Langham Park Developments Proposed Residential Development ...

Langham Park Developments 

Proposed Residential Development, 

Off Low Wood Road (A6002), Nottingham 

Transport Assessment 

J-D0915_R003_100912 TA

Proposed Residential Development, off Low Wood Road, Nottingham 

Contents 

Executive Summary ...................................................................................................................... 1 

Introduction ............................................................................................................................ 1 

1 Introduction .......................................................................................................................... 3 

1.1 Report Contents............................................................................................................ 4 

1.2 Report Structure ........................................................................................................... 5 

2 Existing Conditions ............................................................................................................. 6 

2.1 Existing Site Use ........................................................................................................... 6 

2.2 Local Highway Network ................................................................................................ 7 

3 Development Proposal ........................................................................................................ 8 

4 Access Arrangements ......................................................................................................... 9 

5 Policy Context .................................................................................................................... 11 

5.1 National Policy Guidance ............................................................................................ 11 

5.2 National Planning Policy Framework (NPPF) (March 2012) ........................................ 11 

5.3 Nottinghamshire Third Local Transport Plan (2011 – 2026) ........................................ 12 

5.4 Encouraging sustainable and healthy travel ................................................................ 13 

5.5 Monitoring ................................................................................................................... 13 

5.6 The Nottingham Core Housing Market Area transport model ...................................... 14 

5.7 Broxtowe Local Plan (2004 – 2011) ............................................................................ 14 

5.8 Broxtowe Core Strategy .............................................................................................. 15 

6 Parking ............................................................................................................................... 17 

6.1 Proposed Car Parking Provision ................................................................................. 17 

7 Operational Assessment ................................................................................................... 19 

7.1 Existing Scenario ........................................................................................................ 19 

7.2 Trip Rates and Traffic Generation ............................................................................... 19 

7.3 Proposed Trip Distribution .......................................................................................... 21 

7.4 Assessment Years ...................................................................................................... 22 

7.5 Committed Development ............................................................................................ 23 

7.6 Traffic Growth ............................................................................................................. 23 

7.7 Junction Operational Assessment ............................................................................... 24 

7.8 Assessment of Traffic Impact ...................................................................................... 24 

7.9 ARCADY Assessments ............................................................................................... 26 

7.10 PICADY Assessments ................................................................................................ 27 

7.11 Transyt Assessments.................................................................................................. 30 

8 Road Safety ........................................................................................................................ 31 

J-D0915_R003_100912 TA 

September 2012 

i

Proposed Residential Development, off Low Wood Road, Nottingham 

9 Sustainability ..................................................................................................................... 35 

9.1 Pedestrian Access ...................................................................................................... 35 

9.2 Cycling Information ..................................................................................................... 35 

9.3 Accessibility by Bus .................................................................................................... 36 

9.4 Rail/Tram Services ..................................................................................................... 37 

9.5 Bus Services ............................................................................................................... 39 

10 Accessibility ....................................................................................................................... 40 

11 Conclusion ......................................................................................................................... 42 

11.1 Recommendations ...................................................................................................... 43 

Appendix A 

NCC Approved Scoping Statement Report 

NCC Scoping Correspondence 

NCC – Residential Car Parking Research for Nottinghamshire (Feb 2010) 

Appendix B 

Architect’s Proposed Layout 

Proposed Access Arrangement Drawing (J-D0915 – 604) 

Site Location Plan (J-D0915 – 601) 

Appendix C 

Traffic Flow Diagrams 

Appendix D 

ARCADY Assessment Printouts 

PICADY Assessment Printouts 

Transyt Assessment Printouts 

TRICS Printouts 

Appendix E 

Sustainable Transport Information 

Isochrone Drawings (J-D0915 – 602 & 603) 

Appendix F 

PIA Data and plans 

Appendix G 

Traffic Survey 

Speed survey results 

J-D0915_R003_100912 TA 

September 2012 

ii

Proposed Development off Low Wood Road, Nottingham 

Executive Summary 

Introduction 

Opus International Consultants (OIC) has been commissioned by Langham Park 

Developments to provide a Transport Assessment to support the planning application for a 

proposed residential development at the existing Hempshill Hall Farm, off Low Wood Road 

(A6002) and north of Nottingham. 

Existing Site Conditions 

The existing land that is to be developed is located to the North West, south and east of the 

Hempshill Farm Estate and grounds. The land proposed for residential development is 

currently Greenfield and comprises open fields, a watercourse, public rights of way and a 

private road. The private access to Hempshill Farm will be retained and the remaining 

areas will form part of the proposed residential development to be located to the northeast 

of the Nuthall Roundabout on the outskirts of Nottingham. The proposed net developable 

site area is 12.6 acres. 

Proposed Development 

The proposed development composition includes 125 No. 3 and 4 bedroom private 

residential units that are to be located around the retained existing Hempshill Farm Estate. 

The proposed residential development will include areas of public open space, footway 

links, landscaping, car parking areas and an access road to connect the entire sites. The 

proposed access to the development will be via a proposed new priority junction off the east 

kerbline of Low Wood Road (A6002). Access to the site off Low Wood Road will be via a 

right turn lane that will be incorporated into the existing hatched area as agreed with NCC. 

There is no proposal to close off the existing Hempshill Hall access road. 

Car Parking 

The proposed level of parking provision for the residential development does conform to the 

Nottinghamshire County Council - Residential Car Parking Research for Nottinghamshire 

(Feb 2010). The proposed residential development will provide 327 No. allocated car 

parking spaces and a sufficient level of informal, on-street parking for visitors in laybys and 

other areas. Each individual residential unit will have safe, secure cycle storage that will 

encourage residents to use the excellent local cycle routes and linkages 

Operational Assessment 

The highest RFC value that has been calculated by PICADY is 0.191 that is well below the 

0.850 RFC threshold and is for the design year 2017. The right turn lane facility can easily 

be accommodated into the existing central road hatching and as a result the traffic along 

Low Wood Road is not affected by the proposed access, in isolation. The ‘KEEP CLEAR’ 

markings ensure the gap is maintained for safe access and egress and the percentage of 

development traffic introduced onto the local highway network, when compared to the base 

traffic levels, are minimal and of no detriment to the local highway network. 

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The Sellers Wood Drive/Low Wood Road/Camberley Road roundabout does slightly 

exceed the 0.850 RFC threshold figure, however this is for the 2017 Design year scenario 

for the AM period only and the percentage impact calculations show the development traffic 

only has a 0.28% impact for the same assessment period. 

The junction of the A610 with the A6002 and B600 has been analysed utilising Transyt 13 

modelling software. The results of these models show that the junction is currently 

operating at or just above capacity. The models also show the proposals have a negligible 

impact on the junction with only a maximum of 1.0% increase in the degree of saturation 

across both the AM and PM peak periods in the 2012 and 2017 assessment years. 

Sustainability and Accessibility 

Based on a recent site survey it is evident that the existing site is in a very sustainable 

location with excellent shared use cycle/footways running along Low Wood Road its 

junction with Sellers Wood Drive and further afield. The Nuthall Railway Multi-User Access 

Route can be accessed, via a recently constructed controlled crossing point opposite 

Hempshill Lane, and continues through to Kimberley and Nottingham. The excellent public 

transport services and facilities are also very convenient for the proposed development and 

should encourage more sustainable trips. 

The Facilities Plan in Appendix E shows that there is a wide range of amenities that are all 

local to the proposed residential development site and are within a comfortable walking and 

cycling distance from the site. Facilities all within a 5 kilometre radius of the site include 

doctor’s surgeries, schools, leisure facilities, retail, education and industrial areas. 

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1 Introduction 

Opus International Consultants (UK) Ltd (OIC) has been commissioned by Langham Park 

Developments to prepare a Transport Assessment for a proposed residential development 

off Low Wood Road (A6002), north of Nottingham. As this Transport Assessment is based 

on the previous proposal of 139 No. residential units, that has now reduced to 125 No, it 

should be noted that the operational assessment undertaken by Opus is robust. As Martin 

Green of NCC verbally explained to OIC during a recent meeting that, based on 139 No. 

residential units, traffic impact is not a concern to NCC the fact that the no has been 

reduced concludes that traffic impact is still no longer a concern to NCC. 

The Transport Assessment has been requested by Nottinghamshire County Council (NCC) 

to support a planning application, following meetings between OIC, Langham Park 

Developments and NCC. Following the meeting OIC submitted a draft Scoping Statement 

to NCC that was approved subject to minor amendments. The final version of the approved 

Scoping Statement was submitted by OIC to NCC and Nottingham City Council who also 

agreed the proposed scope of the Transport Assessment was acceptable. 

The approved Scoping Report included the exact junctions to be assessed, the assessment 

years, the software to be used, etc. Although NCC suggested that there are currently no 

significant, local committed development sites that need to be taken account of in the TA by 

OIC. However, it was advised by NCC that OIC confirm that no committed developments 

have recently been granted planning permission with Broxtowe Council Planning 

Department. 

The Transport Assessment will be based on the “Department for Transport (DfT) Guidance 

on Transport Assessments” – March 2007, as requested by NCC. 

It should be noted that NCC has informed OIC and Langham Park Developments that 

Nuthall Roundabout is currently at capacity and this junction will be assessed by OIC, as 

part of the Transport Assessment. NCC also requested that OIC confirm that any 

northbound traffic queuing from the new controlled crossing point, opposite the Hempshill 

Lane access, does not extend as far as the position of the proposed development access 

point. This will be monitored during the AM and PM traffic survey periods. 

NCC also requested that OIC investigate the recent personal injury accident (PIA) data in 

close proximity to the proposed development access and Nuthall roundabout. NCC raised 

concerns over vehicles entering and exiting the proposed development off Low Wood Road 

and OIC will again monitor the existing traffic situation and assess the recent PIA data. OIC 

will use their experience in highway safety, junction operational assessments and highway 

design to demonstrate a safe proposed access position off Low Wood Road (A6002). 

The proposed residential development will comprise of 4.16 acres of 3 and 4 bedroom units 

that will be accessed of Low Wood Road (A6002). The development will include areas of 

soft and hard landscaping, pedestrian footway links around the site perimeter, public open 

space areas and a central spine road with small cul-de-sacs. 

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The predicted trip generation will be obtained from the TRICS database for similar sized 

residential developments and distributed onto the local highway network in the proportions 

calculated from the 2011 fully classified traffic surveys, as agreed with NCC. 

During pre-application discussions, email correspondence, meetings with NCC and 

Nottingham City Council and NCC approval of the Scoping Report, that is included in 

Appendix A, it was agreed that the AM and PM peak periods will need to be assessed over 

the area of the local highway network agreed. The exact AM and PM peak periods will be 

determined from the recent traffic surveys undertaken, although it they do not coincide with 

the peak hours identified at the Nuthall Road roundabout this junction peak periods will be 

used for assessment purposes. This method of assessing the local highway network 

provides a robust model that will demonstrate to NCC that the predicted level of traffic 

generated by the proposed development will be negligible and of no detriment to the local 

highway network. 

The proposed architect site layout drawing in Appendix B shows the number of residential 

units that is currently proposed as 125. The current proposed development composition is; 

• 48 No. 3 bedroom residential units; and 

• 77 No. 4 bedroom residential units 

1.1 Report Contents 

The Transport Assessment will investigate any potential traffic impact the proposed 

development could have on the surrounding local highway network and, in particular, the 

assessment area that Opus have confirmed with NCC. The Transport Assessment 

addresses the following issues as agreed within the scope of the report and as required in 

the DfT Guidance; 

• Existing Conditions; 

• Development Proposal; 

• Access Arrangements; 

• Policy Context; 

• Assessment of car parking provision 

• Committed Development; 

• Trip Generation Rates; 

• Growth Years (2012 and 2017) 

• Traffic Generation; 

• Traffic Distribution; 

• Road Safety Analysis; 

• Sustainable Transport; and 

• Conclusion and Recommendation 

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1.2 Report Structure 

Following this introduction the Transport Assessment is divided into ten further chapters as 

follows; 

Chapter 2 - 

Chapter 3 - 

Chapter 4 - 

Chapter 5 - 

Chapter 6 - 

Chapter 7 - 

Chapter 8 - 

Chapter 9 - 

Details the existing usage, local highway network and describes the existing 

traffic situation and traffic count data obtained. 

Describes the proposed development composition including access, 

operational layouts and the potential uses for the site. 

Discuss the access arrangements for the proposed development including 

accessibility and servicing. 

Details the National, Regional and Local Policy that needs to be adhered to 

for the proposed site. 

Assesses the National and NCC Parking Guidance against the proposed 

level of parking provision for the site. 

Assess any potential traffic impact generated by the proposed development 

by assigning it onto the local network and undertaking the necessary 

operational assessments on the local highway network. 

Investigates and analyses the personal injury accident data over a 5 year 

period that is local to the proposed development site. 

Assess and briefly discuss the existing alternative modes of transport 

available for the proposed redevelopment. 

Chapter 10 - Investigates the site accessibility including local facilities and amenities. 

Chapter 11 - Presents the conclusion and recommendations, based on the findings from 

this Transport Assessment. 

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2 Existing Conditions 

2.1 Existing Site Use 

The overall site covers an area of approximately 15.3 acres (6.2 hectares) of Greenfield 

land that forms part of the Hempshill Farm Estate and is located approximately immediately 

east of the Nuthall roundabout, north of Nottingham and east of Low Wood Road (A6002). 

Hempshill Farm Estate is set in a rural part of Nottinghamshire and is accessible off Low 

Wood Road (A6002) that runs from the A610 in a north easterly direction towards Blenheim 

Industrial Estate, where it turns into Camberley Road. The site currently comprises private 

grounds that are surrounded on its north and north east boundaries by residential 

development with green open fields to the west, south and south east boundaries. The 

private access that currently serves Hempshill farm will remain and the public rights of way 

that run south to the A610, east towards Low Wood Road and north along the edge of the 

adjacent Apollo Drive residential development will all remain. 

A watercourse runs across the southern part of the site from east to west with that will not 

be affected by the proposed residential development, in terms of its route, etc. Vehicle 

movements, during the AM peak period, were observed in and out of the existing Hempshill 

Farm Estate and it was clear that no highway safety concerns were evident as queuing 

occurred at the Nuthall Roundabout. 

Pedestrian access to the site is available by the existing public rights of way identified 

above and via the private access road. Excellent pedestrian linkages through Apollo Drive 

along with the good quality pedestrian/cycle route along Low Wood Road (A6002), the links 

into Nuthall Railway Multi-User route and the frequency of the controlled crossing points 

maintain excellent connectivity. This connectivity enables safe, reliable pedestrian access 

to be provided into the existing public transport system via the bus stops along Low Wood 

Road that serve all local areas. 

Low Wood Road (A6002) is an 11 metre single carriageway road that widens out to 3 

approach lanes as it reaches Nuthall roundabout. Varying widths of central cross hatching 

exists along the majority of Low Wood Road and coupled with the 30 and 40 mph speed 

restrictions traffic speeds observed were low. The width of the central hatched area at the 

point of the proposed residential development access is approximately 3.1 metres that is 

sufficient to accommodate a right turn lane into the site. 

Low Wood Road has a number of priority junctions along its length that serve residential 

development with a roundabout to the north that serves Blenheim Industrial Estate and 

other local areas. Low Wood Road is of a sufficient width and forward visibility, horizontal 

and vertical alignment is excellent. 

This area of Nottingham is relatively rural, although there is more activity towards the north 

end of Low Wood Road, with a petrol filling station, supermarket, public house and 

industrial estate that generates a reasonable level of footfall. 

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2.2 Local Highway Network 

The proposed site access will comprise a priority junction with good visibility in both 

directions. The access will be formed off the east kerbline of Low Wood Road (A6002) and 

the position has been agreed, in principle, with NCC, whilst this TA was being prepared. 

The proposed access position was agreed following a site visit, a review of the personal 

injury accident (PIA) data, a speed survey, discussions with NCC and an operational 

assessment at the proposed site access position. 

Pedestrian access to the site is currently available via a number of routes and emergency 

site access points will be provided via a connection through to Anders Drive to the north. 

Low Wood Road (A6002) is one of the main arterial routes into Nottingham City Centre and 

the Nuthall Road Roundabout is located very close to junction 26 of the M1 Motorway. The 

traffic heading southbound and south east bound, via Nuthall roundabout, accumulates at 

the Nuthall roundabout that is signalised. It is envisaged that the majority of the residential 

development traffic will travel south to the Nuthall roundabout, to access Nottingham and 

the M1 Motorway, or north to Hucknall. 

In terms of local development Low Wood Road is mainly bounded by residential 

development to the east with a cemetery and small pockets of residential development 

further north. Low Wood Road (A6002) currently provides a reliable, direct vehicular link 

into the A610 Nottingham Road that runs into the city and residents in the villages of 

Bulwell, Hucknall, Top Valley and Bestwood are likely to access Nottingham via this route. 

Low Wood Road is subject to a 30 mph speed restriction at the approach to the Nuthall 

roundabout and the Sellers Wood Drive/Low Wood Road/Blenheim Industrial Estate road 

roundabout. The speed limit alternates between the above roundabouts from a 40 mph to 

the national speed limit, although the speed restriction is reduced to 30 mph on Low Wood 

Road adjacent to Hempshill Hall Primary School. 

A speed survey undertaken directly opposite the proposed development access point in 

November 2011 by OIC shows that the average 85 th percentile speed is 40 mph (64 kph) 

and that a priority junction can be incorporated into the existing hatched area on Low Wood 

Road. This is in accordance with the Design Manual for Roads and Bridges. 

There is a wide network of on and off highway cycle routes available that connect into the 

Nuthall Road roundabout and can be used to access Kimberley, Bulwell, Stapleford, 

Phoenix Centre, Tramstops, etc that also enhances the site sustainability and connectivity. 

The site location plan showing the local network is available in Appendix B. 

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3 Development Proposal 

The proposed residential development is to comprise a maximum of 125 private residential 

units with circa 38% of the units likely to be 3 bedrooms and the remaining 62% likely to be 

4 bedrooms. 

The net developable site area is 10.28 acres and is located to the northwest, west, south 

and southeast of the existing Hempshill Farm Estate. The private access road that runs 

from the east kerbline of Low Wood Road (A6002), approximately 150 metres north of the 

Nuthall Roundabout, in a westerly direction into the site will remain operational. 

Access to the proposed residential development will be provided via a priority junction, also 

off the east kerbline of Low Wood Road (A6002), at an approximate distance of 260 metres 

north of Nuthall Roundabout. The vehicular and pedestrian access will initially head west 

and then turns through 90 degrees and runs in a south west direction where it crosses the 

private access road and serves the south part of the site. The access road then runs along 

the south side of the site, almost parallel to the A610, until it heads back into the site in a 

north easterly direction where it terminates at the east boundary. 

The Architects proposed layout drawing, that is included in Appendix B, shows the 

proposed development composition and its relationship to Low Wood Road and Nuthall 

Roundabout. The drawing illustrates how the site ‘dovetails’ into the existing developed 

residential areas local to Apollo Drive and south of the A610 and shows the areas of 

proposed landscaping, car parking, public open space, footpaths (on and off highway), etc. 

Although the proposed site composition has been reduced in numbers (from 139 to 125) for 

the purpose of this report and to avoid reassessing the network and junctions again, the trip 

generations are still based on the original proposal of 139 No. residential units. The above 

original composition will be used to enable the trip generations to be obtained from the 

TRICS database, as agreed at the scoping stage with NCC. 

The accurate, albeit reduced, site composition enables OIC to use the TRICS database and 

extract the predicted trip generations that will be based on sites that are of a similar size, 

geographic location, sustainability and relation to the highway network. 

As the existing site is predominantly unoccupied and currently generates a minimal amount 

of traffic it is assumed, for robustness, in this TA that the site is unoccupied and the number 

of vehicular trips introduced as a result of the residential development will all be new trips. 

Although the number of trips will all be assumed to be new on the local highway network it 

should be considered that due to the excellent level of sustainable facilities local to the site 

that the traffic levels will be a ‘worst case’ scenario, in terms of traffic impact. 

The Architects proposed layout is shown in Appendix B of this report. 

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4 Access Arrangements 

Vehicular, pedestrian and cycle access is proposed off Low Wood Road in the position 

shown on the OIC access proposal drawing in Appendix A. The position of the access, that 

will form a new priority junction, that was agreed in principle with Nottinghamshire County 

Council (NCC) at a meeting in early November 2011. As NCC did raise slight concerns 

over the distance between Apollo Drive, to the north, and the proposed development 

access a speed survey was undertaken adjacent to the proposed access point. The speed 

survey showed the following 85 th percentile speeds that resulted in an average 85 th 

percentile speed of 40 mph; 

Table 4.1 – Speed Survey Results 

Direction on A6002 

Northbound (Bulwell) 

Southbound (Nottingham) 

Average 85 th percentile speed 

85 th percentile speed recorded 

43 mph (69 kph) 

36 mph (58 kph) 

40 mph (64 kph) 

The speed survey showed that the 85 th percentile speed for southbound traffic is 36 mph 

and for northbound traffic it is 43 mph. By making reference to the Table 3 of Volume 6 

Section 1 (Part 1 TD 9/93) of the Design Manual for Roads and Bridges (DMRB) the 

recommended ‘Y’ distance for the right existing visibility is 4.5 x 90 metres, that can easily 

be provided at the proposed access position without encroaching onto the existing Apollo 

Drive access. The approximate distance between the proposed access position and the 

existing Hempshill Farm access is 120 metres, that is based on the above speed survey 

results, and moves the junction further north. The proposed access layout drawing 

produced by OIC and shown in Appendix B demonstrates that, in accordance with DMRB, a 

safe access to the proposed residential development can be provided and will be of no 

detriment to the existing junctions off Low Wood Road. 

During recent highway and traffic count surveys, undertaken in November 2011, OIC 

observed how vehicles currently access and exit the Hempshill Farm Site that is south of 

the proposed access point. Due to the ample carriageway widths on Low Wood Road near 

to the Hempshill Farm and proposed development access points right turn lanes can easily 

be accommodated. The right turn lane facility will be of a sufficient length to allow for any 

potential queuing into the development and during the AM and PM peak periods the slow 

moving traffic will allow right turners to access the development, as observed by OIC at the 

Hempshill Farm site. The introduction of ‘KEEP CLEAR’ boxes or markings can also be 

used to ensure the junction remains clear during peak periods and the junctions operate, as 

proposed. 

Emergency access points will be available to the north of the site at the intersections with 

Lovell Close and Anders Drive with a public right of way maintained along the northern 

9


boundary of the site. The public right of way (PROW) currently runs along the western 

edge of the Apollo Road development in a southerly direction where it runs diagonally 

through the Hempshill Farm Estate across the watercourse and to the northern edge of the 

A610. 

The access proposals and modelling scenarios have been discussed with NCC and agreed 

in principle at a meeting in November 2011 and following NCC correspondence in 

December 2011. 

OIC’s recent site visit identified that the topography, local to the proposed 

vehicular/pedestrian access position, is relatively flat and due to the relatively straight 

alignment of Low Wood Road the left and right visibility splays at the junctions do conform 

to NCC and DMRB requirements. 

Low Wood Road is one of the main routes into Nottingham City centre and is very close to 

the Motorway network. It is often subject to high levels of traffic however there are a 

number of junctions along Low Wood Road that provide alternative routes to Nottingham 

and the wider network. 

The speed survey results discussed earlier identify the average 85 th percentile speed as 40 

mph (64 kph) as vehicles approach Nuthall roundabout. As traffic speeds are, in general, 

low in between Nuthall roundabout and the proposed access Opus do not intend to propose 

that the existing 40 mph speed restriction be extended to Nuthall roundabout. 

Delivery and refuse vehicles will access the proposed development via the new priority 

junction off Low Wood Road that will be designed to a sufficient standard so the 

movements can be accommodated. Swept path analysis has been undertaken by Opus, in 

conjunction with the Architect, to ensure the layout is fully operational from a geometric 

perspective. 

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5 Policy Context 

This Transport Assessment has been prepared in accordance with the “Department for 

Transport (DfT) Guidance on Transport Assessments” and the requirements of 

Nottinghamshire County Council, in the form of an approved Scoping Report. 

5.1 National Policy Guidance 

National Transport Policy is principally governed by the Government’s White Paper entitled 

‘The Future of Transport: A Network for 2030’ which builds on the former White Papers 

‘Transport 2010: The 10 Year Plan’, and ‘A New Deal for Transport: Better for Everyone’ - 

the latter two White Papers detailing the way forward through an integrated transport 

system and the strategy to implement such proposals. 

‘The Future of Transport: A Network for 2030’ illustrates the principal aim of supporting the 

UK’s growing economy whilst protecting the environment, through a transport network 

which is able to cope with increasing demands to travel. Key objectives include: 

• A road network which provides a more reliable and free flowing service for all modes 

of travel, with people able to make informed decisions as to how and when they 

travel; 

• A rail network which provides a fast, reliable and efficient service, particularly for 

inter –urban and commuter journeys; 

• Bus services that are reliable, convenient and appropriate to local demand; 

• Promoting walking and cycling as an alternative for local trips. 

The proposed development is located on the edge of Nottingham City centre and is served 

by good public transport and pedestrian/cycle links to the city centre and sub-urban villages 

and areas. Thus the proposed development conforms to the national policy. 

5.2 National Planning Policy Framework (NPPF) (March 2012) 

In support of the identified need for review of the many aspects of planning policy, the 

Government has published the National Planning Policy Framework (March 2012) (NPPF) 

which replaces much national policy previously found in Planning Policy Statements and 

Planning Policy Guidance. 

The NPPF sets out to achieve sustainable development by providing a framework within 

which local people and their accountable councils can produce their own plans which reflect 

the needs and priorities of their communities. 

At the heart of the National Planning Policy Framework is a “presumption in favour of 

sustainable development”. Two of the twelve core planning principles set out within the 

NPPF in paragraph 17, include: 

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• actively managing ‘patterns of growth to make the fullest possible use of public 

transport, walking and cycling, and focus significant development in locations which 

are or can be made sustainable’; and, 

• ‘take account of and support local strategies to improve health, social and cultural 

wellbeing for all, and deliver sufficient community and cultural facilities and services 

to meet local needs.’ 

Also, in terms of sustainable transport, paragraph 32 states that: 

‘All developments that generate significant amounts of movement should be supported by a 

Transport Statement or Transport Assessment. Plans and decisions should take account of 

whether: 

• 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; 

• safe and suitable access to the site can be achieved for all people; and 

• improvements can be undertaken within the transport network that effectively limits 

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.’ 

Any issues not covered by the local policy documents will be addressed using the NPPF. 

5.3 Nottinghamshire Third Local Transport Plan (2011 – 2026) 

The third Local Transport Plan (LTP3) to be produced by the County Council and replaces 

the second Local Transport Plans for Greater Nottingham (which was produced jointly with 

the city of Nottingham) and for North Nottinghamshire. LTP3 details the transport strategy 

for the whole of the county of Nottinghamshire for the fifteen year period 1 April 2011 to 31 

March 2026. 

The Nottinghamshire Local Transport Plan details the transport strategy for the whole of the 

county of Nottinghamshire for the fifteen year period 2011-2026. The county of 

Nottinghamshire comprises the seven districts of Ashfield, Bassetlaw, Broxtowe, Gedling, 

Mansfield, Newark & Sherwood and Rushcliffe. 

The LTP3 consists of two separate documents – the local transport strategy detailing how 

transport improvements will be delivered in the county; and an implementation plan setting 

out the types of measures and where investment will be prioritised to deliver the local 

transport strategy. The local transport strategy element of LTP3 will be reviewed at least 

every five years to ensure it still meets the needs of the county. To ensure the 

implementation plans take account of realistic funding levels, they will run for the same 

period as Central Government’s capital funding allocations. The Implementation Plan will be 

reviewed annually to ensure the effective delivery of the local transport strategy. An annual 

programme of measures will be developed each year. The LTP3 is also supported. 

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The LTP3 transport goals are to: 

• provide a reliable, resilient transport system which supports a thriving economy and growth 

whilst encouraging sustainable and healthy travel; 

• improve access to key services, particularly enabling employment and training 

opportunities, and; 

• minimise the impacts of transport on people’s lives, maximise opportunities to improve the 

environment and help tackle carbon emissions. 

5.4 Encouraging sustainable and healthy travel 

Surveys in Nottinghamshire have shown that there are relatively high levels of cycle 

ownership throughout the county, so there is therefore a realistic opportunity to increase the 

number of commuter and leisure journeys that are made on foot and by cycle. Walking and 

cycling are a very simple way for people to incorporate more physical activity into their lives 

and are very important for increasing access to jobs and services for many people. When 

replacing trips by car they can also help reduce emissions, ease local congestion and 

improve air quality. 

The County Council’s approach to encouraging sustainable and healthy travel will focus on: 

1. Public transport provision; 

2. Promoting and facilitating active, healthy travel; 

3. Road safety improvements, and 

4. Community safety improvements. 

The current wide range of cycle, pedestrian, multi-user, park and ride and public transport 

facilities, that are all within a comfortable walking and cycling distance from the proposed 

site, promote the County Councils approach to encouraging sustainable and healthy travel. 

The development is located in a rural area of North Nottinghamshire and the site to be 

developed is greenfield and includes a number of pedestrian links in the form of public 

rights of way, shared footway/cycleway links and access links. Refer to Chapter 9 for 

further information on the site sustainability and the available links local to the site. 

5.5 Monitoring 

The County Council has determined a series of indicators to be monitored over the LTP3 

period. These have been informed by: 

• Government guidance concerning indicators and targets; 

• the Sustainable Community Strategy 2010-2020 and Strategic Plan 2011-2014 for 

Nottinghamshire; 

• the transport vision, goals and objectives; 

• consultation with County Council elected members, the public and stakeholders; 

• the Strategic Environmental Assessment of the LTP3; 

• robust analysis of empirical information; and 

• available funding and value for money 

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5.6 The Nottingham Core Housing Market Area transport model 

A transport model has been produced to help predict traffic flows within the Nottingham 

core Housing Market Area (HMA), which includes Broxtowe, Gedling and Rushcliffe 

districts; Hucknall; Nottingham City; and the Erewash district of Derbyshire. 

The model has been used to produce stress maps for the Nottingham Core HMA which has 

identified a number short sections of road that currently operate over capacity in each of the 

districts detailed above, generally on routes into the city and district centres. The modelling 

undertaken show that the number of roads in the county at or above capacity would 

increase considerably if the proposed housing and employment growth goes ahead without 

any mitigation, with each of the districts being affected. 

Low Wood Drive (A6002) and the Nuthall Roundabout have not been identified on the NCC 

– LTP Evidence Base Report as links that cause daily stress to commuters and drivers 

along this section on the local highway network. 

5.7 Broxtowe Local Plan (2004 – 2011) 

The Broxtowe Local Plan, adopted in September 2004, is the main reference document for 

forward planning in the Borough. It shows all the land allocated for development to cover 

requirements up to 2011. It includes current planning policies against which new 

development proposals are judged. Below is some of the background behind the Local 

Plan. 

The Nottinghamshire Structure Plan: the Structure Plan sets the strategic context for 

development and environmental protection in the borough and the local plan is required to 

be in general conformity with its policies and proposals. A revised Structure Plan was 

adopted in 1996, covering the period up to 2011. 

This plan recognises the significance of south Nottinghamshire as a magnet for economic 

growth, and this is reflected in the policies for provision of new employment and housing 

which are to be balanced with measures for environmental protection. The main land use 

obligations of the Structure Plan for Broxtowe for the period 1991- 2011 are: 

• Housing: the borough is required to identify land to accommodate 5,500 dwellings; 

• Employment: it is necessary to identify land to accommodate 90 hectares of 

employment development, plus around 25 hectares for a business park (however 

the Structure Plan authorities have subsequently accepted the Broxtowe Local Plan 

Inquiry Inspector’s opinion that the business park is no longer needed); 

• Environmental protection: a green belt will be maintained around Nottingham and 

the borough council needs to identify new boundaries following the identification of 

land for housing and employment development. Other policies secure protection of 

major landmarks and sites of built and nature conservation interest; 

14


• Accessibility: the Plan seeks the co-ordination of development and transport with an 

emphasis on accessibility by means other than the private car and general 

minimisation of the need to travel. 

The proposal to identify land for housing in the Broxtowe area clearly implies that there is a 

lack of housing supply in the Broxtowe area. The development proposal to provide circa 

150 residential units on the site, that is located between residential development to both the 

north and south, maintains the connectivity between the Apollo Drive/Hempshill Lane 

development and the existing residential development immediately south of the A610. 

5.8.1 Chapter 4 - Housing 

A main purpose of the local plan is to ensure that housing needs in Broxtowe are catered 

for. Broxtowe contains housing of different types generally well located in relation to 

amenities and transport facilities and providing for the needs of people across a wide 

spectrum of ages, incomes and family circumstances. 

The majority of new housing has been, and is likely to continue to be, provided by the 

private sector. It is the responsibility of the Council to ensure that the housing needs 

of all present and future residents are catered for. Therefore, the Council will require 

private development to be of a form which meets the various housing needs of the 

community as set out in the annual Housing Strategy Statement, including ‘affordable’ 

housing. The Council will also take opportunities to bring forward other special needs 

housing as appropriate. 

Policies HO1 and HO2 identified a number of housing sites, some of which have not been 

developed. Some, but not all, are still considered to be suitable and readily available for 

development and these sites have been carried forward into this Plan. 

Policy H1 identifies all sites on which residential development is proposed, noting those 

sites which have been previously developed. Site specific criteria for constraints on the 

form of development are identified in supplementary detail paragraphs which form part of 

the policy. 

5.8 Broxtowe Core Strategy 

A Core Strategy is the key Development Plan Document (DPD) within the Local 

Development Framework, in which decisions are made about the amount, location and 

timing of new development in broad terms. 

Broxtowe has been working closely together with the Councils of Ashfield, Erewash, 

Gedling, Nottingham City and Rushcliffe to prepare aligned Core Strategies for Greater 

Nottingham. Broxtowe's Strategy will, once adopted, set out the vision, strategic objectives 

and spatial strategy for future developments within Broxtowe Borough. 

The councils of Broxtowe, Erewash, Gedling, Nottingham City and Rushcliffe have 

been working with Derbyshire and Nottinghamshire County Councils to prepare a new 

aligned and consistent planning strategy for Greater Nottingham, known as the Greater 

Nottingham Aligned Core Strategies. They have also been working with Ashfield District 

15


Council to ensure alignment with the Hucknall part of Ashfield. Ashfield are separately 

considering housing options across the whole of their District, and will be publishing the 

outcome of this work in due course. 

Due to the different approaches being taken in Ashfield and Rushcliffe, the new housing 

provision figures have been assessed for Broxtowe, Erewash, Gedling and Nottingham 

City Council areas only. The proposed new housing provision figures are worked out as 

follows:- 

• Greater Nottingham Aligned Core 

Strategy Option for Consultation 

(2009-2026) housing provision figure: 

• Of which the figure for Broxtowe, 

Erewash, Gedling and Nottingham 

City is: 

52,050 

35,200 

In the ‘Option for Consultation’ Broxtowe Borough Council (BBC) invited views on a 

range of sites which may be suitable for large scale housing development in the form of 

Sustainable Urban Extensions. They will shortly be deciding on which of these they 

consider is the most suitable to take forward into the next version of the Core Strategy. 

The consultation ran between 25 July and 3 October, and details can be found on their 

website at www.broxtowe.gov.uk. 

It is apparent from the studies and consultation undertaken by BBC that that although 

the demand for housing in Broxtowe is relatively low the demands still need to be met 

and the provision of 150 new residential units will assist in meeting the demand targets. 

16


6 Parking 

6.1 Proposed Car Parking Provision 

As the National guidance for the provision of parking space to serve new development 

appears in Planning Policy Guidance Note (PPG) 13 Transport (March 2001) this document 

is no longer is use and has been replaced by the National Planning Policy Framework 

(NPPF) as described below. However, NCC has adopted temporary residential parking 

standards which are outlined in the Report to Cabinet Member for Transport and Highways 

on 12 January 2010 until such time as each Local Planning Authority adopts its own 

standards through the Local Development Framework Process. 

In addition, NCC has produced ‘Residential Car Parking Research for Nottinghamshire – 

Highway Development Control Guidance’ (February 2010). This document sets out 

guidance to developers and others on the demand for car parking space on residential 

developments in Nottinghamshire. It incorporates the findings of recent research on 

residential parking, in particular ‘Residential Car Parking Research’ (2007) published by 

The Department for Communities and Local Government (DCLG). 

OIC has been advised by Nottinghamshire County Council (NCC), via email and verbally at 

a recent meeting, that the proposed level of parking provision at the new residential 

development should conform to the ‘Residential Car Parking Research’ for Nottinghamshire 

– Highway Development Control Guidance (February 2010). 

Local Planning Authorities should, with stakeholders and communities, develop residential 

parking policies for their areas, taking account of expected levels of car ownership, the 

importance of promoting good design and the need to use land efficiently. 

Based on the ‘Residential Car Parking Research’ – February 2011 guidance the minimum 

numbers assumed for the proposed residential development are as shown below; 

• 3 Bed Residential Units . – 2 No. Allocated Car parking spaces 

• 4 Bed Residential Units – 3 No. Allocated Car parking spaces 

Based on the above the predicted level of allocated resident parking at the above site at 

this stage is as shown below; 



Total - 327 Allocated Residential Parking Spaces 

By working through the calculated examples to identify what levels of allocated and 

unallocated parking should be provided, as limited data is available in the NCC guidance for 

3 bedroom residential units, a summary of the 3 and 4 bedroom units has been undertaken. 

17


The provision of 2 No. allocated spaces for 3 bedroom units and 3 No. allocated spaces for 

4 bedroom units, as shown above, is slightly higher than the NCC Guidance suggests. 

Having worked through the tables in the NCC design guidance it is apparent that there is a 

lack for information relating to the demand for 3 bedroom residential units, however based 

on the 1.0 ratio for allocated parking and a 0.2 ratio for unallocated parking, per unit, the 

additional unallocated parking demand is 16%. As the total demand for residents parking 

for a 4 bedroom unit is 2.2 and having interpolated a similar factor for a 3 bedroom unit of 

1.7 the allocated demand for the 125 No. residential development is 251 No. parking 

spaces. With an additional 16% required for unallocated parking the total allocated and 

unallocated parking provision, in accordance with the NCC requirements is 291 No. parking 

spaces. 

When compared with the proposed allocation of 327 No. spaces it is apparent that there will 

be sufficient allocated parking provided that can also be utilised by visitors (36 No. spaces), 

if and when required. If required the proposed layout also provides on-street parking in the 

form of laybys and small pockets of near the park and the meadowland that are secure and 

illuminated. 

As OIC recognise that the proposed parking provision for allocated parking is slightly over 

what NCC recommend it should also be noted that the predicted level of safe, secure, onstreet 

parking proposed is slightly below what NCC recommend. Based on the above OIC 

and the developer feel that overall the proposed level of parking provision will satisfy the 

demand generated by the proposed residential development and any visitors. The 

geometrical layout and close proximity to sustainable travel options suggest that the level 

proposed will be adequate and no highway safety or parking concerns are envisaged. 

The Architects proposed layout drawing in Appendix B shows the proposed allocated 

parking provision at the above site and the internal highway network layout. 

Safe, secure, cycle parking provision will be available for each resident in the form of a 

lockable storage area to the rear of the properties. The excellent network of cycle paths will 

encourage residents to cycle to Nottingham City Centre and nearby local facilities as 

opposed to generating unnecessary single occupancy vehicle trips on the network. 

18


7 Operational Assessment 

7.1 Existing Scenario 

The site is predominantly Greenfield land with the exception of the Hempshill Farm Estate 

that is located to the centre of the proposed development and will remain, along with the 

private access arrangement. The existing negligible level of traffic that is generated by 

Hempshill Farm will utilise the current access and will not use the proposed new access 

arrangement off Low Wood Road. Consequently, this chapter of the Transport Assessment 

takes the robust approach that all the vehicular trips generated by the proposed residential 

development are new trips with no residual traffic to be considered. 

NCC do not have any current traffic flow information so OIC has commissioned recent fully 

classified turning counts to enable the models to be validated. The November 2011 fully 

classified turning counts were undertaken at the junctions agreed with NCC and 

Nottingham City Council at the Scoping Report stage. The 2011 traffic surveys will be used 

to produce base and design models for the below scenarios, as agreed with NCC; 

• 2011 - Existing Traffic Surveys 

• 2012 - Planning Application Submission Year 

• 2017 - 5 Year Post Planning Application Submission 

The results from the above assessment years will be included within the text of this 

Transport Assessment with full detailed modelling results included in Appendix D of this 

report. 

7.2 Trip Rates and Traffic Generation 

From the November 2011 fully classified turning counts recently commissioned by OIC the 

AM and PM peak operating periods for the assessment area agreed with NCC have been 

identified. As the PM peak periods for each junction to be assessed do differ OIC has 

decided to use the AM and PM Peak periods at the junction that attracts the most traffic. 

This is a common approach that is used in transport modelling work. 

The peak periods that the operational assessments will be carried out over have been 

based on the A610/A6002/Nottingham Road (Nuthall) Signalised Roundabout; 

AM Peak Period - 07:30 – 08:30 

PM Peak Period - 17:15 – 18:15 

As agreed in the Scoping Report OIC had used the latest version of the TRICS Database 

(2011(b) Version 6.8.2) to determine the AM and PM peak period 85 th percentile trip rates 

for similar mixed private/non-private residential developments. 85 th percentile trip rates 

provide a robust approach to assessing the development traffic and any potential impact it 

could have on the local highway network. 

19


The survey data from TRICS includes sites located on the suburban areas, edge of town 

centres and edge of towns to provide an accurate, robust representation of trips generated 

by the proposed residential development. 

The total number of survey data sets available for the proposed private residential land use 

obtained from the TRICS database is 12 No. with the range of properties between 1 and 

250 dwellings. The surveys exclude Scotland, Ireland, Munster, Leinster, Connaught, 

Ulster and Greater London and have all been carried out on weekdays. 

The trips rates obtained from the TRICS 2011(b) Version 6.8.2 database have been 

calculated based on the AM and PM peak periods that have been calculated from the 

November 2011 fully classified turning count surveys, as agreed with NCC. The resulting 

trip rates and predicted generated trips are summarised in Table 7.1 below; 

Table 7.1: 

Predicted Trip Rates and Traffic Generated for the Proposed 

Residential Development 

Proposed Use 

AM Peak 

PM Peak 

Arrivals Departures Arrivals Departures 

139 Residential Units (original 

proposal – now reduced to 125 

No. residential units) 

0.118 0.403 0.352 0.191 

Northbound Trips (on A6002) 14 6 39 4 

Southbound Trips (on A6002) 2 50 11 23 

Total 16 56 50 27 

Total Trips 72 77 

20


As shown in the above table it is predicted that the proposed 139 unit residential 

development will generate a total of 72 vehicular trips during the AM peak period and 77 

vehicular trips during the PM peak period. It should be noted that the original development 

proposal was for 139 No. residential units, however a revision to the layout has reduced the 

proposed number of residential units to 125. Although the impact of 125 No. residential 

units is likely to be considerably less than the original 139 No. proposal OIC are providing a 

robust Transport Assessment that should be taken into account by NCC when reviewing 

the operational assessment section of this report. 

This is a total of 149 vehicular trips for both peak periods, that equates to only 1.2 vehicles 

per minute when averaged out of the peak periods. The above predicted vehicular trips will 

be distributed onto the local highway network in the percentage splits calculated from the 

November 2011 fully classified turning counts. 

The proposed residential development will be constructed on greenfield land that is 

unoccupied and as a result does not currently generate any traffic. Due to the nature of the 

proposed residential development pass-by, transfer or diverted vehicular trips cannot be 

used to offset against the predicted residential development traffic generation. 

7.3 Proposed Trip Distribution 

The distribution of the predicted development traffic has been based on the existing 

proportional percentage splits at the junctions to be assessed. The percentage splits have 

been calculated from the existing traffic distribution at each junction, as agreed with NCC at 

the scoping stage. 

The percentage distribution splits calculated from the fully classified turning counts 

undertaken in November 2011 at the junctions to be assessed are shown on Figures 3 and 

4 of the Traffic Flow Diagrams, shown in Appendix C of this report. The percentage 

calculation splits for distributing the development traffic onto Low Wood Road are based on 

the Hempshill Lane/Low Wood Road AM and PM peak hour percentages from the 

November 2011 fully classified turning counts, as shown in Appendix G of this report. 

AM Peak – Arrivals 

• Development traffic from Bulwell (Via A6002) = 13% 

• Development traffic from Nottingham = 87% 

AM Peak – Departures 

• Development traffic heading Northbound (Bulwell) at the A6002 = 11% 

• Development traffic heading Southbound (Notts/M1) at the A6002 = 89% 

21


PM Peak - Arrivals 

• Development traffic from Bulwell (Via A6002) = 22% 

• Development traffic from Nottingham = 78% 

PM Peak - Arrivals 

• Development traffic heading Northbound (Bulwell) at the A6002 = 12% 

• Development traffic heading Southbound (Notts/M1) at the A6002 = 88% 

The traffic distribution for the existing and proposed development is based on the surveyed 

traffic flow years (2011) at the Hempshill Lane/Low Wood Road (A6002). This method of 

proportioning the predicted development traffic is the industry standard and the most 

accurate method of assigning traffic onto the local highway network. 

The proposed development traffic distribution shows that the majority of the development 

traffic will head southbound on Low Wood Road, towards Nottingham City Centre and 

Junction 26 of the M1 Motorway. The remaining traffic flow will head northbound towards 

Bulwell along Low Wood Road (A6002). 

Manual classified traffic counts for the 3 junctions to be assessed have been obtained and 

factored up using Tempro to suit the future application (2012) and design year (2017) 

scenarios. All the traffic surveys were conducted on weekdays and have been accepted for 

use as part of this Transport Assessment by NCC. 

Based on this information, the existing traffic flows on the junctions assessed has been 

assigned onto the local network as shown on Figures 1 and 2 of the traffic flow diagrams, 

as shown in Appendix C. The proposed development traffic distribution assigned onto the 

local network is shown on Figures 5 and 6 of the traffic flow diagrams in Appendix C. 

7.4 Assessment Years 

Opus has been advised by NCC to assess the existing and proposed highway network, in 

accordance with the DfT Guidance on Transport Assessments, March 2007. The agreed 

assessment years are 2011, 2012 and 2017. 2011 is the current year, 2012 is the year of 

the planning application submission and 2017 is the 5 year post application scenario to be 

assessed. 

The assessment years also conform to the Department for Transport: Guidance on 

Transport Assessment – March 2007 which states that; 

‘In addition to the opening year, one or two further assessment years should be considered. 

For the local transport network, a development should be assessed with regard to the LDF, 

and for a period of no less than five years after the date of registration of a planning 

application.’ 

22


The proposed development may have a minimal material traffic impact, when compared 

with the existing high volume of traffic on the local highway network, however due to its 

location on a radial route and its close proximity to the city centre the impact is likely to be 

negligible. 

7.5 Committed Development 

During the preparation of this Transport Assessment and following conversations with NCC 

and Broxtowe Borough Council and having investigated any potential development on the 

BBC Planning Portal website, it was confirmed that there are no committed developments 

that need to be considered during this Transport Assessment. 

7.6 Traffic Growth 

Tempro Version 6.8.2 was used to obtain growth factors that are required to factor up the 

2011 traffic flows to the required 2012 and 2017 (AM and PM) assessment years. 

It was agreed with NCC that Tempro provides robust growth factors for the assessment and 

can be used to growth up the traffic flows for assessment purposes. The factors used to 

growth the traffic flows up are shown below and it should be noted that an allowance for 

committed development traffic is also incorporated into these growth factors, hence 

furthering the robust assessment scenarios; 

• 2011 – 2012 AM: 1.0183 

• 2011 – 2012 PM: 1.0170 

• 2011 – 2017 AM: 1.0973 

• 2011 – 2017 PM: 1.1042 

As NCC did not have any recent valid traffic count data for the assessment area OIC 

commissioned fully classified turning count surveys at the junctions agreed with NCC. 

Having agreed with NCC that Tempro version 6.8.2 should be used to obtain local growth 

factors and the base and design assessment scenarios were also agreed the above factors 

were then used to growth the survey flows to the future years. 

OIC confirmed with NCC and Nottingham City Council that as no committed developments 

need to be taken account of during this assessment work no committed development traffic 

flows have been considered. 

Upon completion of the base assessment scenario traffic flows, that have been derived 

from the TRICS database for the proposed residential development, are added onto the 

local highway network to provide design year assessments for the agreed future years. 

Traffic flow Figures 1 and 2 in Appendix C show the 2011, 2012 and 2017 traffic flows. The 

traffic flows have been factored up to 2012 and 2017 using the above factors that are also 

shown in Appendix C. 

23


7.7 Junction Operational Assessment 

Traffic modelling software programmes including PICADY Version 4.1, ARCADY Version 5 

and TRANSYT Version 13.0 have been used to assess the performance of the priority 

junctions and the non signalised and signalised roundabouts for the existing and proposed 

scenarios, as agreed with NCC in November 2011. The junction capacity assessments will 

be undertaken as shown in Table 7.4 for the AM and PM peak periods as agreed with NCC. 

Table 7.2: Modelling Software - Capacity Assessment 

Junctions Assessed 

Modelling 

Software 

Current 

Year 2011 

Plan App 

Year (2012) 

Base 

Plan App 

Year (2012) 

Design 

Future Year 

(2017) Base 

Future Year 

(2017) with 

Development 

Nuthall Road Roundabout 

TRANSY 

V13.0 

 

Sellers Wood Drive/Low Wood 

Road/Blenheim Industrial 

Estate Roundabout 

Proposed Site Access/Low 

Moor Road Priority 

Junction 

ARCARDY 

V5.0 

PICADY 

V4.1 

 

- - 

7.8 Assessment of Traffic Impact 

The impact of the traffic generated from the proposed development has been assessed at 

the junctions agreed with NCC having scoped the assessment area following a meeting 

with NCC in November 2011 and the approval of the Scoping Report. 

An assessment of the potential traffic impact has been undertaken for the existing scenario 

that includes the above junctions in their current state with the proposed development traffic 

superimposed for the 2012 and 2017 years. Both NCC and Broxtowe Council confirmed 

that no committed development traffic needs to be taken into consideration in this TA. 

In order to establish the percentage of impact of the proposed development on the local 

network the base two-way traffic flows through the junctions have been compared with the 

two-way traffic flows generated by the proposed development only. This methodology was 

carried out in the IHT Transport Assessment Guidance and is generally a common industry 

rule for assessing traffic impact at junctions. As no multi-modal trips have been considered 

as part of these calculations these percentage impact figures are likely to be very robust 

figures, particularly as the proposed vehicular trips are based on mixed land usage. It 

should be noted that through the introduction of the Travel Plan along with the transfer of 

24


the current sustainable initiatives used by the proposed development and the introduction of 

new sustainable measures will reduce the below traffic impact figures further. 

Nuthall Signalised Roundabout (A610/Nottingham Road/A6002) 

Application Year 2012 AM = 0.76% 

Application Year 2012 PM = 0.78% 

Future Year 2017 AM = 0.72% 

Future Year 2017 PM = 0.72% 

Sellers Wood Drive/A6002/Blenheim Ind Estate Roundabout 

Application Year 2012 AM = 0.30% 

Application Year 2012 PM = 0.62% 

Future Year 2017 AM = 0.28% 

Future Year 2017 PM = 0.57% 

From the above results, it is evident that the proposed development traffic is very minimal 

compared to the existing levels of traffic currently generated by the Nuthall Signalised 

Roundabout and on Low Wood Road. The traffic impact for years 2012 and 2017 is less 

than 1% for all scenarios that is considerably below the daily variant of 2.5%. 

The percentage impacts calculated above are based on the total proposed development 

traffic (139 No. residential units and not the revised 125 No. units) and a comparison has 

been made with the existing 2 way traffic flows that are currently on the network, including 

Tempro. All the scenarios, where the percentage impacts have been calculated, show a 

percentile impact of less than 1% that is negligible when comparing to the existing volumes 

of traffic on the local highway network and this will be reduced further if the revised 125 No. 

units are assessed. The above figures confirm that the scope agreed with NCC is sufficient 

and no other junctions will need to be assessed as part of this Transport Assessment work. 

It also confirms that the Nuthall Roundabout is currently at capacity, as shown in the 

LINSIG modelling work, and the impact of the proposed development is very minimal with 

no mitigation measures are therefore envisaged as a result of the proposed residential 

development. 

Although this threshold figure is no longer referred to in the new DfT Transport Assessment 

Guidance, it is often used a ‘rule of thumb’ to gauge the potential traffic impact of 

development traffic, when comparing to the local highway networks. From OIC experience 

of dealing with similar projects and Local Highway Authorities it is considered that due to 

the very low traffic impact percentages for 2012 and 2017 that the proposed residential 

development will generate it will have minimal, if any effect on the local highway network. 

25


7.9 ARCADY Assessments 

An ARCADY junction assessment has been carried out at the Low Wood Drive 

(A6002)/Sellers Wood Drive/Camberley Road roundabout. The existing scenario and the 

ARCADY results are shown in Table 7.3 below; 

Low Wood Drive (A6002)/Sellers Wood Drive/Camberley Road roundabout 

Table 7.1 – 

2011 Existing Survey Flows 

Junction 

Low Wood 

Drive (A6002) 

Sellers Wood 

Drive West 

Camberley 

Road (A6002) 

Sellers Wood 

Drive East 

Degree of 

Saturation 

(RFC) 

AM Peak Hour 

Queue Length 

(vehs) 

Degree of 

Saturation 

(RFC) 

PM Peak Hour 

Queue Length 

(vehs) 

0.722 2.5 0.672 2.0 

0.652 1.8 0.468 0.9 

0.813 4.2 0.646 1.8 

0.455 0.8 0.557 1.2 

As shown in Table 7.3 above the highest Ratio to Flow figure is 0.813 on the Camberley 

Road, from the north. The figure of 0.813 shows that without growthing the 2011 figures up 

and adding the development traffic the RFC threshold figure of 0.850 is nearly reached. 

However, the queue of 4.2 is relatively small and is not considered to be a concern, in traffi 

impact terms. All the other scenarios (AM and PM) are significantly below the 0.850 RFC 

threshold figure, 

Table 7.2 – Planning Application Submission Year 2012 (including Tempro + 

Development Traffic) 

Junction 

Low Wood 

Drive (A6002) 

Sellers Wood 

Drive West 

Camberley 

Road (A6002) 

Sellers Wood 

Drive East 

Degree of 

Saturation 

(RFC) 

AM Peak Hour 

Queue Length 

(vehs) 

Degree of 

Saturation 

(RFC) 

PM Peak Hour 

Queue Length 

(vehs) 

0.739 2.8 0.693 2.2 

0.677 2.0 0.489 0.9 

0.839 4.9 0.661 1.9 

0.470 0.9 0.575 1.3 

26


By growthing the 2011 traffic flows up for the AM and PM peak the RFC figures do increase 

slightly. The minimal amount of development traffic introduced to this roundabout, as the 

majority of the development traffic (approx 85%) heads southbound to Nottingham City 

Centr and the M1 Motorway, also results in a very slight increase. However, the RFC figure 

of 0.850 is still not exceeded on all the arms assessed during both AM and PM peak 

periods. The majority of the increase in the RFC and queuing figures is due to the 

growthing up from 2011 to 2012 and not the development traffic. 

Table 7.3 – 

Design Year 2017 (including Tempro + Development Traffic) 

Junction 

Low Wood 

Drive (A6002) 

Sellers Wood 

Drive West 

Camberley 

Road (A6002) 

Sellers Wood 

Drive East 

Degree of 

Saturation 

(RFC) 

AM Peak Hour 

Queue Length 

(vehs) 

Degree of 

Saturation 

(RFC) 

PM Peak Hour 

Queue Length 

(vehs) 

0.809 4.1 0.770 3.2 

0.782 3.4 0.570 1.3 

0.908 8.4 0.729 2.6 

0.527 1.1 0.654 1.9 

This assessment is the most robust undertaken at this roundabout and although the 0.850 

threshold figure of 0.850 has been exceeded slightly this again is predominantly due to the 

growthing up of the 2011 existing traffic up to the 2017 year. However, the queue of 8.4 

vehicles is still not considered to be a traffic impact concern as all other arms operate below 

the 0.850 threshold figure. Site observations show that recent improvements have been 

made to this roundabout on the approach arm from the north and the 2011 survey flows 

show the roundabout does still operate satisfactorily with minimal driver delays. 

To summarise, of all the assessment scenarios modelled for the Sellers Wood Drive/Low 

Wood Road/Camberley Road roundabout the only time period where the 0.850 RFC figure 

is predicted to be slightly exceeded is during the Design Year 2017 for the AM peak period. 

It should be noted that the percentage impacts calculated earlier in this report show that the 

potential impact of the development traffic on this roundabout is only 0.35% and this is not 

considered to raise any traffic impact concerns 

7.10 PICADY Assessments 

PICADY junction assessments have been carried out at the Low Wood Drive 

(A6002)/Proposed Residential Development access for the proposed planning application 

year (2012) and 5 year post application year (2017), as agreed with NCC. As the proposed 

27


residential development will be served off Low Wood Road, via a proposed new access, 

and there is currently no access road off Low Wood Road. Therefore, OIC cannot 

undertake an existing PICADY assessment for 2011. 

However, the proposed access arrangement is almost exactly the same arrangement as 

the existing Apollo Drive/Low Wood Road right turn lane that serves twice the number of 

dwellings when compared to the proposed 150 unit residential development. Low Wood 

Road is approximately 11 metres wide and incorporates central hatching in the region of 3 – 

3.5 metres in places that can easily accommodate a right turn lane. The tables below show 

the results of the PICADY assessments carried out for years 2012 and 2017 for the AM and 

PM peak periods; 

Table 7.4 – Planning Application Design Year 2012 (including Tempro + 

Development Traffic) 

Junction 

Low Wood 

Drive (A6002) 

Northbound 

Proposed Site 

Access 

Low Wood 

Drive (A6002) 

Southbound 

Degree of 

Saturation 

(RFC) 

AM Peak Hour 

Queue Length 

(vehs) 

Degree of 

Saturation 

(RFC) 

PM Peak Hour 

Queue Length 

(vehs) 

0.005 0.0 0.030 0.0 

0.172 0.2 0.088 0.1 

0.000 0.0 0.000 0.0 

For the 2012 Planning Application Design year scenario, that the proposed development 

traffic, the highest RFC value that has been calculated by PICADY is 0.172 that is well 

below the 0.850 RFC threshold. Due to the provision of a proposed right turn lane into the 

residential development the north and southbound traffic along Low Wood Road is not 

affected by the development traffic, therefore no queuing occurs as a result of the 

development traffic. Whilst it is apparent that queuing does occur during this period, as a 

result of the congested Nuthall Roundabout, the proposed ‘KEEP CLEAR’ markings will 

allow safe access and egress to and from the site whilst ensuring the head flows along Low 

Wood Road are not affected. 

28


Table 7.5 – 

Design Year 2017 (including Tempro + Development Traffic) 

Junction 

Low Wood 

Drive (A6002) 

Northbound 

Proposed Site 

Access 

Low Wood 

Drive (A6002) 

Southbound 

Degree of 

Saturation 

(RFC) 

AM Peak Hour 

Queue Length 

(vehs) 

Degree of 

Saturation 

(RFC) 

PM Peak Hour 

Queue Length 

(vehs) 

0.036 0.0 0.103 0.1 

0.191 0.2 0.101 0.1 

0.000 0.0 0.000 0.0 

For the 2017 Design year scenario, that the proposed development traffic, the highest RFC 

value that has been calculated by PICADY is 0.191 that is well below the 0.850 RFC 

threshold. By growthing up the exiting 2011 traffic survey traffic to 2017 the headflows 

along Low Wood Road do increase, however the right turn lane facility can easily be 

accommodated into the existing central road hatching and as a result the traffic along Low 

Wood Road is not affected by the proposed access, in isolation. Whilst queuing also 

occurs back along Low Wood Road from the Nuthall roundabout observations were made 

on site, by studying the current Hempshill Farm access arrangement, that safe access and 

egress is possible. The ‘KEEP CLEAR’ markings ensure the gap is maintained for safe 

access and egress and the percentage of development traffic introduced onto the local 

highway network, when comparing to the base traffic levels, are minimal and of no 

detriment to the local highway network. 

29


7.11 Transyt Assessments 

The junction of the A610 with the A6002 and B600 has been analysed utilising Transyt 13 

modelling software. The results of these models are summarised in Table 7.6. 

Table 7.6 – 

Transyt assessment results 

Degree of Saturation (%) 

Modelled year 

AM Peak Hour 

PM Peak Hour 

2011 - 

EXISTING 

DO MINIMUM 

DO 

SOMETHING 

DO MINIMUM 

DO 

SOMETHING 

169 - 101 - 

2012 172 173 103 104 

2017 186 186 112 113 

The Degree of Saturation if a measure of the ration of flow on a link to the saturation flow at 

the control line for that link. The measure is also known as the ratio of flow to capacity 

(RFC) with 100% representing a link that is over capacity. 

The results show that the junction is currently operating at or just about capacity. The 

models also show the proposals have a negligible impact on the junction with only a 1% 

increase in the degree of saturation at most across both the AM and PM peak periods in 

both the 2012 and 2017 assessment years. 

As such no mitigation measures for the roundabout are proposed. It is considered that the 

periodic reviews of the signal timings as part of the council’s maintenance regime will be put 

in place to accommodate the predicted normal year on year traffic growth. 

It should be noted by NCC that the Transyt data outputs, contained at Appendix D, show 

Information entries in the ‘Warnings’ log representing apparent downstream traffic loss on a 

number of links. These information entries represent the non-circulatory traffic flows leaving 

the model on exit links and do not raise any traffic impact concerns to OIC. The links that 

previously ran together have not been rectified to oppose each other with the relevant 

changes shown in the Transyt file print-outs, in Appendix D. 

30


8 Road Safety 

The personal injury accident (PIA) statistics have been obtained for areas surrounding 

proposed location. The statistics were provided by Nottingham City Council Traffic Services 

Unit and cover a five year period between January 2006 and January 2011. The PIA data 

obtained was for the site location and surrounding areas, which is shown on drawing in the 

Appendix E. 

Using the PIA statistics a summary of the information has been undertaken to enable an 

assessment to be made on the road safety within the vicinity of the proposed development. 

The PIA statistics have been analysed and the findings summarised in Tables 8.1 and 

Table 8.2 below; 

Table 8.1 – Accident Statistics for Sellers Wood Drive/ Camberley Road 

Category 

Slight 

Serious 

Fatal 

Total 

Number of Causalities - Year 2006 - 2011 

2006 2007 2008 2009 2010 2011 Total 

1 2 1 1 - - 5 

- - - - - - - 

- - - - - - 0 

1 2 1 1 - - 5 

Table 8.2 - Accident Statistics for Nuthall Road/ Nottingham Road/ Low Wood Road/ 

Woodhouse Way 

Category 

Slight 

Serious 

Fatal 

Total 

Number of Causalities - Year 2006 - 2011 

2006 2007 2008 2009 2010 2011 Total 

8 8 5 4 8 1 34 

1 1 2 - 1 - 5 

- - - - - - - 

9 9 7 4 9 1 39 

31


Having summarised the PIA statistics over a five year period, a total of 44 casualties have 

occurred. This equates to an average of approximately 9 accidents per year with no 

fatalities for this five year period. 

Table 8.3 - Accident Statistics by Location and Vehicle Involvement 

Location 

Low Wood Road/ 

Sellers Wood Drive 

Roundabout 



Car/Car 

Conflict 

Car/Pedestrian 

Conflict 

Car/Motorcycle 

Conflict 

Car/Pedal Cycle 

Conflict 

Total 

1 1 - - 2 

1 - 2 - 3 

Woodhouse Way/ 

Nuthall Road 

- - 1 - 1 

Nuthall Roundabout 26 1 1 1 29 

Nottingham Road/ 

Roland Avenue 

- - - 1 1 

Total 28 2 4 2 36 

Table 8.3 above summarises the accident statistics by vehicle involvement. It shows that 

28 of the 36 accidents (78%) involved car/car conflicts, 4 of the 36 accidents (12%) involved 

car/motorcycle conflicts, 2 of the 36 accidents (5%) involved car/pedestrians conflicts and 2 

of the 36 accidents (5%) involved car/pedal cycle accidents. 

From the accident data, it is noted that no accidents occurred adjacent to the proposed 

access. Therefore, it is likely that the proposal to utilise the existing vehicular access point 

will not have a detrimental effect on the highway, in terms of road safety. 

32


Table 8.4 – Severity of Accidents 

Severity of Accident Number of Causalities % 

Slight 39 89% 

Serious 5 11% 

Fatal - - 

Table 8.4 above classifies the accident severities into slight, serious and fatal 

classifications. The assessment shows that 89% of the accidents are classified as slight, 

11% of the accidents are classified as serious with no fatal accidents within the five years 

assessed. 

Table 8.5 – Location of Accidents 

Junction/Corridor Number of Accidents % 



Roundabout 



Woodhouse Way/ Nuthall 

Road 

2 5 

3 8 

1 3 

Nuthall Roundabout 29 81 

Nottingham Road/ Roland 

Avenue 

1 3 

Total 36 100% 

The immediate junction encountered by the proposed development traffic will be the Low 

Wood Road/Proposed development access priority junction. From a highway safety 

perspective it is envisaged that the introduction of a new priority junction with good visibility 

on the outside of a large radius will not add to the number of accidents assessed above. 

The priority junction will cause oncoming vehicles to slow down and the excellent forward 

visibility coupled with the relatively flat topography will enable all vehicles to negotiate the 

junction. 

33


The PIA data above shows that a significant percentage of the accidents are slight, are 

car/car conflicts and occur at the Nuthall Signalised Roundabout. Having analysed the PIA 

data in detail it is apparent that the car/car conflicts are ‘shunt’ type accidents, or similar, 

and are difficult to prevent. These types of accidents are predominantly caused by drivers 

either approaching the roundabout too fast, failure to acknowledge the queuing traffic at the 

roundabout and/or drivers trying to change lanes or being indecisive. It is not considered 

that the introduction of a minimal amount of development traffic onto Nuthall Roundabout 

will increase the number of accidents. 

As the priority junction will be located approximately 250 metres north of the roundabout the 

development traffic will have sufficient time and distance to join Low Wood Road and 

approaching southbound vehicles will have ample time to brake and stop. Site 

observations by OIC in November clearly showed that during peak periods when queuing 

occurs on Low Wood Road, at the position of the proposed access, drivers accept that it is 

safe to allow the right turn vehicles to access the site 

To conclude this section, the nature of the accidents are not necessarily due to the volume 

of traffic at the Nuthall Roundabout but more related to drivers not paying attention or 

approaching the roundabout at too higher speed. The proposed introduction of a 40 mph 

speed restriction on the approach to the roundabout should slow vehicles down and the 

number of accidents should reduce. The introduction of a new priority junction off Low 

Wood Road will slow vehicles down as cars exit and access the proposed new 

development that should make the junction safer. 

34


9 Sustainability 

9.1 Pedestrian Access 

The proposed site is ideally located to take advantage of the excellent pedestrian links onto 

Low Wood Road, Apollo Drive and Nuthall Road. The existing connectivity between the 

areas north of the site, local to the Blenheim Industrial Estate, and south of the A610 is 

excellent and will be improved following the introduction of the new residential development 

The footway links along Low Wood Road vary in width between 2.6 metres and 3.4 metres 

and have dropped crossing points and tactile paving at strategic locations to maintain the 

accessibility to all areas north of Nottingham. The good quality, tar macadam shared 

footway/cycleways are provided on both sides of Low Wood Road and are illuminated to a 

good standard to ensure the pedestrian/cyclist route is safe and secure at all times. 

The proposed internal site footway link that will run from the site in an easterly direction, to 

the edge of the Phoenix Park site, will encourage residents to walk to Phoenix Park and 

catch a tram to most areas of Nottingham. As the crow flies, from the proposed site to 

Phoenix Park is only 300 metres and it is easily accessible and a sustainable way to travel 

for the residents and visitors. 

The Nuthall Railway Multi User Route runs the from the north west kerbline of the A6002 in 

a westerly direction to Kimberley, via Swingate. The route crosses the M1 Motorway via a 

footbridge with the Nottingham Business Park located to the east. 

The pedestrian linkages and connectivity into the Nuthall Route is excellent from the 

proposed site location with an excellent shared use footway/cycle link available along the 

west side of Low Wood Road (A6602) to the Hempshill Lane residential access and further 

north. The connectivity between the large areas of residential development to the 

immediate south of the Nuthall roundabout, the proposed site and the Nuthall Route is 

excellent with good, clear signage, markings and visibility. Pedestrian crossing islands and 

dropped crossing points along Low Wood Road have been strategically positioned to 

maximise pedestrian/cycle visibility when crossing that will potentially eliminate any risk of 

crossing and the possibility of pedestrian/car conflict. 

For further information on the local walking routes that are available to potential users of the 

mixed use development facility refer to the websites shown below; 

www.mapmywalk.com/find-walk/united+kingdom/nottinhghamuk 

http://walkit.com/cities/nottingham/ 

9.2 Cycling Information 

From the Nottingham City Centre Cycle Map it is evident that a traffic-free cycle path runs 

from the north east corner of Camberley Road in a southern direction to the Nuthall Road 

Roundabout. A recommended cycling route also currently runs from the western corner of 

35


Apollo Drive and joins Hemphill Lane to the north which then ultimately joins route 6 of the 

National Cycle Network. 

Copies of the Nottingham City Council Cycle Map are available free of charge and online. 

The cycle map aims to encourage more people to use their bicycles and experience the 

range of cycle routes on offer throughout Nottingham. These include recommended cycle 

routes for novice cyclists and route number 6 of the National Cycling Network to on-road 

cycle lanes providing more direct routes for the commuter cyclist. 

Every route shown on the map has been cycled and evaluated and many of the advisory 

routes marked have been suggested by local cyclists. The map also highlights places of 

interest that cyclists may wish to visit as well as all important refreshment stops. 

Copies of the cycle map are available free of charge by contacting the Transportation Unit 

or accessing the website shown below; 

http://www.nottinghamcity.gov.uk/CHttpHandler.ashxid=30730&p=0 

9.3 Accessibility by Bus 

Nottingham public transport services are on a primary route that provides a passenger 

service to all parts of Nottingham. A good frequency of bus service services is currently 

available that will promote sustainable travel for the proposed development and offer an 

excellent alternative mode of transport for commuters from and out of Nottingham City 

centre. 

Bus stops exist on Low Wood Road (northbound and southbound), on Hempshill Lane and 

also on also on the A610 and on Nottingham Road. The bus stops are located to provide 

good accessibility for the residents with the nearest bus stops available via a maintained 

footway link across the A610. The bus stop located on the Nottingham Road is 

approximately 100 metres south of the proposed site with the A610 Nuthall bus stop located 

approximately 200 metres west of the site. 

To the north of the site, via the shared footway/cycle link on Low Wood Road, the bus stops 

are located approximately 450 metres north east on Hempshill Lane with services available 

to Nottingham, Snape Wood, Bulwell Estates and Bulwell Market. 

The bus stops provide a convenient link into the Nottingham public transport system that 

serves all of the Nottingham area. The available public transport services, amenities and 

facilities will be discussed in detail later in this report. 

The proposed development will be ideally located to take advantage of the existing public 

transport services that operate within the vicinity of the site. 

36


9.4 Rail/Tram Services 

Phoenix Park NET Tram Service 

The nearest tram station to the proposed site is a Phoenix Park that is located 

approximately 0.5 miles east of the site on Millenium Way, Nottingham. The Park is in a 

comfortable walking and/or cycling distance from the proposed development and the new 

footpath link within the Hemphill Farm site extends to the edge of the Phoenix Park site and 

will encourage residents to use the tram facility. 

The NET Park and Glide Service has over 650 spaces and free to park with the only cost 

incurred for purchasing the tram travel ticket. 

Park & Glide sites are safe and secure as they are monitored by CCTV cameras and are 

patrolled by NET staff. The sites have been designed to the latest security standards and 

include emergency help points with a direct link to the NET control room. 

There are a number of buses and trains that connect with the tram network at various 

points along the route. Many buses allow you to connect with the tram to continue your 

journey while the rail services allow onward travel to great destinations like London. 

The trams run from around 6am to midnight Monday to Saturday and from around 8am to 

11pm on Sundays. During the middle of the day and at peak times trams are up to every 10 

minutes from the Park and Glide sites and up to every 5 minutes in the City Centre 

The tram line runs from Hucknall (near to the M1 junction 27) and Phoenix Park (just a 

minute from M1 junction 26) into Nottingham City Centre and terminates at the rail station. It 

takes under 30 minutes from Hucknall into the City Centre and just 20 minutes from 

Phoenix Park. 

The tram runs past a number of key destinations including Bulwell and the Forest 

Recreational Ground, as well as Nottingham Trent University, Royal Centre, and the City's 

main shopping districts. Full detailed timetables for the Phoenix Park Station are included 

in Appendix E of this report. 

Bulwell Railway/Tram Station 

Bulwell Railway/Tram Station, that is situated approximately 2.4 kilometres east of the site, 

is located on Station Road in Bulwell. The Station is currently managed by East Midlands 

Trains and is on the Robin Hood Line, with an additional spur off the main line that serves 

Phoenix Park. 

There are five rail operators providing services to local areas neighbouring to Nottingham, 

namely East Midland Trains, Northern Rail, East Coast Trains, Hull Trains and Eurostar. 

The service that run to and from the Bulwell Rail Stations are summarised in Table 9.1 

below with detailed timetable information available in Appendix E to this report. 

37


Table 9.1 – East Midlands Trains 

Operator(s) Destination 

East 

Midland 

Trains 

Worksop- 

Nottingham 

Other areas 

served 

Whitwell- 

Creswell- 

Langwith-Whaley 

Thorns- 

Shirebrook- 

Mansfield 

Woodhouse- 

Mansfield- Sutton 

Parkway- Kirkby- 

in-Ashfield- 

Hucknall- Bulwell 

Frequency of Trains (Minutes) 

Mon-Sat 

Sun 

Daytime Evening 

60mins 60mins 120mins 

Table 9.2 – Nottingham Express Transit 

Operator(s) Destination 

Nottingham 

Express 

Transit 

Hucknall- 

Nottingham 

Other areas 

served 

Butlers Hill-Moor 

Bridge-Bulwell 

Forest-Bulwell- 

Highbury Vale- 

David Lane- 

Basford-Wilkinson 

Street-Shiptstone 

Street- 

Beaconsfield 

Street-Noel 

Street-The Forest- 

High School- 

Nottingham Trent 

University-Royal 

Centre-Old 

Market Square- 

Lace Market- 

Station Street 

Frequency of Trains (Minutes) 

Mon-Sat 

Sun 

Daytime Evening 

10mins 60mins 30mins 

38


9.5 Bus Services 

The bus stops are located on Low Wood Road, Nottingham Road, A610, Nuthall Road and 

Hempshill Lane. Most of the bus stops are provided with public transport information and 

some of them with shelter and seats. The main operator is Nottingham City Transport 

(NCT) and other bus companies operate services serving most part of Nottingham area. 

There are approximately 12 No. bus stops within an 800 metres radius from the site 

location with 5 No. bus stops within the desirable walking distance of 400 metres from the 

centre of the site. All the bus services connect to Nottingham City centre and provide an 

easy access for the occupiers and visitors to use alternative mode of transport. 

Table 9.3 – Existing Local Bus: Summary of Services 

Service Operators Destinations 

Frequency of Service (Minutes) 

Mon - 

Friday 

Saturday 

Sunday 

68 NCT 

City - Sherwood Rise 

- Highbury Vale- 

Bulwell - Hempshill 

Vale - Snape Wood 

15 15 30 

68A 

NCT 

City - Sherwood Rise 

- Highbury Vale- 

Bulwell - Hempshill 

Vale - Blenheim 

Industrial Estate 

30 30 60 

72 NCT 

228 

NCT 

Bulwell and Basford via 

Sherwood Rise 

Hucknall 

Bestwood Village 

and 

15-20 - - 

60 - - 

229 

NCT 

Eastwood, Kimberley 

and Queens Medical 

Centre 

30 60 - 

331 NCT 

Moorgreen, 

and Alfreton 

Pinxton 

60 - - 

39


10 Accessibility 

This section considers the range of services in the surrounding area that are accessible by 

sustainable transport modes, with a particular emphasis on walking, cycling, car-sharing 

and public transport. 

Figures J-D0915_R0_602 and J-D0915_R0_603, in Appendix B, show the defined walking 

isochrones and cycling routes for the development. Figure 602 shows walking isochrones 

at 400, 800 and 1200 metres to provide a measure of scale. It is considered that the 

acceptable and preferred maximum walking distance outside town centres will be 800 and 

1200 metres. These maximum distances from the development are taken from the Institute 

of Highways ‘Journeys on Foot’ guidance. 

The range of services available within the area has been grouped under a number of 

headings and is summarised below. It is considered that the proposed development will 

attract a range of people of all ages, professions and backgrounds who will also have 

access to the services identified below; 

• Education - Hempshill Hall Primary School and Horsendale Primary School are 

located approximately 0.35 and 0.5 kilometres, respectively from the proposed site. 

Rocking Horse Nursery is located approximately 1.1 kilometres from the proposed 

development on Cinderhill Road with Ellis Guilford Comprehensive School located 

approximately 2.5 kilometres from the proposed site on Bar Lane. Bilborough 

College is located on College Way. 

• Shopping/Retail – The village of Bulwell is situated approximately 1.5 kilometres to 

the north east and features a range of local amenities including supermarkets and 

local shops. Approximately 4.5 kilometres to the west of the site lies Giltbrook which 

features a large shopping complex including Ikea, Decathlon, Pets at Home, SCS to 

name a few. Nottingham City Centre is located approximately 5.5 kilometres to the 

south east and has a wide range of shops that include branded retail stores, food 

outlets, sandwich shops and other stores. 

• Recreation/Leisure – The Lenton Centre and Spa Leisure are located 

approximately 5.5 kilometres and 8.0 kilometres, respectively from the proposed 

site. Savoy Cinema Ltd, Cinema screens is located 5.5 kilometres from the 

proposed development. Bulwell Library is the nearest library to the proposed 

development, located approximately 1.5 kilometres to the north east of the site. 

• Health and Community - The nearest General Practice services are available at 

the Assarts Farm Medical Centre and Bulwell Health Centre that are both 

approximately 1.0 kilometre from the site location. Nottingham City Hospital is 

located on Hucknall Road and is approximately 4.0 kilometres east of the proposed 

development. 

• Employment – having reviewed employment within close vicinity of the site it is 

evident that the following key employment areas can be accessible from the 

proposed development; 

40


Industrial Park located off Millenium Way is approximately 500 metres to the 

south east of the site; 

Nottingham city centre central business district located approximately 6.0 

kilometres to the south east of the site. 

A Light Industrial Estate is located of Sellers Wood Drive approximately 1.5 

kilometres from the site; 

Commercial park located off Woodhouse Drive Approximately 1.5 kilometres to 

the south west; 

Large shopping complex at Giltbrook Retail Park approximately 4.5 kilometres to 

the west. 

41


11 Conclusion 

Opus International Consultants (OIC) have been commissioned by Langham Park 

Developments to provide a Transport Assessment to support the planning application for a 

proposed residential development at the existing Hempshill Hall Farm, off Low Wood Road 

(A6002) and north of Nottingham. 

The site covers an area of approximately 15.3 acres (6.2 hectares) of Greenfield land that 

forms part of the Hempshill Farm Estate and is located approximately immediately east of 

the Nuthall roundabout, north of Nottingham and east of Low Wood Road (A6002). 

The proposed residential development is to comprise a maximum of 125 No. private 3 

bedroom and 4 bedroom residential units, although the original proposal that this Transport 

Assessment is based on was 139 No. residential units. 

The speed survey results show the average 85 th percentile speed as 40 mph (64 kph) along 

Low Wood Road and although there is a national speed limit in place along this section of 

highway high speeds do not appear to be a highway safety concern. 

The proposed level of parking provision at the residential development will be 327 No. 

spaces for allocated parking and some unallocated parking, if required. The 16% demand 

figure for on-street parking provision can also be accommodated within the 327 No. 

allocated parking spaces with additional on-street and layby parking available, although it is 

not envisaged that these areas will be highly utilised. OIC feel that this flexible approach 

will allow the development to accommodate the predicted demand for allocated and 

unallocated parking. 

The development is located in a rural area of North Nottinghamshire and the site to be 

developed is greenfield and includes a number of pedestrian links in the form of public 

rights of way, shared footway/cycleway links and access links. The current wide range of 

cycle, pedestrian, multi-user, park & ride and public transport facilities, that are all within a 

comfortable walking and cycling distance from the proposed site, include Phoenix Park 

Park and Glide site that can be easily reached on foot. 

From OIC experience of dealing with similar projects and Local Highway Authorities it is 

considered that due to the very low traffic impact percentages for 2012 and 2017 that the 

proposed residential development will generate it will have a minimal, if any, effect on the 

local highway network. The proposed development is also ideally located to take 

advantage of the existing public transport services that operate within the vicinity of the site. 

The nature of the accidents assessed in this report are not necessarily due to the volume of 

traffic on the local highway network with many accidents relating to drivers not paying 

attention or approaching the junction at a high speed. The introduction of a new priority 

junction off Low Wood Road will slow vehicles down as cars exit and access the proposed 

new development that should make the junction safer. The proposed access position 

provides excellent visibility along Low Wood Road in both directions. 

42


11.1 Recommendations 

Following a detailed assessment of the agreed highway network, as agreed with NCC, we 

see no highway or traffic related reason why the proposed residential development should 

not be granted planning permission. 

43


APPENDIX A 

1


APPENDIX B 

2


APPENDIX C 

3


APPENDIX D 

4


APPENDIX E 

5


APPENDIX F 

6


APPENDIX G 

7


APPENDIX H 

8

Langham Park Developments Proposed Residential Development ...

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