before opening up to five lanes which afford
passage to the set of five electronic card controlled security barriers. This arrangement is
illustrated in Figure 2.1.
Transport Assessment
December 2008
4
Integrated Accommodation Services
NAP Benhall New Build
2.3.6
Egress from the main site is possible at the same location, through a two lane barrier controlled
exit. All movements are possible from the site exit via the Hubble Road roundabout. A separate
security controlled access is present specifically for visitors and employee drop offs. This filters
from the main access lane off Hubble Road, into a security cordon to the south west of the site,
with access controlled by security staff. Egress from this security cordon is available via Telstar
Way (southbound).
2.3.7
As part of the application, it is proposed to reformat the existing entrance design of the off slip
to the site from Hubble Road (Eastbound). The purpose of which is to better manage the flow
of vehicles into the site by segregating visitor / drop off traffic from general site traffic
immediately, upon exiting Hubble Road. The changes to the radii of the access lane, close to
the roundabout will also provide greater capacity for vehicles entering the main gate. Appendix
B illustrates the proposed design.
2.3.8
The car parks situated to the south and south east of the site will continue to serve existing
employees and require drivers in the first instance to pass through an electronic card controlled
barrier, before alighting their vehicles, and walking to the security controlled pedestrian
entrance to gain access to the main site. Traffic counts conducted at the ‘Block D’ car park
noted an existing issue with ‘banned’ movements to and from the site. It is therefore proposed
that this junction will be re-configured to cater for this demand and thereby facilitate all
movements, as shown in Appendix B, to address this existing issue.
2.4
Hours of Operation
2.4.1
The current NAP Benhall site is operational 24 hours a day due to the context of the operation
it performs, and the same conditions will apply to the new building, although it is understood
that a significant proportion of the staff relocating from Oakley are administrative based, and
therefore will be more likely to work standard hours (i.e. between 0700-1900).
2.4.2
A degree of flexibility is employed in relation to working hours on site, and this therefore means
that start and finish times can be spread out, in relation to when employees travel to and from
the site. This is illustrated graphically by Figure 2.2 below, which shows the profile of vehicles
accessing and egressing the site over the 12 hour period (0700-1900), whilst Figure 2.3 shows
the current vehicular arrivals on site over a typical 24-hour, weekday period.
Transport Assessment
December 2008
5
Integrated Accommodation Services
NAP Benhall New Build
FIGURE 2.2 12hr Arrival and Departure Profile of Vehicles Accessing and Egressing NAP
Benhall
Access
Egress
600
No. of Vehicles
500
400
300
200
100
-1
90
0
18
00
-1
80
0
17
00
-1
70
0
16
00
-1
60
0
15
00
-1
50
0
14
00
-1
40
0
13
00
-1
30
0
12
00
-1
20
0
11
00
-1
10
0
10
00
-1
00
0
09
00
-0
90
0
08
00
07
00
-0
80
0
0
Time
FIGURE 2.3 24hr Profile of Vehicles accessing the NAP Benhall Site
600
No. of Vehicles
500
400
300
200
100
07
00
08 - 0
00 8 0
09 - 0 0
00 9 0
10 - 1 0
00 0 0
11 - 1 0
00 1 0
12 - 1 0
00 2 0
13 - 1 0
00 3 0
14 - 1 0
00 4 0
15 - 1 0
00 5 0
16 - 1 0
00 6 0
17 - 1 0
00 7 0
18 - 1 0
00 8 0
19 - 1 0
00 9 0
20 - 2 0
00 0 0
21 - 2 0
00 1 0
22 - 2 0
00 2 0
23 - 2 0
00 3 0
00 - 0 0
00 0 0
01 - 0 0
00 10
02 - 0 0
00 2 0
03 - 0 0
00 3 0
04 - 0 0
00 4 0
05 - 0 0
00 5 0
06 - 0 0
00 6 0
-0 0
70
0
0
Time
2.4.3
Figure 2.2 illustrates a degree of spread around the observed peaks on the local highway
network (0800-0900 and 1700-1800), with a noticeable increase in departures from the site
being recorded between 1600 -1700, prior to the peak hour movements recorded between
1700 -1800. This therefore demonstrates that the flow of vehicles associated with the relocation
of staff from Oakley is unlikely to be concentrated specifically over one peak hour, thereby
reducing the relative impact of the proposals on the performance of the network at the
traditional peak times.
Transport Assessment
December 2008
6
Integrated Accommodation Services
NAP Benhall New Build
2.4.4
In addition to the above profiles, it has been observed through internal studies that the
occupancy of NAP Benhall on any weekday averages 70% of all staff, with staff working
remotely or hot-desking when they are not in the office. This system is actively encouraged by
GCHQ and it is understood that this will be retained in the future.
Transport Assessment
December 2008
7
Pedestrian Access Gate
Proposed Walkway
Main Vehicular
Access Gate
New Office Build
Main Pedestrian/Cyclist
Access Gate
New Multi-Level Car Park
NOT TO SCALE
Crown Copyright. All rights reserved.
License number 0100031673
Development Proposals
Figure 2.1
Drawing Ref:M:\Development Control\D120585 NAP Benhall\Drawings\Freehand\Development Proposals
Integrated Accommodation Services
NAP Benhall New Build
3
Legislation and Planning Policy Guidance
3.1.1
This section sets out the policy context that will apply to the proposed development. A review of
relevant national, regional and local planning policy documents has been undertaken in order
to establish the context for the development proposals. A brief commentary of each document
is provided in this section. The documents reviewed include:
• Planning Policy Guidance 13 (HMSO, 2001);
• The Draft Regional Spatial Strategy for the South West 2006 - 2026
• Gloucestershire Structure Plan Second Review 2011;
• Gloucestershire Local Transport Plan 2006 – 2011;
• Cheltenham Borough Local Plan Second Review (Adopted July 2006); and
• Cheltenham Transport Plan 2000/2001 to 2005/2006.
3.1.2
It is the developers intention to comply with the guiding principles set out in these policy
documents.
3.2
Planning Policy Guidance 13 (PPG13)
3.2.1
Planning Policy Guidance 13 (HMSO, 2001) aims to link planning and transport in an integrated
assessment framework.
3.2.2
The key aim of the guidance is to ensure that local authorities carry out their land use policies
and transport programmes in ways that help to reduce growth in the number of motorised
journeys; encourage alternative means of travel, which have less environmental impact; and
hence reduce reliance on the private car.
3.2.3
Local Authorities should ensure that their strategies on parking, traffic and demand
management are consistent with their overall strategy on planning and transport. In developing
the overall strategy, local authorities should:
• Focus land uses that are major generators of travel demand in city, town and district
centres and near to major public transport interchanges;
• Actively manage the pattern of urban growth and the location of major travel
generating development to make the fullest use of public transport.
3.2.4
Paragraph 75 states “walking is the most important mode of travel at the local level and offers
the greatest potential to replace short car trips, particularly under two kilometres”. Paragraph 78
also acknowledges how cycling has the potential to serve as a substitute for short car trips,
particularly those less than five kilometres, whilst it can also form part of a longer journey by
public transport.
Transport Assessment
December 2008
8
Integrated Accommodation Services
NAP Benhall New Build
3.2.5
In respect of car parking, PPG13 (Paragraph 49) states:
• The availability of car parking has a major influence on the means of transport people
choose for their journeys. Some studies suggest that levels of parking can be more
significant than levels of public transport provision in determining means of travel
(particularly for the journey to work), even for locations very well served by public
transport.
• Maximum standards should be designed to be used as part of a package of
measures to promote sustainable transport choices, reduce the land-take of
development, enable schemes to fit into central urban sites, promote linked-trips and
access to development for those without use of a car and to tackle congestion.
3.3
The Draft Regional Spatial Strategy for the South West
2006 - 2026
3.3.1
The Regional Spatial Strategy for the South West states “Cheltenham Borough should
maximise the use of previously developed land and buildings, and within a revised green belt
make provision for urban extensions and to meet the longer-term needs”.
3.3.2
According to the spatial strategy the area will benefit from improvements to inter-regional road
and rail connections, principally the A417/A419 (Gloucester/Cheltenham to Swindon) and
strategic rail links (Cheltenham/Gloucester to London and the South East). Furthermore, the
requirements for infrastructure will be identified through the Implementation Plan. This will
include improvements to the A40 to the north of Gloucester and between Gloucester and
Cheltenham and key intersections.
3.3.3
It is also recognised that the primary focus for development will be within Cheltenham’s existing
urban area, with emphasis on the re-use of a relatively limited supply of urban sites.
Cheltenham will continue to realise economic opportunities, whilst protecting and enhancing
the environment, with provision for employment growth in Cheltenham for about 10,750 jobs
during the plan period.
3.4
Gloucestershire Structure Plan Second Review 2011
3.4.1
The Gloucestershire Structure Plan states “new development should be located so as to
minimise the length and number of motorised journeys, and encourage the use of public
transport, cycling and walking. New development should be genuinely accessible by these
modes of transport as alternatives to the car”.
3.4.2
Furthermore, it discusses how walking should be promoted, and that this should be through the
provision and development of a network of safe and convenient pedestrian routes. Trafficcalming, pedestrian priority and traffic-free areas are also integral to the successful promotion
of this form of travel, whilst the needs of people with impaired mobility should be taken fully into
account.
Transport Assessment
December 2008
9
Integrated Accommodation Services
NAP Benhall New Build
3.4.3
Much like walking, the uptake of cycling should be encouraged through the development of a
comprehensive network of safe and convenient cycle routes and by the provision of secure
cycle parking. The plan also describes that existing bus facilities need to be protected and no
development should be allowed to interfere with the function of these.
3.4.4
Finally, the Plan states that the car parking provision should be provided in the context of the
relevant standards that ensure that:
• Minimum car-parking requirements are set at the level necessary for the development
to function operationally;
• Maximum limits on car-parking provision should be set in order to discourage reliance
on the car and promote the use of alternative modes of transport; and
• The level of parking provision at new development should be determined with
reference to the minimum requirements and maximum limits, and the accessibility of
the development by modes of transport other than the car, taking into account any
improvements in accessibility secured under the provisions of Policy T.1 which
compliment the objectives of Policy T.8 by preventing over-spill parking from new
developments.
3.5
Gloucestershire Local Transport Plan 2006 – 2011
3.5.1
One of the key aims of the Gloucestershire Local Transport Plan (GLTP) 2006-2011, as stated
in Paragraph 1.1.2 is “to enable people in Gloucestershire to enjoy real choices of ways of
travel where there are viable alternatives to the car and be provided with high quality access to
services on a safe and efficient transport network”.
3.5.2
Strong emphasis is placed within the plan on accessibility, with walking identified as a mode of
transport that is available to almost everyone. This is of particular importance for those people
who do not have access to a car, as they are more reliant on the existence of walking trip
destinations in relation to their places of residence, education or employment.
3.5.3
Furthermore, these people are likely to be dependent on good quality public transport with
accessible walking links. As a result it is stated in paragraph 2.4.5 “that new developments
should be located where travel distances are short and where alternatives to the car can be
easily used, i.e. walking, cycling and public transport”.
3.5.4
Opportunities are identified within the GLTP to improve accessibility through the planning
process. This would require developers to provide improvements to the public transport and
non-car infrastructure (e.g. cycle lanes, safe walking routes, bus priority measures) either
serving or adjacent to the development.
Transport Assessment
December 2008
10
Integrated Accommodation Services
NAP Benhall New Build
3.5.5
Walking and cycling are both promoted through the LTP as being able to make a positive
contribution to reducing congestion. Short trips in particular within the county are identified as
having great potential for people to walk and cycle. Furthermore facilitating alternatives, such
as walking and cycling, which people can choose for some of their trips, has a beneficial effect
for all users. As a result, paragraph 2.59 identifies that travel plans are actively pursued as part
of the planning process in partnership with the City, Borough and rural District Councils in the
county.
3.6
Cheltenham Borough Local Plan Second Review (Adopted
July 2006)
3.6.1
In relation to Transport, the Cheltenham Borough Local Plan, under Policy CP5 aims to ensure
development is permitted only where the location and design dictate that it can meet the
following stated criteria:
• Minimise the need to travel;
• Provide adequate accessibility to the site for vehicles, including public transport,
pedestrians, cyclists and people with disabilities;
• Meet travel demands in safe and energy efficient ways;
• Provide a level of parking space that will encourage walking, cycling and public
transport and discourage use of the private car; and
• Meet Local Transport Plan targets for the proportion of trips to the site by each mode
of transport.
3.6.2
The Local Plan however recognises there will be certain instances where increased highway
capacity and parking provision will be required to address challenges of increasing car use.
The emphasis, in the first instance, should always be on restraint of car use and promoting the
role of other modes of transport and walking, given the emphasis on sustainability in transport
and land use policies.
3.6.3
It also discusses how development can add to existing problems of congestion, accidents,
severance, noise and reduced air quality, therefore illustrating the importance of developers
and Councils working together in planning for new and re-development, in order to minimise
the impact of additional travel.
3.6.4
To achieve this, the local plan highlights that development should be located in the most
accessible locations, where it is stated that “the need to travel is least and where fullest use
can be made of the most sustainable forms of travel”.
3.6.5
According to the Plan, priority will be given to “other improvements that assist public transport
or cyclists and pedestrians, or reduce the likelihood of traffic using environmentally sensitive
areas or encourage improvements to traffic circulation”.
3.6.6
Policy TP 1 in the context of the Transport Assessment is key, as this specifically seeks to limit
development, which may harm highway safety, stating, “that new development can endanger
highway safety if poorly located or built without adequate infrastructure”.
Transport Assessment
December 2008
11
Integrated Accommodation Services
NAP Benhall New Build
3.6.7
Finally, it is stated within the document that the Council will support the provision of improved
parking facilities for existing buildings in the context of a travel plan and where the proposal
would:
• Help to resolve existing problems on the public highway;
• Be consistent with the car parking standards in policy TP 6.
3.7
Cheltenham Transport Plan 2000/2001 to 2005/2006
3.7.1
The Cheltenham Transport Plan was prepared as a complementary document to the
Gloucestershire Local Transport Plan, as well as providing the basis for identifying transport
policies to be incorporated within the Local Plan. The objectives of the Cheltenham Transport
Plan are stated within the document as follows:
• Ensure the transport system supports the activities and quality of life in the town,
improving access to and safety within the town centre and causing least damage to
the environment.
• Provide a good quality, affordable public transport system and better facilities for
pedestrians and cyclists and encourage their use.
• Improve integration between public transport services.
• Promote and support community transport and improve access for the disabled.
• Lessen dependency on the car, especially for journeys to work, school and health
care facilities.
• Improve traffic management to reduce congestion and improve traffic flow.
• Improve personal safety and security on the transport system by reducing crime and
fear of crime and the number of road traffic accidents.
• Reduce emissions from road traffic to levels safe for human health and well being.
3.7.2
The focus of the Plan is strongly routed in the short term, with priorities including to make better
use of the existing highway network, improve alternatives to the private car and to introduce
demand management measures which complement this.
3.7.3
The plan stresses that to ensure the performance of the existing highway network, of which the
A40 Gloucester Road is identified as being a key radial route serving the town, the capacity of
some routes may need to be increased, for example, to reduce the impact of traffic in the main
shopping, residential and conservation areas or to provide bus and cycle lanes. Measures to
increase capacity are stated as including restrictions on on-street parking, more efficient traffic
signal control, and small scale highway improvements.
3.7.4
A strong emphasis is also placed on the importance of sustainable modes of transport, and it is
identified that more needs to be done to provide a bus service which supports the quality of the
life of the town, and focuses on enhancing the attractiveness of existing infrastructure such as
the Park and Ride System.
Transport Assessment
December 2008
12
Integrated Accommodation Services
NAP Benhall New Build
3.7.5
Furthermore, it notes that Cheltenham has one of the highest levels of cycling in the country
and the Council will continue to work towards the completion of the Cheltenham Cycle Network.
Important priorities are cycle routes to the GCHQ building at Benhall and those forming part of
the National Cycle Network between Gloucester and Stratford-upon-Avon.
Transport Assessment
December 2008
13
Integrated Accommodation Services
NAP Benhall New Build
4
Sustainable Transport
4.1
Introduction
4.1.1
The GCHQ site for the development of the new build is situated in the Hesters Way ward of
Cheltenham. The benefits of relocating the Oakley employees to the NAP Benhall site are wide
ranging. Ourely from a sustainable transport perspective the benefits include reducing the
journey lengths and therefore the associated carbon footprint of vehicles, crucially by removing
particularly those travelling from the west across Cheltenham to access the Oakley site.
4.1.2
However, as important as the aforementioned benefits, is the high level of infrastructure and
services that are available in the vicinity of the NAP Benhall site and subsequently the
opportunities afforded for employees to travel sustainably on a daily basis by walking, cycling,
or using bus and/or rail connections.
4.1.3
As part of the original planning application and associated travel plan, there have been
significant contributions made by GCHQ in recent years to fund improvements to the
surrounding transport infrastructure with the specific aim of benefiting and promoting the uptake
of more sustainable modes of transport for the local area, as well as the users of the site.
4.1.4
This includes the implementation of multiple dedicated cycle routes, primarily along the A40
Gloucester Road, as well as bus priority measures along the same section of road. Traffic
calming has also been introduced within the Benhall area to manage vehicular speed and help
encourage the use of cycling and walking as attractive modes of transport.
4.1.5
The town centre of Cheltenham is situated approximately 3km from the development site and it
is anticipated that this would be a key attractor to employees of the site, due to the availability
of further transport links as well as the shopping and leisure facilities presented, although on
site facilities negate the need for such trips to be made during working hours.
4.1.6
The wider transport links offered within Cheltenham are primarily afforded through the rail
station which provides travel opportunities to destinations further afield such as London,
Birmingham and Cardiff. Destinations situated in closer proximity, such as Gloucester City, are
accessible by bus services which are provided at Cheltenham’s bus station.
4.1.7
Analysis of employee home postcode data was undertaken and the results show that 36.1% of
Oakley employees live within the Cheltenham area, and of these, 35.9% currently live within a
35 minute walk, or a 14minute cycle of the NAP Benhall site. This is based on a walking speed
of 80 metres per minute and cycling speed of 200 metres per minute.
4.1.8
Travel planning is a key component which can contribute towards achieving a sustainable
development as it has the potential to directly influence the travel behaviour of employees and
users of the site. The existing site at Benhall benefits from having a comprehensive, active
travel plan in place and this will be taken forward to encompass the proposed development
scheme.
Transport Assessment
December 2008
14
Integrated Accommodation Services
NAP Benhall New Build
4.2
Pedestrian Links
General
4.2.1
Employees of NAP Benhall are able to utilise walking as a method of travel, to and from the
site, as footways are present along the majority of the surrounding vehicular routes. These
provide well lit, safe pedestrian routes, which connect the site with many of the surrounding
residential areas. Signalised crossing points are also provided across the A40 Gloucester
Road, Princess Elizabeth Way and the northern arm of the Benhall Roundabout, to ensure that
pedestrians are able to access the residential areas to the south of the site and travel in the
direction of the railway station and town centre to the east.
4.2.2
Improvements to the walking infrastructure of the surrounding area have been made to benefit
both the employees of NAP Benhall and the wider community within recent years and include
the following:
• Improved footpaths and lighting in Hesters Way Park to facilitate use of north east
entrance;
• Improvements made to underpasses and signalised crossings on A40 Gloucester
Road and Princess Elizabeth Way.
Multi-Modal Transport opportunities
4.2.3
Guidance concerning walking distances given by the Institute of Highways and Transportation
(IHT) in their publication. Guidelines for Providing for Journeys on Foot (2000) suggests that a
distance of up to 2000 metres could be considered for commuting journeys.
4.2.4
Based on the aforementioned and given the level of connectivity afforded by the pedestrian
network, it is possible for site users to employ multi-modal transport to travel to the site given
that the rail station is situated within 1600m, equivalent to a 20minute walk from the site, as
illustrated by Figure 4.1. This route utilises the shared surface footway / cycleway along the
A40 Gloucester Road, with the most direct route to or from NAP Benhall to access this footway
via the pathway dissecting the Sotherby Drive housing development, to the south east of the
site.
4.2.5
Multi-modal transport opportunities are also afforded by connections with the bus, both to travel
to and from the site locally and to the wider area (this is discussed in more detail in Section
4.4). The location, distance and quality of walk routes to such interchange points is therefore
key in promoting the uptake of this mode, as is the quality of the bus stop itself.
4.2.6
As illustrated by Figure 4.1, two bus stops which directly serve the development site are
situated along Hubble Road and these are served by both north and southbound buses. Both
of these are within easy walking distance of the site (located 120m and 220m from the main
access respectively). High quality shelters are provided at these locations and were put in
place as part of the original s106 agreement and associated unilateral undertakings for NAP
Benhall. The particular bus services which make use of these stops are the A, 94 and X94.
These are discussed in further detail in Section 4.4.
Transport Assessment
December 2008
15
Integrated Accommodation Services
NAP Benhall New Build
4.2.7
A wide range of bus services which route along the A40 Gloucester Road, into the town centre
and as far afield as Gloucester are also available from bus stops situated to the west of Benhall
roundabout. The sheltered off line stops (as shown in Plate 4.1) are accessible via a formalised
footpath leading from the Sotherby Drive housing development (Plate 4.2), and are located
either side of the A40, with an unsignalised pedestrian crossing point affording access to / from
the westbound bus stop. Both of these bus stops are located within 400m of the main access
point to NAP Benhall.
PLATE 4.1 and 4.2 A40 (Westbound) Sheltered Offline Bus Stop (Left) and Sotherby
Drive Footpath (Right)
4.2.8
Additional bus stops are also located to the north and north east of the site, on Springbank
Road (Plate 4.3), outside Gloucestershire College (Plate 4.4) and Shakespeare Road (Plate
4.5). These bus stops provide interchange facilities for the A, C and G bus services
respectively, and with the exception of Shakespeare Road are located within 400m of the site,
as illustrated by Figure 4.1. Access to these bus stops is provided by the Pedestrian and
Cyclist gate (north east of the building) which was installed in 2003 to improve accessibility to
the site, with upgrades also made to paths and lighting at this point adjoining the entrance to
ensure a high quality walking environment (Plate 4.6). All of these bus stops with the exception
of Shakespeare Road provide high quality shelters.
Transport Assessment
December 2008
16
Integrated Accommodation Services
NAP Benhall New Build
PLATE 4.3 and 4.4 Springbank Road Sheltered Bus Stop (Left) and Gloucestershire
College Offline Bus Stop (Right)
PLATE 4.5 and 4.6 Shakespeare Road Bus Stop (Left) and Hesters Way Path (Right)
Additional Walking Opportunities
4.2.9
In addition to the multi-modal opportunities available, multiple walking routes are available to
the north of the site which pass through Fiddlers Green and it is anticipated that these could be
used for leisure purposes as well as to meet travelling needs for site users. This is because this
particular footpath connects with further footpaths which skirt the residential areas of
Cheltenham to the north and east of the site.
4.2.10
Promoting to staff the opportunities for utilising the high quality local pedestrian network will be
actively pursued through the Travel Plan and with the provision of pedestrian and cycling plans
throughout the development. These will help identify the most conducive routes to travel for
those who live in the Cheltenham area or have the opportunity to use multi-modal means of
travel to and from the site.
Transport Assessment
December 2008
17
Integrated Accommodation Services
NAP Benhall New Build
4.3
Cycle Links
4.3.1
Cycling offers a unique alternative to vehicular based travel as it combines the benefits of cost
free transport, after the initial purchase of equipment, with the excellent health and fitness
benefits achieved through exercise. The topography in the vicinity of the site is conducive to the
use of this mode and cycling is already actively encouraged through the provision of cycle
routes and cycle facilities such as sheltered cycle parking at the local rail station.
4.3.2
The primary cycle route within Cheltenham is the National Cycle Network (NCN) route 41. This
route travels along or adjacent to the A40 Gloucester Road and consists of on-road sections as
well as traffic-free sections. This particular route passes near to the Benhall development site
and is accessible from Hatherley Lane and Benhall roundabout.
4.3.3
It is possible for cyclists to travel to Cheltenham town centre using this route, along with a
combination of cycle friendly roads which have low vehicle speeds, whilst the Train Station is
approximately 8 minutes cycle from the site, with a proportion of this journey able to be
undertaken on a national traffic free route.
4.3.4
A cycle route has also been recently implemented along the length of Princess Elizabeth Way,
which links the areas of Benhall to many of the surrounding residential areas as far as
Tewkesbury Road. This route is segregated from traffic and employs cyclist priority where the
route crosses minor road junctions.
4.3.5
Figure 4.1 illustrates the main cycle routes within the area, all of which GCHQ have contributed
towards the construction, or upgrade of in recent years. Specific improvements include the
following:
• Implementation of a traffic free cycle path along Princess Elizabeth Way between
Gloucester Road and Tewkesbury Road; and
• Completion of A40 Lansdown Road to Benhall cycle path.
4.3.6
Cycling is also actively promoted on site through the Travel Plan, with 779 cycling spaces
currently provided in convenient and accessible locations across the site, and most notably
within close proximity of the main access gate and the main building access. This provision will
be further enhanced through the construction of the new building, as discussed in Chapter 8.
4.3.7
Other facilities and services on site include an interest free bicycle loan (this is also available
for Powered Two Wheelers), on site bike repair facilities, bike user groups, cycling proficiency
training (on request), shower and changing facilities, and drying facilities for outdoor clothing.
1
All of which are considered by Cycling England (2008) , an organisation set up by DfT, as key
measures to encouraging the uptake of cycling to work.
4.3.8
All of these measures will be available for the employees of the new build, with GCHQ looking
to expand the promotion of these facilities through the Travel Plan, including the provision of a
route map centred on the site and showing the best cycle routes and location of cycle parking
for employees and visitors.
1
Cycling England (2008), Smart Measures Portfolio
Transport Assessment
December 2008
18
Integrated Accommodation Services
NAP Benhall New Build
4.4
Public Transport Accessibility
Bus
4.4.1
The development site is well located in relation to the provision of buses with 5 services directly
serving or stopping within walking distance of the site, as discussed in Section 4.2. The
services are provided primarily by Stagecoach Cheltenham and Stagecoach Gloucester, whilst
one of the routes is provided by the Independent Coach Company.
4.4.2
The services offered are high frequency, with a total of 38 bi-directional buses stopping at or
near the site during the AM peak hour and 39 in the PM peak hour.
4.4.3
These services all route to Cheltenham Town Centre before continuing to serve residential
areas such as Prestbury, Lynworth and Longlevens. Services 94 and X94 also route to
Gloucester City which in turn provides opportunities for travel to/from destinations further-afield
than Cheltenham. Table 4.1 provides a detailed summary of bus frequencies for the AM and
PM peak hours.
TABLE 4.1 Summary of bus frequencies for the AM and PM peak hours
Route
ID
A
94
X94
C
G
J
Route
Measured at
GCHQ, GLOSCAT, Coronation
Square, Cheltenham Centre,
Prestbury, Lynworth
Lynworth, Prestley, Cheltenham
Centre, Coronation Square,
GLOSCAT, GCHQ
Gloucester, Longlevens,
Churchdown, GCHQ, Cheltenham
Centre
Cheltenham Centre, GCHQ,
Churchdown, Longlevens,
Gloucester
Weekday AM
Peak (0800 - 0900)
Weekday PM Peak
(1700 - 1800)
0801 0811 0821
0831 0841 0851
1701 1711 1721
1731 1741 1751
0809 0819 0829
0839 0849 0859
1709 1719 1729
1739 1749 1759
0803 0808 0818
0828 0838 0848
1703 1713 1723
1733 1743 1753
0809 0824 0844
0859
1709 1719 1729
1739 1749 1759
0810 0850
1720 1800
0805 0842
1717 1747
0807 0822 0837
0852
1707 1722 1737
1752
0807 0822 0837
0852
1707 1722 1737
1752
0811 0841
1711 1741
0808
1742
0819
-
GCHQ Stop
GCHQ Stop
Gloucester, Longlevens, GCHQ,
Cheltenham Centre
GCHQ Stop
Cheltenham Centre, GCHQ,
Longlevens, Gloucester
Cheltenham Centre, Springbank,
Fiddler's Green
Fiddler's
Green
Fiddler's Green, Springbank,
Cheltenham Centre
Cheltenham Centre, Rowanfield,
St Mark’s, Rowanfield,
Cheltenham Centre
Shakespeare
Road
Cheltenham Bus Station,
Gloucester Road, Benhall
Gloucester
Road
Benhall, Gloucester Road,
Cheltenham Bus Station
Transport Assessment
December 2008
19
Integrated Accommodation Services
NAP Benhall New Build
4.4.4
A ‘Park and Ride’ facility is also located near to the development site, at Arle Court, which
offers a high frequency shuttle bus service to Cheltenham town centre. The way in which the
shuttle bus currently operates is that when routing towards Cheltenham town centre there is a
‘no pick up’ policy and passengers are only allowed to alight, and a ‘vice versa’ system
operates when travelling in the opposite direction. It is therefore possible that this bus could reroute to serve the proposed development site for those employees wising to travel to the town
centre.
4.4.5
As part of the unilateral undertakings agreed to increase the level of car parking associated
with the site in 2004, a contribution was made towards the improved implementation of real
time bus information for the Route 94, whilst a similar system was set up internally within NAP
Benhall via on site monitors to inform staff of the available bus services.
4.4.6
The provision of such a system helps to contribute to reducing the perception of lateness, by
providing up to date information, which removes the uncertainty of public transport services
related to bus arrival times, thereby reducing waiting times and improving the perceived
reliability of services to customers. This will continue to be an important measure in promoting
the uptake of the bus, when staff are relocated from Oakley, given that such facilities are not
available to staff of that site currently and there will therefore be an opportunity to instil
sustainable trip making practices amongst these employees from the outset.
4.4.7
Furthermore, as part of the revised Travel Plan, GCHQ will endeavour to offer staff of the NAP
Benhall site the opportunity to take out a loan to buy a quarterly or longer bus season ticket.
Tickets will be available for purchase on site for stagecoach services, and will be available at a
discounted rate (based on the level of demand). This will therefore reduce the general cost of
the bus use for employees, and make payments more manageable, and thereby encourage
increased bus usage.
Rail
4.4.8
Cheltenham benefits from having a rail station situated within close proximity to the town
centre. The provision of rail services at this station enables people within the area to utilise rail
travel for long and short distance travelling.
4.4.9
Cheltenham Spa Rail station is situated within walking and cycling distance of the site,
providing access to the National Rail Network. This rail station is located on the Birmingham /
Bristol line and offers connections to Gloucester, Bristol, Swindon, London, Cardiff, Plymouth,
Birmingham, Derby and other destinations.
4.4.10
As the station is reasonably close to the site it is anticipated that users could use a variety of
transport modes to travel to and from the station. The station in itself encourages cycling and
there is a provision of 38 sheltered cycle parking spaces.
4.4.11
The frequency of services which use Cheltenham Spa station is very good in that 16 stop in the
AM peak hour and 18 in the PM peak hour. A detailed summary of the frequencies are shown
below in Table 4.2.
Transport Assessment
December 2008
20
Integrated Accommodation Services
NAP Benhall New Build
TABLE 4.2 Summary of rail frequencies for the AM and PM peak hours
Route ID
51
57
125
Route
Aberdeen, Edinburgh, Newcastle, York,
Leeds, Sheffield, Birmingham New Street,
Cheltenham Spa, Bristol, Taunton, Exeter,
Torquay, Paignton, Plymouth
Plymouth, Exeter, Taunton, Cardiff, Bristol,
Cheltenham Spa, Birmingham, Chesterfield,
York, Newcastle, Wolverhampton, Stoke-onTrent, Macclesfield, Manchester, Edinburgh
Nottingham, Derby, Burton-on-Trent,
Birmingham, Cheltenham Spa, Gloucester,
Newport, Cardiff
Cardiff, Newport, Gloucester, Cheltenham
Spa, Birmingham, Burton-on-Trent, Derby,
Nottingham
London, Slough, Reading, Didcot, Swindon,
Gloucester, Cheltenham Spa, Birmingham
Birmingham, Cheltenham Spa, Gloucester,
Swindon, Didcot, Reading, Slough, London
Weekday AM Peak
(0800 - 0900)
Weekday PM Peak
(1700 - 1800)
0821 0851
1721 1751
0812 0841
1712 1742
0811 0822 0831
0845 0852
1714 1722 1728
1733 1745 1752
0803 0812 0834
0842 0857
1703 1712 1734
1742 1748 1757
0803
1703
0831
1733
4.4.12
In similitude with the bus, GCHQ through the Travel Plan process will look to promote and offer
to all employees of the NAP Benhall site the opportunity to take out an interest free loan to buy
a season ticket for the train, which would be repaid in manageable monthly payments at no
additional cost. This will ensure that the train is a realistic and affordable option for all
employees, thereby encouraging its use.
4.5
Travel Plan Summary
4.5.1
As part of the original application for the redevelopment of New Accommodation Project (NAP)
Benhall, a Travel Plan (TP) was put in place to promote and encourage the uptake of
alternative transport choices whilst reducing Single Occupancy Vehicular (SOV) travel. The TP
was originally prepared in 1998, and subsequently updated in May 2004.
4.5.2
A tripartite agreement exists between CBC, GCC and GCHQ, to ensure that the TP is a living
strategy that it is monitored and reviewed on a regular basis. As part of this agreement, through
the original application for the consolidation of Benhall, a holistic package of measures both on
and offsite have been delivered that provide a strong basis to improve ‘modal shift’ away from
single occupancy of the private car. This included significant financial provisions for traffic and
highways improvements in the locality, programmes for managing staff travel (including what
has been termed as the ‘rainbow scheme’ (See Chapter 8)) and on site support and promotion.
4.5.3
To reaffirm GCHQ’s continuing commitment to this scheme, a Travel Planning Strategy Note
has been prepared in co-ordination with this document, which seeks to identify an action plan
which will include outlining the process for implementing a revised Travel Plan prior to
occupation of the New Build in 2012. The revised Travel Plan will seek to further improve the
effectiveness of the existing Travel Plan, whilst seeking to integrate staff relocating from Oakley
into the sustainable travel ethos that GCHQ look to promote on site.
Transport Assessment
December 2008
21
Integrated Accommodation Services
NAP Benhall New Build
4.5.4
The Travel Plan Strategy specifically identifies that whilst a comprehensive package of
measures are available to staff, there is the opportunity to improve the promotion of the
facilities and initiatives now in place and that the TP Action Plan should focus on marketing and
promoting the Travel Plan and its initiatives, to ensure that staff are fully aware of the
opportunities available to them. This is also important in the context of the relocation of staff
from Oakley, given that staff are currently not subject to the travel planning ethos or the same
parking regulations as experienced at NAP Benhall. Therefore it is recommended that the
following measures are employed:
• Branding of the Travel Plan and associated initiatives i.e. the Car Share Scheme;
• Regular Travel Plan Updates in the form of newsletters, emails / e-shots and
information boards;
• Promotional Days such as Bike to Work day; and
• Information packs for staff members, in particularly for staff at Oakley and new
recruits
4.5.5
It is anticipated that improved delivery and promotion could have a beneficial impact in terms of
the uptake of sustainable modes of travel and the reduction in single-occupancy car journeys,
however the specification of quantified targets and improved monitoring and feedback
mechanisms are also required to compare the aspirations for, and performance of the
respective Travel Plan.
4.5.6
As part of this process it has been recommended that an Action Plan is put in place and taken
up by all stakeholders including GCHQ, CBC and GCC to ensure a formal and effective
structure is in place, both prior and post delivery of the revised Travel Plan. An exemplar is
provided in Appendix C of the Travel Plan Strategy note and includes the following:
• The requirement to undertake regular surveys to inform the construction of the
revised Travel Plan including the quantitative targets to be agreed, and to monitor its
performance post implementation;
• The need for regular onsite and offsite parking surveys to identify if the Rainbow
Parking Strategy is operating effectively, and to ensure that staff are not parking
offsite, thereby undermining the efforts of the Travel Plan; and
• Formation of a Working Group alongside the Steering Group, with representatives
from all stakeholder groups to enable input and feedback from all those affected by
the issues and measures identified as part of the Travel Plan process to better inform
the Travel Plan
4.5.7
The TP Strategy note and the accompanying Action Plan therefore illustrates the continuing
drive by GCHQ to encourage staff to use alternative modes of travel, to engage with all parties
possible to ensure an inclusive TP and to put in place a fully revised Integrated Travel Plan
prior to the relocation of staff from Oakley to NAP Benhall in 2012.
Transport Assessment
December 2008
22
Integrated Accommodation Services
NAP Benhall New Build
4.6
Overall Summary
4.6.1
This chapter has identified that in terms of sustainable travel the development site is well
served as high quality opportunities exist for employees to use cycling, walking or public
transport, or a combination of these modes, to travel from the site to reach their desired
destinations. With regards to public transport, there are excellent services provided in the form
of bus and rail travel which facilitate journeys to destinations both locally and further afield, all
of which are offered at high frequencies during the peak hours.
4.6.2
Mode choice is a decision taken by the individual, but with the presence of viable alternatives to
travel other than by the private motor vehicle (single occupant), it is possible to achieve a
degree of modal shift, thereby reducing the amount of vehicular trips made to the proposed
development site.
4.6.3
This is of particular relevance in the case of the NAP Benhall proposals, given that the
employees to be relocated onto the site will be presented with new opportunities to use
sustainable modes of travel, of which the uptake is expected to be at its highest at the
beginning of the relocation, when employees first begin travelling to and from the site. Chapter
7 specifically considers the expected trip generation associated with the development
proposals.
4.6.4
The potential to reduce the proportion of single occupant car driver trips is further enhanced
and promoted through the availability of the on site Travel Plan, which will seek to inform
employees of the alternative opportunities available to them, and adjust the on site package of
measures to reflect the changing context of the site and the wider network. A monitoring
strategy will be put in place to ensure the operational effectiveness of the Travel Plan is
maintained.
Transport Assessment
December 2008
23
Key
A
Site Location
Bus Route
94 Bus Route ID
Bus Stop
Park and Ride
National Rail Network
National Rail Network Station
On-Road Cycle Route
Traffic-Free Cycle Route
Footpath
400m (5 mins Walk/2 mins Cycle Time)
800m (10 mins Walk/4 mins Cycle Time)
1200m (15 mins Walk/6 mins Cycle Time)
1600m (20 mins Walk/8 mins Cycle Time)
A
A
C
C
A
C
G
A, G
A
94
G
A
G
J
A
94, 94X, J
94
94, X94
D/E, P/Q
D/E, J
J
94, 94X, D/E
J
J
D/E
X94
97/98
97/98
97/98
97/98
NOT TO SCALE
K
D/E
97/98
D/E
K
D/E
Crown Copyright. All rights reserved.
License number 0100031673
Sustainability Plan
Figure 4.1
Drawing Ref:M:\Development Control\D120585 NAP Benhall\Drawings\Freehand\Sustainability Plan
Integrated Accommodation Services
NAP Benhall New Build
5
Baseline Conditions
5.1
Existing Highway Network
5.1.1
The proposed development site is accessed from Hubble Way, which connects with the A40
Gloucester Road and Princess Elizabeth Way. In its wider context, the site is located to the
west of Cheltenham within the County of Gloucestershire. The closest town of significance to
Cheltenham is Gloucester, which is approximately 10 kilometres away.
5.1.2
The A40, which lies within close proximity to the site, is a dual-carriageway with a speed limit of
40mph within the Cheltenham area. The A40 Gloucester Road which serves as a key feeder
route to the site extends through Cheltenham affording access to the town centre and East
Cheltenham, and provides onward strategic connections to the west. The site lies
approximately 3.5 kilometres from the town centre and 1.5 kilometres from the Cheltenham
Spa Railway Station.
5.1.3
Figure 5.1 illustrates the location of the site in the context of the surrounding highway network.
5.2
Transport Assessment Study Area
5.2.1
Discussions with GCC as part of the Scoping phase of this TA identified the requirement for a
number of locations to be considered in relation to traffic movements associated with the site
and the development proposals.
5.2.2
A pragmatic approach was agreed which sought to focus on the primary connections between
the site and the local highway network, representing the initial points of contact where
movements would be most concentrated and thereby reflecting the dissipation of development
traffic with distance from the site, over the local network.
5.2.3
In terms of the local highway network, the study area has been defined and agreed with
Gloucestershire County Council to include the following junctions:
• Hatherley Lane / Access Road Roundabout
• Access Road / Site Access Roundabout
• Access Road / Car Park Access T Junction
• Access Road / Pinewood Drive Roundabout
5.2.4
From the perspective of the wider network, the following junctions have been identified and
agreed with GCC as required for the purposes of the TA analysis:
• A40 Gloucester Road / Hatherley Lane (Nap Benhall Access junction)
• A40 Gloucester Road / A4013 Princess Elizabeth Way Roundabout (Benhall
Roundabout)
• A4013 Princess Elizabeth Way / Access Road
Transport Assessment
December 2008
24
Integrated Accommodation Services
NAP Benhall New Build
5.2.5
In order to provide further certainty regarding the relative impact of the development proposals,
liaison with GCC as part of the preparation of this TA identified the anticipated changes in
terms of traffic flows at each of the wider highway links, as identified above. This information is
summarised in Chapter 7 in terms of net impact, and confirms a negligible impact in terms of
traffic flows at the junctions located in the immediate vicinity of the site, dissipating with
distance.
5.2.6
Each of the identified junctions has also been considered in terms of its operational
effectiveness, taking into consideration the Ratio of Flow to Capacity or Saturation and the
resultant queue, for the without and with development scenarios (see Chapter 9).
5.2.7
The TA study area is summarised in Figure 5.2.
5.3
Transport Assessment Data Sources
5.3.1
Manual Classified Count (MCC) traffic surveys were undertaken at each of the local highway
network junctions for the 12 hour period 07:00 – 19:00. This confirmed that the traditional peak
hours (08:00-09:00 and 17:00-18:00) are prevalent in the locality. The surveys were all
undertaken on Thursday 23rd October 2008. A site visit was undertaken to coincide with the
data collection which allowed for additional on-site data to be collected, such as:
• Observed queue measurements
• Lane usage
• Degree of Saturation
5.3.2
As agreed with GCC, baseline conditions for the wider highway network were derived using the
county’s Central Severn Vale (CSV) 2016 SATURN model. The SATURN flows obtained for
the wider network were factored to 2008 using the growth rates calculated in Chapter 7 of this
document. This was undertaken to bring the respective sources of traffic flow data to a
common baseline, and to enable the respective base junction models to be calibrated to on site
observations.
5.3.3
Due to the differing sources of traffic data, it is logical that some discrepancies in flows may
exist, and as such, the local and wider highway network elements have been treated as
discreet elements. However, to ensure a level of consistency between the two, checks were
undertaken at each location where the two datasets overlap.
5.3.4
The main instance where this was identified between the two datasets occurred in the AM
peak; with 405 fewer vehicles counted on site compared to the factored 2008 CSV SATURN
data, for those vehicles turning into Hubble Way from Princess Elizabeth Way. Notable
observed differences were also observed at the Telstar Way/Fiddlers Green roundabout.
5.3.5
Given that all committed developments have been completed on Hubble Way / Telstar Way, it
can be assumed that count data accurately represents the existing scenario and the future
case (when the growth factor is applied) for this area of road network. Therefore, the
movements into Hubble Way from Princess Elizabeth Way and from Fiddlers Green to Telstar
way have been factored down to the existing count level, with the appropriate movements
subtracted from the upstream flows feeding this junction.
Transport Assessment
December 2008
25
Integrated Accommodation Services
NAP Benhall New Build
5.3.6
The resultant 2008 Baseline traffic flows are shown in Figures 5.3 and 5.4 for the AM and PM
peak hours, respectively.
5.3.7
The remainder of this chapter discusses the context of the local and wider highway network
before moving on to assess the existing operation of the junctions within the identified study
area.
5.4
Local Highway Network
NAP Benhall Access / Hubble Road Roundabout
5.4.1
Access to the main entrance of NAP Benhall is afforded via an off slip from Hubble Way (west).
The right turn into the site from Hubble Way east is banned, meaning that the off slip lane acts
as the primary approach to the main site access, via this discreet dedicated off slip. The main
access to the site is therefore facilitated from Telstar Way to the west, via the Telstar Way
roundabout.
5.4.2
The function of the roundabout is to provide give-way priority between those egressing the
main site onto the local network, and those using Hubble Way. Therefore, left or right hand
turns onto Hubble Way can be made at the roundabout to exit the site via the A4013 Princess
Elizabeth Way to the west or A40 Gloucester Road to the south, respectively.
5.4.3
A bus stop is located on the eastern arm of the roundabout for eastbound traffic. This is
situated approximately 20 metres from the junction, with on street parking not permitted in the
vicinity of the junction. There is also a disused southern arm of the roundabout (stubby).
Hubble Road / Car Park ‘D’ Access Priority Junction
5.4.4
Immediately to the east of the roundabout described above is a priority junction which provides
access to car park ‘D’. This junction in its existing format has restricted movements that result
in a left-in and left-out configuration. Approximately 40 metres south of the junction is the
access to the car park, which is barrier controlled.
Hubble Road / Pinewood Drive Roundabout
5.4.5
The Hubble Road / Pinewood Roundabout comprises a conventional four-arm configuration
and is located to the north east of the car park ‘D’ access. From Hubble Road, this provides
connection to the Hubble Road / A4013 Princess Elizabeth Way junction to the east, the
Sotherby Drive residential area to the north, and car park ‘F’ to the west. The western arm also
serves as an emergency access to the NAP Benhall site.
Telstar Way Roundabout
5.4.6
The four arm roundabout to the west of the main site access is known as the Telstar Way
Roundabout. This connects Hubble Way with Hatherley Lane and Fiddlers Green to the North,
the newly constructed residential area to the west, and the A40 Gloucester Road to the south.
Transport Assessment
December 2008
26
Integrated Accommodation Services
NAP Benhall New Build
5.4.7
Telstar Way roundabout has a non standard configuration, with the right turn and U turn
banned from Hubble Way, and the left turn effectively serving the discreet movement from the
roundabout with the respective lane forming a segregated give way with the southern arm
(Telstar Way).
Fiddlers Green Lane / Telstar Way Roundabout
5.4.8
The Fiddlers Green Lane / Telstar Way roundabout is situated to the north of the Telstar Way
roundabout and consists of a three arm mini roundabout. This junction allows access to
residential areas immediately to the north and west of the site. It is noted that all three-entry
arms are single lane entry.
5.5
Wider Highway Network
Hubble Road / A4013 Princess Elizabeth Way Junction
5.5.1
This junction is located to the north east of the site, and consists of a three-arm Vehicle
Actuated (VA) Signalised junction, offering access from Hubble Way to the A40 Benhall
Roundabout (South) and Coronation Square to the north, both via Princess Elizabeth Way.
5.5.2
The southbound and northbound approaches to this junction both consist of two lanes, with a
dedicated right turn lane from the north (into Hubble Way) and a straight ahead / left turn lane
from the south. The right turn movement from the north was observed to extend into the middle
of the junction, where the equivalent of up to 3 car vehicles can be stored, which turn in gaps in
the opposing northbound stream or during the indicative arrow phase at the end of the full
green. The Hubble Way arm also has two approach lanes, which are segregated into left and
right turn lanes.
5.5.3
Staggered pedestrian crossings are provided on the western and northern arms the junction
and guardrails are provided in the central refuge areas. A staggered pedestrian crossing is also
provided further to the south of the junction, although this is located in connection with the
pedestrian desire line, which exists at the Benhall roundabout junction.
Benhall Roundabout
5.5.4
Benhall Roundabout is located to the south of the Hubble Road / A4013 Princess Elizabeth
Way junction and comprises a three arm signalised roundabout, with three lane signalised
approaches from the A40 Gloucester Road (West), and Princess Elizabeth Way to the north. A
two lane signalised approach is afforded from the A40 Gloucester Road (East). For each of
these links, a respective set of signals are located immediately upstream of the approach on
the circulatory carriageway of the roundabout, which comprises two lanes.
5.5.5
The junction operates under Cableless Link Facility (CLF) control, meaning that the junction is
effectively managed using three ‘stage streams’, one for each of the approaches to the
roundabout. The offsets between each of these stage streams are optimised within maximum
timing plan settings.
Transport Assessment
December 2008
27
Integrated Accommodation Services
NAP Benhall New Build
A40 Gloucester Road / Telstar Way Signalised Junction
5.5.6
The A40 Gloucester Road / Hubble Road Junction is signal-controlled, operating under MOVA
control. MOVA (Microprocessor Optimised Vehicle Actuation) is an adaptive control system that
monitors the profile of traffic demand and queues on each of the approaches to the junction,
and adjusts the timings accordingly.
5.5.7
The junction comprises three arms. The major arms comprise of the A40 Gloucester Road
(West), a three-lane approach with left lane filter, and the A40 Gloucester Road (East), a threelane approach with a designated right turn lane. Telstar Way comprises the minor arm of the
junction and currently serves as the main connection point for vehicles travelling to and from
the main access of the NAP Benhall site.
5.5.8
Whittington Road is located to the south of this junction, however access can only be gained
when approaching the junction from the east via a designated left lane filter. Likewise when
entering the junction from Whittington Road, a give way to the A40 Gloucester Road travelling
west (left-turn) is provided. Due to the relatively limited demand associated with this approach,
this arm of the junction is not signalised.
5.5.9
Staggered pedestrian crossings are provided on the A40 Gloucester Road eastern arm and
Telstar Way. The crossings are staggered within the stage sequence, and also permit the
transit of cyclists.
5.6
Baseline Junction Capacity Analysis
5.6.1
In order to consider the existing operation of the identified highway junctions, analysis has been
undertaken to determine their respective performance in order to inform the relative scale of
influence that the proposed scheme is expected to have. Industry standard software programs
were used in this process with PICADY (version 5) for priority junctions, ARCADY 6 for
Roundabouts, LINSIG (version 2,4,10,0) for signalised junctions and TRANSYT (12.1 AF) for
the signalised roundabout.
5.6.2
PICADY and ARCADY junction models are governed by the Ratio of Flow to Capacity (RFC)
where 1.000 is equivalent to the theoretical maximum capacity of a junction and 0.850 as the
recommended operational capacity threshold. Queue lengths have also been determined for
each of the junctions, expressed as the number of vehicles.
5.6.3
LINSIG and TRANSYT junction models are governed by the Degree of Saturation, where 100%
is equivalent to the theoretical maximum operational capacity of the junction. The most efficient
operation of the junction however, is taken at 90%, where the use of the available greentime is
maximised to the benefit of balancing the traffic demand on the various approaches to the
junction. Mean Maximum Queues are expressed in Passenger Car Units (PCU).
Transport Assessment
December 2008
28
Integrated Accommodation Services
NAP Benhall New Build
Local Highway Network
NAP Benhall Access / Hubble Road Roundabout
5.6.4
The junction analysis has been undertaken using ARCADY, taking into account the 2008
Baseline traffic flows for the AM and PM peaks. The results of this analysis are summarised
below in Table 5.1.
TABLE 5.1 ARCADY Junction Analysis, NAP Benhall Access / Hubble Road, 2008 Base
Arm
5.6.5
AM (0800:0900)
PM (1700-1800)
RFC
Queue
RFC
Queue
Hubble Road (W)
0.288
0.4
0.118
0.1
NAP Benhall Access
0.016
0.0
0.210
0.3
Hubble Road (E)
0.068
0.1
0.171
0.2
The ARCADY results indicate that the junction currently operates within the recommended
capacity threshold and that queuing does not exceed one vehicle at any time during the peak
hours. The operation of the base model, with limited queuing at any give-way line on any arm is
confirmed by on site observations during the AM and PM peaks at these locations.
Hubble Road / Car Park ‘D’ Access Priority Junction
5.6.6
The effective operation of the junction between Car Park ‘D’ and Hubble Road comprises a leftin left-out priority junction. A flare is provided for traffic joining the Hubble Road westbound and
this has been modelled as part of the PICADY analysis, the results of which are summarised
below in Table 5.2.
5.6.7
It was noted that a number of banned right turn movements were made from Hubble Road
(Eastbound) in the AM peak, into the car park, and this movement has therefore been modelled
as part of the junction analysis in order to ensure that the performance of the junction in the
existing scenario accurately reflects its operation on the ground.
TABLE 5.2 PICADY Junction Analysis, Site Access / Hubble Road, 2008 Base
Arm
AM (0800:0900)
PM (1700-1800)
RFC
Queue
RFC
Queue
Car Park to Hubble Road (West)
0.012
0.1
0.161
0.2
Car Park to Hubble Road (East)
- Illegal Turn
0.003
0.0
0.123
0.1
Hubble Road (West) to Car Park
– Illegal Turn
0.293
0.4
0.002
0.0
Transport Assessment
December 2008
29
Integrated Accommodation Services
NAP Benhall New Build
5.6.8
The PICADY results indicate that the junction currently operates within the recommended
capacity threshold for the access / egress at this location and that queuing does not exceed
one vehicle at any time during the peak hours.
Hubble Road / Pinewood Drive Roundabout
5.6.9
Table 5.3 below outlines the results of the assessment, utilising ARCADY, for the baseline
2008 scenario for the Hubble Road/Pinewood Drive roundabout.
TABLE 5.3 ARCADY Junction Analysis, Hubble Road / Pinewood Drive Roundabout,
2008 Base
Arm
AM (0800:0900)
PM (1700-1800)
RFC
Queue
RFC
Queue
Hubble Road (S)
0.199
0.2
0.313
0.5
Hubble Road (W)
0.001
0.0
0.110
0.1
Pinewood Drive
0.033
0.0
0.028
0.0
Hubble Road (E)
0.103
0.2
0.106
0.1
5.6.10
The analysis indicates that all arms of this junction operate within the recommended capacity
threshold in the AM and PM peaks, with Hubble Road (S) in the PM peak being the only arm of
the four to display any form of queuing at 0.5 vehicles, with an associated RFC of 0.313.
5.6.11
The above results accord closely with on site observations, which illustrate minimal queuing at
any point during the AM and PM peak hours.
Telstar Way Roundabout
5.6.12
ARCADY has been utilised to model the Telstar Way roundabout, which has a non standard
configuration. The Hubble Road arm effectively operates, and is modelled, as an exit only in
the context of the roundabout operation, given that the westbound Hubble Road approach has
a dedicated left turn which has a give way priority with Telstar Way, to the south of the
roundabout.
TABLE 5.4 ARCADY Junction Analysis, Telstar Way Roundabout, 2008 Base
Arm
AM (0800:0900)
PM (1700-1800)
RFC
Queue
RFC
Queue
Telstar Way (N)
0.738
2.7
0.229
0.3
Telstar Way (S)
0.713
2.4
0.240
0.3
Residential Access Road
0.008
0.0
0.000
0.0
5.6.13
The operation of the roundabout, as summarised in Table 5.4, is shown to be within the
recommended capacity threshold in both the AM and PM peak hours.
5.6.14
As previous, the modelling results have been compared and calibrated using on-site
observations, including analysis of the queues on the approaches to the junction. In this case,
the modelled queue on the southbound approach to the junction (from Telstar Way North) of
Transport Assessment
December 2008
30
Integrated Accommodation Services
NAP Benhall New Build
approximately 3 vehicles is less than the maximum observed queue of 12 vehicles, which
occurred at 8.30 in the AM peak. This queue was observed to have cleared however, before
8.45am.
5.6.15
The queuing was observed to occur as a result of the left-turn demand onto Hubble Road
turning in the gaps between the more dominant flow of vehicles approaching the roundabout
from the south and turning right onto Hubble Road, at that particular point in the hour.
Fiddlers Green Lane / Telstar Way Roundabout
5.6.16
A 2008 Baseline test has been undertaken for the Fiddlers Green Lane and Telstar Way
roundabout using ARCADY for both the AM and PM peak hours. The summary of the results of
these tests is shown below in Table 5.5.
TABLE 5.5 Fiddlers Green Lane and Telstar Way Roundabout 2008 Base scenario
AM (0800-0900)
PM (1700-1800)
Arm
RFC
Queue
RFC
Queue
5.6.17
Fiddlers Green Lane (N)
0.266
0.4
0.418
0.7
Telstar Way
0.067
0.1
0.158
0.2
Fiddlers Green Lane (S)
0.437
0.8
0.280
0.4
The results of the ARCADY tests show that the junction is operating below the recommended
capacity threshold in both the AM and PM peak hours with vehicular queue lengths remaining
at a level of below 1 vehicle on all arms. The highest level of queuing recorded occurred on the
Fiddlers Green Lane (S) arm with a maximum queue of 0.8 vehicles with an associated RFC of
0.437. The results of the test correspond with observations made on-site.
Wider Highway Network
5.6.18
The three signalised junctions located within the wider study area were modelled using LINSIG
and TRANSYT. Data was sourced from GCC and the CSV SATURN model to inform the
junction tests, where available, whilst on site observations relating to Saturation flows and
queue lengths were recorded in the AM and PM peak hours to calibrate the respective models.
5.6.19
Junction Site Layout Drawings (SLD) were obtained from Gloucestershire County Council and
used as the basis for the junction modelling of the signalised junctions. Signal timing sheets
were only available for the A40 Gloucester Road / Telstar Way Junction, and the remaining
junction models have therefore been based on information available from the respective SLDs
and supplemented by the data collected on site, including the observed phasing and staging
sequences.
Hubble Road / A4013 Princess Elizabeth Way Junction
5.6.20
Table 5.6 and 5.7 below summarise the LINSIG results obtained for the AM and PM peak
hours at the Hubble Road / A4013 Princess Elizabeth Way Junction. In order to confirm the
validation of the model, the predicted queue lengths calculated by LINSIG were compared
against on-site observations. This identifies that the model does provide a reasonable
representation of the operation of the junction.
Transport Assessment
December 2008
31
Integrated Accommodation Services
NAP Benhall New Build
TABLE 5.6 LINSIG Junction Analysis, Hubble Road / A4103 Princess Elizabeth Way
Junction, 2008 AM Peak Base
Degree of
Modelled Mean
Observed Mean
Arm
Saturation (%)
Max Queue (pcu)
Queue (pcu)
PEW (South) Left and Ahead
42.5
7.0
8
Hubble Road Left
8.2
0.5
1
Hubble Road Right
26.5
1.3
1
PEW (North) Ahead
66.7
7.3
5
PEW (North) Right
11.3
0.4
1
Cycle Time (Secs)
47
PRC (%)
34.9
TABLE 5.7 LINSIG Junction Analysis, Hubble Road / A4103 Princess Elizabeth Way
Junction, 2008 PM Peak Base
Degree of
Modelled Mean
Observed Mean
Arm
Saturation (%)
Max Queue (pcu)
Queue (pcu)
PEW (South) Left and Ahead
60.9
8.5
10
Hubble Road Left
35.3
2.3
3
Hubble Road Right
54.5
2.9
2
PEW (North) Ahead
74.2
8.3
5
PEW (North) Right
7.0
0.3
2
Cycle Time (Secs)
40
PRC (%)
21.2
5.6.21
In constructing the model, it was noted that vehicles travelling from Princess Elizabeth Way
(North) to Princes Elizabeth Way (South) have a one-lane entry arm but a three-lane exit arm
respectively. This therefore indicates that traffic will disperse as they exit the junction, in effect
creating a funnel. In order to replicate this funnel effect within the LINSIG junction model a
short flare of 3 Passenger Car Unit’s (PCU’s) has been modelled on the approach to the
junction and a comparison of the resultant modelled and observed queues indicate a good level
of model validation.
5.6.22
As Table 5.6 and Table 5.7 indicate, the junction is operating within the recommended capacity
threshold on all arms of the junction, with a mean maximum queue of 7.3 vehicles observed in
the AM peak on the Southern Arm of the Princess Elizabeth Way junction. The remaining arms
all within operational capacity (90%) at which the management of delay and vehicle flow is at
its optimum cycle time of 47 seconds in the AM peak and 38 seconds in the PM peak
respectively.
Benhall Roundabout
5.6.23
As a signalised roundabout operating under CLF, the offsets between each of the stage
streams are optimised within maximum timing plan settings. The junction has therefore been
modelled using TRANSYT (v 12 AF), as the best available tool to reflect the operation of this
junction.
5.6.24
Given the absence of a signal timing plan for the roundabout, information obtained from the
Signal Layout Drawing (SLD) and on-site observations were input into LINSIG (v 2,4,10,0) as
pre-cursor to determining the initial stage settings and stage change times which are the basic
Transport Assessment
December 2008
32
Integrated Accommodation Services
NAP Benhall New Build
parameters to be input into TRANSYT. The results of the 2008 baseline analysis are
summarised below in Tables 5.8 and 5.9, for the AM and PM peaks respectively.
TABLE 5.8 TRANSYT Junction Analysis, Benhall Roundabout, 2008 AM Peak Base
Degree of
Modelled Mean
Observed Mean
Arm
Saturation (%)
Max Queue (pcu)
Queue (pcu)
A40 West Left Turn
28
3
2
A40 West Ahead
35
6
8
Princess Elizabeth Way
51
15
12
A40 East Ahead and Right
58
10
10
A40 East Ahead
56
10
10
Cycle Time (Secs)
80
TABLE 5.9 TRANSYT Junction Analysis, Benhall Roundabout, 2008 PM Peak Base
Degree of
Modelled Mean
Observed Mean
Arm
Saturation (%)
Max Queue (pcu)
Queue (pcu)
A40 West Left Turn
48
8
6
A40 West Ahead
63
18
22
Princess Elizabeth Way
50
12
10
A40 East Ahead and Right
61
9
10
A40 East Ahead
58
9
10
Cycle Time (Secs)
70
5.6.25
Saturation flow and average queue information was observed on site and has been
incorporated as part of the analysis, in order to ensure that the modelling validates well
compared to how the junction operates on the ground. The results presented above therefore
identify that the model reasonably represents the actual operation of the roundabout.
5.6.26
In both the AM and PM peak hour scenarios, the junction is shown to operate within the
recommended capacity threshold of 90% saturation, per link. The model suggests that in the
AM peak, the largest queue occurs on the Princess Elizabeth Way approach to the junction,
which comprises left and right turn flares.
A40 Gloucester Road / Telstar Way Signalised Junction
5.6.27
Table 5.10 and 5.11 below present the results of the junction capacity analysis, in terms of the
Practical Reserve Capacity (PRC), degree of saturation and queue length for the A40
Gloucester Road / Telstar Way junction.
5.6.28
The SLD identifies that the junction has a number of potential stages that can run within its
operational parameters, including pedestrian, left turn filter and right turn indicative arrow phase
arrangements, based on the detected level of demand. On site observations were therefore
referred to in order to ensure that the modelling of the junction reflects the actual operation and
the staging arrangements which are employed to cater for the peak traffic demand.
Transport Assessment
December 2008
33
Integrated Accommodation Services
NAP Benhall New Build
TABLE 5.10 LINSIG Junction Analysis, A40 Gloucester Road / Telstar Way Signalised
Junction, 2008 AM Peak Base
Degree of
Modelled Mean
Observed Mean
Arm
Saturation (%)
Max Queue (pcu)
Queue (pcu)
A40 East Right
11.9
0.5
3
A40 East Ahead
82.3
29.5
24
A40 East Left
2.3
0.2
0
A40 West Ahead
88.7
26.4
24
A40 West Left
85.9
12.6
11
Telstar Way Right
88.2
10.3
9
Telstar Way Left
22.3
2.0
1
Cycle Time (Secs)
62
PRC (%)
1.5
TABLE 5.11 LINSIG Junction Analysis, A40 Gloucester Road / Telstar Way Signalised
Junction, 2008 PM Peak Base
Degree of
Modelled Mean
Observed Mean
Arm
Saturation (%)
Max Queue (pcu)
Queue (pcu)
A40 East Right
10.4
0.4
2
A40 East Ahead
87.3
30.5
34
A40 East Left
2.1
0.2
0
A40 West Ahead
89.3
23.1
20
A40 West Left
14.2
1.0
2
Telstar Way Right
64.9
4.5
8
Telstar Way Left
57.3
5.6
4
Cycle Time (Secs)
54
PRC (%)
0.8
5.6.29
As Table 5.10 and Table 5.11 illustrate, the junction is operating within the recommended
capacity threshold in both the AM and PM peak hours. Both the A40 (W) and A40 (E) ahead
movements however, in the AM and PM peak hours, are shown to be operating at close to 90%
saturation, based on the modelled timing settings. The remaining arms are all operating within
capacity (90%), with a Practical Reserve Capacity of 1.5% and 0.8% in the AM and PM peaks
respectively, when the junction is optimised. All queues presented in the model are shown to
conform reasonably closely to on site observations.
Transport Assessment
December 2008
34
A4013
ELIZABPRINCESS
ETH WA
Y
FID
DL
ER
’S
GR
E
EN
LA
N
E
FIDDLER’S GREEN LANE/
HUBBLE ROAD JUNCTION
IVE
OD DR
O
PINEW
Emergency Access
Barrier for Car Park
HUBB
LE
BB
HU
HUBBLE ROAD/
PINEWOOD DRIVE
ROUNDABOUT
LE RO
AD
A4013 PRINCESS ELIZABETH WAY/
HUBBLE ROAD JUNCTION
AD
RO
LE
RO
AD
Car Park F
HU
BB
Main Access
Visitor Access/
Drop-Off Point
R
BLE
D
OA
HUB
TELSTAR WAY
ROUNDABOUT
BENHALL
ROUNDABOUT
Barrier for Car Park
A40 G
Blocked Arm
LOUC
ESTE
R
ROAD
Car Park D
LEY
HER
HAT
Arm now Connected to
Residential Area
SITE ACCESS/
HUBBLE ROAD
ROUNDABOUT
HUBBLE ROAD/
CAR PARK D ACCESS
JUNCTION
Left in/Left out Only
E
LAN
A40 GLOUCESTER ROAD/
HUBBLE ROAD JUNCTION
A4
AD
RO
CE
OU
L
0G
R
STE
Key
NOT TO SCALE
Signalised Junction
Crown Copyright. All rights reserved.
License number 0100031673
Existing Highway Network
Figure 5.1
Drawing Ref:M:\Development Control\D120585 NAP Benhall\Drawings\Freehand\Existing Highway Network
NOT TO SCALE
Crown Copyright. All rights reserved.
License number 0100031673
Junction Study Area
Figure 5.2
Drawing Ref:M:\Development Control\D120585 NAP Benhall\Drawings\Freehand\Study Area
2
21 7
7
33
12 4
1
6
7 9
105
1288
5
Fiddler’s Green Lane
49
97
0
2
11
152
0
281
1123
0
0
0
69
0
498
4
102 2
1
8
3
8
91 3
12
15
1
44
47
58
5430
33 7
92
245
0
1
0
0
23 5
15
78
702
Hubble Road
Hubble Road
A40 Gloucester Road
A40 Gloucester Road
5
17 6
42
2
808
74
7
30 98
19
26
6261
143
NOT TO SCALE
Crown Copyright. All rights reserved.
License number 0100031673
169
A40 Gloucester Road
0
0
13
32
0
929
154
0
0
1
0
74
986
A4013 Princess Elizabeth Way
Turning Movements
Base 2008 AM 0800 - 0900 (in PCUs)
Whittington Road
Figure 5.3
Drawing Ref:M:\Development Control\D120585 NAP Benhall\Drawings\Freehand\Turning Movements
2
11 86
0
22
3
67
7
79 7
2
4
3274
11
Fiddler’s Green Lane
249
235
3
17
1
93
0
0
0 9
40
0
626
1
110 5
5
53 5
10
0
9
4 5
157
230
0
27 3
17
11
23
1346
32
144
1
1
0
7
31 1
48
819
Hubble Road
Hubble Road
1
255
1175
A40 Gloucester Road
A40 Gloucester Road
6
43 4
26
0
1425
15
6
30 72
21
25
99
9
137
NOT TO SCALE
Crown Copyright. All rights reserved.
License number 0100031673
132
A40 Gloucester Road
0
0
12
14
0
1084
173
0
55
49
0
46
1035
A4013 Princess Elizabeth Way
Turning Movements
Base 2008 PM 1700 - 1800 (in PCUs)
Whittington Road
Figure 5.4
Drawing Ref:M:\Development Control\D120585 NAP Benhall\Drawings\Freehand\Turning Movements
Integrated Accommodation Services
NAP Benhall New Build
6
Road Safety
6.1
Personal Injury Accident (PIA) Data
6.1.1
According to the Department for Transport’s (DfT) latest guidance on Transport Assessments
(March 2007), road safety data has been sourced for the most recent three year period, such
that the prevalence of any particular trends can be identified.
6.1.2
Personal Injury Accident (PIA) data has been obtained from Gloucestershire County Council’s
Highways department for the period covering 1st January 2005 to 31st December 2007, which
is the latest information currently available.
6.1.3
The study area to be considered was agreed with GCC as part of the Scoping Study for this
TA, and comprises the highway network and junctions situated within the immediate vicinity of
the proposed development site, as shown in Figure 6.1.
6.1.4
The reported PIA incidents are illustrated in Figure 6.2, according to their location and are
categorised by severity.
6.2
Local Highway Network
Hubble Road
6.2.1
Two incidents were recorded along the length of Hubble Road, both of which were slight in
severity and believed to be caused by driver error. One involved a vehicle colliding with a
cyclist, causing the cyclist to fall from their bicycle. The second accident was caused by a
vehicle exiting the car park into the path of another vehicle, resulting in a collision.
Hubble Road / Site Access Roundabout
6.2.2
No incidents were recorded at the Hubble Road roundabout.
Telstar Way Roundabout
6.2.3
One incident was reported at this junction. The incident was reported as being of serious
severity and involved a cyclist falling from their bicycle, due to a slippery road surface. It is
understood that no other vehicles or road users were involved.
Hubble Road / Pinewood Drive Roundabout
6.2.4
No incidents were recorded at the Hubble Road / Pinewood Drive roundabout.
Transport Assessment
December 2008
35
Integrated Accommodation Services
NAP Benhall New Build
6.3
Wider Highway Network
A40 Gloucester Road
6.3.1
There were two reported incidents along this section of road, between the Telstar Way junction
to the west and the Benhall roundabout to the east. Both of these incidents were recorded as
being slight in severity, and were caused by driver error. The specific causes of the accidents
were a failure to overtake correctly whilst manoeuvring, whilst the other was attributed to loss of
vehicle control.
A40 Gloucester Road / Telstar Way / Whittington Road Junction
6.3.2
One incident of slight severity was recorded at the junction of A40 Gloucester Road, Way and
Whittington Road. The incident was caused by a vehicle colliding with the rear of a cyclist
which in turn resulted in the cyclist falling off.
Benhall Roundabout (A40 Gloucester Road / Princess Elizabeth Way)
6.3.3
There were a total of six recorded incidents at Benhall roundabout, all of them being slight in
severity. Four of the incidents were attributed to a lack of or late braking that resulted in rear
shunts in all cases, incidents which are commonly associated with vehicles approaching a
junction of this nature.
6.3.4
The remaining incidents were due to a motorcyclist losing control and falling off, whilst the other
was caused by poor lane discipline on the driver’s behalf whilst driving around the roundabout
which resulted in a vehicle collision.
Hubble Road / Princess Elizabeth Way Junction
6.3.5
At the junction of Hubble Road and Princess Elizabeth Way, one incident was recorded. This
was the result of a driver failing to brake in time for the traffic lights and colliding with the rear of
an already stationary vehicle. The incident was recorded as slight in severity.
6.4
Summary
6.4.1
The analysis of Personal Injury Accident (PIA) data, for the most recently available three year
period, has identified that there were a total of 14 incidents which occurred within the study
area of the NAP Benhall site. Of the fourteen recorded incidents, in terms of severity, there
were no fatal, one serious and thirteen slight events.
6.4.2
It has been recognised that the primary causation of incidents were driver error rather than the
occurrence of a particular cluster of incidents which could be improved through the delivery of
highway measures. Furthermore, it is noted that none of the accidents referenced involved
pedestrians.
Transport Assessment
December 2008
36
NOT TO SCALE
Crown Copyright. All rights reserved.
License number 0100031673
Road Safety Study Area
Figure 6.1
Drawing Ref:M:\Development Control\D120585 NAP Benhall\Drawings\Freehand\PIA Study Area
Key
Slight
Serious
Fatal
NOT TO SCALE
Crown Copyright. All rights reserved.
License number 0100031673
Personal Injury Accident Plot by Severity and Location
Figure 6.2
Drawing Ref:M:\Development Control\D120585 NAP Benhall\Drawings\Freehand\PIA Plot
Integrated Accommodation Services
NAP Benhall New Build
7
Trip Generation and Distribution
7.1
Traffic Growth
Methodology
7.1.1
Consideration has been given to the baseline situation on the local highway network to
establish the existing conditions in relation to the NAP Benhall site. However, in order to assess
any relative implications arising from the proposed development, a future year scenario has
been developed.
TEMPRO
7.1.2
The Government’s trip end model, TEMPRO (v5.2) was used to calculate appropriate traffic
growth factors based on the Cheltenham (Authority) zone. As TEMPRO utilises planning data,
this methodology allows for a local estimation for traffic growth taking into consideration
planned residential and commercial growth in the area.
7.1.3
In this instance, growth factors have been calculated for the period 2008 to 2016 to allow for
consistency with the CSV SATURN model. Table 7.1 presents the results of this calculation for
the AM, PM and Average Weekday time periods. Factors from 2016 to 2008 have also been
calculated, to allow for the CSV SATURN traffic flow data to be used in the baseline
assessments, as discussed in Section 5.3. These factors are also presented in Table 7.1.
TABLE 7.1 TEMPRO Growth Factors for Cheltenham Authority
AM Peak Period PM Peak Period Average Weekday
Cheltenham Authority
(0700-1000)
(1600-1900)
(0700-1900)
2008 to 2016
1.082
1.082
1.083
2016 to 2008
0.924
0.924
0.924
National Transport Model (NTM)
7.1.4
In addition to using TEMPRO, the NTM (April 2008) traffic growth predictions, which are
expressed in vehicle kilometres, have also been extracted for ‘Urban Principal’ roads for the
West Midlands area, which take account of regional and national trends, rather than local
specificity of growth in isolation. This is shown in Table 7.2.
TABLE 7.2 NTM Growth Factors
Future year
Billion Vehicle km
Percentage Growth
2003
2010
2015
2025
7.0
7.63
8.05
8.54
9%
15%
22%
Transport Assessment
December 2008
37
Integrated Accommodation Services
NAP Benhall New Build
7.1.5
The trends presented above in Table 7.2 have been extrapolated such that year-on-year
forecasts can be derived and these have subsequently allowed 2008 – 2016 (and 2016 – 2008)
scenarios to be established. Table 7.3 therefore presents the NTM growth factor for both 2008
to 2016 and 2016 to 2008.
TABLE 7.3 NTM Growth Factors 2008-2016
West Midlands Urban Principal NTM Factor
2008 to 2016
1.087
2016 to 2008
0.920
7.2
Applying Growth Rates
7.2.1
The April 2003 TEMPRO Guidance Note indicates that TEMPRO growth rates should not be
used in isolation to forecast the background growth in traffic, but that they should be used to
tailor national forecasts (i.e. in the guidance NRTF97 is recommended) to take account of local
characteristics and period profiles. The method for applying this refinement is according to the
following formula:
Local TEMPRO / National TEMPRO x National Road Traffic Forecast
7.2.2
However, as the NTM (2008) dataset offers a more up to date estimation of growth than
provided by NRTF (1997), this has been taken forward using the formula as follows:
Local TEMPRO / National TEMPRO x NTM Regional
7.2.3
Tables 7.4 to 7.6 therefore present the revised TEMPRO growth factors, according to the
above formula.
TABLE 7.4 Adjusted growth factors – AM Peak
Time period
Local TEMPRO
National TEMPRO
NTM Regional
2008 to 2016
2016 to 2008
1.068
0.936
1.073
0.932
1.087
0.920
Adjusted
Growth Factor
1.082
0.924
TABLE 7.5 Adjusted growth factors – PM Peak
Time period
Local TEMPRO
National TEMPRO
NTM Regional
2008 to 2016
2016 to 2008
1.068
0.936
1.073
0.932
1.087
0.920
Transport Assessment
Adjusted
Growth Factor
1.082
0.924
December 2008
38
Integrated Accommodation Services
NAP Benhall New Build
TABLE 7.6 Adjusted growth factors – Average Weekday
7.2.4
Time period
Local TEMPRO
National TEMPRO
NTM Regional
2008 to 2016
2016 to 2008
1.070
0.934
1.075
0.931
1.087
0.920
Adjusted
Growth Factor
1.083
0.924
Table 7.7 summarises the adjusted growth rates which will be taken forward in this Transport
Assessment (TA).
TABLE 7.7 Summary of Growth Factors
Time period
AM Peak
PM Peak
Average Weekday
2008 to 2016
2016 to 2008
1.082
0.924
1.082
0.924
1.083
0.924
7.2.5
The traffic growth factors presented in Table 7.7 above have therefore been taken forward as
part of this assessment, to establish the future, and base year scenarios. In this instance, the
AM Peak growth rates have been used for the time period 0700-1000, the PM Peak rates for
1600-1900 and Average Weekday for the remaining time periods.
7.2.6
As a result, the growth rates presented above have been applied to the observed 2008
Baseline turning movements in order to consider the anticipated traffic flows in the 2016 Do
Minimum scenario. Growth has not been applied to the junctions for which CSV SATURN
model data has been provided, as this data is already forecast for 2016 and in addition to
background growth, also includes allowances for committed developments in the area.
7.2.7
The 2016 Do Minimum traffic flows are illustrated in Figures 7.1 and 7.2, for the AM and PM
peaks respectively.
7.3
Committed Developments
7.3.1
The CSV SATURN model for 2016 is designed to reflect the Regional Spatial Strategy and
therefore the estimated growth in housing and employment within the area. Committed
developments included in the SATURN modelled area in the vicinity of the site are therefore as
follows:
• Fiddlers Green housing (to the west and east of Fiddlers Green Lane);
• The area around Caburn Gardens and Galileo Gardens;
• The housing development adjacent to the GCHQ site access junction (Hackwood
Drive);
• The NAP Benhall site; and
• A housing development to the north-west of Benhall Roundabout (Sotherby Drive)
Transport Assessment
December 2008
39
Integrated Accommodation Services
NAP Benhall New Build
7.3.2
Furthermore, the flows derived from SATURN informing the highway impact assessment will
also include wider traffic passing the site associated with other schemes in the model area.
7.4
Trip Generation
Vehicular Trip Generation
7.4.1
In order to consider the relative implications of the development proposals, it is necessary to
calculate the number of vehicular trips that are anticipated to be generated, as a result of the
scheme.
7.4.2
A survey was undertaken to identify the level of trips in the AM and PM peaks generated by the
800 staff who will be relocating from the Oakley site. However, it was surmised that the number
of trips did not fairly reflect the likely trip generation once relocated to NAP Benhall, given that
the level of parking available will constrain private vehicular use to a greater degree than at
Oakley, where 700 parking spaces are currently available compared to the 465 proposed at
NAP Benhall.
7.4.3
The industry standard software programme TRICS (2008b) was therefore used in order to
establish the likely profile of the quantity of vehicles arriving and departing to and from the NAP
Benhall site, over and above the existing generation of the site.
7.4.4
The use of TRICS enables trip generation rates to be derived based on a selection of sites with
similar characteristics including Gross Floor Area (GFA) and / or employee numbers, site
location and accessibility. In this instance, the number of employees was considered as the
principal factor in the calculations by virtue of the specific characteristics and security
requirements of the site.
7.4.5
Section 2.4 discussed the hours of operation for the site, with the NAP Benhall facility
operating a 24-hour day system which results in trips being slightly more spread, rather than
concentrated to the traditional daytime period. Notwithstanding this, Figure 2.2 demonstrated
how the key operational times for the site occur during the morning and evening periods when
vehicles arrive to and leave from the site. This coincides with the peak traffic times for the local
highway network (0800-0900 and 1700-1800), as identified as part of SW discussions with
GCC in relation to the scope of this assessment, and the CSV SATURN Model.
7.4.6
Therefore, sites have been selected within the TRICS database that reflect a similar profile to
NAP Benhall in relation to the main hours of operation between the 12 hour period 0700-1900.
7.4.7
A total of eleven sites were selected in TRICS, using the ’office’ land use category. This has
enabled an arrivals and departures profile to be calculated for the AM (0800-0900) and PM
(1700-1800) peak hours, with the results of the analysis presented below in Table 7.8.
Appendix C provides information of the sites selected, and the associated TRICS output files.
TABLE 7.8 TRICS Calculated Vehicular Trip Generation Rates (per employee)
Arrivals Departures Combined
0.24
0.03
0.27
AM
0.03
0.19
0.22
PM
Transport Assessment
December 2008
40
Integrated Accommodation Services
NAP Benhall New Build
7.4.8
The vehicular trip generation presented in Table 7.8 above represents a per employee
vehicular trip rate. It is understood that the proposed development will enable the re-location of
approximately 800 employees from the Oakley site, to the east of Cheltenham, to the proposed
new facilities at the NAP Benhall site.
7.4.9
By applying the trip rates presented in Table 7.8 to the number of employees anticipated to use
the new facilities, the number of trips associated with the NAP Benhall site can be calculated
for the AM and PM peak hours. The results of this calculation are presented in Table 7.9
below, and represent the level of trips that will be expected to be generated, in isolation of
measures such as Travel Planning and the promotion of sustainable modes of transport, which
could reduce the level of trips associated with the NAP Benhall site.
TABLE 7.9 Estimated NAP Benhall Trips associated with the proposed scheme
Arrivals Departures Combined
AM
191
21
212
PM
21
154
175
7.4.10
Analysis of Table 7.9 indicates that the proposed development will generate approximately 212
combined trips in the AM Peak Hour, and 175 in the PM Peak Hour, in addition to the trips
which are currently generated by the NAP Benhall facility. It should be borne in mind however,
that although these trips will be additional to the site, they effectively represent the relocation of
staff from the existing Oakley site, rather than completely new trips.
7.4.11
The quantity of trips associated with the proposed new facility at the NAP Benhall site therefore
represents a re-distribution of existing trips which are already on the highway network (currently
associated with the Oakley facility), as opposed to new trips. However, given the differing
contexts in parking per employee between the two sites, it is envisaged that the associated trip
levels in the AM and PM peak will differ.
7.4.12
In order to account for this re-distribution of trips, as discussed, an assessment has been made
of the quantity of trips associated with the Oakley site. A traffic survey was undertaken at the
entrance of the Oakley site. The results of this analysis are presented in Table 7.10, and
represent the level of vehicular trips associated with unconstrained conditions at this site.
TABLE 7.10 Oakley site vehicular traffic information
Arrivals
Departures
Combined
AM
218
5
223
PM
5
147
152
7.4.13
Analysis of Table 7.10 indicates that the Oakley site generates approximately 223 combined
trips in the AM Peak Hour and 152 in the PM Peak Hour. This data is commensurate with the
trip generation analysis that has been established using the TRICS database and has been
used to establish any effects of the re-distribution of traffic associated with the development
proposals. This is discussed further using the trip distribution information presented below.
Transport Assessment
December 2008
41
Integrated Accommodation Services
NAP Benhall New Build
Modal Share
7.4.14
As part of the consideration of trip generation, it is important t consider the relative modal share
likely to be exhibited by employees travelling to and from work. Journey to work information has
been used to determine the local travel mode split for the site as shown in Table 7.11. This
illustrates that the percentage of people driving a car or van to work accords closely with the
trip levels proposed, given that the maximum parking demand has been shown in Section 8.5
to total 460. The level of parking demand is therefore commensurate with the modal split
attributable for Car Drivers, if one considers that 57% of 800 is equivalent to 456 car drivers.
TABLE 7.11 Estimated Modal Share
Modal
Share
Relocated
Staff
Mode
Car
Driver
Car
Passenger
Walking
Cycling
Public
Transport
Motorcycle
Home
Working
57%
5%
11%
8%
6%
2%
11%
7.4.15
The most important trend to draw from this table is that a high level of walking and cycling are
estimated at 11% and 8% respectively, which is greatly above the average split for the local
level, and hence highlights the importance of these modes for travelling to and from the site.
7.4.16
The use of Public Transport also forms part of a majority of people’s journeys to work at 5%,
and identifies the opportunity to promote such use in the context of the revised Travel Plan to
be delivered on site.
7.5
Trip Distribution
7.5.1
As discussed above, the development proposals will result in the re-location of employees at
the Oakley site to the new facility at NAP Benhall, and an associated re-distribution of trips on
both the wider and local highway network.
7.5.2
It has been assumed in preparing the distribution, that traffic associated with the new build will
route to and through the Main Site access, given that car parking provision associated with this
will be internal to the main security cordon. The construction of the new build, will also decant
614 existing car spaces to the new multi level car park, however these will remain internal to
the main security cordon accessed through the Main Gate only. Therefore it is assumed that no
local rerouting of traffic will occur between the three car park access points, as shown in Figure
5.1.
Strategic Distribution
7.5.3
In order to quantify the effects of the relocation in relation to distribution of traffic, postcode
information for current employees of the Oakley site was used to establish the existing
distribution of vehicular trips in combination with the industry standard software programme
ArcView GIS (3.2a).
Transport Assessment
December 2008
42
Integrated Accommodation Services
NAP Benhall New Build
7.5.4
A total of six feeder route choices were identified using a combination of a web-based route
planner and local highway information gained from site visits. For continuity, the same route
choices were used for both the Oakley and NAP Benhall sites, however the proportion of
employees using the identified routes differed due to the respective locations of the sites, either
side of Cheltenham.
7.5.5
Table 7.12 presents the results of the analysis for both the Oakley and NAP Benhall sites.
TABLE 7.12 Proportional Distribution for existing and proposed sites
Route
Oakley Site
NAP Benhall site
A40 West
A46
A435 South
A40 East
A435 North
Cheltenham
TOTAL
34.9%
1.43%
2.04%
3.06%
15.51%
43.06%
100%
40.41%
1.43%
2.04%
3.06%
10.00%
43.06%
100%
7.5.6
As Table 7.12 identifies, the relocation of employees to the NAP Benhall site will result in a
slight change in the distribution of trips on the highway network; however further detail is
required to establish any impact on the local network, with Cheltenham representing the origin
of approximately 43% of all journeys, for both sites.
7.5.7
The location of the existing and proposed sites to the east and west of Cheltenham respectively
has an effect on the local distribution of trips originating within Cheltenham. Consideration has
therefore been given to the trips using the A4013 Princess Elizabeth Way and A40 Gloucester
Road in the vicinity of the site, as discussed below, as these connections provide the primary
access points between the site and the local network and are therefore likely to be the most
used routes, with any additional traffic dissipating with distance from the site.
Local Distribution – Cheltenham to Oakley site
7.5.8
Table 7.12 identifies that approximately 43% of traffic travelling to the Oakley site originates
within the Cheltenham area. As the Oakley site is located to the east of Cheltenham, it follows
that a proportion of this traffic will not pass through the identified links (A4013 Princess
Elizabeth Way and the A40 Gloucester Road), which are located to the west of Cheltenham.
For example, an employee living in central Cheltenham and commuting to the Oakley site is
unlikely to use the identified links.
7.5.9
It has therefore been assumed that approximately 10% of the trips originating from within
Cheltenham and travelling to the Oakley site could pass along said links; i.e. 4.3% of the total
distribution. Of this 4.3%, it has been further assumed that 23% would originate from the area
around the A4013 Princess Elizabeth Way, 54% from the A40 Gloucester Road east of the
Princess Elizabeth Way junction, and the remaining 23% from the A40 Gloucester Road west
of the Princess Elizabeth Way junction. Table 7.13 summarises the assumptions made.
Transport Assessment
December 2008
43
Integrated Accommodation Services
NAP Benhall New Build
TABLE 7.13 Assumptions for trips originating within Cheltenham travelling to Oakley
site
Proportion of
Description
Oakley trips
Total proportion originating within Cheltenham
43%
Proportion originating to west of identified links
4.3%
Proportion originating from area in proximity to Princess Elizabeth Way
1%
Proportion originating from area in proximity to Gloucester Road West
1%
Proportion originating from area in proximity to Gloucester Road East
2.3%
Cheltenham to NAP Benhall site
7.5.10
The re-location of the office facilities to the west of Cheltenham as part of the NAP Benhall site
may result in an increase in the amount of trips originating within Cheltenham passing through
the identified links. To follow the above example, an employee commuting from central
Cheltenham to the NAP Benhall site may now use the identified links as part of their daily
commute.
7.5.11
It has therefore been assumed that approximately 90% of the trips originating within
Cheltenham and travelling to the NAP Benhall site would use the A4013 Princess Elizabeth
Way or A40 Gloucester Road east of the Princess Elizabeth Way junction on their commute to
work. i.e. 39% of total trips travelling to the NAP Benhall site will pass through the A4013
Princess Elizabeth way or A40 Gloucester Road east of the Princess Elizabeth Way junction.
7.5.12
The distribution of trips has therefore been split equally through both links i.e. 19.5% of total
trips along each link.
7.5.13
It follows that the remaining 10% of Cheltenham traffic (i.e. 4.3% of the total distribution) will
originate within proximity of the A40 Gloucester Road to the west of the Princess Elizabeth
Way junction, as presented in Table 7.14.
TABLE 7.14 Assumptions for trips originating within Cheltenham travelling to NAP
Benhall site
Proportion of NAP
Description
Benhall trips
Total proportion originating within Cheltenham
Proportion originating to east of NAP Benhall site
Proportion originating from area in proximity to Princess Elizabeth Way
Proportion originating from area in proximity to Gloucester Road West (i.e.
west of NAP Benhall site)
Proportion originating from area in proximity to Gloucester Road East
43%
39%
19.5%
4%
19.5%
7.6
Relative Change in Trips following Oakley Relocation
7.6.1
As identified above, there is an element of trip re-distribution associated with the development
proposals. In order to accurately identify the relative change that the redistribution will result in
terms of the highway network, it is necessary to substitute the existing traffic associated with
the Oakley site for that associated with the NAP Benhall proposals, thus obtaining a relative
situation assuming that the proposals were implemented.
Transport Assessment
December 2008
44
Integrated Accommodation Services
NAP Benhall New Build
7.6.2
Tables 7.15 and 7.16 summarise the information presented in Tables 7.9 to 7.14 above, to
establish the net impact of the relocation of employees from the Oakley site onto the NAP
Benhall site in the AM and PM peak hours, respectively. Figures 7.3 and 7.4 illustrate the
percentage distribution for the NAP Benhall and Oakley sites respectively, with Figures 7.5
and 7.6 displaying graphically the net impact of relocation.
TABLE 7.15 Net impact of development proposals – AM Peak Hour combined trips
Route
Oakley Site Nap Benhall site Net impact
15
26
11
M5 North
10
9
0
M5 South
53
51
-3
A40 West
3
3
0
A46
5
4
0
A435 South
7
6
0
A40 East
35
21
-13
A435 North
2
41
39
Princess Elizabeth Way
2
9
7
Gloucester Road West
5
41
36
Gloucester Road East
TOTAL
137
212
75
TABLE 7.16: Net impact of development proposals – PM Peak Hour combined trips
Route
Oakley Site Nap Benhall site Net impact
M5 North
10
21
11
M5 South
7
8
1
A40 West
36
42
6
A46
2
3
0
A435 South
3
4
0
A40 East
5
5
1
A435 North
24
18
-6
Princess Elizabeth Way
2
34
32
Gloucester Road West
2
8
6
Gloucester Road East
3
34
30
TOTAL
93
175
82
7.6.3
Analysis of Tables 7.15 and 7.16 identifies that the proposed relocation of facilities to the NAP
Benhall site is expected to result in an overall net increase of 75 combined trips in the AM Peak
Hour and 82 combined trips in the PM Peak Hour.
7.7
Summary
7.7.1
The analysis presented above has subsequently allowed for a 2016 Do Something scenario to
be established, considering the incremental subtraction of existing Oakley related trips and
respective addition of NAP Benhall relocated trips from the 2016 Do Minimum situation. The
flows for the AM and PM peak hours are summarised in Figures 7.7 and 7.8.
Transport Assessment
December 2008
45
2
23 9
5
36
13 1
1
7
7 5
114
1399
5
Fiddler’s Green Lane
53
105
0
2
12
164
3
0
304
121
5
0
0
0
75
0
539
8
110 2
1
9
1
47
51
63
5887
35 8
9
98 0
13
17
100
265
0
1
0
9
24 8
16
84
759
Hubble Road
Hubble Road
A40 Gloucester Road
A40 Gloucester Road
9
18 1
46
2
874
80
8
32 62
21
28
6778
154
NOT TO SCALE
Crown Copyright. All rights reserved.
License number 0100031673
183
A40 Gloucester Road
0
0
14
35
0
1005
167
0
0
1
0
81
1067
A4013 Princess Elizabeth Way
Turning Movements
2016 Do Minimum AM 0800 - 0900 (in PCUs)Whittington Road
Figure 7.1
Drawing Ref:M:\Development Control\D120585 NAP Benhall\Drawings\Freehand\Turning Movements
3
11 09
9
24
1
73
8
86 3
2
4
3538
12
Fiddler’s Green Lane
269
254
3
18
1
100
0
0
0
0 3
44
0
677
2
119 0
6
57 4
11
0
1
4 03
170
249
35
155
1
1
0
3
34 1
29 7
18
11
25
1456
52
886
Hubble Road
Hubble Road
1
276
127
2
A40 Gloucester Road
A40 Gloucester Road
2
47 6
28
0
1548
16
6
33 50
23
27
1072
149
NOT TO SCALE
Crown Copyright. All rights reserved.
License number 0100031673
143
A40 Gloucester Road
0
0
13
15
0
1173
187
0
60
53
0
50
1120
A4013 Princess Elizabeth Way
Turning Movements
2016 Do Minimum PM 1700 - 1800 (in PCUs)Whittington Road
Figure 7.2
Drawing Ref:M:\Development Control\D120585 NAP Benhall\Drawings\Freehand\Turning Movements
29%
26%
55
%
Hubble Road
55%
29%
26%
26%
55%
A4013 Princess Elizabeth Way
%
55
%
55
%
100
26%
%
55 %
45
A40 Gloucester Road
A40 Gloucester Road
%
45
45%
45%
NOT TO SCALE
A40 Gloucester Road
Crown Copyright. All rights reserved.
License number 0100031673
NAP Benhall Site Distribution
Whittington Road
Figure 7.3
Drawing Ref:M:\Development Control\D120585 NAP Benhall\Drawings\Freehand\Distribution
Hubble Road
1%
1%
1%
A4013 Princess Elizabeth Way
36%
1%
36%
A40 Gloucester Road
A40 Gloucester Road
36%
36%
NOT TO SCALE
A40 Gloucester Road
Crown Copyright. All rights reserved.
License number 0100031673
Oakley Site DistributionWhittington Road
Figure 7.4
Drawing Ref:M:\Development Control\D120585 NAP Benhall\Drawings\Freehand\Distribution
0
0
0
0
0
0
000
000
0
0 00
00
0
0 0 0
010 0
0 1 11
0
0
Fiddler’s Green Lane
0
0
0
0
0
0
0
106 0
0
106
0
0
0
0
0
0
0
0
0
0
0
A40 Gloucester Road
1
0
0
0
06
1
06
0
0 00 -78
0
8
7
0 0
0 0
47 5 0
-2 0 0 3
2
A40 Gloucester Road
A40 Gloucester Road
0
0 09 9
0
0
0
0 85 0
85 0 00
0 0
0
Key
0
0
0 00 0
0
0
1
0 06
1
0 06
0
0
11
0 11 9
0 9
0
0 0 0
0 0 0
0 0 0
0 0
0
0
0
0 91 191
01 0 0
0 0 0
0
0
06 0
6 10
0
0
1
0
0
0
9
0
9
1
11
01 0
0
0
066
055
0 50 50
2 0 -2
Hubble Road
Hubble Road
2 NAP Benhall Traffic
0 Oakley Traffic
-2 Net Result (NAP Benhall - Oakley)
0
0 00 0
0 00
0 00
0
000
000
550
0 00
0 00
0 00
0 00
56 56
0 0 0
0
A4013 Princess Elizabeth Way
5
5 8 8
0 8 0 -7
78
0 0
0 0 2
-2 0 0
0
NOT TO SCALE
Crown Copyright. All rights reserved.
License number 0100031673
0 0 0
Turning Movements
Net Development Trips AM 0800 - 0900
Whittington Road
Figure 7.5
Drawing Ref:M:\Development Control\D120585 NAP Benhall\Drawings\Freehand\Turning Movements
0
0
0
0
0
0
000
000
0
0 00
00
0
0 0 0
08 0 0
0 5 85
0
0
Fiddler’s Green Lane
0 0
0 0 0
0 0 0
11 11 0
0
0
0
0
0
0
0
0
0
0
0 0 0
9 90 0
0 0 0
0
Key
A40 Gloucester Road
0
0
0
0 00 -2
2 0 0
0
0
0
11
11
0 0
0
5
-53 05 0
53
A40 Gloucester Road
A40 Gloucester Road
0
0
0 9 69
06
0
0
5
58
08 0 0
0
0
0 00 0
0
0
1
0 1 11
0 0
0
85
0 85 69
0 69
0
0 0 0
0 0 0
0 0 0
0 0
0
0
0
0 21 21
0 0 0
0 0 0
0
0
11 0
11 0
0
0 0
0
0 69
69
0 45 45
0 40 40
05 5
00 0
Hubble Road
Hubble Road
2 NAP Benhall Traffic
0 Oakley Traffic
-2 Net Result (NAP Benhall - Oakley)
0
0 00 0
0 00
0 00
0
0 0 0
0 0 0
39 40 1
0 00
0 00
0 00
0 00
6 6 0
-1 0 1
A4013 Princess Elizabeth Way
0 0 3
0 3 0 50
-5 0
0
9
0 90 -2
2
NOT TO SCALE
Crown Copyright. All rights reserved.
License number 0100031673
0 0 0
Turning Movements
Net Development Trips PM 1700 - 1800
Whittington Road
Figure 7.6
Drawing Ref:M:\Development Control\D120585 NAP Benhall\Drawings\Freehand\Turning Movements
2
23 9
5
36
13 1
1
7
7 5
114
1509
5
Fiddler’s Green Lane
59
110
0
2
12
270
3
0
352
121
3
6
10
0
0
84
0
539
0
103 2
1
9
1
1
98 95
24
26
100
265
0
1
0
1
26 8
16
47 7
15
63
7797
35 8
134
757
Hubble Road
Hubble Road
A40 Gloucester Road
A40 Gloucester Road
9
18 0
47
2
960
80
8
32 60
21
28
7620
147
NOT TO SCALE
Crown Copyright. All rights reserved.
License number 0100031673
183
A40 Gloucester Road
0
0
14
35
0
1005
172
0
0
1
0
137
1067
A4013 Princess Elizabeth Way
Turning Movements
2016 Do Something AM 0800 - 0900 (in PCUs)
Whittington Road
Figure 7.7
Drawing Ref:M:\Development Control\D120585 NAP Benhall\Drawings\Freehand\Turning Movements
3
11 09
9
24
1
73
8
86 3
2
4
4398
12
Fiddler’s Green Lane
314
294
3
18
1
112
0
11
0
0 2
51
0
677
0
119 0
6
57 4
11
0
1
4 14
255
318
35
155
1
1
0
8
42 1
29 9
19
11
46
1456
57
886
Hubble Road
Hubble Road
1
281
121
9
A40 Gloucester Road
A40 Gloucester Road
2
47 5
35
0
1638
16
6
33 97
22
27
1160
149
NOT TO SCALE
Crown Copyright. All rights reserved.
License number 0100031673
143
A40 Gloucester Road
0
0
13
15
0
1173
226
0
60
53
0
56
1119
A4013 Princess Elizabeth Way
Turning Movements
2016 Do Something PM 1700 - 1800 (in PCUs)
Whittington Road
Figure 7.8
Drawing Ref:M:\Development Control\D120585 NAP Benhall\Drawings\Freehand\Turning Movements
Integrated Accommodation Services
NAP Benhall New Build
8
Parking
8.1
Parking Context
8.1.1
NAP Benhall currently has approximately 5700 members of staff who have access to 2864 car
parking spaces. The number of parking spaces has remained the same since NAP Benhall
opened in 2003, however due to ever increasing security demands in the work carried out by
NAP Benhall, the numbers of staff have expanded from 4400 in 2003, to 5700 in 2008, an
additional 2100 members of staff with no additional parking facilities. Furthermore, 137
motorcycle spaces and 779 cycle spaces are also currently provided on site.
8.1.2
In contrast, Oakley has 800 members of staff, with an existing provision of 700 car parking
spaces. Therefore the parking environments of the site differ considerably with Oakley parking
provision effectively demand led, with surplus parking on site for the level of staff, whereas
NAP Benhall operates in a more constrained environment with high demand on site.
8.1.3
With the relocation to NAP Benhall, Oakley staff will be subject to the same conditions currently
experienced by those at NAP Benhall. It is therefore important that sufficient provision is
available alongside a relocation programme and Travel Plan to mitigate the potential for
displaced parking in residential streets, whilst at the same time encouraging staff and visitors to
travel in a more sustainable mode.
8.2
Parking Guidelines
8.2.1
Maximum Vehicular Parking Guidelines are provided by councils and local authorities, in
accordance with PPG13, to assist developers in identifying the appropriate car parking
provision for each development site.
8.2.2
The guidelines prepared and identified by GCC and adopted by Cheltenham Borough Council
(CBC), will need to be considered in any Transport Assessment associated with the proposals.
8.2.3
The standards presented below in Table 8.1 details the number of spaces which will be
permitted by GCC and CBC in relation to the new office space provided for the staff relocating
from Oakley Hall.
TABLE 8.1 GCC’s guidelines for parking provision
Land Use
(gross floor space)
B1 (a)&(b) Office /
R&D over 1000 sq
m
RPG10
Standards within Gloucestershire
PPG13 Max
Standard
Standard
Cent Svn Vale
Elsewhere
1 / 30 sq m *
1 / 30 sq m
1 / 42 sq m
1 / 35 sq m
* PPG13 standard for Office developments applies to developments larger than 2500 sq.
8.2.4
The standard applicable to NAP Benhall is that for B1 Office land use in the Central Severn
Vale that includes Cheltenham. The relevant standard therefore is 1 parking space per 42 sqm.
Transport Assessment
December 2008
46
Integrated Accommodation Services
NAP Benhall New Build
8.3
Parking Proposals
8.3.1
Based on the above standards, the total number of spaces therefore acceptable is based on
19,204 sqm B1 office divided by 42 sqm that results in 449 car parking spaces which will be
provided for the staff relocating from Oakley. NAP Benhall are seeking to provide 465
additional car parking spaces with is commensurate with the numbers detailed above. These
spaces will be provided in a low level multi-deck car park.
8.3.2
This number of car parking spaces is in line with GCC’s and CBC’s policies of encouraging
alternative sustainable modes of transport, and assumes that not all 800 relocated staff from
Oakley Hall will travel to work by car, as is the situation with staff currently at NAP Benhall.
Car Parking
8.3.3
To accommodate the increased parking demand on site associated with the construction of the
new build, as discussed in the Chapter 2, it is proposed that a new three level multi-level car
park be constructed to the south east of the main doughnut building, on a block commonly
referred to as A2.
8.3.4
The low level multi deck car park has been specially designed with its neighbours in mind.
Features of the car park include a separate access for each level to ensure a beneficial
movement of vehicles and a basement level underground ensuring the height of the building
does not impinge on the local resident’s visibility and views.
8.3.5
The car park will accommodate both the new parking quantum and car parking spaces which
will be displaced on the NAP Benhall site in order to accommodate the new build which will
house the 800 staff relocating from Oakley.
8.3.6
The new block will displace 614 existing spaces in total which are intended to be relocated,
whilst 465 new spaces are proposed to cater for staff members from the Oakley site. This will
provide 1079 parking spaces.
8.3.7
The provision of 465 newly created spaces for the Oakley staff is commensurate with GCC
maximum parking standards for 19,204 sq metre B1 Office, which advises that 457 spaces
should be provided for a development of that size and type.
Cycle and Motorcycle Parking
8.3.8
Cycle parking also requires consideration within the planning application and TA. CBC’s
standards, as presented in ‘Cheltenham Borough Local Plan – Second Review, adopted July
2006’, detail that 1 space should be provided for every 166 sq metre. Applying this to the
19,204 sq metre of new office space, suggests that 116 cycle spaces need to be provided.
8.3.9
As discussed, currently on site, there are 779 cycle spaces. These will increase by 25% in
accordance with the application, with an additional 195 cycle parking spaces, this is
approximately 80 more then advocated by CBC’s standards, and reflects GCHQ’s commitment
to promote this mode of transport.
Transport Assessment
December 2008
47
Integrated Accommodation Services
NAP Benhall New Build
8.3.10
34 additional motorcycle cycle parking spaces, or what is termed as Powered Two Wheelers
(PTW) by GCHQ, will also be provided on site; again this is a 25% increase from the existing
quantum of 137 spaces.
8.3.11
In addition to the new cycle and motorcycle parking created, 280 existing cycle parking spaces
and 93 existing motorcycle parking spaces will be relocated due to the location of the new
build. These will be strategically located in areas which are easily accessible both from the
main security access to the site, and the main building.
8.4
Parking Strategy
8.4.1
High demand is present on site for car parking spaces and as such it has been important to
develop a strategy to manage the existing demand and maximise utilisation for on site parking
at NAP Benhall. The site therefore employs a system called the ‘Rainbow scheme’ (details of
which have been sought by external groups looking to replicate its success) comprising the
organisation of parking according to specific car park areas and the conditions related to the
duration of parking, with each parking scheme allocated a particular colour. The Rainbow
scheme has been operating since 2004.
8.4.2
Details of the various parking schemes are provided below, and particular emphasis is given to
promoting car sharing through this scheme.
Yellow scheme
8.4.3
The yellow scheme provides a guaranteed space in a premium location on site for five days a
week for those who wish to drive regularly to site. Spaces are allocated based on one space
per a minimum of two individuals who agree to share a space either through a standard car
sharing arrangement or by sole use of the space on alternate days/weeks etc.
8.4.4
It is understood that up to 4710 members of GCHQ/IAS have formed car – or – space sharing
teams. There are currently 1153 car parking spaces available in the yellow scheme.
Orange scheme
8.4.5
The orange scheme caters for members of staff that have special access requirements in
relation to the working environment, including disabled users. There are currently 113 car
parking spaces available under the orange scheme which are always provided in prime
locations. The members of staff with access to this scheme are regularly reviewed, however
there are currently 107 members.
8.4.6
Allocation of spaces under this scheme is the responsibility of a separate panel representing a
cross section of the department; each headed by a senior member of GCHQ.
Transport Assessment
December 2008
48
Integrated Accommodation Services
NAP Benhall New Build
Red Zone
8.4.7
Parking spaces are available to meet ad hoc business needs for GCHQ staff based in
alternative locations from NAP Benhall e.g. those who remain at Oakley in the medium term,
and those seconded to posts in London and elsewhere. A number of spaces in this zone can
be booked for a full day, while other spaces are short stay, which is available for up to two
hours; a small number of spaces are also available for shift workers and emergency use.
8.4.8
In addition to the above there are 15 contingency spaces which are only available for allocation
by the car park management team. These are used for things like short-term medical issues.
Green scheme
8.4.9
The Green scheme offers occasional drivers the opportunity to drive to NAP Benhall on a fixed
number of days, whilst using a different means of transport as the norm; this may be cycling,
PTW, bus, Park and Ride, walking or being dropped off at site.
8.4.10
It is understood from information available from GCHQ that 576 members of GCHQ/IAS staff
have committed not to drive every day. These staff may however book a limited number of
spaces. Under the green scheme, initial users are given 3 credits and earn one additional credit
for every managed week. The credits add up and equate to parking spaces which can be used
in addition to the user’s allocation. Users of this scheme are able to have access to every
unused space in the car park, so in theory should always be able to book a space. In addition,
this is the only scheme group who can book a space on the day by calling one number.
Blue, Indigo and Violet Scheme
8.4.11
As well as the multiple schemes identified above to encourage or cater for car sharing,
alternative modes of travel and those with special access requirements, the scheme also
provides for Single Occupancy Vehicular (SOV) Use. Given that the ethos on site is to promote
the uptake through the Travel Plan of alternative modes of travel, the strategy looks to limit the
level of SOV use possible for vehicles travelling to and from the site. Three schemes are
therefore available these are as follows:
• Blue scheme: Cars are allowed to park in these zones three days out of four in
addition to Friday which is unmanaged, although spaces in this zone cannot be
booked. There are 1149 spaces that are available on a first come first served basis,
with 1151 members currently signed up to the blue scheme.
• Indigo scheme: For those SOV users who sign up to the indigo scheme, a booking
service is available which guarantees users a parking space in a prime location, for
two days in every week. There are currently 93 spaces with 153 members.
•
Violet scheme: For those SOV users who sign up to the violet scheme, a booking
service is available which guarantees users a parking space in a prime location, for
one day in every week. There are 7 spaces in the violet scheme with 15 members.
Transport Assessment
December 2008
49
Integrated Accommodation Services
NAP Benhall New Build
Summary
8.4.12
The Rainbow Parking scheme in its existing format is considered an innovative strategy in
managing car parking demand, and supporting the uptake of alternative modes of travel.
However, similar to the Travel Plan, the need for improved monitoring is required to ensure that
the strategy adapts to changing needs and that all car parking spaces remain fully utilised. This
is particularly important in the context of adapting the parking strategy to incorporate the
employees associated with the new build prior to relocation.
8.4.13
It is therefore proposed that through the Travel Planning process, the performance of the
strategy is monitored and tested to determine any improvements that could be made prior to
occupation of the site, as well as how the strategy will be modified to encompass the new
parking spaces provided. The overarching aim of this process will be to ensure a smooth
transition from Oakley, a demand led car parking scenario, to NAP Benhall.
8.4.14
Further information regarding the Rainbow Scheme and other facilities / measures for
alternative transport users is discussed as part of the Travel Plan Review Progress Note which
accompanies this document.
8.5
Parking Accumulation
8.5.1
To illustrate that the 465 car parking spaces proposed for the new build at NAP Benhall is
justified in accommodating the expected demand generated by the 800 employees relocating
from Oakley, a parking accumulation survey has been undertaken.
8.5.2
By looking at the forecast movements into and out of the site across the main hours of
operation (0700 -1900) it is possible to establish the maximum number of spaces utilised at any
one point. Two sources of information have been utilised to inform this assessment, the first of
these is the 12 hour trip rate taken from the TRICS assessment conducted in Section 7.4,
which illustrates the total number of arrivals and departures shown in Table 8.2.
TABLE 8.2 Estimated 12 hour NAP Benhall Trips associated with the proposed scheme
Arrivals Departures Combined
0700 -1900
626
604
1230
8.5.3
Given that the existing profile of arrivals and departures on site is available, and GCHQ is likely
to have differing patterns of movement to a typical office development outside of the peak
hours, SW have looked to apply this existing profile at NAP Benhall, shown in Figure 2.2, to
the total level of trips between 0700 – 1900. The AM and PM peak hour arrival and departure
flows have been fixed within this assessment, with the remaining 12 hour flows apportioned by
the existing 12 hour arrival and departure profile.
Transport Assessment
December 2008
50
Integrated Accommodation Services
NAP Benhall New Build
8.5.4
In addition to the above process, it was important to determine the level of cars likely to be
onsite at the beginning of the 12 hour period. Discussions with GCHQ security team indicate
that on average 150 car parking spaces (out of 1686) on the main site are occupied in the
existing case at 0700. This therefore suggests 8.7% utilisation at this hour of the morning,
which when applied to the proposed 465 spaces proposed suggests a starting total of 41
vehicles. The result of the parking utilisation assessment is presented in Figure 8.1.
FIGURE 8.1 Parking Accumulation associated with the proposed scheme
Parking Accumulation (No.)
500
450
400
350
300
250
200
150
100
50
1800 - 1900
1700 - 1800
1600 - 1700
1500 - 1600
1400 - 1500
1300 - 1400
1200 - 1300
1100 - 1200
1000 - 1100
0900 - 1000
0800 - 0900
0700 - 0800
0600 - 0700
0
Time
8.5.5
The above graph illustrates that a maximum of 460 vehicles are observed on site during the
day at 1300 - 1400, thereby confirming that 465 spaces is appropriate to accommodate the
demand associated with the relocation of staff from Oakley.
8.6
Off-Site Parking
Current Situation
8.6.1
As part of the consultation process associated with proposals for the site, an existing issue was
identified in relation to offsite parking, and more specifically GCHQ appointed contractors, who
provide day-to-day support to permanent staff.
8.6.2
1100 contractors are currently employed at Benhall, the majority of which have specific
arrangements to park off road using local parking areas in hotels and other facilities. However,
a proportion of these do not have such arrangements and therefore park on the local road
network,
in
some
instances
infringing
on
carriageway
width
and
the
manoeuvrability/passageway of vehicles along these roads.
• Miserden Road Area (south of the A40)
• Havanna Walk Area ( north east new housing area)
• Southerly Drive (eastern new housing area)
Transport Assessment
December 2008
51
Integrated Accommodation Services
NAP Benhall New Build
• Kempton Grove Area (northern area near pedestrian entrance)
• Meadow Close Area (off Fiddlers Green Lane to west of site)
8.6.3
Whilst this cannot be controlled by GCHQ, there are alternatives that can be promoted and
GCHQ in co-ordination with the council are actively seeking to develop and implement a
strategy to address this.
Strategy
8.6.4
In response to the above situation, an incremental approach is being developed independently
of the application to address the contractors parking situation.
8.6.5
This will take the following three stage process:
• Adjustments to the current on-site SOV Parking Scheme to ensure that employees do
not park on the local road network. This will include… with the said strategy due to be
tested during January/February 2009;
• The second part of the strategy is to develop a proposal with Cheltenham Borough
Council to optimise the residual capacity of the Arle Court Park and Ride Facility for
GCHQ contractors; and
• Thirdly, and as a contingency to the failure of plans to utilise the Arle Court Park and
Ride, GCHQ would look to negotiate a GCHQ related Park and Ride solution with
IAS, GCHQ’s service provider, requiring the an alternative off road parking facility.
8.6.6
The above strategy therefore outlines a three-stage approach in addressing the issue and
illustrates GCHQ’s commitment to resolving existing parking problems prior to the relocation of
staff from Oakley. This is particularly important, given that promoting sustainable Transport use
can be undermined by the availability of off-site parking in local streets and therefore sufficient
measures are required, in collaboration with the Local Highway Authority to ensure that offsite
parking is kept to a minimum.
8.6.7
Offsite parking will be monitored through the Travel Planning process to establish the success
of the aforementioned strategy, and to ensure that further problems are not generated through
the relocation of Oakley Staff, and where they are that appropriate actions are then taken. The
monitoring strategy will also include assessing the performance of the Rainbow Parking
Strategy on site in terms of maximising utilisation of available parking spaces to ensure that no
staff vehicles are displaced offsite.
Transport Assessment
December 2008
52
Integrated Accommodation Services
NAP Benhall New Build
9
Highway Network Assessment
9.1
Local Highway Network Junctions
9.1.1
The 2008 Baseline junction assessments have been taken forward as the basis for the
comparison of the 2016 Do Minimum and 2016 Do Something scenarios, the latter identifying
the relative change resulting from the redistribution of Oakley traffic. All scenarios include AM
and PM peak hour tests.
9.1.2
Chapter 7 presents the methodology employed to calculate traffic flows for future year
scenarios, which includes the distribution of development associated traffic.
Hubble Road / GCHQ Entrance Roundabout
9.1.3
Junction capacity analysis has been undertaken using ARCADY software for the roundabout of
Hubble Road and the GCHQ entrance.
9.1.4
The junction analysis identifies that the roundabout is expected to operate within the
recommended capacity threshold in both the 2016 Do Minimum and Do Something scenarios,
for both the AM and PM peak hours. The results of this analysis are shown below in Tables 9.1
and 9.2.
TABLE 9.1 Hubble Road / GCHQ Entrance Roundabout 2016 Do Minimum Scenario
AM (0800-0900)
PM (1700-1800)
Arm
RFC
Queue
RFC
Queue
Hubble Road (W)
0.312
0.5
0.128
0.1
GCHQ Access
0.018
0.0
0.229
0.3
Hubble Road (E)
0.074
0.1
0.186
0.2
TABLE 9.2 Hubble Road / GCHQ Entrance Roundabout 2016 Do Something Scenario
AM (0800-0900)
PM (1700-1800)
Arm
RFC
Queue
RFC
Queue
9.1.5
Hubble Road (W)
0.312
0.5
0.128
0.1
GCHQ Access
0.030
0.0
0.312
0.5
Hubble Road (E)
0.156
0.2
0.204
0.3
In the 2016 Do Something scenario, with the addition of development traffic, the reported RFC
values increase slightly, when compared with the Do Minimum situation. These increases are
relatively minor however, and queuing is not expected to exceed one vehicle on any approach
to the junction.
Transport Assessment
December 2008
53
Integrated Accommodation Services
NAP Benhall New Build
Hubble Road / Car Park ‘D’ Access Junction
9.1.6
An operational analysis was undertaken using PICADY for the Hubble Road, Car Park ‘D’
access for the 2016 Do Minimum Scenario.
9.1.7
The results of this analysis are shown below in Table 9.3 and illustrate that all arms continue to
operate below the recommended capacity threshold and are free of queuing in both the AM
and PM peak hours.
TABLE 9.3 Hubble Road / Car Park ‘D’ Access Junction 2016 Do Minimum Scenario
Arm
9.1.8
AM (0800:0900)
PM (1700-1800)
RFC
Queue
RFC
Queue
Car Park to Hubble Road (West)
0.014
0. 0
0.176
0.2
Car Park to Hubble Road (East)
- Banned Turn
0.003
0.0
0.134
0.2
Hubble Road (West) to Car Park
– Banned Turn
0.319
0.4
0.002
0.0
Given that a strong number of illegal right turn movements are observed both to and from the
site, it is proposed, with the construction of the new build, to enable all movements at the
junction. The proposed improvements to the junction are illustrated in Appendix B, whilst
Table 9.4 below presents the results of this analysis.
TABLE 9.4 Hubble Road / Car Park ‘D’ Access Junction 2016 Do Something Scenario
Arm
9.1.9
AM (0800:0900)
PM (1700-1800)
RFC
Queue
RFC
Queue
Car Park to Hubble Road (West)
0.014
0. 0
0.181
0.2
Car Park to Hubble Road (East)
- Banned Turn
0.003
0.0
0.134
0.2
Hubble Road (West) to Car Park
– Banned Turn
0.335
0.5
0.002
0.0
The 2016 Do Something indicates a minor increase in RFC, although as this junction is the
access to a car park and the level of parking provided there is not increasing, the junction
maintains a level of operation which is extremely similar to the Do Minimum situation.
Telstar Roundabout
9.1.10
Operational capacity analysis of this roundabout has been undertaken using ARCADY, for both
the 2016 Do Minimum and 2016 Do Something scenarios. The capacity analysis for the 2016
Do Minimum scenario is presented below in Table 9.5.
Transport Assessment
December 2008
54
Integrated Accommodation Services
NAP Benhall New Build
TABLE 9.5 Hubble Road / Telstar Way Roundabout 2016 Do Minimum Scenario
AM (0800-0900)
PM (1700-1800)
Arm
RFC
Queue
RFC
Queue
Telstar Way (N)
0.843
4.6
0.250
0.3
Telstar Way (S)
0.765
3.2
0.260
0.3
Hubble Road (W)
0.009
0.0
0.000
0.0
9.1.11
The results presented above indicate that the junction is expected to operate within the
recommended capacity threshold in both the AM and PM peaks, with queues comparable to
those reported in the 2008 Baseline analysis.
9.1.12
Taking this forward to present a 2016 Do Something scenario, shown in Table 9.6, results in
the roundabout being classified as slightly over capacity in the AM peak hour with an RFC of
1.062 and a respective vehicular queue of 19.9 on the Telstar Way northern arm, and an RFC
of 0.878 and vehicular queue of 6.6 on the Telstar Way southern arm. The PM peak hour
remains largely unchanged with all arms remaining under capacity.
TABLE 9.6 Hubble Road / Telstar Way Roundabout 2016 Do Something Scenario
AM (0800-0900)
PM (1700-1800)
Arm
RFC
Queue
RFC
Queue
Telstar Way (N)
1.062
19.9
0.253
0.3
Hubble Road (E)
0.066
0.1
0.007
0.0
Telstar Way (S)
0.878
6.6
0.269
0.4
Hubble Road (W)
0.011
0.0
0.000
0.0
9.1.13
The increase in RFC on the Telstar Way northern arm can be attributed to the additional
movements generated by the reassignment of traffic from A40 Gloucester Road to Hubble
Road, following the relocation of Oakley staff, taking into consideration the distribution of these
trips and the direction in which they are expected to travel to the site, during the AM peak.
9.1.14
In addition to re-providing the right and u-turn at the Hubble Road entry to the roundabout,
minor improvements have also been proposed to the junction which will:
• Remove existing hatching on Telstar Way north approach to roundabout
• Remove existing hatching on Telstar Way south approach to roundabout
9.1.15
The proposed improvements thereby allow two-lane approaches to the junction, thus dividing
the turning and ahead traffic and allowing the junction to operate more effectively. The
proposed junction improvements are shown at Appendix B and resultant capacity analysis is
summarised below in Table 9.7.
Transport Assessment
December 2008
55
Integrated Accommodation Services
NAP Benhall New Build
TABLE 9.7 Hubble Road / Telstar Way Roundabout 2016 Do Something scenario with the
proposed improvements at Telstar Way entry arms
AM (0800-0900)
PM (1700-1800)
Arm
RFC
Queue
RFC
Queue
9.1.16
Telstar Way (N)
0.394
0.6
0.126
0.1
Hubble Road (E)
0.067
0.1
0.007
0.0
Telstar Way (S)
0.563
1.3
0.174
0.2
Hubble Road (W)
0.011
0.0
0.000
0.0
Analysis of the proposed junction improvements using ARCADY indicate that the modified
junction design would operate effectively on the ground, and improve queuing on each of the
approaches to the junction.
Hubble Road / Pinewood Drive Roundabout
9.1.17
A summary of the 2016 Do Minimum and Do Something performance analyses for the Hubble
Road / Pinewood Drive roundabout are provided below in Tables 9.8 and 9.9.
TABLE 9.8 Hubble Road / Pinewood Drive Roundabout 2016 Do Minimum Scenario
AM (0800-0900)
PM (1700-1800)
Arm
RFC
Queue
RFC
Queue
Hubble Road (S)
0.216
0.3
0.338
0.5
Hubble Road (W)
0.001
0.0
0.121
0.1
Pinewood Drive
0.044
0.0
0.031
0.0
Hubble Road (E)
0.163
0.2
0.114
0.1
TABLE 9.9 Hubble Road / Pinewood Drive Roundabout 2016 Do Something Scenario
AM (0800-0900)
PM (1700-1800)
Arm
RFC
Queue
RFC
Queue
9.1.18
Hubble Road (S)
0.225
0.3
0.408
0.7
Hubble Road (W)
0.001
0.0
0.128
0.1
Pinewood Drive
0.045
0.0
0.032
0.0
Hubble Road (E)
0.260
0.4
0.126
0.1
The junction is expected to operate within the recommended capacity threshold in both the Do
Minimum and Do Something scenarios, with limited queuing occurring in both the AM and PM
peak hours. This is not expected however, to exceed one vehicle on any approach to the
junction, in either scenario.
Transport Assessment
December 2008
56
Integrated Accommodation Services
NAP Benhall New Build
Fiddlers Green Lane / Telstar Way Roundabout
9.1.19
An operational analysis for the 2016 Do Minimum scenario has been undertaken for the
Fiddlers Green Lane / Telstar Way Roundabout. The traffic flows used to undertake the
analysis showed that traffic associated with the proposed development is not expected to utilise
this junction however, and a corresponding Do Something scenario has not therefore been
required to be tested. The results for the 2016 Do Minimum scenario are summarised below in
Table 9.10.
TABLE 9.10 Fiddlers Green Lane and Telstar Way Roundabout 2016 Do Minimum
Scenario
AM (0800-0900)
PM (1700-1800)
Arm
RFC
Queue
RFC
Queue
Hubble Road (W)
0.289
0.4
0.453
0.8
GCHQ Access
0.072
0.1
0.173
0.2
Hubble Road (E)
0.474
0.9
0.304
0.4
9.1.20
The 2016 Do Minimum test suggests that the junction will operate within the recommended
capacity threshold in both the AM and PM peaks, with queuing not being expected to exceed
one vehicle on any of the approaches to the junction.
9.2
Wider Highway Network Junctions
Hubble Road / Princess Elizabeth Way Junction
9.2.1
The operational capacity of the Hubble Road / Princess Elizabeth Way junction has been
analysed for future year scenarios using LINSIG (v 2,4,10,0). This took forward the existing
2008 Baseline model with traffic flows substituted to match the desired future year scenario.
The cycle time has been optimised for both the Do Minimum and Do Something scenarios to
present results which reflect the junction operating as its on-street detectors are designed to.
9.2.2
The 2016 Do Minimum test has been undertaken and the results, shown below in Table 9.11
and 9.12, indicate that there is a slight increase in queuing on the Princess Elizabeth Way
approach. The results show that in the 2016 Do Minimum scenario the highest mean max
queue is 8.9pcu in the AM peak and 11.7pcu in the PM peak.
9.2.3
The Practical Reserve Capacity (PRC) for all links has been determined as 20.9% and 5.3% in
the AM and PM peaks respectively, which further demonstrates that the junction is able to
operate effectively with the Do Minimum traffic flows assigned.
Transport Assessment
December 2008
57
Integrated Accommodation Services
NAP Benhall New Build
TABLE 9.11 LINSIG Junction Analysis, Hubble Road / A4103 Princess Elizabeth Way
Junction, 2016 Do Minimum AM
Degree of
Modelled Mean
Arm
Saturation (%)
Max Queue (pcu)
PEW (South) Left and Ahead
54.0
8.3
Hubble Road Left
8.1
0.5
Hubble Road Right
26.2
1.2
PEW (North) Ahead
74.4
8.9
PEW (North) Right
12.2
0.5
Cycle Time (Secs)
43
PRC (%)
20.9
TABLE 9.12 LINSIG Junction Analysis, Hubble Road / A4103 Princess Elizabeth Way
Junction, 2016 Do Minimum PM
Degree of
Modelled Mean
Arm
Saturation (%)
Max Queue (pcu)
PEW (South) Left and Ahead
85.5
11.7
Hubble Road Left
34.3
2.1
Hubble Road Right
53.1
2.7
PEW (North) Ahead
84.1
10.7
PEW (North) Right
10.0
0.3
Cycle Time (Secs)
36
PRC (%)
5.3
9.2.4
A 2016 Do Something case has also been modelled and the results of which are shown below
in Tables 9.13 and 9.14 for the AM and PM peak hours. In comparison to the 2016 Do
Minimum scenario, there is some marginal increases in queuing, but in real terms is shown to
not affect the overall operation of the junction.
9.2.5
For the Do Something scenario, the additional development traffic has resulted in the PRC
decreasing to 17.6% for the AM peak hour and 4.7% for the PM peak hour, although this
confirms that the junction will remain operating within the recommended capacity threshold.
TABLE 9.13 LINSIG Junction Analysis, Hubble Road / A4103 Princess Elizabeth Way
Junction, 2016 Do Something AM
Degree of
Modelled Mean
Arm
Saturation (%)
Max Queue (pcu)
PEW (South) Left and Ahead
64.4
9.1
Hubble Road Left
8.4
0.5
Hubble Road Right
25.5
1.1
PEW (North) Ahead
76.5
9.0
PEW (North) Right
20.9
0.8
Cycle Time (Secs)
40
PRC (%)
17.6
Transport Assessment
December 2008
58
Integrated Accommodation Services
NAP Benhall New Build
TABLE 9.14 LINSIG Junction Analysis, Hubble Road / A4103 Princess Elizabeth Way
Junction, 2016 Do Something PM
Degree of
Modelled Mean
Arm
Saturation (%)
Max Queue (pcu)
PEW (South) Left and Ahead
85.9
11.9
Hubble Road Left
40.1
2.6
Hubble Road Right
61.4
2.7
PEW (North) Ahead
84.1
10.7
PEW (North) Right
10.0
0.3
Cycle Time (Secs)
36
PRC (%)
4.7
A40 Gloucester Road / Telstar Way / Whittlington Road Junction
9.2.6
The junction of A40 Gloucester Road / Telstar Way and Whittlington Road has been tested for
the 2016 Do Minimum and 2016 Do Something Scenarios using LINSIG.
9.2.7
The 2016 Do Minimum results are shown below in Tables 9.15 and 9.16 for the AM and PM
peaks respectively. The results illustrate that the junction will maintain its ability to operate
within its capacity given the estimated increase in traffic flow. All movements at the junction
remain operating below the maximum recommended capacity threshold in both the AM and PM
peak hour tests.
TABLE 9.15 LINSIG Junction Analysis, A40 Gloucester Road / Telstar Way Signalised
Junction, 2016 Do Minimum AM scenario
Degree of
Modelled Mean
Arm
Saturation (%)
Max Queue (pcu)
A40 East Right
14.4
0.6
A40 East Ahead
88.5
39.2
A40 East Left
2.4
0.2
A40 West Ahead
89.6
32.1
A40 West Left
86.8
15.1
Telstar Way Right
89.8
12.4
Telstar Way Left
24.4
2.5
Cycle Time (Secs)
70
PRC (%)
0.3
TABLE 9.16 LINSIG Junction Analysis, A40 Gloucester Road / Telstar Way Signalised
Junction, 2008 Do Minimum PM scenario
Degree of
Modelled Mean
Arm
Saturation (%)
Max Queue (pcu)
A40 East Right
12.5
0.5
A40 East Ahead
89.6
36.2
A40 East Left
2.2
0.2
A40 West Ahead
84.4
24.2
A40 West Left
14.2
1.0
Telstar Way Right
64.9
4.5
Telstar Way Left
57.3
5.6
Cycle Time (Secs)
54
PRC (%)
0.8
Transport Assessment
December 2008
59
Integrated Accommodation Services
NAP Benhall New Build
9.2.8
The 2016 Do Something results are presented below in Tables 9.17 and 9.18 for the AM and
PM peaks respectively. The results from LINSIG show that the junction is able to maintain the
satisfactory level of operation with optimised cycle times, with no movements exceeding the
recommended maximum degree of saturation threshold of 90%, in either the AM and PM
peaks.
9.2.9
The queue lengths remain largely unchanged when compared directly to the 2016 Do Minimum
case, with only a minor increases shown.
TABLE 9.17 LINSIG Junction Analysis, A40 Gloucester Road / Telstar Way Signalised
Junction, 2016 Do Something AM scenario
Degree of
Modelled Mean
Arm
Saturation (%)
Max Queue (pcu)
A40 East Right
16.4
0.7
A40 East Ahead
86.6
42.8
A40 East Left
2.4
0.3
A40 West Ahead
78.3
29.2
A40 West Left
90.0
19.5
Telstar Way Right
89.7
13.9
Telstar Way Left
25.3
3.0
Cycle Time (Secs)
80
PRC (%)
0.0
TABLE 9.18 LINSIG Junction Analysis, A40 Gloucester Road / Telstar Way Signalised
Junction, 2008 Do Something PM scenario
Degree of
Modelled Mean
Arm
Saturation (%)
Max Queue (pcu)
A40 East Right
12.5
0.5
A40 East Ahead
90.0
36.3
A40 East Left
2.3
0.2
A40 West Ahead
87.8
25.8
A40 West Left
15.2
1.3
Telstar Way Right
87.4
8.7
Telstar Way Left
64.8
7.2
Cycle Time (Secs)
59
PRC (%)
0.0
Benhall Roundabout
9.2.10
The operation of Benhall roundabout has been considered for the future year scenarios; 2016
Do Minimum and 2016 Do Something, using TRANSYT (v 12).
9.2.11
The results of the 2016 Do Minimum analysis are shown below in Tables 9.19 and 9.20 for the
AM and PM peaks respectively. The results presented illustrate that all movements remain
within the recommended operational thresholds with a maximum queue length of 22pcu
occurring on A40 West Ahead movement in the PM peak hour test.
9.2.12
All movements remain under the recommended maximum saturation level of 90% for both the
AM and PM peak hour tests.
Transport Assessment
December 2008
60
Integrated Accommodation Services
NAP Benhall New Build
TABLE 9.19 TRANSYT Junction Analysis, Benhall Roundabout, 2016 AM Peak Do
Minimum
Degree of
Modelled Mean
Arm
Saturation (%)
Max Queue (pcu)
A40 West Left Turn
43
7
A40 West Ahead
61
19
Princess Elizabeth Way
65
20
A40 East Ahead and Right
67
13
A40 East Ahead
65
12
Cycle Time (Secs)
80
TABLE 9.20 TRANSYT Junction Analysis, Benhall Roundabout, 2016 PM Peak Do
Minimum
Degree of
Modelled Mean
Arm
Saturation (%)
Max Queue (pcu)
A40 West Left Turn
55
9
A40 West Ahead
75
22
Princess Elizabeth Way
54
14
A40 East Ahead and Right
89
17
A40 East Ahead
86
16
Cycle Time (Secs)
70
9.2.13
The 2016 Do Something TRANSYT test results for Benhall Roundabout are shown below in
Tables 9.21 and 9.22.
9.2.14
The results confirm that in the ‘with development traffic’ scenario, all movements remain
functioning, with degrees of saturation remaining below the aforementioned 90% threshold.
The maximum queue length identified in the 2016 Do Minimum scenario has increased by 1pcu
in the Do Something scenario.
9.2.15
The modelling has retained the respective AM and PM cycle times of 80 and 70 seconds,
although the offset optimisation function has been run within TRANSYT, in order to reflect the
presence of the demand detection which operates on site.
TABLE 9.21 TRANSYT Junction Analysis, Benhall Roundabout, 2016 AM Peak Do
Something
Degree of
Modelled Mean
Arm
Saturation (%)
Max Queue (pcu)
A40 West Left Turn
40
7
A40 West Ahead
53
16
Princess Elizabeth Way
63
19
A40 East Ahead and Right
71
17
A40 East Ahead
68
13
Cycle Time (Secs)
80
Transport Assessment
December 2008
61
Integrated Accommodation Services
NAP Benhall New Build
TABLE 9.22 TRANSYT Junction Analysis, Benhall Roundabout, 2016 PM Peak Do
Something
Degree of
Modelled Mean
Arm
Saturation (%)
Max Queue (pcu)
A40 West Left Turn
56
9
A40 West Ahead
77
23
Princess Elizabeth Way
55
15
A40 East Ahead and Right
89
17
A40 East Ahead
86
16
Cycle Time (Secs)
70
9.3
Summary of Capacity Appraisal
9.3.1
Junction capacity analysis has been undertaken for each of the identified local highway
junctions surrounding the GCHQ site and this has been undertaken using industry standard
software programs PICADY 5 for uncontrolled priority junctions and ARCADY 6 for uncontrolled
roundabouts.
9.3.2
The wider highway network junctions have also been considered, and this analysis has been
facilitated using LINSIG (v 2,4,10,0) for signalised junctions and TRANSYT (v 12) for signalised
roundabouts.
9.3.3
All of the junctions have been shown to operate within their operational capacity in both the
2016 Do Minimum and 2016 Do Something scenarios, with the exception of one local junction;
Telstar Way / Hubble Road roundabout. In response to this, proposed improvement measures
have been suggested which if implemented would have a positive effect on the operational
capacity of the roundabout.
9.3.4
In terms of the wider highway network, the analysis indicates that each of the junctions are
capable of operating effectively in the Do Minimum and Do Something scenarios in their current
form, with some marginal increases in queuing following the proposed relocation of Oakley
based staff.
Transport Assessment
December 2008
62
Integrated Accommodation Services
NAP Benhall New Build
10
Conclusions
10.1.1
This Transport Assessment has been prepared on behalf of IAS in support of the proposed
relocation of staff from the existing Oakley site, onto the more modern, larger facility at NAP
Benhall. The Benhall facility currently accommodates approximately 6000 employees, although
due to the nature of the business undertaken and the constant 24-hour operation of the site,
these staff are not all present concurrently.
10.1.2
The existing NAP Benhall site comprises an out of town B1 office land use, located to the west
st
of Cheltenham, which was developed at the beginning of the 21 century, to ensure GCHQ
could continue to evolve and stay ahead of the ever intensifying demands for intelligence and
security advice in the UK. The latest phase in the development of GCHQs business is therefore
for the operations in Cheltenham to be consolidated onto one site.
10.1.3
The relocation proposals will see the 800 staff who are currently based at Oakley, transferred
onto NAP Benhall, as a move to consolidate and increase the efficiency of GCHQs business.
10.1.4
A Scoping Report was prepared and issued to GCC, following a meeting with their officers in
September 2008. The scope set out the principal issues that the TA would consider and
established the relevant study area on which the analysis would be based.
10.1.5
This was further informed by a period of consultation which sought to engage the local
community and ensure that they were fully informed of the proposed relocation programme.
From a transport perspective, this approach has put transport provision as one of the key
factors in the design of the new build by providing the necessary physical environment for the
promotion of sustainable travel incentives, whilst retaining the security requirements of GCHQ.
10.1.6
Particular emphasis has been placed upon sustainable transport modes, which are accessible
to the employees and users of the site and a comprehensive review of walking, cycling and
public transport facilities has been undertaken as part of the TA.
10.1.7
This has identified that the site at NAP Benhall is well catered for in terms of both commuting
and leisure routes which can be used by pedestrians and cyclists. In addition, there are trafficfree and recommended cycle routes which connect the site with the local area, town centre and
public transport facilities such as the Cheltenham Spa Rail Station.
10.1.8
There are frequent bus and rail services which operate locally, establishing excellent public
transport connections to the local residential areas, the town centre and Gloucester and
onward destinations further afield such as Birmingham and London, respectively.
10.1.9
GCHQ have made considerable investments into the local infrastructure and services available
in the vicinity of the site in recent years and are committed, through the evolution and
management of their Travel Plan, to promote the use of sustainable transport modes in
preference to the private motor car.
Transport Assessment
December 2008
63
Integrated Accommodation Services
NAP Benhall New Build
10.1.10
As part of the continuing drive to encourage this ethos, a Travel Plan Strategy Note has been
produced outlining GCHQ’s commitment to and structure for implementing a revised Travel
Plan on site, prior to occupation of the new build. This will include consideration of how best to
integrate those staff relocating from Oakley. A particular need has been identified within the
note for improved monitoring and marketing of the Travel Plan, to ensure the continuing
success and evolution of the Travel Plan in meeting staff needs whilst protecting the local
environment.
10.1.11
An assessment of road safety has also been undertaken by analysing the historic reported
Personal Injury Accidents (PIA). This has identified that there have not been any particular
clusters or trends in road safety incidents, with no pedestrian accidents recorded in the study
over the three year period.
10.1.12
In terms of vehicular trips, it has been recognised that as the existing 800 staff are already
travelling to and from the Oakley site, that the relocation onto NAP Benhall will not be expected
to result in the creation of any additional trips, but will redistribute and reduce in some
instances the existing movements, given that the level of parking available and opportunities for
SOV journeys are reduced compared to the Oakley site.
10.1.13
Background traffic flows have been surveyed on site and obtained from GCCs CSV (Central
Severn Vale) SATURN Model, for the modelled year of 2016, which includes background traffic
growth and trips associated with planned development in the area. As such, 2016 Do Minimum
and Do Something scenarios have been established, allowing the relative comparison of
“without“ and “with” relocation situations to be considered.
10.1.14
In order to inform this, a detailed trip generation and trip distribution assessment has been
undertaken, which has considered the quantum of existing trips associated with Oakley that
should be substituted for the redistributed trips which will travel to and from NAP Benhall,
following the relocation of the staff.
10.1.15
As part of the scoping discussions with GCC, analysis was presented of the relative expected
change in trips on the local highway network in the vicinity of the NAP Benhall site, such that
the study area could be confirmed.
10.1.16
This subsequently consisted of the primary connection points between the site and the A40
Gloucester Road and Princess Elizabeth Way, and identified that junction capacity appraisals
should be undertaken to consider the effective operation of junctions at the locations illustrated
in Figure 5.1, where traffic flow is seen to concentrate.
10.1.17
The capacity appraisals have therefore considered both the local highway network, which
serves the site accesses and residential traffic in this area of Benhall, and the wider highway
network comprising junctions with Gloucester Road and Princess Elizabeth Way.
10.1.18
In terms of the local highway network, the analysis has confirmed that the proposed relocation
of staff to NAP Benhall will not be expected to lead to a significant increase in vehicular trips, at
any location, and therefore that each of the identified junctions are expected to continue to
operate within their respective recommended capacity thresholds, during the AM and PM peak
hours.
Transport Assessment
December 2008
64
Integrated Accommodation Services
NAP Benhall New Build
10.1.19
The Telstar Road roundabout, during the AM peak however, has been identified as operating
slightly above this level and proposed highway improvements to the northern and southern
approaches to the junction have subsequently been identified. This proposed junction
configuration has also been considered in terms of the junctions operation in the future case,
including the relocated traffic, which has confirmed that for the additional capacity the junction
will operate effectively.
10.1.20
In terms of the wider highway network, the analysis has identified that each of the identified
junctions will be expected to continue at a level of efficiency similar to that in the “without”
relocation (Do Minimum) scenario.
10.1.21
A parking accumulation study was undertaken to assess the quantum of parking associated
with the development of the new build given that a net reduction in parking will be delivered
from that currently afforded at Oakley, where parking supply is demand led, rather than
controlled. The analysis illustrated that the parking level is suitable for the expected demand,
which looks to support the ethos of the Travel Plan through restriction on parking.
10.1.22
This Transport Assessment has therefore identified that the proposed relocation of staff onto
the NAP Benhall is not expected adversely affect existing highway conditions and should
further enhance the services currently provided by GCHQ.
Transport Assessment
December 2008
65
Appendix A
Integrated Accommodation Services
NAP Benhall
Transport Assessment – Scoping Report
November 2008
Prepared for:
Integrated Accommodation Services
NAP Benhall: Transport Assessment Scoping Report
Revision Schedule
Integrated Accommodation Services
NAP Benhall: Transport Assessment Scoping Report
November 2008
Rev
01
Date
th
5 November 2008
Details
Prepared by
Reviewed by
Approved by
Final
Sam Cutcliffe
Assistant Transport
Consultant
Paul Kelly
Assistant Transport
Consultant
Kevin Kay
Principal Transport
Consultant
Scott Wilson
Transportation
Scott House
Alençon Link
Basingstoke
Hampshire
RG21 7PP
Tel. 01256 310200
Fax. 01256 310201
mailto: kevin.kay@scottwilson.com
i
Integrated Accommodation Services
NAP Benhall: Transport Assessment Scoping Report
Table of Contents
1
Introduction.................................................................................... 1
2
Background ................................................................................... 2
2.1
Site Context................................................................................................................ 2
2.2
Highway Network ....................................................................................................... 2
2.3
Development Proposals ............................................................................................. 2
3
Methodology.................................................................................. 3
3.1
TA Scope.................................................................................................................... 3
3.2
Study Area.................................................................................................................. 3
3.3
Data Sources.............................................................................................................. 4
3.4
NAP Benhall Conditions ............................................................................................. 4
3.5
Road Safety................................................................................................................ 5
3.6
Sustainability .............................................................................................................. 5
3.7
Trip Generation and Distribution ................................................................................ 5
3.8
Highway Assessment ................................................................................................. 6
3.9
On-Site Management ................................................................................................. 6
4
Summary ....................................................................................... 8
ii
Integrated Accommodation Services
NAP Benhall: Transport Assessment Scoping Report
1
Introduction
1.1.1
Scott Wilson has been commissioned by Integrated Accommodation Services (IAS) to
prepare a Transport Assessment (TA) in support of the relocation of the existing Oakley
facilities onto the Benhall site, thereby consolidating the existing operations onto one
site.
1.1.2
The scope of the Transport Assessment, as detailed in this document, considers the
proposals for a new administrative building on the NAP Benhall site, to provide suitable
office space for the relocation of approximately 800 staff from the Oakley site, located to
the east of Cheltenham.
1.1.3
The proposals and requirements of the development have been discussed with
Gloucestershire County Council (GCC) at a scoping meeting held on the 12th
September 2008, in preparation for the submission of a planning application in
December 2008. The minutes of this meeting are included at APPENDIX A.
1.1.4
This document thereby has been informed from the discussions that have taken place
such that this report is able to set out the agreed position in respect of the methodology
and principles that will be adopted as part of the TA.
1.1.5
The Scoping Report has been prepared in reference to the Department for Transports
(DfT) Guidance on Transport Assessments (2007), which has been agreed as the most
suitable basis for the assessment as more location-specific guidance being prepared by
GCC, is not yet available.
1
Integrated Accommodation Services
NAP Benhall: Transport Assessment Scoping Report
2
Background
2.1
Site Context
2.1.1
The proposed development will be located on the NAP Benhall site, which is located
approximately 3 miles to the west of Cheltenham Town centre, within the realm
controlled by Cheltenham Borough Council (Planning) and Gloucestershire County
Council (Highways).
2.1.2
It is proposed that staff will be relocated to NAP Benhall from the Oakley Development
following completion of the scheme. The Oakley site sits to the east of Cheltenham with
access achieved via the B4075.
2.2
Highway Network
2.2.1
From a local highway network perspective, there is one main point of access and
egress to / from the NAP Benhall site, which connects with the access road running
between Hatherley Lane and Princess Elizabeth Way. This affords access to a main
agglomeration of parking which is further divided into employee and visitor entrances,
which are clearly defined in light of the security arrangements in operation at this secure
facility. Two further car parks serving the site are located directly south and east of the
main access.
2.2.2
Strategically, the site is directly accessible via the A40, with the main access points for
staff of the NAP Benhall site either via Hatherley Lane, or utilising the A4103 Princess
Elizabeth Way to access the A40 Gloucester Road / A4013 Princess Elizabeth Way
(Benhall Roundabout).
2.3
Development Proposals
2.3.1
As part of the rationalisation of the existing facilities onto the Benhall site, it is
understood that the planning application is for the development of 20,000sqm of office
space to accommodate the planned relocation of 800 employees from Oakley.
2.3.2
The geographical footprint of the proposed development, which includes a 30m
exclusion zone, however, will result in the requirement to relocate 635 existing parking
spaces, serving the existing land uses. It is intended that this facility will be relocated to
a new peripheral area of the site which will be developed as the first phase of
construction associated with the new facilities.
2
Integrated Accommodation Services
NAP Benhall: Transport Assessment Scoping Report
3
Methodology
3.1
TA Scope
3.1.1
A meeting with GCC on the 12th September 2008 outlined the basis for the TA and what
would need to be discussed and agreed through the medium of the Scoping Report. It
was agreed at that meeting that in light of GCC’s guidance on Transport Assessments
currently being updated, the Scoping Report and subsequent TA should be prepared in
line with the DfT Guidelines on Transport Assessments (2007).
3.1.2
In light of the guidance, the TA will address the following points:
•
Planning policy context of the development proposals;
•
Study area for the proposed development;
•
Road Safety Analysis to establish any existing safety issues;
•
Review of the public transport services available and walking/cycling facilities;
•
Trip Distribution Methodology;
•
Highway Impact Assessment (Junction Analysis), and;
•
Mitigation measures including the promotion of sustainable travel.
3.2
Study Area
3.2.1
The proposed relocation of employees from the Oakley site to the NAP Benhall site
does not involve any new accesses or connection points. It will however, involve a
reorganisation of existing movements on the highway and public transport networks of
Cheltenham. Setting out the scale of these changes is therefore made in the knowledge
that these are trips that are generally accounted for and accommodated presently.
3.2.2
From the perspective of disparate home origins, the effects of the relocation are likely to
have an impact primarily at the site accesses and the immediate surrounding area. As
such, discussions with GCC have resulted in the identification of the following locations
for the purposes of the TA analysis:
3.2.3
•
A40 Gloucester Road / Hatherly Lane (Nap Benhall Access junction)
•
A40 Gloucester Road / A4013 Princess Elizabeth Way Roundabout (Benhall Rbt)
•
A4013 Princess Elizabeth Way / Access Road
Postcode data sourced for those staff relocating from Oakley by way of defining the
study area is shown in FIGURE 3.1, which has been provided independently of this
report (given the confidentiality and sensitivity of the data), illustrating the spread of
employees who currently travel to / from Oakley.
3
Integrated Accommodation Services
NAP Benhall: Transport Assessment Scoping Report
3.2.4
This confirms that a large percentage of the staff from the Oakley site live within the
local area of Cheltenham, demonstrating the localised nature of the workplace
catchment associated with the operation of the facility.
3.2.5
Of the trips from areas further afield such as Gloucester, Bristol and Worcester, the
impact of the relocation on the strategic highway network is expected to be minimal,
considering that these existing trips utilise the A40 already to access the Oakley site
thereby leading to a relative decrease in journey length for these areas. Given the ‘no
change’ status of traffic originating from the A40 west, it is not proposed that the
operation of the Arle Court roundabout will need to be considered.
3.2.6
It is thought at this early stage that the changes in flow would take place against the
prevailing tidality of traffic and that the impact would therefore be minimised. This will be
confirmed by the operational performance analysis which will be undertaken for the
three junctions identified above.
3.3
Data Sources
3.3.1
As agreed with GCC, baseline conditions will be derived using the county’s Central
Severn Vale (CSV) 2016 SATURN model. Traffic flows will therefore be provided from
the model, for the following locations:
•
A40 Gloucester Road / Hatherly Lane (Nap Benhall Access junction)
•
A40 Gloucester Road / A4013 Princess Elizabeth Way Roundabout (Benhall Rbt)
•
A4013 Princess Elizabeth Way / Access Road
3.4
NAP Benhall Conditions
3.4.1
A key requirement of the DfT Guidance is for the TA to communicate precisely the level
of movements associated with the totality of the site; this therefore will include
movements in and out of the main site entrance, and two external car parks.
3.4.2
The local highway network study area has therefore been defined to include the
following junctions, in addition to those which comprise part of the wider highway
network:
•
Hatherley Lane / Access Road Roundabout
•
Access Road / Site Access Roundabout
•
Access Road / Car Park Access T Junction
•
Access Road / Pinewood Drive Roundabout
3.4.3
The study area is illustrated in FIGURE 3.2.
3.4.4
Manual Classified Counts (MCCs) have been undertaken at each of the aforementioned
four locations for the 12 hour survey period (0700-1900) with a view to covering the
4
Integrated Accommodation Services
NAP Benhall: Transport Assessment Scoping Report
peak level of activity which may or may not coincide with the AM (0800-0900) and PM
(1700-1800) peaks on the surrounding highway network.
3.5
Road Safety
3.5.1
Personal Injury Accident (PIA) data will be sourced from GCC for the respective study
area identified in FIGURE 3.3. This data will cover the most recent three year period for
which data is available.
3.5.2
The severity and causation of accidents will be considered and any clustering will be
displayed on a drawing, using a Geographic Information System (GIS). Any trends in
accidents will be reported and investigated in light of any triggering events and the
assessment will consider any mitigation measures, as appropriate.
3.6
Sustainability
3.6.1
The TA will identify existing footpaths and cycleways within the vicinity of the site as
well as existing bus services which serve the surrounding area. Information will be
provided regarding routes, frequencies and bus stop locations. The availability of these
local facilities, amenities and services will be summarised as part of an accessibility
plan showing journey time isochrones.
3.6.2
This assessment will be used to inform a review of the existing Travel Plan, which will
be directly interrelated with the production of the TA in informing possible measures
which could be introduced to further encourage the uptake of alternative modes of
travel instead of single occupant private car use.
3.6.3
Consideration will also be given to the current and planned work being undertaken by
GCC in upgrading the A40 to include a bus lane and how the site could promote the
benefits of this scheme to staff given the longer term benefits that an efficient PT
network between Gloucester and Cheltenham can offer.
3.7
Trip Generation and Distribution
3.7.1
The postcode data for employees based at the Oakley site will be analysed to establish
the origins and therefore routes which will be used to travel to and from the site.
3.7.2
The predicted traffic generation will be informed from a variety of sources for B1 office
land uses taking into account a variety of evidence bases including a comparison
against appropriate TRICS sites, parking levels and the existing use of the Oakley site.
3.7.3
The distribution will be assigned manually to the trips to / from the site to derive the
respective traffic flows associated with the redevelopment at each of the local and wider
highway network junctions within the proposed study area.
5
Integrated Accommodation Services
NAP Benhall: Transport Assessment Scoping Report
3.8
Highway Assessment
3.8.1
Baseline conditions for the study area will be derived using the GCC CSV SATURN
model for the wider highway network, as discussed in Section 3.3, and traffic count data
collected for the three roundabouts and car park exit adjacent to the site. The latter, will
be factored to a 2016 level, to accord with the traffic flow data available from the
SATURN model.
3.8.2
Given the future year assessment horizon of the SATURN model, this should include all
relevant committed developments which would need to have been included prior to the
implementation of the NAP Benhall proposals which are due to be completed by 2012,
and thereby prior to the forecast year of the model. It was agreed with GCC that this was
the most suitable method, given the timescales for the application and the Regional
Spatial Strategy (RSS) not being available at this time.
3.8.3
Information obtained from GCC indicates that the SATURN model is up to date in
relation to the construction of local developments, with the model including zones that
are representative of the following:
•
Fiddlers Green housing - east of Fiddlers Green Lane;
•
Fiddlers Green housing - west of Fiddlers Green Lane;
•
The area around Caburn Gardens and Galileo Gardens;
•
•
The housing development north-west of and adjacent to A40 Gloucester Road / Access
Road to NAP Benhall, and;
The Nap Benhall Site.
3.8.4
The ‘Do Something’ case will represent the proposed development traffic associated
with the scheme. In this case, the existing traffic associated with the Oakley site will be
substituted with the predicted traffic flows for the development of the B1 land use at the
Benhall site.
3.8.5
Industry standard software programs ARCADY (uncontrolled roundabouts), PICADY
(uncontrolled priority junctions) and LINSIG (isolated signalised junctions) will be used to
consider the operation performance of each of the study junctions.
3.8.6
GCC have agreed to provide the Site Layout Drawings (SLDs) and Controller
Specifications for each of the identified signalised junctions and a site visit has been
undertaken in order to derive on site signal times and queue information which will be
used to validate the base models.
3.9
On-Site Management
3.9.1
The aim of the project is to focus strongly on demand management interventions in
preference to maximising highway capacity in-line with both local and national guidance.
6
Integrated Accommodation Services
NAP Benhall: Transport Assessment Scoping Report
3.9.2
The area south of the site is benefiting from major investment in public transport, an
element of which has already been contributed to by previous phases of NAP Benhall
delivery. A Major Scheme Bid (MSB) is being submitted to Government by GCC for
further improvements to this corridor. A meeting may therefore need to be set up in the
future to discuss any relationship between the project and the MSB submission to
ensure any synergies are maximised in the context of demand management
interventions over vehicular capacity increases.
Parking
3.9.3
The development of the administrative building on the NAP Benhall site, including a 30m
exclusion zone, will require the relocation of approximately 635 parking spaces. This will
be in addition to an extra 600 spaces for vehicles to accommodate the 700-800
employees from Oakley, a net reduction of 100-200 spaces from that currently provided
for the same number of employees at Oakley.
3.9.4
It is therefore proposed to provide a car park on an area of land to the east of the site
perimeter to accommodate this requirement. It is envisaged access to this area would
be using the main site access and the internal roads within the NAP Benhall site.
3.9.5
As part of this process an indicative phasing strategy will be produced to show how
construction would be managed through the existing emergency access. The strategy
will detail the process of decanting spaces so that the disruption on and off the site will
be minimised.
Travel Plan
3.9.6
A ‘live’ Travel Plan is already operational on site and this involves a rainbow parking
scheme, whereby employees are provided with a parking permit for a set number of
days a week depending on distance from the office with priority given to those who car
share.
3.9.7
It is therefore proposed that a high level review of the existing travel plan is undertaken.
This will be conducted from the perspective of the implications which are associated with
the relocation of the Oakley staff to the Nap Benhall site.
3.9.8
The document illustrates that initiatives are already in place to accommodate overall
Travel demand for both sites. Some of these measures may be suitable in their current
form and function, some may require modification, whilst others such as the car parking
may require redefinition. This document will also look to identify a structure for taking the
Travel Plan forward.
7
10%
Oakley
Site
Location
NAP Benhall
Site Location
42%
13%
24%
4%
4%
1%
2%
NOT TO SCALE
Crown Copyright. All rights reserved.
License number 0100031673
Employee Distribution
Figure 3.1
Drawing Ref:M:\Development Control\D120585 NAP Benhall\Drawings\Freehand\Distribution
NOT TO SCALE
Crown Copyright. All rights reserved.
License number 0100031673
Study Area
Figure 3.2
Drawing Ref:M:\Development Control\D120585 NAP Benhall\Drawings\Freehand\Junction Study Area
NOT TO SCALE
Crown Copyright. All rights reserved.
License number 0100031673
Road Safety Study Area
Figure 3.3
Drawing Ref:M:\Development Control\D120585 NAP Benhall\Drawings\Freehand\PIA Study Area
Integrated Accommodation Services
NAP Benhall: Transport Assessment Scoping Report
4
Summary
4.1.1
A Transport Assessment (TA) will be carried out to establish how the proposals for NAP
Benhall are likely to function in transport terms. This scoping report has been submitted
in order to set-out and agree the methodologies and principles that will be adopted in the
formulation of the transport case for the redevelopment.
4.1.2
In broad terms, the TA will look at the opportunities that exist for the proposed
redevelopment to build on the initiatives already being implemented to foster and sustain
non-motorised forms of travel, most notably walking, cycling and public transport to
ensure the delivery of a transport mix which is both suitable and appropriate for its
location.
4.1.3
The appraisal will also focus on the highway network in the vicinity of the site and will
consider the impacts of the development on the capacity of the network and also on the
operational effectiveness of the surrounding junctions. A study area has been defined
for the site, based on an integration of home postcode information to confirm that the
effects of the development would be limited to the consideration of immediate junctions
leading south and east of the existing site.
4.1.4
Finally, in co-ordination with the TA, a high level review of the existing Travel Plan on
site will be undertaken to assess the effectiveness of the document in operation and
identify demand management interventions which could be delivered to address any
requirements for mitigation identified through the TA process.
8
Appendix A
of TA Scope
Meeting Notes
Page
Project Number
Title
1
of
4
D120585
NAP Benhall
Supply Number
Date &
Time
Friday 12th Sep
2008 10:00am
Subject
Relocation Proposals
Meeting Number
GCC1
Attendees
Roger Edwards (RE) - Carrilion
Neil Troughton (NT) - GCC
Kevin Kay (KK) - Scott Wilson
Paul Kelly - Scott Wilson
Venue
Planning Department, Gloucestershire
County Council
Distribution
As above
Notes by
Paul Kelly
Item
1
Notes
Introductions
Action
KK introduced everyone and gave a quick review of the recent history of the project. The
purpose of the meeting was to discuss the Transport Assessment scope for the
development of a new build administrative building on the NAP Benhall site, to provide
suitable office space for the relocation of 800 staff from the Oakley Hall site, located to
the east of Cheltenham.
2
Background and Timescales
RE provided a detailed brief of the proposals. RE explained how after the advent on the
war on terror, workload increased significantly on the site with a resultant increase in
employee numbers. The result of this has been the need for new accommodation on the
NAP Benhall site, to support growth and the efficiency of working practices by single site
working.
Working back from the end state, Carillion are currently in the process of submitting a
Variation Enquiry for their client, which will require an approved planning application to
be supplied, before the respective body agrees, based on funding, that the development
proposals at NAP Benhall can proceed. This committee will meet in April/May. From
discussions with Cheltenham Borough Council (CBC), the 13 week determination period
would see a planning submission needing to have been made by January to meet with
the set timeframes and gain planning consent.
RE added that a range of occupations are currently accommodated at the NAP Benhall,
and these operate throughout the day. Indeed, the nature of operation means that
some employees operate in different time zones which are spread out across the day so
that these positions are not subject to traditional shift patterns.
KK indicated that the majority of the staff at the Oakley Hall site being relocated to NAP
lived within the local area of Cheltenham. As a result of this, the impact of the relocation
on the strategic highway network would be minimal, considering that the trips are
already present on the network. NT asked that the submission of this postcode data be
made in the submission of the scoping report so that he could confirm this.
ACTION: SW to submit postcode data with the scoping report
© Scott Wilson Holdings Limited
Print Date: 10/10/2008
Form Issue: WRDFeb 06 v1
Meeting Notes
Page
Item
3
2
Notes
Traffic Data
of
4
Action
KK asked NT how GCC would like SW to proceed in relation to sourcing traffic data to
inform the assessment given that the data available from GCC for the local road network
around the site is four years old. In addition, it transpires that the public transport
improvements on the A40 may have had an impact on traffic flows and that GCC would
be looking to undertake revised counts in spring 2009.
KK suggested that SW could take the historical data available, and load on any
development traffic from committed development since this period to generate a
representative base. NT said whilst this might be possible, an alternative approach
representative of the middle ground would be to use the GCC’s SATURN model, which
has a future year of 2016.
KK confirmed that he thought this would be a satisfactory solution given that it would
negate the requirement on undertaking traffic counts in autumn. Given its future
assessment year, KK suggested that any committed developments, including the recent
residential developments would be taken into account implicitly in the forecast growth
derived in establishing the future Do Minimum and NT asked that such viewpoint be
included in the TA.
NT indicated that the model is operated by Atkins, and he would look to speak to Brian
Walker, his colleague, who is responsible for the development of this model to see if a
meeting would be necessary to discuss this.
4
ACTION: NT to discuss with Brian Walker the specification of the model
Travel Plan and Parking
KK outlined how the development of the administrative building on the NAP Benhall site,
including a 30m exclusion zone, would require the relocation of approximately 635
parking spaces. This will be in addition to an extra 600 spaces for vehicles to
accommodate the employees from Oakley Hall.
PK indicated that there were currently 700 car parking spaces at Oakley Hall and that
the proposals were to reduce this by 100 following the move, something which was a
positive message.
RE informed NT that it is proposed to provide a multi storey car park on an area of land
to the east of the site perimeter (Block A2). Previous options had included a multi-story
car park on Block D but this was discounted by CBC owing to its visual impact. Both the
land allocated for Block A2 and Block D have extant planning permission, for residential
and B1 respectively. KK suggested that there would be an opportunity, particularly for
Block A2 to off-set this in order to establish the net impact of the proposals.
KK explained that an active Travel Plan is operational on site and that this involves a
rainbow parking scheme, whereby employees are provided with a parking permit for a
set number of days a week depending on distance from the office with priority given to
those who car share.
The existing travel plan made a commitment to reducing car parking by 17% reduction
over a specified period of time. KK indicated that as the number of employees has
increased, this target has de facto been achieved. NT accepted that it was correct for
the measurement of this target to be a relative indicator and that he would like to see this
being quantified as part of the review of the Travel Plan that would need to accompany
this application.
© Scott Wilson Holdings Limited
Print Date: 10/10/2008
Form Issue: WRDFeb 06 v1
Meeting Notes
Page
Item
3
Notes
NT placed emphasis on the demand management aspects of any interventions required
to support the TA which should be prioritise prior to any off-site works.
of
4
Action
KK table an indicative phasing strategy to show how construction would be managed
through the existing emergency access. He also explained the process of decanting
spaces so that the disruption on and off-site could be minimised. RE presented these
proposals to NT, and it was agreed that the full details of this strategy would be provided
as part of the planning application.
5
S106 Contributions and Major Scheme Bids
KK queried whether informal feedback received as part of the pre-application
discussions were correct that some of the monies committed by previous applications
from the project sponsor had not been spent. NT agreed to investigate further and get
back to SW on the matter. In relation to an S106 contribution however for the
development, NT felt that this could be addressed for the transportation element under a
Heads of Terms.
ACTION: NT to investigate spend on S106 contributions
NT did however comment that a Major Scheme Bid (MSB) will be submitted this year by
the council for further bus priority works on the A40. When asked by KK about the
specifications of this work, NT confirmed that, although the location of all the bus lane
section had not been fixed at this stage that these would be additional to any traffic lanes
as opposed to a re-allocation of road space which would have consequences for the
overall capacity of the corridor. NT also mentioned that the bus lane could also be
utilised as a HGV lane or high occupancy but that the details were yet available.
NT also confirmed that this was also unclear but that he would investigate and provide
us with further information, particularly in terms of the timescales for the submission of
the MSB.
NT indicated that it was the MSB’s remit to seek contributions from developers as part of
its funding package. However, KK was keen not to tie the application for the project with
the MSB, as both the timescales for its delivery and its success was deemed uncertain
at this stage. KK suggested that the TA would identify any requirements for mitigation as
a stand-alone assessment and that any contributions arising from this process may be
made available for the MSB.
NT accepted this general approach so long as the TA does not, through its
recommendations, compromise or prejudice any of the MSB proposals. It was agreed
that a meeting could be set-up to discuss any relationship between the project and the
MSB submission.
6
Study Area and Junction Assessments
KK suggested that, based on the postcode data available, the impact of the project
would be relatively localised and therefore that there would be a requirement to test the
Gloucester Road Roundabout, and the two T junctions that connect the site to Prince
Elizabeth Way and Gloucester Road respectively.
© Scott Wilson Holdings Limited
Print Date: 10/10/2008
Form Issue: WRDFeb 06 v1
Meeting Notes
Page
Item
4
Notes
NT asked whether the assessment could potentially cover the Arle Court/A40
Roundabout given its local sensitivities. KK suggested that the quantum of movement
from the west would remain relatively unchanged so would not affect the amount of
traffic travelling through this junction. NT said he would be happy to confirm this from
the postcode data to be submitted with the scoping report.
of
4
Action
NT suggested that the above position regarding changes in traffic to the west of the site
would also need to be confirmed by the HA in relation to Junction 11 of the M5, given
that any involvement they may wish to have in this application could lengthen the
determination period. He agreed that this would purely be a matter between SW and the
HA.
7
Committed Developments
KK asked NT as to whether he was aware of any committed developments. The latter
confirmed that internal meetings at GCC earlier in the week suggested that there was a
suggestion that a road scheme, involving Coronation Square and Princess Elizabeth
Way, could come forward prior to the NAP Benhall application.
This could involve the reconfiguration of the highway to allow the two way flow of traffic,
to address social exclusion and make better use of the available land. If this proposal is
given the go-ahead, then NT would consider it material and consideration would have to
be given in the NAP Benhall application.
Other possible applications which SW might have to take account of included an extant
planning permission for 30,000sqm of office development, won on appeal. This is
located on off Hatherlay Lane. Another site, next to the hospital, which is currently
subject to remediation work, may also have a planning application submitted in the
future.
8
Project Format and Delivery
NT confirmed that he would expect the production of a Transport Assessment rather
than a Transport Statement given the scale of the NAP Benhall proposals. This would
need to follow the DFT Guidance from March 2007, which may be supplemented in the
future by GCC’s own local interpretation.
RE asked NT to whether he thought it was achievable to obtain planning permission
within the deadlines outlined earlier in the meeting. NT highlighted that he thought it was
achievable in relation to the determination of transport matters by GCC but that there
would, however, also be a need for the project to satisfy all of the other criteria in CBC’s
validation checklist, before the local planning authority would even register the
application.
In this respect, NT was of the view that the Environmental Impact Assessment would be
the driver in respect of whether this would be achievable. RE commented that
negotiations are ongoing regarding the requirement for this.
9
Any Other Business
NT confirmed that he would check with his colleague Mark Power about his capacity and
resources to deal with this project, however in the meantime we should continue to
Liaise with him directly.
Meeting Closed 11:00
© Scott Wilson Holdings Limited
Print Date: 10/10/2008
Form Issue: WRDFeb 06 v1
Appendix B
PROPOSED
Appendix C
TRICS 2008(b) v6.2.1 010708 B13.07
OFF-LINE VERSION
Scott Wilson PLC
(C) 2008 JMP Consultants Ltd on behalf of the TRICS Consortium
Alencon Link
Basingstoke
LIST OF SITES relevant to selection parameters
1
2
3
4
5
6
7
8
9
10
11
CA-02-A-02
OUNDLE ROAD
SUGAR HQ, PETERBOROUGH
PETERBOROUGH
Total Number of Employees:
280
CW-02-A-01
COUNCIL OFFICES, CAMBORNE
DOLCOATH AVENUE
CAMBORNE
Total Number of Employees:
264
CW-02-A-03
COUNCIL OFFICES, TRURO
A390 TREYEW ROAD
TRURO
Total Number of Employees:
1192
ES-02-A-06
LEGAL & GENERAL, HOVE
CITY PARK
THE DROVEWAY
HOVE
Total Number of Employees:
1723
EX-02-A-02
TELEPHONE CO., BRENTWOOD
LONDON ROAD
BRENTWOOD
Total Number of Employees:
1200
HC-02-A-08
DIY CO. HQ, CHANDLER'S FORD
TEMPLAR'S WAY
HAMPSHIRE CORP. PARK
CHANDLER'S FORD
Total Number of Employees:
1256
KC-02-A-01
COUNTY HALL, MAIDSTONE
SANDLING ROAD
MAIDSTONE
Total Number of Employees:
1418
SC-02-A-12
PHARMACEUTICALS, WEYBRIDGE
ST GEORGE'S AVENUE
THE HEATH
WEYBRIDGE
Total Number of Employees:
320
WH-02-A-01
IT COMPANY, PUTNEY
UPPER RICHMOND ROAD
EAST PUTNEY
PUTNEY
Total Number of Employees:
240
WS-02-A-03
INSURANCE CO., WORTHING
WARREN ROAD
OFFINGTON
WORTHING
Total Number of Employees:
900
WS-02-A-04
WATER COMPANY, WORTHING
YEOMAN ROAD
DURRINGTON
WORTHING
Total Number of Employees:
562
CAMBRIDGESHIRE
CORNWALL
CORNWALL
EAST SUSSEX
ESSEX
HAMPSHIRE
KENT
SURREY
WANDSWORTH
WEST SUSSEX
WEST SUSSEX
Monday 15/12/08
Page 1
Licence No: 211601
TRICS 2008(b) v6.2.1 010708 B13.07
OFF-LINE VERSION
(C) 2008 JMP Consultants Ltd on behalf of the TRICS Consortium
Scott Wilson PLC
Alencon Link
Basingstoke
Monday 15/12/08
Page 2
Licence No: 211601
TRIP RATE for Land Use 02 - EMPLOYMENT/A - OFFICE
VEHICLES
Calculation factor: 1 EMPLOY
BOLD print indicates peak (busiest) period
Time Range
00:00 - 00:30
00:30 - 01:00
01:00 - 01:30
01:30 - 02:00
02:00 - 02:30
02:30 - 03:00
03:00 - 03:30
03:30 - 04:00
04:00 - 04:30
04:30 - 05:00
05:00 - 05:30
05:30 - 06:00
06:00 - 06:30
06:30 - 07:00
07:00 - 07:30
07:30 - 08:00
08:00 - 08:30
08:30 - 09:00
09:00 - 09:30
09:30 - 10:00
10:00 - 10:30
10:30 - 11:00
11:00 - 11:30
11:30 - 12:00
12:00 - 12:30
12:30 - 13:00
13:00 - 13:30
13:30 - 14:00
14:00 - 14:30
14:30 - 15:00
15:00 - 15:30
15:30 - 16:00
16:00 - 16:30
16:30 - 17:00
17:00 - 17:30
17:30 - 18:00
18:00 - 18:30
18:30 - 19:00
19:00 - 19:30
19:30 - 20:00
20:00 - 20:30
20:30 - 21:00
21:00 - 21:30
21:30 - 22:00
22:00 - 22:30
22:30 - 23:00
23:00 - 23:30
23:30 - 24:00
Total Rates:
No.
Days
1
1
1
1
1
1
1
1
1
1
1
1
1
1
11
11
11
11
11
11
11
11
11
11
11
11
11
11
11
11
11
11
11
11
11
11
11
11
1
1
1
1
1
1
1
1
1
1
ARRIVALS
Ave.
EMPLOY
562
562
562
562
562
562
562
562
562
562
562
562
562
562
997
997
997
997
997
997
997
997
997
997
997
997
997
997
997
997
997
997
997
997
997
997
997
997
562
562
562
562
562
562
562
562
562
562
Trip
Rate
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.002
0.000
0.007
0.005
0.028
0.065
0.109
0.130
0.082
0.045
0.026
0.022
0.015
0.017
0.020
0.029
0.031
0.033
0.025
0.016
0.015
0.013
0.014
0.013
0.015
0.011
0.006
0.004
0.002
0.002
0.004
0.004
0.005
0.004
0.000
0.000
0.000
0.000
0.819
No.
Days
DEPARTURES
Ave.
EMPLOY
1
562
1
562
1
562
1
562
1
562
1
562
1
562
1
562
1
562
1
562
1
562
1
562
1
562
1
562
11
997
11
997
11
997
11
997
11
997
11
997
11
997
11
997
11
997
11
997
11
997
11
997
11
997
11
997
11
997
11
997
11
997
11
997
11
997
11
997
11
997
11
997
11
997
11
997
1
562
1
562
1
562
1
562
1
562
1
562
1
562
1
562
1
562
1
562
Trip
Rate
0.000
0.000
0.000
0.000
0.005
0.004
0.000
0.000
0.000
0.000
0.011
0.011
0.007
0.005
0.004
0.008
0.013
0.013
0.017
0.014
0.014
0.017
0.017
0.016
0.040
0.039
0.032
0.026
0.021
0.020
0.025
0.025
0.070
0.069
0.122
0.071
0.041
0.020
0.020
0.020
0.007
0.007
0.021
0.021
0.005
0.004
0.002
0.000
0.904
No.
Days
1
1
1
1
1
1
1
1
1
1
1
1
1
1
11
11
11
11
11
11
11
11
11
11
11
11
11
11
11
11
11
11
11
11
11
11
11
11
1
1
1
1
1
1
1
1
1
1
TOTALS
Ave.
EMPLOY
562
562
562
562
562
562
562
562
562
562
562
562
562
562
997
997
997
997
997
997
997
997
997
997
997
997
997
997
997
997
997
997
997
997
997
997
997
997
562
562
562
562
562
562
562
562
562
562
Trip
Rate
0.000
0.000
0.000
0.000
0.005
0.004
0.000
0.000
0.000
0.000
0.013
0.011
0.014
0.010
0.032
0.073
0.122
0.143
0.099
0.059
0.040
0.039
0.032
0.033
0.060
0.068
0.063
0.059
0.046
0.036
0.040
0.038
0.084
0.082
0.137
0.082
0.047
0.024
0.022
0.022
0.011
0.011
0.026
0.025
0.005
0.004
0.002
0.000
1.723
TRICS 2008(b) v6.2.1 010708 B13.07
OFF-LINE VERSION
Scott Wilson PLC
(C) 2008 JMP Consultants Ltd on behalf of the TRICS Consortium
Alencon Link
Basingstoke
Parameter summary
Trip rate parameter range selected:
Survey date date range:
Number of weekdays (Monday-Friday):
Number of Saturdays:
Number of Sundays:
Optional parameters used in selection:
Surveys manually removed from selection:
10 - 3500 (units: )
01/01/00 - 29/11/07
11
0
0
NO
29
Monday 15/12/08
Page 3
Licence No: 211601