brentwood.gov.uk

It is recommended that specific additional evidence base required includes:
* A more fully developed transport evidence base that includes cumulative and site specific impacts of development on the local and strategic highway network and to identify further infrastructure and /or mitigation measures required together with costing and phasing;
* An up to date Infrastructure Delivery Plan (IDP) that includes infrastructure costs, phasing, delivery and viability.

Despite the need for further clarification on the transport network impacts, there is an opportunity to work collaboratively on the plan to deliver sustainable transport measures that will benefit Thurrock. The Southern Growth Corridor includes measures as the West Horndon New Transport Interchange, a new multi-modal interchange at West Horndon Station that could also serve Northern Thurrock developments. Cycle routes on this part of the plan can also be connected with Thurrock's network.

Sustainable Transport and Transport Policies

Whilst Thurrock Council supports in principle the overall aims of the sustainable transport Policies in the Brentwood Pre-Submission Local Plan (Regulation 19) it is concerned about the realism and practical deliverability of this approach.

Both the Brentwood Pre-Submission Local Plan and the IDP refer to ongoing work with other stakeholders or further evidence being required. There is insufficient information in the plan policies and supporting test about the actual schemes and measures that are required to deliver such an overall transport strategy. Although additional information is provided on schemes in the Infrastructure Delivery Plan (IDP) it is still considered there is not enough evidence in terms of the transport measures; their costs and phasing to support the proposals in the Local Plan including at Dunton Hills Garden Village.

Generally, there seems to be insufficient information to support the change in travel behaviour that is needed to support the ambition and policies of the local plan. More information is needed in relation to sustainable travel initiatives, cost of implementation/operation (where relevant) and, importantly, how residents and commuters will be encouraged and empowered to use and embrace the suggested sustainable travel initiatives. It is unlikely that simply delivering more cycle routes, cycle parking provision, EV charging etc will result in the required increase in sustainable modes of travel, without some form of behavioural change provision. It is unclear how the suggested improvements to walking, cycling, public transport and EVs will deliver meaningful benefit if they are not supported by a package of behaviour change components which set out and support the need to use sustainable travel options.

It is encouraging to note in the IDP that the travel survey data which identifies the levels of travel to work by train and those travelling to work driving by car or van. However, it is also noted that cycling, walking and bus travel to work are lower in Brentwood than the East of England. Promotion of walking and cycling is recognized in the plan through extending the Public Rights of Way network and the introduction of strategic walking and cycling routes for new sites.

Thurrock Council would suggest that more can be done to ensure that, where possible, these should be connected with the wider network, including Thurrock's network, especially on the south corridor.

While it is encouraging that the plan identifies the need to maximise the value of railway connectivity through improvements to the train stations in the borough, there is need for more clarity in terms of measures, costs and phasing of works.

The A12 widening and delivery of Crossrail will bring about significant increased capacity and accessibility improvements to transport infrastructure for Brentwood in the A12 Broad Corridor during the later-part of the plan period. This will make the A12 Corridor broad area more suitable for development opportunities. It is considered there is insufficient information on the benefits of Crossrail or the transport measures that should be provided if such an option is pursued.

The plan recognises that there has been no major relief, gyratory or one-way system within the town centre, and that traffic continues to be funnelled into a road system that has not significantly changed for many years. Additional AQ monitoring data should be included. It would also be beneficial to understand how the sustainable travel initiatives, identified within the plan, will deliver AQ and health benefits.

Transport Technical evidence
The Modelling description provided within the Transport and Movement section is somewhat vague. It mentions three scenarios: Base Case (observed data), Reference Case (background growth) and Local Plan Growth (adding on trips associated with the Local Plan proposals); and the use of spreadsheet model. However, there is no mention of data collection (source, year, etc.), only the use of digital road network for Essex with flows and speed at the links. It is considered that additional data collection is needed to inform the plan.
For trip distribution and assignment models, there is no mention of the software of procedure used. This information is also omitted from the junction models, although it is noted that this may be contained in supporting documentation elsewhere.

The evidence lists junctions that are "under stress", but it is not clear if this means that the junctions are saturated. There is no additional detail as to what level of stress or saturation is experienced. Therefore it is difficult to understand the extent of the existing or future issues that might be experienced.

For the junctions that are listed, there is no mention of problems in the Base Case (level of services, delays, speeds, etc.) or the expected impact for the Local Plan Growth scenario. It is suggested that additional work is needed here.

Thurrock Council suggests that additional work is needed in relation to the breakdown of costs and phasing of delivery. Again, without this information, it is difficult to understand the impact on the wider network and Thurrock area.

Despite the need for further clarification on the transport network impacts, there is an opportunity to work collaboratively on the plan to deliver sustainable transport measures that will benefit Thurrock. The Southern Growth Corridor includes measures as the West Horndon New Transport Interchange, a new multi-modal interchange at West Horndon Station that could also serve Northern Thurrock developments. Cycle routes on this part of the plan can also be connected with Thurrock's network.