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transport planning practice
30827/D/014a February 2020
1
Transport Planning Practice| 70 Cowcross Street | London | EC1M 6EL| Tel: 020 7608 0008 | email@tppweb.co.uk
Residential Sites, Wye
Transport response to Local Authority
Introduction
1. Transport Planning Practice (TPP) has been commissioned by Telereal Trillium to provide
transport planning advice with regard to their development proposals for the Land to the
north of Occupation Road, referred to as Site 8 in the WYE3 Masterplan area.
2. This note has been prepared to respond to transport related comments made by Kent
County Council Highways & Transportation (KCC) and Ashford Borough Council (ABC)
planners on the planning application. ABC’s comments are contained in Appendix A and
KCC’s comments are contained within Appendix B.
Responses to comments
3. We have provided the relevant transport comments raised by ABC and KCC in blue italics
with our comments / recommendations below them.
ABC’s comments
4. Street parking and the potential for parking on the proposed streets associated with the
adjoining school use. Is this something you have thought about? It’s been suggested
that a condition could be added limiting parking between certain hours to prevent people
leaving their car for the entire day.
5. The Wye Free School Transport Assessment Addendum Note contained within Appendix
C provides supporting text on how student and staff parking can be accommodated
within the school site. Under the heading Proposed Parking Provision the note sets out
the rationale behind the number of staff and student parking spaces, and drop off / pick
up spaces that will be provided, all of which exceed the demand. The school has a
successful Travel Plan which could provide further management on staff and pupil
parking, and drop off / pick up activities.
6. Therefore, it is considered that the school has sufficient staff and student parking to
supply the demand. However, double yellow lines would be extended into the site as far
as the Unit 1’s driveway entrance on the northern side of Occupation Road and up to the
visitor parking lay-by on the southern side of Occupation Road. See drawing
30827/AC/072_C.
7. I note you were asked to provide more 4-unit terraces, which you have done. This
necessarily results in more remote parking and you are now showing two parking courts.
The parking court in the northern corner of the site is very large (we would hope to limit
courts to 6 cars). Is there scope to break up the hard surface in this area?
8. A significant amount of adjustment has already been made to the original site layout to
accommodate the requests of ABC planners. Then to address comments made by KCC on
the resultant site layout, a great deal of work was undertaken by the design team.
Reducing the size of the parking courts would result in the need to find parking
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. 30827/D/014a February 2020
2
elsewhere which would significantly impact on the layout of the site, particularly if
tandem parking was provided and therefore more visitor parking was required. Whilst
KCC state that the use of parking courts is not best practice, they have not raised any
objections to the layout with regards to the parking.
9. Suburban footpaths on side of street need to be set behind a verge to avoid looking
suburban. A series of street trees is essential. The AONB Unit has identified a need for
more street trees (specifically on highway land) to filter views.
10. The road and footway are supposed to form a shared surface with no kerbs. The
currently proposed 1.2m wide footways will not be acceptable if they are set behind a
verge. If the footways are to be set behind a verge they will need to be widened to 1.8m
in order to be adoptable. The current shared surface arrangement has been agreed with
KCC.
11. In places the smaller lanes are too wide and regular and needs to be less formal with
varied width to help naturally restrict speeds. KCC H&T have asked for raised table to
restrict speeds but this approach is suburban and inappropriate on this rural site. Playing
with street widths / alignment is a more responsive approach to reducing speeds in a
rural setting.
12. See response in paragraphs 17 and 18 below to KCC on this matter.
KCC’s comments
13. Section 4.4.6 of the Transport Assessment states:
Covered cycle parking will be provided in garages or car barns for those units which
have them. Sheds will be provided in the rear gardens of those units without car barns
or garages for cycle parking.
14. The above approach is acceptable, however this has not been fully translated onto the
Proposed Site Plan with regard to storage/sheds in back gardens. This needs to be
revised to show these at sufficient size to accommodate cycles to enabled them to be
conditioned.
15. Sheds have been shown within the rear gardens of units which do not have a garage or
car barn. In addition, access routes to the rear of the terraced units have been provided.
See the proposed layout contained within Appendix D.
16. The highway layout is indicated as a shared surface to be used by both pedestrians and
vehicles. This is acceptable as a layout to be adopted by the highway authority, however
both east/west roads are in excess of 100m long and are effectively straight in
alignment. To maintain low driven speeds, particularly important for a shared surface,
these will require some form of traffic calming to maintain low speeds. Perhaps some
form of raised table in the vicinity of the communal green space. With the above in mind,
a minor amendment to the proposed highway layout is required.
17. TPP discussed the above comment with KCC during a telephone conversion on 15th
January 2020. KCC agreed that the layout and geometry of the Occupation Road site
road has been designed to discourage high vehicle speeds and that most sections of the
road are less than 60m long before there is a junction, bend or kink in the road. This
helps to maintain driven speeds at 20mph or less. KCC also understand the
environmental and noise implications of vertical (speed bumps) and horizontal (chicanes)
speed restraint features and accept that they would be inappropriate for this
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development given the geometry of the proposed road and the residential site use i.e.
vehicles braking and accelerating outside of residential properties. This is particularly
pertinent for the southern road which will be carrying traffic for the AONB car park and
the proposed industrial uses to the south.
18. Therefore, KCC agreed that some form of contrasting surface treatment to the north and
south of the ‘park’ area on the carriageway section of road. This would help to identify
the presence of the ‘park’ and encourages speed restraint by highlighting a change in
character of the street. The proposed development layout contained within Appendix D
shows contrasting surface treatments to the south of the ‘park’ area and on approach to
the ‘park’ on the northern road to warn drivers to reduce their speed on the straightest
section of carriageway.
19. Section 7 of the Transport Assessment details the proposed off site highway
improvements. Alterations to the Olantigh Road / Occupation Road junction are proposed
(Drawing 308/AC/072_B) which would improve visibility when exiting Occupation Road
and bring it up to the correct standard for the 30mph speed limit. Also proposed are a
set of raised table traffic calming features which will reinforce the speed limit to keep
driven speeds low in the vicinity of the school and provide improved at-grade pedestrian
crossing points for accessing the school and North Downs Way.
20. Two sets of road narrowing features are proposed to encourage lower driven speeds on
Olantigh Road close to Middlefield Cottage and Middlefield Lodge (drawings
30827/AC/053_A and 30827/AC/048_A).
21. A revision of the speed limit to reduce from 60mph down to 40mph with village gateway
on Olantigh Road on approach to the ADAS site is proposed. The proposed alteration to
the 40mph limit on Olantigh Road will need to be accompanied by an ATC speed survey
to demonstrate current driven speeds. This would also be required at a later date as part
of the consultation process with Kent Police in the processing of any future traffic
regulation order to enable a change to the speed limit.
22. Although the above proposed highway revisions appear to be acceptable, they need to
be fully supported by a road safety audit. This is to demonstrate their acceptability and
will need to provided with the supporting planning documents to demonstrate as part of
the planning consultation that they are deliverable.
23. An Automatic Traffic Counter (ATC) survey including speed surveys was undertaken on
Olantigh Road within for a period of seven days between the 7th January to 13th January
2020. The ATC was located just to the north of the ADAS site access, being secured to
the first telegraph pole in that location. The results of the speed survey are summarised
in Table 1. The survey data is contained within Appendix E.
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. 30827/D/014a February 2020
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Table 1: Speed survey summary
Time
Northbound Southbound
7 day average 5 day average 7 day average 5 day average
85%ile
(mph)
Ave.
(mph)
85%ile
(mph)
Ave.
(mph)
85%ile
(mph)
Ave.
(mph)
85%ile
(mph)
Ave.
(mph)
0700 54.3 45.5 54.2 45.4 51.7 44.5 51.8 44.5
0800 52.6 44.3 52.3 44.5 52.1 44.3 51.9 44.2
0900 52.9 44.4 53.8 44.7 53 44.5 53.4 46.4
1000 52.2 43.9 52.7 44.4 53.5 45.2 54.3 45.6
1100 52.1 41.9 54.1 42.5 52 42.7 52.5 43.1
1200 50.8 42.2 52.3 43.7 51.9 45.1 51.3 45.6
1300 53.5 44.6 54.3 45.4 54.4 45.6 54.7 46.2
1400 53.2 43.5 55.7 43.9 53 45 53.4 45.2
1500 49.7 42.4 49.7 42.7 51.4 43.2 51.1 42.7
1600 48.9 41.6 48.8 41.5 51.1 43.4 49.8 42.6
1700 51.7 43.7 51.6 43.9 50.5 41.4 50.7 41.5
1800 55.5 45.1 55.5 44.7 51.8 44.7 51.9 44.5
12hr Ave.
52.3 43.6 52.9 43.9 52.2 44.1 52.2 44.3
24. As can be seen from Table 1, the 7-day two-way 85%ile average speed was 52.2mph
and the 5-day two-way 85%ile average speed was 52.6mph which is approximately
7.5mph below the current speed limit of 60mph. The 7-day two-way average speed was
43.9mph and the 5-day two-way average speed was 44.1mph which is approximately
16mph below the current speed limit.
25. This demonstrates that the current driven speeds on Olantigh Road near the Site 4 ADAS
access are already lower than the existing speed limit on what is a lightly trafficked,
straight carriageway with good forward visibility. Therefore, with the introduction of the
village gateway and 40mph speed limit signage, it is considered that the new 40mph
speed limit will be adhered to by drivers.
26. Separate Stage 1 Road Safety Audits (RSAs) have been undertaken for the proposed
traffic calming features (village gateway and narrowing features) and the proposed
alterations to the Olantigh Road / Occupation Road junction.
27. The Stage 1 RSA recommendations for the traffic calming features are minor and can be
addressed as part of the detailed design stage. These include the provision of high skid
resistant surfaces on the southbound approaches to the carriageway narrowing features
and that the street lighting is reviewed and upgraded if necessary at the narrowing
features. Appendix F contains the traffic calming features Stage 1 RSA and the designer’s
response report.
28. The Stage 1 RSA recommendation for the Olantigh Road / Occupation Road junction is
that the proposed junction geometry should be modified, in order to accommodate the
types and sizes of vehicle anticipated to utilise the junction, thus mitigating the potential
collision scenarios of head on, side impact or nose to tail shunt type vehicular collisions.
29. The geometry of this junction was discussed with KCC early in the preparation of the
WYE3 Masterplan Transport Assessment. This resulted in a 6.0m carriageway for
Olantigh Road and a 5.5m carriageway for Occupation Road. The geometry was decided
upon to slow down turning vehicles and provide better facilities for pedestrians. The
junction has not been designed for constant HGV access but rather occasional access.
Whilst it is accepted that the swept paths of delivery and refuse collection vehicles cross
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. 30827/D/014a February 2020
5
the centre lines of Olantigh Road and Occupation Road, such movements will be minimal
and unlikely to be opposing on what is and will continue to be a lightly trafficked
junction. It is worth noting that refuse collection vehicle movements will generally occur
outside of the peak hours and one vehicle will be collecting for the surrounding area.
Therefore it is unlikely there will be opposing movements of similar vehicles.
30. With regards to the school coach movements, these will be tidal and therefore no
opposing movements should be experienced. Coach movements would need to be
managed by the school so that the first coach to arrive does not leave until the last
coach has arrived and vice versa in the afternoon/evening. This is standard practice to
reduce heavy vehicle movements in areas where school children are alighting and
boarding. Appendix G contains the Stage 1 RSA and the designer’s response report.
31. In terms of pedestrian connectivity, section 3.2 of the Transport Assessment discusses
walking connections from the site. 3.2.1. details the existing footway of approximately
1m in width on the eastern side of Occupation Road. This is sub-standard in width for
existing purposes, even without the proposed 40 dwellings and potential for further
dwellings on the nearby ADAS site.
32. The drawing showing alterations to the Olantigh Road / Occupation Road junction
(Drawing 308/AC/072_B) shows a widened footway on the western side of Olantigh Road
(currently grassed area adjacent to existing buildings).
33. Through the master planning process, it was always the intention of the developer to
provide an improved footway in this location. This footway however is not detailed within
the list of highway proposals nor the Transport Assessment.
34. Although I do not doubt the intention to provide such a facility and in terms of delivery it
would no doubt be easier to leave this until the adjacent site is developed. There is
however the danger that should this proposal be granted, the site adjacent to this
footway link may be dormant for years or even not be developed. As such in terms of it's
importance locally, to provide safe access from the proposed site to the village centre, an
improved footway link on the western side of Olantigh Road needs to be attached to this
tabled planning application. Details to this effect should be provided for assessment.
Having said this, subject to my other requirements outlined above being satisfied, then I
would not object to this issue being settled by way of a planning condition.
35. Drawing 30827/AC/081 shows the proposed footway connections to be brought forward
as part of the proposed Olantigh Road / Occupation Road junction improvements.
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Drawings
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+48.30
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BASED ON ORDNANCE SURVEY MAPPING AND
REPRODUCED BY TRANSPORT PLANNING
PRACTICE WITH THE PERMISSION OF THE
CONTROLLER OF HMSO © CROWN COPYRIGHT
This drawing has been prepared for planning purposes and should not be used for construction.
It should be read in conjunction with TPP document D014.
T:\30000_Projects\30827 Residential Sites, W
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transport planning practice
TRANSPORT PLANNING PRACTICE
t: 020 7608 0008
w: www.tppweb.co.uk
70 Cowcross Street
London, EC1M 6EL
DRAWING NUMBER
REV
SCALE @ A3 DATE DRAWN BY CHECKED
30827/AC/072 C
RESIDENTIAL SITES, WYE, ASHFORD
Proposed Olantigh Road / Occupation Road
tied into site access road
11/02/20 LD CWP
1:250
0 5m2.5
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OSA
OSA
SOAKAWAYASSUMED POSITION
TAKEN FROM RECORDS
ASSUMED POSITION
TAKEN FROM RECORDS
FOUL ROUTEASSSUMED FROM
KITCHENETTE
WATER PIPE FROM
SERVICE TRENCHWITHIN BUILDING
BASEMENT PLANT ROOM
INCLUDING WATER, GAS &
ELECTRICITYFED FROM SERVICE
TRENCH WITHIN BUILDING
DEPTHS???
FOUL ROUTE FROM
CLASSROOM SINKS
FOUL ROUTE FROM
CLASSROOM SINKS
FOUL ROUTE FROM
CLASSROOM SINKS
FOUL ROUTEFROM TOILETS
ASSUMED ROUTE
ASSUMED ROUTE OF UTILITIES IN THIS AREA
UNABLE TO SURVEY
DUE TO NO ACCESS
HORTIC DEPT.
O
C
C
U
P
A
T
I
O
N
R
O
A
D
O
L
A
N
T
I
G
H
R
O
A
D
G:0.3S:6
H:5
.30
+49.93
+49.93
+49.00 EXT
+48.50 EXT
65
43
21
OLAN
TIGH
ROA
D
2
Wye School
36
20
Grid
Bramleys
El Sub Sta
El Sub Sta
Cattle
Pool1
47.1m
Swimming
BASED ON ORDNANCE SURVEY MAPPING AND
REPRODUCED BY TRANSPORT PLANNING
PRACTICE WITH THE PERMISSION OF THE
CONTROLLER OF HMSO © CROWN COPYRIGHT
Based on drawing number 50697. TPP REF - IN_23. and
drawing Wye OS. TPP REF - IN_15
T:\30000_Projects\30827 Residential Sites, W
ye, Ashford\ACAD
\081.dw
g
transport planning practice
t: 020 7608 0008
w: www.tppweb.co.uk
70 Cowcross Street
London, EC1M 6EL
DRAWING NUMBER
REV
SCALE @ A3 DATE DRAWN BY CHECKED
TRANSPORT PLANNING PRACTICE
This drawing has been prepared for planning purposes and should not be used for construction.
It should be read in conjunction with TPP document D014.
30827/AC/081 -
RESIDENTIAL SITES, WYE, ASHFORD
Footway connections to be brought forwards with
the Olangtigh Road / Occupation Road
junction improvements
1/500 11/02/20 LD CWP
Key:
- Kerbs / Channel Line
- Back of Footway
- Road Markings
- Double yellow lines
- Visibility Splay (2.4m X 43m)
Raised table surface treatment to
be based on KCC's pallet of
materials. Surface will be
contrasting from adjacent
carriageway surface treatment.
No.34 Olantigh
Road driveway
Raised table surface
treatment to be based on
KCC's pallet of materials.
Surface will be contrasting
from adjacent carriageway
surface treatment.
North Downs
Way footpath
connection
2.0m footway connection
to the south including
Sites 3, 7 and 9 and the
rest of the village
2.0m footway
connection to
Site 6
2.0m footway
connection to the
north including
Site 4 ADAS
Drawings.pdf072_C.pdfSheets and ViewsA3-L
081.pdfSheets and Views081
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