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Northampton International Academy : ST16381-001/001

Northampton International Academy

TRANSPORT STATEMENT Report

JMP Consultants Ltd


Northampton International Academy

TRANSPORT STATEMENT Report

JMP Consultants Ltd 10 Victoria Street, Bristol, BS1 6BN T 0117 922 9040 E [email protected] www.jmp.co.uk [email protected] facebook.com/jmp.consultants twitter.com/#!/_jmp linkedin.com/company/jmp consulting

Report Record

Job No. Report No. Issue No. Prepared Verified Approved Status Date

ST16381 001 001 WN/PW TB JC Draft 18/12/2015

002 WN/PW TB JC Final 23/12/2015

Contents Amendments Record

Issue No. Revision description Approved Status Date

001 Draft for client comment JC Draft 18/12/15

002 Final for issue JC Final 23/12/2015

http://www.jmp.co.uk/

mailto:[email protected]


Contents

1 INTRODUCTION 5

Background .................................................................................................................................................5

Scheme Proposals ......................................................................................................................................6

Planning History ..........................................................................................................................................6

Scope Of Report .........................................................................................................................................6

2 PLANNING POLICY 7

General .......................................................................................................................................................7

National Policy ............................................................................................................................................7

Local Policy .................................................................................................................................................8

3 SITE CONTEXT 11

Background ...............................................................................................................................................11

Previous Use.............................................................................................................................................11

Public Transport ........................................................................................................................................11

On-street Parking ......................................................................................................................................12

Personal Injury Accident Data...................................................................................................................13

4 DEVELOPMENT PROPOSALS 15

Scheme Summary ....................................................................................................................................15

Site Access Arrangements........................................................................................................................15

Parking Provision ......................................................................................................................................15

Servicing Arrangements............................................................................................................................15

School Catchment.....................................................................................................................................16

5 TRAFFIC IMPACT 17

Trip Rates and Trip Generation ................................................................................................................17

Impact on Junctions ..................................................................................................................................18

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6 CONCLUSION 19

Tables and Figures

Figure 1.1 Site Location Plan .....................................................................................................................................5

Table 3.1 Bus Frequency .........................................................................................................................................12

Table 5.1 Trip Rates and Trip Generation (AM Peak) .............................................................................................17

Table 5.2 Trip Rates and Trip Generation (School PM Peak) .................................................................................17

Table 5.3 Trip Rates and Trip Generation (PM Peak) .............................................................................................18

Appendices

Appendix A Proposed Site Layout Plan

Appendix B Northamptonshire Highways Scoping Correspondence

Appendix C Personal Injury Accident Data

Appendix D TRICS Outputs

Appendix E Consented NIA Development Flow Diagrams


1 Introduction

1.1 JMP Consultants Ltd (JMP) has been appointed by Architecture Initiative to prepare a Transport Statement (TS), to support the proposal for temporary school accommodation associated with the consented redevelopment of the former Royal Mail Sorting Office at 55 Barrack Road, Northampton, NN1 1AA into the Northampton International Academy (NIA).

BACKGROUND 1.2 The NIA site is located on Barrack Road (A508) approximately 750 metres (m) to the north of

Northampton Town Centre and 300m north of the Regent Square junction. The application site is located to the western end of the NIA site. Figure 1.1 shows a location map.

Figure 1.1 Site Location Plan

Proposed Temporary Development – Year-7 Classrooms

Proposed Temporary Development – Primary School classrooms

Regent Square Junction

Town Centre

Northampton International Academy (Under Construction)

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SCHEME PROPOSALS 1.3 The temporary development is required to accommodate the first year’s intake of pupils in September

2016 while the main NIA development is under construction. The temporary facilities will accommodate 300 secondary (10 form entry [FE]) and 60 primary (2FE) pupils. The secondary school children will be in Year-7 (11-12 years old) and the primary school children shall be in reception (four-five years old).

1.4 Supplementary facilities including an office, staff room and washing facilities will also be included within the temporary development. There will be 15 staff employed in the secondary school classrooms and four staff in the primary school classrooms. A total of 17 car parking spaces including two disabled spaces will be provided within the development. All four staff employed by the reception class will be allowed to park within the current parking facilities of the adjoining primary school Castle Academy.

1.5 A site layout plan is presented in Appendix A.

1.6 A site audit was conducted on Friday 4th December 2015. Observations recorded on the site visit have been used to inform this report.

PLANNING HISTORY 1.7 The former Royal Mail sorting office was subject to a planning application in June 2014 (Reference

14/00039/CCDFUL) to convert and extend the current building to provide a 420-place primary school, 1500-place secondary school with 300-place sixth-form, as well as a private nursery, café, gym and seven residential units. This application was granted planning permission, subject to conditions, in October 2014.

1.8 Prior to this, the site was subject to a planning application in October 2011 (Reference N/2011/0998) to develop a foodstore on the site. This application was granted full planning permission in November 2012 but was never taken forward.

SCOPE OF REPORT 1.9 This report has been prepared giving due consideration to guidance contained within the National

Planning Policy Framework and Planning Practice Guidance. This document sets out the key matters which a Transport Statement (TS) should address.

1.10 In preparing this report we have consulted Northamptonshire County Council Highways (NCCH) to agree the approach and scope of this TS. A copy of the correspondence between us and NCCH is provided in Appendix B.

1.11 The remainder of this report is set out across five further sections:

Ê Section 2 sets out the key transport and highway policy context relevant to the proposed development.

Ê Section 3 provides the site context.

Ê Section 4 explains the details of the proposed development including the traffic, transport and highway considerations.

Ê Section 5 sets out the traffic impact of the proposed development.

Ê Section 6 provides a conclusion to the report.

1.12 The TS concludes that there are no highways or transport reasons to object to the application.


2 Planning Policy

GENERAL 2.1 This section of the TS sets out the current national and local transport planning policy relevant to the

proposed development.

NATIONAL POLICY

National Planning Policy Framework (NPPF) (2012)

2.2 The final version of the NPPF was published on 27 March 2012. This document provides information as to how the Government expects planning policies across England are to be applied. The NPPF defines the delivery of sustainable development through three roles:

Ê Planning for prosperity (an economic role);

Ê Planning for people (a social role); and

Ê Planning for places (an environmental role).

2.3 NPPF recognises that transport policies have an important role in wider sustainability and health objectives as well as their direct influence on development. It seeks to ensure that the transport system is balanced in favour of sustainable transport modes giving people a real choice about how they travel.

2.4 The NPPF states that ‘plans should protect and exploit opportunities for the use of sustainable transport modes for the movement of goods or people’. Therefore, developments should be located and designed where practical to (para. 35), among other things:

Ê Accommodate the efficient delivery of goods and supplies;

Ê Give priority to pedestrian and cycle movements, and have access to high quality public transport facilities; and

Ê Create safe and secure layouts which minimise conflicts between traffic and cyclists or pedestrians.

2.5 At the heart of the NPPF is a presumption in favour of sustainable development which ‘should be seen as a golden thread running through both plan making and decision taking.’ It is also stated that ‘Policies in Local Plans should follow the approach of the presumption in favour of sustainable development so that it is clear that development which is sustainable can be approved without delay’.

2.6 It states that all developments that generate significant amounts of movement should be supported by a Transport Statement or Transport Assessment also explaining that plans and decisions should take account of whether;

Ê The opportunities for sustainable transport modes have been taken up depending on the nature and location of the site, to reduce the need for major transport infrastructure.

Ê The needs of people with disabilities travelling to the site via all modes of transport can be met.

Ê Improvements can be undertaken within the transport network that cost effectively limit the significant impacts of the development. Development should only be prevented or refused on transport grounds where the residual cumulative impacts of development are severe.

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LOCAL POLICY

West Northamptonshire Joint Core Strategy

2.7 The West Northamptonshire Joint Core Strategy (JCS) provides ‘a long-term vision for the area with an overall framework in which more detailed plans will be drawn up and decisions made.’

2.8 The JCS comments that ‘historically the provision of infrastructure within West Northamptonshire has failed to keep pace with and fully support a growing population.’ Infrastructure including utilities, education and health are essential in order to support residential developments within West Northamptonshire.

2.9 The JCS makes clear reference to the importance of travel within West Northamptonshire. ‘It is important for economic prosperity and quality of life that people can easily reach important facilities such as education, employment, healthcare facilities, shops and leisure attractions. At present there are a high number of car journeys within and between urban areas leading to congestion.’ Given these considerations the JCS highlights that all new developments should be within easy reach of a variety of transport modes including walking, cycling and public transport.

2.10 Policy E6 of the JCS - titled Education, Skills and Training states that ‘New educational facilities will be encouraged and should be developed at sites which are accessible by sustainable transport modes.’ In relation to this the JCS also makes reference to the benefit in locating educational facilities in town centres as it helps to improve the vitality and viability of the town centres.

2.11 It is discussed within the JCS that the Northampton Central Area Action Plan (which itself is examined in this chapter) must work in tandem with the JCS to ensure that planning policies for Northampton’s central area actively support regeneration projects.

Northamptonshire Transportation Plan (March 2012)

2.12 The Northamptonshire Transportation Plan (NTP) was published by Northamptonshire County Council (NCC) in March 2012 and replaces the county’s interim Third Local Transport Plan. It sets out plans and policies for future transportation in Northamptonshire, as well as how those plans will be implemented. The Plan consists of a suite of ‘daughter’ documents which address strategies for a range of topic areas (e.g. bus strategy, cycling strategy) and geographic areas.

2.13 The aim of the Transportation Plan is to deliver a transportation system which is ‘fit for purpose.’ This overarching aim is broken down into six objectives:

Ê Fit for the future – creating a system which supports, encourages and plans for future growth

Ê Fit for the community – maintaining and creating cohesive, sustainable communities where people are actively involved in shaping the places in which they live

Ê Fit to choose – ensuring people have the information and options available to choose the form of transport they use for each journey

Ê Fit for economic growth – supporting economic growth and regeneration

Ê Fit for the environment – minimising and reducing the effect of travel on the built, natural and historic environment

Ê Fit for best value – focusing on value for money and benefiting the community as a whole

2.14 The document contains a range of strategic policies, those which are of clear relevance to this application are recorded below.

2.15 Strategic Policy 3 of the NTP states that:


‘We will ensure that all new developments are well connected by public transport and walking, cycling and motor vehicles routes, to the existing transport network or one that can be reasonable expected to be created – this will allow ease of movement between the development and existing

built up areas and provide access to employment and key services.’

2.16 Strategic Policy 15 of this document asserts that:

‘We will seek to improve accessibility to employment and services such as healthcare, leisure and education for all people of Northamptonshire, including those who, for whatever reason, have

access to a limited range of transport modes.’

Northampton Town Transport Strategy, December 2012

2.17 The Northampton Town Transport Strategy (NTTS) is one of the thematic daughter documents produced under the Northamptonshire Transportation Plan. It was adopted in December 2012, following a consultation in autumn 2012. The Strategy establishes NCC’s vision for transport associated with Northampton up to 2026.

2.18 The objectives of the NTTS are:

Ê To have sustainability at its core, whilst initially balancing the regeneration demands of the town;

Ê To make the Northampton of the future a connected town;

Ê To achieve significant modal shift away from the car; and

Ê To support and enable Northampton’s regeneration, including Northampton Alive sites and the Waterside Enterprise Zone.

Northampton Central Area Action Plan (NCAAP) (2013)

2.19 This document was adopted on 21st January 2013 and aims to provide a consistent strategic framework for the redevelopment of the area whilst ‘protecting and enhancing its intrinsic historic built character.’

2.20 The NCAAP makes direct reference to the main NIA site as Policy 34: Former Royal Mail Sorting Office. This Policy states that any redevelopment of the site shall ‘provide improvements to pedestrian crossings along Barrack Road and enhance links to the town centre and Racecourse.’ Furthermore it also comments that a redevelopment must ‘incorporate appropriate vehicular access arrangements that are sympathetic in their design to the adjacent Barrack Road Conservation Area.’

2.21 Policy 9 of this document, titled Pedestrian and Cycling Movement Framework comments that ‘residential or commercial developments required to undertake a transport assessment and/or statement within the central area boundary will, undertake a full audit of walking and cycling in the vicinity of the proposed site. The audit will consider general non-motorised movement, missing links and links to other major attractions.’

2.22 Key issues stated within the NCAAP include the need for ‘improvements to increase the present educational provision within the Central Area.’ and the ‘regeneration of large parts of the central area including redundant former employment areas.’

2.23 The NCAAP comments that in relation to Policy 10 and car parking that ‘multiple use will be encouraged, for example, office parking by day, leisure, recreation and residential parking by night.’ Given that there is generally an oversupply of parking within the town centre the NCAAP identifies that properties within the town centre boundary, will have their private parking provision set at a maximum of 50% of the standards for the rest of the town.

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2.24 The NCAAP also provides guidance on car park design stating that ‘within car parking areas a clear zone of 6.0 metres is required between opposing parking spaces. This may be reduced to 4.2 metres for 60-degree spaces and 3.6 metres for 45-degree spaces (the latter standard relates to one way traffic only.)

2.25 The document makes clear that cycle parking should be convenient to use, be secure and in areas of good surveillance that are well lit. Cycle parking should be provided in prominent sites. The Sheffield stand is stated as the preferred method to provide cycle parking provision. Shelter should also be provided over the bicycle stands so as to provide cover from the weather.

Northamptonshire Smarter Travel Choices Strategy, October 2012

2.26 The Smarter Travel Choices Strategy is a daughter document of the Northamptonshire Transportation Plan. It was developed following consultation with the public and stakeholders in autumn 2012.

2.27 The aim of the Strategy is to use ‘soft’ measures to ‘help people reduce their car use by providing high quality, accurate and accessible information, while incentivising and enhancing the alternatives to driving alone’.

2.28 The document states that Travel Plans aim to ‘influence the mode of travel to create mode shift away from single car occupancy journeys. Travel Plans are subject to annual monitoring and review for the first five years with monitoring requirement beyond five years agreed as part of the travel plan.’

2.29 Within this is a policy to secure Travel Plans for all new developments – business, educational or residential (Smarter Travel Choices Policy 5). It is noted in the Strategy that Workplace Travel Plans are key to promoting more sustainable active travel choices. They benefit the community through reducing congestion, and benefit businesses through reduced travel times/costs and reduced absenteeism. The document also states that a good Workplace Travel Plan can reduce the number of people driving to work by 15% and in doing so this shall reduce transport related emissions. At present 37% of transport related emissions come from the journey to work and travelling as part of work.

2.30 Travel to schools can impact on the surrounding vicinity with localised congestion and perceived safety concerns with more parents opting to travel by car rather than foot. School Travel Plans encourage schools to use their own resources to introduce measures to assist cycling and walking and promotion of safety on the journey to school.

Northamptonshire Walking Strategy (January 2013), Northamptonshire Cycling Strategy (January 2013), Northamptonshire Bus Strategy January 2013

2.31 These 3 strategies are all ‘daughter’ documents of the Northamptonshire Transportation Plan. All 3 strategies state that more needs to be done to reduce traffic levels and promote the use of walking, cycling or the bus when travelling to work, school or for leisure.

2.32 Within the Walking Strategy it states that ‘Walking to school has health, educational and social development benefits for children; it improves their sense of independence and confidence and could help tackle the growing problem of childhood obesity as well as combating the congestion of the school run.’ Furthermore the need to combat parents providing their children with lifts to school is highlighted by the ‘school run accounting for 17% of traffic in urban areas.’ (DfT)

2.33 The Cycling Strategy highlights how cycling incentives can be included within Travel Plans as cycling to work and school has the greatest potential to deliver modal shift. These incentives include ‘mileage allowances, pool bikes, cycle skills training, the cycle to work scheme and a guaranteed ride home service, for instance if the staff member/pupils bike has been stolen.’


3 Site Context

BACKGROUND 3.1 The main parcel of the application site, which will accommodate the year-7 classrooms, is located to the

rear / west of the Northampton International Academy (NIA) site.

3.2 The site of the proposed temporary year-7 classrooms is bounded to the south and west by the Castle Academy site and to the north-west by the Northampton Bangladeshi Association (NBA).

3.3 Mill Road borders the site to the north, with the NIA site to the east.

3.4 Vehicular access to the main site is to be provided through the neighbouring NBA site to the west, with permission from the NBA.

3.5 Additionally two temporary classrooms and associated facilities will be located within the smaller parcel of the application site at the south-east corner of the adjacent Castle Academy site. Castle Academy, is a primary school owned and managed by the same academy trust as the NIA.

3.6 This smaller parcel of the application site is bordered by Gibraltar Barracks to the north, Northampton Chiropractic Clinic to the east and residential properties to the south. Access to the two primary classrooms will be provided through the current access to Castle Academy off St. George’s Street.

3.7 To the north of the NIA site, the A508 Barrack Road is a dual carriageway subject to a speed limit of 30 miles per hour and runs in a north-south orientation. For approximately 300m from the NIA site south to St George’s Street, Barrack Road is single carriageway, before becoming dual carriageway once again.

3.8 To the south of the site Barrack Road provides access to Northampton Town Centre and onwards to Junction 15 of the M1, via the A5076 and A5123. To the north of the site Barrack Road provides access to the A14 and the town of Market Harborough.

3.9 A traffic enforcement camera is located directly outside the NIA site on the footway adjacent to the northbound side of the carriageway. A further enforcement camera is located approximately 20m to the north of the site adjacent to the southbound side of the carriageway.

PREVIOUS USE 3.10 The NIA site was previously occupied by The Royal Mail from the late 1970s until 2003, used as a

sorting office.

PUBLIC TRANSPORT

Bus

3.11 The site is ideally located for bus access with both northbound and southbound bus within 250mof the site on the A508.

3.12 The northbound bus stop is located to the south of the NIA site. This stop provides a shelter incorporating Real Time Passenger Information. The southbound bus stop is located between Leicester Street and Lorne Street. This stop is defined by a post and flag arrangement. A pedestrian refuge is located directly outside the NIA site on the A508 Barrack Road which provides a convenient crossing point for pedestrians accessing the southbound bus stop. Table 3.1 provides a full summary of all relevant services that serve the Barrack Road stops.

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Table 3.1 Bus Frequency

Service number Route One - Way Frequency

Weekday (Day) Weekday (Evening)

Saturday Sunday & Public Holidays

15 (Stagecoach)

Acre Lane – Kingsthorpe – Town Centre

Every 20 minutes

Last service 20:19

Every 20 minutes Every 30 minutes

16 (Stagecoach)

Ecton Brook – Town Centre – Holly Lodge Drive

Every 20 minutes

Last service 23:11

Every 20 minutes Every 20 minutes

17 (Stagecoach)

Ecton Brook – Town Centre – Holly Lodge Drive

Every 20 minutes

Last service 18:05

None None

21 (Unobus) University – Town Centre – Rectory Farm

Every 15 minutes

Last service 19:07

Every 15 minutes None

60 (Unobus) Northampton - Guilsborough Approximately every 2 hours

Last service 17:45

Approximately every 2 hours

None

3.13 A review of the bus services identifies that six services stop on Barrack Road. Of these six, four run on a weekday frequency of at least one bus every 20 minutes. All services stop at Northgate Bus Station with three services providing access to the east of the town. Whilst no direct bus services run from Barrack Road to the west of the town services are available from the bus station.

Rail

3.14 The closest railway station to the site is approximately 1.2km to the south west. Northampton Railway Station is located on the Northampton loop of the West Coast Mainline. The station is operated by London Midland. Approximately three trains per hour are provided southbound to London Euston and approximately three trains per hour are provided towards Birmingham New Street. These services are provided on weekdays, Saturdays and Sundays.

Cycle Access

3.15 A local cycle route is available less than 400m to the east of the site. This cycle route runs in a north-south orientation providing access towards the town centre for residents living within Kingsthorpe and also the Moulton Park Industrial Estate. The cycle route terminates in the town centre at the junction of Bailiff Street and Campbell Square.

ON-STREET PARKING 3.16 Observations from our site audit between 11:30 and 14:30 on Friday 4th December indicate that there is

unrestricted parking on the predominantly residential Hampton Street, Uppingham Street, Brook Street and Lower Priory Street. As the time of the audit, Hampton Street (the closest to the site) was noted to be at approximately 33 percent of parking capacity. The remaining streets were at capacity.

3.17 Parking is limited to a maximum of two hours along the majority of St George’s Street from 08:00-13:00 Monday-Saturday. St George’s Street is permanently blocked at its north-western end, approximately 300m from its junction with Barrack Road, and measures 10m in width for its whole length. ‘School keep clear’ markings are visible on St George’s Street for approximately 40mspanning the access/egress to the Castle Academy School.

3.18 Parking is unrestricted directly outside the proposed access via the NBA site on Mill Road and is also unrestricted on Semilong Road, Lower Adelaide Street and Northcote Street. It is noted that at the time of the site audit parking on Semilong Road was at approximately 50 percent of its capacity. On Alliston Gardens parking is unrestricted on the south side bordering the NIA site with double yellow lines on the north side. There are a number of private residential car parks off Alliston Gardens and a private car park for the use of the Leicester Terrace Healthcare Centre.


PERSONAL INJURY ACCIDENT DATA 3.19 Personal injury accident (PIA) data has been obtained from NCC covering the section of Barrack Road

from the junction with Lady’s Lane/St Andrew’s Street to the junction with St. George’s Avenue. Data has also been obtained for the A5123 from Regent Square to Earl Street, the A428 from Regent Square to the junction with the A5095 and the A5095 from Baker Street to the junction with the A428. Additionally accident data for the residential streets around the site has also been obtained.

3.20 Data has been supplied from October 2010 until September 2015. The data is included at Appendix C.

3.21 A review of the data has identified that 92 accidents were recorded across the study period, of which 10 were serious, with the remaining accidents all being slight.

Serious Incidents

3.22 Three serious incidents occurred in the immediate vicinity of the application site within the study period.

3.23 One of these occurred on the A5095 St Andrews Road / Lower Hester Street priority junction in December 2013. This was reported as a motorcycle colliding with the rear of a car as it was slowing down and waiting to turn right onto Lower Hester Street. The PIA report indicates that the motorcyclist failed to judge the car’s right turn signal, with other “likely” causation factors being reported as “failing to look properly” and “failure to judge other vehicles path or speed”. This incident occurred during damp road conditions, however there is no indication that the incident was caused by highway design or speed, neither were any children involved in the incident. The serious injury was to the driver of the car.

3.24 The other two serious incidents within the vicinity of the application site occurred on Barrack Road between Lorne Road and Leicester Street. The first incident took place when a pedestrian stumbled into an oncoming vehicle whilst crossing the carriageway. This resulted in the pedestrian sustaining serious injuries. The other incident occurred at the junction of Barrack Road and Lorne Road. A passenger was walking up the stairs on a bus when the bus braked suddenly causing the passenger to fall down the stairs of the bus.

3.25 Further serious incidents occurred in the wider area surrounding the site. An incident occurred in December 2011 at the A428 Spencer Bridge Road / AA5095 St Andrews Street junction, when a pedestrian walked into the road without the correct signal at a pedestrian crossing. Three separate serious incidents also occurred at the Regents Square junction, approximately 350m from the NIA site access. Of these, two involved pedestrians crossing into the carriageway unsafely or without proper signalisation. The third involved a collision between two vehicles at the junction. In none of these incidents were children injured, neither is there an indication that highway speed or design was a causation factor.

Slight Incidents

3.26 A total of nine slight injuries have occurred on the Barrack Road / Lorne Road junction south of the NIA site during the data timeframe. These fall into the following scenarios:

Ê Four incidents when a vehicle collided with another vehicle whilst negotiating the junction;

Ê Three incidents where a vehicle has collided with a pedestrian;

Ê One incident during a parking manoeuvre; and

Ê One vehicle collision when stationary at the junction.

3.27 Of the three incidents involving pedestrians, none involved children and all occurred when crossing Lorne Road or Barrack road in the vicinity of the junction. Likely causes are reported as pedestrians failing to look properly before crossing the road.

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3.28 Slight incidents also took place on minor roads in closer proximity to the application site. One such incident occurred on St George’s Street directly outside the Castle Academy access. This took place when a vehicle leaving the school grounds collided with a cyclist using the footway on St George’s Street causing minor injuries to the cyclist. The two other incidents were vehicle collisions at the junction of Semilong Road and Northcote Street; both incidents led to slight injuries to those within the vehicles.

Incidents Involving Under 16s

3.29 A total of nine incidents involved children under the age of 16, of which eight involved the child as a pedestrian, with the remaining case being a collision between a vehicle and a cyclist who was 16 years old. The incidents were reported to be as follows:

Ê Two cases of vehicles failing to stop at a red light at a pedestrian crossing;

Ê Two cases of pedestrians stepping into the road without a green man signal;

Ê Two cases of pedestrians being struck by a vehicle at an un-signalised pedestrian crossing; and

Ê One case of a pedestrian stepping out from behind a parked car.

3.30 There was also an incident involving a pedestrian who started to cross the road, then attempted to turn back to the footway. However during this process they were struck by a passing car.

3.31 Five of these incidents took place along St Andrew’s Road and its junctions with the adjoining residential streets, such as Uppingham Street and Grafton Street. Three accidents occurred along Barrack Road at the junctions with Marriot Street, Adelaide Street and Lorne Road. One incident took place on Upper Mounts, a significant distance away from the proposed site.

3.32 All incidents involving children under the age of 16 resulted in only slight injuries.

3.33 In conclusion, following a review of PIA data from the most recent five years it is concluded that there have not been a significant number of accidents when considering the numbers of pedestrians and vehicles in the study area. The reported accidents are spread out over the five-year period, and are not concentrated in any one location. Those accidents involving children of school age (under 16) resulted in slight injuries only.


4 Development Proposals

SCHEME SUMMARY 4.1 The proposal is to provide temporary facilities for the education of 300 secondary (10FE) and 60 primary

(2FE) pupils. The secondary children will be in year-7 (11-12 years old) and the primary children shall be in reception (four-five years old).

4.2 Supplementary facilities including an office, staff room and washing facilities will also be included within the temporary development. There will be 15 staff employed in the secondary school classrooms and four staff in the primary school classrooms. A total of 17 car parking spaces including two disabled spaces will be provided within the development. All four staff employed by the reception class will be allowed to park within the current parking facilities of the adjoining Castle Academy, where there is sufficient capacity.

SITE ACCESS ARRANGEMENTS 4.3 Vehicular access for staff to the main site (year-7 classrooms) will be provided from Mill Road through

the Northampton Bangladeshi Association (NBA) site to the east. This access will result in the temporary loss of two parking spaces from the NBA car park; however the NBA will be permitted to use the school car park out of school hours, as part of the agreement for the use of their site.

4.4 Vehicular access for staff to the two primary school classrooms at the south east corner of the Castle Academy site will be provided through the current access to Castle Academy off St. George’s Street.

4.5 Pedestrian and cycle access for pupils and staff to all of the temporary classrooms will also be through the current access to Castle Academy. This is well used at present by all users of the Castle Academy, and therefore considered suitable for use by the additional pupils and staff at the temporary classrooms.

4.6 Access for the installation and removal of the temporary accommodation will be via the existing access to the main NIA site off Barrack Road.

4.7 The use of the proposed access points is considered suitable and appropriate for the low levels of additional development traffic.

PARKING PROVISION

Car Parking

4.8 A temporary car park for solely staff and visitors will be provided within the application site, accessed via the NBA site. The car park will accommodate up to 17 cars (including two disabled spaces) so as to provide off-street parking for each staff member.

Cycle Parking

4.9 The scheme proposals are to provide 56 cycle parking spaces. Pro-rata this is a greater provision than has been approved for the full NIA site (200 spaces).

SERVICING ARRANGEMENTS 4.10 Deliveries and servicing vehicles for the year-7 classrooms will arrive via the NBA car park access.

Swept path tracking assessments have confirmed that a delivery van can access the temporary staff

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parking area and turn within the site. Larger or more unusual deliveries and deliveries for the primary school classrooms will access the site via Castle Academy.

SCHOOL CATCHMENT 4.11 It is expected that the majority of primary school children will live within two miles of the school. This is

based on evidence compiled in a 2014 study by NCC for the five primary schools that are located closest to the proposal site; the five schools are Barry Primary, Castle Academy, Spring Lane, Stimpson Avenue and Vernon Terrace.

4.12 Their review identifies that for the forecast September 2014 pupil intake three of the schools will see over 90% of the pupil intake drawn from the ward within which the school is located. Of the two other schools a total of 87% and 83% is to be drawn from the same ward, overall this equates to an average of 89%. The review also identifies than an average of no more than 5% of pupils will live beyond a two mile catchment of the school.

4.13 It is expected that the majority of the secondary school intake will be drawn from the new primary school and the existing five that are in close proximity to the school. As such the catchment for the secondary school will be similar to that of the primary school.

4.14 It is forecast that the NIA primary school will have similar catchment characteristics to the nearby primary schools and as such the majority of pupils will be draw from the Semillon and Castle Wards. It is acknowledged that some secondary pupils will be drawn from a larger catchment than a two-mile radius and may therefore notwalk to the school. Review of the bus services identifies that regular bus services run from the Barrack Road stops providing connection to the north and east of the town. These services also connect the site to the bus station with services available to the west and south of the town. It is considered that these services provide good public transport links for secondary school pupils travelling from beyond a two-mile radius.


5 Traffic Impact

TRIP RATES AND TRIP GENERATION 5.1 Table 5.1, Table 5.2 and Table 5.3 show the trip rates that formed part of the approved 2014 planning

application, along with the trip generation based on the intake of 360 pupils for this current application, made up of 300 secondary and 60 primary school pupils. This was formulated from the industry standard TRICS database; the outputs can be seen in Appendix D.

5.2 The tables demonstrate that the predicted trip generation of the proposed temporary classrooms represents approximately 17% of the predicted number of trips of the consented NIA development with an intake of 1800 pupils.

Table 5.1 Trip Rates and Trip Generation (AM Peak)

AM Peak (08:00-09:00)

Arrival Departure Two-way

Pupils Trip Rate Trips Trip Rate Trips Trip Rate Trips

Primary School Full NIA: 420

0.318 134

0.231 97

0.549 231

Temp: 60 19 14 33

Secondary School Full NIA: 1500

0.091 137

0.037 56

0.128 192

Temp: 300 27 11 38

Total Consented NIA

317

187

423

Temp.

46

25

71

TRICS (2015) / JMP (2014)

Table 5.2 Trip Rates and Trip Generation (School PM Peak)

School PM Peak (15:00-16:00)




0.158 66

0.188 79

0.346 145

Temp: 60 9 11 21


0.034 51

0.061 92

0.095 143

Temp: 300 10 18 29

Total Consented NIA

145

203

288

Temp.

20

30

49

TRICS (2015) / JMP (2014)

JMP Consultants Ltd


Table 5.3 Trip Rates and Trip Generation (PM Peak)

PM Peak (17:00-18:00)




0.045 19

0.069 29

0.114 48

Temp: 60 3 4 7


0.02 30

0.033 50

0.053 80

Temp: 300 6 10 16

Total Consented NIA

49

78

127

Temp.

9

14

23

TRICS (2015) / JMP (2014)

IMPACT ON JUNCTIONS 5.3 It can be assumed that the distribution of trips associated with the temporary classrooms will be the

same as that of the approved NIA development. The transport assessment (TA) that supported the NIA application included capacity assessments of a number of nearby junctions, the results of which were considered to be acceptable by the local highway authority.

5.4 The traffic associated with this current application for temporary classrooms will have its greatest impact on St George’s Street and the Regent Square junction since vehicular access for staff and pupils will be via St George’s Street.

5.5 The peak traffic impact of the proposed temporary classrooms will be in the morning peak, as shown in Table 5.1, during which there is predicted to be 71 two-way trips (46 arrivals and 25 departures). In order to be a robust assessment it is assumed that all of these 71 trips will route via St George’s Street and the Regent Square junction.

5.6 Appendix E contains the network flow diagrams from the consented NIA TA, which show that with the whole NIA development it is predicted that there will be an additional 215 trips passing through the St Regent Square / George’s Street junction. The results of the capacity assessment of this junction, with an additional 215 vehicle movements, were considered to be acceptable by the local highway authority.

5.7 The current proposal is forecast to generate approximately 33 percent (71 of 215) of the consented development traffic through this junction, and as such it is considered that no further junction capacity assessments are necessary for this application.

5.8 It is acknowledged that the temporary classrooms will result in an additional 71 two-way trips, which will predominantly impact on St George’s Street itself, although it is highly likely that a proportion of the year-7 pupils will be dropped off on other roads to walk the final part of their journey to the school site. Given the nature of St George’s Street it is considered that the additional traffic can be accommodated for the temporary period of the proposed classrooms.


6 Conclusion

6.1 JMP Consultants Ltd (JMP) has been appointed by Architecture Initiative to prepare a Transport Statement (TS) to address the transportation issues associated with the proposed temporary educational development associated with the redevelopment of the former Royal Mail Sorting Office at 55 Barrack Road, Northampton, NN1 1AA into the Northampton International Academy.

6.2 The proposals are to provide accommodation for 300 secondary school pupils plus 15 staff and 60 primary school pupils plus four staff. The temporary development is required because the redevelopment of the former Royal Mail site into the mixed use (predominantly educational) facility will not be completed in time for the September 2016 intake of pupils

6.3 This report has been prepared giving due consideration to guidance contained within the National Planning Policy Framework and Planning Practice Guidance in addition to relevant local and regional policy.

6.4 The site is readily accessible by a number of bus services within 300m of the temporary site and Northampton railway station is approximately 1.2km to the south-west. There is also a local cycle route within 400m to the east of the site.

6.5 17 parking spaces will be provided with an access off Mill Road via the NBA. Two of these spaces will be disabled parking bays. The proposed development will also provide 56 cycle parking spaces.

6.6 The streets within the vicinity of the site have unrestricted parking areas and these have been observed to be at approximately 50% of capacity during the day.

6.7 Personal injury accident data of the most recent five years has been analysed and it is concluded that none of the accidents were due to the condition or design of the highway. Those accidents involving children of school age (under 16) resulted in slight injuries only. The reported accidents are spread out over the five-year period, and are not concentrated in any one location.

6.8 It is demonstrated that the peak level of impact of the proposed development would be an additional 71 two-way trips forecast to occur during the AM peak. This is calculated to equate to approximately 17% of the number of two-way trips forecast for the consented full NIA development

6.9 In the robust assessment in which it is assumed that all 71 two-way trips in the AM peak travel via the Regents Square signalised junction, it is demonstrated that this would represent just 33% of the consented number of development trips for the whole NIA development. Traffic from the whole NIA development has been shown to be able to be accommodated at this junction.

6.10 It is therefore concluded that the proposed temporary school accommodation will not result in a severe impact on the local road network, and that there are no highways or transport reasons to object to the application.

JMP Consultants Ltd


Appendix A

PROPOSED SITE LAYOUT PLAN


Appendix B

NORTHAMPTONSHIRE HIGHWAYS SCOPING CORRESPONDENCE

1

Tim Britton

Subject: FW: Northampton International Academy, Barrack Road, Northampton

From: Sim-Jones, Rob [mailto:[email protected]] Sent: 01 December 2015 10:06 To: Tim Britton Cc: Conway, Jason; Punter, Jethro Subject: RE: Northampton International Academy, Barrack Road, Northampton Good morning Tim, Thank you for your e-mail. I am generally content with the methodology you have presented below. I would however like to consider whether or not any capacity assessments are required once we have agreed the number of trips distributed on to the local highway network. Kind regards, Rob Rob Sim-Jones Principal Engineer – Development Management Northamptonshire Highways Riverside House, Riverside Way, Bedford Road, Northampton, NN1 5NX DDI: +44(0)1604 364338 Web: www.kierwsp.co.uk;

CONFIDENTIAL This e-mail is confidential to the named recipient. If you have received a copy in error, please destroy it. You may not use or disclose the contents of this e-mail to anyone, nor take copies of it. The only copies permitted are (1) by the named recipient and (2) for the purposes of completing successful electronic transmission to the named recipient and then only on the condition that these copies, with this notice attached, are kept confidential until destruction. Kier MG Limited is a Limited Company. Registered in England No. 00873179. Registered office: Tempsford Hall, Sandy, Bedfordshire, SG19 2BD May Gurney was acquired by Kier on 8 July 2013. For more information visit our website at www.kier.co.uk WSP UK Limited, Registered Office: WSP House, 70 Chancery Lane, London, WC2A 1AF Registered Number 01383511 England www.wspgroup.com From: Tim Britton [mailto:[email protected]] Sent: 01 December 2015 09:34

2

To: Sim-Jones, Rob Subject: Northampton International Academy, Barrack Road, Northampton Good morning Rob JMP has been retained to undertake transport assessment work in support of the new Northampton International Academy on the site of the former Royal Mail Sorting Office on Barrack Road in Northampton. We prepared the TA and TP for that application, which was approved in October 2014. We are now instructed to provide transport support for a new application for temporary school accommodation at the site during the construction of the main building. The proposal is for a number of temporary cabins to house 300 secondary and 60 primary pupils. These will be located partially on the NIA site and partially on the adjacent Castle Academy site (which is run by the same academy trust as NIA). Please see the attached draft layout plan. Car parking and vehicular access for the secondary school cabins will be via the Bangladeshi Association off Mill Road; the primary school cabins will be accessed via the Castle Academy. There will be 15 staff in the secondary cabins and 4 staff in the primary cabins. The intention is for the temporary accommodation to be occupied for just one year from September 2016, but the planning application will be seeking permission for two years in case the need arises. Given the recent consented application for the main NIA site, and temporary nature of the proposed accommodation, we anticipate that this application would need to be supported by a Transport Statement rather than a full Transport Assessment. The TS will be produced in accordance with the Department for Communities & Local Government’s Planning Practice Guidance. We propose that the TS would comprise the following, subject to agreement by the LHA:

• Policy Review & Analysis – Carry out a review of up-to-date national and local transport policies which are relevant to the site and the proposed development.

• Baseline Information – A review of the current highway and transport conditions including availability of off-site parking, public transport services, pedestrian and cycle routes

• Personal Injury Accident Data – Obtain and review the latest available personal injury accident data. • Layout Review – Summary of the access, internal layout, servicing arrangements, pedestrian and cycle links,

and car and cycle parking provision. • Swept Path Analysis – Swept path tracking assessments of the access and parking/servicing area to confirm

the suitability of the site’s layout, particularly for the manoeuvrability of refuse vehicles and buses/coaches. • Multi-Modal Trip Attraction – Undertake a multi-modal trip generation / attraction exercise to inform a

prediction of the traffic impact of the temporary accommodation. We will seek to base this on a first-principles approach, using existing travel data from the client if this is available. We will also refer to the TRICS database of trip generation rates to further inform the trip-generation of the proposed development.

Please could you confirm that the above scope is acceptable to the LHA, and please confirm whether there are any additional matters that should be included in our work. I look forward to your response. Kind regards Tim Britton Senior Transport Planner JMP Consultants Ltd, 10 Victoria Street, Bristol, BS1 6BN

[D] 0117 922 9040 [T] 0117 922 9040 [F] [W] http://www.jmp.co.uk

3

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JMP Consultants Ltd


Appendix C

PERSONAL INJURY ACCIDENT DATA

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