NS&OC OPA Enivironmental Statement Volume 2, Part 4

Beyond Green Developments North Sprowston & Old Catton

Appendix 7.1: Archaeological Desk-Based Assessment

ES Volume 2: Technical Appendices

Report 2400a

nau archaeology

An Archaeological Desk-Based Assessment of Land North-East of Norwich, Norfolk

P r epa re d f o r Beyond Green 1 Albemarle Way London EC1V 4JB

Peter. J. Watkins BA AIFA November 2010

PROJECT CHECKLIST Project Manager

David Whitmore

Draft Completed

Peter Watkins

16/11/2010

Graphics Completed

David Dobson

17/11/2010

Edit Completed

Jayne Bown

19/11/2010

Signed Off

Nigel Page

19/11/2010

Issue 1

NAU Archaeology Scandic House 85 Mountergate Norwich NR1 1PY T 01603 756150 BAU 2400

F 01603 756190

E jayne.bown@nps.co.uk

www.nau.org.uk Š NAU Archaeology

Contents 1.0 Introduction .....................................................................................................3 2.0 Site Location, Geology and Topography.........................................................3 3.0 Sources and Assessment Methodology..........................................................7 3.1 NHER records ........................................................................................7 3.2 Cartographic sources ...........................................................................16 3.3 Aerial photographs ...............................................................................16 3.4 Other sources of evidence....................................................................17 4.0 Archaeological and Historical Evidence ........................................................17 4.1 Background ..........................................................................................17 4.2 Evidence for prehistoric activity ............................................................21 4.3 Evidence for Roman and Early Saxon activity......................................27 4.4 Evidence for Middle and Late Saxon activity ........................................33 4.5 Medieval and early post-medieval land use..........................................37 4.6 Later post-medieval land use ...............................................................44 4.7 Medieval and post-medieval cropmark and earthwork sites .................55 4.8 Undated Evidence ................................................................................61 4.9 World War Two sites ............................................................................67 5.0 The Site Today..............................................................................................71 6.0 Discussion ....................................................................................................83 6.1 Site potential.........................................................................................83 6.2 Likely condition of archaeological remains ...........................................87 6.3 Development impacts ...........................................................................88 7.0 Conclusions ..................................................................................................88 Appendix 1: Cropmark sites within study area ..............................................94 Appendix 2: Medieval finds within study area ...............................................96 Appendix 3: Post-medieval finds within study area .......................................99 Appendix 4: Land descriptions recorded in tithe apportionments................102

Figures Figure 1

Site Location

Figure 2

Geology and topography (after BGS 1991)

Figure 3

NHER records within study area

Figure 4

Cropmark and earthwork features within study area (excluding WWII era features)

Figure 5

Evidence for prehistoric activity

Figure 6

Evidence for Roman and Early Saxon activity

Figure 7

Evidence for Middle and Late Saxon activity

Figure 8

Evidence for medieval and early post-medieval activity

Figure 9

Faden’s map of 1797 (after Barringer 1989)

Figure 10

Later post-medieval land use

Figure 11

Beeston Park in 1722 (reproduced from Davison 2007, based on NRO BR 276/1/523)

Figure 12

OS 1st Edition 25� map (detail), showing Red Hall Park (reproduced from Penn 2004)

Figure 13

Probable dates of cropmark features and linear features revealed by archaeological investigations

Figure 14

Undated excavated remains and significant undated finds

Figure 15

WWII defences and other military sites.

Figure 16

Photograph locations (Plates 1-33)

Tables Table 1

NHER records within the study area

Table 2

Cropmark and earthwork sites within the proposed development area

Table 3

Archaeological investigations along the proposed NDR corridor

Table 4

Other archaeological investigations within the study area

Table 5

Cartographic sources

Table 6

Mesolithic finds within study area

Table 7

Neolithic and Bronze Age finds within study area

Table 8

Iron Age finds within study area

Table 9

Roman finds within study area

Table 10

Middle and Late Saxon finds within study area

Table 11

Medieval finds within proposed development area

Table 12

Land descriptions recorded in tithe apportionments

Table 13

Sites of demolished post-medieval structures within proposed development area

Table 14

Medieval or early post-medieval cropmark and earthwork features within or near proposed development area

Table 15

Metal working debris recovered within study area

Table 16

WWII defences within study area

Table 17

Known archaeologically development area

significant

remains

within

proposed

Table 18

Archaeological remains development area

potentially

present

within

proposed

Plates Plate 1

Field between St Faith’s Road and Buxton road, looking east

Plate 2

Field to west of Buxton Road, looking south-west

Plate 3

Field to north of Beeston Lane (western end), looking east

Plate 4

Site of former Lone Barn complex (Beeston Lane), looking north

Plate 5

Field to south of Beeston Lane (western end), looking south-east

Plate 6

Beeston Lane, looking west

Plate 7

Field to west of Red Hall Farm, looking north-west

Plate 8

Red Hall Park, looking south-east

Plate 9

Red Hall Park, looking west

Plate 10

Paddocks to north of Red Hall Park, looking west

Plate 11

Northernmost field to west of North Walsham Road, looking west

Plate 12

Northernmost field to east of North Walsham Road, looking east

Plate 13

Northernmost field to west of North Walsham Road, looking southwest

Plate 14

Field to east of Norwich Rugby Football Club, looking south-east

Plate 15

Norwich Rugby Football Club, looking west

Plate 16

Southernmost field to west of Church Lane, looking south-east

Plate 17

Waste ground to south of Redmayne Playing Field, looking north

Plate 18

Field to north of Redmayne View, looking north-east

Plate 19

Southernmost field to west of Church Lane, looking north-east

Plate 20

Fields to east of Church Lane, looking north-east

Plate 21

Southernmost field to west of Church Lane, looking south-west (towards Oak Lodge)

Plate 22

Fields to north-west of Sprowston Park and Ride, looking north

Plate 23

Field to west of Sprowston Park and Ride, looking north

Plate 24

Field to east of Sprowston Park and Ride, looking north-west

Plate 25 Wroxham Road, looking north-eastPlate 26 Beeston Lane, looking east

Field

to

east

Plate 27

Site of Dairy Farm (Beeston Lane), looking north

Plate 28

Field to east of Park Farm, looking north

Plate 29

Easternmost field to south of Beeston Lane, looking south-east

Plate 30

Beeston Park (south), looking south-west

Plate 31

Beeston Park (south), looking south

Plate 32

Field to east of Red Hall Farm, looking north-east

Plate 33

Northernmost field to east of Church Lane, looking south-east

of

Location:

Land to the north-east of Norwich, Norfolk

District:

Broadland

Grid Ref.:

TG 2497 1360

Client:

Beyond Green

Date of site visit:

9 November 2010

Summary This desk-based assessment considered the archaeological potential of a large area of proposed housing development to the north-east of Norwich, Norfolk. The proposed development would cover an area of approximately 125ha, and includes land within the parishes of Beeston St Andrew, Spixworth, Catton and Sprowston.

The site lies in the eastern, upland part of the Broadland region, within the wide expanse of land that separates the River Bure from the River Yare to the south.

The soils in this area are fertile sandy loams and it appears that much of the proposed development area has long been arable land.

Overall, the archaeological potential of the proposed development area would appear to not be quite as high as that of many other locations on the periphery of Norwich. The proposed development area contains no Scheduled sites or other sites of particular significance, and there is no clear evidence for locations that saw activity of any great intensity prior to the medieval period. There are however a number of locations where cropmarks have shown the presence of archaeologically significant features. These appear to be predominantly of medieval or later date, although several may be earlier.

It is reasonably likely that these cropmarks do not represent the full extent or range of archaeologically significant features within the proposed development area, particularly as artefactual evidence suggests that this area saw activity during most early periods.

The available prehistoric evidence would appear to suggest that, at least until the end of the Bronze Age, activity was focused towards the eastern edge of the proposed development area, in the vicinity of a minor tributary of the River Bure known as Dobbs’ Beck.

Although this area is believed to have been crossed by a Roman road, investigations on two of its suggested lines have revealed no evidence for this routeway. Artefactual evidence does however suggest that the western half of the proposed development area saw at least a degree of activity during this period. It is possible that a number of the cropmark boundaries and enclosures in this area are of Roman date.

Other evidence for early activity in and around the proposed development area includes features that may have been associated with charcoal production and numerous clusters of iron smelting slag. Although these industries are undated it is likely that they predate the medieval period.

The Saxon and early medieval cores of the nearby villages appear to have lain outside the proposed development area, although by at least the late medieval period it contained the main occupied area within Beeston St Andrew parish. The parish’s two post-medieval halls lie on this lane and it appears that there were

1

once several additional buildings present. At least some of these occupied sites may have had medieval origins.

In addition to subsurface archaeological remains the proposed development area also contains two areas of historic parkland: Red Hall Park and Beeston Park, the latter being locally listed due to its historical significance. While much of the proposed development area consists of unremarkable, flat arable fields, the two parks form part of an area that has retained much of its early 19th-century character.

1.0

INTRODUCTION

(Fig. 1) This archaeological desk-based assessment examined a large area of proposed housing development to the north-east of Norwich. The proposed development area lies to the south of the planned route of the Norwich Northern Distributor Road (NDR) and comprises the westernmost part of an area selected for major housing growth in the Greater Norwich Development Partnership (GNDP) Joint Core Strategy for Broadland, Norwich and South Norfolk (the Old Catton, Sprowston, Rackheath and Thorpe St Andrew growth triangle).

This work considered the archaeological potential of the wider area and the likely nature, significance and condition of any archaeologically significant remains within the site itself. The potential impact of the proposed development was also considered.

The assessment was conducted in accordance with a Project Design and Method Statement prepared by NAU Archaeology (Ref. NAU/BAU2400/DW) and following relevant standards and guidelines. The results will inform future planning decisions made by the Local Planning Authority in accordance with Planning Policy Statement 5: Planning for the Historic Environment (Department for Communities and Local Government 2010).

This report was commissioned by Bruce McVean of Beyond Green.

2.0

SITE LOCATION, GEOLOGY AND TOPOGRAPHY

(Fig. 2) The proposed development area incorporates almost all of the land that lies south of Beeston Lane between Buxton Road and Wroxham Road. It also includes all of the fields immediately to the north of Beeston Lane and two the fields to the west of Buxton Road. Much of this land is currently arable fields, although the site also incorporates a small number of uncultivated blocks of pasture, as well as the sports grounds and playing fields that lie to the west of the North Walsham Road.

The proposed development area includes a significant proportion of the land within the small parish of Beeston St Andrew as well as fields that falls within the neighbouring parishes of Sprowston, Spixworth and Old Catton.

The site lies in the eastern, upland part of the Broadland region, within the wide expanse of land that separates the Rivers Bure from the River Yare to the south.

The northern limits of Norwich lie close to the southern edge of the study area.

The site lies some distance from the River Bure, the nearest extant water course being a tributary known as Dobbs’ Beck.

3

Much of the proposed development area lies within a relatively flat, gently undulating landscape, with much of the land lying at a height of between 25m and 30m OD. The easternmost fields do however show more marked changes in elevation, the ground dropping away, quite noticeably in places, towards Dobbs’ Beck and into a series of minor dells which run off it. The ground also drops away slightly from north to south in the southernmost fields.

The underlying solid geology consists of Cretaceous chalk (BGS 1985), which, apart from localised outcrops along the minor valleys, is sealed beneath by a range of quaternary drift deposits. In the northern half of the study area the chalk is overlain by sandy Crag deposits. To the south and covering much of the proposed development area are glacial sandy clays known as Norwich Brickearth, these deposits corresponding broadly with the areas of flatter ground. Patches of later glacial sand and gravel are also present, mostly at the margins of the study area, although a pronounced ridge of this material lies to the west of Dobbs’ Beck (BGS 1991).

Within the proposed development area the underlying Brickearth clay has given rise to light, sandy loam soils, which are categorised as Typical (stagnogleyic argillic) Brown Earths (Lawes Agricultural Trust 1973). These fertile soils are present across much of the Broadland uplands and are quite distinct from the much heavier soils that have formed in areas of elsewhere on areas of chalky clay Till.

4

3.0

SOURCES AND ASSESSMENT METHODOLOGY

3.1

NHER records

(Figs 3-4) The primary source of archaeological information was the Norfolk Historical Environment Record (NHER), which details a wide range of archaeological discoveries and sites of particular historical interest. In order to best characterise the likely archaeological potential of the site, data was collated from all NHER records that fell within approximately 1km of the site. The types of evidence described within these records are summarised in Table 1 below and illustrated in Fig. 3 (some records document more than one form of evidence).

Record type

No. within study area

Chance finds Finds recovered during metal detecting and/or fieldwalking Finds recovered during metal detecting and/or fieldwalking (multiple events) Cropmark/earthwork features Archaeological excavation or evaluation (including geophysical surveys) Observed remains Listed structure Unlisted structure of historical significance Known site of historically significant structure or feature Other

24 65 20

50 15

2 14 9 37 3

Table 1. NHER records within the study area

Of the 228 records that fall within the study area the majority document the recovery of artefactual material. Although a number of these finds have been chance discoveries most were recovered during either metal detecting or fieldwalking, with a significant number of the fields in this area having been subject to fairly intensive surveys. Much of Beeston St Andrew parish was carefully fieldwalked by the late Alan Davison between 2004 and 2005 (Davison 2007). In 2006 a fieldwalking and metal detector survey of the proposed NDR corridor was undertaken by NAU Archaeology (Morgan and Hoggett 2008). Intensive fieldwalking and metal detector surveys were also undertaken by NAU Archaeology prior to the construction of Sprowston Park & Ride (Hobbs 2002b) and the creation of the Sprowston Hall golf course (Trimble 2002). The majority of the other finds have been recovered during amateur metal detecting. Significantly, twenty fields in this area have now been subject to metal detecting and/or fieldwalking on a number of occasions. It should however be noted that there are

7

many parts of the proposed development area that have yet to see reported fieldwork of any kind.

A large number of the NHER records describe sites where archaeologically significant cropmarks (buried remains made visible as differential growth patterns in the overlying crops) and earthworks have been identified on aerial photographs.

Although some of these cropmark sites have been known for some time, the majority were identified relatively recently by the English Heritage Norfolk Mapping Programme (NMP). This work saw the examination of a wide range of vertical and oblique aerial photographs of the area, with all archaeologically significant cropmarks, earthworks and historically significant structures being digitally mapped. Archaeologically significant cropmark and earthwork sites identified within the study area are shown in Fig. 4 and listed in Appendix 1. Features located within the proposed development area itself are summarised in Table 2 below. The interpretations are those suggested within the NHER records.

NHER 18901

Grid ref TG 249 133

21126

TG 2413 1313

21127

TG 24 13

50760

TG 2614 1403

50800

TG 2609 1404

50983 50984

TG 2533 1378 TG 2524 1334

50985 50990

TG 2542 1267 TG 2565 1366

50991 50992 52125

TG 2582 1376 TG 2610 1385 TG 2499 1263

52126 53493

TG 2421 1425 TG 2327 1407

53494 53495

TG 2461 1431 TG 2465 1390

53496 53497

TG 2398 1327 TG 2351 1331

Description Sub-rectangular enclosure and two ditches. The latter may well be of a different date. The enclosure has a possible entrance or extension to the north-west Rectilinear enclosure with entrance. Associated linear features and a possible second enclosure are also visible Sub-square cropmarks features initially interpreted as Early Saxon sunken feature buildings. These are now thought likely to be either quarry pits or of geological origin (not NMP mapped) Possible oval enclosure. Faint, but potentially a prehistoric funerary monument of some kind Segments of two or more ditches. These features are only visible on one set of photographs and may not necessarily be archaeologically significant Extraction pits or remains of building Extraction pits or remains of building. Various linear cropmarks also visible Rectilinear enclosures ranged along a probable track way Series of earthwork banks and ditches. Possibly features associated with Beeston Park Linear features (potentially two phases) Possible enclosures. May represent more than one phase of activity Series of linear and curvilinear banks. These are likely to relate to land division or enclosure on the margins of what was Sprowston common. A potentially contemporary cropmark enclosure is visible in the northwest corner of the site. Clearly related to the cropmarks at site 50985 Series of linear bank features, possibly marking the line of a Roman road Several linear ditches, a possible enclosure and what may be a trackway fragment At least four ditches Possible enclosure, related ditches and what may be a trackway fragment Possible enclosure, perhaps exhibiting more than one phase Bank feature and two ditches

Table 2. Cropmark and earthwork sites within the proposed development area

8

These features are densest to the north-east of the proposed development area, in the vicinity of Dobbs’ Beck. While this may well indicate a genuine concentration of archaeological remains in this area it is possible that geological factors also have a bearing on this distribution. In general the cropmarks within this area are most numerous where the underlying geology consists of sandier material, becoming sparser and more fragmentary where the Norwich Brickearth predominates.

Although the underlying geology will have inevitably influenced the patterns of past activity there are several examples to the east of the study area where extensive cropmark features are intermittently lost where the geology changes.

The study area includes only fourteen listed buildings and nine unlisted buildings recorded as being of historical significance; these low numbers reflecting its predominantly rural character. A number of the NHER records also document the sites of historical significant features or structures. These include the sites of known structures, historic parks and a wide range WWII era military sites, most of which were identified from aerial photographs during the NMP work.

No sites within the study area have been subject to large scale archaeological excavation although a number of locations have been subject to archaeological evaluation. Many of the fields that are crossed by the proposed NDR corridor have now been investigated to some degree, being subject to either geophysical survey (Railton 2009) or trial trenching (Watkins and Trimble 2008, Ames and Sillwood forthcoming). This work is summarised in Table 3 below.

NHER 35668

Grid ref.

TG 22 14

Geophysical survey result -

34462

TG 23 14

34610

TG 23 13

35669

TG 23 13

Large numbers of discrete dipolar anomalies (ferrous debris?)

A number of discrete dipolar anomalies (ferrous debris?) and several weak linear positive magnetic anomalies that possibly represent old field boundaries A number of discrete dipolar anomalies (ferrous debris?) including a pronounced linear concentration that may represent a boundary of some kind. Several weak linear positive magnetic anomalies may represent further boundaries

11

Evaluation results Fifteen trenches excavated. Late Bronze Age pit exposed. A second similar pit was probably of a similar date, although it produced no dating evidence. Two ditches were present, at least one of which was probably post-medieval in date -

-

Ten trenches excavated. A number of ditches were exposed, many of which corresponded with geophysics anomalies and/or known cropmark features. Little dating evidence was recovered.

Several discrete pits and a posthole were also identified, although only one produced finds (a single sherd of Roman pottery)

ENF 123748

TG 24 14

-

41873

TG 25 14

50500

TG 25 14

Numerous linear anomalies which are likely to be the result of cultivation practises. Several weak linear anomalies may though represent former boundaries. These include two parallel linear anomalies on a similar alignment to the present day North Walsham Road which may represent a track way.

-

41874

TG 25 14

-

28620

TG 26 14

49748

TG 26 13

Numerous linear positive anomalies attributed to modern cultivation practises. Several weak east-west aligned linear positive anomalies may represent soil-filled ditches -

49749

TG 27 13

51049

TG 27 13

Numerous dipolar anomalies likely to represent ferrous objects detected. A number of positive linear anomalies were also detected which were interpreted as land drains, although they may represent former boundaries Various linear and curvilinear positive magnetic anomalies likely to represent soil-filled features

Ten trenches dug to investigate a large linear earthwork feature (NHER 52126) and what appeared to be a cluster of large pits (NHER 52127). Two parallel, undated ditches were present on the line of the linear feature. A number of other ditches, on several different alignments were also revealed. Six undated pits were also present. These were generally unremarkable, although one had a dark charcoal rich fill and showed signs of in-situ burning. A number of sherds of Iron Age pottery were recovered from a trench at the southern edge of this area. The discrete earthworks were confirmed as large pits, presumably post-medieval extraction features.

-

No archaeologically significant features revealed within the single evaluation trench excavated Two trenches excavated; one on the postulated line of a Roman road (NHER 7598). Three undated ditches were the only features to be identified -

Twenty evaluation trenches excavated. Numerous ditches, on varying alignments and several more pit-like features were identified; none of which could be closely dated. These features did however produce a number of prehistoric worked flints and single sherd of Neolithic pottery.

-

Seven trenches excavated. A number of ditches were identified although these were generally poorly dated. Several pits that produced 13th – 14th century pottery were however also present.

Table 3. Archaeological investigations along the proposed NDR corridor (sites listed west to east)

12

A small number of other locations have also been subject to either archaeological evaluations or watching briefs. These are summarised in Table 4 below. There are also a small number of sites where archaeological significant remains have been observed but not recorded in detail.

NHER 31798

Location Mineral extraction site to north of Quaker Farm, Spixworth

Project type Metal detector survey and Watching Brief

33750

Water pipeline to west of Rackheath Sprowston Manor Golf Course

Watching Brief

37170

Sprowston Park & Ride

Fieldwalking and metal detector survey, Watching Brief

40107

Church Lane, Sprowston

Evaluation

40108

Church Lane, Sprowston

Evaluation

44786

Spixworth Road, Catton

Geophysical survey, Evaluation

36799

Fieldwalking and metal detector survey, evaluation, Watching Brief

Summary Metal detector survey produced only modern objects, some of which may derive from a WWII Liberator bomber crash site. Subsequent watching brief during topsoil stripping revealed several undated pits that were potentially related to charcoal production No significant observations.

Prehistoric flints, Roman pottery and medieval pottery recovered.

Objects of predominantly postmedieval date recovered during field survey, although prehistoric flints and a concentration of iron slag were also found. Trial trenching revealed a small number of ditches, pits and postholes; the majority of which could not be dated. Little of note was observed during subsequent groundworks.

Prehistoric worked and burnt flints, medieval objects and a quantity of iron slag found during field survey.

A Watching Brief undertaken during topsoil stripping observed a postmedieval ditch and several undated pits. Two of the pits were rectangular and contained charcoal flecks and brick dust.

No archaeologically significant finds, features or deposits. No report available.

No archaeologically significant finds, features or deposits. No report available.

Thirteen evaluation trenches excavated. Features exposed included a truncated Roman cremation and undated ditches representing at least two different phases of land division. Several undated pits may have been associated with charcoal production

Table 4. Other archaeological investigations within the study area

15

References Speed 1995

Hobbs 1999

Trimble 2002, Hobbs 2002a

Hobbs 2002b, Hobbs 2004

-

-

Watkins 2006

3.2

Cartographic sources

A range of 18th-, 19th- and 20th-century maps were examined in order to establish the nature of more recent land use within the proposed development area. The earlier maps were also of some use in tentatively reconstructing the character of the medieval and early post-medieval landscape.

The majority of these maps were consulted at the Norfolk Records Office, although in some cases digital and published reproductions were consulted. The key maps examined in detail are summarised in Table 5 below.

Title Catton, Mr Lincoln’s Estate

Surveyor John Say

Estate of Thomas Seaman (Fig. 11) Topographical Map of the County of Norfolk (Fig. 9) Sprowston enclosure map

John Miller William Faden

Plan of Sprowston Beeston St Andrew Beeston Farm

Beeston Hall Estate Estate of Nathaniel Micklethwait The County of Norfolk The Spixworth tithe map (and apportionment) Ordnance Survey 1” map The Beeston St Andrew tithe map (and apportionment) Catton tithe map (and apportionment) Sprowston tithe map (and apportionment) Ordnance Survey 6” First Edition Map Ordnance Survey 25” First Edition Map (Fig. 12) Ordnance Survey 25” Second Edition Map

Robert Chasteney Unknown Unknown Unknown

Unknown Pratt and Warren Andrew Bryant W. S. Millard

Date 1780 (based on map of 1746) 1722 1797

Source NRO CHC 11911

BR 276/1/523 Barringer 1989

1801

NRO C/Sca 2/272

1801 1807 Unknown (pre 1819) 1819 1824

NRO BR 276/1/785 BR 276/1/165 BR 276/1/519

1826 1837

Barringer 1998 NRO DN/TA 7

NRO 276/1/311 BR 276/1/1029

Pratt and Son, Norwich Unknown Unknown -

1838 1842

Penn 2004 NRO DN/TA 687

1843 1843 1880s 1880s

NRO DN/TA 766 NRO DN/TA 768 E-Map Explorer Norfolk Heritage Centre

-

1900s

Norfolk Heritage Centre

Table 5. Cartographic sources

A range of more recent Ordnance Survey maps were also consulted.

3.3

Aerial photographs

As aerial photographs of the area have been comprehensively studied by the NMP a detailed study was not attempted as part of this assessment. The full NMP mapping data was acquired for all sites that fell within the study area.

A small range of easily accessible aerial photographs were however briefly examined, mainly for evidence of more recent land use. These included vertical

16

photographs taken by the RAF in 1945-6 and photographs taken in 1988 by BKS Surveys Ltd. as part of a survey commissioned by Norfolk County Council (rectified versions of these photographs being viewed via the E-Map Explorer website).

Recent satellite images of the site were also examined (using Google Maps).

3.4

Other sources of evidence

A range of other published and unpublished sources were also consulted. These included reports on previously undertaken archaeological work and both regional and local histories.

This study also draws on the results of several previous assessments of the area including a Historic characterisation and sensitivity assessment (Norfolk County Council 2009) and two assessments of the proposed NDR corridor (Penn 2004, Watkins 2008)

4.0

ARCHAEOLOGICAL AND HISTORICAL EVIDENCE

4.1

Background

The study area lies equidistant between the Roman towns of Caistor (Venta Icenorum) and Brampton and is crossed by the postulated line of a Roman road believed to have linked the two (NHER 7598). The northernmost stretch of this route way appears to be followed by a series of straight roads that connect Brampton, Buxton and Frettenham, with its southern end suggested to correspond with the present day course of Thunder Lane within Thorpe St Andrew. Evidence for Roman activity within this area is somewhat sparse, with few known settlement foci.

Beeston, Spixworth, Catton and Sprowston were established as settlements by the Late Saxon period; all being mentioned in Domesday. Whether these settlements had earlier origins is unclear, although the ‘ton’ place name is generally seen as being associated with later, secondary settlements (Williamson 2005). The relatively small size of these parishes coupled with their irregular outlines also suggests that they were created out of an earlier, much larger territory. At the time of Domesday Beeston appears to have been somewhat unusual, having no manor – its population of predominantly freemen being bound to manors in nearby settlements (Davison 2007). Spixworth and Catton also appear to have had a relatively large proportion of freemen (Brown 1984). Although the origin of these liberi homines is debatable it has been suggested that in many cases they may represent the descendents of Middle Saxon farmers that had dwelt on the margins of much larger estates (Williamson 1993).

Although recent growth has brought Spixworth and Catton close to the margins of the proposed development area it is likely that the earliest villages would have lain some distance away, their parish churches both lying at least 1km from the margins of the proposed development area. The proposed development area does however lie relatively close to the probable historic cores of Beeston St Andrew and Sprowston.

The various villages in this area appears to have had markedly different fortunes, with some such as Horsford and Horsham St Faith appearing to have been 17

reasonably prosperous, the later having had a charter to hold a fair since 1100 (Letters 2010). Others such as Beeston and Spixworth (and to a lesser degree Sprowston) appear to have struggled, with their populations rarely rising to anything like those of the more successful settlements. At least one settlement in this area, Rackheath Parva (located at the eastern edge of the study area), had disappeared entirely by the end of the medieval period.

Although several sources document the medieval and post-medieval ownership history of Beeston manor and the other holdings within the parish (Blomefield and Parkin 1809, Bryant 1905 etc.), information pertaining to the nature and organisation of the medieval village is limited. Several individuals with the name ‘atte Fen’ are listed in the early 14th century, possibly indicating an area of settlement near Dobb’s Beck at this time (Davison 2007). There are references to a capital messuage known as Wryngeys and a messuage known as Corpusteys in the mid 16th century (Blomefield and Parkin 1809) although it is difficult to link these with known, later sites.

While the form of medieval Beeston is unknown it is likely that it was a fairly small, scattered settlement. Documentary sources suggest that the population has always been fairly limited (at least from the Middle Ages onwards) and so little now remains of the medieval village that it is classed as an area of deserted settlement (Davison 2005). By 1543 the population had dwindled to the extent that the churches of Beeston and Sprowston were united (Davison 2007). This would appear to represent part of a wider pattern of decline as the church in Rackheath Parva had also decayed by this time (NCC 2009). Beeston St Andrew church was subsequently demolished although its former location – close to what is now the south-east corner of Spixworth – is known (NHER 18125).

The manorial history of Sprowston also indicates strong links with neighbouring Beeston. The capital manors of Beeston and Sprowston were both in the hands of the De Mounteney family in the 12th century (after whom the capital manor was named), passing through the Lancaster and Jermy families before both being acquired by the Corbets in the first half of the 16th century (in 1502 and 1545 respectively) (Blomefield and Parkin 1809). A second manor within Sprowston (known as Aslakes since the late 14th century) was acquired by Miles Corbet in 1594, uniting it with the capital manor (Best 2000). Sprowston also appears to have evolved a fairly scattered settlement pattern, with the earliest cartographic sources showing buildings arranged around a triangular area of common a little way to the south of the church. Common-edge settlements such as this developed across much of Norfolk, with migration away from the vicinity of the parish churches believed to have begun in many places by at least the early Middle Ages (Williamson 1993) and possibly much earlier.

Although the land to the north and east of Norwich is now largely arable it was once characterised by the presence of large swathes of open heath land, many of which survived into the late 18th century. The vast Mousehold heath extended north-eastwards from Norwich as far as Salhouse, and areas of former land were also present in the vicinity of Horsford, Drayton and Rackheath; all occupying areas of acidic light sandy soil. The study area itself appears to have lain between these areas of waste, the underlying geology giving rise to more fertile, loamy soils. From the early medieval period through at least into the Middle Age this land was almost certainly occupied by open fields; areas of arable land that contained

18

unenclosed strips of land that were in intermingled ownership and/or occupation (Martin 2008, 20).

Over the course of the following centuries the landscape saw many changes. The number of landowners dwindled as holdings were enlarged and consolidated, leading to the evolution of the present day pattern of scattered, large farms and isolated higher status dwellings.

The 16th and 17th centuries saw the construction of several large halls within the study area. Sprowston Hall (which can be associated with the recently combined manor of Sprowston) was built in 1559 (Kenworthy-Browne et al. 1981). Spixworth Hall was built in 1609 (Mason 1998) and Beeston Old Hall, a precursor to the present day Red Hall (NHER 12258) was built in 1610 (Bryant 1905). Catton Old Hall was built in 1632 (Manning 1982). Old Hall can be identified with a capital messuage recorded as in the hands of Francis Cornwallis in the mid 17th century (Davison 2007). The first of two precursors to the present day Beeston Hall (NHER 8174) is also believed to be of 17th century or earlier date and was the seat of the lords of the manor. It is possible that a series of curving 17th and 18th century garden walls that survive in the vicinity of the present day building related to this original hall (NHER 8174, Grade II Listed). By the mid 18th century virtually all of these halls were surrounded by reasonably substantial landscape parks. These include Beeston Park (NHER 30495), Rackheath Park (NHER 30518), Sprowston Park (NHER 1794) and Spixworth Park. Catton Hall Park, which was laid out by Humphrey Repton in the late 18th century, is the only listed area of Historic Parkland (NHER 30435, Grade II) within the study area. Several minor parks were also established around some of the other larger houses.

By this time the surrounding countryside had also lost much of its previously open character. The previously open arable land and much of the heaths and commons had now been replaced by an enclosed landscape of numerous smaller, hedged fields. The enclosure of much of this land had not required parliamentary acts, the exceptions being part of Sprowston (pertaining largely to an area of land on Mousehold Heath) and part of Beeston. It seems likely that in at least parts of this area the process of enclosure had been ongoing for some time, as landowners gradually consolidating their holdings. A Field Survey of Catton undertaken in 1471suggests that, in this parish at least, enclosure was already underway at this time, with strips being grouped to form closes or small fields (Manning 1982). As in much of Norfolk it is probable that the irregular nature of the open fields facilitated this process, with holdings tending to be clustered near their respective farm, rather than being evenly spread across the fields. By the early post-medieval period the agricultural regime is likely to have been fairly mixed. While much of the land would have been cultivated an increasing number of bullocks, dairy cows and sheep were also being kept; these being kept on the large areas of heath (Wade Martins and Williamson 2005).

The populations of these settlements remained low throughout the 19th century.

Although in many places the rural population was rising during the early decades the number of inhabitants in, for example, Beeston St Andrew was small, rarely numbering more than about 50. This was at least in part due to ongoing migration from these settlements to Norwich, although other nearby settlements such as Horsham and Horsford appear to have been much more prosperous. The comparative lack of prosperity within these settlements may have been, at least in

19

part, due to them being largely ‘closed villages’ with virtually all land in single ownership, stifling growth (Mason 1998).

Catton and Sprowston did however grow considerably in the later 20th century, becoming dormitory suburbs of Norwich. A large new settlement was also created on either side of Crostwick Lane in Spixworth, separate from the old village core which now lies isolated at its north-eastern corner. Beeston has however remained a tiny settlement and it is somewhat surprising that it is still a separate parish.

20

4.2

Evidence for prehistoric activity

(Fig. 5) 4.2.1

Palaeolithic and Mesolithic

No finds of Palaeolithic date have been recovered from within the study area. This is unsurprising as this area lacks the outcrops of the geological deposits that tend to produce such material.

Five sites have produced finds of later, Mesolithic date. These objects, all of which are worked flints recovered from the surface of ploughed fields, are summarised in Table 6 below.

NHER 8140 12630

Grid ref.

TG 2627 1443 TG 2694 1495

25453 32216 37170

TG 2560 1266 TG 24 14 TG 25532 12705

Description Mesolithic flint axe found in 1965 Dense scatter of Mesolithic flint identified in 1977, including several dozen small fine blades. Additional Mesolithic material was recovered during several subsequent fieldwalking event Mesolithic flaked axehead found in 1989 Mesolithic tranchet axe found during metal detecting Mesolithic blade found during intensive fieldwalking and metal detector survey of the Park and Ride site Table 6. Mesolithic finds within study area

Four of these sites, including the densest cluster of flints (NHER 12630) lie on the slopes overlooking Dobbs’ Beck. The tranchet axe found near Spixworth (NHER 32216) was found in a similar topographical setting; on sloping ground overlooking a minor watercourse. None of these sites lie within the proposed development area itself, the closest being the objects found on the site of Sprowston Park & Ride (NHERs 25453 and 37170).

4.2.2

Neolithic and Bronze Age

The evidence for Neolithic and Bronze Age activity also comes largely from unstratified worked flints. These finds, summarised in Table 7 below, have come from numerous locations within the study area.

NHER 8009 12630 12768 16758 17248 18329 19018 19714 20732 21114 28620

Grid ref.

TG 2455 1515 TG 2694 1495 TG 2528 1239 TG 2332 1203 TG 2713 1483 TG 2701 1473 TG 2639 1465 TG 263 144 TG 2361 1257 TG 2290 1246 TG 26 14

Description Polished Neolithic flint axe found in 1947 Neolithic or Bronze Age worked flints found during fieldwalking Early Bronze Age barbed and tanged flint arrowhead from surface of field Many Neolithic/Bronze Age worked flints during several fieldwalking events.

Burnt flint of possible prehistoric date found on footpath Worked flints found during fieldwalking Prehistoric flint blade found during metal detecting Part of a Neolithic flaked flint axe found in 1983 Neolithic leaf arrowhead found in garden Ten worked flints of Neolithic or Bronze Age date found in garden Neolithic chipped flint axe found in 1986. Prehistoric flints found during Beeston St Andrew fieldwalking survey. Part of a Mid/Late Bronze Age rapier was found during subsequent metal detecting. A further 49 worked flints were recovered during the NDR fieldwalking

21

33750 34610 34834 35113 35668 35669 36799

TG 2762 1335 TG 23 13 TG 25 13 TG 26 13 TG 22 14 TG 23 13 TG 2641 1267

37170

TG 2553 1270

37257 37316

TG 25 12 TG 25 13

41871 41872

TG 2639 1474 TG 25 13

41873

TG 2500 1446

41874

TG 2558 1445

41875

TG 2593 1453

41876 41877

TG 25 13 TG 2588 1418

41878 41879

TG 2525 1341 TG 2594 1477

41880 41881

TG 2507 1424 TG 2515 1463

41882 41883

TG 2497 1360 TG 2521 1322

41885

TG 2639 1425

41886

TG 2637 1445

41887 44786 49747

TG 2487 1412 TG 2388 1305 TG 2635 1412

Worked flints recovered during observation of water pipeline.

Eleven worked flints found during the NDR fieldwalking Two prehistoric struck flints found during metal detecting Prehistoric worked flints found during Beeston St Andrew fieldwalking survey Twenty-one prehistoric worked flints found during the NDR fieldwalking.

Eleven prehistoric worked flints found during the NDR fieldwalking.

Eighty-two worked flints recovered during fieldwalking undertaken prior to the construction of Sprowston Manor Golf Course. Most were unmodified flakes although a small number of blade-like pieces, a blade and three scrapers were also found. The presence of utilised thermal fragment may indicate a later Bronze Age or Early Iron Age date for some of this material. Seventeen pieces of burnt flint were also retrieved Six potentially worked flints and thirty fragments of burnt flint found during intensive fieldwalking and metal detector survey undertaken prior to construction of Sprowston Park and Ride Bronze Age flint borer found during metal detecting ?Bronze Age flint scraper and flake found during metal detecting. Neolithic and other prehistoric flints found during Beeston St Andrew fieldwalking survey Prehistoric worked flints found during Beeston St Andrew fieldwalking survey Prehistoric worked flints, including some Early Neolithic examples, found during Beeston St Andrew fieldwalking survey Prehistoric worked flints including a scraper found during Beeston St Andrew fieldwalking survey Prehistoric worked flints, including some Neolithic examples, found during Beeston St Andrew fieldwalking survey. Further worked flints found the NDR fieldwalking.

Two prehistoric worked flints found during Beeston St Andrew fieldwalking survey.

Prehistoric worked flints found during Beeston St Andrew fieldwalking survey Prehistoric worked flints, including some Neolithic examples, found during Beeston St Andrew fieldwalking survey. A further 36 worked flints were recovered during the NDR fieldwalking.

Prehistoric flint core found during Beeston St Andrew fieldwalking survey Prehistoric worked flints, including some Neolithic examples, found during Beeston St Andrew fieldwalking survey.

Prehistoric flint scraper found during Beeston St Andrew fieldwalking survey Prehistoric worked flints, including some Neolithic examples, found during Beeston St Andrew fieldwalking survey Prehistoric worked flint found during Beeston St Andrew fieldwalking survey ?Early Bronze Age worked flint found during Beeston St Andrew fieldwalking survey Prehistoric worked flints, including ?Early Bronze Age examples found during Beeston St Andrew fieldwalking survey Prehistoric worked flints including some ?Early Neolithic examples found during Beeston St Andrew fieldwalking survey Prehistoric worked flints found during Beeston St Andrew fieldwalking survey Five worked flints recovered during archaeological evaluation Relatively large quantity (58 pieces) of prehistoric worked flint recovered during fieldwalking of proposed NDR corridor

22

49748

TG 2685 1394

49749

TG 2747 1361

50033 50498 50499

TG 23 13 TG 2300 1439 TG 2389 1414

50500 51049

TG 2526 1441 TG 2765 1320

51381 52521

TG 22 13 TG 25 12

Four prehistoric worked flints found during the NDR fieldwalking. A number of additional worked flints and a single sherd of Neolithic pottery were recovered from ditches and pits excavated during a subsequent trial trench evaluation (although the majority of these features were likely to be of later date) Relatively large quantity (52 pieces) of prehistoric worked flint recovered during the NDR fieldwalking Prehistoric worked flints found during metal detecting rally Five prehistoric worked flints found during the NDR fieldwalking Relatively large quantity (42 pieces) of prehistoric worked flint recovered during the NDR fieldwalking Six prehistoric worked flints found during the NDR fieldwalking Small quantity of worked flint recovered during evaluation of proposed NDR corridor Neolithic flint scraper found during metal detecting Two Neolithic flint scrapers found during metal detecting

Table 7. Neolithic and Bronze Age finds within study area (highlighted finds from proposed development area)

The majority of these flints were not sufficiently diagnostic to be closely dated, although, given that earlier examples are usually quite distinctive, a later Neolithic or Bronze Age date is likely for much of this material. Flints of probable Neolithic date have been recovered from a wide range of locations with the study area, suggesting at least a degree of activity across much of this land. Objects of Bronze Age date exhibit a slightly tighter distribution, generally being found in the western half of the study area. The overall distribution of the later prehistoric flint suggests that the sloping ground in the vicinity of Dobbs’ Beck saw the greatest degree of activity during this period, these fields producing most of the larger flint assemblages. The fieldwalking survey of Beeston St Andrew parish recovered 103 Neolithic and Bronze Age worked flints, with the most significant quantities coming from the northern fields (Davison 2007). It was also the fields near Dobbs’ Beck that produced some of the highest concentrations of worked flint during the fieldwalking of the proposed NDR corridor (Morgan and Hoggett 2008).

The small number of archaeological interventions within the survey area has produced few sub-surface remains of Neolithic or Bronze Age date. The main exception was a trial trench evaluation along the proposed route of the NDR (NHER 35668), which revealed a shallow, sub-circular pit containing a charcoalrich fill and burnt flints. This feature produced four sherds of Late Bronze Age pottery. Another pit of similar form and fill was also exposed, although this produced no dating evidence (Ames and Sillwood forthcoming).

A Bronze Age urn containing a cremation burial has also been discovered by chance within Sprowston cemetery, close to the church (NHER 8113). This find is not the only Bronze Age burial to have been found within this landscape, a cremation burial comprising a cinerary urn and a smaller 'pygmy' cup having been disturbed within Catton Park in 1924 (NHER 8119, just outside of study area).

There is no evidence to suggest that these burials were associated with upstanding barrows, although both were found in locations where such monuments would have been levelled when they were put to their present use.

In spite of a thorough examination of aerial photographs there are few cropmark features within the study area that can be convincingly identified as either Neolithic 23

or Bronze Age monuments. The main exception is a possible ring-ditch visible as a cropmark to the north-east of the study area (NHER 50804, TG 2648 1471). The size of this feature, coupled with it topographical setting (on sloping ground overlooking Dobbs’ Beck) suggests that it could well represent the remains of a Bronze Age round barrow.

4.2.3

Iron Age

Relatively few finds of Iron Age date have been recovered within the study area.

These are summarised in Table 8 below.

NHER 16758 28620

Grid ref.

TG 2332 1203 TG 26 14

41882 44786

TG 2497 1360 TG 2388 1305

ENF123748

TG 24 14

Description Iron Age pottery found during fieldwalking Iron Age or early Roman linch pin terminal found during metal detecting Iron Age pottery found during Beeston St Andrew fieldwalking survey Five sherds of flint-tempered, potentially Iron Age pottery recovered from subsoil during archaeological evaluation Eight sherds of Iron Age pottery recovered from trench excavated as part of evaluation of proposed NDR corridor

Table 8. Iron Age finds within study area (highlighted finds from proposed development area)

Although these finds demonstrate at least a degree of activity during this period they are widely dispersed and therefore provide little clue as to where this may have been focused.

4.2.4

Other prehistoric evidence

In general, relatively few of the cropmark sites identified within the study area can be confidently dated as prehistoric. Possible exceptions include a number of small enclosures or ring-ditches, all of which occur within the north-easternmost part of the study area, in the vicinity of Dobbs’ Beck (NHERs 21124, 50760 and 50803).

In the areas where complex multi-phase cropmarks are present it has been suggested that the earliest elements may represent late prehistoric field systems.

While this may be the case, evidence for extensive pre-Roman field systems is generally quite limited in the county and it remains most likely that the earliest boundaries are of Roman or later date.

Other evidence for prehistoric activity includes a small number of undiagnostic sherds of prehistoric pottery recovered during trial trenching along the proposed route of the NDR (NHER 35669 – one sherd, NHER 36799 – three sherds). These flint tempered sherds are of probable Neolithic or Iron Age date and were all recovered from what are presumed to be later ditches (Ames and Sillwood forthcoming).

24

4.3

Evidence for Roman and Early Saxon activity

(Fig. 6) 4.3.1

Roman

Although this area is crossed by the postulated Roman road linking Brampton to Venta Icenorum, its line is somewhat uncertain within the vicinity of the proposed development area. It has long been thought that the straight avenue in the northern part of Beeston Park known Broad Walk may represent the line of the road. However, as the NHER record emphasises, the alignment of this landscape feature with the postulated line of the road may simply be coincidental. It is however notable that several lengths of the Spixworth/Beeston St Andrew parish boundary immediately to the north of The Broad Walk appear to continue the line of this feature. More recently it has been suggested that the straight series of bank features identified from aerial photographs approximately 1km to the west may in fact represent the line of the Roman road (NHER 52126). However, these features, while notably straight, do not align with the suggested routes of the road to the north and south of the study area. Both the Broad Walk and these linear bank features have now been subject to trial trench evaluation at the points where they are crossed by the proposed NDR corridor (Watkins and Trimble 2008, Ames and Sillwood forthcoming). Although similarly aligned ditches were identified in the vicinity of both features no finds were recovered and no trace of a road could be seen. This is perhaps unsurprising given that several other interventions elsewhere along the proposed route of the Roman road have also failed to find any physical evidence for its presence. These investigations have included trial excavations on a bridle path immediately to the south of Brampton and various observations elsewhere during the laying of services (all unpublished and recorded in the NHER only).

Other known Roman sites include a possible marching camp (NHER 16451), located close to the western limits of the proposed development area. This cropmark site was first identified from the air in 1978. Subsequent aerial photography revealed cropmarks of two parallel ditches with a right-angled corner, deemed to be consistent with the initial interpretation of the site.

As with earlier periods much of the evidence for Roman activity in this area comes from surface finds, mostly collected during the various fieldwalking and metal detector surveys. These finds are summarised in Table 9 below.

NHER 16451

Grid ref.

TG 23 13

17223 18329 18498 19163 20565 28620

TG 26 14 TG 2701 1473 TG 23 14 TG 26 14 TG 2444 1505 TG 26 14

Description At least one Roman pottery sherd and four worn Roman coins recovered from site of possible Roman marching camp during field walking and metal detecting Roman coin found during metal detecting Roman pottery sherds and tile fragments found during fieldwalking Roman coin found during metal detecting Roman coin found during metal detecting Roman coin found in garden Roman pottery found during Beeston St Andrew fieldwalking survey.

Roman coins and further pottery found during subsequent metal detecting

27

NHER 31798 32216

Grid ref.

TG 23 14 TG 24 14

33114 33750 34462 34610 35330 35668

TG 24 13 TG 2762 1335 TG 23 14 TG 23 13 TG 24 13 TG 22 14

35669

TG 23 13

35674 36799

TG 23 14 TG 2641 1267

37316

TG 25 13

41110 41872 41874

TG 23 13 TG 25 13 TG 25581 14454

41879 41881 41886 42804 44786

TG 25948 14774 TG 25155 14633 TG 26370 14452 TG 24 13 TG 23882 13051

50033 52521

TG 23 13 TG 25 12

Description Roman coins found during metal detecting Seven Roman coins and a furniture fitting found over the course of several years during metal detecting Roman coin found during metal detecting Roman pottery sherds recovered during excavation of water pipeline Roman steelyard weight found during metal detecting Roman (or possibly Early Saxon) buckle found during metal detecting Roman coin found during metal detecting Possible Roman coin found during metal detecting of proposed NDR corridor Roman coin found during metal detecting of proposed NDR corridor. A coin hoard comprising eight Roman sestertii was recovered during subsequent metal detecting within this field. The latest coin dates to AD 119-121. A recent trial trench evaluation of the NDR corridor recovered two sherds of Roman pottery, one from an otherwise undated pit.

Two Roman coins and a brooch recovered during metal detecting.

Glass bead of probable Roman date found during intensive fieldwalking and metal detector survey Roman pottery found during Beeston St Andrew fieldwalking survey.

Roman iron key found during subsequent metal detecting Roman cosmetic mortar found during metal detecting Roman coin found during metal detecting Possible Roman coin found during fieldwalking and metal detecting of proposed NDR corridor Roman pottery found during Beeston St Andrew fieldwalking survey Roman pottery found during Beeston St Andrew fieldwalking survey Roman pottery found during Beeston St Andrew fieldwalking survey Roman coin found during metal detecting Badly truncated Roman cremation burial revealed during archaeological evaluation Roman pottery sherds and coins found during metal detecting rally Roman brooch found during metal detecting

Table 9. Roman finds within study area (highlighted finds from proposed development area)

The broad distribution of these finds suggests that there was at least a degree of Roman activity across much of this area, although the nature of this activity is somewhat difficult to characterise. So far there is only one site, on the margins of the study area to the east of Dobbs’ Beck, which can be tentatively identified as a possible settlement focus, having produced both pottery and ceramic building material (NHER 18329).

Within the main part of the study area there are two loose concentrations of Roman finds. The cluster of finds within Beeston St Andrew parish largely results from Alan Davison’s fieldwalking survey, accounting for all the finds in this area apart from two coin finds. Twenty-seven sherds of Roman pottery were recovered during the fieldwalking survey, with most coming from the northern edge of the parish, suggesting they related to a centre somewhere in Crostwick (Davison 2007).

28

There is also a notable concentration of Roman evidence in the area surrounding the possible Roman marching camp. Three of the fields near these cropmarks have produced Roman pottery (NHERs 16451, 35669 and 5003). A small early 2nd-century coin hoard has also been recovered from one of these fields (NHER 35669). Other significant Roman finds near the westernmost portion of the proposed development area include a badly truncated Roman cremation burial discovered during an archaeological evaluation of a field to the east of Buxton Road (NHER 44786). This burial was the only clear evidence for Roman activity within this field and it is unclear whether it lay on the periphery of a larger cemetery (Watkins 2006). Where cremations of this date have been found elsewhere the average number of burials present is less than two (Gurney 1998).

A single coin is the only Roman find to have been recovered from the central portion of the proposed development area (NHER 33114) 4.3.2

Early Saxon

Finds of Early Saxon date have been recovered from only two locations within the study area. These finds were both fragments of cruciform brooches, one being found to the west of the proposed development area (NHER 34862), the other to the south-east (NHER 52521).

29

30

4.4

Evidence for Middle and Late Saxon activity

(Fig. 7) Activity during the Middle and Late Saxon periods is represented entirely by unstratified surface finds recovered during either metal detecting or fieldwalking.

These objects are summarised in Table 10 below. No features of this date have been uncovered during the various evaluations undertaken in the area and none of the known cropmark sites can yet be convincingly assigned to these periods.

NHER 8142 16758 18329 22045

Grid ref.

TG 2523 1479 TG 2332 1203 TG 2701 1473 TG 23 14

22046

TG 23 14

25895 32216

TG 26 11 TG 24 14

33114 34462 34635

TG 24 13 TG 23 14 TG 25 14

35668 35674 37316 39564 41110 41873

TG 22 14 TG 23 14 TG 25 13 TG 23 15 TG 23 13 TG 2500 1446

41877 41878 41881

TG 2588 1418 TG 2525 1341 TG 2515 1463

52521

TG 25 12

Description Late Saxon bridle cheek-piece found during metal detecting.

Late Saxon pottery sherds found during several fieldwalking events.

Late Saxon pottery sherds found during fieldwalking Pierced terminal from a Late Saxon mount or pendant found during metal detecting Middle Saxon pinhead and Middle or Late Saxon strap end found during metal detecting.

Early or Middle Saxon mount found during metal detecting Two Late Saxon strap ends found over the course of several years during metal detecting Late Saxon stirrup-strap mount Late Saxon stirrup mount found during metal detecting Late Saxon disc brooch found during metal detecting. AngloScandinavian, 10th century Middle or Late Saxon buckle found during metal detecting Late Saxon harness fitting recovered during metal detecting Late Saxon pottery found during Beeston St Andrew fieldwalking survey Unusual Middle or Late Saxon brooch found during metal detecting Late Saxon hooked tag recovered during metal detecting Late Saxon pottery sherd found during Beeston St Andrew fieldwalking survey Late Saxon pottery found during Beeston St Andrew fieldwalking survey Late Saxon pottery found during Beeston St Andrew fieldwalking survey Middle Saxon and Late Saxon pottery found during Beeston St Andrew fieldwalking survey Middle or Late Saxon strap end and Late Saxon stirrup found during metal detecting

Table 10. Middle and Late Saxon finds within study area (highlighted finds from proposed development area)

Very little material has been recovered that can be securely dated to the Middle Saxon period. The two sherds of Middle Saxon Ipswich Ware pottery recovered during the Beeston St Andrew parish fieldwalking (NHER 41881) survey are however of some interest, suggesting this settlement may have had relatively early origins.

Finds of Late Saxon date are slightly more numerous, although the quantities are still very small. Only six sherds of Late Saxon pottery were recovered during the Beeston St Andrew fieldwalking survey, seen as remarkably low for a settlement known to be in existence at this time (Davison 2007). No Late Saxon material was

33

recovered during either the fieldwalking or the trial trenching that has taken place within the proposed NDR corridor.

34

4.5

Medieval and early post-medieval land use

(Fig. 8) Very few medieval features survive within the study area, the main exception being the Church of St Mary and St Margaret, on the edge of Sprowston (NHER 8138). Although the present structure is of predominantly of 14th- and 15thcentury date (with many later alterations), it once had a round tower of which a Saxo-Norman arch survives.

Beeston St Andrew church lay to the west of the North Walsham Road and had fallen into ruins by the mid 16th century. Early cartographic sources show the ruins of the church lying within a small enclosure. This can be related to a cropmark enclosure visible on aerial photographs (NHER 18125). Rubble foundations have been exposed by ploughing in this field, which has also brought glazed floor tiles to the surface. Human skeletal remains have also been disturbed in several places, including a line of approximately 25 skulls that were ploughed up to the south of the church site (NHER 19017). Human remains have also been exposed to the west of the church (NHER 23422).

The sinuous appearance of the various lanes and tracks depicted on Faden’s map of 1797 (Fig. 9) suggests that most had their origins in the medieval period (or earlier). Beeston Lane in particular shows signs of being an early routeway, following a very sinuous path and being slightly sunken, perhaps showing its origins as a medieval hollow way.

A notable exception is the stretch of the North Walsham Road to the north of its junction with Beeston Lane, the present road being notably much straighter than the surrounding routeways. Such straight lengths of road generally reflect either straightening during the later post-medieval period or the creation of new routes through former open arable or common land (Dymond 1985). The former is certainly a possibility as the North Walsham Road is known to have been in the care of a Turnpike Trust in 1797 (Mason 1998). However, the road appears to be shown in much its present form on an estate map of 1722. This and later maps also show the road bisecting a series of differently aligned fields close to the site of Beeston St Andrew Church. A possible explanation is that the road was diverted from a former course when the north part of Beeston Park and the Broad Walk avenue were created, possibly during the 17th century. Later turnpiking did however almost certainly contribute to the straightness of this road.

There is little direct evidence for the nature of medieval land use within the large blocks of land defined by this network of lanes and tracks. As discussed above it must be assumed that a significant proportion of this area lay within a series of open fields. Later arable farming has however removed virtually all traces of medieval cultivation, the only exception being a small area of agricultural ridge and furrow visible on aerial photographs near Sprowston (NHER 50989).

Of the post-medieval halls in the vicinity of the proposed development area that were present by the early 17th century, at least two - Sprowston Hall and Beeston Hall - appear to have been associated with estates that can be traced back to medieval manors. Beeston Old Hall (the precursor of present day Red Hall) and its estate are also likely to have their origins in one of the medieval landholdings.

Whether Beeston Hall lies on the site of an earlier manorial site is uncertain. The 37

earliest cartographic source to name the hall (Faden’s map of 1797) marks it as New Hall, suggesting that it may have been a replacement of Old Hall to the west.

However it appears that the building marked on this map was only recently built at the time, which may well be the origin of this name.

The various archaeological evaluations undertaken on the margins of the proposed development area have revealed few features that can be convincingly dated to the medieval period. The only notable exception was a series of 11th- to 14th-century pits revealed during an evaluation of the proposed NDR corridor at the eastern edge of the proposed study area (NHER 51049). These features almost certainly represent activity in the vicinity of the now completely deserted settlement of Rackheath Parva and have little bearing on the archaeological potential of the proposed development area.

4.5.1

Medieval and post-medieval finds

Finds of medieval and post-medieval date form the vast proportion of the artefactual material to have been recovered within the study area. In spite of this wealth of evidence little pertinent information can be gleaned from the nature and distribution of these finds. Much of this material is likely to have been spread during manuring of the fields with waste from the surrounding settlements and it probable that many of the metal objects represent simply accidental losses.

The large numbers of medieval finds recovered from the study area are listed in Appendix 2. Finds from within the proposed development area itself are summarised in Table 11 below.

NHER 18588 28620

Grid ref.

TG 2388 1327 TG 26 14

33114

TG 24 13

34834

TG 25 13

35330 35893 37316

TG 24 13 TG 25 13 TG 25 13

37583 39890

TG 25 13 TG 25 13

41872

TG 25 13

41877

TG 2588 1418

41878

TG 2525 1341

Description Medieval pot handle found during fieldwalking Medieval pottery found during Beeston St Andrew fieldwalking survey and during fieldwalking of proposed NDR corridor.

Medieval coins and further pottery found during subsequent metal detecting Medieval harness mount, seal matrix and various other metal objects found over the course of several years during metal detecting Medieval or early post-medieval buckle found during metal detecting Medieval buckle and coin weight found during metal detecting Various medieval metal objects recovered during metal detecting Medieval pot mend and medieval or post-medieval sword chape found during metal detecting. Medieval pottery found during Beeston St Andrew fieldwalking survey Medieval metal objects found during metal detecting Three medieval coins and other medieval metal objects found during metal detecting Medieval pottery found during Beeston St Andrew fieldwalking survey. Various medieval metal objects found during subsequent metal detecting Medieval pottery found during Beeston St Andrew fieldwalking survey. Medieval silver token found during subsequent fieldwalking and metal detecting of proposed NDR corridor Medieval pottery found during Beeston St Andrew fieldwalking survey

38

41880

TG 2507 1424

41882

TG 2497 1360

41883

TG 2521 1322

41884

TG 25320 14252 TG 24872 14121 TG 23890 14148

41887 50499

Medieval pottery found during Beeston St Andrew fieldwalking survey Medieval pottery found during Beeston St Andrew fieldwalking survey Medieval pottery found during Beeston St Andrew fieldwalking survey Medieval pottery found during Beeston St Andrew fieldwalking survey Medieval pottery found during Beeston St Andrew fieldwalking survey Two sherds of medieval pottery and a silver coin found during fieldwalking and metal detecting of proposed NDR corridor

Table 11. Medieval finds within proposed development area

Medieval pottery has been recovered from numerous locations within the study area although the quantities have generally been very small, even in the locations subject to detailed fieldwalking surveys. No obvious sites of medieval occupation can be identified from this material. The Beeston St Andrew parish fieldwalking survey did however identify faint concentrations in the vicinity of the church site and surrounding the road junction to the east of Red Hall. A further small cluster of sherds was recovered from the southern part of Beeston Park (Davison 2007).

Sprowston Park & Ride (NHER 37170) is the only site other than the location of the church to have produced medieval brick or tile.

A significant proportion of the finds recovered from the study area are of postmedieval date. These finds, the majority of which are metal objects, are listed in Appendix 3. Very little can be said about these finds a large proportion of which are likely to have arrived in the area along with ‘night soil’ from Norwich (Davison 2007). There are no particularly notable concentrations or artefact types that would point to formerly occupied sites. The post-medieval ceramic building material recovered from the Sprowston Park & Ride site (NHER 36799) most likely came from the now demolished Sprowston School (NHER 50041). This building, which was constructed in 1860, stood near to this site.

A significant proportion of the post-medieval finds recovered from the proposed development area itself are pottery sherds found during the Beeston St Andrew parish fieldwalking survey. A range of 16th-, 17th- and 18th-century wares were recovered. The presence of cobalt blue Westerwald Stoneware (17th century) and Staffordshire-type Slipware (late 17th to 18th century) sherds within the southern part of Beeston Hall part is of interest given that such material is unlikely to have been spread after the park was created (Davison 2007). Although a small amount of floor tile was also recovered from this area it must be assumed that this was also introduced during the manuring. The other finds from the proposed development area are a range of coins, tokens and other metal objects found during metal detecting.

39

40

Figure 9. Faden’s map of 1797 (after Barringer 1989)

4.6

Later post-medieval land use

(Fig. 10) The nature of land use since the early 17th century can be traced using the available cartographic sources. Figure 10 illustrates the surviving features that were present at the time that tithe maps were produced in the mid 19th century or were added between then and the early 20th century. Although estate maps allow an earlier date to be ascribed to many boundaries of the boundaries this is not shown on Fig. 10 due to the piecemeal coverage of these maps. The positions of all boundaries which have been lost since their creation are however marked.

Documentary sources also provide important information on later post-medieval land use. A particular useful set of sources are the apportionment documents produced to accompany the tithe maps. The land records for the proposed development area itself as given in Table 12 below. The full list of entries for the land shown on Fig. 10 can be found in Appendix 4.

Parish Spixworth

Beeston St Andrew

Map ref.

88 89 90 91 92 93 102 103 107 109 14 15 16 22 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 67

Description

Land use

Twenty Seven Acres Part of Twenty Five Acres Part of Upper Mosticks Part of Upper Mosticks Barn Close Lower Spring Close Part of Five Acres Seven Acres Mostick Four Acres Part of Four Acres Plantation House Close Cellar Pit Cartshed Close Twenty five Acres Upper Mosticks Plantation Plantation Hall Pasture Plantation and pond Heart Close Plantation Crofsway Close Partable Close Pond Close Long Fourteen Acres Long Fifteen Acres Plantation Nine Corners South Park

Arable Arable Arable Arable Arable Arable Arable Arable Arable Arable Wood Arable Arable Arable Arable Arable Wood Wood Pasture Wood Arable Wood Arable Arable Arable Arable Arable Wood Arable Pasture

44

Sprowston

69 71 72 73 74 77 78 79 80 81 99 100 101 103 20 48 49 50 51 52 53 53a 54 55 131 133 134 135 136 137 138 139 140 144 145 146 147 148 149 150 151 152 153 201 203 204

Foxburrow Plantation Plantation Plantation Plantation Cottage and garden Stackyard Plantation Kiln Close Sixteen Acres Fourteen Acres [Barn Close] Ten Acres Eleven acres [North Close] House and premises The Grove Loak Plantation Plantation Part of Beeston Park Part of Beeston Park Part of a plantation Plantation The Long Score Plantation Twenty Acres Twenty Acres North Field Plantation Part of Twenty Acres Part of Three Cornered Close Plantation Part of the lawn Beeston Hurn Ten Acres Part of Mastick Close Mastick Close Mastick Close Gravel Pit Close Driftway Ten Acres Sprowston Ten Acres Seventeen Acres Pond Close Great Church Close Long fourteen Acres Twelve Acres Turnip Seed Pightle Granary Pightle

45

Wood Wood Wood Wood Pasture Wood Arable Arable Arable Arable Arable Pasture Arable Pasture Wood Wood Pasture Pasture Wood Wood Arable Wood Arable Arable Arable Wood Arable Arable Wood Pasture Arable Arable Arable Arable Arable Arable Pasture Arable Arable Arable Arable Arable Arable Arable Arable Arable

Old Catton

210 211 212 39 40 41 42 43

Thirteen Acres Part of the Fourteen Acres Eighteen Acres Part of the Five Acres Eleven Acres Old Road Part of Eleven Acres Part of Long Field

Arable Arable Arable Arable Arable Pasture Arable Arable

Table 12. Land descriptions recorded in tithe apportionments (proposed development area only)

4.6.1

Lanes and Roads

The present day road network is largely the same as that shown on Faden’s map of 1797 (Fig. 9), the only significant additions being at the northern and southern edges of the study area, all of which are associated with new housing estates.

Roads that have been lost since the late 18th century include a north-south aligned lane which once ran between the junction of Lodge Lane and Spixworth Road, and the south-western corner of Spixworth Lane. The line of this road can be accurately traced along a series of (now lost) 19th-century field boundaries. At its southern end a stretch is recorded as ‘Old Road’ on the Catton tithe map (41).

A stretch of east-west aligned road also once ran immediately to the south of Oak Lodge. This minor road or track was presumably lost when a park was established to the south of the farm in the 19th century.

Other cartographic sources also record a further two minor lanes which have since been lost. Both appear to have been lanes which connected farms to nearby blocks of arable land. One, known as Sweetbriar Lane ran northwards from Oak Lodge. This was still present in the mid 20th century and its line is now marked by twin avenues of trees. The second lost lane, known as Love Lane, ran northwards from Beeston Lane, close to the site of the now demolished Dairy Farm (see below). This lane was of some age, being shown on the estate map of 1722.

4.6.2

Field boundaries

Apart from a degree of boundary loss it is clear that the modern landscape is largely identical to that recorded on the various tithe maps that cover this area.

Once the boundaries lost over the last century are reinserted the mid 19th century field systems that emerge appear typical of those seen across the county, with the land neatly parcelled up into numerous roughly rectangular parcels. Although only a small number of detailed maps predate the tithe maps, those that do exist suggest that much, if not all, of these field systems were in existence by the beginning of the 19th century. The earliest detailed map, the Beeston estate map of 1722, shows numerous boundaries that can be matched to those shown on the later maps. These fields had therefore long been enclosed by the end of the 18th century. Elsewhere the somewhat irregular nature of the field systems suggests that much of this area had been subject to relatively earlier enclosure. As discussed above this was suggested by the fact that only part of this area was affected by parliamentary enclosure.

The field names recorded in the tithe apportionments also provide clues to how this landscape evolved. A particularly notable feature of these fields is the large

46

number described as closes; a term frequently used in much earlier sources to record areas of enclosed land. It is possible that many of these fields take their name from much earlier parcels of enclosed land, although these are likely to have been much larger than the later fields. It is possible to speculate that the field names which simply described the acreage they enclose represent land which was not split up until much later. In several parts of the study area the ‘closes’ occur in clusters of similarly or identically named fields, almost certainly showing where earlier, larger blocks once lay. Immediately to the south of the site of Beeston St Andrew Church there are at least six fields described as part of Beeston Great Close. This was almost certainly once an early (?enclosed) field from which one strips appears to have survived as a separate block of land (9, 10, 40). This strip was glebe (church) land, which was commonly the most resistant to amalgamation. To the south-east of the junction between Buxton Road and Beeston Lane there is a cluster of fields that bear the name Mosticks/Masticks.

These fields almost certainly represent an earlier field, probably once bounded by Beeston Lane to the north and a slightly sinuous field boundary to the south. It also partly straddles the Beeston St Andrew, Spixworth and Sprowston parish boundaries (which are far too irregular for their positions to be particularly ancient).

A small number of boundaries were added to these field systems during the latter half of the 19th century although in general the pattern appears to have been one of gradual boundary loss, a process that continued throughout the 20th century.

It is clear from the land use recorded in the tithe apportionments that virtually all of these fields, as today, were in arable use, with very few areas of pasture recorded outside of the various parks.

4.6.3

Historic Parkland

Of the various areas of historic parkland within the study area there are four within the immediately vicinity of the proposed development area itself. Beeston Hall Park and the small park to the south of Red Hall Farm both lie within the bounds of the proposed development area and are discussed in detail below.

Sprowston Park (NHER 30522), to the east of the Wroxham Road, has now been largely converted to a golf course, although some trees from the original layout of the park survive. There is also a minor landscape park surrounding nearby Sprowston Lodge. This rectangular area of parkland appears to have surrounded the lodge since at least 1826, when it can be clearly seen on Bryant’s map of 1826 (Barringer 1998). The plantation that screens this minor park from the Wroxham Road was present by at least 1843. The open ground to the west and south of Oak Lodge farmhouse (NHER 46105; 18th century) is also the remains of a 19thcentury minor park. The Sprowston tithe map shows this as an area of lawn, with a number of minor plantations at its margins. The dispersed trees that survive in the centre of this area were present by at least the 1880s, many lining the edge of a driveway that once approached the house from the south-east.

Beeston Hall Park A well-established park can be seen surrounding Beeston hall on the map of 1722 (Fig. 11, NRO BR 276/1/523). The Broad Walk can be seen extending to the north-west of the hall, while to the south there was a large area named ‘The Paddock’. This area contained plantations separated by a vista on the same alignment as the Broad Walk and appears to have been surrounded by a feature 49

interpreted by Davison (2007) as a park pale (a wide ditch dug on the inside of a broad bank). Two fields to the south-west of the park bear the name ‘Coneyfir’ suggesting the existence of a warren somewhere nearby (Davison 2007). The origins of this park are uncertain, although a 17th-century date has been suggested (Williamson 1998, 220). Some of the names attached to the parkland and its surroundings may also hint at earlier, manorial activity (Davison 2007) and it may be that the park incorporated elements of the medieval landscape.

Elsewhere, paled parks often appear to have had their origins as medieval deer parks. It has been suggested that nearby Rackheath Park may have once been a medieval deer park (Penn 2004), although this is considerably larger.

Figure 11. Beeston Park in 1722 (reproduced from Davison 2007, based on NRO BR 276/1/523)

The park appears to have remained in existence throughout the 18th century, although by the mid 19th century it had been significantly reworked. The tithe map shows an extensive area of new parkland to the north of the house and an extension to the south park, which now crossed the Beeston St Andrew parish boundary, reaching as far as the Wroxham Road. By this point there appears to 50

have been no trace of the boundary that once defined the earlier south park, which was now ringed by a series of fairly substantial plantations. The tree-lined vista no longer existed, with the area formerly known as The Paddock now containing several discrete, rounded plantations. There appears to have been only minor changes to the overall form of the park between the 1840s and the present day.

There has been a slight reduction in the size of the westernmost plantation (although it appears that the trees were thinned rather than totally removed) and an extra belt of trees was added in the south-east corner; both changes made before the end of 19th century. The last of the trees that once formed the circular plantations in the centre of the south park were lost in the second half of the 20th century, along with those that marked the former extent of Foxburrow Plantation. A series of large disturbances visible on the 1988 aerial photographs suggests that these trees were being deliberately dug up around this time, after which much of the interior of the park was put to arable use.

Although Beeston Hall park is not a formally listed Historic Park it was included in the Norfolk County Council Inventory of Historic Parks and Gardens of Special Historic Interest in Norfolk.

Beeston Old Hall/Red Hall Park This minor landscape park is clearly visible on Bryant’s map of 1826 (Barringer 1998) and can be seen in detail for the first time on the Beeston tithe map of 1842.

By this time it occupied much the same area as the present day park, comprising a large open lawn within which two small circular plantations were set. At this time only the easternmost edge of the park was wooded, although the large plantation at its western edge (Lawn Plantation) was added by the 1880s (Fig. 12). A driveway shown on Bryant’s map running due south through the park, between the hall and the North Walsham Road, appears to have been removed by 1842.

The rectangular plantations at the southern and south-eastern margins of the park were created between 1946 and 1988. These are fairly distinctive, lacking the species diversity of the earlier plantations. Disturbances visible on the 1988 aerial photographs suggest that some of isolated trees within the park were also being removed around this time, although this area has remained grassed pasture. The easternmost of the two 18th-century circular plantations also still survives.

The origins of this park are not certain, although it is unlikely to be earlier than mid to late 18th century in date. A rectangular block of what appears to be woodland rather than parkland can be seen to the south-west of the house on Faden’s map of 1797, the earliest to show this area. This is however difficult to reconcile with the form of the park shown on the 19th-century maps, which suggest that major planting did not take place until after 1842.

51

Figure 12. OS 1st Edition 25� map (detail), showing Red Hall Park (reproduced from Penn 2004)

4.6.4

Woods and plantations

Several large blocks of woodland lie at the eastern edge of the proposed development area. Of these, four have been identified as areas of ancient woodland (continuously planted since at least AD 1600): Tollshills Wood, Church Wood, Lady’s Carr and Sprowston Wood. It would appear that the area now known as Sprowston Wood once extended to the west, forming part of nearby Church Wood. On the tithe apportionment Sprowston Wood is recorded as Church wood (9), the cleared area to the west being named Wood Close (8). These areas of ancient woodland lie outside of the proposed development area, although Sprowston Wood is relatively close.

The other areas of woodland outside of the parkland area are all plantations of post-medieval or modern date. The strip plantations to the north of Beeston Lane are all modern apart from the easternmost (Spixworth Plantation), which is of mid 18th-century or earlier date.

4.6.5

Buildings

The various extant structures within the proposed development area are considered in detail within the accompanying Historic Buildings Assessment (Phelps 2010).

52

Although the various cartographic and documentary sources record a number of structures that are no longer extant, the majority of these now lie beneath later structures. There are however a small number of former buildings which stood in what is now either arable land or parkland. These are summarised in Table 13 below and located on Fig. 10.

Map ref.

A

Name

Grid ref.

Description

Unknown

TG 2591 1366

B

Unknown

TG 2491 1365

C

Unknown

TG 2596 1373

D

Lone Barn

TG 2410 1390

E

Dairy Farm

TG 2622 14056

This small structure is shown on the Beeston St Andrew estate map of 1722, set within a small enclosure. Although its nature is uncertain it appears to be a small estate cottage. It is shown on the south side of the park on the far side of the pale.

Faden’s map of 1797 marks a building on the western side of the North Walsham Road, just to the south of Beeston Old Hall. It would have lain close to the southern end of the driveway shown running through the park on Bryant’s map, suggesting that it may have been a lodge. This structure is however not show on either Bryant’s map or any subsequent sources.

Cottage of probable 18th or earlier date century date, first shown on the 1807 map of Beeston St Andrew. It is recorded simply as cottage and garden on the Beeston St Andrew tithe apportionment. The 1st Edition 25” OS map shows a small cluster of structures and marks a draw well. Only one structure is marked on subsequent maps. It is possible that this building may in fact be the same structure as that marked on the 1722 map (A). This building was still present in the 1940s and appears to have been demolished during the 1970s.

Large east-to-west aligned barn which was sufficiently substantial to be marked on Faden’s map of 1797. The Spixworth tithe map shows two further, narrower, north-tosouth aligned structures to the south of the barn. An additional, square building is shown on the 1st edition O.S maps, lying within the area enclosed by the three earlier structures. The thin buildings associated with this barn were almost certainly cattle sheds. These were frequently added to barns in the late 18th and early 19th century in order to create stall yards where cattle could be fattened on turnips during the winter months (which produced a rich manure) (Williamson 1997, 33). The barn itself may well be much earlier in date. Lone Barn and its associated structures survived into the twentieth century, eventually being demolished between 1977 and 1983.

This two storey farmhouse was of probable 17th-century date. It was demolished between 1977 and 1978. This farm is shown on Faden’s map of 1797 and named as ‘Dairy Farm’ on Bryant’s map of 1826. The 1807 map of Beeston St Andrew shows a large barn to the north of the farmhouse and a range of other buildings to the east. Further outbuildings and a pond are shown to the south-east of these.

(NHER 12640)

Table 13. Sites of demolished post-medieval structures within proposed development area

In addition to the structures marked on cartographic sources the field names recorded in the Beeston St Andrew tithe apportionment suggest one additional site where a structure may once have stood. Two adjacent fields on the western side 53

of the North Walsham road are listed as House Close and Cellar Pit (15 and 16 respectively), with the field to the west known as Cartshed Close (22). Although a structure lay in the south-eastern corner of the southern field this appears to have only been a cottage.

4.6.6

Post-medieval industry

Although activity on this land was largely agriculture there is some evidence for other activities. For example, documentary and cartographic sources suggest that many fields were also being used for the extraction of a range of raw materials.

Pits were dug to obtain flint for building, gravel for road maintenance, chalk for the marling of fields and the production of lime, and clay for brick making (Manning 1982).

These is little surviving evidence for these industries within the study area, although the field names recorded in the various tithe apportionment documents suggest a number of locations where such activity may have taken place. For example three fields are named Gravel Pit Close, one of which lies within the proposed development area (Sprowston 146). The two others lie on its margins (Spixworth 71 and Beeston St Andrew 94).

A 19th-century brickworks is known to have existed within Old Catton (NHER 16662) and it appears that brick making may well have also occurred in several other locations within the study area. Two fields to the west of Buxton Road are recorded in the Spixworth tithe apportionment as Upper and Lower Clamp Close.

Although by this time they were arable fields it is possible that they took their names from the temporary brick making clamps that were in common use until they were gradually replaced by more permanent kiln sites from the 17th century onwards (Lucas 2005). It is possible that the shallow rectangular pits found on the Sprowston Park and Ride site (NHER 37170, Hobbs 2004) were the remains of brick making clamps. A field at the eastern end of the proposed development area may also have been the site of an early brickworks, being named Kiln Close (Beeston St Andrew, 78), although the 19th-century maps show no evidence for such activity. An area of woodland at the margin of the Beeston Hall North Park (outside of the proposed development area) was called Brick Kiln Wood.

Large marl pits do not appear to be common in this area, although it is possible that the small field ponds in the corners of several fields were originally marl pits or other form of extraction pit.

There were also at least three smithies present in this area by the early 18th century. One was located in Spixworth at the junction of Buxton Road and Beeston lane, while another, marked as ‘Smiths Shop’ on Faden’s map, lay on the Wroxham road to the east of Sprowston Lodge. A third lay within the Red Hall farm complex during the 19th century (Fig. 12). These are likely to have served the Spixworth Hall, Sprowston Hall and Red Hall estates.

54

4.7

Medieval and post-medieval cropmark and earthwork sites

(Fig. 13) Although the work on the proposed NDR corridor has seen the investigation of a small number of the known cropmark and earthwork sites, relatively little additional information as to their date could be gleaned. The detailed map regression analysis undertaken as part of this assessment has however allowed the dating of the various cropmark and earthwork features to be considered in a little more detail. This work has also allowed broad dates to be suggested for some of the linear features identified during the various geophysical surveys and trial trenching evaluations.

A number of the linear features can be shown to correspond to elements of the later post-medieval field systems. A range of other features, whilst clearly predating the fields and features shown on the 19th-century maps nevertheless show some affinities to this later landscape; these represent features of probable later medieval or early post-medieval date. Those that fall within or near the proposed development area are summarised in Table 14. The remaining cropmarks features, which are likely to be much earlier in date, are discussed along with other undated evidence in Section 4.8 below.

NHER 50983

50984

52126

Discussion This sub-rectangular group of cropmarks has been interpreted as either the remains of a building or a series of buildings. Their position and alignment makes it highly likely that these features were contemporary with Beeston Lane, making a medieval or post-medieval date likely. There is no direct cartographic or documentary evidence for extraction activity on this site and it seems reasonable to assume that this is indeed the remains of a building, presumably lost before the end of the 18th century. It is interesting to note that four individuals were paying hearth tax in 1664 (Frankel and Seaman 1983). Two presumably resided at Beeston Hall and Old Hall and a third perhaps at the now lost Diary Farm. This site could well have been the dwelling of the fourth.

The various linear cropmarks at this site exhibit similar alignments to the postmedieval field system and are therefore of probable medieval or post-medieval date.

Several also appear to correspond with the parish boundaries. A roughly rectangular cluster of cropmarks has been interpreted, like those at NHER 50983, as representing either extraction pits or building. There is no cartographic or documentary evidence for either in this location so their nature remains unclear. If this is indeed the remains of a structure it is unlikely to have been post-medieval in date, lying some distance from any of the known routeways.

Although this linear alignment of bank features has been tentatively suggested as a possible line of the Roman road from Brampton a medieval or post-medieval date appears more likely. It appears to continue the line of a short length of (now lost) road shown on Faden’s map near Spixworth, a short length of which continued to the south of Crostwick Lane. Although its straightness suggests a relatively late date, it appears on none of the cartographic sources, although its line appears to have been preserved in elements of the 19th century field system. Presumably once a routeway of some kind evaluation of this field revealed only two parallel ditches.

55

NHER 50991 50992

52125 50985

53494

18125

Discussion These cropmark appear to relate to at least two distinct phases of activity within the southern area of Beeston Park. Cartographic sources suggest that all of these features are likely to predate the park shown on the estate map of 1722. The linear features that emerge from end of the driveway to the hall may be further evidence that the orientation of its approaches was taken from earlier landscape features. It is notable that all of the post-medieval pottery recovered from this area during the Beeston fieldwalking survey was found to the south of the extensive east-to-west aligned cropmark; perhaps suggesting these marked the southern extent of an earlier park (although this may simply represent the extent of the ploughed land). At their western end these cropmarks appear to join with a boundary extending from the cropmark complex to the south (NHER 50984).

These two presumably related sets of features surround the northern and western fringes of Sprowston. Although none can be related to post-medieval field boundaries they nevertheless exhibit a similar alignment. It seems quite likely that these features represent a series of enclosures associated with the medieval settlement of Sprowston. Interestingly the large enclosure to the north of church corresponds with a large later field named Great Church Close. Although a number of these features extended into the Park & Ride site, none were identified during the monitoring of the topsoil stripping (Hobbs 2004). However, the manner in which this stripping occurred was far from ideal and seems likely that remains were either not exposed or were destroyed before they could be observed.

Two extensive east-to-west aligned cropmarks recorded at this site cannot be linked to boundaries visible on the various cartographic sources. They do however appear to follow the line of a surviving boundary immediately to the west. This, coupled with their apparent straightness would suggest they relate to a later rather than earlier phase of enclosure.

The enclosure that surrounded Beeston St Andrew church is easily identifiable in this group of cropmarks, lying in pretty much the position suggested by the later cartographic sources. A number of the nearby, similarly-aligned fragmentary cropmarks are likely to be broadly contemporary with the church enclosure, although their nature is uncertain. The alignment of these cropmarks is notable distinct from that of the North Walsham Road to the east, although it is similar to both that of the fields that once lay to the south and that of Broad Walk to the east

Table 14. Medieval or early post-medieval cropmark and earthwork features within or near proposed development area

Several further cropmark sites on the margins of the proposed development area also include linear features that are similarly aligned to the post-medieval boundaries but do not appear on any of the cartographic sources. Additional examples of such boundaries were also identified during the geophysical survey of proposed NDR corridor (NHER 34610) and in several of the areas subject to trial trench evaluation (NHERs 35669, 41874 and 49748).

Features that can be convincingly ascribed a later date include the sinuous bank feature at the western edge of the proposed development (NHER 53497) which corresponds with the lost lane marked on Faden’s map of 1797. This routeway also accounts for the pronounced linear concentration of discrete dipolar anomalies identified by the geophysical survey that took place to the north (NHER 35669). Earthwork features in the north-eastern part of the study area also relate to post-medieval features, including the former Love Lane (NHER 50801). The large features identified immediately to the south of Spixworth (NHER 52127) were shown to be large pits during the evaluation of this site (NHER 52127) and were almost certainly post-medieval gravel workings, lying within one of the fields called Gravel Pit Close (Spixworth, 71). A number of the other cropmark sites include

56

linear features that correspond with post-medieval boundaries (NHERs 53493, 53497, 53494 18125 and 50984).

Linear geophysical anomalies detected at three sites also correlate with lost postmedieval boundaries (NHERs 35669, 41873 and 28620), as do undated ditches excavated at two sites (NHERs 35669 and 37170).

57

58

4.8

Undated Evidence

(Fig. 14) 4.8.1

Undated enclosures and boundaries

Although a large proportion of the known cropmarks can be ascribed an approximate date there are many that, whilst likely to predate the medieval and post-medieval features, remain undated.

The extensive, complex group of cropmarks located to the northeast of the proposed development area (NHER 50802) appears to largely comprise elements which predate the later landscape, including a sinuous trackway and several associated enclosures (NHERs 36451 and 50600). A small circular enclosure or ring-ditch is also almost certainly early in date (NHER 50803). A scatter of more fragmentary linear features to the south of this cropmark group also appears to mostly comprise relatively early boundaries (NHER 50801). Unfortunately these cropmarks lack diagnostic features and could potentially date to several different periods.

Two sets of enclosures in the south-eastern corner of the proposed development area possess a north-west-south-east alignment that is clearly not replicated in any of the surviving or known boundaries (NHERs 21136 and 53496). It is likely that these enclosures were at least broadly contemporary and it is possible that they are the more visible fragments of a more extensive system of land division; something which is suggested by discovery of similarly aligned (but unfortunately undated) ditches during an evaluation to the south-west (Watkins 2006).

A series of north-east-south-west aligned linear cropmarks in the north-western corner of the proposed development area are also clearly unrelated to the more recent landscape (NHER 53493). Several of these features bear a similar alignment to that of the possible Roman marching camp located to the south-west.

There are also linear features with a broadly similar alignment to the north-west, including two possible enclosures (NHERs 16451 and 53493). Several additional north-west-south-east and north-east-south-west aligned linear features were identified during trial trenching of the proposed NDR corridor (NHERs 35669 and 35668), although, typically, none produced dating evidence.

The slightly trapezoidal enclosure in the centre of the proposed development area (NHER 18901) also remains undated, as do the fragmentary remains of at least two large enclosures and a circular feature at its western edge (NHERs 50992 and 50800).

Evaluation and geophysical survey of the proposed NDR corridor has also identified a number of other undated boundaries to the north and east of the proposed development area (ENF 123748, NHERs 41873, 41874 and 49748).

4.8.2

Other undated remains

The various evaluations and watching briefs undertaken on the margins of the proposed development area have also identified a range of discrete pits, postholes and natural features; the majority of which produced little or no convincing dating evidence. Although the bulk of these features are of limited significance, a few are of slightly greater interest.

61

The evaluation that took place on the edge of Old Catton (NHER 44786) revealed numerous small pits with dark, charcoal-rich fills. These were all of almost identical form and size, with heat-scorching at their margins suggesting that they may well have been associated with charcoal production (Watkins 2006). Although all were undated these features appeared to be later than the early field systems that were also identified during this work. It is notable that a very similar feature was identified during one of the evaluations that took place along the proposed NDR corridor (ENF 123748). Further pits interpreted as being associated with charcoal production were also observed during a watching brief to the north-west of the proposed developments, suggesting that this activity may have been fairly widespread in the area (NHER 31798).

Several pits containing burnt flint were observed during the construction of a pipeline to the east of Dobbs’ Beck (NHER 33750). These were probably prehistoric, although similar feature have also been found in association with Early Saxon sites.

Other observed remains include a patches of charcoal and possible pits or ditches exposed by a gas main trench to the south of Sprowston Hall (NHER 15371).

4.8.3

Undated finds

Inevitably the various fieldwalking and metal detector surveys undertaken within the study area have generated a range of objects that have proved difficult to date to specific periods. For the most part these objects are of limited significance. A notable exception is metal-working debris, which has been recovered from a surprising number of sites. Iron slag was first recovered within a field to the west of Beeston Hall Park (NHER 8143/19299), with subsequent fieldwalking showing that this cluster of material extended some way to the east. The Beeston St Andrew fieldwalking survey also identified several further concentrations of iron slag within the parish. Significant concentrations of similar material have now also been recovered from two sites in the vicinity of Sprowston Hall (NHERs 36799 and 37170). These finds are summarised in Table 15 below.

NHER 8143

Grid ref.

TG 2540 1393

19299 34635 35113

TG 2538 1427 TG 25 14 TG 26 13

36799

TG 2641 1267

37170

TG 2553 1270

37316 41872 41874

TG 25 13 TG 25 13 TG 2558 1144

Description Iron slag possibly recovered from this field in 1968, although this may be confused with the slag reportedly found in the field to the north (NHER 19299) Alternative location for iron slag found in 1968 Undated iron slag recovered during metal detecting Concentration of iron slag found during Beeston St Andrew parish fieldwalking survey Dense cluster of undated iron slag was recovered during intensive fieldwalking. Further examples were recovered during a subsequent watching brief. This material appeared to be from a smelting furnace utilising a tapping technology. No features associated with iron working were detected on this site Undated iron smelting slag found during intensive fieldwalking and metal detector survey of the Park and Ride site Iron slag found during Beeston St Andrew parish fieldwalking survey Iron slag found during Beeston St Andrew parish fieldwalking survey Concentration of iron slag found during Beeston St Andrew parish fieldwalking survey

62

41879 41881 41884 41885 41886

TG 2594 1477 TG 2515 1463 TG 2532 1425 TG 2639 1425 TG 2637 1445

Iron slag found during Beeston St Andrew parish fieldwalking survey Iron slag found during Beeston St Andrew parish fieldwalking survey Iron slag found during Beeston St Andrew parish fieldwalking survey Iron slag found during Beeston St Andrew parish fieldwalking survey Concentration of iron slag found during Beeston St Andrew parish fieldwalking survey

Table 15. Metal working debris recovered within study area

The date of this metalworking debris is uncertain, although at present it seems reasonable to assume that it represents a single period of activity. The fact that much if not all of this slag is derived from iron smelting, rather than smithing suggests that it may represent relatively early industry activity. Davison suggested a Roman date for this iron working industry, although it was noted that an AngloSaxon date was also possible (Davison 2007, 148).

Other undated finds of note include a narrow band of flint brick and pottery observed running through several of the fields at the western end of the proposed development area (NHER 19016). This scatter appears to coincide with the former position of several post-medieval boundaries, suggesting that it represents material being ploughed out from deliberately infilled ditches.

63

64

4.9

World War Two sites

(Fig. 15) The area to the north-east of Norwich saw significant activity during World War Two. Horsham St Faith airfield (NHER 8137) lay close to the western edge of the proposed development area, on the site now occupied by Norwich International Airport and the adjacent industrial estate. This airfield was used by RAF fighter and bomber squadrons from 1939 to 1942 and then by the USAAF until the end of the war. A second military airfield lay to the east of the study area, near Rackheath.

Numerous locations in the immediate vicinity of the airfields were in use during the war. In most cases few physical trace of this activity remain, these sites being identified through careful examination of aerial photographs taken by the RAF in the years immediately after the end of the war. Sites include possible areas of accommodation associated with Rackheath airfield (NHER 50740), military training areas (NHERs 50741, 50742 and 50995), an emergency water supply tank (NHER 51892), air raid shelters (NHER 53524) and an operations or communications centre (NHER 53505). A decoy airfield was also constructed at the northern edge of the study area (NHER13550), to draw bombers away from the Horsham St Faith airfield. Aerial photographs also show several areas where military activity of an uncertain nature can be seen (NHERs 50844, 50997 and 54369) A variety of defensive structures, summarised in Table 16 below were also constructed in this area.

NHER 16797

Grid ref.

TG 2258 1284

18195

TG 2631 1190

32541 32544

TG 2332 1198 TG 2244 1369

40841 50761 50988 51893 51894

TG 23466 12049 TG 2611 1495 TG 2506 1228 TG 2603 1007 TG 2518 1164

51895 51901

TG 2536 1151 TG 2509 1171

Description Type 27 pillbox built around 1940 as part of the defences for Horsham St Faith airfield Site of WWII searchlight battery and related structures. The last surviving element of this site (a pillbox) was demolished in 1994 WWII spigot mortar base.

Picket Hamilton fort (pillbox), one of three at Horsham St Faith airfield. A rare survival Anti-glider trench Emplacement, possibly for a gun Possible military compound or enclosure Anti-tank ditch and associated defences Possible weapons pits, practise trenches and a spigot mortar emplacement Type 24 pillbox Type 24 pillbox

Table 16. WWII defences within study area

Many of these structures, few of which now survive, lay in the south of the study area, forming part of Norwich’s first line of defence.

Two WWII aircraft crash sites are also recorded within the study area. A B-24 is known to have crashed, with the loss of all crew, within Old Catton itself (NHER 40843). The second site lies in a field to the north-west of the proposed

67

development, where modern material recovered during metal detecting is thought to be the remains of a Liberator bomber (NHER 31798).

68

5.0

THE SITE TODAY

(Fig. 16, Plates 1-33) The proposed development area was visited as part of this assessment, with all but the most inaccessible fields examined. A representative selection of the photographs taken during this site visit are presented below (Plates 1-33), the locations shown being illustrated in Fig. 16.

In general land use appeared to be much the same as that seen on the more recent area images of the site, with the majority of the fields put to arable use. No previously unidentified features of archaeological or historical significance were observed and there was no evidence for any significant or recent non-agriculture activity. The locations of Lone Barn and Dairy Farm on Beeston Lane were examined. A disturbed area of ground was still present on the site of the former (Plate 4), while of the latter there was no trace at all (Plate 27).

Some general observations can be made based on what was seen during this visit.

Many of the field boundaries contain a number of fairly large, mature trees, confirming the results of the map regression exercise, which suggested that many date back to at least the mid 19th century. The condition of the hedges themselves varies. Many appear not to be maintained to any great degree, with numerous gaps in their lines. In other places hedgerows have clearly been replanted, as evidenced by a much more regular appearance and a notable lack of species diversity (Plates 3 and 7).

The relative ages of the different areas of woodland also appeared to match those suggested by the map regression. It was relatively easy to identify areas of newer woodland from the more ancient plantations, the former consisting mostly of denser, single-species planting.

The land to the west of Buxton Road and that to the south of the North Walsham Road is particularly flat, with many locations offering sweeping views over much of the surrounding countryside (Plates 14, 19, 20, 22). The mature plantations surrounding Beeston Park as therefore visible from some distance away, as is Sprowston church to the south of the proposed development area (Plate 16). To the north of Beeston Lane the views are much more limited due to the strip plantations that lie immediately to the north of the proposed development area (Plate 11). There is a marked contrast between these flatter areas and the much more pronounced topography seen near Dobbs’ Beck at the north-eastern corner of the proposed development area (Plates 26 and 29).

The considerable age of Beeston Lane was very much evident in both its slightly sunken nature and its narrow, sinuous form (Plate 6). It is also clear that the two areas of parkland within Beeston St Andrew retain much of their 18th-century character. Entering these areas from the narrow, hedged lane there is still very much a sense of passing from a public to a much more private space. Both parks remains completely screened from the surrounding land, only becoming fully visible beyond their entrances. The buildings that stand at the two entrances to both parks appear to have been placed, presumably deliberately, in a similar position to where lodges would often be placed, marking the points where

71

routeways enter private land. Red Hall Park remains as grassed pasture and it should be noted that although modern mapping shows several boundaries crossing this area they are in fact little more than fences (Plates 8, 9). The more recent plantations at the margins of this park can be easily identified (Plate 8, far distance).

The southern part of Beeston Park was also as it appears in the later aerial photographs, with strips of pasture at it northern limits and arable land beyond (Plates 30 and 31). Beeston Lane becomes a much more minor road where it passes through the park and there appears to have once been small gates restricting access to the park (Plate 30). Both Beeston Park and Red Hall Park appear to be in good, well-maintained condition.

Several of the older buildings in this area are screened from their surroundings by fairly thick plantations. These include Red Hall Farm (Plates 10 and 12), Oak Lodge (Plate 21) and Sprowston Lodge. Sprowston Park (now a golf course) and the approach to Sprowston Hall are screened from the proposed development area by the narrow plantations that flank the opposite side of the Wroxham Road (Plate 25). The northern half of Beeston Park is also screened by substantial plantations (Plate 12).

72

Plate 1. Field between St Faith’s Road and Buxton Road, looking east

Plate 2. Field to west of Buxton Road, looking south-west

Plate 3. Field to north of Beeston Lane (western end), looking east

Plate 4. Site of former Lone Barn complex (Beeston Lane), looking north

Plate 5. Field to south of Beeston Lane (western end), looking south-east

Plate 6. Beeston Lane, looking west

Plate 7. Field to west of Red Hall Farm, looking north-west

Plate 8. Red Hall Park, looking south-west

Plate 9. Red Hall Park, looking west

Plate 10. Paddocks to north of Red Hall Park, looking west

Plate 11. Northernmost field to west of North Walsham Road, looking west

Plate 12. Northernmost field to east of North Walsham Road, looking east

Plate 13. Northernmost field to west of North Walsham Road, looking south-west

Plate 14. Field to east of Norwich Rugby Football Club, looking south-east

Plate 15. Norwich Rugby Football Club, looking west

Plate 16. Southernmost field to west of Church Lane, looking south-east

Plate 17. Waste ground to south of Redmayne Playing Field, looking north

Plate 18. Field to north of Redmayne Playing Field, looking north-east

Plate 19. Southernmost field to west of Church Lane, looking north-east

Plate 20. Fields to east of Church Lane, looking north-east

Plate 21. Southermost field to west of Church Lane, looking south-west (towards Oak Lodge)

Plate 22. Fields to north-west of Sprowston Park and Ride, looking north

Plate 23. Field to west of Sprowston Park and Ride, looking north

Plate 24. Field to east of Sprowston Park and Ride, looking north-west

Plate 25. Wroxham Road, looking north-east

Plate 26. Field to east of Beeston Lane, looking east

Plate 27. Site of Dairy Farm (Beeston Lane), looking north

Plate 28. Field to east of Park Farm, looking north

Plate 29. Easternmost field to south of Beeston Lane, looking south-east

Plate 30. Beeston Park (south), looking south-west

Plate 31. Beeston Park (south), looking south

Plate 32. Field to east of Red Hall Farm, looking north-east

Plate 33. Northermost field to east of Church Lane, looking south-east

6.0

DISCUSSION

6.1

Site potential

Although the finds recovered from the study area suggest a human presence during most early periods, at present there is little clear evidence for activity of any intensity within the proposed development area itself. It should however be emphasised that the available evidence is by no means perfect – and any such issues are magnified for periods where documentary and cartographic cannot provide additional information. The lack of archaeological evaluation or excavation within the proposed development area inevitably hinders an accurate assessment of its archaeological potential. That lack of fieldwalking or metal detecting across much of its western half is also a problem. The fieldwalking surveys that have been conducted within the area have also not necessarily revealed the full extent of past activity. In the case of the Beeston St Andrew fieldwalking survey it was noted that the considerable quantity of ‘night soil’ finds may have masked earlier evidence; as suggested by the sparse nature of Saxon and medieval finds (Davison 2007). The NDR survey was also, through necessity, not always undertaken in ideal fieldwalking conditions. The fact that all aerial photographs of this area have been examined for archaeological evidence has however provided important information on the proposed development area itself, although it is possible that the underlying geology may have hindered cropmark formation. It is notable that the geophysical surveys and trial trenching evaluations along the proposed NDR corridor have tended to reveal many more linear features than were suggest by the cropmark evidence alone. It should also be emphasised that some periods of activity are also more likely to generate features that will be visible as cropmarks than others.

It is nevertheless possible to make some broad comments regarding the site’s potential in relation to early periods of activity.

The study area has produced a reasonable number of Mesolithic finds, the distribution of which is fairly typical, clustered along the slopes of a minor watercourse. It is possible that further material of this date may be present in the eastern margins of the proposed development area, although it appears that activity may have been focused further north, away from the head of the beck.

Activity during the subsequent Neolithic and Bronze Age periods was clearly much more extensive, although much of the evidence again consists of worked flint.

Overall the artefactual evidence suggests that the undulating ground near Dobbs’ Beck may have continued to be the main focus for activity, which is also the area in which the only cropmarks of likely prehistoric date have been identified. Given the large size of the proposed development it can be expected to contain at least some remains of Neolithic or Bronze Age date, although these will most likely be scattered pits and burials of the kind evidenced elsewhere in the study area.

The evidence for Iron Age activity is somewhat ambiguous. Although the number of finds spots is limited, sites of this period are particularly difficult to detect through field survey result alone. The discovery of Iron Age pottery in several locations in and around the proposed development area certainly raises the possibility that activity may have been more intensive than it currently appears.

83

The presence of a Roman road in the vicinity of the study area remains conjectural, with no evidence for its presence being revealed along either of the two suggested alignments. If the proposed development area was indeed crossed by such a road it seems likely that little in the way of physical remains survives.

The artefactual evidence for Roman activity in this area is also somewhat limited and few of the features that have been excavated along the line of the proposed NDR could be convincingly dated to this period. Although there is no clear evidence for a substantial settlement focus in the study area it does however appear that there may have been slightly more intensive activity around the westernmost part of the proposed development area, in the vicinity of the possible marching camp (NHER 16451). This material appears to form part of a much larger concentration of Roman finds, which extends across much of the land to the east of Horsham St Faith (NCC 2009). It is therefore quite possible that the material recovered near the proposed development area was associated with a settlement focus located to the west of the study area.

There is little evidence to suggest that any of the potentially early cropmark features represent enclosures or field systems of prehistoric date, most being of probable Roman or later date. A number of the sub-rectangular cropmark enclosures in the western part of the proposed study area may well be of Roman date, particularly as this can be tentatively identified as an area of slightly more intensive activity during this period. Two of these cropmark sites lie within the proposed development area (NHER 22126 and 53496) and there was evidence recovered during a nearby archaeological evaluation to suggest that these may have been part of a wider system of land division. It is however uncertain whether this landscape can be expected to contain a wider range of Roman features.

Although fields and enclosures are often found clustered around Roman settlement foci, many excavated sites in the county have revealed relatively isolated Roman enclosures, associated with few other remains; suggesting that they were also created in more marginal locations.

The study area has also produced evidence for charcoal production and iron working industries. It is possible that the two were linked, given that smelting would have required significant quantities of fuel. The available evidence suggests that both industries are likely to have been associated with a relatively early phase of activity, presumably when at least part of this landscape was more marginal, and perhaps more wooded, prior to the agricultural expansion of the medieval period. A Roman or Saxon date seems probable for both, with the fact that the charcoal pits found near Catton (NHER 44786) post-dated the possible Roman field system perhaps indicating the latter. Although no physical remains associated with iron working have yet to be found within the study area, the distribution of the metal working debris suggests that features such as furnaces could well lie within the proposed development area. Such remains would be of some interest, early iron working sites being relatively scarce within the region. The broad distribution of the possible charcoal clamps also makes it likely that similar remains lie within the proposed development area. Such features are though of only limited interest, the itinerant nature of charcoal production making it highly unlikely that they would be associated with other significant remains.

Overall the evidence for Middle and Late Saxon occupation within the study area is somewhat limited. As discussed above it is possible that the present settlements grew out of what were once subsidiary, outlying settlements within a larger estate.

84

Given the evidence for early industrial activity it is worth noting that it has been suggested that such tĂźns may have developed specialised functions (Williamson 1993, 85).

To date the only Middle Saxon pottery to be recovered is that found near the site of Beeston St Andrew church. Although the number of sherds found was small, this is a typical location for such material, with work across the county increasingly suggesting that parish churches lies close to the earliest settlement foci (Andrews 1992). It seems reasonably likely that the medieval churches in the surrounding settlements also mark the main sites of Middle to Late Saxon occupation, although this has yet to be confirmed through artefactual evidence. While both Sprowston church and the site of Beeston St Andrew church lie outside the proposed development area, they are relatively close, raising the possibility that Late Saxon activity may have extended into its northern and southern fringes.

The nature of these villages during the subsequent medieval period is also somewhat unclear, although the available documentary evidence suggests that neither Beeston St Andrew nor Sprowston was ever particularly large. By the end of the medieval period the settlement at Sprowston had shifted away from the vicinity of the church, with the various farms clustering around the triangular common to the south. This form of settlement shift is extremely common in Norfolk and it has been suggested that this process often began relatively early in the medieval period (Dymond 1985, Williamson 1993). It is therefore relatively unlikely that any medieval dwellings were ever present as far north as the proposed development area. Cropmark evidence does however suggest that the fields that surround Sprowston cemetery once lay within a series of large enclosures, these clearly more related to the settlement itself than any field system to the north.

These possible ‘in-field’ areas may well contain archaeological evidence for medieval activities that were taking place on the margins of the settlement.

By the end of the medieval period it appears that Beeston St Andrew was, as it is today, little more than a few scattered dwellings strung out along Beeston Lane.

Given that Beeston Lane lies within the proposed development area it is clearly important to consider whether it had seen significant occupation during the medieval period. At present it is somewhat unclear as to when this became the focus for settlement within the parish. It seems reasonable to assume that, at least initially, the medieval village remained focused near the church, although the apparent realignment of the North Walsham Road makes it somewhat difficult to determine its early form. While in Sprowston the presence of a common appears to lie behind the migration of the settlement, there is no obvious reason why medieval Beeston should have shifted to the south. It is therefore possible that that the main focus of the village remained near the church, eventually disappearing through gradual desertion rather than settlement shift.

It is however possible that one or both of Red Hall (Old Hall) and Beeston St Andrew Hall on Beeston Lane were built on sites occupied during the medieval period. The cropmark enclosures identified to the west of Red Hall could well be of medieval or early post-medieval date and, as with those near Sprowston, may represent an areas where a range of medieval remains could be present. Recent excavations on the site of a similar set of cropmarks adjacent to a farm on the outskirts of Aylsham revealed a fairly dense cluster of medieval and early postmedieval remains (Crawley 2010). The Beeston Hall estate can be linked to the

85

medieval capital manor and the hall could well stand on an earlier manorial site, although any remains directly associated with this are unlikely to extend into the proposed development area itself.

It remains possible that other locations along Beeston Lane were also occupied during the medieval period. The 20th century saw the demolition of both a large farm and a barn complex on this lane and while these particular buildings were of probable post-medieval date it is possible that they had replaced earlier dwellings.

The apparent age of the farmhouse at Dairy Farm (NHER 12640) indicates it may have been one of the first large farms to develop in this area and therefore could well have had earlier origins. The cropmarks identified between Red Hall and Beeston Hall may also represent the site of an additional building. Given that it appears on none of the cartographic sources this may also have been of relatively early date, possibly one of the dwellings subject to hearth tax in 1664. Field names also suggest that there may have been another dwelling to the north of Red Hall, although this must be treated with a degree of caution. Overall the land immediately adjacent to Beeston Lane must be viewed as having a significant potential for medieval and early post-medieval remains, at least compared with much of the rest of the proposed development area.

Most of the proposed development area was almost certainly largely arable land from at least the medieval period onwards. Although, at least initially, this landscape would have been fairly open, the available evidence suggests that the process of enclosure may have begun relatively early in these parishes. It is likely that various features associated with medieval field boundaries, enclosures and routeways will survive. The cropmarks identified to the south of Beeston Hall (NHERs 50984 and 50990) probably represent features associated with the medieval or early post-medieval landscape. The cropmark enclosures to the east may be of a similar age (NHER 50992), although an earlier date is also possible for these features. It is also possible that sub-surface remains are associated with at least some of the numerous parish boundaries that cross the proposed development area.

Apart from a small number of ancient woods on the eastern margin of the proposed development area, the present day lanes and roads are likely to be the only significant medieval features that survive within this landscape. The proposed development area appears to have acquired much of its present character in the 18th and early 19th centuries, although some fields may incorporate earlier boundaries. While much of the proposed development area has seen significant boundary loss and other changes over the last 100 years, the area around Red Hall Park and Beeston Park has remained remarkably unchanged. This area retains not only many earlier features, but also much of its original coherence and character. Broadland District Council has previously considered making this a Rural Conservation Area, it being described in the Broadland District Local Plan (replacement adopted May 2006) as: â€˜â€Śparticularly attractive because of the relationship between the farm buildings, hall and their various parkland settings, as well as the wooded margins and the area around Red Hall’.

Other than limited tree felling, the two parks have seen remarkably little structural change over the last 130 years, being directly comparable with the parks depicted on 19th-century maps. Red Hall Park can be characterised as a minor landscape 86

park and does not appear to significantly predate the 19th century. Its significance is derived from its contribution to the character of the wider landscape, rather than any inherent features of historical interest. In contrast the much larger park at Beeston Hall is of greater historical interest, having probably originated in the later 16th century. Although not listed as Historic Parkland by English Heritage, Beeston Park is locally listed as Historic Parkland on the Norfolk County Council inventory. The park’s more significant features do however lie in the northern half, in the vicinity of the hall itself. The present form of the south park is largely 19thcentury in date, with few features of the earlier 18th-century park layout surviving.

Neither Red Hall Park nor the southern half of Beeston park retain any structures or historical interest, lacking, for example, the elaborate 19th-century gateways that can be seen in Rackheath Park (NHER 8173) and Spixworth Park (NHER 46065). The cartographic evidence suggests that neither area of parkland is likely to contain many archaeologically significant remains relating to earlier layouts. It is however possible that traces of the original boundary to Beeston Hall south park may well survive, given that it appears to have been surrounded by a park pale. It has also been suggested that a depression in the south-east corner of the park may represent a fish pond (NCC 2009).

Cartographic and documentary sources suggest a number of locations where archaeological remains of post-medieval date may also be present, although these are likely to be of only limited significance. These include at least one location where an early brick works may have stood. Cartographic sources also indicate at least two other locations within the study area where buildings were once situated, although these appear to have been only estate cottages. A set of cropmarks identified in the southern part of Beeston parish may also represent the remains of a former building, although, given its isolated position, this interpretation is more tentative than for the similar features on Beeston Lane.

Although this area saw relatively intensive activity during World War II no defensive structures or other military sites are recorded within the proposed development area itself. It is entirely possible that parts of the site saw military use during this time however any activity left no traces that could be seen on photographs taken soon after and is therefore highly unlikely to be associated within any surviving remains.

6.2

Likely condition of archaeological remains

Much of this study has concentrated on the potential character of any archaeological remains and it is also important to consider their likely condition and stability.

The site visit and the various aerial photographs and cartographic sources consulted have revealed little evidence for any past land use which would have had a particularly damaging impact upon any buried remains. The main exceptions, such as the tree clearance within the parks and the evidence for postmedieval quarrying all appear to have been relatively small scale, affecting only a tiny part of the proposed development area. Land use in most fields appears to have been almost exclusively arable for much of the last two centuries.

However, as the site has long been open arable land it is inevitable that any remains present will have suffered a degree of truncation due to agricultural practices such as ploughing, particularly in recent times when farming methods 87

have become increasingly intensive. The extent of this damage within the area in question will depend largely on the depth of soil covering any archaeological remains. Although the soil coverage within these fields is unknown, it is likely to be of a fairly average depth. The various archaeological evaluations undertaken on the periphery of the proposed development area all revealed a reasonably depth of topsoil sealing the underlying subsoils and geological deposits. The flat, even nature of most of these fields will also have limited any soil loss and minimised the degree of truncation to any sub-surface remains. The only exception may be the easternmost areas where the ground is significantly more undulating.

Overall it seems likely that the condition of any remains present within the proposed development area will be fairly typical for rural sites in the county, with only the shallowest features having been significantly truncated or lost. All deeper, more substantial remains such as ditches and pits would be expected to survive.

6.3

Development impacts

As a detailed description of the proposed development was not available at the time of writing it is only possible to make some basic general statements regarding its potential impact on any buried sub-surface remains.

Given the rural nature of the site all elements of the proposed development that involve significant groundworks such will have a major impact on any underlying remains. Open spaces would be expected to have a lesser impact, although, given the likely depth of soil, any associated ground clearance and landscaping may well also have a negative impact on any archaeological features present.

7.0

CONCLUSIONS

Overall, the archaeological potential of the proposed development area would appear to be slightly lower than that of many other locations on the periphery of Norwich.

The proposed development area contains no Scheduled sites or other sites of considerable archaeological significance and there is no clear evidence to suggest that settlement foci of medieval or earlier date once lay within its bounds. There are however a number of locations where the presence of archaeologically significant remains has been demonstrated. These features, all of which have been identified as cropmarks visible on aerial photographs, are summarised in Table 17 below.

NHER 18901 18901 21126 50760 50800 50983

Grid ref.

TG 249 133 TG 249 133 TG 2413 1313 TG 2614 1403 TG 2609 1404 TG 2533 1378

Description Sub-rectangular enclosure

Date Undated

Linear field boundaries

Medieval/early post-medieval and post-medieval Undated, possibly Roman

At least one enclosure and associated linear features Possible oval enclosure

Undated, possibly prehistoric

Linear features

Undated

Remains of building or extraction pits

Medieval or early post-medieval

88

NHER 50984 50984 50985

50990 50991 50992 52125

Grid ref.

TG 2524 1334 TG 2524 1334 TG 2542 1267

TG 2565 1366 TG 2582 1376 TG 2610 1385 TG 2499 1263

52126

TG 2421 1425

53493

TG 2327 1407 TG 2465 1390 TG 2398 1327 TG 2351 1331

53495 53496 53497

Description Remains of building or extraction pits Linear field boundaries Various enclosures and probable trackway associated with nearby settlement of Sprowston Two sets of differently aligned linear features Various linear features Two or more fragmentary enclosures Various enclosures associated with nearby settlement of Sprowston Linear bank features. Nearby evaluation suggests these are associated with parallel ditches Single linear feature Enclosures to west of Old Hall/Red Hall Farm complex Cropmark enclosure(s) Remains of road/lane visible on cartographic sources

Date Medieval or early post-medieval Medieval or early post-medieval Medieval or early post-medieval

Medieval or early post-medieval Medieval or early post-medieval Undated Medieval or early post-medieval

Suggested as line of Roman road, possibly more likely to be medieval or post-medieval routeway Undated, possibly Roman Medieval or post-medieval Undated, possibly Roman Post-medieval (or earlier)

Table 17. Known archaeologically significant remains within proposed development area

It is however highly unlikely that these cropmark site represent anything like the full range or quantity of archaeological remains present within the proposed development area, particularly given its considerable size. A wide range of artefactual material has been recovered from the study area which suggests at least a degree of activity during most early periods. Many of these periods of activity are likely to have left at least some physical traces within the proposed development area. Cartographic and documentary sources also suggest some locations where medieval or post-medieval remains are probably, or at least more likely to be present. Table 18 below briefly summarises the types of remains that are most likely to occur within the proposed development area.

Date Mesolithic

Possible nature of remains Artefact scatters

Neolithic/Bronze Age

Dispersed pits, burials and other ephemeral remains

89

Likely locations Easternmost portion of development area, in vicinity of Dobbs’ Beck Uncertain. Most likely to lie in eastern portion of development area, again in vicinity of Dobbs’ Beck

Date Roman

Medieval

Possible nature of remains Enclosures, field boundaries, possibly other features such as pits although a settlement focus seem unlikely Pits, industrial/craft activity

Post-medieval

Field boundaries and routeways Structural remains and associated features Structure remains (cottages) Structural remains (farms and farm buildings) Early park features Minor routeways Field boundaries Brick kilns/clamps

Undated

Gravel pit Pits associated with charcoal production Further metal working debris, smelting furnaces

Likely locations Western half of development area

Within cropmark enclosures to north of Sprowston. Enclosures to west of Red Hall. Beeston Lane?

Any part of development area Beeston Lane?

East of Red Hall Park. East of Beeston Park (known sites) Beeston Lane (known sites) Beeston Park (south) Various known locations Any part of development area Field to east of Beeston Park (south), north-westernmost field Field to north of Oak Lodge Western half of development area Eastern half of development area

Table 18. Archaeological remains potentially present within proposed development area

In most cases it is unlikely that these remains, if indeed present, will be either of great density or particularly complexity. Some will also clearly be of much greater significance than others, the post-medieval remains, for example, being of much less interest that those of medieval or earlier date.

It is reasonable to assume that most archaeological remains within the proposed development area are reasonably stable and well-preserved, although they will inevitably have suffered a degree of plough truncation.

In addition to the subsurface archaeological remains, the proposed development area also contains two areas of historic parkland, Red Hall Park and Beeston Park, the latter of which has been locally listed for it historical significance. While much of the proposed development area consists of unremarkable, flat arable fields, the two parks form part of an historically significant landscape which has retained much of its early 19th-century coherence and character.

90

Acknowledgements This report was edited by Jayne Bown and produced by David Dobson who assembled Figures 1 and 9 and the plates. The remaining figures were produced by the author.

The author is grateful to the various people who aided in the gathering of the information used in this assessment, with particular thanks due to Sarah Howard and Ellen Bales (NMP) of Norfolk Heritage Environment Service Archaeology. The help of the staff at the Norfolk Record Office and the Norfolk Heritage Centre is also gratefully acknowledged.

Bibliography Ames, J. and Sillwood, R.,

Forthcoming

Archaeological Evaluations along the route of the Norwich Northern Distributor Route. NAU Archaeology Report No. 2073 (unpublished)

Andrews, P.,

1992

‘Middle Saxon Norfolk: Evidence for Settlement, 650-850’ in The Annual, Norfolk Archaeological and Historical Research Group, 1328

Barringer, J.C.,

1989

Faden’s Map of Norfolk. Larks Press.

Barringer, J.C.,

1998

Bryant’s Map of Norfolk in 1826. Larks Press.

Best, G.,

2000

Sprowston : one view of our past

BGS (British Geological Survey),

1985

East Anglia, Sheet 52N 00 Solid Geology, 1:250,000 series

BGS (British Geological Survey),

1991

East Anglia, Sheet 52N 00 Quaternary, 1:250,000 series

Blomefield, F., and Parkin, C.,

1809

An Essay towards a topographical history of the county of Norfolk, Vol. X, London

Brown, P.,

1984

Domesday Book, 33 Norfolk, Phillimore

Bryant, T.H.,

1905

The Churches of Norfolk, Hundred of Taverham

Crawley, P.,

2010

An Archaeological Strip, Map and Sample Excavation at St Michael’s Hospital, Aylsham, Norfolk. NAU Archaeology Report No. 1442b (unpublished)

Davison, A.,

2005

‘Medieval Settlement Desertion’ in Ashwin, T. and Davison, A. (eds) An Historical Atlas of Norfolk. Phillimore. 88-89.

Davison, A.,

2007

‘Investigations at Godwick and Beeston St Andrew’ in Norfolk Archaeology XLV, 141-54

Department for Communities and Local Government,

2010

Planning Policy Statement 5: Planning for the Historic Environment

Dymond, D.,

1985

The Norfolk Landscape, Hodder and Stoughton

91

Frankel, M.S. and Seaman, P.J. (eds),

1983

Norfolk Hearth Tax Assessment Michaelmas 1664, Norfolk Genealogical Soc.15.

Gurney, D.,

1998

Roman Burials in Norfolk. East Anglian Archaeology Occasional Paper 4

Hobbs, B.,

1999

Report on an Archaeological Watching Brief at New Rackheath.

NAU Archaeology Report No. 401 (unpublished)

Hobbs, B.,

2002a

Report on an Archaeological Watching Brief at Marriot Sprowston Manor Golf Course, Norwich, Norfolk. NAU Archaeology Report No. 769 (unpublished)

Hobbs, B.,

2002b

Report on an Archaeological Field Survey at the Proposed Parkand-Ride Site, Sprowston, Norfolk. NAU Archaeology Report No. 726 (unpublished)

Hobbs, B.,

2004

An Archaeological Watching Brief at the Proposed Park-and-Ride Site, Sprowston, Norfolk. NAU Archaeology Report No. 871 (unpublished)

KenworthyBrowne, J. et al.,

1981

Burke's and Savills guide to Country houses : East Anglia

Lawes Agricultural 1973 Trust,

Soil Survey of England and Wales. The Soils of Norfolk. 1:100,000.

Letters, S.,

2010

Online Gazetteer of Markets and Fairs in England Wales to 1516 <http://www.history.ac.uk/cmh/gaz/gazweb2.html>: [Norfolk]

Lucas, R.,

2005

â&#x20AC;&#x2DC;Brickmakingâ&#x20AC;&#x2122; in T. Ashwin and A. Davison, A (eds.), An Historical Atlas of Norfolk. Chichester: Phillimore 162-163.

Manning, I.M,

1982

A History of Old Catton

Martin, E.,

2008

Wheare most Inclosures be. East Anglian Fields: History, Morphology and Management. East Anglian Archaeology Report No. 124

Mason, J.,

1998

Spixworth: history and landscape of a Norfolk village

Morgan, S. and Hoggett, R.,

2008

Norwich Northern Distributor Route: Fieldwalking and Metal Detecting Survey. NAU Archaeology Report No. 1369 (unpublished)

Norfolk County Council,

2009

Historic Characterisation and Sensitivity Assessment: GNDP preferred option growth area

Penn, K.,

2004

'A Desktop Assessment for a stage 2 Environmental Assessment, Norwich Northern Distributor Road, (eastern routes) NAU Report No. 932 (unpublished)

Phelps, A.,

2010

An Historic Building Recording of Land North-East of Norwich, Norfolk NAU Archaeology Report 2010b (unpublished)

Railton, M.,

2009

Geophysical Surveys of the Proposed Route of the Norwich Northern Distributor Road, Norfolk. North Pennines Archaeology Geophysical Survey Report No. 868/09 (unpublished)

Speed, G.,

1995

Tempus Repartatum Report on Archaeological Watching Brief.

Grange Farm, Spixworth, Norfolk

92

Trimble, G.,

2002

Report on an Archaeological Evaluation at Marriot Sprowston Manor Golf Course, Norwich, Norfolk. NAU Archaeology Report No. 688 (unpublished)

Wade Martins, S. 2005 and Williamson T.,

‘Norfolk Agriculture 1500-1750: Farming Regions 1500-170’ in Ashwin, T. and Davison, A. (eds) An Historical Atlas of Norfolk.

Phillimore. 115-116.

Watkins, P. and Trimble, G.,

2008

Norwich Northern Distributor Route: Archaeological Evaluation by Trial Trenching. NAU Archaeology Report No. 1363 (unpublished)

Watkins, P.,

2006

An Archaeological Evaluation of Land off Spixworth Road, Old Catton. NAU Archaeology Report No. 1191 (unpublished)

Watkins, P.,

2008

Norwich Northern Distributor Route: Outline Archaeological Mitigation Strategy. NAU Archaeology Report No. 2012

Williamson, T.,

1993

The Origins of Norfolk. Manchester University Press

Williamson, T.,

1997

The Norfolk Broads, A landscape history, Manchester University Press

Williamson, T.,

1998

The Archaeology of the Landscape Park, Garden Design in Norfolk, England c.1680-1840. Brit. Archaeol. Rep. 268, Oxford

Williamson, T.,

2005

‘Place-Name Patterns’ in T. Ashwin and A. Davison, A (eds.), An Historical Atlas of Norfolk. Chichester: Phillimore 34-35.

93

Appendix 1: Cropmark sites within study area Sites within proposed development area highlighted.

NHER 16451

Grid ref TG 23 13

18125

TG 2505 1470

18152 18395 18901

TG 2725 1402 TG 230 132 TG 249 133

21124 21126

TG 2645 1473 TG 2413 1313

21127

TG 24 13

21357 36451

TG 2318 1496 TG 2612 1460

50600

TG 2624 1479

50743 50744

TG 2706 1360 TG 2740 1349

50760

TG 2614 1403

50793 50799

TG 2576 1506 TG 2564 1431

50800

TG 2609 1404

50801

TG 2629 1430

50802

TG 2620 1483

50803

TG 2607 1456

Description Reportedly the site of a Roman marching camp. Aerial photography has revealed cropmarks of two parallel ditches with a right-angled corner, consistent with the initial interpretation of this site Enclosure, likely to be the site of Beeston St Andrew church. Other linear cropmarks appear to represent more than one phase of land division. A possible ring-ditch is also visible to the east of the enclosure, although this is not entirely convincing as an archaeologically significant feature Rectilinear ditched enclosure and several, presumably related ditches Rectilinear enclosure and possibly associated linear features Sub-rectangular enclosure and two ditches. The latter may well be of a different date. The enclosure has a possible entrance or extension to the north-west Small oval enclosure or ring ditch Rectilinear enclosure with entrance. Associated linear features and a possible second enclosure also visible Sub-square cropmarks features initially interpreted as Early Saxon sunken feature buildings. These are now thought likely to be either quarry pits or geological in origin (not NMP mapped) Small pit and circular feature Small irregular-shaped enclosure with two entrances or gaps visible as a cropmark on aerial photographs Regular 'D' shaped enclosure. Encloses an area of approximately 1ha and has at least one relatively clear entrance Possible track or hollow way Part of a field system of unknown date visible within Rackheath Park. The ditches form a broadly rectilinear pattern with at least one possible track way visible Possible oval enclosure. Faint, but potentially a prehistoric funerary monument of some kind Linear ditches of unknown date. Similarly aligned to the modern fields Earthwork bank within Beeston Park. Now ploughed this may have been associated with an earlier layout of the park Segments of two or more ditches. These features are only visible on one set of photographs and may not necessarily be archaeologically significant Group of linear and curvilinear possible ditches. It is somewhat unclear whether these are ancient boundaries or more recent features such as drains or agricultural features Group of complex, multi-period cropmark features. Several phases can be distinguished, with several alignments represented. Elements may be of later prehistoric or Roman date. At least two enclosures are visible (NHER 36451 and NHER 50600), located along what appears to be a sinuous track way. Several possible ring-ditches are also present (NHERs 21124, 50803 and 50804), some of which may represent round house indicate of prehistoric settlement Possible ring-ditch or oval enclosure

94

NHER 50804

Grid ref TG 2648 1471

50811

TG 2773 1522

50817

TG 2757 1534

50818

TG 2712 1501

50983 50984

TG 2533 1378 TG 2524 1334

50985 50986 50987 50989

TG 2542 1267 TG 2560 1270 TG 2518 1243 TG 2538 1222

50990

TG 2565 1366

50991 50992 50993 50994 50996 50998

TG 2582 1376 TG 2610 1385 TG 2680 1397 TG 2681 1334 TG 2692 1315 TG 2602 1213

50999 51000

TG 2616 1189 TG 2665 1238

51021

TG 2705 1474

51890

TG 2709 1232

51960 52125

TG 2495 1236 TG 2499 1263

52126 52127 53492 53493

TG 2421 1425 TG 2419 1447 TG 2289 1442 TG 2327 1407

53494 53495

TG 2461 1431 TG 2465 1390

53496 53497 53498 53607

TG 2398 1327 TG 2351 1331 TG 2282 1333 TG 2335 1526

Description Possible ring-ditch. It size and topographical position suggest that it may represent a Bronze Age round barrow Group of complex multi-period field boundaries, track ways and enclosures. Elements may be of late prehistoric or Roman date Field boundaries. Their orientation and pattern is generally consistent with that of the modern boundaries Fragmentary linear features. May represent remnants of an early field system Extraction pits or remains of building Extraction pits or remains of building. Various linear cropmarks also visible Rectilinear enclosures ranged along a track way Linear bank and potentially associated possible extraction pit Undated multi-phase linear features Traces of agriculture ridge and furrow. A ring ditch which appears to post date these features may represent a post medieval stack stand Series of earthwork banks and ditches. These may well be features associated with Beeston Park Potentially two phases of linear features Possible enclosures. May represent more than one phase of activity Possible linear features of uncertain date Possible enclosure Probable ditched enclosure of uncertain date Linear features. These features appear to respect the line of a palaeochannel and may relate to late prehistoric activity Linear and curvilinear ditches Undated sub-circular bank feature. Potentially a post-medieval stack stand A small elongated, slightly trapezoidal enclosure. Located close to a spring it could be a Neolithic long barrow or a mortuary enclosure.

Several linear ditches. These appear to be on the line of the a medieval road believed to have run through this area (NHER 8127) Two linear features Series of linear and curvilinear banks. These are likely to relate to land division or enclosure on the margins of what was Sprowston common. A potentially contemporary cropmark enclosure is visible in the northwest corner of the site.

Series of linear bank features Series of linear bank features surround what appear to be two pits Fragment of a possible rectilinear enclosure and a curvilinear ditch Several linear ditches, a possible enclosure and what may be a trackway fragment At least four ditches Possible enclosure, related ditches and what may be a trackway fragment Possible enclosure, perhaps exhibiting more than one phase Bank feature and two ditches Possible bomb crater Several linear features, including a possible trackway

95

Appendix 2: Medieval finds within study area Sites within proposed development area highlighted.

NHER 8122

Grid ref.

TG 2329 1236

8138

TG 2495 1252

8141 8142

TG 26530 14570 TG 2523 1479

8160

TG 2634 1250

12630 15901 15902 16451 16758

TG 2694 1495 TG 25 12 TG 25 12 TG 23 13 TG 2332 1203

17118 17223 18125

TG 25 12 TG 26 14 TG 2505 1470

18329 18588 18589 20478 20916 21022 21481

TG 2701 1473 TG 2388 1327 TG 2359 1365 TG 23 14 TG 23 14 TG 23 14 TG 25 15

21641

TG 25 12

22046 23832 25102

TG 23 14 TG 24 12 TG 23 14

25516 25895 28620

Not displayed TG 26 11 TG 26 14

29382 30075 31798

TG 245 117 TG 2725 1473 TG 23 14

Description Early medieval pottery recovered from site of clay pits marked on 1843 tithe map Church of St Mary and St Margaret, Sprowston. Largely of 14th century date, although the arch of an earlier round tower survives.

Incomplete 13th or 14th century jar found within peat Medieval cauldron leg and late medieval strap end found during metal detecting.

Small number of medieval sherds recovered from line of gas pipe Single sherd of medieval pottery found during fieldwalking 15th century bronze vessel spout found during metal detecting Medieval coins and coin weight found during metal detecting Medieval pottery sherd found during metal detecting Various medieval pottery sherds found during several fieldwalking events Medieval coin found during metal detecting Medieval pottery sherd found during metal detecting Glazed floor tiles, rubble foundations and skeletons uncovered during ploughing. Fragments of medieval pottery and building material have also been recovered from this location Medieval pottery sherds found during fieldwalking Medieval pot handle found during fieldwalking Medieval pot handle found during fieldwalking Medieval horse pendant found during metal detecting Medieval casket fitting found during metal detecting Medieval copper alloy bell found during metal detecting Medieval coin weight and harness pendant found during metal detecting Medieval coins and a copper alloy dagger guard found during metal detecting Various medieval metal objects found during metal detecting Medieval French jetton found during metal detecting Medieval jetton, strap fitting and a Roman or medieval lead pot mend found during metal detecting Medieval 15th century gold ring found in garden Late medieval harness pendant found during metal detecting Medieval pottery found during Beeston St Andrew fieldwalking survey and during fieldwalking of proposed NDR corridor.

Medieval coins and further pottery found during subsequent metal detecting Medieval coin found in garden Medieval pottery sherd found near footpath Medieval pottery sherd and coin and other metal objects found over the course of several years during metal detecting

96

NHER 32216

Grid ref.

TG 24 14

33114

TG 24 13

33750

TG 2762 1335

34462 34610

TG 23 14 TG 23 13

34635

TG 25 14

34834

TG 25 13

35330 35668

TG 24 13 TG 22 14

35669

TG 23 13

35674

TG 23 14

35893

TG 25 13

37170

TG 25532 12705

37257

TG 25 12

37316

TG 25 13

37360 37583 39564 39890

TG 24 12 TG 25 13 TG 23 15 TG 25 13

41871

TG 26395 14744

41872

TG 25 13

41873

TG 25000 14465

41874

TG 25581 14454

Description Medieval book clasp, several coins and other metal objects found over the course of several years during metal detecting Medieval harness mount, seal matrix and various other metal objects found over the course of several years during metal detecting Medieval pottery sherds recovered during excavation of water pipeline Two medieval coins found during metal detecting Medieval suspension mount from a horse harness pendant and various other metal objects found during metal detecting.

Several sherds of medieval pottery also recovered. A medieval silver coin was subsequently recovered during fieldwalking and a metal detecting of the proposed NDR corridor Medieval buckle frame, possible harness fitting and a cauldron foot found during metal detecting Medieval or early post-medieval buckle found during metal detecting Medieval buckle and coin weight found during metal detecting Medieval coin and other metal objects found during metal detecting. Two sherds of medieval pottery also found during fieldwalking of proposed NDR corridor Medieval coin and various other metal objects (including a sword pommel) recovered during metal detecting. A single sherd of medieval pottery was also recovered during fieldwalking of the proposed NDR corridor Medieval horse harness pendant, a coin and a strap fitting recovered during metal detecting Various medieval metal objects recovered during metal detecting Medieval metal objects and ceramic building material found during intensive fieldwalking and metal detector survey of the Park and Ride site Late medieval or early post-medieval jetton found during metal detecting Medieval pot mend and medieval or post-medieval sword chape found during metal detecting. Medieval pottery found during Beeston St Andrew fieldwalking survey Medieval coin found during metal detecting Medieval metal objects found during metal detecting Medieval strap fitting found during metal detecting Three medieval coins and other medieval metal objects found during metal detecting Medieval pottery found during Beeston St Andrew fieldwalking survey Medieval pottery found during Beeston St Andrew fieldwalking survey. Various medieval metal objects found during subsequent metal detecting Medieval pottery sherd found during Beeston St Andrew fieldwalking survey Medieval pottery found during Beeston St Andrew fieldwalking survey. Medieval buckle found during fieldwalking and metal detecting of proposed NDR corridor

97

NHER 41877

Grid ref.

TG 25880 14186

41878

TG 25256 13412

41879

TG 25948 14774

41880

TG 25077 14241

41881

TG 25155 14633

41882

TG 2497 1360

41883

TG 25213 13223

41884

TG 25320 14252

41885

TG 26390 14254

41886

TG 26370 14452

41887

TG 24872 14121

49749

TG 27476 13617

50033

TG 23 13

50499

TG 23890 14148

50500

TG 25263 14414

50545 51381 52521

TG 26 14 TG 22 13 TG 25 12

Description Medieval pottery found during Beeston St Andrew fieldwalking survey. Medieval silver token found during subsequent fieldwalking and metal detecting of proposed NDR corridor Medieval pottery found during Beeston St Andrew fieldwalking survey Medieval pottery found during Beeston St Andrew fieldwalking survey Medieval pottery found during Beeston St Andrew fieldwalking survey Medieval pottery found during Beeston St Andrew fieldwalking survey Medieval pottery found during Beeston St Andrew fieldwalking survey Medieval pottery found during Beeston St Andrew fieldwalking survey Medieval pottery found during Beeston St Andrew fieldwalking survey Medieval pottery found during Beeston St Andrew fieldwalking survey Medieval pottery found during Beeston St Andrew fieldwalking survey Medieval pottery found during Beeston St Andrew fieldwalking survey Medieval pottery recovered during fieldwalking of proposed NDR corridor Medieval pottery and metal objects found during metal detecting rally Two sherds of medieval pottery and a silver coin found during fieldwalking and metal detecting of proposed NDR corridor Medieval pottery sherds found during fieldwalking and metal detecting of proposed NDR corridor Medieval buckle found during metal detecting Medieval hinged plate found during metal detecting Medieval seal matrix, book fitting and other objects found during metal detecting

98

Appendix 3: Post-medieval finds within study area Sites within proposed development area highlighted.

PrefRef 8122

Grid ref TG 2329 1236

8160 15902 16451 16758 17119 18329 21641

TG 2634 1250 TG 25 12 TG 23 13 TG 2332 1203 TG 25 12 TG 2701 1473 TG 25 12

22046

TG 23 14

22919 25102 28620

TG 23 14 TG 23 14 TG 26 14

31798 32216

TG 23 14 TG 24 14

33114 34462 34610

TG 24 13 TG 23 14 TG 23 13

34834 34862 35059 35113

TG 25 13 TG 23 13 TG 24 13 TG 26 13

35330

TG 24 13

35668

TG 22 14

35669

TG 23 13

35674

TG 23 14

35893

TG 25 13

Postmed Post-medieval pottery and brick recovered during investigation of 'malthouse holes' marked on 1843 tithe map. These features were thought to be clay pits and also produced medieval pottery Post-medieval pottery and part of a buckle found on line of gas pipe Post-medieval coins and buckle found during metal detecting Post-medieval pottery sherd found during metal detecting Post-medieval pottery found during several fieldwalking events Post-medieval belt fitting found during metal detecting Post-medieval pottery sherds found during fieldwalking Post-medieval coins, tokens and pottery sherds found during metal detecting Post-medieval coin hoard and various other metal items found during metal detecting Medieval or early post-medieval buckle found during metal detecting Post-medieval coin found during metal detecting Post-medieval pottery found during Beeston St Andrew fieldwalking survey. Post-medieval coins, a token and further pottery found during subsequent metal detecting Post-medieval coin found during metal detecting Post-medieval coins and other metal objects found over the course of several years during metal detecting Post-medieval coin weights found during metal detecting Post-medieval coin weight and jetton found during metal detecting Post-medieval coin and various other metal objects found during metal detecting Post-medieval buckle frame and lead toy found during metal detecting Post-medieval metal objects found during metal detecting Post-medieval coin found during metal detecting Early post-medieval hook plate from sword belt found during metal detecting. Post-medieval pottery sherds found subsequently during Beeston St Andrew fieldwalking survey Post-medieval jettons, coins and other metal objects found during metal detecting Post-medieval metal objects found during metal detecting. A trial trench evaluation of the proposed NDR corridor revealed at least one ditch for which a post-medieval date could be suggested Various post-medieval metal objects recovered during metal detecting.

Although several ditches were exposed during a trial trench evaluation of the proposed NDR corridor, only one produced finds of this date (a piece of roof tile) Two post-medieval coins, a token and various other metal object recovered during metal detecting Various post-medieval metal objects recovered during metal detecting

99

PrefRef 36799

Grid ref TG 2641 1267

37170

TG 25532 12705

37219

TG 25 13

37257 37316

TG 25 12 TG 25 13

37360 37583 39722 39890 41871

TG 24 12 TG 25 13 TG 23 13 TG 25 13 TG 26395 14744

41872

TG 25 13

41873

TG 25000 14465

41874

TG 25581 14454

41876

TG 25 13

41877

TG 25880 14186

41878

TG 25256 13412

41879

TG 25948 14774

41880

TG 25077 14241

41881

TG 25155 14633

41882

TG 2497 1360

41883

TG 25213 13223

41884

TG 25320 14252

41885

TG 26390 14254

41886

TG 26370 14452

Postmed Over 200 post-medieval metal objects and 44 sherds of post-medieval pottery recovered during an intensive fieldwalking and metal detector survey. Post-medieval pits were identified during a subsequent archaeological evaluation Post-medieval pottery, ceramic building material, coins and numerous metal objects found during intensive fieldwalking and metal detector survey of the Park and Ride site. Further metal objects and postmedieval pottery were found during subsequent topsoil stripping Numerous late post-medieval metal items and two post-medieval buckles recovered during metal detecting Post-medieval coin found during metal detecting Post-medieval pottery sherds found during Beeston St Andrew fieldwalking survey Post-medieval token and coin found during metal detecting Post-medieval metal objects found during metal detecting Post-medieval candle snuffer found during metal detecting Post-medieval metal objects found during metal detecting Post-medieval pottery found during Beeston St Andrew fieldwalking survey Post-medieval pottery and floor tile found during Beeston St Andrew fieldwalking survey. Post-medieval ring and various other metal objects found during subsequent metal detecting Post-medieval pottery sherd, brick and tile found during Beeston St Andrew fieldwalking survey Post-medieval pottery found during Beeston St Andrew fieldwalking survey. Post-medieval coin and crotal bell found during fieldwalking and metal detecting of proposed NDR corridor Post-medieval pottery found during Beeston St Andrew fieldwalking survey. Further post-medieval pottery and a variety of metal objects recovered during subsequent metal detecting Post-medieval pottery found during Beeston St Andrew fieldwalking survey. Post-medieval coins found during subsequent fieldwalking and metal detecting of proposed NDR corridor Post-medieval pottery found during Beeston St Andrew fieldwalking survey Post-medieval pottery and roof tile found during Beeston St Andrew fieldwalking survey.

Post-medieval pottery found during Beeston St Andrew fieldwalking survey Post-medieval pottery and roof tile found during Beeston St Andrew fieldwalking survey Post-medieval pottery found during Beeston St Andrew fieldwalking survey Post-medieval pottery found during Beeston St Andrew fieldwalking survey Post-medieval pottery found during Beeston St Andrew fieldwalking survey Post-medieval pottery found during Beeston St Andrew fieldwalking survey Post-medieval pottery found during Beeston St Andrew fieldwalking survey

100

PrefRef 41887

Grid ref TG 24872 14121

49747

TG 26355 14127

49748

TG 26858 13947

49749

TG 27476 13617

50033 50039 50499

TG 23 13 TG 23280 14570 TG 23890 14148

50500

TG 2563 14414

50545 51381 52521

TG 26 14 TG 22 13 TG 25 12

52917

TG 25 12

Postmed Post-medieval pottery found during Beeston St Andrew fieldwalking survey Post-medieval pottery recovered during fieldwalking of proposed NDR corridor Post-medieval coins found during fieldwalking and metal detecting of proposed NDR corridor Post-medieval pottery and metal objects recovered during fieldwalking of proposed NDR corridor Various post-medieval metal objects found during metal detecting rally Post-medieval pipeclay wig curler found in 1985 Post-medieval metal objects found during fieldwalking and metal detecting of proposed NDR corridor Post-medieval buckle frame found during fieldwalking and metal detecting of proposed NDR corridor Post-medieval token found during metal detecting Various post-medieval metal objects found during metal detecting Post-medieval coins, tokens and other metal objects found during metal detecting Forth-three fragments of clay pipe found by chance in 2000-2001

101

Appendix 4: Land descriptions recorded in tithe apportionments Sites within proposed development area highlighted.

Appendix 4a: Spixworth Map ref.

Description

Land use

65

Part of Fallow Bush

Arable

66a

Part of Nine Acres

Arable

67

Pick Purse

Arable

69

Part of Inclosure

Arable

70

Eight Acres

Arable

71

Gravel Pit Close

Arable

83

Stackyard Close

Arable

84

Broom Wood

Arable

85

Upper Clamp Close

Arable

86

Lower Clamp Close

Arable

87

Twelve Acres

Arable

88

Twenty Seven Acres

Arable

89

Part of Twenty Five Acres

Arable

90

Part of Upper Mosticks

Arable

91

Part of Upper Mosticks

Arable

91a

Double cottage and garden

P

92

Barn Close

Arable

93

Lower Spring Close

Arable

94

Upper Spring Close

Arable

95

The Ten Acres

Arable

96

Ten Acres

Arable

97

Catton Sixteen Acres

Arable

98

Catton Twelve Acres

Arable

99

High ??? Close

Arable

100

Part of Middle Grove

Arable

101

Part of Further Grove

Arable

102

Part of Five Acres

Arable

103

Seven Acres

Arable

102

Map ref.

Description

Land use

104

The Six Acres

Arable

105

Part of Mostick Grove

Arable

106

The Eight Acres

Arable

107

Mostick Four Acres

Arable

108

The Eight Acres

Arable

109

Part of Four Acres

Arable

110

Part of Four Acres

Arable

Appendix 5b: Beeston St Andrew Field names marked on earliest estate maps also listed where different.

Map ref.

4a 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33

Description Sallow Bush First Beeston Church Close Beeston Close Part of Great Beeston Close Further part of Great Beeston Close Part of Further Great Close Part of Further Great Close Further part of Great Beeston Close Further part of Great Beeston Close Longeâ&#x20AC;&#x2122;s Piece Plantation House Close Cellar Pit Cottage and Gardens New Barn Piece Plantation Stackyard House and premises Cartshed Close Grove Pightle Grove Pightle Twenty five Acres Upper Mosticks Plantation Plantation Hall Pasture Plantation and pond Heart Close Plantation Crofsway Close

103

Land use Arable Arable Arable Arable Arable Arable Arable Arable Arable Arable Wood Arable Arable Pasture Arable Wood Pasture Pasture Arable Pasture Pasture Arable Arable Wood Wood Pasture Wood Arable Wood Arable

Map ref.

34 35 36 37 38 39 40 42 43 44 45 46 50 51 52 53 54 55 56 57 58 59 60 61 62 63 64 65 66 67 68 69 70 71 72 73 74 75 76 77 78 79 80 81 82 83

Description Partable Close Pond Close Long Fourteen Acres Long Fifteen Acres Plantation Nine Corners Pightle Tithe Wood The Avenue Part of Brick Kiln Wood Part of Brick Kiln Wood Plantation Plantation North Park Plantation Walnut Tree Pightle Lucerne Pightle Drift Plantation North Lawn Plantation Mansion and Pleasure Grounds Little Plantation Wood Yard Kitchen Garden Pheasant Wood Plantation Great Orchard House and premises South Park Plantation Foxburrow Plantation Point Close Plantation Plantation Plantation Cottage and garden Drift Stackyard Stackyard Plantation Kiln Close Sixteen Acres Fourteen Acres [Barn Close] Ten Acres Nine Acres Plantation

104

Land use Arable Arable Arable Arable Wood Arable Arable Wood Pasture Wood Wood Wood Wood Pasture Wood Pasture Arable Pasture Wood Pasture Wood Pasture Wood Pasture Pasture Wood Wood Pasture Pasture Pasture Wood Wood Arable Wood Wood Wood Pasture Pasture Pasture Wood Arable Arable Arable Arable Arable Wood

Map ref.

84 85 90 91 92 95 96 97 98 99 100 101 102 103 106

Description Gravel Pit Close Further Twelve Acres Twelve Acres Pond Close Flat Close Plantation Roundhills [Hill Close/Chimney Pightle] Plantation Ten Acres Eleven acres [North Close] House and premises The Grove Five Acres Loak First Meadow

Land use Arable Arable Arable Arable Arable Wood Arable Wood Arable Arable Pasture Arable Arable Pasture Pasture

Appendix 5b: Sprowston Map ref.

8 9 12 13 14 15 16 17 18 19 20 48 49 50 51 52 53 53a 54 55 131 133 134 135 136 137

Description Wood Close Church Wood Plantation Plantation The Lawn Sprowston Lodge Gardens Pightle Garden Piece Fourteen Acre Paddock Plantation Plantation Part of Beeston Park Part of Beeston Park Part of a plantation Plantation The Long Score Plantation Twenty Acres Twenty Acres North Field Plantation Part of Twenty Acres Part of Three Cornered Close Plantation Part of the lawn

105

Land use Arable Wood Wood Wood Pasture Pasture Arable Arable Arable Arable Wood Wood Pasture Pasture Wood Wood Arable Wood Arable Arable Arable Wood Arable Arable Wood Pasture

Map ref.

138 139 140 142 143 144 145 146 147 148 149 150 151 152 153 200 201 202 203 204 205 206 207 208 209 210 211 212 213 214 215

Description Beeston Hurn Ten Acres Part of Mastick Close Mostick Close Part of Mastick Close Mastick Close Mastick Close Gravel Pit Close Driftway Ten Acres Sprowston Ten Acres Seventeen Acres Pond Close Great Church Close Long fourteen Acres Church Close Twelve Acres Cottage and gardens Turnip Seed Pightle Granary Pightle Plantation House, barn and yards The Wood Yard Plantation Fifteen Acres Thirteen Acres Part of the Fourteen Acres Eighteen Acres Plantation The Lawn Plantation

Land use Arable Arable Arable Arable Arable Arable Arable Arable Pasture Arable Arable Arable Arable Arable Arable Arable Arable Pasture Arable Arable Wood Pasture Pasture Wood Arable Arable Arable Arable Wood Pasture Wood

Appendix 5d: Old Catton Map ref.

1 2 3 33 34 35 36 37 38 39 40

Description Part of the Fifteen Acres Nineteen Acres Fifteen Acres First Eleven Acres Further Eleven Aces Pightle House and garden Meadow Bunkâ&#x20AC;&#x2122;s Close Part of the Five Acres Eleven Acres

106

Land use Arable Arable Arable Arable Arable Arable Pasture Arable Arable Arable Arable

Map ref.

41 42 43 44

Description Old Road Part of Eleven Acres Part of Long Field Ten Acres

107

Land use Pasture Arable Arable Arable

Beyond Green Developments North Sprowston & Old Catton

Appendix 7.2: Historic Building Assessment

ES Volume 2: Technical Appendices

Report 2400b

nps archaeology

An Historic Building Assessment of Land North-east of Norwich, Norfolk

P r epa re d f o r Beyond Green 1 Albemarle Way London EC1V 4JB

Andy Phelps August 2012

PROJECT CHECKLIST Project Manager

Nigel Page

Draft Completed

Andy Phelps

17/12/2010

Graphics Completed

David Dobson

14/01/2011

Edit Completed

Jayne Bown

08/02/2011

Signed Off

Nigel Page

11/02/2011

Revised

Jayne Bown

23/03/2012

Revision Signed Off

Jayne Bown

30/08/2012

Issue 2

NPS Archaeology Scandic House 85 Mountergate Norwich NR1 1PY T 01603 756150 BAU2400b

F 01603 756190

E jayne.bown@nps.co.uk

www.nau.org.uk Š NPS Archaeology

Contents Summary ........................................................................................................1 1.0 Introduction .....................................................................................................1 2.0 Methodology ...................................................................................................1 3.0 The Historic Buildings Resource .....................................................................3 3.1 Halls .......................................................................................................3 3.2 Farm Houses ..........................................................................................4 3.3 Agricultural Buildings ............................................................................11 3.4 Farm Cottages......................................................................................12 3.5 Other 20th-century Cottages ................................................................12 3.6 Churches ..............................................................................................12 3.7 20th-century Housing Estates ..............................................................13 4.0 Discussion ....................................................................................................13 5.0 Conclusions ..................................................................................................14 Acknowledgements.......................................................................................15 Bibliography and Sources .............................................................................15 Appendix 1 Field survey description of buildings in numerical order.............17

Figures Figure 1

Overview showing building numbers

Figure 2

Red Hall with key vista and elevation

Figure 3

Beeston Hall with key vista and elevation

Figure 4

Sprowston Manor with key vista and elevation

Figure 5

Sprowston Lodge with key vista and elevation

Figure 6

Photo location plan

Plates Plate 1

323 Buxton road outbuilding (Building 2)

Plate 2

343-354, Buxton Road (Building 3)

Plate 3

The Bungalow, Beeston Lane (Building 4)

Plate 4

Red Hall Farm, Beeston Lane (Building 5)

Plate 5

Red Hall Farm, outbuildings (Building 5)

Plate 6

Red hall Farm Cottages, Beeston Lane (Building 6)

Plate 7

Red Hall New Cottages, North Walsham Road (Building 7)

Plate 8

The Lodge, Beeston Lane (Building 8)

Plate 9

Beeston Hall, Beeston Lane (Building 9)

Plate 10

Beeston Hall garden walls, Beeston Lane (Building 9)

Plate 11

Park Farm House, Beeston Lane (Building 11)

Plate 12

Park Farm outbuildings, Beeston Lane (Building 11)

Plate 13

Park Farm Cottages, Beeston Lane (Building 12)

Plate 14

St Andrews Church, Beeston Lane (Building 13)

Plate 15

Manor Farm Cottages, Beeston Lane (Building 14)

Plate 16

Bramley Cottage, Beeston Lane (Building 17)

Plate 17

1-2 Wroxham Road (Building 19)

Plate 18

Park Cottages, 35-37 Wroxham Road (Building 20)

Plate 19

3 Wroxham Road (Building 21)

Plate 20

St Mary and Margaretâ&#x20AC;&#x2122;s church (Building 25)

Plate 21

Oak Lodge, North Walsham Road (Building 26)

Plate 22

Oak Lodge outbuildings, North Walsham Road (Building 26)

Plate 23

Oak Lodge Cottages, North Walsham Road (Building 27)

Plate 24

The Cottages, St Faiths Road (Building 30)

Tables Table 1

Building numbers and names

Table 2

Heritage and setting values

Location:

Land to the North-east of Norwich

District:

Broadland

Grid Ref.:

TG 2497 1360

Client:

Beyond Green

Summary In November 2010 an historic building assessment was carried out on land to the north-east of Norwich on behalf of Beyond Green Developments. The resulting study revealed the historic building stock within the proposed development area reflected the 19th-century agricultural use of the land with several farms and their associated halls dominating the landscape particularly to the north of the study area. The wealth and influence of the halls was clearly illustrated by their associated surviving parklands while at the other end of the social scale farmlabourersâ&#x20AC;&#x2122; small cottages located adjacent to roadways and on the margins of arable fields formed the most numerous building type. All of these buildings once formed a unified system of agricultural production, which over the last century has fragmented due to changes in agricultural practice and social stratification. Despite this the majority of the physical form and setting of the structures has changed little since their construction, although some have seen adaptation for other use.

The buildings at the southern periphery of the study area, in contrast to those in the rest of the area, had largely lost their original setting due to the encroachment of suburban Norwich.

1.0

INTRODUCTION

In November 2010, as a companion part of a wider desk-based assessment (Watkins 2010) undertaken on a large area to the north-east of Norwich, within the parishes of Catton, Sprowston, Spixworth and Beeston St Andrew an historic building assessment was made of the building stock in the survey area.

The assessment, carried out on behalf of Beyond Green Developments, considered only those buildings falling within and immediately adjacent to the study area. It was designed to broadly establish the character, history, dating, form and development of the historic building resource within its social context and landscape setting.

2.0

METHODOLOGY

The assessment was carried out using a combination of techniques and sources, including rapid field investigation, map and documentary research, historical and architectural analysis. Sources consulted included the Norfolk Historic Environment Record and Listed Building data.

The documentary research was supported by a site visit to record the character, form and dating of the buildings within the study area. The site visit was rapid and conducted from the road and public footpaths to provide a broad chorological framework for the development of the building stock.

In certain cases where it was not possible to view the exterior of a building directly, greater reliance was placed upon secondary sources to provide as much

1

information as possible. In such cases this is stated in Appendix 1 where a description of each building or complex of buildings can be found.

Each structure or complex of buildings was been allocated a building number (136, Fig. 1). Descriptions of each building number along with photographs are shown in Appendix 1).

Where it has been ascertained that a building is of modern date it is shown as such on Figure 1.

Building No.

Name

1

321 Buxton Road

2

323 Buxton Road

3

343-345 Buxton Road

4

Red Hall Farm Bungalow, Beeston Lane

5

Red Hall Farm, Beeston Lane

6

Red Hall Farm Cottages, North Walsham Road

7

Red Hall New Cottages, North Walsham Road

8

The Lodge, Beeston Lane

9

Beeston Hall

10

The Bungalow

11

Park Farm House

12

Park Farm Cottages, Beeston Lane

13

St Andrews Church, Beeston Lane

14

Manor Farm Cottages, Beeston Lane

15

North Park Cottage

16

Oak Lodge, Beeston Lane

17

Bramley Cottage, Beeston Lane

18

Sprowston Lodge, Wroxham Road

19

1-2 Wroxham Road

20

Park Cottages, 35- 37 Wroxham Road

21

3 Wroxham Road

22

Sprowston Hall

23

299-309 Wroxham Road

24

Modern housing estate

2

Building No.

Name

25

St Mary and St Margaret’s Church

26

Oak Lodge, North Walsham Road

27

Oak Lodge Cottages, North Walsham Road

28

Housing estate

29

Housing estate, Old Catton

30

Cottages, St Faith’s Road

31

Spixworth House, Buxton Road

32

Silver Birches, Buxton Road

33

Moorsticks, Buxton Road

34

Homefield, Buxton Road

35

Maybank, Buxton Road

36

318-340 Buxton Road Table 1. Building numbers and names

3.0

THE HISTORIC BUILDINGS RESOURCE

The following headings represent the chief types of historic structure surviving within or adjacent to the study area.

3.1

Halls

Two large houses or halls fall within the study area - Beeston Hall (Building 9; NHER 8174) and Red Hall (Building 5; NHER 12258) - both of which lie within the parish of Beeston St Andrew and no more than a kilometre from each other.

Neither hall dates from prior to the 19th century but nevertheless both occupy sites of earlier halls. Red Hall is a late Georgian house, constructed before 1838 and replaced the earlier Beeston Old Hall built around 1610 (Appendix 1 Plate 9). It is accompanied by Red Hall Farm immediately to its east (3.3 below) and retains a fine southerly view over a small enclosed area of 18th-century parkland defined by wooded areas at the margins.

Beeston Hall, located barely 800m east of Red Hall dates to 1897 when it replaced the earlier New Hall demolished in 1846. The current Beeston Hall is believed to be a replica of this New Hall which itself replaced a 17th-century hall (Appendix 1, Plate 9. A set of curving garden walls with semi circular blind arcading framing the house to the south are all that remains of this 17th-century structure but they have nevertheless gained a Grade II listing (LBN: 228069 ) (Appendix 1 Plate 10). As with Red Hall an area of enclosed parkland lies to the south but on a much larger scale and with the remnants of a once much larger avenue leading up to the house’s primary elevation. A smaller portion of parkland survives on the northern

3

side at the rear of the house while Park Farm lies just to the east, shrouded from view by managed woodland.

Although neither Red Hall nor Beeston Hall is listed they are nevertheless buildings of particular local interest as they have formed part of the landscape for a considerable time and their past occupants influenced the development of much of the surrounding countryside. They also give meaning and context to the surviving parklands which they both dominate despite the fact that they are not the original halls around which the parkland was designed and developed. The southern elevations of both structures are probably their finest with key vistas to the south over their respective parklands (Figs 2 and 3). The impact upon the listed curving garden walls would also need to be considered in any development as they depend upon both the parkland and hall for context.

Three halls or large houses are located on the periphery of the study area; Sprowston Hall (Building 22; NHER 8159) and Sprowston Lodge (Building 18) to the east either side of Wroxham Road and Oak Lodge (Building 26; NHER 46105) to the south alongside North Walsham Road.

Sprowston Hall was built in 1876, although, it replaces an earlier 16th-century hall.

It currently serves as a hotel and its parkland as a golf course. It is set well-back from Wroxham Road and heavily shielded from the development area by a tree line set either side of the road (Fig. 4).

Sprowston Lodge (Building 18) is located approximately 1 kilometre further to the north on the west side of Wroxham Road and is well-concealed by trees to the south and west, with ancient woodland to the east (Fig 5). It retains large gardens on all sides and is set back from the road by 100m thereby hindering visible inspection within the limits of this survey. However, Whiteâ&#x20AC;&#x2122;s directory of Norfolk lists the building as â&#x20AC;&#x2DC;a neat white brick mansionâ&#x20AC;&#x2122; suggesting a construction in gault brick. It appears also to be the same building visible on the first edition Ordnance Survey map of the 1880s.

Oak Lodge (Building 26) is a fine Grade II listed 18th-century farmhouse with 19thcentury additions (LBN: 228131; Appendix 1 Plate 21). It lies to the east of North Walsham Road and currently sits on the edge of 20th century housing estates to its west and south. It retains a small area of what may once have been parkland to its south but the land to the east and north is now arable. Within its grounds immediately to the north are the remnants of Oak Farm, a series of 18th- 19thcentury agricultural buildings (3.3 below).

3.2

Farm Houses

Park Farm House (Building 11) is the only extant farm house identified within the study area (Appendix 1 Plate 11). It is a relatively modest structure although its cambered arches and increased size set it apart slightly from the farm cottages of a similar date. It lies to the north of its farm buildings with its primary elevation to the south. It was probably built in the late 18th or early 19th century and was designed to accommodate the farmer and his family in what would appear from its size to be reasonable comfort. From this building the day to day running of the farm would have been administered on behalf of the residence of Beeston Hall.

4

T h is p a g e has been i ntenti onal l y l eft bl ank

3.3

Agricultural Buildings

Two farms lie within the study area with two others or portions of them falling just outside. The first of those within the area can be seen at Red Hall Farm (Building 5) where the hall (3.1 above) is located at the south-western corner of a complex of 18th- to 19th-century red brick agricultural buildings including what appears to be a large threshing barn and numerous cattle sheds enclosing at least two distinct yards (Appendix 1 Plate 5). The buildings lie within the parkland of Red Hall, set back although still visible from the road to the south while to the north, east and west they are enclosed by woodland. The buildings currently serve as a riding livery.

The second farm is Park Farm (Building 11) immediately to the east of Beeston Hall where the farmhouse (3.2, above) is positioned to the north of a series of brick 18th- to 19th-century agricultural buildings again formed around two yard areas (Appendix 1 Plate 12).

As the name suggests Park Farm lies within the parkland of Beeston Hall, however unlike the example at Red Hall, here a great deal of trouble has been taken to remove the farm from the view of the hall with a series of hedges and tree lines. At least part of the present farm appears to be utilised as commercial units.

Both these farm complexes appear to be good examples of 18th- to 19th-century farming where greater efficiencies in farm design and management lead to increased crop yields. Such farm yard layouts could only have been sustained by farms of a certain size (Wade Martins (1991) suggests 150 acres of more) where the extra expense in construction could be outweighed by the financial returns in efficiency. Such a system of â&#x20AC;&#x2DC;High Farmingâ&#x20AC;&#x2122; as it was known could not have been implemented prior to the completion of land enclosure which in turn supports the dating of these structures to the 18th to early 19th centuries. The layout of such farms tends to focus upon the central yard areas rather than the surrounding fields however this land does convey context to the farms and vice versa.

Oak Lodge Farm lies on the edge of the study area to the south, just to the north and east of the present day limits of suburban Old Catton. The farmhouse, Oak Lodge (Building 26) is here positioned to the south (discussed above) with the remnants of a farm to the north. Several red brick agricultural buildings can be seen in an apparent yard layout that matches the 19th-century Ordnance Survey mapping. They appear to be in a poor state of repair but are almost invisible from the road with heavy vegetation on all sides (appendix 1 Plate 21). In this case the encroachment of suburban Norwich to the south and west has heavily eroded the farmâ&#x20AC;&#x2122;s rural character.

Only two structures remain of Church Farm (see Appendix 1 Building 24) a little further to the south-east where a similar yard style layout visible upon 19th-century maps has been consumed by the later housing estate. Here the buildings have been entirely divorced from their previous settings and nothing remains to give a sense of the farm that once stood here.

It is worth noting that in the eastern counties regional framework document (Brown and Glazebrook 2000) agricultural buildings are prioritised as being at risk.

11

3.4

Farm Cottages

It is notable that of the structures considered within the study area over a third might be considered as farm-workers cottages probably built between the early 19th and the early 20th centuries. The complete absence of earlier surviving structures of this type suggests these cottages were built by estates to provide much-needed improved accommodation for a small rural population.

A number of these buildings have architectural significance. Park Farm Cottages on Beeston Lane (Building 12) is a pair of cottages probably by George Skipper, the noted Norwich-based architect. Along the same lane is Manor Farm Cottages (Building 14), a pair of cottages possibly by Edward Boardman, another noted Norwich architect. Numbers 343-345 Buxton Road (Building 3) and Red Hall New Cottages (Building 7) are both relatively unaltered examples of standard cottage designs by Skipper.

The historic significance of the above mentioned buildings is considered to be moderate whereas the rest of the farm cottages have been assigned to a low category.

Examination of locations of the farm cottages shows them to be no more than half a mile from an estate centre and adjacent to roadways at the margins of fields.

These farm-workers cottages tend to be built either as pairs of isolated semidetached houses like those at Red Hall Farm Cottages (Building 6) (or as a row of terraced cottages such as at Saint Faith’s Road (Building 30)). In several locations, additional cottages have been built in close proximity to existing structures creating tiny groups of buildings in relatively remote locations.

All of the farm cottages were constructed in red brick but in the majority of the less-significant examples they have largely crossed what Brunskill (2000) refers to as the polite threshold, using designs from pattern books and drawing their influences from architectural styles such as the picturesque and Victorian gothic.

There are a few cottages that retain a vernacular feel to their construction such as at Oak Lodge Cottages (Building 27) on North Walsham Road and The Cottages on Saint Faith’s Road (Building 30) (Appendix 1, Plates 9 and 10).

3.5

Other 20th-century Cottages

Several detached or semi-detached houses within the survey area were evidently constructed in the 20th century, often in close proximity to pre-existing farmlabours’ cottages. These were probably constructed also as estate houses or local authority buildings.

A number of these structures have some architectural merit, notably the two Arts and Crafts designed structures at The Lodge on Beeston Lane (Building 8) and Park Cottages at 35-37 Wroxham Road (Building 20) - possibly by Boardman or Skipper. These buildings are considered to be of moderate value.

The historic value of the remainder of 20th-century cottages is categorised as low.

3.6

Churches

St Andrew’s Church

12

St Andrews Church (Building 13) constructed of corrugated iron represents a building type which gained popularity towards the second half of the 19th and beginning of the 20th century (Appendix 1 Plate 14). They could be purchased via catalogues and were cheap to buy and easy to erect being constructed on wooden frames.

Its location may indicate the focus of the parish during the early 20th century which had clearly shifted away from the medieval settlement to the north. This area represents the densest concentration of cottages, farm buildings and manor houses within the present-day parish. ‘Tin Tabernacles’ as they have often been referred to have been neglected in recent times and viewed as temporary structures not worthy of long-term preservation. As a result they are a rapidly diminishing building type with many examples destroyed each year. However their contribution to serving remote rural communities as places of worship and other parish functions should not be dismissed lightly.

Further investigation of this structure would establish its internal condition and better determine its value as a heritage asset.

St Mary and St Margaret’s Church Grade I Listed Building; LBN: 228129; NHER 8138; Grade II churchyard wall.

Located to the east of Church Lane at the northern edge of Norwich’s present suburban limits within the parish of Sprowston, St Mary and St Margaret’s church (Building 25) is predominantly of 14th-century date but is mentioned in the Domesday survey of 1086 and retains a Saxo-Norman tower arch at its west end (Appendix 1 Plate 12). Significant alterations were carried out in the 15th, 18th and 19th centuries, with a major restoration carried out in 1889-1890.

The three stage red brick western tower was added in the 1780s and contrasts against the flint construction of the nave and chancel. The graveyard lies directly to the north with agricultural land beyond, while a modern housing estate dominates to the south and east. Despite the proximity of the housing estate the church retains much of its rural character due to its location on a narrow tree -lined lane and isolation at the centre its own grounds. The tree line to the south and east in particular shroud the church from the modern housing estates which adjoin these boundaries. SS Mary and Margaret is the oldest of the buildings potentially affected by any development and probably marks a focus of early settlement in Sprowston. It is Grade I listed, placing it within the top 2.5% of the nations listed historic buildings (LBN: 228129).

3.7

20th-century Housing Estates

The housing estates constructed throughout the second half of the 20th-century to the north of Norwich were in response to the growth in population experienced after the Second World War and are of little historic interest in themselves. It is considered that development to their north would have no heritage impact upon these structures.

4.0

DISCUSSION

The study area is emphatically rural in nature (with the exception of the 20thcentury housing estates to the south) and this is reflected in its building stock.

13

Buildings tend to be located adjacent to roadways either in isolation or in small clusters with the largest concentration to the north centred on Beeston Hall and Park Farm. The buildings have a date range spanning 900 years or more, however, generally they were constructed in the 18th, 19th and 20th centuries with a focus on the 19th century. As might be expected in this area of Norfolk during these centuries brick is the building material of choice and is used exclusively for the domestic and agricultural structures. Similarly pan-tiles are used on the majority of roofs, although these have been replaced in concrete or slate on several buildings.

It is of note that most of the structures can be interpreted as fulfilling either a domestic role or employment function within the agricultural landscape of the 19th century. In the case of the halls this may also have been a partially administrative role as well as domestic and helping to define status. Although changing agricultural economics in the last hundred years has altered the manner in which many of these buildings are used and fragmented their relationships to one another much of their surrounding landscapes have remained largely the same since their construction.

Building

Heritage Value Red Hall High Beeston Hall High SS Mary and Margaretâ&#x20AC;&#x2122;s church High Oak Lodge Farm House High St Andrewâ&#x20AC;&#x2122;s church Medium Labourersâ&#x20AC;&#x2122; cottages Medium Farm Buildings Medium Other 20th-century cottages Medium-Low Housing estates Low

Setting High High High Medium Low Medium Medium Medium-Low Low

Table 2. Heritage and setting values

5.0

CONCLUSIONS

The full impact of any development upon the historic buildings discussed above would naturally depend on the nature, size and scope of that development which as yet is undefined. Nevertheless given the present rural character of the buildings and their settings that impact would almost certainly be a significant one.

Although the structures themselves may remain largely intact and free of major alterations their settings would inevitably alter with their relationship to each other and the landscape becoming increasingly fragmented. This is well-illustrated at the site of Church Farm (see Building 24) where the surviving buildings no longer retain any original context encased as they are in a modern housing development.

Perhaps the most sensitive areas to development however would be at locations where the setting was specifically designed and managed to enhance structures such as at Beeston Hall and Red Hall with their surviving parkland.

14

Acknowledgements Thanks go to Pete Watkins for his assistance with the fieldwork and for providing me with access to research conducted in the compilation of the desk based assessment portion of the project. Additional thanks go to Nigel Page for his guidance and for over seeing the project.

Sincere thanks are expressed to Gareth Hughes whose comments on an earlier draft of this report have improved the content of the document.

Graphics were compiled by the author and David Dobson with editing carried out

by Jayne Bown.

Bibliography and Sources Brown, N. and Glazebrook, J.

2000 Research and Archaeology: A Framework for the Eastern Counties, East Anglian Archaeology Occasional Paper 8

Brunskill, R.W.

2000 Vernacular Architecture: An Illustrated Handbook, Faber and Faber; 4th Revised edition

Communities and Local 2010 Planning Policy Statement 5: Planning for the Historic Government Environment, TSO, Norwich Wade Martins, S.

1991 Historic Farm Buildings, B.T. Batsford Ltd London

Watkins, P.

2010 An Archaeological Desk-based Assessment of Land North-East of Norwich, Norfolk, NAU Archaeology Report 2400a (unpublished) 1843 NRO DN/TA 768

Whites Directory of Norfolk http://apling.freeservers.com/Villages/Sprowston54.htm accessed 12.12.10

15

Appendix 1 Field survey description of buildings in numerical order Building 1 321 Buxton Road TG 624010 313896 A two storey red brick cottage of modest design in a Flemish bond with square brick lintels and dentil cornice beneath a pitched red pan-tile roof. The front door located on the southern elevation sits just to the right of centre suggesting the cottage may have begun life as two narrow-fronted cottages sharing a central chimney stack. The evidence suggests the original building was probably a storey and a half and has been subsequently raised to its present height. A two storey extension has been added to the north under a cat-slide roof and a 21st-century addition to the east. The building probably dates to the early 19th century and may be the structure that appears on the 1839 tithe map in this location.

Its historical significance can be classed as moderate.

Building 2 323 Buxton Road; TG 624035 313870 The present building is a bungalow with a hipped pan-tile roof, rendered external walls and a chimney to the west. Nothing remained visible to suggest an earlier date and it may be a modern replacement on the site of an earlier structure which is depicted on the tithe map. At least one of its outbuildings is of probable 19thcentury date and likely belonged to the original dwelling.

Without further investigation its historical significance can be classed as low.

Plate 1. 323 Buxton Road, outbuilding

17

Building 3 343-345 Buxton Road; TG 623998 313816 A wide-fronted red brick cottage in stretcher bond of two full storeys with a pan-tile roof and central chimney. The front door is placed at the centre of the western elevation and flanked by casement windows below segmental arches with the window openings repeated on the second floor minus the arches. Two storey projections extend to both north and south from each gable end. A date stone with the year 1928 situated above the front door seems plausible and is supported by the cartographic evidence.

The building is of moderate historic significance.

Plate 2. 343-355 Buxton Road

18

Building 4 Red Hall Farm Bungalow; TG 624723 313830 A single storey dwelling of red brick in a Flemish bond with a dentil cornice at the eaves and gauged brick lintels. The hipped roof has been replaced in concrete tiles but retains a central chimney stack. An extension of unknown date lay to the south. Probably of late 19th- to early 20th-century date, the second edition Ordnance Survey mapping first depicts Red Hall Farm Bungalow in 1907.

The building can be classed as of moderate to low historical significance.

Plate 3. The Bungalow, Beeston Lane

19

Building 5 Red Hall Farm; TG 624860 313871; HER No 12258 Red brick in a Flemish bond with a slate roof flanked by crow stepped gables. The main house is of five bays with two over two sash windows set below square gauged brick lintels on both floors. A single storey porch at the centre of the southern elevation provides the main access to the building. Two additional wings project to the north separated from each other by a valley. The present Hall is probably of early 19th-century date but replaces Beeston Old Hall which purportedly dated to 1610 (NHER 12258). Its associated farm buildings immediately to the north-east are also of red brick and survive in number from at least the early 19th century including a large threshing barn to the north (estate map).

In combination with its parkland and associated buildings the house is of high historic significance.

Plate 4. Red Hall Farm, Beeston Lane

Plate 5. Red Hall Farm, outbuildings

20

Building 6 Red Hall Farm Cottages; TG 625073 313791 Two semi-detached red brick cottages in Flemish bond of two storeys under a slate gabled roof and central chimney stack. Square gauged brick lintels are used across the southern and eastern elevations for both doors and casement windows but segmental arches are used on the less visible eastern and northern elevation.

Flat roof single storey extensions have been appended to the north.

The building dates to between the late 19th century and 1905 and has retained certain vernacular features. It is considered to be of low historic significance.

Plate 6. Red Hall Farm Cottages, Beeston Lane

21

Building 7 Red Hall New Cottages; TG 625114 314005 Two semi detached red brick cottages in a stretcher bond both with gable wall entry. The roof is in concrete tiles with a shallow T intersection gabled projection from the centre of the main eastern elevation. The cottages share a central chimney stack. The present building dates to the first half of the 20th century but it appears to replace an earlier dwelling that was present at the compilation of the tithe map in 1842.

It is of moderate historic significance.

Plate 7. Red Hall New Cottages, North Walsham Road

22

Building 8 The Lodge; TG 625468 313765 A one and a half storey red brick structure in a Flemish bond with a centrally placed front door flanked by casement windows all beneath segmental arched lintels. The roof is hipped and of red plain tiles with a central chimney stack and continuous bank of shed dormer casement windows. The buildings upper half storey is tile clad and a 20th-century addition of two full storeys has been constructed to the east. The earliest parts of the house date from the very late 19th century or early 20th century.

It can be classed as of moderate historic significance.

Plate 8. The Lodge, Beeston Lane

23

Building 9 Beeston Hall; TG 625611 313880; Grade II LB 228069; NHER 8174 A large red brick structure of two and a half storeys beneath a hipped slate roof.

Plat bands divide the main southern elevation with a scroll pediment above the central front door and vertical sash windows on each floor. There appears to be a decorative dentil cornice beneath the eaves. An additional two storey projection to the east may be contemporary and leads on to several further outbuildings not visible from the road.

The present building is of late 19th-century date but the curving walls (Grade II LB 228069) to the south with their classical blind arcading that frame the house relate to the previous 18th-century New Hall, a house on the same site of which the present structure is apparently a replica. New Hall was demolished in the mid 19th century and is believed to have replaced a 17th-century dwelling (NHER 8174).

Both the hall and its curving walls can be classed as of high historical significance

Plate 9. Beeston Hall

24

Plate 10. Beeston Hall garden walls, Beeston Lane

Building 10 The Bungalow; TG 625707 313864 Trees screen this building from public view but it appears to be of a single storey and built in red brick. It may be the same building as that visible upon the tithe map for the area which predates the present Beeston St Andrew Hall, but this could not be confirmed within the scope of the present survey and its historic significance could not be assessed without more detailed investigation.

25

Building 11 Park Farm House; TG 625821 313956 Of two storeys, the farm house is red brick in a Flemish bond with brick cambered arches over ground floor casement windows. A central single storey porch covers the main entry. The roof is of red pan tiles flanked at either gable by chimney stacks. Tumble in detailing has been used at the gables and a single storey extension to the north is roofed over by a continuation of the main roof as a catslide. Further extensions at right angles to the main house project under gable roofs to the north from the north-western corner with additional attached outbuildings to the north-west. The house may well date to the early 19th century, as do several of the red brick agricultural structures located to the south formed around two distinct yards which largely hide the main farmhouse from view.

The farmhouse can be classed as of moderate significance.

Plate 11. Park Farm House, Beeston Lane

26

Plate 12. Park Farm, outbuildings

27

Building 12 Park Farm Cottages; TG 625908 313877 Two semi-detached two storey narrow fronted red brick cottages in a Flemish bond with opposing entries at either end of the main northern elevation. The brick window and door arches are segmental in design and reminiscent of some of the earlier cottages in the surrounding area but otherwise there is little architectural embellishment. Concrete roof tiles now cover the gabled roof with a central shared chimney stack rising from the ridge line. Rectangular flat roofed extensions project from each gable wall to the east and west but may be later additions. A brick inscription at the centre of the main façade reads ‘C M’ and indicates a date of construction as 1905 which agrees with the cartographic evidence.

The cottages’ historic significance can be classed as moderate.

Plate 13. Park Farm Cottages, Beeston Lane

28

Building 13 St Andrews Church; TG 625926 313890 A small rectangular building of corrugated iron marked on the present day Ordnance Survey map as St Andrews Church. Presumably this represents an example of a simple pre fabricated church erected at some point in the late 19th or early 20th century in place of the lost medieval church of St Andrews located somewhere further to the north. Access to the building was limited and nothing could be seen of the interior however the structure appears to be in a poor state of repair and its present use is unknown.

The buildingâ&#x20AC;&#x2122;s historic significance could not be fully assessed without further investigation, however from the information available it may be classed as moderate.

Plate 14. St Andrewâ&#x20AC;&#x2122;s Church, Beeston Lane

29

Building 14 Manor Farm Cottages; TG: 625999 313932 Two semi-detached two-storey red brick cottages in a Flemish bond with entry via the gable end walls. The side-hung casement windows and each of the doorways has a brick cambered arch above with the exception of a central pointed arch window on the northern elevation’s ground floor and a second above it housed within a wall dormer. The roof is of concrete tiles with a central chimney stack rising from the ridge line. An inscription plaque in terracotta at the centre of the northern elevation gives the initials ‘HSNM’ and the date of ‘1893’ which is plausible for construction. The 'NM' may refer to Nathaniel Micklethwait who owned the hall in the late 19th century.

The cottages’ historic value can be classed as moderate.

Plate 15. Manor Farm Cottages, Beeston Lane

Building 15 North Park Cottage; TG 625646 314235 This building was not viewed as a part of the survey being located to the north of Park Farm at the end of a private driveway and therefore no assessment could be undertaken upon its historic significance, however based upon cartographic evidence it must date from the late 19th or early 20th century.

30

Building 16 and Building 17 Oak Lodge and Bramley Cottage; TG 626325 313846 Both buildings were shrouded from the road and so only limited information could be gained as to their style and construction.

Bramley Cottage, the southernmost of the two was aligned east-west with extensions to the north and west. The main elevation appeared to be to the south.

The walls were rendered and the roof covering of red pan-tiles.

Oak Lodge immediately to the north was aligned north to south along side the road and was a brick cottage of a storey and a half painted white with a pan tile roof and three dormer windows to the east. A hipped extension lay to the south with a gabled addition to the north, while further extensions from the south-western corner were not seen.

Oak Lodge may possibly appear on the Ordnance Survey 2nd Edition map of 1905 Both buildings have only limited historic significance.

Plate 16. Bramley Cottage, Beeston Lane

31

Building 18 Sprowston Lodge; TG 626442 313460 Not visible from the road but the 1st Edition Ordnance Survey map suggests at least some of the present buildings date to the 1880s or earlier. According to Whiteâ&#x20AC;&#x2122;s Directory (of Norfolk) the building is of gault brick.

Its historic significance can not be determined without further investigation.

Building 19 1-2 Wroxham Road; TG 626135 313111 Two red brick detached cottages in a Flemish bond with entry porches either end of the principle northern elevation. The window heads are of segmental arch design with white brick dressings and the corners are also of white brick to continue the polychromatic theme while the gable roof has been replaced with concrete tiles. A sympathetic two storey extension has been added to the north in the late 20th century. The structure appears on the 1st Edition Ordnance Survey map of the area published in the early 1880s supporting the construction date of 1872 indicated by the brick inserts on the northern elevation.

The historic significance of the cottages is limited.

Plate 17. 1-2 Wroxham Road

32

Building 20 Park Cottages, 35- 37 Wroxham Road; TG 626147 313074 Only partially visible from the road it was nevertheless possible to ascertain that the building is of a central north-west to south-east aligned range flanked by a cross wing and chimney stack at either end. The roof appeared to be of red plain tiles and a central dormer window stood to the middle of the south-western elevation. At least a portion of this elevation had a concrete render but the remainder of the house was hidden from view. Lettering on the south-western gable of the northern wing gave the initials ‘AEG’ followed beneath by the date of construction ‘1905’. The last two initials may refer to Eustace Gurney who resided at Sprowston Hall at this time.

The cottage’s historic value can be classed as moderate.

Plate 18. Park Cottages, 35-37 Wroxham Road

33

Building 21 3 Wroxham Road; TG 626113 313080 Visible from the road was a two storey gothic-style red brick cottage in a Flemish bond on a T-section plan. The principle elevation could not be seen although it may have been to the west while a chimney stack rose from the ridge at the centre of the main eastern range. A date stone on the northern elevation indicated a date of construction as 1877 which is supported by the cartographic evidence.

The cottageâ&#x20AC;&#x2122;s historic value can be classed as fairly low.

Plate 19. 3 Wroxham Road

Building 22 Sprowston Hall; TG 626025 312640 A large red brick building of up-to three storeys constructed in the later 19th century (with additions in the 20th century) on the site of the earlier 16th-century hall. It presently serves as a hotel with its grounds converted into a golf course.

Although in combination with its setting it might be viewed as historically significant it is well beyond the study area with tree cover to the west screening it from the road.

34

Building 23 299-309 Wroxham Road; TG 625474 312500 A row of houses of varying styles constructed from the 1930s onwards to the west of Wroxham Road and of low historic interest.

Building 24 Modern Housing Estate; TG 624953 312256 A housing estate situated at the eastern end of Old Catton and largely constructed between the 1960s and 1990s. At its south-western corner on what is now Church Green two buildings survive from at least the late 19th century, the remnants of Church Farm which stood on the site prior to its development.

The estate is of low historic significance.

35

Building 25 St Mary and St Margaretâ&#x20AC;&#x2122;s Church; TG 624949 312528; Grade I listed, LBN 228129; NHER 8138 Located at the northern edge of present day Sprowston within an enclosed churchyard (the wall around the churchyard is Grade II listed) to the east of Church Lane. The nave and chancel are of flint with limestone dressings as are the full-length northern aisle and nave-length southern aisles, although both make use of some red brick. Both nave and chancel carry a clerestory stage making the walls particularly lofty and the lead roof of a shallow pitch. The three stage square western tower is of red brick with a crenellated parapet and was added in the 18th century to replace an earlier round tower of which the arch from the nave remains.

Much of the present church dates to the 14th century but with major alterations in the 15th, 18th and 19th centuries.

As a Grade I listed structure, the church of SS Mary and Margaret falls within the top 2.5% of the nationally protected buildings in England. It is therefore deemed to be of exceptional interest and both its setting and heritage value must be rated as high.

Plate 20. St Mary and St Margaretâ&#x20AC;&#x2122;s Church (11)

36

Building 26 Oak Lodge Farm house; TG 624537 312732; Grade II listed LBN: 228131; NHER 46105 The farm house was not easily seen from the road and so the list description is replicated below. â&#x20AC;&#x2DC;Farm house, C18, with major early C19 extension to west. Earlier house of brick and flint, extension of gault brick with slate roof. 'L'-shaped plan of 2 storeys. C19 wing faces west. 3 bays with central part glazed door and semi-circular portico with fluted Doric columns and plain entablature. Ground floor windows, C20 in original openings with blind boxes, set in shallow recess with semi-circular heads first floor windows sashes, with glazing bars and flat gauged brick arches. Hipped roof, external stacks.â&#x20AC;&#x2122; The farmhouse and the majority of the out buildings survive in their present form from at least the first half of the 19th century although several of the outbuildings are now in a poor state of repair.

Oak Lodge is a Grade II listed building and therefore gains statutory legal protection. It must be classed as having a high level of heritage significance.

Plate 21. Oak Lodge, North Walsham Road

37

Plate 22. Oak Lodge outbuildings, North Walsham Road

Oak Lodge Bungalow is located immediately to the east of Oak Lodge farm house.

It too could not be seen from the road however a building existed on the same location in the 1880s and part of the present structure may conceivably date back to this time.

38

Building 27 Oak Lodge Cottages; TG 624673 313017 A modest brick cottage of two storeys in a Flemish bond with segmental arched openings and a gabled red pan tile roof. Chimney stacks rise to either end of the main range while extensions have been built to the north, south and east.

Although the western elevation had received a thick coating of masonry paint there was evidence of alterations in the form of at least one blocked opening and the building may well have been constructed as multiple dwellings. A structure of similar plan form appears upon the 1843 tithe map for the area and this is probably the same building as stands today (NRO DN/TA 768).

The building retains some elements of the vernacular tradition and is considered to be of low historic significance.

Plate 24. Oak Lodge Cottages, North Walsham Road

39

Building 28 Housing Estate; TG 623980 312853 The homes on Longe Road at the centre of the existing estate were constructed during the 1930s and represent the earliest of the buildings constructed to the north of the modern day Proctor Road. The housing estate was considerably expanded during the 1970s to encompass the land to the south of White Woman Lane before expansion again to the north of this road in the 1980s resulted in its present size.

The estate is of low historic significance.

Building 29 Housing Estate, Old Catton; TG 623466 313110 To the north of Lodge Lane, this portion of Old Catton was built up between the early 1970s and mid 1980s and lies at the edge of the study area. It is of little historic interest apart from the surviving Catton Old Hall (NHER 8156), a Grade II listed house of 17th-century date lying at the estate’s southern edge and some way beyond the study area.

Building 30 The Cottages, St Faith’s Road; TG 623121 313369 A row of six narrow fronted brick terraced cottages aligned alongside Saint Faith’s Road, two storeys in height and with a shallow pitch gable roof covered with red pan tiles. The window heads display segmental brick arches while two brick chimneys rise from the ridge line serving the middle four cottages. The use of Flemish bond and the cartographic evidence indicate a date of late 19th to early 20th century. They certainly existed by 1905.

Although significantly modernised, the cottages display some vernacular characteristics and are considered to be of low historic significance.

Plate 23. The Cottages, St Faith’s Road

40

Building 31 Spixworth House, Buxton Road; TG 623939 313492 This structure was set back approximately 40 metres from the road and shrouded from view by trees. It first appears in the mid 1940s on aerial photographs of the area and is of no evident historic significance.

Building 32 Silver Birches, Buxton Road; TG 623760 313516 This building was set well back from the road and hidden from view by several modern outbuildings. It does not appear upon any mapping for the area until the late 1980s and is of no evident historic significance.

Building 33 Moorsticks, Buxton Road; TG 623945 313604 Modern red brick house set back from the roadside. It was constructed between 1938 and 1957 and is of no evident historic significance.

Building 34 Homefield, Buxton Road; TG 623870 313598 Modern house hidden from view by a tall hedge line and set back 30m from the road. It was constructed between 1938 and 1957 and is of no evident historic significance.

Building 35 Maybank, Buxton Road; TG 623897 313626 Modern house built on land to the north of Homefield. It is set back slightly from the road and shrouded from view by the dense hedge line. It has no evident historic value.

Building 36 318-340 Buxton Road; TG 623970 313959 A row of single storey dwellings of various design aligned alongside Buxton Road.

The map evidence suggests they these buildings were constructed between 1938 and 1958 and are of low historic interest.

41

Beyond Green Developments North Sprowston & Old Catton

Appendix 8.1: Baseline 2012 AADT and AAWT

ES Volume 2: Technical Appendices

Period 0000 0100 0200 0300 0400 0500 0600 0700 0800 0900 1000 1100 1200 1300 1400 1500 1600 1700 1800 1900 2000 2100 2200 2300 24 hr

LINK

Period 0000 0100 0200 0300 0400 0500 0600 0700 0800 0900 1000 1100 1200 1300 1400 1500 1600 1700 1800 1900 2000 2100 2200 2300 24 hr

LINK

2

3

2012 Baseline AAWT

4

5

6

7

8

9

10

11

12

13

14

15

16

17

18

19

20

21

1

2

3

2012 Baseline AADT

4

5

6

7

8

9

10

11

12

13

14

15

16

17

18

19

20

21

Page 1 of 1

North Walsham Road Wroxham Road – Mile Cross Lane – Chartwell Road – Chartwell Road – St Faith’s Road – Constitution Hill – Wroxham Road – Barkers Lane – West White Woman Lane Blue Boar Lane – Country Park Access Spixworth Road – East of Partridge East of Swinbourne East of Constitution Mousehold Lane – St Faith’s Road – Buxton Road – North – North of Beeston North of Access to North of Miles Cross South of Parkland North of Porter’s of Cozens-Hardy – West of Longe Lodge Lane – West Fifers Lane – West of Church Street – East George Hill – East of South of Wroxham Road – South of North of Chartwell Falcon Road – North Way Close Hill South of Alford Grove North of Cemetery of Beeston Lane Lane Country Park Lane Road Loke Road Road of the Paddocks St Faith’s Road of St Faith’s Road Beeches Close Road Wroxham Road Road of Martin Close 137 166 173 181 1 25 69 50 100 109 109 40 25 22 90 21 28 63 6 9 10 88 110 99 95 1 12 40 29 63 65 59 18 11 8 57 12 13 30 5 10 7 77 93 68 70 1 9 26 22 42 45 41 10 8 5 35 6 9 19 2 6 3 86 106 71 59 1 9 27 21 46 43 45 8 6 5 42 9 6 20 3 8 4 116 153 124 108 0 15 39 30 77 54 53 16 11 5 70 9 6 27 1 8 6 282 408 418 345 1 44 104 93 273 132 148 53 39 30 260 44 28 100 9 33 14 575 793 797 591 8 127 278 262 529 369 368 143 104 91 513 118 68 228 20 84 38 1192 1597 1640 1245 18 453 702 716 1008 817 866 483 321 251 1020 251 183 695 62 257 112 1393 1830 1965 1654 31 549 723 808 1173 962 1094 665 507 450 1217 295 265 1015 87 364 231 1291 1644 1837 1609 27 395 682 687 1150 975 1089 580 395 352 1178 290 239 1025 89 204 133 1267 1576 1883 1732 29 377 687 787 1092 988 1170 610 419 347 1126 287 241 1162 78 144 145 1359 1646 1989 1915 29 418 702 842 1125 1063 1226 632 460 392 1194 325 281 1261 74 140 152 1375 1690 2065 2048 32 411 720 865 1153 1041 1280 633 460 382 1244 325 264 1327 85 151 157 1420 1739 2055 1945 33 393 712 860 1119 1031 1268 623 460 360 1306 313 249 1289 83 147 143 1451 1744 2048 1866 34 407 724 873 1169 1047 1273 652 453 371 1347 338 285 1299 77 136 145 1469 1840 2164 1941 46 465 769 885 1224 1137 1373 701 522 495 1414 392 341 1323 90 157 218 1564 1954 2266 2036 54 558 909 979 1296 1237 1362 786 575 456 1541 423 400 1385 101 156 193 1548 1918 2171 1933 47 597 930 932 1199 1178 1335 814 598 489 1416 429 435 1432 98 177 199 1284 1528 1746 1505 30 388 665 604 1086 1055 1139 565 400 354 1091 272 305 1033 89 145 149 992 1172 1318 1135 14 267 454 400 764 772 850 394 292 271 793 194 219 732 67 116 127 682 811 904 788 11 170 299 270 496 542 586 261 173 155 497 128 139 496 49 69 78 539 691 767 629 11 139 273 230 419 450 473 205 127 118 416 97 130 372 34 48 62 442 512 585 491 5 99 208 185 339 344 361 141 96 72 345 67 91 260 30 37 42 262 323 332 319 21 58 113 95 181 211 214 76 47 46 181 37 57 129 15 25 25 20892 26043 29485 26240 486 6384 10856 11526 17122 15666 17782 9111 6507 5528 18392 4681 4281 16721 1252 2631 2392

AADT

North Walsham Road Wroxham Road – Mile Cross Lane – Chartwell Road – Chartwell Road – St Faith’s Road – Constitution Hill – Wroxham Road – Barkers Lane – West White Woman Lane Blue Boar Lane – Country Park Access Spixworth Road – of Cozens-Hardy – West of Longe Lodge Lane – West Fifers Lane – West of Church Street – East George Hill – East of South of Wroxham Road – South of North of Chartwell Falcon Road – North East of Partridge East of Swinbourne East of Constitution Mousehold Lane – St Faith’s Road – Buxton Road – North – North of Beeston North of Access to North of Miles Cross South of Parkland North of Porter’s Wroxham Road Road of Martin Close Way Close Hill South of Alford Grove North of Cemetery of Beeston Lane Country Park Lane Road Loke Road Road of the Paddocks St Faith’s Road of St Faith’s Road Beeches Close Road Lane 105 117 124 113 1 17 45 37 66 70 72 28 17 14 54 11 17 51 1 7 7 54 66 70 59 0 6 24 16 40 35 33 14 6 3 37 7 6 25 1 4 3 46 52 51 50 0 6 18 17 27 28 25 7 4 2 22 3 4 17 0 4 2 60 71 66 54 1 7 24 19 40 34 38 7 6 4 39 9 3 18 2 7 5 102 138 132 120 0 15 39 34 84 48 54 15 11 5 76 10 5 27 1 7 5 324 477 502 456 1 51 121 110 333 154 170 64 47 40 306 53 34 117 10 40 17 719 994 981 799 10 157 341 330 653 454 449 176 127 114 617 150 85 278 21 105 49 1548 2081 2070 1792 22 589 900 921 1296 1035 1131 618 418 326 1273 324 233 858 68 337 139 1780 2338 2374 2224 37 665 838 981 1427 1127 1348 815 628 564 1450 351 324 1198 90 462 298 1555 1963 1978 1830 28 419 698 708 1260 1021 1151 607 415 380 1273 314 252 1067 92 232 139 1446 1772 1828 1712 28 349 643 774 1067 924 1112 579 394 327 1088 276 226 1077 72 143 138 1505 1807 1865 1756 25 376 646 802 1087 974 1143 576 415 360 1127 309 250 1164 63 127 145 1501 1854 1936 1865 29 368 648 814 1125 959 1174 575 414 362 1186 308 245 1223 84 123 158 1582 1960 2003 1926 32 373 664 837 1101 996 1213 591 444 353 1329 314 249 1209 78 138 140 1639 1977 2094 1978 35 407 716 872 1230 1063 1290 648 460 379 1424 358 301 1266 76 134 150 1669 2117 2218 2050 50 474 774 897 1286 1173 1425 730 544 534 1501 431 370 1317 88 162 244 1813 2276 2373 2228 59 597 935 1031 1367 1269 1412 840 617 483 1661 468 435 1464 98 160 207 1824 2269 2382 2312 54 686 1041 1041 1303 1261 1459 922 681 548 1574 490 500 1610 103 195 223 1515 1788 1901 1769 34 430 728 654 1182 1129 1249 611 442 390 1188 300 339 1135 97 153 157 1149 1345 1412 1290 14 281 482 421 808 806 913 423 310 288 842 207 237 805 73 117 139 774 921 965 866 12 178 318 282 511 566 637 283 184 155 517 139 147 554 49 70 81 604 780 834 706 11 146 300 246 447 485 517 227 137 126 444 104 137 415 38 49 65 507 569 623 539 6 106 219 196 368 356 386 147 102 71 379 70 98 286 31 35 41 272 335 331 322 27 56 107 91 177 209 214 70 45 46 177 35 57 136 14 24 25 24093 30066 31113 28817 518 6761 11271 12130 18286 16175 18616 9573 6868 5871 19587 5042 4555 17320 1251 2835 2576

1

AAWT

NORTH SPROWSTON OLD CATTON ENVIRONMENTAL STATEMENT APPENDIX 8.3: 2012 BASELINE

Beyond Green Developments North Sprowston & Old Catton

Appendix 8.2: 2012 Baseline Junction Modelling

ES Volume 2: Technical Appendices

NORTH SPROWSTON OLD CATTON ENVIRONMENTAL STATEMENT APPENDIX 8.3: 2012 BASELINE JUNCTION MODELLING Existing

Approach Salhouse Road/Gurney Road/Mousehold Lane Salhouse Rd Ahead/ RT Salhouse Rd LT Mousehold Lane LT/ Ahead Mousehold Lane RT Heartsease Lane Ahead/ LT Heartsease Lane RT Gurney Rd North Walsham Rd/ Bakers Lane N Walsham Rd (S) Ahead N Walsham Rd (S) RT N Walsham Rd (N) Ahead/LT Barkers Lane LT/RT North Walsham Rd/ White Woman Lane N Walsham Rd (S) LT N Walsham Rd (S) Ahead N Walsham Rd (N) RT N Walsham Rd (N) Ahead White Woman Lane Spixworth Rd/White Woman Lane Spixworth Rd (S) Spixworth Rd (N) Lodge Lane LT/Ahead Lodge Lane RT White Woman Lane RT White Woman Lane LT/Ahead North Walsham Rd/George Hill North Walsham Rd (S) North Walsham Rd (N) School Lane George Hill St Faith's Rd/ Mile Cross Lane St Faith's Rd RT St Faith's Rd LT/Ahead Mile Cross Lane (E) RT Mile Cross Lane (E) LT/Ahead Catton Grove Rd Mile Cross Lane (W) LT/ Ahead Mile Cross Lane (W) RT

Link

AM Mean Max Degree of Queue Sat (%) (PCUs)

Flow (PCUs)

Total Delay Flow PCUHR (PCUs)

PM Mean Max Degree of Queue Sat (%) (PCUs)

Total Delay PCUHR

1_1 1_2 2_1 2_2 3_1 3_2 7_1

722 129 953 268 595 102 346

88.1 22.4 99.6 93.4 57.4 36.4 89.9

26.9 3.3 46.3 13.6 17.9 3.3 15.1

12.7 1.2 26.3 8.5 6.9 1.6 8.3

466 92 944 184 631 74 573

78.5 23.9 96.5 94.5 59.4 38.9 97

16.9 2.7 40.5 10.8 19.1 2.6 27.4

8.2 1.2 20.5 7.4 7.4 1.4 15

1_1 1_2 2_1 3_1

288 67 1049 376

33.3 42 59.5 75.3

5 2 20.3 10.3

1.6 1.1 5.8 4.6

514 99 626 581

72.3 37 50.5 88.2

13.1 2.7 13.9 18

5 1.3 4.9 8

1_1 1_2 2_1 2_2 3_1

193 330 48 673 450

21.5 71.2 13.3 77.9 96.4

3.1 9.8 1.2 17.8 19.7

0.8 4.6 0.5 6.2 11.9

346 613 30 371 319

36.8 96.6 16.5 43.6 94

4.7 21.6 0.7 6.1 12.2

1.3 12.9 0.4 2 8.1

1_1 2_1 3_1 3_2 4_1 4_2

196 625 190 214 90 199

29.6 94 80.2 90.8 35.1 88.4

4.3 24.6 7.5 10.2 2.8 9.1

1.6 11.8 4.4 6.5 1.4 5.7

522 327 166 71 155 172

81.5 54 71.8 30.1 60.5 76.4

16.8 8 6.1 2.2 5.2 6.6

6.6 3 3.4 1.1 2.7 3.7

1_1 2_1 3_1 4_1

420 747 64 216

38.6 67 42.7 65.2

6.5 14.4 1.9 6.1

1.7 4 1.1 3.1

818 408 60 291

76.5 38.4 41.4 77.2

18.9 6.7 1.9 9

5.6 1.8 1.1 4.6

1_1 1_2 2_1 2_2 3_1 4_1 4_2

108 644 420 1097 235 814 41

30.7 95.1 87 68.9 66.4 79.6 21.2

2.7 27.6 16.4 31 6.7 27.2 1.4

1.2 13.6 8 9.8 3.3 11.3 0.7

94 627 320 806 353 973 48

36.6 98.5 77.4 47.6 88.1 76.9 25.2

2.5 31.4 11.8 19.7 12.9 31.4 1.7

1.3 17.4 5.6 5.8 7 11.8 0.8

Existing

Approach Reepham Rd/Aylsham Rd/ Cromer Rd/A1042 Boundary Rd EB LT Boundary Rd EB Ahead Aylsham Rd Ahead/ LT Aylsham Rd RT Mile Cross Ln Ahead/ LT Mile Cross Ln RT Cromer Rd Ahead/ LT Cromer Rd RT Reepham Rd NB Reepham Rd SB Internal EB LT Internal EB RT Cromer Rd SB (entry)

Link 31141 31140 31131 31130 31121 31120 31111 31110 32220 32210 32310 32120 32110

AM Mean Max Degree of Queue Sat (%) (PCUs)

Flow (PCUs) 422 632 545 67 771 360 936 428 931 336 907 371 941

83 65 84 24 45 89 82 47 67 64 28 15 81

Page 1 of 2

Delay (sec/PCU) 15 19 19 2 17 15 18 4 11 10 0 2 30

59 44 63 53 24 80 21 13 13 45 1 5 46

Flow (PCUs) 416 702 803 59 669 386 673 436 956 254 936 273 836

PM Mean Max Degree of Queue Sat (%) (PCUs) 87 77 88 14 39 88 84 69 67 63 29 10 89

Delay (sec/PCU) 15 22 28 2 14 15 13 13 12 8 0 1 29

67 49 58 43 23 71 18 30 12 52 1 3 58

NORTH SPROWSTON OLD CATTON ENVIRONMENTAL STATEMENT APPENDIX 8.3: 2012 BASELINE JUNCTION MODELLING Existing

AM

Approach Blue Boar Wrohxam Road (N) Committed Development Access Blue Boar Wrohxam Road (S) North Walsham/A1042 A1042 (E) Constitution Hill (S) A1042 (W) Constitution Hill (N) St Faith's Road/Lodge Lane Lodge Lane St Faith's Road (S) Repton Avenue St Faith's Road (N) Wrohxam Road/A1042 Mousehold Lane South (A1042) Sprowston Road Chartwell Road (A1042) Wrohxam Road Wrohxam Road/Park & Ride Site Wrohxam Road (N) Development Arm Wrohxam Road (S) Park & Ride Buxton Road/Beeston Lane Beeston Ln to Buxton Rd(N)/Buxton Rd (S) Buxton Rd (S) to Beeston Ln/Buxton Rd (N) Buxton Rd (S) to Buxton Road (N) Buxton Rd (N) to Buxton Rd Buxton Road (N) to Buxton Road (S) Fifers Lane/St Faith's Road St Faith's Rd (N) to Fifers Lane/St Faith's Rd (S) St Faith's Rd (S) to Fifer's Lane/St Faith's Rd (N) Fifers Lane to St Faith's Lane (N) Fifers Lane to St Faith's Lane (S) North Walsham Rd/Beeston Road Beeston Lane (E) to All other arms North Walsham (N) to all other arms North Walsham (N) to Beeston Lane North Walsham (N) to North Walsham (S) Beeston Lane (W) to All other Arms N Walsham (S) to All other arms N Walsham (S) to Beeston Lane (W) N Walsham (S) to N Walsham (N) The Paddocks/Spixworth Road The Paddocks to Spixworth Rd (S)/Spixworth Rd (N) Spixworth Rd (N) to Spixworth Rd (S)/The Paddocks Spixworth Rd (N) to Spixworth Rd (S) Spixworth Rd (S) to The Paddocks Spixworth Rd (S) to Spixworth Rd (N) Wroxham Road/Church Lane Church Lane to Wroxham Rd (N) Church Lane to Wroxham Rd (S) Wroxham Road (N) to Wroxham Rd (S) Wroxham Rd (N) to Church Lane Wroxham Rd (S) to Church Lane Wroxham Rd (S) to Wroxham Rd (N) George Hill/Spixworth Road George Hill to all other arms Spixworth Rd (S) to Spixworth Rd (N) Spixworth Rd (S) to George Hill Spixworth Rd (N) to Geoge Hill Spixworth Rd (N)

Link

PM Delay (Veh.Min / Demand Time (Veh / Segment) Min)

Demand / End Capacity Queue (RFC) (Veh)

Demand (Veh / Min)

Demand / Capacity (RFC)

Delay (Veh.Min / Time Segment)

End Queue (Veh)

A B C D

11.08 0.15 8.31 15.67

0.382 0.012 0.438 0.531

0.6 0 0.8 1.1

9.2 0.2 11.6 16.9

11.82 0.02 15.14 14.96

0.404 0.002 0.796 0.521

0.7 0 3.7 1.1

10.1 0 55.4 16.2

A B C D

20.55 5 24.38 13.03

1.134 0.47 1.008 0.812

220.5 0.9 56.2 4.2

3034.3 13.3 799.3 62.7

20.82 7.78 20.27 8.53

0.828 0.688 0.932 0.433

4.7 2.2 12.4 0.8

70.8 32.6 184.1 11.4

A B C D

4.39 4.28 1.58 0.42

0.41 0.392 0.17 0.048

0.7 0.6 0.2 0.1

10.3 9.5 3 0.8

2.46 6.09 0.83 0.13

0.225 0.55 0.096 0.015

0.3 1.2 0.1 0

4.3 18 1.6 0.2

A B C D

18.7 10.81 24.52 14.2

0.896 0.647 0.949 0.936

7.5 1.8 13.5 10.1

106.7 26.5 188.3 137.6

21.76 15.16 21.73 10.75

0.875 0.953 0.909 0.595

6.5 12.3 8.5 1.4

94.3 166.5 121.1 21.4

A B C D

12 0 9.16 0.28

0.499 0 0.397 0.013

1 0 0.7 0

14.8 0 9.8 0.2

10.02 0 10 2.88

0.431 0 0.419 0.143

0.8 0 0.7 0.2

11.3 0 10.7 2.5

B-AC C-AB C-A A-B A-C

0.2 0 3.32 0.04 10.24

0.002 0 0 0 Free Flow Conditions Free Flow Conditions Free Flow Conditions

0 0

0.06 0.3 7.53 0 4.79

0.007 0.1 0.002 0 Free Flow Conditions Free Flow Conditions Free Flow Conditions

0.1 0

B-AC C-AB A-B A-C

4.99 1.3 3.01 10.33

0.934 6.19 106.2 0.162 0.19 2.9 Free Flow Conditions Free Flow Conditions

2.62 4 9.62 12.35

0.622 1.49 0.673 2.28 Free Flow Conditions Free Flow Conditions

19.6 31.6

0.04 0.15 0.02 6.39 0.13 0.05 0 12.5

0.005 0 0.012 0.01 Free Flow Conditions Free Flow Conditions 0.019 0.02 0.003 0 Free Flow Conditions Free Flow Conditions

0.1 0.2

B-ACD A-BCD A-B A-C D-ABC C-ABD C-D C-A

0.01 0 0 9.57 0.04 0 0.04 5.24

0.002 0 0 0 Free Flow Conditions Free Flow Conditions 0.005 0 0 0 Free Flow Conditions Free Flow Conditions

B-AC C-AB C-A A-B A-C

1.21 1.53 8.82 0.53 2.95

0.167 0.2 0.1 0.21 Free Flow Conditions Free Flow Conditions Free Flow Conditions

3 3.2

2.72 1.37 3.98 1.91 6.57

0.358 0.55 0.124 0.24 Free Flow Conditions Free Flow Conditions Free Flow Conditions

8.2 3.7

B-C B-A C-A C-B A-B A-C

8.72 0.77 9.58 4.55 1.03 7.4

0.987 13.77 178.1 0.877 3.18 42.4 Free Flow Conditions 0.435 0.76 11.4 Free Flow Conditions Free Flow Conditions

6.29 0.39 10.39 8.66 2.4 9.56

0.757 2.92 0.318 0.43 Free Flow Conditions 0.874 5.91 Free Flow Conditions Free Flow Conditions

42.6 6.3

B-AC C-A C-B A-B A-C

2.24 0.99 0.31 3.41 12.2

0.375 0.59 Free Flow Conditions 0.048 0.05 Free Flow Conditions Free Flow Conditions

4.11 4.51 1.38 5.12 2.59

0.59 1.4 Free Flow Conditions 0.166 0.2 Free Flow Conditions Free Flow Conditions

20.8

Page 2 of 2

0 0

0.1 0

8.8 0.8

0.3 0

84.7

3

Beyond Green Developments North Sprowston & Old Catton

Appendix 8.3: 2017 AADT and AAWT Future Baseline twoway flows

ES Volume 2: Technical Appendices

Period 0000 0100 0200 0300 0400 0500 0600 0700 0800 0900 1000 1100 1200 1300 1400 1500 1600 1700 1800 1900 2000 2100 2200 2300 24 hr

LINK

Period 0000 0100 0200 0300 0400 0500 0600 0700 0800 0900 1000 1100 1200 1300 1400 1500 1600 1700 1800 1900 2000 2100 2200 2300 24 hr

LINK

2

3

2017 Baseline AAWT

4

5

6

7

8

9

10

11

12

13

14

15

16

17

18

19

20

21

1

2

3

2017 Baseline AADT

4

5

6

7

8

9

10

11

12

13

14

15

16

17

18

19

20

21

Page 1 of 1

North Walsham Road Wroxham Road – Mile Cross Lane – Chartwell Road – Chartwell Road – St Faith’s Road – Constitution Hill – Wroxham Road – Barkers Lane – West White Woman Lane Blue Boar Lane – Country Park Access Spixworth Road – East of Partridge East of Swinbourne East of Constitution Mousehold Lane – St Faith’s Road – Buxton Road – North – North of Beeston North of Access to North of Miles Cross South of Parkland North of Porter’s of Cozens-Hardy – West of Longe Lodge Lane – West Fifers Lane – West of Church Street – East George Hill – East of South of Wroxham Road – South of North of Chartwell Falcon Road – North Way Close Hill South of Alford Grove North of Cemetery of Beeston Lane Lane Country Park Lane Road Loke Road Road of the Paddocks St Faith’s Road of St Faith’s Road Beeches Close Road Wroxham Road Road of Martin Close 139 169 177 184 1 25 69 52 100 109 115 41 25 22 90 21 28 66 6 9 10 90 112 101 96 1 12 40 30 64 65 62 18 11 8 57 12 13 31 5 10 7 78 95 69 72 1 9 26 22 42 45 43 10 8 5 35 6 9 19 2 6 3 87 108 73 60 1 9 27 22 46 44 47 9 6 5 42 9 6 21 3 8 4 118 156 127 110 0 15 39 31 77 54 55 16 11 5 70 9 6 28 1 8 6 287 416 425 352 1 44 104 96 274 133 155 54 39 30 260 44 28 104 9 33 15 585 808 812 601 8 127 278 270 531 371 385 146 104 91 513 118 68 236 20 84 40 1212 1627 1671 1267 18 453 702 739 1010 821 907 491 321 251 1021 251 183 721 62 257 116 1416 1865 2002 1684 31 549 723 833 1176 967 1145 675 507 450 1218 295 265 1053 87 364 240 1313 1675 1872 1638 27 395 682 709 1153 980 1140 589 395 352 1178 290 239 1063 89 204 138 1289 1606 1918 1763 29 377 687 811 1095 993 1224 620 419 347 1127 287 241 1206 78 144 151 1382 1676 2026 1949 29 418 702 869 1128 1069 1283 642 460 392 1195 325 281 1308 74 140 158 1398 1722 2105 2085 32 411 720 893 1156 1046 1340 644 460 382 1245 325 264 1377 85 151 163 1444 1771 2093 1979 33 393 712 888 1122 1036 1327 633 460 360 1307 313 249 1337 83 147 149 1476 1776 2087 1899 34 407 724 900 1172 1052 1332 663 453 371 1348 338 285 1348 77 136 150 1494 1875 2204 1975 46 465 769 912 1227 1143 1437 713 522 495 1415 392 341 1373 90 157 226 1591 1991 2309 2072 54 558 909 1010 1300 1243 1425 799 575 456 1543 423 400 1437 101 156 200 1574 1954 2212 1967 47 597 930 961 1202 1184 1397 827 598 489 1417 429 435 1486 98 177 207 1305 1557 1779 1531 30 388 665 623 1089 1060 1192 574 400 354 1092 272 305 1072 89 145 155 1009 1193 1342 1156 14 267 454 413 766 776 889 401 292 271 794 194 219 760 67 116 132 693 826 921 802 11 170 299 279 497 545 613 266 173 155 498 128 139 514 49 69 81 548 704 782 640 11 139 273 237 420 452 495 208 127 118 416 97 130 385 34 48 64 450 521 596 499 5 99 208 191 339 346 377 143 96 72 345 67 91 270 30 37 44 266 329 339 325 21 58 113 98 181 212 224 77 47 46 181 37 57 134 15 25 26 21245 26530 30044 26706 486 6384 10856 11889 17165 15746 18610 9258 6507 5528 18406 4681 4281 17350 1252 2631 2483

AADT

North Walsham Road Wroxham Road – Mile Cross Lane – Chartwell Road – Chartwell Road – St Faith’s Road – Constitution Hill – Wroxham Road – Barkers Lane – West White Woman Lane Blue Boar Lane – Country Park Access Spixworth Road – of Cozens-Hardy – West of Longe Lodge Lane – West Fifers Lane – West of Church Street – East George Hill – East of South of Wroxham Road – South of North of Chartwell Falcon Road – North East of Partridge East of Swinbourne East of Constitution Mousehold Lane – St Faith’s Road – Buxton Road – North – North of Beeston North of Access to North of Miles Cross South of Parkland North of Porter’s Wroxham Road Road of Martin Close Way Close Hill South of Alford Grove North of Cemetery of Beeston Lane Country Park Lane Road Loke Road Road of the Paddocks St Faith’s Road of St Faith’s Road Beeches Close Road Lane 107 119 126 115 1 17 45 38 66 70 75 28 17 14 55 11 17 53 1 7 7 55 67 71 60 0 6 24 16 41 35 35 14 6 3 37 7 6 26 1 4 3 47 53 52 51 0 6 18 17 27 28 26 8 4 2 22 3 4 17 0 4 2 61 72 67 55 1 7 24 20 40 34 40 8 6 4 39 9 3 19 2 7 5 103 140 134 122 0 15 39 35 84 48 56 16 11 5 76 10 5 28 1 7 5 329 484 510 462 1 51 121 113 334 155 177 64 47 40 307 53 34 121 10 40 17 729 1009 997 810 10 157 341 339 654 456 468 179 127 114 618 150 85 288 21 105 50 1570 2114 2105 1818 22 589 900 946 1299 1040 1177 627 418 326 1274 324 233 888 68 337 143 1805 2375 2414 2255 37 665 838 1008 1430 1132 1402 826 628 564 1451 351 324 1239 90 462 308 1577 1993 2011 1855 28 419 698 728 1262 1026 1197 615 415 380 1274 314 252 1104 92 232 143 1467 1800 1858 1736 28 349 643 795 1069 928 1157 587 394 327 1089 276 226 1114 72 143 142 1526 1835 1896 1781 25 376 646 824 1090 978 1189 584 415 360 1128 309 250 1204 63 127 150 1522 1883 1968 1892 29 368 648 836 1128 964 1222 583 414 362 1187 308 245 1265 84 123 163 1604 1991 2037 1954 32 373 664 860 1104 1000 1262 600 444 353 1330 314 249 1250 78 138 145 1662 2008 2130 2006 35 407 716 896 1232 1068 1342 657 460 379 1425 358 301 1310 76 134 154 1692 2150 2256 2078 50 474 774 922 1288 1179 1483 740 544 534 1502 431 370 1361 88 162 252 1838 2311 2413 2260 59 597 935 1060 1370 1275 1469 852 617 483 1662 468 435 1514 98 160 214 1849 2304 2422 2345 54 686 1041 1070 1305 1267 1518 935 681 548 1575 490 500 1665 103 195 230 1537 1816 1933 1794 34 430 728 673 1185 1134 1299 620 442 390 1189 300 339 1174 97 153 162 1165 1366 1436 1308 14 281 482 433 810 809 950 429 310 288 842 207 237 833 73 117 143 785 935 981 878 12 178 318 290 512 569 663 287 184 155 517 139 147 573 49 70 84 613 793 848 716 11 146 300 253 448 487 538 230 137 126 445 104 137 429 38 49 67 514 578 634 546 6 106 219 202 369 357 402 150 102 71 380 70 98 296 31 35 42 276 340 336 327 27 56 107 93 177 210 223 71 45 46 177 35 57 141 14 24 26 24433 30537 31635 29224 518 6761 11271 12467 18326 16250 19369 9709 6868 5871 19601 5042 4555 17911 1251 2835 2657

1

AAWT

NORTH SPROWSTON OLD CATTON ENVIRONMENTAL STATEMENT APPENDIX 8.4: 2017 BASE AAWT AADT

Beyond Green Developments North Sprowston & Old Catton

Appendix 8.4: AAWT and AADT 2017 Base + Development Flows

ES Volume 2: Technical Appendices

Period 0000 0100 0200 0300 0400 0500 0600 0700 0800 0900 1000 1100 1200 1300 1400 1500 1600 1700 1800 1900 2000 2100 2200 2300 24 hr

LINK

Period 0000 0100 0200 0300 0400 0500 0600 0700 0800 0900 1000 1100 1200 1300 1400 1500 1600 1700 1800 1900 2000 2100 2200 2300 24 hr

LINK

2

3

2017 Base + DEV AAWT

4

5

6

7

8

9

10

11

12

13

14

15

16

17

18

19

20

21

1

2

3

2017 Base + DEV AADT

4

5

6

7

8

9

10

11

12

13

14

15

16

17

18

19

20

21

Page 1 of 1

North Walsham Road Wroxham Road – Mile Cross Lane – Chartwell Road – Chartwell Road – St Faith’s Road – Constitution Hill – Wroxham Road – Barkers Lane – West White Woman Lane Blue Boar Lane – Country Park Access Spixworth Road – East of Partridge East of Swinbourne East of Constitution Mousehold Lane – St Faith’s Road – Buxton Road – North – North of Beeston North of Access to North of Miles Cross South of Parkland North of Porter’s of Cozens-Hardy – West of Longe Lodge Lane – West Fifers Lane – West of Church Street – East George Hill – East of South of Wroxham Road – South of North of Chartwell Falcon Road – North Way Close Hill South of Alford Grove North of Cemetery of Beeston Lane Lane Country Park Lane Road Loke Road Road of the Paddocks St Faith’s Road of St Faith’s Road Beeches Close Road Wroxham Road Road of Martin Close 147 176 181 188 1 25 75 53 100 129 118 41 25 22 90 21 28 66 6 9 10 95 117 103 99 1 12 43 30 64 77 63 18 11 8 57 12 13 32 5 10 7 82 99 71 73 1 9 28 23 42 53 45 10 8 5 35 6 9 20 2 6 3 92 112 74 61 1 9 29 22 46 52 48 9 6 5 42 9 6 21 3 8 4 124 163 130 113 0 15 42 31 77 64 57 16 11 5 70 9 6 29 1 8 6 303 433 436 359 1 44 113 98 274 157 160 54 39 30 260 44 28 105 9 33 15 618 842 832 614 8 127 302 275 531 438 396 146 104 91 513 118 68 239 20 84 40 1280 1696 1711 1295 18 453 762 753 1010 971 933 491 321 251 1021 251 183 729 62 257 116 1496 1944 2050 1721 31 549 785 849 1176 1143 1178 675 507 450 1218 295 265 1065 87 364 240 1387 1746 1917 1674 27 395 741 722 1153 1158 1173 589 395 352 1178 290 239 1075 89 204 138 1361 1674 1964 1802 29 377 745 827 1095 1174 1260 620 419 347 1127 287 241 1219 78 144 151 1459 1748 2075 1992 29 418 762 885 1128 1263 1320 642 460 392 1195 325 281 1323 74 140 158 1477 1795 2155 2131 32 411 781 910 1156 1237 1379 644 460 382 1245 325 264 1392 85 151 163 1525 1847 2144 2023 33 393 773 904 1122 1225 1366 633 460 360 1307 313 249 1352 83 147 149 1558 1852 2137 1941 34 407 786 917 1172 1244 1371 663 453 371 1348 338 285 1363 77 136 150 1578 1954 2257 2019 46 465 834 930 1227 1351 1479 713 522 495 1415 392 341 1388 90 157 226 1680 2075 2365 2118 54 558 987 1029 1300 1470 1467 799 575 456 1543 423 400 1453 101 156 200 1663 2037 2265 2010 47 597 1009 979 1202 1400 1438 827 598 489 1417 429 435 1503 98 177 207 1378 1623 1822 1565 30 388 721 635 1089 1253 1226 574 400 354 1092 272 305 1084 89 145 155 1065 1244 1375 1181 14 267 493 421 766 917 915 401 292 271 794 194 219 768 67 116 132 732 861 943 819 11 170 325 284 497 644 631 266 173 155 498 128 139 520 49 69 81 579 734 801 654 11 139 296 242 420 534 509 208 127 118 416 97 130 390 34 48 64 475 543 610 510 5 99 226 195 339 409 388 143 96 72 345 67 91 273 30 37 44 281 343 347 332 21 58 123 100 181 251 230 77 47 46 181 37 57 135 15 25 26 22434 27659 30763 27296 486 6384 11782 12112 17165 18616 19151 9258 6507 5528 18406 4681 4281 17544 1252 2631 2483

AADT

North Walsham Road Wroxham Road – Mile Cross Lane – Chartwell Road – Chartwell Road – St Faith’s Road – Constitution Hill – Wroxham Road – Barkers Lane – West White Woman Lane Blue Boar Lane – Country Park Access Spixworth Road – of Cozens-Hardy – West of Longe Lodge Lane – West Fifers Lane – West of Church Street – East George Hill – East of South of Wroxham Road – South of North of Chartwell Falcon Road – North East of Partridge East of Swinbourne East of Constitution Mousehold Lane – St Faith’s Road – Buxton Road – North – North of Beeston North of Access to North of Miles Cross South of Parkland North of Porter’s Wroxham Road Road of Martin Close Way Close Hill South of Alford Grove North of Cemetery of Beeston Lane Country Park Lane Road Loke Road Road of the Paddocks St Faith’s Road of St Faith’s Road Beeches Close Road Lane 112 123 129 116 1 17 49 39 66 82 77 28 17 14 55 11 17 54 1 7 7 57 70 73 60 0 6 26 17 41 41 36 14 6 3 37 7 6 27 1 4 3 49 55 53 51 0 6 20 17 27 32 27 8 4 2 22 3 4 17 0 4 2 64 75 68 55 1 7 25 20 40 40 41 8 6 4 39 9 3 19 2 7 5 108 145 137 123 0 15 42 36 84 56 58 16 11 5 76 10 5 29 1 7 5 344 502 521 466 1 51 131 115 334 181 181 64 47 40 307 53 34 122 10 40 17 764 1045 1018 817 10 157 367 345 654 532 480 179 127 114 618 150 85 291 21 105 50 1644 2190 2149 1833 22 589 971 962 1299 1213 1207 627 418 326 1274 324 233 897 68 337 143 1890 2460 2465 2275 37 665 904 1025 1430 1321 1438 826 628 564 1451 351 324 1251 90 462 308 1651 2065 2054 1871 28 419 753 740 1262 1196 1227 615 415 380 1274 314 252 1115 92 232 143 1536 1864 1898 1751 28 349 694 808 1069 1083 1187 587 394 327 1089 276 226 1125 72 143 142 1598 1900 1936 1796 25 376 697 838 1090 1141 1219 584 415 360 1128 309 250 1216 63 127 150 1594 1950 2010 1908 29 368 700 850 1128 1124 1253 583 414 362 1187 308 245 1278 84 123 163 1679 2062 2080 1970 32 373 717 874 1104 1167 1294 600 444 353 1330 314 249 1263 78 138 145 1740 2080 2175 2023 35 407 773 911 1232 1246 1376 657 460 379 1425 358 301 1323 76 134 154 1772 2227 2304 2096 50 474 834 937 1288 1375 1520 740 544 534 1502 431 370 1375 88 162 252 1925 2394 2464 2279 59 597 1008 1077 1370 1488 1507 852 617 483 1662 468 435 1529 98 160 214 1936 2387 2474 2365 54 686 1123 1088 1305 1478 1556 935 681 548 1575 490 500 1682 103 195 230 1609 1881 1974 1809 34 430 785 684 1185 1323 1332 620 442 390 1189 300 339 1186 97 153 162 1220 1415 1467 1319 14 281 520 440 810 944 974 429 310 288 842 207 237 841 73 117 143 822 969 1002 886 12 178 343 295 512 664 680 287 184 155 517 139 147 579 49 70 84 642 821 866 723 11 146 324 257 448 568 551 230 137 126 445 104 137 433 38 49 67 538 598 647 551 6 106 236 205 369 417 412 150 102 71 380 70 98 299 31 35 42 289 352 343 329 27 56 115 95 177 245 228 71 45 46 177 35 57 142 14 24 26 25582 31628 32308 29474 518 6761 12158 12675 18326 18958 19861 9709 6868 5871 19601 5042 4555 18093 1251 2835 2657

1

AAWT

NORTH SPROWSTON OLD CATTON ENVIRONMENTAL STATEMENT APPENDIX 8.5: 2017 BASE + DEV AAWT AADT

Beyond Green Developments North Sprowston & Old Catton

Appendix 8.5: 2017 Junction modelling without the NDR

ES Volume 2: Technical Appendices

NORTH SPROWSTON OLD CATTON ENVIRONMENTAL STATEMENT APPENDIX 8.6: 2017 JUNCTION MODELLING WITHOUT NDR

Approach Salhouse Road/Gurney Road/Mousehold Lane Salhouse Rd Ahead/ RT Salhouse Rd LT Mousehold Lane LT/ Ahead Mousehold Lane RT Heartsease Lane Ahead/ LT Heartsease Lane RT Gurney Rd North Walsham Rd/ Bakers Lane N Walsham Rd (S) Ahead N Walsham Rd (S) RT N Walsham Rd (N) Ahead/LT Barkers Lane LT/RT North Walsham Rd/ White Woman Lane N Walsham Rd (S) LT N Walsham Rd (S) Ahead N Walsham Rd (N) RT N Walsham Rd (N) Ahead White Woman Lane Spixworth Rd/White Woman Lane Spixworth Rd (S) Spixworth Rd (N) Lodge Lane LT/Ahead Lodge Lane RT White Woman Lane RT White Woman Lane LT/Ahead North Walsham Rd/George Hill North Walsham Rd (S) North Walsham Rd (N) School Lane George Hill St Faith's Rd/ Mile Cross Lane St Faith's Rd RT St Faith's Rd LT/Ahead Mile Cross Lane (E) RT Mile Cross Lane (E) LT/Ahead Catton Grove Rd Mile Cross Lane (W) LT/ Ahead Mile Cross Lane (W) RT

Approach Reepham Rd/Aylsham Rd/ Cromer Rd/A1042 Boundary Rd EB LT Boundary Rd EB Ahead Aylsham Rd Ahead/ LT Aylsham Rd RT Mile Cross Ln Ahead/ LT Mile Cross Ln RT Cromer Rd Ahead/ LT Cromer Rd RT Reepham Rd NB Reepham Rd SB Internal EB LT Internal EB RT Cromer Rd SB (entry)

Link

Flow (PCUs)

2017 Base (No NDR) AM PM Mean Mean Degree Max Total Degree Max Total of Sat Queue Delay Flow of Sat Queue Delay (%) (PCUs) PCUHR (PCUs) (%) (PCUs) PCUHR

Flow (PCUs)

2017 + Base + Development Mitigation (No NDR) AM PM Mean Mean Degree Max Total Degree Max Total of Sat Queue Delay Flow of Sat Queue Delay (%) (PCUs) PCUHR (PCUs) (%) (PCUs) PCUHR

1_1 1_2 2_1 2_2 3_1 3_2 7_1

756 143 960 268 605 106 358

95.2 25.3 96.5 92.6 56.1 37.5 96.1

32 3.7 40.6 13.2 17.8 3.4 18.2

17 1.4 20.5 8.2 6.8 1.6 11.3

484 93 959 184 637 77 607

80.2 24.7 99.4 100.7 60.8 43.1 100.8

17.4 2.7 45.9 13.3 19.2 2.8 20.4

8.5 1.2 25.9 9.9 7.5 1.5 20.9

756 143 978 268 625 106 358

95.2 26 95.4 97.8 56.3 39.5 96.1

32 3.7 39.6 15.7 18.2 3.5 18.2

17 1.4 19.3 10.6 6.9 1.7 11.3

484 94 980 184 667 77 607

80.2 24.9 101.6 100.7 63.7 43.1 100.8

17.4 2.8 53.2 13.3 20.3 2.8 34

8.5 1.2 32.9 9.9 8 1.5 20.9

1_1 1_2 2_1 3_1

288 70 1049 381

36.8 43.8 65.3 66.5

5.4 2.1 22.2 9.3

1.8 1.2 6.9 3.8

514 102 627 585

81.4 53.3 50.6 80.2

14.7 3.2 13.9 15.6

6.4 1.7 5 5.9

350 70 1166 381

43.6 43.8 70.8 68.7

6.8 2.1 25.2 9.5

2.3 1.2 7.9 4

596 102 693 585

86.3 59.2 49.8 86.5

17.9 3.3 14.7 17.5

7.7 1.9 4.9 7.4

1_1 1_2 2_1 2_2 3_1

193 330 48 673 450

17.5 52.8 33.2 85.3 83.5

2.3 8.3 1.5 20 14.3

0.5 3.3 0.8 7.9 6.6

346 613 30 371 319

36.8 96.6 16.5 43.6 94

4.7 21.6 0.7 6.1 12.2

1.3 12.9 0.4 2 8.1

193 392 48 790 450

17.5 57.2 33.2 93.5 92.8

2.9 9.8 1.5 27.2 17.4

0.5 3.7 0.8 11.9 9.6

346 695 30 437 319

36.8 105.4 16.5 50 100.7

4.7 41.1 0.7 7.4 16.8

1.3 31.4 0.4 2.4

1_1 2_1 3_1 3_2 4_1 4_2

196 625 190 214 90 199

29.6 94 80.2 90.8 35.1 88.4

4.3 24.6 7.5 10.2 2.8 9.1

1.6 11.8 4.4 6.5 1.4 5.7

522 327 166 71 155 172

79.3 54 77.4 32.5 60.5 76.4

16.2 7.9 6.5 2.2 5.2 6.6

6.3 2.9 3.8 1.1 2.7 3.7

196 625 190 214 90 199

29.6 94 80.2 90.8 35.1 88.4

4.3 24.6 7.5 10.2 2.8 9.1

1.6 11.8 4.4 6.5 1.4 5.7

522 327 166 71 155 172

79.3 54 77.4 32.5 60.5 76.4

16.2 7.9 6.5 2.2 5.2 6.6

6.3 2.9 3.8 1.1 2.7 3.7

1_1 2_1 3_1 4_1

422 731 64 216

38.8 67.3 42.7 65.2

6.5 14.4 1.9 6.1

1.7 4.1 1.1 3.1

820 409 60 291

76.7 38.5 41.4 77.2

18.9 6.7 1.9 9

5.7 1.8 1.1 4.6

484 848 64 216

42.8 75 42.7 74.5

7.4 17.7 1.9 6.7

1.9 5 1.1 3.7

902 476 60 291

82.8 43.9 41.4 81.5

22.4 7.9 1.9 9.6

6.9 2.1 1.1 5.1

1_1 1_2 2_1 2_2 3_1 4_1 4_2

108 646 420 1123 237 822 41

28 89.2 87 75.1 61.5 89.1 21.2

2.5 23.9 16.4 33.6 6.3 30.3 1.4

1.1 10 8 11.3 2.9 14 0.7

94 634 320 819 353 990 48

32.2 88.8 80.4 53.4 81.7 87.2 25.2

2.3 23.7 12.2 21.5 11.1 35.1 1.7

1.1 9.9 6 6.9 5.4 14.6 0.8

108 646 420 1184 237 841 41

28 89.2 89.9 79.1 61.5 87.9 21.2

2.5 23.9 17.4 36.4 6.3 30.3 1.4

1.1 10 8.9 12.5 2.9 13.7 0.7

94 634 320 852 353 1008 48

32.2 88.8 80.4 55.5 81.7 88.7 25.2

2.3 23.7 12.2 22.6 11.1 36.2 1.7

1.1 9.9 6 7.3 5.4 15.4 0.8

Link 31141 31140 31131 31130 31121 31120 31111 31110 32220 32210 32310 32120 32110

Flow (PCUs) 421 638 546 67 784 362 939 419 952 335 917 370 988

2017 Base (No NDR) AM PM Mean Mean Degree Max Degree Max of Sat Queue Delay Flow of Sat Queue Delay Flow (%) (PCUs) (sec/PCU) (PCUs) (%) (PCUs) (sec/PCU) (PCUs) 88 70 88 26 47 89 77 43 68 65 28 23 47

16 19 20 2 18 14 18 6 11 10 0 2 20

70 47 69 55 26 79 27 25 13 45 1 8 20

417 712 804 58 676 388 679 436 958 254 939 273 842

Page 1 of 2

85 75 88 14 38 88 89 73 68 61 29 29 29

15 22 28 2 14 15 22 14 11 8 0 1 10

62 48 58 43 22 72 57 41 13 50 1 8 8

421 653 546 67 825 383 944 419 965 336 930 371 992

2017 + Base + Development Mitigation (No NDR) AM PM Mean Mean Degree Max Degree Max of Sat Queue Delay Flow of Sat Queue Delay (%) (PCUs) (sec/PCU) (PCUs) (%) (PCUs) (sec/PCU) 88 72 88 26 48 87 82 46 68 68 29 24 46

16 20 20 2 19 14 20 6 11 10 0 2 20

69 47 69 55 24 71 30 27 13 47 1 9 19

417 727 804 58 696 402 682 436 966 254 947 273 845

87 80 88 14 39 88 89 73 69 61 29 29 29

16 23 28 2 15 15 22 14 12 8 0 1 11

68 51 58 43 23 70 57 41 13 50 1 8 8

NORTH SPROWSTON OLD CATTON ENVIRONMENTAL STATEMENT APPENDIX 8.6: 2017 JUNCTION MODELLING WITHOUT NDR

2017 Base (No NDR)

AM

Approach Blue Boar Wrohxam Road (N) Committed Development Access Blue Boar Wrohxam Road (S) North Walsham/A1042 A1042 (E) Constitution Hill (S) A1042 (W) Constitution Hill (N) St Faith's Road/Lodge Lane Lodge Lane St Faith's Road (S) Repton Avenue St Faith's Road (N) Wrohxam Road/A1042 Mousehold Lane South (A1042) Sprowston Road Chartwell Road (A1042) Wrohxam Road Wrohxam Road/Park & Ride Site Wrohxam Road (N) Development Arm Wrohxam Road (S) Park & Ride Buxton Road/Beeston Lane Beeston Ln to Buxton Rd(N)/Buxton Rd (S) Buxton Rd (S) to Beeston Ln/Buxton Rd (N) Buxton Rd (S) to Buxton Road (N) Buxton Rd (N) to Buxton Rd Buxton Road (N) to Buxton Road (S) Fifers Lane/St Faith's Road St Faith's Rd (N) to Fifers Lane/St Faith's Rd (S) St Faith's Rd (S) to Fifer's Lane/St Faith's Rd (N) Fifers Lane to St Faith's Lane (N) Fifers Lane to St Faith's Lane (S) North Walsham Rd/Beeston Road Beeston Lane (E) to All other arms North Walsham (N) to all other arms North Walsham (N) to Beeston Lane North Walsham (N) to North Walsham (S) Beeston Lane (W) to All other Arms N Walsham (S) to All other arms N Walsham (S) to Beeston Lane (W) N Walsham (S) to N Walsham (N) The Paddocks/Spixworth Road The Paddocks to Spixworth Rd (S)/Spixworth Rd (N) Spixworth Rd (N) to Spixworth Rd (S)/The Paddocks Spixworth Rd (N) to Spixworth Rd (S) Spixworth Rd (S) to The Paddocks Spixworth Rd (S) to Spixworth Rd (N) Wroxham Road/Church Lane Church Lane to Wroxham Rd (N) Church Lane to Wroxham Rd (S) Wroxham Road (N) to Wroxham Rd (S) Wroxham Rd (N) to Church Lane Wroxham Rd (S) to Church Lane Wroxham Rd (S) to Wroxham Rd (N)

Link

2017 + Base + Development Mitigation (No NDR) AM PM

PM

Demand Demand / End (Veh / Capacity Queue Min) (RFC) (Veh)

Delay Demand (Veh.Min Demand / End / Time (Veh / Capacity Queue Segment) Min) (RFC) (Veh)

Delay Demand (Veh.Min Demand / End / Time (Veh / Capacity Queue Segment) Min) (RFC) (Veh)

Delay Demand (Veh.Min Demand / End / Time (Veh / Capacity Queue Segment) Min) (RFC) (Veh)

Delay (Veh.Min / Time Segment)

A B C D

11.56 0.15 8.86 16.15

0.399 0.012 0.473 0.549

0.7 0 0.9 1.2

9.9 0.2 13.3 18.1

12.42 0.02 15.34 15.95

0.427 0.002 0.819 0.556

0.7 0 4.3 1.2

11.1 0 63.3 18.7

11.98 0.15 8.97 16.46

0.414 0.013 0.483 0.561

0.7 0 0.9 1.3

10.5 0.2 13.9 19

12.85 0.02 15.45 16.15

0.441 0.002 0.832 0.565

0.8 0 4.7 1.3

11.8 0 68.6 19.3

A B C D

21.02 5.04 24.54 13.08

1.16 0.475 1.015 0.817

262.8 0.9 65.3 4.3

3615 13.5 924.5 64.7

21.06 7.85 20.73 8.56

0.837 0.702 0.955 0.442

5.1 2.3 16.9 0.8

75.8 34.8 257.2 11.8

21.44 5.55 24.87 15.03

1.244 0.524 1.046 0.921

375.6 1.1 116.1 10.5

5162 16.4 1615.5 155.2

21.64 8.53 21.03 9.66

0.876 0.803 1.001 0.496

6.9 3.9 39 1

102.9 59 614.4 14.7

A B C D

4.39 4.28 1.58 0.42

0.41 0.392 0.17 0.048

0.7 0.6 0.2 0.1

10.3 9.5 3 0.8

2.46 6.09 0.83 0.13

0.225 0.55 0.096 0.015

0.3 1.2 0.1 0

4.3 18 1.6 0.2

4.39 4.28 1.58 0.42

0.41 0.392 0.17 0.048

0.7 0.6 0.2 0.1

10.3 9.5 3 0.8

2.46 6.09 0.83 0.13

0.225 0.55 0.096 0.015

0.3 1.2 0.1 0

4.3 18 1.6 0.2

A B C D

19.12 10.97 24.7 14.79

0.929 0.671 0.963 0.977

10.1 2 16.1 15.3

140.4 29.3 220.5 198.2

21.91 15.54 22.31 11.25

0.891 0.989 0.941 0.624

7.4 18.2 11.8 1.6

107 234.6 163.7 24.2

19.51 11.12 25.12 15.07

0.95 0.69 0.984 1.002

12.7 2.2 21.5 20.1

173.1 31.9 285.2 251.6

22.46 15.65 22.75 11.56

0.92 1.024 0.956 0.647

9.7 26.2 14.3 1.8

138.1 321.9 194.4 26.5

A B C D

12.22 0.4 9.69 0.37

0.512 0.02 0.422 0.017

1 0 0.7 0

15.6 0.3 10.9 0.3

10.31 0.5 10.85 3.16

0.454 0.026 0.456 0.16

0.8 0 0.8 0.2

12.4 0.4 12.5 2.9

12.64 0.4 10.11 0.35

0.53 0.02 0.44 0.017

1.1 0 0.8 0

16.8 0.3 11.7 0.3

10.73 0.5 11.16 2.92

0.469 0.027 0.47 0.15

0.9 0 0.9 0.2

13.2 0.4 13.2 2.6

B-AC C-AB C-A A-B A-C

0.2 0 3.32 0.04 10.24

0.002 0 0 0 Free Flow Conditions Free Flow Conditions Free Flow Conditions

0.007 0.1 0.1 0.002 0 0 Free Flow Conditions Free Flow Conditions Free Flow Conditions

0.2 0 3.32 0.04 10.24

0.002 0 0 0 Free Flow Conditions Free Flow Conditions Free Flow Conditions

B-AC C-AB A-B A-C

4.99 0.934 6.19 1.3 0.162 0.19 3.01 Free Flow Conditions 10.33 Free Flow Conditions

B-ACD A-BCD A-B A-C D-ABC C-ABD C-D C-A

0.02 0 0 11.73 0.06 0 0.06 6.42

0.003 0 0.1 0 0 0 Free Flow Conditions Free Flow Conditions 0.007 0.1 0.1 0 0 0 Free Flow Conditions Free Flow Conditions

0.04 0.15 0.02 6.39 0.13 0.05 0 12.5

0.005 0 0.1 0.012 0.01 0.02 Free Flow Conditions Free Flow Conditions 0.019 0.02 0.3 0.003 0 0 Free Flow Conditions Free Flow Conditions

0.02 0 0 12.13 0.06 0 0.06 7.17

0.004 0 0.1 0 0 0 Free Flow Conditions Free Flow Conditions 0.007 0.01 0.1 0 0 0 Free Flow Conditions Free Flow Conditions

0.04 0.15 0.02 6.91 0.13 0.05 0 12.92

0.005 0.01 0.1 0.012 0.01 0.2 Free Flow Conditions Free Flow Conditions 0.019 0.02 0.3 0.003 0 0 Free Flow Conditions Free Flow Conditions

B-AC C-AB C-A A-B A-C

1.21 1.53 8.82 0.53 2.95

0.167 0.2 3 0.1 0.21 3.2 Free Flow Conditions Free Flow Conditions Free Flow Conditions

2.72 1.37 3.98 1.91 6.57

0.358 0.55 8.2 0.124 0.24 3.7 Free Flow Conditions Free Flow Conditions Free Flow Conditions

1.21 1.53 8.82 0.53 2.95

0.167 0.2 3 0.1 0.21 3.2 Free Flow Conditions Free Flow Conditions Free Flow Conditions

2.72 1.37 3.98 1.91 6.57

0.358 0.55 8.2 0.124 0.24 3.7 Free Flow Conditions Free Flow Conditions Free Flow Conditions

B-C B-A C-A C-B A-B A-C

8.81 0.77 10.29 4.66 1.03 7.78

1.018 17.64 220.2 0.88 3.56 49.3 Free Flow Conditions 0.45 0.81 12.1 Free Flow Conditions Free Flow Conditions

6.44 0.39 10.94 8.77 2.4 10.42

0.819 3.98 9.6 0.443 0.69 56.8 Free Flow Conditions 0.91 7.63 107.3 Free Flow Conditions Free Flow Conditions

8.81 0.77 10.61 4.66 1.03 8.09

1.031 19.49 240.4 0.893 3.68 50.7 Free Flow Conditions 0.454 0.82 12.3 Free Flow Conditions Free Flow Conditions

6.44 0.39 11.23 8.77 2.4 10.62

0.834 4.31 61 0.488 0.8 10.9 Free Flow Conditions 0.916 7.98 111.8 Free Flow Conditions Free Flow Conditions

0 0

106.2 2.9

0.06 0.3 7.53 0 4.79

2.62 0.622 1.49 4 0.673 2.28 9.62 Free Flow Conditions 12.35 Free Flow Conditions

Page 2 of 2

19.6 31.6

4.99 0.934 6.19 1.3 0.162 0.19 3.01 Free Flow Conditions 10.33 Free Flow Conditions

0 0

106.2 2.9

0.06 0.3 7.53 0 4.79

0.007 0.1 0.1 0.002 0 0 Free Flow Conditions Free Flow Conditions Free Flow Conditions

2.62 0.622 1.49 4 0.673 2.28 9.62 Free Flow Conditions 12.35 Free Flow Conditions

19.6 31.6

Beyond Green Developments North Sprowston & Old Catton

Appendix 8.6: AAWT and AADT 2032 Future Baseline

ES Volume 2: Technical Appendices

Period 0000 0100 0200 0300 0400 0500 0600 0700 0800 0900 1000 1100 1200 1300 1400 1500 1600 1700 1800 1900 2000 2100 2200 2300 24 hr

LINK

Period 0000 0100 0200 0300 0400 0500 0600 0700 0800 0900 1000 1100 1200 1300 1400 1500 1600 1700 1800 1900 2000 2100 2200 2300 24 hr

LINK

2

3

2032 Baseline AAWT

4

5

6

7

8

9

10

11

12

13

14

15

16

17

18

19

20

21

1

2

3

2032 Baseline AADT

4

5

6

7

8

9

10

11

12

13

14

15

16

17

18

19

20

21

Page 1 of 1

North Walsham Road Wroxham Road – St Faith’s Road – Constitution Hill – Wroxham Road – Barkers Lane – West Blue Boar Lane – Country Park Access Spixworth Road – Mile Cross Lane – Chartwell Road – Chartwell Road – White Woman Lane – Lodge Lane – West Fifers Lane – West of Church Street – East George Hill – East of South of Wroxham North of Miles Cross South of Parkland North of Porter’s of Cozens-Hardy Road – South of North of Chartwell Falcon Road – North East of Partridge East of Swinbourne East of Constitution Mousehold Lane – St Faith’s Road – Buxton Road – North – North of Beeston North of Access to Lane Country Park Lane Road Loke Road West of Longe Road of the Paddocks St Faith’s Road of St Faith’s Road Beeches Close Road Wroxham Road Road of Martin Close Way Close Hill South of Alford Grove North of Cemetery of Beeston Lane 146 177 185 188 1 25 69 73 101 109 139 42 25 22 91 21 28 65 6 9 11 94 117 106 99 1 12 40 42 64 65 74 19 11 8 57 12 13 31 5 10 8 82 100 73 73 1 9 26 31 43 45 52 10 8 5 35 6 9 19 2 6 3 91 113 76 62 1 9 27 31 46 43 57 9 6 5 43 9 6 21 3 8 5 123 163 133 113 0 15 39 43 77 54 67 17 11 5 70 9 6 28 1 8 6 300 435 445 360 1 44 104 136 276 132 188 56 39 30 263 44 28 103 9 33 16 613 846 850 616 8 127 278 381 536 369 465 152 104 91 519 118 68 233 20 84 43 1269 1704 1749 1298 18 453 702 1044 1020 817 1097 513 321 251 1032 251 183 711 62 257 125 1483 1953 2095 1725 31 549 723 1178 1187 962 1385 706 507 450 1232 295 265 1038 87 364 260 1375 1754 1959 1678 27 395 682 1002 1165 975 1379 616 395 352 1192 290 239 1048 89 204 149 1349 1682 2007 1806 29 377 687 1147 1106 988 1481 648 419 347 1140 287 241 1189 78 144 163 1447 1756 2120 1997 29 418 702 1228 1139 1063 1552 671 460 392 1208 325 281 1290 74 140 171 1464 1803 2202 2135 32 411 720 1262 1167 1041 1621 673 460 382 1259 325 264 1357 85 151 176 1512 1855 2191 2028 33 393 712 1255 1133 1031 1605 662 460 360 1321 313 249 1318 83 147 161 1545 1860 2184 1945 34 407 724 1273 1184 1047 1611 692 453 371 1363 338 285 1330 77 136 163 1564 1963 2307 2024 46 465 769 1290 1240 1137 1739 745 522 495 1431 392 341 1354 90 157 244 1665 2085 2417 2123 54 558 909 1428 1313 1237 1724 835 575 456 1560 423 400 1417 101 156 217 1648 2046 2315 2015 47 597 930 1358 1214 1178 1690 864 598 489 1433 429 435 1466 98 177 224 1367 1630 1862 1569 30 388 665 880 1100 1055 1442 599 400 354 1104 272 305 1057 89 145 167 1056 1250 1405 1184 14 267 454 584 773 772 1075 419 292 271 803 194 219 749 67 116 142 726 865 964 821 11 170 299 394 502 542 742 277 173 155 503 128 139 507 49 69 87 574 737 818 656 11 139 273 335 424 450 598 218 127 118 421 97 130 380 34 48 70 471 546 624 511 5 99 208 270 343 344 456 150 96 72 349 67 91 266 30 37 47 279 345 354 333 21 58 113 139 183 211 271 81 47 46 183 37 57 132 15 25 28 22243 27784 31439 27358 486 6384 10856 16805 17337 15666 22509 9674 6507 5528 18614 4681 4281 17108 1252 2631 2686

AADT

North Walsham Road Wroxham Road – Mile Cross Lane – Chartwell Road – Chartwell Road – Blue Boar Lane – Country Park Access Spixworth Road – St Faith’s Road – Constitution Hill – Wroxham Road – Barkers Lane – West White Woman Lane – Lodge Lane – West Fifers Lane – West of Church Street – East George Hill – East of South of Wroxham East of Partridge East of Swinbourne East of Constitution Mousehold Lane – St Faith’s Road – Buxton Road – North – North of Beeston North of Access to Road – South of North of Chartwell Falcon Road – North North of Miles Cross South of Parkland North of Porter’s of Cozens-Hardy West of Longe Road of the Paddocks St Faith’s Road of St Faith’s Road Beeches Close Road Wroxham Road Road of Martin Close Way Close Hill South of Alford Grove North of Cemetery of Beeston Lane Lane Country Park Lane Road Loke Road 111 124 131 117 1 17 45 52 67 70 89 30 17 14 55 11 17 52 1 7 7 57 70 74 61 0 6 24 22 41 35 41 14 6 3 38 7 6 26 1 4 4 49 55 54 52 0 6 18 23 27 28 31 8 4 2 22 3 4 17 0 4 2 64 75 70 56 1 7 24 27 41 34 47 8 6 4 40 9 3 19 2 7 5 107 145 140 124 0 15 39 48 85 48 67 16 11 5 76 10 5 28 1 7 5 342 503 531 471 1 51 121 154 337 154 209 67 47 40 310 53 34 120 10 40 18 758 1049 1038 826 10 157 341 463 660 454 553 186 127 114 624 150 85 284 21 105 53 1632 2198 2191 1853 22 589 900 1293 1310 1035 1392 652 418 326 1287 324 233 877 68 337 153 1876 2469 2513 2299 37 665 838 1377 1442 1127 1659 859 628 564 1466 351 324 1223 90 462 329 1639 2073 2094 1892 28 419 698 994 1274 1021 1416 640 415 380 1287 314 252 1090 92 232 153 1525 1871 1935 1770 28 349 643 1086 1079 924 1369 610 394 327 1100 276 226 1100 72 143 152 1586 1908 1974 1816 25 376 646 1126 1099 974 1407 607 415 360 1140 309 250 1188 63 127 160 1583 1958 2050 1929 29 368 648 1143 1138 959 1445 606 414 362 1199 308 245 1249 84 123 174 1667 2070 2121 1992 32 373 664 1174 1113 996 1493 623 444 353 1344 314 249 1234 78 138 155 1727 2088 2217 2045 35 407 716 1224 1243 1063 1588 683 460 379 1439 358 301 1293 76 134 165 1759 2235 2349 2119 50 474 774 1259 1300 1173 1754 769 544 534 1517 431 370 1344 88 162 269 1911 2403 2512 2304 59 597 935 1447 1382 1269 1738 886 617 483 1679 468 435 1495 98 160 228 1922 2396 2522 2390 54 686 1041 1462 1317 1261 1796 972 681 548 1591 490 500 1644 103 195 246 1597 1888 2013 1829 34 430 728 919 1195 1129 1537 645 442 390 1201 300 339 1159 97 153 173 1211 1420 1495 1333 14 281 482 591 817 806 1124 446 310 288 851 207 237 822 73 117 153 816 972 1022 896 12 178 318 396 517 566 784 298 184 155 522 139 147 566 49 70 90 637 824 883 730 11 146 300 345 452 485 636 239 137 126 449 104 137 423 38 49 71 535 600 660 557 6 106 219 275 372 356 475 155 102 71 384 70 98 292 31 35 45 287 353 350 333 27 56 107 127 179 209 264 74 45 46 179 35 57 139 14 24 27 25398 31750 32940 29794 518 6761 11271 17030 18487 16175 22914 10091 6868 5871 19799 5042 4555 17684 1251 2835 2838

1

AAWT

NORTH SPROWSTON OLD CATTON ENVIRONMENTAL STATEMENT APPENDIX 8.7: 2032 BASELINE AAWT and AADT

Beyond Green Developments North Sprowston & Old Catton

Appendix 8.7: AAWT and AADT 2032 Future Baseline plus Development Flows

ES Volume 2: Technical Appendices

Period 0000 0100 0200 0300 0400 0500 0600 0700 0800 0900 1000 1100 1200 1300 1400 1500 1600 1700 1800 1900 2000 2100 2200 2300 24 hr

LINK

Period 0000 0100 0200 0300 0400 0500 0600 0700 0800 0900 1000 1100 1200 1300 1400 1500 1600 1700 1800 1900 2000 2100 2200 2300 24 hr

LINK

2

3

2032 Base + DEV AAWT

4

5

6

7

8

9

10

11

12

13

14

15

16

17

18

19

20

21

1

2

3

2032 Base + DEV AADT

4

5

6

7

8

9

10

11

12

13

14

15

16

17

18

19

20

21

Page 1 of 1

North Walsham Road Wroxham Road – Mile Cross Lane – Chartwell Road – Chartwell Road – St Faith’s Road – Constitution Hill – Wroxham Road – Barkers Lane – West White Woman Lane Blue Boar Lane – Country Park Access Spixworth Road – East of Partridge East of Swinbourne East of Constitution Mousehold Lane – St Faith’s Road – Buxton Road – North – North of Beeston North of Access to North of Miles Cross South of Parkland North of Porter’s of Cozens-Hardy – West of Longe Lodge Lane – West Fifers Lane – West of Church Street – East George Hill – East of South of Wroxham Road – South of North of Chartwell Falcon Road – North Way Close Hill South of Alford Grove North of Cemetery of Beeston Lane Lane Country Park Lane Road Loke Road Road of the Paddocks St Faith’s Road of St Faith’s Road Beeches Close Road Wroxham Road Road of Martin Close 165 194 187 195 1 25 101 92 104 156 160 42 25 22 92 25 28 70 6 11 11 106 129 107 102 1 12 58 53 66 93 86 19 11 8 58 14 13 33 5 11 8 92 110 73 76 1 9 38 39 44 64 61 10 8 5 36 7 9 21 2 7 3 103 124 77 64 1 9 39 39 48 62 66 9 6 5 43 11 6 22 3 9 5 139 180 134 117 0 15 57 54 80 77 77 17 11 5 71 11 6 30 1 10 6 339 479 449 372 1 44 152 171 285 190 217 56 39 31 267 52 28 111 9 38 16 692 931 858 637 8 127 406 478 553 530 538 152 104 94 527 141 68 251 20 97 43 1433 1875 1764 1342 18 454 1024 1309 1052 1174 1268 513 321 259 1048 299 183 767 62 297 125 1674 2150 2114 1784 31 550 1055 1477 1225 1382 1601 706 507 464 1251 352 265 1121 87 420 260 1552 1930 1976 1735 27 396 996 1255 1201 1400 1594 616 395 363 1210 346 239 1131 89 236 149 1523 1851 2025 1868 29 378 1002 1438 1141 1419 1712 648 419 358 1157 343 241 1283 78 166 163 1633 1932 2139 2065 29 418 1024 1540 1175 1528 1794 671 460 404 1226 388 281 1392 74 161 171 1653 1985 2222 2208 32 411 1050 1582 1204 1496 1874 673 460 393 1278 388 264 1465 85 174 176 1707 2042 2210 2097 33 394 1039 1573 1169 1481 1856 662 460 371 1341 373 249 1423 83 170 161 1744 2048 2203 2011 34 408 1056 1595 1221 1504 1863 692 453 383 1383 403 285 1435 77 157 163 1766 2161 2327 2093 46 466 1121 1617 1279 1633 2010 745 522 510 1453 468 341 1461 90 181 244 1880 2295 2438 2195 54 559 1327 1790 1354 1777 1993 835 575 470 1583 504 400 1529 101 180 217 1861 2252 2335 2083 47 598 1357 1703 1252 1692 1954 864 598 504 1455 512 435 1582 98 204 224 1543 1794 1878 1622 30 389 970 1104 1134 1515 1667 599 400 364 1121 324 305 1141 89 167 167 1192 1376 1417 1224 14 268 663 732 798 1109 1243 419 292 279 815 232 219 808 67 133 142 819 952 973 849 11 170 436 494 518 779 858 277 173 160 511 152 139 547 49 79 87 648 812 826 678 11 139 398 420 437 646 692 218 127 121 427 116 130 410 34 56 70 531 601 629 529 5 99 304 339 354 494 528 150 96 74 355 79 91 287 30 42 47 315 380 357 344 21 58 165 174 189 304 313 81 47 47 186 44 57 142 15 29 28 25107 30584 31718 28289 486 6395 15838 21065 17880 22506 26026 9674 6507 5696 18895 5583 4281 18463 1252 3034 2686

AADT

North Walsham Road Wroxham Road – Mile Cross Lane – Chartwell Road – Chartwell Road – St Faith’s Road – Constitution Hill – Wroxham Road – Barkers Lane – West White Woman Lane Blue Boar Lane – Country Park Access Spixworth Road – of Cozens-Hardy – West of Longe Lodge Lane – West Fifers Lane – West of Church Street – East George Hill – East of South of Wroxham Road – South of North of Chartwell Falcon Road – North East of Partridge East of Swinbourne East of Constitution Mousehold Lane – St Faith’s Road – Buxton Road – North – North of Beeston North of Access to North of Miles Cross South of Parkland North of Porter’s Wroxham Road Road of Martin Close Way Close Hill South of Alford Grove North of Cemetery of Beeston Lane Country Park Lane Road Loke Road Road of the Paddocks St Faith’s Road of St Faith’s Road Beeches Close Road Lane 123 134 132 120 1 17 65 64 69 97 101 30 17 15 56 13 17 56 1 8 7 63 76 75 63 0 6 35 28 42 49 47 14 6 3 38 9 6 28 1 4 4 54 60 55 53 0 6 26 29 28 39 35 8 4 2 22 3 4 18 0 5 2 70 82 70 57 1 7 34 33 42 47 53 8 6 4 40 11 3 20 2 7 5 119 158 141 128 0 16 56 60 87 67 76 16 11 5 78 11 5 30 1 8 5 379 546 535 484 1 51 173 190 346 216 238 67 47 41 314 62 34 128 10 45 18 841 1139 1047 849 10 157 485 571 678 635 630 186 127 117 633 176 85 304 21 118 53 1810 2385 2209 1904 22 590 1281 1593 1346 1448 1586 652 418 335 1304 380 233 940 68 380 153 2080 2680 2533 2362 37 666 1194 1696 1482 1576 1891 859 628 578 1486 412 324 1311 90 522 329 1818 2249 2111 1943 28 420 993 1225 1309 1428 1614 640 415 390 1305 369 252 1168 92 263 153 1691 2031 1950 1818 28 350 916 1338 1109 1293 1560 610 394 336 1115 324 226 1179 72 162 152 1759 2070 1990 1865 25 376 920 1388 1130 1362 1603 607 415 369 1155 362 250 1274 63 143 160 1755 2125 2066 1981 29 369 923 1408 1169 1342 1647 606 414 371 1215 361 245 1339 84 139 174 1849 2246 2138 2046 32 374 946 1447 1144 1393 1701 623 444 362 1362 369 249 1323 78 156 155 1916 2266 2235 2101 35 408 1020 1508 1278 1487 1809 683 460 389 1459 420 301 1386 76 152 165 1951 2426 2367 2177 50 474 1101 1552 1336 1641 1999 769 544 548 1538 506 370 1441 88 182 269 2119 2608 2532 2367 59 598 1331 1783 1420 1776 1981 886 617 495 1702 549 435 1602 98 181 228 2132 2600 2542 2456 54 687 1482 1801 1353 1764 2046 972 681 562 1612 575 500 1763 103 221 246 1771 2049 2029 1879 34 431 1037 1132 1228 1579 1752 645 442 400 1217 352 339 1242 97 173 173 1343 1541 1507 1370 14 281 686 728 840 1127 1280 446 310 295 863 243 237 881 73 132 153 904 1055 1030 920 12 179 453 488 531 792 894 298 184 159 529 163 147 607 49 79 90 706 894 890 750 11 147 427 426 464 678 725 239 137 129 455 123 137 454 38 55 71 593 652 665 572 6 106 312 339 382 498 542 155 102 73 389 82 98 313 31 39 45 318 384 353 342 27 56 152 157 184 293 300 74 45 47 182 41 57 149 14 27 27 28164 34457 33201 30609 518 6772 16045 20984 18997 22628 26112 10091 6868 6024 20068 5914 4555 18956 1251 3201 2838

1

AAWT

NORTH SPROWSTON OLD CATTON ENVIRONMENTAL STATEMENT APPENDIX 8.8: 2032 BASE + DEVELOPMENT AAWT AADT

Beyond Green Developments North Sprowston & Old Catton

Appendix 8.8: 2032 Junction modelling with the NDR

ES Volume 2: Technical Appendices

NORTH SPROWSTON OLD CATTON ENVIRONMENTAL STATEMENT APPENDIX 8.9: 2023 JUNCTION MODELLING with the NNDR

Approach Salhouse Road/Gurney Road/Mousehold Lane Salhouse Rd Ahead/ RT Salhouse Rd LT Mousehold Lane LT/ Ahead Mousehold Lane RT Heartsease Lane Ahead/ LT Heartsease Lane RT Gurney Rd North Walsham Rd/ Bakers Lane N Walsham Rd (S) Ahead N Walsham Rd (S) RT N Walsham Rd (N) Ahead/LT Barkers Lane LT/RT North Walsham Rd/ White Woman Lane N Walsham Rd (S) LT N Walsham Rd (S) Ahead N Walsham Rd (N) RT N Walsham Rd (N) Ahead White Woman Lane Spixworth Rd/White Woman Lane Spixworth Rd (S) Spixworth Rd (N) Lodge Lane LT/Ahead Lodge Lane RT White Woman Lane RT White Woman Lane LT/Ahead North Walsham Rd/George Hill North Walsham Rd (S) North Walsham Rd (N) School Lane George Hill St Faith's Rd/ Mile Cross Lane St Faith's Rd RT St Faith's Rd LT/Ahead Mile Cross Lane (E) RT Mile Cross Lane (E) LT/Ahead Catton Grove Rd Mile Cross Lane (W) LT/ Ahead Mile Cross Lane (W) RT

Approach Reepham Rd/Aylsham Rd/ Cromer Rd/A1042 Boundary Rd EB LT Boundary Rd EB Ahead Aylsham Rd Ahead/ LT Aylsham Rd RT Mile Cross Ln Ahead/ LT Mile Cross Ln RT Cromer Rd Ahead/ LT Cromer Rd RT Reepham Rd NB Reepham Rd SB Internal EB LT Internal EB RT Cromer Rd SB (entry)

Link

Flow (PCUs)

2032 Base (With NDR) AM PM Mean Mean Degree Max Total Degree Max Total of Sat Queue Delay Flow of Sat Queue Delay (%) (PCUs) PCUHR (PCUs) (%) (PCUs) PCUHR

2032 Base + Development + Development Mitigation (With NDR) AM PM Mean Mean Degree Max Total Degree Max Total Flow of Sat Queue Delay Flow of Sat Queue Delay (PCUs) (%) (PCUs) PCUHR (PCUs) (%) (PCUs) PCUHR

1_1 1_2 2_1 2_2 3_1 3_2 7_1

890 150 805 223 506 103 380

93.4 25.2 92.1 91.5 53.2 43.2 93.3

34.9 3.8 31.2 11.2 15 3.5 17.4

16.8 1.4 15 7.1 6 1.7 10

536 102 852 153 525 92 701

88.8 29.3 101 100.5 57 61.8 99.3

21 3.1 45.4 11.5 16 3.7 35.2

11 1.4 28.1 8.8 6.5 2.1 19.5

890 150 846 223 525 103 380

96.6 25.9 93.6 91.5 53.4 43.2 93.3

38.2 3.8 33.5 11.2 15.6 3.5 17.4

20.2 1.4 16.4 7.1 6.2 1.7 10

536 102 874 153 549 92 701

88.8 29.3 100 100.5 57.6 61.8 101.6

21 3.1 43.6 11.5 16.7 3.7 40.1

11 1.4 25.8 8.8 6.7 2.1 24.7

1_1 1_2 2_1 3_1

215 50 733 211

24.9 31.3 41.6 42.3

3.6 1.4 12.6 4.8

1.1 0.8 3.5 1.9

384 79 443 336

52.6 45.9 30.2 52.5

8.6 2.4 8.3 7.5

3 1.3 2.6 2.8

339 50 1038 211

35 31.3 53 51.9

5.4 1.4 17.9 5.2

1.6 0.8 4.6 2.3

571 79 596 336

65.7 45.9 34.5 65.1

12.8 2.4 10.2 8.8

4.2 1.3 2.9 3.7

1_1 1_2 2_1 2_2 3_1

135 231 42 587 370

12.2 35.8 29.1 72.7 71

1.6 5.3 1.3 15.2 10.6

0.3 2 0.7 5.3 4.6

242 428 26 324 262

25.8 70.3 14.3 39.2 72.4

3.1 9.6 0.6 5.3 6.7

0.8 4.2 0.3 1.7 3.5

135 355 42 892 370

12.2 45.2 29.1 95 93.6

1.6 7.9 1.3 31.3 15.5

0.3 2.7 0.7 13.4 9.2

242 615 26 477 262

25.8 89.8 14.3 53.1 89.1

3.1 17.1 0.6 8.1 9.1

0.8 8.3 0.3 2.6 5.8

1_1 2_1 3_1 3_2 4_1 4_2

183 602 148 166 74 164

27.6 82.3 72.9 82.2 33.3 84.1

3.8 18.8 5.7 7.1 2.3 7.2

1.3 7.1 3.3 4.3 1.2 4.5

487 316 129 55 127 141

70.3 48.3 65.1 27.2 53.1 67.1

13.9 7.3 4.7 1.7 3.6 4.1

4.9 2.6 2.6 0.9 2.2 2.8

218 685 155 166 74 164

28.4 89.2 83.7 89.7 33.3 91.1

4.4 23.4 6.9 8.3 2.3 8.5

1.5 9.3 4.4 5.5 1.2 5.8

557 352 140 55 127 141

76.3 52.3 77.7 29.7 57.2 72.3

16.4 8.2 5.8 1.8 4.4 5.4

5.8 2.8 3.5 0.9 2.3 3.1

1_1 2_1 3_1 4_1

331 544 64 146

29.7 49.1 42.7 47

4.7 8.9 1.9 3.8

1.2 2.4 1.1 1.9

648 305 60 196

58.3 27.6 41.4 58.1

12 4.4 1.9 5.5

3.2 1.1 1.1 2.7

455 849 64 146

37.3 69.8 42.7 70.5

6.1 15.8 1.9 4.8

1.4 4 1.1 2.8

835 458 60 196

71.2 39.2 41.4 70.5

17 6.8 1.9 6.2

4.5 1.7 1.1 3.3

1_1 1_2 2_1 2_2 3_1 4_1 4_2

91 556 330 956 201 716 34

23.8 75.1 73.1 65.5 38 74.9 17.6

2.1 17.4 11.4 27 4.8 23.5 1.1

0.9 6.3 5.2 9 1.9 9.9 0.6

79 550 251 667 302 889 40

26.9 77.1 63 43.6 55.1 78.3 21

1.9 18 8.5 16.7 8.1 29.4 1.4

0.9 6.7 3.9 5.3 3.3 11.7 0.7

104 581 330 1119 220 735 34

27.8 76.6 75.7 78.1 50.3 76.9 17.6

2.4 18.2 11.7 34.7 5.5 24.3 1.1

1 6.6 5.4 12.1 2.4 10.3 0.6

83 561 251 807 337 924 40

28.3 78.6 63 52.6 81.5 81.3 21

2 18.6 8.5 21.2 10.7 31.1 1.4

0.9 7 3.9 6.8 5.4 12.5 0.7

Link 31141 31140 31131 31130 31121 31120 31111 31110 32220 32210 32310 32120 32110

Flow (PCUs) 389 639 522 65 722 307 774 350 872 275 841 305 820

2032 Base (With NDR) 2032 Base + Development + Development Mitigation (With NDR) AM PM AM PM Mean Mean Mean Mean Degree Max Degree Max Degree Max Degree Max of Sat Queue Delay Flow of Sat Queue Delay Flow of Sat Queue Delay Flow of Sat Queue Delay (%) (PCUs) (sec/PCU) (PCUs) (%) (PCUs) (sec/PCU) (PCUs) (%) (PCUs) (sec/PCU) (PCUs) (%) (PCUs) (sec/PCU) 79 68 72 20 43 76 72 42 59 64 26 21 36

13 19 17 2 16 10 15 30 12 50 0 1 15

55 45 52 49 24 59 32 6 11 9 1 5 16

392 710 774 57 596 332 593 369 890 215 859 232 730

Page 1 of 2

79 75 82 13 34 78 78 62 62 56 26 23 26

13 22 25 2 13 11 13 11 11 7 0 1 9

56 48 51 41 23 60 47 38 12 50 1 8 9

390 652 523 64 839 367 781 350 910 274 876 308 823

76 66 80 22 46 80 77 45 61 63 27 21 36

13 19 17 2 18 13 17 6 10 8 0 2 15

52 44 59 52 22 69 31 31 12 50 1 11 16

394 740 774 57 681 389 599 369 922 214 904 232 735

83 81 85 13 39 85 79 62 64 56 28 22 27

14 24 26 2 14 14 13 10 11 7 0 1 10

60 52 55 43 22 65 47 36 12 50 1 8 10

NORTH SPROWSTON OLD CATTON ENVIRONMENTAL STATEMENT APPENDIX 8.9: 2023 JUNCTION MODELLING with the NNDR 2032 Base (With NDR)

AM

Approach Blue Boar Wrohxam Road (N) Committed Development Access Blue Boar Wrohxam Road (S) North Walsham/A1042 A1042 (E) Constitution Hill (S) A1042 (W) Constitution Hill (N) St Faith's Road/Lodge Lane Lodge Lane St Faith's Road (S) Repton Avenue St Faith's Road (N) Wrohxam Road/A1042 Mousehold Lane South (A1042) Sprowston Road Chartwell Road (A1042) Wrohxam Road Wrohxam Road/Park & Ride Site Wrohxam Road (N) Development Arm Wrohxam Road (S) Park & Ride Buxton Road/Beeston Lane Beeston Ln to Buxton Rd(N)/Buxton Rd (S) Buxton Rd (S) to Beeston Ln/Buxton Rd (N) Buxton Rd (S) to Buxton Road (N) Buxton Rd (N) to Buxton Rd Buxton Road (N) to Buxton Road (S) Fifers Lane/St Faith's Road St Faith's Rd (N) to Fifers Lane/St Faith's Rd (S) St Faith's Rd (S) to Fifer's Lane/St Faith's Rd (N) Fifers Lane to St Faith's Lane (N) Fifers Lane to St Faith's Lane (S) North Walsham Rd/Beeston Road Beeston Lane (E) to All other arms North Walsham (N) to all other arms North Walsham (N) to Beeston Lane North Walsham (N) to North Walsham (S) Beeston Lane (W) to All other Arms N Walsham (S) to All other arms N Walsham (S) to Beeston Lane (W) N Walsham (S) to N Walsham (N) The Paddocks/Spixworth Road The Paddocks to Spixworth Rd (S)/Spixworth Rd (N) Spixworth Rd (N) to Spixworth Rd (S)/The Paddocks Spixworth Rd (N) to Spixworth Rd (S) Spixworth Rd (S) to The Paddocks Spixworth Rd (S) to Spixworth Rd (N) Wroxham Road/Church Lane Church Lane to Wroxham Rd (N) Church Lane to Wroxham Rd (S) Wroxham Road (N) to Wroxham Rd (S) Wroxham Rd (N) to Church Lane Wroxham Rd (S) to Church Lane Wroxham Rd (S) to Wroxham Rd (N) George Hill/Spixworth Road George Hill to all other arms Spixworth Rd (S) to Spixworth Rd (N) Spixworth Rd (S) to George Hill Spixworth Rd (N) to Geoge Hill Spixworth Rd (N)

Link

2032 Base + Development + Development Mitigation (With NDR) AM PM

PM

Demand Demand / End (Veh / Capacity Queue Min) (RFC) (Veh)

Delay Demand (Veh.Min Demand / End / Time (Veh / Capacity Queue Segment) Min) (RFC) (Veh)

Delay Demand (Veh.Min Demand / End / Time (Veh / Capacity Queue Segment) Min) (RFC) (Veh)

Delay Demand (Veh.Min Demand / End / Time (Veh / Capacity Queue Segment) Min) (RFC) (Veh)

Delay (Veh.Min / Time Segment)

A B C D

12.75 0.15 8.31 13.29

0.407 0.011 0.466 0.451

0.7 0 0.9 0.8

10.3 0.2 13 12.2

11.49 0.02 15.45 13.4

0.365 0.001 0.821 0.47

0.6 0 4.4 0.9

8.6 0 64.4 13.2

16.44 0.15 8.83 14.64

0.525 0.013 0.54 0.503

1.1 0 1.2 1

16.5 0.2 17.4 15.1

13.43 0.02 16.48 15.08

0.427 0.001 0.911 0.542

0.7 0 8.6 1.2

11.1 0 122.2 17.6

A B C D

17.22 3.54 19 10.29

0.845 0.301 0.758 0.536

5.3 0.4 3.1 1.2

80.1 6.4 46.5 17.3

16.48 5.79 17.1 7.02

0.631 0.416 0.726 0.327

1.7 0.7 2.6 0.5

25.5 10.7 39.5 7.3

17.22 5.6 19.32 15.37

0.991 0.539 0.812 0.81

31.9 1.2 4.2 4.2

460.3 17.4 63.6 62.9

16.48 8.9 17.23 10.59

0.686 0.704 0.796 0.495

2.2 2.4 3.9 1

32.9 35.3 57.8 14.6

A B C D

3.39 3.54 1.58 0.42

0.317 0.322 0.163 0.046

0.5 0.5 0.2 0

6.9 7.1 2.9 0.7

1.91 5.06 0.83 0.13

0.174 0.455 0.091 0.014

0.2 0.8 0.1 0

3.1 12.3 1.5 0.2

3.49 3.54 1.74 0.42

0.325 0.323 0.18 0.047

0.5 0.5 0.2 0

7.2 7.1 3.3 0.7

2 5.06 1.03 0.13

0.183 0.457 0.113 0.014

0.2 0.8 0.1 0

3.3 12.4 1.9 0.2

A B C D

16.59 11.14 19.1 14.26

0.781 0.609 0.744 0.768

3.4 1.5 2.8 3.2

51 22.8 42.4 47.4

18.46 15.56 18.35 10.15

0.725 0.853 0.775 0.502

2.6 5.4 3.3 1

38.5 78.3 49.3 14.9

16.92 12.15 19.45 16.94

0.854 0.671 0.784 0.92

5.4 2 3.5 9.3

77.7 29.6 52.2 130.8

18.9 16.83 18.48 11.49

0.763 0.938 0.819 0.57

3.1 11 4.3 1.3

46.7 152.7 62.8 19.5

A B C D

15.41 6.29 9.56 0.97

0.663 0.341 0.468 0.049

1.9 0.5 0.9 0.1

29 7.7 13.1 0.8

12.72 2.75 11.03 6.75

0.627 0.158 0.487 0.352

1.7 0.2 0.9 0.5

24.8 2.8 14.1 8.1

19.47 6.29 10.33 0.61

0.824 0.4 0.506 0.031

4.5 0.7 1 0

66.5 9.9 15.2 0.5

14.66 2.75 13.74 6.75

0.723 0.169 0.607 0.384

2.6 0.2 1.5 0.6

38 3 22.9 9.3

B-AC C-AB C-A A-B A-C

0.02 0 3.19 0.04 9.87

0.002 0 0 0 Free Flow Conditions Free Flow Conditions Free Flow Conditions

0 0

0.06 0.03 7.25 0 4.62

0.007 0.01 0.1 0.002 0 0 Free Flow Conditions Free Flow Conditions Free Flow Conditions

0.04 0 3.19 0.04 9.87

0.006 0.01 0.1 0 0 0 Free Flow Conditions Free Flow Conditions Free Flow Conditions

0.06 0.03 7.25 0 4.62

0.007 0.01 0.1 0.002 0 0 Free Flow Conditions Free Flow Conditions Free Flow Conditions

B-AC C-AB A-B A-C

3.74 1.1 1.52 5.49

0.495 0.95 13.4 0.112 0.13 1.9 Free Flow Conditions Free Flow Conditions

1.96 3.36 4.84 6.66

0.272 0.37 5.3 0.385 0.62 9.3 Free Flow Conditions Free Flow Conditions

4.79 1.1 1.52 5.49

0.613 1.54 22.9 0.112 0.13 1.9 Free Flow Conditions Free Flow Conditions

2.39 3.36 4.84 6.66

0.325 0.48 6.8 0.385 0.62 9.3 Free Flow Conditions Free Flow Conditions

0.02 0.06 0 7.41 0.06 0 0 13.52

0.004 0 0.1 0.007 0.01 0.1 0 0 0 Free Flow Conditions Free Flow Conditions 0 0 0 Free Flow Conditions Free Flow Conditions

0.04 0.13 0.06 14.42 0 0.21 0.02 7.34

0.005 0.01 0.1 0.021 0.02 0.3 0.003 0 0 Free Flow Conditions Free Flow Conditions 0.017 0.02 0.3 Free Flow Conditions Free Flow Conditions

0.02 0.06 0 11.63 0.09 0 0 15.51

0.005 0.01 0.1 0.009 0.01 0.1 0 0 0 Free Flow Conditions Free Flow Conditions 0 0 0 Free Flow Conditions Free Flow Conditions

0.04 0.15 0.07 16.52 0 0.27 0.02 10.32

B-AC C-AB C-A A-B A-C

1.21 1.43 8.55 0.51 2.84

0.165 0.2 2.9 0.095 0.19 2.9 Free Flow Conditions Free Flow Conditions Free Flow Conditions

2.72 1.28 3.87 1.84 6.33

0.353 0.54 8.1 0.117 0.23 3.4 Free Flow Conditions Free Flow Conditions Free Flow Conditions

1.65 1.65 9.86 0.51 3.67

0.175 0.21 3.1 0.103 0.22 3.3 Free Flow Conditions Free Flow Conditions Free Flow Conditions

2.72 1.4 4.43 1.84 7.82

0.377 0.6 8.9 0.126 0.26 4 Free Flow Conditions Free Flow Conditions Free Flow Conditions

B-C B-A C-A C-B A-B A-C

0.44 5.49 10.44 3.17 0.75 7.58

0.127 0.14 2.1 0.593 1.42 21.2 Free Flow Conditions 0.302 0.43 6.4 Free Flow Conditions Free Flow Conditions

0.22 3.91 9.12 6.11 1.76 10.15

0.088 0.09 1.4 0.451 0.81 12.1 Free Flow Conditions 0.616 1.57 23.4 Free Flow Conditions Free Flow Conditions

0.44 5.49 13.12 3.17 0.75 8.95

0.158 0.18 2.7 0.621 1.6 23.8 Free Flow Conditions 0.315 0.46 6.8 Free Flow Conditions Free Flow Conditions

0.22 3.91 10.46 6.11 1.76 11.85

0.112 0.12 1.8 0.478 0.9 13.5 Free Flow Conditions 0.65 1.81 26.8 Free Flow Conditions Free Flow Conditions

1.52 1.49 0.26 2.51 9.36

0.213 0.27 4 Free Flow Conditions 0.034 0.04 0.5 Free Flow Conditions Free Flow Conditions

2.79 4.88 1.1 3.78 2.06

0.372 0.58 8.7 Free Flow Conditions 0.124 0.14 2.1 Free Flow Conditions Free Flow Conditions

B-ACD A-BCD A-B A-C D-ABC C-ABD C-D C-A

B-AC C-A C-B A-B A-C

Page 2 of 2

0.006 0.01 0.031 0.03 0.004 0 Free Flow Conditions Free Flow Conditions 0.019 0.02 Free Flow Conditions Free Flow Conditions

0.1 0.5 0.1

0.3

Beyond Green Developments North Sprowston & Old Catton

Appendix 8.9: Construction Traffic Management Plan

ES Volume 2: Technical Appendices

North Sprowston & Old Catton Framework Construction Traffic Management Plan

Document Title:

Framework Construction Traffic Management Plan

Version:

Draft

Date:

03 October 2012

Prepared by:

Matthew Jopp

Approved by:

David Paddon

SKM Colin Buchanan New City Court 20 St Thomas Street London SE1 9RS Tel: Fax: Web:

+44 (0)20 7939 6100 +44 (0)20 7939 6103 www.skmcolinbuchanan.com

COPYRIGHT: The concepts and information contained in this document are the property of Sinclair Knight Merz (Europe) Ltd. Use or copying of this document in whole or in part without the written permission of Sinclair Knight Merz constitutes an infringement of copyright.

LIMITATION: This report has been prepared on behalf of and for the exclusive use of Sinclair Knight Merz (Europe) Ltdâ&#x20AC;&#x;s Client, and is subject to and issued in connection with the provisions of the agreement between Sinclair Knight Merz and its Client. Sinclair Knight Merz accepts no liability or responsibility whatsoever for or in respect of any use of or reliance upon this report by any third party.

SKM Colin Buchanan

PAGE i

Document history and status Revision

Date issued

Reviewed by

Approved by

Date approved

Draft

13 August 2012

D. Paddon

D. Paddon

13 August 2012

Final

1 October 2012

D Paddon

M Fitch

2 October 2012

Revision type

Distribution of copies Revision

Copy no

Quantity

Issued to

Final

Digital PDF

NA

Greengage/Beyond Green

Printed:

4 October 2012

Last saved:

4 October 2012 09:57 AM

File name:

Draft Framework Construction Traffic Management Plan

Author:

Matthew Jopp

Project manager:

David Paddon

Name of organisation:

SKM Colin Buchanan

Name of project:

North Sprowston & Old Catton

Name of document:

Framework Construction Traffic Management Plan

Document version:

Final

Project number:

VN18592.01

SKM Colin Buchanan

MJ.docx

PAGE ii

Contents 1

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

1.1

General ........................................................................................................................................................................... 1

1.2

Format of the report ........................................................................................................................................................ 1

2

Proposed Development ............................................................................................................................................... 2

2.1

Introduction ..................................................................................................................................................................... 2

2.2

Site Location ................................................................................................................................................................... 2

2.3

Development Proposals ................................................................................................................................................. 3

2.4

Operational Access ........................................................................................................................................................ 5

3

Phasing of development .............................................................................................................................................. 7

3.1

Introduction ..................................................................................................................................................................... 7

3.2

Development Phasing .................................................................................................................................................... 7

4

Construction Traffic Routing and Access .................................................................................................................. 9

4.1

Introduction ..................................................................................................................................................................... 9

4.2

Regional routing of construction materials ..................................................................................................................... 9

4.3

Access to the construction sites ................................................................................................................................... 11

4.4

Delivery strategy and routing within the site ................................................................................................................. 11

4.5

Disposal of excavated materials ................................................................................................................................... 11

5

Construction traffic generation ................................................................................................................................. 13

5.1

Introduction ................................................................................................................................................................... 13

5.2

Construction staff travel patterns and travel plan strategy ........................................................................................... 13

5.3

Construction staff car parking and car trip generation .................................................................................................. 13

5.4

Construction Staff Travel Plan ...................................................................................................................................... 14

5.5

Construction delivery vehicle trip generation ................................................................................................................ 15

5.6

Construction Delivery and Service Plan ....................................................................................................................... 17

6

Environmental Controls ............................................................................................................................................. 18

7

Further details............................................................................................................................................................. 19

7.1

Introduction ................................................................................................................................................................... 19

7.2

Contractor Information .................................................................................................................................................. 19

7.3

Recommendation ......................................................................................................................................................... 19

Figure 2.1 Site Location.................................................................................................................................................................. 2 Figure 2.2 Development Plan ......................................................................................................................................................... 4 Figure 2.3 Site Access Points and Internal Street Hierarchy ...................................................................................................... 6 Table 3.1 Development Phasing Breakdown ................................................................................................................................ 7 Figure 4.1 Regional Construction Delivery Vehicle Routing Options Pre NNDR .................................................................... 10 Table 5.1 Bus routes 605 & 606 fare information ....................................................................................................................... 13 Table 5.2 Matrix of construction staff travel plan measures ..................................................................................................... 15 Table 5.2 Construction plant and delivery vehicle requirements over a typical year ............................................................ 16 Figure 5.1 Construction plant and delivery vehicle requirements over a typical year ........................................................... 16

SKM Colin Buchanan

PAGE iii

1

Introduction

1.1

General

1.1.1

SKM Colin Buchanan (SKMCB) has been commissioned by Beyond Green to prepare a Framework Construction Traffic Management Plan (CTMP) in support of a sustainable development planning application in the Broadland District of Norwich within Norfolk County Council (NCC).

1.1.2

The purpose of this Framework CTMP report is to identify known information about the construction process, such as outline details about the schedule and phasing of construction and site access arrangements. This Framework CTMP report also identifies the details that will need to be provided by the contractor/contractors appointed to construct each phase of the development. It is anticipated that a condition will be applied to any planning approval requiring updated CTMPs with additional details for each phase to be formally discharged by the appointed contractor before any significant work on each phase begins on site.

1.1.3

The majority of the development site is existing Greenfield which lies to the north of Norwich City Centre and east of Norwich Airport.

1.1.4

The proposal for the application is for a mixed use (residential led) development comprising of up to 16,800sqm of business/commercial (B1/B2), up to 8,800sqm of retail (A1-A5), up to 1,000sqm of hotel (C1), up to 5,000sqm of education (D1), up to 2,000sqm of other community use (D1) and up to 3,519 residential dwellings (C3) with four associated accesses to the highway network.

1.1.5

The development is intended to be brought forward over 6 phases. Each phase is estimated to take 30 to 48 months with the whole development being completed between 15 and 20 years from commencement.

1.2

Format of the report

1.2.1

This Framework CTMP follows an indicative structure based on Construction Management Plan Guidelines provided by the City of Cambridge, as no similar published guidance exists in NCC at this date. Following this chapter, the report is structured as follows: 

Chapter 2 provides a description of the application;



Chapter 3 discusses the schedule, including overall excavation/construction timescales by phase, key highways measures at each phase and planned highway improvements;



Chapter 4 discusses routing and access to the construction sites;



Chapter 5 identifies environmental controls to manage construction traffic and reduce noise and nuisance; and



Chapter 6 identifies the details that will be provided by the contractor/contractors appointed to construct each phase.

SKM Colin Buchanan

PAGE 1

2

Proposed Development

2.1

Introduction

2.1.1

This chapter provides details of the proposed development, detailing the location and the quantum of proposed development as well as the proposed access points and connections to the surrounding highway and sustainable transport networks once construction of the Masterplan is complete.

2.2

Site Location

2.2.1

The development site is located adjacent the communities of Sprowston and Old Catton within Broadland District, Norwich. The majority of the site in its existing form is agricultural greenfield land which is located to the north of Norwich City Centre.

2.2.2

The village of Spixworth is located approximately 1km to the north west of the site and Rackheath is located approximately 1.5km to the east of the site.

2.2.3

The site location in relation the local highway network is shown in Figure 2.1.

Figure 2.1 Site Location

Source: Beyond Green

SKM Colin Buchanan

PAGE 2

2.2.4

Norwich Airport is located approximately 5km to the west of the site and can be accessed via the A140 Holt Road.

2.2.5

Immediately to the north of the site runs the proposed route of the Norwich Northern Distributor Road (NNDR).

2.3

Development Proposals

2.3.1

The North Sprowston & Old Catton application proposes to develop the site into a mixed use, residential led development comprising of:

2.3.2



Residential Development of up to 3,519 dwellings (C3 use class);



Up to 16,800m² Gross Internal Area (GIA) of Commercial Development (B1, B2);



Up to 8,800m² (GIA) of Retail and Service Development (A1-A5);



Up to 1,000m² (GIA) of Hotel Development (C1);



Up to 5,000m² (NIA) of Education Development (D1);



Up to 2,000m² (NIA) of Other Community Development (D1);



An Energy Centre measuring up to 1,500m²;



82.5 hectares of formal and informal open space including play and recreational space and new and retained natural and semi-natural space; and



Four proposed accesses onto the highway network

The development plan is shown in Figure 2.2.

SKM Colin Buchanan

PAGE 3

Figure 2.2 Development Plan

Source: Beyond Green

2.3.3

The key principals of the sustainable transport strategy of the site are to: 

Reduce the need to travel;



Integrate transport proposals with Norwich Area Transportation Strategy;



Provide bus priority and enhance the existing bus service;



Provide high quality, safe and direct routes for cyclists and pedestrians;



Provide actively managed car parks; and



To provide alternative sustainable transport options such as: offering a car club, promoting lift sharing and providing pool parking.

2.3.4

A Site Travel Plan will also be implemented which will contain an action plan, provide sustainable travel targets and monitoring, in accordance with NCC.

2.3.5

The development proposals accord fully with existing national, regional and local transport policies.

SKM Colin Buchanan

PAGE 4

2.4

Operational Access

2.4.1

The development scheme will be accessed from the three radial routes running through or past the site. These new accesses will be located off: Wroxham Road

2.4.2

A primary access junction will be located off Wroxham Road opposite the current entrance to Sprowston Manor Golf Course and Hotel. This will provide access to the eastern side of the scheme and will form a junction with a new road which runs in an east-west alignment through the site.

2.4.3

The speed limit along Wroxham Road adjacent to the development will be reduced to 30mph.

North Walsham Road

2.4.4

North Walsham Road will be realigned to run through the developmentâ&#x20AC;&#x;s Main Square forming a north-south connection. This newly aligned road will be an urban street and will offer numerous access points with other, primarily residential, streets which will distribute local traffic within the scheme.

The speed limit along the re-aligned North Walsham Road within the development boundaries will be 20mph.

2.4.5

Church Lane will remain closed to vehicular traffic in both directions where it enters the site to the south.

Buxton/Spixworth Road

2.4.6

A primary access junction will be located off Buxton/Spixworth Road to the north of Lavare Park.

It will take the form of a signalised crossroad and provide connections into the centre and east of the development. This road is expected to carry mainly local traffic and public transport.

2.4.7

Figure 2.3 displays the proposed development access points and internal road configuration.

SKM Colin Buchanan

PAGE 5

Figure 2.3 Site Access Points and Internal Street Hierarchy

Source: Beyond Green

SKM Colin Buchanan

PAGE 6

3

Phasing of development

3.1

Introduction

3.1.1

This chapter provides the outline phasing and timescales for excavation and construction. This Framework CTMP will be updated by the contractor/contractors appointed to construct each phase of the proposed development. Details not present in this chapter will be provided at that time.

3.2

Development Phasing

3.2.1

The development is proposed to come forward in six phases. The full quantum of development equates to an average of 587 dwellings and 4,200 commercial space per phase. In addition, it is expected that two primary schools will be delivered by the end of phase 2. Table 3.1 illustrates the proposed development breakdown within each Phase.

Table 3.1 Development Phasing Breakdown Total Within Each Phase Development

Residential (Units) Commercial/Retail (m²)

Phase 1

Phase 2

Phase 3

Phase 4

Phase 5

Phase 6

584

596

585

594

572

589

9,800

7,250

5,650

460

2,180

260

Cumulative Phase Total Development

Residential (Units) Commercial/Retail (m²)

Phase 1

Phase 2

Phase 3

Phase 4

Phase 5

Phase 6

584

1,180

1,765

2,359

2,931

3,520

9,800

17,050

22,700

23,160

25,340

25,800

3.2.2

The proposed phasing development diagrams can be seen in the separate Delivery and Management Statement.

3.2.3

Each phase is expected to take 30-48 months to complete with the development being completed within 15-20 years of commencement.

3.2.4

The aim of the phasing scheme is to allow the growth of the development to mirror that of traditional town expansion, where development begins around the core of the site, close to a selection of transport nodes. In this way, the phasing scheme: 

Will establish a critical mass of development around Main Square in the early phases;



Delivers the new alignment of the North Walsham Road in Phase 1 and the east-west link between this and the Wroxham Road by the end of phase 2, relatively quickly establishing the core structure of primary roads;



Provides access to the first primary school site in the first phase and to the second before the first would reach capacity; and

SKM Colin Buchanan

PAGE 7

ď&#x201A;ˇ 3.2.5

Provides a balanced mix of housing type and size across each phase.

It is expected that the NNDR will be fully operational by 2018 (during phase 2).

SKM Colin Buchanan

PAGE 8

4

Construction Traffic Routing and Access

4.1

Introduction

4.1.1

This chapter discusses routing and access to the construction sites before the NNDR is operational and how this will evolve once the NNDR comes on-line. The routing and access within the site and the routing in the region are also discussed.

4.2

Regional routing of construction materials

4.2.1

As a general principle, materials will be sourced as locally as possible. However, Norfolk has the following strategic port facilities for importing any construction materials required from overseas: 

King‟s Lynn – operated by Associated British Ports (ABP);



Lowestoft – operated by ABP; and



Great Yarmouth – operated by EastPort UK.

4.2.2

From King‟s Lynn the most direct route would use the A47, A1074, A140, A1042 and A1151.

This route would take construction delivery vehicles through King‟s Lynn, New Costessey and Sprowston, using the outer ring road of Norwich prior to the completion of the NNDR. This may not be considered suitable, in which case a route via A148, A149 and A1151 may be considered more suitable. This route would take construction delivery vehicles through King‟s Lynn, Cromer, North Walsham, Beeston St Lawrence and Wroxham. This alternative route avoids using the outer ring road of Norwich and may therefore be suitable prior to completion of the NNDR.

4.2.3

From Lowestoft the most direct route would use the A12, A1145, A146, A47, A1042, and A1151. This route would take construction delivery vehicles through Lowestoft, Gillingham, Hales, Thorpe St Andrew and Sprowston, using the outer ring road of Norwich prior to completion of the NNDR.

4.2.4

From Great Yarmouth the most direct route would use the A1243, A12, A47, A1042 and A1151.

This route would take construction delivery vehicles through Great Yarmouth, Runham, Acle, Thorpe St Andrew and Sprowston, using the outer ring road of Norwich prior to completion of the NNDR.

4.2.5

Other construction materials sourced to the south and west of Norwich would make use of the A47 southern by-pass of Norwich, using the A1042, and A1151. This route would take construction delivery vehicles through Thorpe St Andrew and Sprowston, using the outer ring road of Norwich prior to completion of the NNDR.

4.2.6

It does not appear that any feasible rail freight options exist that avoid the necessity to transfer materials by road through Norwich.

SKM Colin Buchanan

PAGE 9

4.2.7

The potential regional routings of construction delivery vehicles, prior to the NNDR being operational and once the NNDR is operational, are illustrated in Figure 4.1 and Figure 4.2.

Figure 4.1 Regional Construction Delivery Vehicle Routing Options Pre NNDR

Figure 4.2 Regional Construction Delivery Vehicle Routing Options Post NNDR (2018)

SKM Colin Buchanan

PAGE 10

4.3

Access to the construction sites

4.3.1

Each feasible route of construction delivery vehicles accesses the application site on the A1151 Wroxham Road. The access point for all construction related delivery vehicles accessing the site in Phases 1-6 of the construction will be via Wroxham Road.

4.3.2

It is proposed to establish a main contractors‟ compound (or “construction village”) on the site which can exist for the duration of the development without needing to be moved. This is anticipated to be located immediately north of the Sprowston Park & Ride site, adjacent to the proposed energy centre site where blocks WRS03 and WRS04 will ultimately be located, close to the A1151 Wroxham Road, from which all materials will enter the application site.

4.3.3

The only construction delivery vehicle access junction would be a permanent construction access onto Wroxham Road, just south of block WRS05. This will require temporary traffic controls to allow for right turns, but free flowing conditions for left in, and left out. Right turns would be restricted during the AM and PM peak traffic periods on Wroxham Road in order to limit the traffic impact of the construction delivery vehicle access.

4.4

Delivery strategy and routing within the site

4.4.1

A detailed delivery plan for the development will be prepared by the appointed construction manager, which will schedule when materials arrive on a „just in time‟ basis so as to avoid the build up of construction traffic along neighbouring roads.

4.4.2

Construction delivery vehicle traffic would make use of the emerging street network, especially the east-west link road which will be completed early in Phase 3 and the route of which will be laid with a temporary surface to enable it to be used for construction movements in earlier phases.

4.4.3

All offloading of materials will happen within the application site boundary and will be initially coordinated from the main contractors‟ compound (or “construction village”). A number of smaller local set-ups within phase development sites incorporating toilets and drying rooms will be provided. Materials delivered to the application site will be unloaded by forklift or by using tower cranes, which will then distribute the materials to the appropriate location on-site.

4.4.4

Deliveries to the site will be on a „just in time‟ basis, minimising the extent to which materials need to be stored on site. A materials booking system will be set-up, which will involve booking in of deliveries with 24 hours notice of delivery to the site. Abnormal sized delivery would be booked with 48-72 hours notice to ensure the site is ready to receive the load without causing congestion within the site. The booking scheme would allow the construction manager to control the timings of deliveries so that peak hours will be avoided.

4.5

Disposal of excavated materials

4.5.1

The site is relatively flat and the need for earthworks to modify the landform is expected to be negligible. With the exception of the possible removal of high-grade topsoils for reuse under a mitigation strategy for agricultural land loss, there will be no off-site excavation disposal. All

SKM Colin Buchanan

PAGE 11

excavated materials will be disposed of within the site, avoiding the need to transfer large quantities of excavated materials by public road.

SKM Colin Buchanan

PAGE 12

5

Construction traffic generation

5.1

Introduction

5.1.1

This chapter provides information about: 

Construction staff travel patterns and travel plan strategy;



Construction staff car parking and car trip generation; and



The maximum and average construction delivery vehicle trip generation in each phase of construction.

5.2

Construction staff travel patterns and travel plan strategy

5.2.1

For the proposed development programme, it is anticipated that construction staff on site will peak at between 200-240 workers and 10 management staff on site at any time in each phase.

5.2.2

The main contractors‟ compound (or “construction village”) will be located immediately north of the Sprowston Park & Ride site and travel to the site by bus will be encouraged. The construction village will provide lockable storage for tools and equipment on site.

5.2.3

The Park & Ride site is served by bus route 605 from Norwich city centre (operates every 15mins Mon-Sat 0717-1830) and bus route 606 to Norwich City Centre (operates every 15mins Mon-Sat 0700-1800). The journey time is 20-25 minutes in each direction. The bus fare information is summarised in Table 5.1.

Table 5.1 Bus routes 605 & 606 fare information Ticket type

Fare

10 return trip

£22

4 weekly ticket

£41

Annual ticket

£410

5.2.4

It is estimated that up to one-third of the workforce will arrive in their own vehicles, with the remainder arriving by bus or by shared private transport.

5.3

Construction staff car parking and car trip generation

5.3.1

A [90] space temporary car park is proposed within the construction village, to safely accommodate construction staffs‟ and trade operatives‟ private vehicles. A green transport system (e.g. electric shuttle bus service) will be used to move the workforce around on-site. A temporary car park booking system will be set-up, which will involve reservation of spaces, arranged in advance with the construction manager. The booking scheme would allow the construction manager to control the usage of the temporary car park and overspill parking will be avoided. By limiting the scale of the construction staff car park, the use of public transport will be encouraged and the daily vehicle trip generation of the construction site will be limited to a peak of 180 daily movements (90 arrivals plus 90 departures), limiting the traffic impact of the construction vehicle access on the A1151 Wroxham Road. Under no circumstances will trade

SKM Colin Buchanan

PAGE 13

operatives or construction staff use public roads or resident parking spaces to park their private vehicles in the vicinity of the construction site.

5.4

Construction Staff Travel Plan

5.4.1

It is the responsibility of the main contractor of each phase to manage and monitor staff travel patterns, to ensure the traffic impact is minimised and no overspill car parking occurs. The target mode share is 30% of construction staff driving to the construction site.

5.4.2

The objectives of providing a Construction Staff Travel Plan are: 

To prevent the possibility of overspill parking being generated on public roads;



To limit the traffic impact of the construction phases on the surrounding highway network;



To maximise usage of the available bus services; and



To provide sustainable travel information to all construction staff.

5.4.3

The travel plan will be implemented as a package of measures, designed to work collectively to overcome the various barriers and encourage a switch to sustainable travel. The aim is for nudges and prompts to come from many sources, the combined effect of which will generate the required level of sustainable travel behaviour across the population, then sustain and improve on this performance over the construction period. Many of the measures will be implemented prior to and on initial induction of construction staff, to ensure new staff and visitors to the site establish sustainable travel habits from the outset.

5.4.4

The measures in this travel plan are guided by current best practice in travel behaviour change and social marketing methods. For example the four levers used in social marketing are all incorporated in the design of the development or the travel plan: 

Support: giving people means and solutions to adopt the desired behaviour e.g. convenient, secure cycle parking; subsidised/free bus tickets – monthly and annual passes etc.



Design: changing the environment, physical context and products to support the new behaviour e.g. limit the scale of the staff car park; provide pedestrian access from the Park & Ride to the Construction Village; pedestrian and cyclist priority and permeability; local services within walking distance etc.



Inform and educate: providing information to advise, build awareness, persuade and inspire e.g. travel information pack and PTP session offered to staff at induction on site.



Control: take steps to legislate, require, enforce and set standards e.g. parking management; requirement for travel plan commitment in contracts etc.

SKM Colin Buchanan

PAGE 14

Table 5.2 Matrix of construction staff travel plan measures Physical measure in Construction Village

Inform prior to initial staff arrival on site

During staff induction on site

Secure, convenient cycle parking







Electric vehicle charging points







Storage facilities for construction staff to store equipment Travel Hub in Construction Village with sustainable travel information and leaflets Travel information packs sent out on appointment of staff promoting local shops/services/options Innovative car parking management including a booking system with possible 3day-a-week permits for staff







Measures



  



Car sharing, including taxi-sharing





Subsidised/free bus tickets – monthly and annual passes





Personalised travel planning at induction



5.5

Construction delivery vehicle trip generation

5.5.1

The type and number of construction vehicles generated during the construction period will be dependent on the different stages of construction, the mix of construction methods adopted, and the type and intensity of work being undertaken at the different stages. Table 5.2 highlights the anticipated plant and delivery vehicle requirements over a typical year consisting of approximately 200 residential units, based on traditional construction methods. Phase 1 equals 3 years and approximately 600 units, therefore 1 year equals approximately 200 units. This includes external HGV traffic movements only, and excludes internal HGV traffic movements, such as transport of spoil and topsoil within the development boundary.

SKM Colin Buchanan

PAGE 15

Table 5.2 Construction plant and delivery vehicle requirements over a typical year Vehicle

Total Weeks

Duration

Quantity (200 units)

Total External Movements

Notes

Plant Vehicles

5ft Dumper

Weeks 0-20

20

3

6

40ft Mobile Crane

Weeks 10-40

30

3

6

20ft Excavator

Weeks 0-32

32

3

6

Excavator JCB3cx

Weeks 0-32

32

3

6

Scrapers

Weeks 0-20

20

2

4

Telehandlers & Forklifts

Weeks 10-50

40

3

6

72ft Roller

Weeks 30-62

32

1

2

All plant vehicles remain on-site through out duration

Delivery Vehicles

5.5.2

Ready mix lorries

Weeks 4-32

28

12 per week

672

Deliveries (frame)

Weeks 10-40

30

18 per week

1080

Deliveries (bricks/blocks)

Weeks 15-48

33

12 per week

792

Deliveries (roofing)

Weeks 13-45

32

6 per week

384

Deliveries (beam/flooring)

Weeks 4-32

28

6 per week

336

Deliveries (carpentry)

Weeks 17-56

39

6 per week

468

Deliveries (plumbing)

Weeks 17-57

40

6 per week

480

Deliveries (plasterboard)

Weeks 18-58

40

6 per week

480

Deliveries (finishes)

Weeks 20-62

42

6 per week

504

All delivery vehicles parked off-site outside work hours

Figure 5.1 illustrates an indicative schedule of construction vehicle movements across a construction programme for 200 units over a typical year.

Figure 5.1 Construction plant and delivery vehicle requirements over a typical year 180 160 140 120 Construction movements per week

100 80

Average

60 40 20 0 0

SKM Colin Buchanan

5 10 15 20 25 30 35 40 45 50 55 60

PAGE 16

5.5.3

This demonstrates that at peak construction activity 162 construction delivery vehicle movements (arrivals plus departures) will be generated per week. Normal working hours each week are Monday to Friday 7am-6pm and Saturday 7.30am to 2pm, or 61.5 working hours. This equates to a peak maximum of around 30 HGV movements per day, or an indicative maximum of 3 HGV movements per hour.

5.6

Construction Delivery and Service Plan

5.6.1

It is the responsibility of the main contractor of each phase to provide a detailed construction delivery and service plan to manage the external deliveries to avoid the morning and afternoon peak traffic conditions on the A1151 Wroxham Road.

SKM Colin Buchanan

PAGE 17

6

Environmental Controls

6.1.1

In order to limit the noise impact of the construction site, noisy plant and equipment will be sited as far away as is practicable from any noise sensitive buildings. The use of barriers such as: soil mounds; site huts; acoustic sheds; or partitions, etc, to deflect noise away from noise sensitive areas will be employed wherever practicable. Care shall be taken when loading or unloading vehicles or moving materials, etc, to reduce the noise impact.

6.1.2

In order to limit the dust and air quality impact of the construction site, immediately inside the construction delivery vehicle access on Wroxham Road, a wheel washing facility will be set up.

Techniques such as damping down will be used and individual plant and machinery will adopt collective techniques. Delivery vehicles carrying waste from the site will be covered. A Site Waste Management Plan (SWMP) will be developed by the main contractor of each phase.

6.1.3

Access routes will be clearly signed, in agreement with NCC. A detailed sequenced delivery strategy will be provided by the main contractor of each phase, to minimise the traffic impact, preventing congestion in the locality.

6.1.4

In order to limit the impact of emissions, a partnered supply chain will be used, which will provide information concerning emissions. The developer favours the use of freight operators that are members of the Fleet Operators Recognition Scheme (FORS). No vehicle idling will be allowed.

SKM Colin Buchanan

PAGE 18

7

Further details

7.1

Introduction

7.1.1

This chapter identifies the information that will be available to the contractor/contractors appointed to construct each phase. This additional information will allow the formal discharge of the anticipated condition to any planning approval.

7.2

Contractor Information

7.2.1

Once the contractor/contractors have been appointed to construct each phase of the proposed development, further details will be provided, including: 

Contact details for the Contractor, Architect and Engineer managing the construction;



List of contact details in the event of an emergency on site;



More precise dates of construction activity;



Any identified requirement for in-street construction activity on public roads;



Details of any identified requirement for work to the public footways and/or streets;



Work hours, any work outside normal hours (7am-6pm Mon-Fri and 7.30am-2pm Sat) will be agreed in advance with NCC;



Details of construction worker access and parking areas;



Police contact details;



Details of any identified requirement for truck unloading/staging;



Construction site signage and detailed internal vehicle routing;



Details of any identified requirement for suspension of on-street parking, including parking occupancy information;



Pedestrian access for construction workers;



How pedestrian access will be maintained for occupants of earlier phases; and



Modes of transportation for construction workers and initiatives for reduction in driving and parking demand.

7.3

Recommendation

7.3.1

This CTMP is a framework to cover the construction of all phases over the 15-20 year period of the development .

7.3.2

It identifies the broad requirements for the submission of detailed CTMP for each phase of the development by the main contractor.

7.3.3

It is intended that NCC review this Framework CTMP and comment on any additional information required from the contractor/contractors, for inclusion in this Framework.

SKM Colin Buchanan

PAGE 19

Beyond Green Developments North Sprowston & Old Catton

Appendix 8.10: Junction Modelling â&#x20AC;&#x201C; Mitigation

ES Volume 2: Technical Appendices

Approach North Walsham/A1042 A1042 (E) Constitution Hill (S) A1042 (W) Constitution Hill (N) Wrohxam Road/A1042 Mousehold Lane South (A1042) Sprowston Road Chartwell Road (A1042) Wrohxam Road

Rev 1 (ARCADY)

21.02 5.04 24.54 13.08

19.12 10.97 24.7 14.79

A B C D

A B C D

Link

0.929 0.671 0.963 0.977

1.16 0.475 1.015 0.817

Demand / Demand Capacity (Veh / Min) (RFC)

10.1 2 16.1 15.3

262.8 0.9 65.3 4.3

End Queue (Veh)

AM

140.4 29.3 220.5 198.2

3615 13.5 924.5 64.7

Delay (Veh.Min / Time Segment)

21.91 15.54 22.31 11.25

21.06 7.85 20.73 8.56 0.891 0.989 0.941 0.624

107 234.6 163.7 24.2

75.8 34.8 257.2 11.8

Delay (Veh.Min / Time Segment)

Page 1 of 1

7.4 18.2 11.8 1.6

5.1 2.3 16.9 0.8

End Queue (Veh)

PM

0.837 0.702 0.955 0.442

Demand / Demand Capacity (Veh / Min) (RFC)

2017 Base (No NDR)

19.21 11.19 24.7 15.34

21.02 5.03 24.73 14.48 0.941 0.683 0.97 1.01

1.214 0.473 1.021 0.901

Demand / Demand Capacity (Veh / Min) (RFC)

11.5 2.1 17.7 22

331 0.9 74.4 8.3 158.4 30.9 240.3 273.9

4560.6 13.4 1048.6 123.8

Delay (Veh.Min / Time Segment)

22 15.89 22.31 11.52

21.05 8.58 20.98 9.25 0.899 1.015 0.948 0.64

7.9 24.2 12.8 1.7

5.6 3.5 31.8 0.9

End Queue (Veh)

PM

0.851 0.782 0.987 0.476

Demand / Demand Capacity (Veh / Min) (RFC)

2017 + Base + Development Mitigation (No NDR)

End Queue (Veh)

AM

NORTH SPROWSTON OLD CATTON ENVIRONMENTAL STATEMENT APPENDIX 8.10: 2017 BASE + DEVELOPMENT WITH MITIGATION NO NNDR JUNCTION MODELLING

114 301.4 179.2 25.8

83.7 52.4 461 13.5

Delay (Veh.Min / Time Segment)

PM

0.01 0.01 0.01 0.03

0.05 0.00 0.01 0.08

Difference in RFC

AM

0.01 0.03 0.01 0.02

0.01 0.08 0.03 0.03

Drawing title:

Reepham Road

0

0

0

0 0

AM LOCAL TRIPS

Cromer Road

Fifters Lane

Beechwoods

Lodge Lane / Repton Ave

594

170

-58

Difference

0

707

204

St Faith's Road

799

72

752

173

247

84

Job Title:

Client:

Difference

96

Church St

The Paddocks

177

Difference

10

187

520

565

A1042

George Hill

White Woman Lane

NORWICH

BEYOND GREEN

-45

Difference

Spixworth Road

Page 1 of 1

-51

Difference

413

362

IG

Job Number:

Ckd/Appd: 1st Issued:

NTS

Drawn by:

136

School Lane

VN18592

May 2012

DP

Barker's Lane / Church Lane

P&R

Proposed High Street

Beeston Lane

Designed by: IG

Scale:

782

Difference

North Walsham Road

646

NORTH SPROWSTON OLD CATTON ENVIRONMENTAL STATEMENT APPENDIX 8.10: JUNCTION MODELLING MITIGATION

-158

Difference

118

Salhouse Road

Falcon Road

Blue Boar

Committed Dev Access

Drg no:

APPENDIX 8.10

D:\Documents and Settings\IGardner\Local Settings\Temporary Internet Files\Content.Outlook\E58Z0QGY\[Norwich Traffic Flow Diagram v12 Resi Split test.xlsx]

780

Difference

Wroxham Road

Full extension:

577

419

662

Wroxham Road

Drawing title:

Reepham Road

0

0

0

0 0

PM LOCAL TRIPS

Cromer Road

Fifters Lane

Beechwoods

Lodge Lane / Repton Ave

677

516

-532

Difference

0

456

240

St Faith's Road

712

216

721

79

126

-3

Job Title:

Client:

Difference

71

Church St

The

389

Difference

24

413

122

263

A1042

George Hill

White Woman

NORWICH

BEYOND GREEN

-141

Difference

Spixworth Road

Page 1 of 1

-107

Difference

789

682

NTS IG IG

Designed by: Drawn by:

161

Scale:

514

Difference

North Walsham

353

NORTH SPROWSTON OLD CATTON ENVIRONMENTAL STATEMENT APPENDIX 8.10: JUNCTION MODELLING MITIGATION

Job Number:

1st Issued:

Ckd/Appd:

School Lane

VN18592

May 2012

DP

Barker's Lane / Church Lane

P&R

Proposed High Street

Beeston Lane

-243

Difference

548

41

Salhouse Road

Falcon Road

Blue Boar

Committed

Drg no:

APPENDIX 8.10

D:\Documents and Settings\IGardner\Local Settings\Temporary Internet Files\Content.Outlook\E58Z0QGY\[Norwich Traffic Flow Diagram v12 Resi Split test.xlsx]

589

Difference

Wroxham Road

Full extension:

843

600

Wroxham Road

Beyond Green Developments North Sprowston & Old Catton

Appendix 8.11: Framework Travel Plan

ES Volume 2: Technical Appendices

Beyond Green Development in Broadland FraSwmework Travel Plan Project Number VN18592 | July 2012

!

North Sprowston and Old Catton

Document Title:

Framework Travel Plan

Version:

Final

Date:

15 August 2012

Prepared by:

Jo Boyd-Wallis

Approved by:

Chris Hanley

Sinclair Knight Merz New City Court 20 St Thomas Street London SRE1 9RS Tel: Web:

+44 (0) 207 939 6100 www.skmcolinbuchanan.com

COPYRIGHT: The concepts and information contained in this document are the property of Sinclair Knight Merz (Europe) Ltd. Use or copying of this document in whole or in part without the written permission of Sinclair Knight Merz constitutes an infringement of copyright.

LIMITATION: This report has been prepared on behalf of and for the exclusive use of Sinclair Knight Merz (Europe) Ltdâ&#x20AC;&#x;s Client, and is subject to and issued in connection with the provisions of the agreement between Sinclair Knight Merz and its Client. Sinclair Knight Merz accepts no liability or responsibility whatsoever for or in respect of any use of or reliance upon this report by any third party.

SKM Colin Buchanan

PAGE i

Document history and status Revision

Date issued

Reviewed by

Approved by

Date approved

Revision type

1

13.07.12

Chris Hanley

Chris Hanley

13.07.12

1st draft for client review

2

08.08.12

Chris Hanley

Chris Hanley

08.08.12

Final draft

Distribution of copies Revision

Copy no

Quantity

Issued to

Printed:

4 October 2012

Last saved:

4 October 2012 11:57 AM

File name:

Broadland Framework Travel Plan.doc

Author:

Jo Boyd-Wallis

Project manager:

David Paddon

Name of organisation:

SKM Colin Buchanan

Name of project:

NE Norwich Sustainable Movement Strategy

Name of document:

Framework Travel Plan

Document version:

Report

Project number:

VN18952

SKM Colin Buchanan

PAGE ii

Contents 1

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

1.1

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

1.2

Reasons for a Travel Plan .............................................................................................................................................. 1

1.3

Policy and guidance ....................................................................................................................................................... 2

2

Site audit â&#x20AC;&#x201C; transport options...................................................................................................................................... 3

2.1

Overview......................................................................................................................................................................... 3

2.2

Site location .................................................................................................................................................................... 3

2.3

Walking and cycling ........................................................................................................................................................ 4

2.4

Public transport............................................................................................................................................................... 6

2.5

Local highway network ................................................................................................................................................... 9

3

Consultation and potential barriers to sustainable travel ...................................................................................... 10

3.1

Consultation.................................................................................................................................................................. 10

3.2

Barriers to sustainable travel ........................................................................................................................................ 12

4

Development proposals ............................................................................................................................................. 14

4.1

Proposed development................................................................................................................................................. 14

4.2

Design principals and sustainable transport strategy ................................................................................................... 14

4.3

Phasing......................................................................................................................................................................... 15

5

Baseline travel patterns ............................................................................................................................................. 16

5.1

Introduction ................................................................................................................................................................... 16

5.2

Residential mode share ................................................................................................................................................ 16

5.3

Workplace mode share................................................................................................................................................. 17

5.4

School mode share....................................................................................................................................................... 17

6

Objectives, targets and monitoring .......................................................................................................................... 19

6.1

Aim and objectives ....................................................................................................................................................... 19

6.2

Targets ......................................................................................................................................................................... 19

6.3

Long-term targets for the development ........................................................................................................................ 22

7

Monitoring ................................................................................................................................................................... 25

7.1

Data collection .............................................................................................................................................................. 25

7.2

Monitoring schedule ..................................................................................................................................................... 25

7.3

Reporting ...................................................................................................................................................................... 25

7.4

Remedial measures...................................................................................................................................................... 26

8

Measures and campaigns .......................................................................................................................................... 27

8.1

Overview....................................................................................................................................................................... 27

8.2

Measures by land use .................................................................................................................................................. 28

8.3

Parking provision .......................................................................................................................................................... 29

8.4

Cycle parking provision ................................................................................................................................................ 31

9

Travel plan strategy and management ..................................................................................................................... 32

9.1

Travel plan strategy ...................................................................................................................................................... 32

9.2

Travel Plan Coordinator roles ....................................................................................................................................... 32

SKM Colin Buchanan

PAGE iii

9.3

Timescales ................................................................................................................................................................... 33

9.4

Funding......................................................................................................................................................................... 33

9.5

Marketing, promotion and travel information ................................................................................................................ 33

10

Area-wide travel plan proposals ............................................................................................................................... 36

10.1

The vision for area-wide travel planning ....................................................................................................................... 36

10.2

Personalised travel planning (PTP) .............................................................................................................................. 36

10.3

Implementing the AWTP around NS&OC ..................................................................................................................... 37

10.4

Potential impact of AWTPs ........................................................................................................................................... 39

10.5

Summary ...................................................................................................................................................................... 41

11

Summary ..................................................................................................................................................................... 42

11.1

Overview....................................................................................................................................................................... 42

11.2

Mode share and targets................................................................................................................................................ 42

11.3

Travel plan management .............................................................................................................................................. 42

11.4

Measures and initiatives ............................................................................................................................................... 43

11.5

Area-wide travel plan .................................................................................................................................................... 43

Appendix 1 ..................................................................................................................................................................................... 44 Appendix 2 ..................................................................................................................................................................................... 46

Figure 1: Location of the development site .................................................................................................................................. 3 Table 1: Approximate journey times to employment areas ........................................................................................................ 4 Figure 2: Pedestrian Routes .......................................................................................................................................................... 5 Figure 3: Norwich bus services (source: First Group) ................................................................................................................ 7 Figure 4: Norwich Park & Ride services (source: Norfolk County Council website) ............................................................... 7 Table 2: Bus services ..................................................................................................................................................................... 8 Table 3: Transport issues raised at the Community Workshop (June 2011) .......................................................................... 11 Table 4: Proposed development phasing ................................................................................................................................... 15 Table 5: Travel to work mode share comparison (residents) ................................................................................................... 16 Table 6: Travel to work mode share comparison (employees) ................................................................................................. 17 Table 7: Travel to school mode share averages ........................................................................................................................ 18 Table 8: Residential mode shift targets ..................................................................................................................................... 20 Table 9: School travel plan targets (students) ........................................................................................................................... 21 Table 10: Matrix of travel plan measures .................................................................................................................................... 28 Figure 5: Travel Plan Strategy ..................................................................................................................................................... 32 Figure 6: AWTP Proposed Catchment for PTP .......................................................................................................................... 37

SKM Colin Buchanan

PAGE 4

1

Introduction

1.1

Introduction

1.1.1

This document, prepared by SKM Colin Buchanan (SKM CB) for Beyond Green Developments, is the Framework Travel Plan to accompany the planning application for the proposed mixed use sustainable development of North Sprowston and Old Catton (NS&OC) to the north-east of Norwich. The site is situated in Broadland District within the county of Norfolk.

1.1.2

As required by Norwich County Council travel plan guidance, as the development will comprise multiple occupants across the site, an over-arching framework travel plan is required at this stage to set out the aims, targets and measures of the travel plan on a site-wide basis. Full travel plans will then need to be developed once the occupiers are known. As Beyond Green Developments will manage the residential element of the development, more detail is provided at this stage for the residential travel plan. The framework travel plan covers the following land uses: 

Residential



Commercial



Education (primary school)



Retail



Hotel



Community uses

1.1.3

It is difficult to quantify the exact number of people that will be covered by the travel plan at this stage but numbers will be in line with 3,520 residential dwellings, commercial and retail units and two primary schools.

1.1.4

This travel plan details the measures that will be implemented to ensure that everyone who travels to and from the development are encouraged to use the most sustainable travel modes appropriate to their travel needs. The measures introduced will provide the information, facilities and encouragement needed to enable those travelling to the site to make an informed and responsible decision about their travel behaviour, forming sustainable travel habits from the outset. The ethos of the development is to ensure sustainable modes of travel are the easiest and most convenient way to travel resulting in a situation where choosing a sustainable mode instead of a private car is second nature, rather than a conscious effort.

1.1.5

Although travel plans promote the use of sustainable and active travel modes, it is noted that in this location there will be some reliance on the private car; the aim will be for this reliance to be reduced where possible, especially single occupancy vehicle travel.

1.2

Reasons for a Travel Plan

1.2.1

Encouraging and enabling all users of the site to form sustainable travel habits from the outset will be key to limiting the impact of this development on the environment and local highways.

Therefore this framework travel plan will set out the intended package of innovative and targeted sustainable travel measures to promote non-car modes of travel, particularly walking

SKM Colin Buchanan

PAGE 1

and cycling, as well as more responsible car use, including car sharing and the use of car club vehicles. This process will begin before the first occupants move into the development and continue as an evolving process over time throughout the life of the development.

1.2.2

In addition to the travel plan for the new development, Beyond Green Developments will be extending the travel plan initiatives through an area-wide travel plan (AWTP) that extends to the surrounding existing residential areas in order to stimulate travel behaviour change across a wider area. The aim is to offset the increase in car trips that will arise due to the new development, whilst sharing the benefits of the new infrastructure with the existing communities.

More information on the AWTP is provided in Section 10 of this report.

1.2.3

SKM (incorporating SKM Colin Buchanan) has a proven track record of implementing successful travel plans and personalised travel planning projects. The AWTP will involve a personalised travel planning methodology developed by SKM, which is founded upon a community-based social marketing approach to initiate voluntary behaviour change, helping people to help themselves overcome their identified travel issues and make a positive change.

Coupled with Beyond Green‟s commitment to sustainable design and management, we are confident that the travel plan will achieve the ambitious targets set for mode shift away from the private car.

1.3

Policy and guidance

1.3.1

This travel plan is written to help achieve local and national policy aims and in accordance with local and national policy travel plan guidance, including the following:

1.3.2



National Planning Policy Framework (NPPF)



Norwich Local Plan



Joint Core Strategy (JCS) for Broadland, Norwich and South Norfolk



Northern City Centre Area Action Plan (NCCAAP)



Norwich Area Transport Strategy (NATS)



Norfolk County Council Local Transport Plan (LTP)



DfT Good Practice Guidelines: Delivering Travel Plans through the Planning Process



Norfolk County Council‟s online Travel Plan Guidance

A review of how the development meets the requirements of the planning policy is provided in the Transport Assessment.

SKM Colin Buchanan

PAGE 2

2

Site audit â&#x20AC;&#x201C; transport options

2.1

Overview

2.1.1

The Transport Assessment which accompanies the planning application contains full details and analysis of the site audit and the transport and traffic conditions associated with the proposed development. This section of the travel plan summarises the key aspects of the site audit, particularly focussing on the current and proposed sustainable travel options for users of the development and any potential issues and barriers that may impact sustainable travel choices.

2.2

Site location

2.2.1

The development site is located on mostly agricultural land to the north east of Norwich, adjacent the communities of Sprowston and Old Catton within Broadland District of Norfolk.

The village of Spixworth is located approximately 1km to the north west of the site and Rackheath is located approximately 1.5km to the east of the site. The proposed route of the Norwich Northern Distributor Road (NNDR) runs across the north of the site boundary. Norwich Airport is located approximately 2km to the west of the centre of the site.

2.2.2

Figure 1 shows the location of the site (the outline planning application and wider study areas are illustrated): Figure 1: Location of the development site

SKM Colin Buchanan

PAGE 3

2.3

Walking and cycling Cycling Facilities

2.3.1

Cycling levels in Norwich are above average for comparable UK cities, helped by the low, flat topography and also the cycle routes and facilities available for cyclists, in which Norwich City Council have provided significant investment over the past few years.

2.3.2

The Norwich Cycle Map shows the signed Pedalways across the city and also identifies Spixworth Road and Church Lane as a Neighbourhood Routes. To the south of the site, White Woman Lane and Lodge Lane form part of the Outer Circuit that forms a loop around the outskirts of the city, linking to the local Cross City Pedalways (Cringleford – Sprowston and Lakenham – the Airport) that provide signed routes into the city centre. These routes also connect to the Inner Circuit that leads to Norwich rail station and to the Bowthorpe – Broadland Business Park Pedalway for staff commuting to work there.

2.3.3

The Cringleford – Sprowston route, which passes Sewell Park College and Norwich High School for Girls en route to the city centre, begins on Foxburrow Road just off Bakers Lane, this can be easily accessed from NS&OC via Church Lane. Spixworth Road is identified as a neighbourhood route, and joins the Cringleford – Sprowston route on St Clements Hill. Journey times by bike to the city centre on either of these routes will be approximately 25 minutes. The Outer Orbital passes along Barkers Lane and crosses both the North Walsham Road Spixworth Road. This route provides access to the Airport Industrial Estate, Sprowston High and eventually the Norwich and Norfolk Hospital. It also provides access to neighbourhood routes and other Pedalways that connect to Broadland Business Park and UEA. Table 1 provides approximate cycling journey times to key employment destinations (based upon the timings used in the Norwich Cycle Map isochrones, calculated from the approximate centre of the NS&OC site): Table 1: Approximate journey times to employment areas Destination

Estimated journey time

Airport Industrial Park

12 minutes

City Centre

25 minutes

Norwich Rail station

25 minutes

Broadlands Business Park

35 minutes

Norfolk and Norwich Hospital

50 minutes

2.3.4

Cycle parking stands can be found at numerous locations around the city centre, at the rail station and at the Park & Ride sites.

2.3.5

The Norwich cycle map provides clear information on routes and journey times to help with journey planning and, for new cyclists, takes away the uncertainty of how long a journey will take and where to go for an easy ride.

SKM Colin Buchanan

PAGE 4

2.3.6

The proposed onsite provision for cyclists is described in detail in Section 8 of this travel plan.

Within the design, walkers and cyclists are given priority in the street hierarchy. In particular cyclists will be given clear priority at junctions with tertiary streets, whilst dedicated cycle lanes will be provided on primary streets to create safe conditions for cycling despite higher traffic volumes on those streets. Cycle lanes will be a minimum of 2m wide to allow for easy overtaking and to accommodate cargo bikes.

2.3.7

One-to-one cycle training in Norwich is provided by Smart Cycle Training (www.smartcycletraining.co.uk) at a cost of ÂŁ15 for a one hour taster session, followed by ÂŁ20 per hour for further sessions.

2.3.8

The Norwich City Council cycling website redirects users to the UEA BUG (Bicycle Users Group) site which provides a map of local cycle shops: http://www.uea.ac.uk/~r070/bikeshops.html Walking facilities

2.3.9

The main pedestrian routes from the site to the centre of Norwich have suitable pavements and street lighting and are shown in Figure 2: Figure 2: Pedestrian Routes

2.3.10

Walking routes can be planned using www.walkit.com/norwich. For example, to walk from the junction of Beeston Lane and the North Walsham Road (to the north of the site) to the Cathedral in the city centre, walkit.com shows the journey distance to be 5.6km and predicts this would take 1 hour 15 minutes at a medium pace (3mph).

SKM Colin Buchanan

PAGE 5

2.3.11

The plans for supporting pedestrian movement are covered in details in Section 4.2 of this report, explaining the core design principles of: 

A hierarchy of users that prioritises the needs of pedestrians, cyclists and public transport users over the needs of private motor cars;



Development structured around mixed use, walkable neighbourhoods to reduce the need to travel. Streets should be designed to create an attractive environment for pedestrians and that is accessible for all users;



Pedestrian, cycle and vehicle movement should be seen as an opportunity to support a viable mix of uses, rather than a problem to be routed away from primary shopping and commercial areas.

2.3.12

In essence, the layout, character, design and maintenance of NS&OC‟s streets will play a key role in determining how easy and attractive it is to walk and cycle. All streets, including those with higher traffic volumes, will be designed and managed as social spaces that encourage optional and social activity as well as facilitating necessary activity, such as walking and cycling to school/work, shopping, waiting for the bus, etc. This high quality environment will then connect to the existing streets to enable clear and convenient walking routes to the surrounding areas.

2.4

Public transport Bus services and Park & Ride

2.4.1

Bus service coverage across Norwich is good, as illustrated by the map in Figure 2 overleaf, and the public bus network is supplemented by the Park & Ride services as shown in Figure 3.

2.4.2

The bus services within walking distance of the NS&OC site are the 10 and 10A which operate between Spixworth, Old Catton, City Centre and Mulbarton through the proposed development site using Buxton Road (leading into Spixworth Road). Each runs once an hour, providing a combined frequency of two services per hour along this road.

2.4.3

In addition, service 11 is within a five minute walk of the development site and services 16 & 16A are within a 15 minute walk.

SKM Colin Buchanan

PAGE 6

Figure 3: Norwich bus services (source: First Group)

Figure 4: Norwich Park & Ride services (source: Norfolk County Council website)

2.4.4

The Sprowston Park and Ride site is also within walking distance of NS&OC. Buses operate at least every 15 minutes on Monday to Saturdays and the limited stop service means that competitive journey times are offered to/ from Norwich city centre.

SKM Colin Buchanan

PAGE 7

2.4.5

A summary of these services, their destinations and journey times to the city centre are shown in the following table: Table 2: Bus services Service No.

Route

Peak Hour Frequency

Journey Time to city centre

10

Spixworth – City Centre - Mulbarton

1

20 mins

10A

Spixworth – City Centre - Mulbarton

1

20 mins

11

City Centre – Sprowston - Tesco

3

5 min walk + 25 mins

16

Costessey – City Centre – Old Catton

4

15 min walk + 20 mins

16A

Old Catton – City Centre - Costessey

0

15 min walk + 32 mins

Sprowston P&R

Sprowston Road – Whitefriars – City Centre

4

20 mins

Total

13

2.4.6

An additional service, the 210 is operated by Sanders Coaches. This service runs along Buxton Road connecting North Walsham, Frettenham, Buxton, Old Catton and Norwich city centre six times a day, Monday – Friday and four times a day on Saturdays. Whilst it is acknowledged that the service has limited use for commuters, it does offer an additional option for those wanting to travel between the local villages on a less frequent basis.

2.4.7

First Buses offer a variety of ticket options to help regular bus users save money on fares and can be bought by phone, online or at Norwich bus station.

2.4.8

In terms of future bus infrastructure, the development proposals focus on building on the existing services, improving frequency and reliability for existing users as well as providing a convenient bus service for new residents and users of the new development. These enhanced services will complement those being introduced through NATS. More detailed information on plans for these services is provided in the Public Transport Strategy and discussed in the measures section of this travel plan.

Rail services

2.4.9

Norwich Rail Station is located approximately 500m east of the City Centre (6km from the development site) and offers frequent (half hourly) services to London Liverpool Street via Ipswich, Colchester and Chelmsford, and cross-country services to destinations such as Cambridge, Nottingham, Sheffield and Liverpool. Local services also operate to destinations along the Norfolk coast.

2.4.10

The location of the proposed development to the north-east of the city and the lack of direct bus services from this area to the station means that distance to the station will be a barrier for those residents wanting to commute by rail on a daily basis. However, this journey would be possible by bicycle (approximately 25 minutes) and there are 96 cycle parking stands available located around the station, providing parking spaces for 192 bicycles. It is also only an 8 minute

SKM Colin Buchanan

PAGE 8

walk from the 10 & 10A bus stop at Castle Meadow. Providing a direct bus route to the rail station is also to be looked at through the NS&OC Public Transport Strategy.

2.5

Local highway network

2.5.1

Three principal routes extend through or adjacent to the site in a general northeast/southwest direction, meeting with the Outer Ring Road (A1402) Chartwell Road: 

Wroxham Road (A1151) forms the eastern boundary of the site and along which the Park & Ride runs from the south eastern corner of the site;



B1150 North Walsham Road passes through the centre of the site, leading into Constitution Hill before meeting the Outer Ring Road; and



Buxton Road, which runs through the western side of the site, connecting to Spixworth Road in Old Catton.

2.5.2

In addition, St Faith‟s Road borders the western side of the site, though it provides no direct vehicular access to the site itself.

2.5.3

Beeston Lane operates in an east – west direction through the northern part of the site.

Car clubs and car sharing

2.5.4

Norfolk Car Club, operated by Commonwheels, currently offers 12 pay-as-you-go car club vehicles in Norwich. Beyond Green Developments have had early discussions with Norfolk Car Club to extend the network into the development site to provide this option for residents as an alternative to owning a private car, and in particular reducing the need for a second car.

2.5.5

Norfolk County Council operates an online car sharing facility at www.carsharenorfolk.com on which there are a number of private groups for large employers as well as the ability for members of the public to share journeys. Run by LiftShare, the website also contains a cost savings calculator and a comprehensive FAQs page.

SKM Colin Buchanan

PAGE 9

3

Consultation and potential barriers to sustainable travel

3.1

Consultation

3.1.1

The ethos of the development is one of sustainable living; every effort will be made to ensure that the infrastructure, facilities and culture of the development instil and nurture environmentally-friendly and active travel behaviour in all users of the site.

3.1.2

In developing the Masterplan, Beyond Green developments have consulted with a range of local organisations and the public to ensure that barriers to sustainable travel are addressed wherever possible through both design and travel plan initiatives.

3.1.3

Key organisations involved in ongoing consultation on the development design include: 

Broadland District Council



Norfolk County Council



Norwich City Council



GNDP



NNTAG



Norwich Cycling Campaign



Sustrans

3.1.4

In addition, in June 2011 Beyond Green held a series of Community Workshops in which interested parties were invited to attend and discuss the issues and opportunities for the Masterplan. One session specifically focussed on transport and the table overleaf provides a selection of the comments made on transport issues, alongside actions that are being taken forward to tackle these. Many of these are design issues, but have been included in the travel plan as they will affect the overall sustainable travel environment of the site and can be promoted through the travel plan measures.

3.1.5

The last row looks at the issue of traffic neutrality, i.e. reducing car use within existing urban areas in order to mitigate against the additional traffic that will result from the development.

This is an ambitious aim for the development which is discussed more in Section **** of this document which covers the area-wide travel plan proposals.

SKM Colin Buchanan

PAGE 10

Table 3: Transport issues raised at the Community Workshop (June 2011) Quotes (by theme)

Issues

Walking and cycling - “I‟d love to bike but it‟s too dangerous, we don‟t have bikes coming into the city centre from the outskirts which I would like to see” - More cycle lane = less space for cars = a political issue - “Could you have wider areas with trees, space for cycleways and walkways? The road would be wide enough for emergency vehicles but not too wide”

- General recognition of need and benefits of increased walking and cycling, including reducing car on the school run - Support for measures to increase cycling, including off-site infrastructure, but unclear whether there would be support for reallocation of road space etc.

- Wide roads and separate areas for pedestrians and cyclists can encourage higher speeds

- Prioritise walking and cycling on all on-site streets - Explore potential to fund offsite improvements through CIL (where not included in NATS) - Travel plan to include specific propositions for reducing school run traffic - Develop street typologies that demonstrate walking and cycling priority for all streets in the hierarchy

Public transport - “Need to ensure PT meets people‟s aspirations – clean, fast, cheap, reliable, goes where you want it to go – and people need to understand what is available” - Political engagement for improving wider services – influence next generation of service provision e.g. changing the way buses are operated

- Quality and reliability of services - Orbital journeys within and beyond the Growth Triangle - Accessibility of P&R for the development and opportunities for integration - Route of BRT

- Establish relationship with bus operators - Explore potential for integration with P&R and for P&R to serve early phases - Explore potential for orbital connections and identify radial routes to be created, extended or improved

Reduce the need to travel - “People need to be very content with the place that they live so that they don‟t need to go off somewhere else on their day off”

- Recognition that mix of uses has a key role to play in reducing the need to travel

- Masterplanning incorporates a mix of uses.

- Economic and community strategies vital to establish both facilities and a sense of place

Parking - “Make adequate provision for parking to ensure people don‟t park in spaces you‟d rather have for other uses” - “I‟d make a strong vote for charging for on street parking – potential revenue stream for management which could be available” - “Restrictions in on-street parking is too crude a mechanism, but there is demand for housing without cars”

- No clear agreement from stakeholders on how to deal with parking and the role parking restraint should play as part of a sustainable movement strategy

- Establish a robust system for managed parking restraint - Liaise with car club operators to establish maximum parking ratio for viability

Traffic neutrality - “A community which is a new way of doing things hopefully won‟t be dominated by car dependence – facilities such as car clubs should mean people don‟t think they need to own a car” - “Travel habits of people living on the urban fringe should be those of an inner urban area” - “Recent developments have been too car dependent, so people only walk from house to car and don‟t get to know their neighbours”

- General support for principle of traffic neutrality - Concerns over achievability, particularly in the short-term. Realistically, to what extent can behaviour be influenced outside of the scheme?

- Will require partnerships to deliver off-site interventions, both hard and soft - A difficult concept to “sell” to politicians and the public

- Continue to develop and test as an overall aim for the development and promote as an aim for the whole Growth Triangle - Develop ideas for area wide travel planning and smarter choices interventions

SKM Colin Buchanan

Actions

PAGE 11

3.2

Barriers to sustainable travel

3.2.1

This travel plan aims to provide a comprehensive strategy for overcoming a range of real and perceived barriers to sustainable travel that may prevent various users of the site from choosing modes other than the private car. These barriers, for which the travel plan measures in Section 8 will seek to overcome, may include: a)

Habitual car use:     

b)

Cycling:    

c)

d)



Distance to shops, services and employment



Quality of walking environment and lack of pedestrian permeability

Bus travel:

Distance between site and rail station Lack of quick, direct bus to the station High cost of season ticket and non pre-booked tickets

Car sharing:   

g)

Frequency, journey time and reliability Perceptions of discomfort and low status Cost of public transport more visible than overall cost of car ownership

Rail travel:   

f)

Safety concerns, fear of cycling on busy roads, confidence issues Nowhere to store a bicycle at home or at work/destination Discomfort in doing something that is not the social norm Lack of knowledge of best routes

Walking:

   e)

Separation of land uses and car orientated development Convenience and personal value of private travel Car as the default mode Perceived inconvenience of other modes Status issues and social norms

No knowledge of car sharing partners on same journey Concerns about security and inconvenience Lack of appreciation of potential financial savings

Smarter working   

SKM Colin Buchanan

Need for high speed internet Homeworking not supported by employer Lack of space for home office

PAGE 12

3.2.2

The mix of potential residents has also been taken into account when planning the measures and Appendix A contains a table setting out the solutions for the various needs of residents.

SKM Colin Buchanan

PAGE 13

4

Development proposals

4.1

Proposed development

4.1.1

The planning application for this development proposes to develop the site into a mixed use, residential-led mixed-use development comprising of: 

Residential Development of up to 3,518 dwellings (C3 use class);



Up to 16,000m² (Gross Internal Area (GIA)) of Commercial Development (B1, B2);



Up to 9,200m² (GIA) of Retail and Service Development (A1-A5);



Up to 1,000m² (GIA) of Hotel Development (C1);



Up to 5,000m² (NIA) of Education Development (D1);



Up to 2,000m² (NIA) of Other Community Development (D1);



An Energy Centre measuring up to 1,500m²;



47.6 hectares of formal and informal open space including play and recreational space;



37.6 hectares of new and retained natural and semi-natural space; and



Four proposed accesses onto the highway network

4.1.2

The outline planning application contains proposals for two primary schools within this site.

However it is acknowledged that a secondary school is likely to be required in the Old Catton, Rackheath, Sprowston and Thorpe St Andrew growth triangle as it is developed. In case that the secondary school is built within the development site at a future date, measures and targets for a secondary school are included in this framework travel plan.

4.2

Design principals and sustainable transport strategy

4.2.1

The Masterplan design has been developed upon the principles of sustainable urbanism. As such, sustainable movement is a fundamental concept of the design and the Masterplan incorporates: 

Walkable neighbourhoods within which workplaces, shops and community facilities are integrated into the development alongside the housing provision, ensuring most residents can access their daily needs within walking distance and internalisation of travel to work trips is maximised;



A compact, permeable layout with maximum connection between and along new and existing streets and other routes to make for an environment in which pedestrians, cyclists and public transport are the preferred travel modes;



High quality streets and public realm, in which people want to walk, linger and interact, with segregated cycle paths where necessary to provide cyclists with security and visibility.



Streets with a maximum design speed of 20mph.

SKM Colin Buchanan

PAGE 14

4.2.2

Full details on the sustainable transport infrastructure provision can be found in the Transport Assessment but the key principals of the Sustainable Transport Strategy of the development are to: 

Reduce the need to travel through effective land use planning;



Provide high quality, safe and direct routes for cyclists and pedestrians, ensuring walking and cycling have priority and are visibly quick and convenient modes;



Integrate transport proposals with NATS;



Provide bus priority and enhance the existing bus service providing a service frequency of once every 15 minutes and frequent evening services;



Provide actively managed car parking; and



Provide alternative sustainable transport options such as: offering a car club, promoting lift sharing and providing pool parking.

4.2.3

The travel plan measures will promote the available facilities to ensure all users have a high level of awareness of the new and existing infrastructure as well as that provided through NATS. By providing practical information on how to use sustainable modes and promoting their convenience of use, the travel plan will optimise use of these modes and reduce reliance on the private car.

4.3

Phasing

4.3.1

The development is proposed to come forward in six phases as shown in Table 3.

Table 4: Proposed development phasing Total Within Each Phase Phase 1

Phase 2

Phase 3

Phase 4

Phase 5

Phase 6

Residential (Units)

584

596

584

594

572

588

Commercial/Retail (m²)

9,800

7,250

5,650

60

2,180

260

Cumulative Phase Total Development

Phase 1

Phase 2

Phase 3

Phase 4

Phase 5

Phase 6

Residential (Units)

584

1,180

1,764

2,358

2,930

3,518

Commercial/Retail (m²)

9,800

17,050

22,700

22,760

24,940

25,200

4.3.2

It is expected that two primary schools will be delivered by the end of Phase 2.

4.3.3

Each phase is expected to take 30-48 months to complete with the development being completed within 15-20 years of commencement. In line with the TA, for the purpose of setting targets this framework travel plan assumes a proposed start date of 2014 with approximately 600 dwellings completed by 2017, 1,180 dwellings by 2022 and full completion by 2032.

SKM Colin Buchanan

PAGE 15

5

Baseline travel patterns

5.1

Introduction

5.1.1

As required by the Norfolk County Council guidelines, we have used the 2001 Census data to investigate the mode share baseline for the development, establishing what could be expected in terms of travel to work mode share in this locality, for both residential trips (the development as the origin) and employment trips (the development at the destination).

5.1.2

We have based our Census mode share analysis on the ward of Sprowston Central which is in s a similar location in the north-eastern outskirts of the city with access to both North Walsham Road and Wroxham Road. The ward is located closer to the city centre reflecting the developmentâ&#x20AC;&#x;s aspirations for sustainable travel mode share expected in an urban rather than rural location.

5.1.3

For the residential aspect of the development we have also carried out additional research by conducting travel surveys in March 2012 to assess the current travel habits at a comparable residential development at Lodge Farm in order to substantiate the findings of the Census data analysis. The survey was delivered to the approximate 355 homes that gain access by car from Lord Nelson Drive or Bawburgh Lane and a total of 90 survey forms were returned, giving a response rate of 25%. Full methodology and results of this travel survey are available on request. The results of this have been compared with the Census data in order to identify which best represents the proposed development.

5.1.4

For the travel to the proposed schools we have used the most recently available data which is that reported in the 2009/10 school census.

5.1.5

The 2001 Census data is the most recent data available at present, with 2011 Census data due to be released next year. It is anticipated that at this time the travel plan targets will be reevaluated in line with the more up-to-date data and adjusted if necessary.

5.2

Residential mode share

5.2.1

The travel to work mode share for the Sprowston Central ward is compared to that evidenced for morning peak hour travel in the Lodge Farm travel surveys in 2012 in Table 4. It should be noted that â&#x20AC;&#x17E;working from homeâ&#x20AC;&#x; has been removed from the census data as that data is not usually collected in the mode share question in travel surveys (though this is taken into account in the trip generation calculations in the TA): Table 5: Travel to work mode share comparison (residents) Mode of travel Car - driver Car - passenger On foot Bus, minibus or coach

SKM Colin Buchanan

Census 63% 9% 5% 11%

Lodge Farm 63% 17% 9% 7%

PAGE 16

Bicycle Other Taxi Motorcycle etc Train

8% 1% 0% 3% 0%

1% 1% 1% 0% 0%

5.2.2

The results of both exercises provide a baseline mode share of 63% car driver and therefore it this is adopted as the baseline mode share figure upon which to base the travel plan targets (see next section of this report).

5.2.3

Notable differences in the data include the much higher cycling mode share evidenced in the Census and higher levels of car sharing in the Lodge Farm survey. This may be in part owing to the time of year the survey was undertaken, at which time cold and wet conditions were experienced.

5.3

Workplace mode share

5.3.1

2001 Census data has also been used to calculate the baseline for the travel to work data for potential employment uses in the new development. The results are shown in Table 5: Table 6: Travel to work mode share comparison (employees) Mode of travel

Census

Car - driver On foot Bicycle Car - passenger Bus, minibus or coach

72% 12% 7% 4% 3%

Motorcycle etc Other Taxi Train

2% 1% 0% 0%

5.3.2

As shown above, the Census data shows that there is currently a high level of car travel to employment in Sprowston Central. There are unlikely to be travel plans, restrictive parking policies or pro-cycling facilities in the workplaces that will be covered by this census data therefore the targets for the Broadland development will seek to achieve a significant shift from this baseline.

5.4

School mode share

5.4.1

The most recent travel to school data available is from the 2009/10 school census. The data available from schools in the North-East of Norwich has been gathered and an average found for 11 primary schools in the area; this is presented in Table 6 overleaf:

SKM Colin Buchanan

PAGE 17

Table 7: Travel to school mode share averages Mode of travel

SKM Colin Buchanan

Mode share (pupils)

Walking

60%

Car (alone)

37%

Dedicated School Bus

0%

Cycling

1%

Car Share

1%

Bus

1%

Taxi

0%

Train

0%

Other

0%

PAGE 18

6

Objectives, targets and monitoring

6.1

Aim and objectives

6.1.1

The overarching aim of the travel plan and the whole site is to be an exemplar of sustainable development. The design contains a permeable layout based on principles of walkable neighbourhoods and a high-density mix of uses to reduce the need to travel. This will then be aided by the provision of convenient, attractive sustainable travel infrastructure, appropriate parking provision and the implementation of a high-profile travel plan.

6.1.2

The objectives of the travel plan are as follows: 1

To reduce the number and proportion of SOV trips from and to the development from all land uses.

2

To support the introduction of walking, cycling and bus infrastructure and help overcome the barriers to using sustainable modes of travel for all types of trips, including commuting, retail, leisure and education trips.

3

To raise awareness of the financial, health and environmental (carbon emissions, active travel, air quality and noise pollution) benefits of using alternative modes of travel to car.

4

To incentivise habitual car drivers to try an alternative mode of travel and then to sustain this new travel behaviour.

5

To promote the smarter choices initiatives available across Norwich and to enable and support effective partnership working between local authorities, community groups, schools and other stakeholders for mutual benefit.

6

To achieve traffic neutrality through the implementation of an area-wide travel plan in the existing neighbouring residential areas.

6.2

Targets

6.2.1

The proposed development will be on the outskirts of Norwich but through its design and management aims to have the sustainable travel patterns of an inner urban development. The site is designed to enable significant internalisation of trips, with a high proportion of the residentsâ&#x20AC;&#x; work, retail and leisure trips occurring within the boundaries of the site and therefore within walking or cycling distance, enabling these trips to be undertaken using these modes.

6.2.2

In light of this, ambitious targets for mode shift are set which will be achieved through the implementation of a comprehensive and high profile travel plan, alongside the provision of infrastructure, restricted parking provision and a culture that supports sustainable and active travel behaviour. Targets will be monitored through travel surveys as discussed at the end of this section. The targets are SMART: Specific, Measurable, Achievable, Realistic and Timebound.

6.2.3

It is acknowledged that the bus infrastructure will improve as the scheme is constructed and a critical mass for high frequency services is obtained. The result of this is that, despite offering personalised travel planning to encourage formation of sustainable travel habits from the outset,

SKM Colin Buchanan

PAGE 19

the uptake of public transport is unlikely to be as high in the early phases of development as it will be once the development is completed. The mode share targets reflect this situation and as such the first half of this chapter sets out the 5 year targets as required by the NCC travel plan guidelines and the second half of the chapter sets out long-term targets for the development to be achieved as the infrastructure develops fully.

Residential travel plan targets 6.2.4

Norfolk County Council‟s travel plan guidance states that targets should be set in line with the DfT‟s expectation of an 11% shift from SOV travel in rural areas and 20% in urban peak areas.

As the development aspires to be urban in nature, the target set is at the higher level of 20% reduction. A 20% reduction from the baseline car driver mode share of 63% would equate to a 13% mode shift (rounded up to the nearest whole percent) and a target mode share for ‘car driver’ of 50%. The date by which the target mode share will be achieved is set as 2022, 5 years after the completion of the first Phase (approximately 700 dwellings). An interim target is also set for 3 years from the completion of the first phase to measure progress towards the targets.

Table 8: Residential mode shift targets Mode of travel

Car – driver Bicycle On foot Public transport

Baseline estimated for 2017 (Year 1))

Interim target 2020 (Year 3)

63% 8% 5% 11%

56% 10% 8% 14%

2022 target mode share (Year 5) 50% 12% 10% 15%

Mode shift 2017-22

-13% +4% +5% +4%

6.2.5

Ambitious walking and cycling mode share targets are also set, with a combined mode shift of +9% in these modes (up to 22% from a baseline of 13%), equating to an increase of 59%.

6.2.6

This level of shift is considered achievable owing to and the fact that Norwich City Centre is within 5km of the majority of the NS&OC site and there will be significant provision of employment opportunities on the development itself (it is estimated that around a third of jobs on-site will be filled by residents of NS&OC).

Commercial (office) targets

6.2.7

The baseline, calculated using the Census travel to work data for Sprowston Central as a destination, shows a high level of car driver mode share at 72%.

6.2.8

The commercial office units in the NS&OC development will have strict car parking allowances and will be required to implement workplace travel plans through their lease agreements. It is estimated that a third of jobs in employment space on site will be filled by residents on site. For the vast majority of these people, walking and cycling will be the most convenient and direct way of getting to work and for those coming from further afield good public transport links, as

SKM Colin Buchanan

PAGE 20

well as appealing cycling routes, will be available. This justifies a car driver mode share target of 20% among on-site residents and 50% from those originating off site, which amounts to a compound target of 40%. This target will be achieved within 5 years of occupation and sustained throughout the life of the development.

6.2.9

The commercial (office) targets will be measured through travel surveys at each workplace and this 40% target will be an average across the various workplaces. The first monitoring surveys will be undertaken within a year of occupation. The monitoring requirements will be confirmed in full travel plans, to which each commercial occupier will commit to undertaking through the lease agreements.

6.2.10

As the scope of the retail offer and potential occupiers are not yet known it is not possible to establish targets for the retail land use at this stage. This will follow in the subsequent full travel plans for the retail occupiers.

School Travel Plan targets

6.2.11

The proposed targets (Table 9) for the proposed primary schools are challenging but achievable through comprehensive school travel plans, restricted parking and a walkable catchment: Table 9: School travel plan targets (students) Mode of travel

Baseline

1 year after opening Mode share

3 years after opening

Car (alone or sharing) Walking

38%

30%

Mode shift from baseline -8%

Target mode share 25%

Mode shift from the baseline -13%

60%

65%

+5%

67%

+7%

Cycling

1%

3%

+2%

4%

+3%

Bus

1%

2%

+1%

4%

+3%

6.2.12

For the primary schools the initial target is a car travel (alone or sharing) mode share of 30% to be achieved within the first year with a final target of 25% car mode share to be achieved within 3 years of opening. This would equate to an 13% shift (35% reduction) in car mode share from the baseline seen across the existing primary schools in north-east Norwich.

6.2.13

The reasoning behind this stretching target for achievement within 3 years of opening is that the schools will be established with excellent facilities and a culture that supports and, in fact, expects journeys to school to be undertaken on foot or by bicycle, thus producing a significant shift from the baseline from the outset. Unlike with normal school travel plans, where measures are primarily directed at the children, in the case of NS&OC the parents (i.e. the decisionmakers) will also be receiving PTP which will help them look at choosing sustainable modes for all journeys, including the journey to school. Therefore the school travel plans have an increased chance at success, as the messaging comes from two sources.

SKM Colin Buchanan

PAGE 21

6.2.14

Indicative targets to increase walking and cycling to school are also set, alongside a target for increasing public transport mode share. The split between walking and cycling is less important than the overall combination of these modes, for which the target is set as 71% mode share within 3 years of opening, a significant shift of +10% from the existing baseline. Public transport will be promoted as an alternative to car travel for those pupils living outside of walking/cycling catchments.

6.2.15

For staff, the target will be 40% car driver mode share, in line with the travel to work targets for the other employment destinations.

6.3

Long-term targets for the development

6.3.1

As explained above, the NS&OC development Masterplan is designed to create an outstanding example of sustainable development, within which there are high levels of internalised trips and walking and cycling are prominent and the most convenient modes of travel. As the development grows, so will the opportunities for travelling by sustainable travel, particularly through the improvements to bus services which will develop in line with increasing demand.

As such, following the achievement of the standard targets as required by the NCC planning guidance, Beyond Green Developments are setting further targets for sustainable travel mode share, the achievement of which will set this development apart in terms of sustainable movement. These targets are discussed below.

6.3.2

Due to the long build-out period for NS&OC, these targets will need to be periodically reassessed as the wider transport context, technology and opportunities for non-car modes of travel change over time, but at present these targets define the vision for the sustainable travel mode share at the development in the long-term. In order to succeed, the NS&OC will need to be supported by the NATS programme of transport improvements and smarter travel measures, so that the new residents and other users of the site have access to sustainable travel modes throughout the city and beyond, and so that initiatives at NS&OC and the wider north Norwich area complement and enhance each other.

Residential targets

6.3.3

The initial mode shift from the baseline as set out in Table 7 will be primarily achieved through the conversion of residentsâ&#x20AC;&#x; travel choices to sustainable travel modes and forming of sustainable travel habits upon moving into the development e.g. through the personalised travel advice offered on occupation, alongside the measures such as generous and visible cycle parking, cycle training and the car club which will be available from first occupation.

6.3.4

However, as discussed at the start of this chapter and set out on the Public Transport Strategy, the full bus infrastructure will not be available for the first occupiers of the development.

Instead, the infrastructure will be added in line with the increased population so that as the development matures, the public transport services will become more convenient and therefore more attractive. Therefore the potential for a higher sustainable travel mode share will increase as the time goes on. It is also expected that local conditions outside of the site will improve to help encourage a wider shift to sustainable modes, for example through the implementation of NATS and other initiatives by the local authorities.

SKM Colin Buchanan

PAGE 22

6.3.5

With these factors in mind, a further target is then proposed for long-term continued mode shift to reach a higher sustainable travel mode share by completion of the development in 2032.

This long-term target for 2032 is to achieve a 35% car driver mode share for residentsâ&#x20AC;&#x; journeys to work. This would equate to an additional 15% mode shift, or 30% reduction in car driver mode share, from the target mode share of 50% which is set to be achieved by 2022.

6.3.6

The propensity to encourage a high level of walking and cycling from the site, and therefore low car mode share, through provision of an environment, ethos and infrastructure to support walking/cycling for distances under 5km can be evidenced through looking at the distance travelled to work in the neighbouring areas.

6.3.7

In the areas of Sprowston and Old Catton that border NS&OC, the 2001 Census showed that around 23% of residentsâ&#x20AC;&#x; journeys to work are of less than 2km and 65% of less than 5km. A 2km journey would take approximately 25 minutes to walk or 8 minutes to cycle, and 5km can be cycled in approximately 20 minutes.

6.3.8

Assuming that the new NS&OC residents will show similar characteristics in terms of distance travelled to work (the slightly further distance from Norwich City Centre of the NS&OC development balanced by the improved facilities and increased local job opportunities on site), it is robust to conclude that the target of 65% travelling to work by walking, cycling or public transport can be achieved and sustained over time.

6.3.9

Meeting this target will rely on the external conditions also supporting walking, cycling and public transport, so will be dependent upon wider initiatives and infrastructure, such as those brought in through NATS. However by setting this is significantly more stretching that the mode shift expected by the DfT (-20% for urban development, compared to -30% proposed for NS&OC from 2022-2032), demonstrating the commitment to making this a leading sustainable development.

Travel to work targets (long-term)

6.3.10

For the commercial (office) development, the target of 40% car (alone) mode share is set to be achieved within the first 5 years of occupation and maintained throughout the life of the development. Any further long-term targets will be reviewed through workplace travel plans delivered by each commercial occupier, coordinated by the site-wide Travel Plan Coordinator.

Travel to school targets (long-term)

6.3.11

It is intended that the vast majority of journeys to school will be from the development itself and from local areas of North Sprowston and Old Catton, therefore within walking and cycling distance and so the aim of the school travel plans will be to maximise the walking and cycling mode shares.

6.3.12

However, as the primary schools will be delivered in Phase 2 of the development, it is likely that some of the early intake will come from outside of the development and therefore may be reliant on non-walking/cycling modes in the first few years. Further targets will be set for the schools in their full school travel plans (which will be prepared by the school management teams) to

SKM Colin Buchanan

PAGE 23

recognise the increased opportunity for walking and cycling to school as the development matures. It is intended that a long-term target of 85% pupils’ journeys to school to be by walking/cycling/public transport could be achieved, but this will need to be reviewed and confirmed once the schools‟ catchment is known.

6.3.13

Promoting a culture of walking and cycling and discouraging car use will be a key part of the school‟s ethos and supported by senior management, but it will also require the support of the local authorities to help enforce parking regulations to make it unattractive to parents to drive to the school.

SKM Colin Buchanan

PAGE 24

7

Monitoring

7.1

Data collection

7.1.1

The monitoring and review of the travel plan and area-wide travel plan will be the responsibility of the Travel Plan Coordinator for each travel plan, who will work with an independent consultant to ensure results are reliable and consistent. The monitoring methodology will remain consistent throughout the life of the travel plan and across the various occupiers to ensure comparability of results over time and land use.

7.1.2

The primary method for monitoring the travel plan will be household/employee travel surveys.

The travel surveys will provide quantitative and qualitative data to allow progress towards the mode shift targets to be measured. The surveys will be carried out on an annual basis, roughly at the same time of year each year. Surveys will be timed to ensure â&#x20AC;&#x17E;averageâ&#x20AC;&#x; travel conditions, i.e. during term time in either the spring or autumn. Annual surveys will continue throughout the life of the travel plan, with less formal monitoring carrying on as the travel plan becomes voluntary.

7.1.3

Car and cycle parking usage will be monitored primarily on a more informal basis within the development. All public cycle parking areas will be monitored during peak times to ensure they do not exceed 85% capacity. Peak demand for cycle parking at a residential development is likely to occur during the evenings, when residents have returned from work, school and leisure trips. If demand regularly exceeds capacity then more cycle parking will be provided.

7.1.4

The uptake of any vouchers or discounts will be tracked by the Travel Plan Coordinator, who will keep a count of the number of residents/households or employees who have taken these up.

7.2

Monitoring schedule

7.2.1

The initial travel survey will take place at 100% occupation of Phase 1, with further monitoring surveys taking place thereafter on an annual basis for 5 years. At this time, presuming targets are met, a final report will be submitted. The travel plan will continue to be implemented and monitored by the Travel Plan Coordinator, with support from the County and City Councils.

7.3

Reporting

7.3.1

An Annual Monitoring Report for each individual travel plan will be submitted to Norfolk County Council (and Broadland District Council and Norwich City Council if requested). The report will detail the findings of the monitoring surveys as well as a description of the activities that have been undertaken in the past year, an assessment of the performance of the travel plan in reference to the objectives and targets and an action plan for how the travel plan will be taken forward over the next year.

7.3.2

The Annual Monitoring Report will be the responsibility of the Travel Plan Coordinators for each individual travel plan, with assistance from the Site-wide Travel Plan Coordinator for the smaller

SKM Colin Buchanan

PAGE 25

occupiers and the school as required. The Site-wide Travel Plan Coordinator will also take the role of residential Travel Plan Coordinator, so will be responsible for residential travel surveys.

7.3.3

The results of the more informal monitoring, such as any feedback received by the Site-wide Travel Plan Coordinator over the year, uptake of any vouchers or discounts and BUG membership, will also be incorporated into their Annual Monitoring Report.

7.4

Remedial measures

7.4.1

The Annual Monitoring Reports will be vital in indicating that some remedial measures may need to be introduced at the site. Remedial measures will be triggered if the travel plan targets do not appear to be on track to be met within the prescribed timescales and the travel plan fails to progress towards meeting its targets between two consecutive monitoring surveys.

7.4.2

The process for putting remedial measures into action will be written in the S106 agreement.

This will be linked to the achievements of the AWTP, which is to be introduced to mitigate the impact of the development and help achieve traffic neutrality.

7.4.3

If the final travel plan target is not met, then the travel plan implementation, funded by the developer, will continue for a further 3 years or until the targets are met, whichever is earlier.

The situation will be reassessed after 3 years and further remedial measures taken if necessary, funded by the developer. The remedial measures required will depend upon which aspects of the travel plan are not performing as well as they should.

SKM Colin Buchanan

PAGE 26

8

Measures and campaigns

8.1

Overview

8.1.1

The travel plan will be implemented as a package of measures, designed to work collectively to overcome the various barriers and encourage a switch to sustainable travel. The aim is for nudges and prompts to come from many sources, the combined effect of which will generate the required level of sustainable travel behaviour across the population, then sustain and improve on this over the long-term. Many of the measures will be implemented prior to and on occupation of the development, to ensure new residents and other users of the site establish sustainable travel habits from the outset.

8.1.2

The measures in this travel plan are guided by current best practice in travel behaviour change and social marketing methods. For example the four levers used in social marketing are all incorporated in the design of the development or the travel plan: 

Support: giving people means and solutions to adopt the desired behaviour e.g. convenient, secure cycle parking; trial-a-bike scheme; car club membership etc.



Design: changing the environment, physical context and products to support the new behaviour e.g. bus service improvements; pedestrian and cyclist priority and permeability; services and employment within walking distance etc.



Inform and educate: providing information to advise, build awareness, persuade and inspire e.g. travel information pack and PTP session offered to household on occupation; Bike Week campaigns; clear signage etc.



Control: take steps to legislate, require, enforce and set standards e.g. parking management; requirement for travel plan commitment in lease agreements etc.

8.1.3

In particular, at this site we will be focussing on encouraging walking and cycling, taking advantage of the smarter travel initiatives that already exist in Norwich (such as the cycling improvements and Norwich car club), and also on promoting bus use, through new and improved services.

8.1.4

In terms of infrastructure, bus improvements will build upon the existing services along the core corridors from the development to the city centre, namely Wroxham Road and Spixworth Road, with a new service developed along the North Walsham Road. New and enhanced bus services will be provided when development begins to be built outside of an existing service.

The aim is to gradually improve service frequency from one bus every 30 minutes (current) to one every 10 minutes. Full details of the bus service improvement proposals are provided in the public transport strategy, with a timeline of how service frequency will improve in line with development growth.

8.1.5

Rail will not be the primary focus of the travel plan due to the distance from the rail station, but it will be an option for some travel in conjunction with other sustainable modes (for example, business travel) and therefore rail travel will be encouraged for longer distance journeys, with information provided on both strategic and local routes as an alternative to driving.

SKM Colin Buchanan

PAGE 27

8.2

Measures by land use

8.2.1

This framework travel plan outlines the measures proposed for the residential, commercial (workplace) and school travel plans. The subsequent full travel plans, produced when the occupiers are known) will provide more details on these measures and how they will be managed for that specific site. It should be noted that journeys to secondary schools will be covered by the residential travel planning measures, particularly PTP, even if there are no secondary schools on the site itself.

8.2.2

Due to the complexity of the site and the interconnectivity of the various measures across the

 means that the travel measure is a promotional measure of an existing campaign/service and  means

different land uses, the measures are presented as a matrix. In the table, one

that the infrastructure/service will be provided by the developer and then promoted.

Table 10: Matrix of travel plan measures On-site

Off-site Existing

Measures (measures in italics are suggestions to be further investigated with the relevant

Residential

Retail

Commercial

School

partners)

Residential (area to be defined)

Travel information and marketing

Local facilities and reduced reliance on the car is a key aspect of marketing/sales









Travel Hub in Community Centre – TPC office, focal point for events, Dr Bike etc.









Travel information packs on occupation promoting local shops/services







Personalised travel planning



Green loyalty card – could link with other energy efficient behaviour





















 ideally „Bike It‟





















Active travel

Secure, convenient cycle parking Cycling promotion and participation in local & national campaigns



Commitment to offer Cycle to Work Scheme in lease agreements Led cycle rides and Cycle Buddy scheme (route-finding and confidence-

SKM Colin Buchanan



PAGE 28

building) „Trial a bike‟ initiative with local bicycle hire provider







 staff only



Cycle training (safety, confidence and route planning)

 funded





 Bikeability funded

 funded (PTP)

Walking campaigns – participation in NHS/DoH/Walk to Work schemes



















subsidised membership





Innovative car clubs/sharing e.g.

Whipcar.com and mobile carpooling











Car sharing, including taxi-sharing











Demand responsive transport, particularly to Industrial Parks



Electric vehicle charging points



















 through PTP

Flexible use of the car

Innovative car parking management incl. nd leasing of 2 space & ring-fencing funding; 3 day a week permits for employees Car club, with intention for electric vehicles. Links with car parking purchase/leasing.

 

Other

Subsidised/free bus tickets – monthly and annual passes Sustainable travel integrated into the school ethos and curriculum Storage facilities for daytime deliveries (incl. perishable) City-wide smart cards for use with all public transport (and cycle hire)

  









8.2.3

The implementation and funding of these measures is discussed in the following section, with indicative costs provided at Appendix 2.

8.3

Parking provision

8.3.1

Guidance from the Department for Transport notes that “parking restraint is often crucial to the success of the [travel] plan in reducing car use”; Beyond Green agrees that parking restraint is vital in the overall effectiveness of efforts to achieve modal shift away from the private car and

SKM Colin Buchanan

PAGE 29

as such the NS&OC strategy for car parking is to reflect adopted quantitative parking standards and then design and manage the supply of parking in order to allow it be reduced over time in accordance with sustainable travel objectives and outcomes.

8.3.2

In a rural district and county there will always be some journeys that cannot be made by sustainable modes and in the short to medium term the majority of households are likely to want or need to own at least one car. Broadland District Council‟s Parking Standards SPD uses the current average levels of car ownership (1.6 cars per vehicle owning household) as the basis for the development of parking standards. The SPD sets out a range of parking standards based on dwelling size, but also notes that variations on these standards are permitted “where it can be demonstrated [that] proximity to facilities or particularly good public transport alternatives make normal levels of parking unnecessary.”

8.3.3

Beyond Green expects that the number of car trips made by future residents will be significantly lower that the current norm due to: 

The mix of uses and quality of services in NS&OC will significantly reduce the need to travel;



Walking and cycling being the preferred transport modes for journeys within NS&OC;



The high numbers of journeys to and from NS&OC made by bike or public transport; and



The provision of a car club.

8.3.4

As a result the need for multi-car ownership is likely to significantly reduce over time. Reflecting this context, the parking strategy at NS&OC is to provide an average of 1.5 parking spaces per dwelling (excluding visitor parking) and then establish a robust system for managed parking restraint in order to allow parking ratios to be reduced over time in accordance with sustainable travel objectives and outcomes. The Design and Access Statement outlines the parking ratios proposed and how these break down between housing types. These ratios will be regularly reviewed to ensure they reflect the parking take-up in each phase of development.

8.3.5

Central to this strategy is providing a substantial share of residential parking off-plot (i.e. onstreet or in-courtyard) allowing occupation of property to be separated from ownership or tenancy of parking spaces, with off-plot parking managed on a permit-leasing basis by the development management company or the local authority. This approach: 

Enables management regimes which incentivise modal shift over time, for example by requiring leases for off-plot parking to be renewed regularly thereby helping to make the total cost of car ownership more transparent and comparable with, for example, the need to renew public transport season tickets regularly;



Allows parking to be used flexibly, with unused residential spaces being transferred over time to flexible visitor or business use;



Allows for surplus parking to be „retired‟ over time, for example with on-street parking within „flex‟ zones being convertible to pedestrian, cyclist or green space;

SKM Colin Buchanan

PAGE 30



Ensures that streets can be designed to accommodate on street parking from the outset, avoiding informal parking that has caused pavement and carriageway obstructions in neighbouring developments; and



Supports the aim of the street hierarchy to limit the extent to which street frontage is disrupted by frontage access to driveways.

8.3.6

Visitor and commercial parking will be located in designated on-street bays. The final quantum, length of stay and charges for visitor and commercial parking will be established during detailed design. This quantum will be informed by Broadland District Council‟s Parking Standards SPD, however the mix of uses at NS&OC mean that strict application of the SPD parking standards for individual uses is likely to result in an overprovision of parking, compromising efforts to encourage visitors as well as residents to travel by sustainable modes.

8.4

Cycle parking provision

8.4.1

Secure, covered, accessible and easy to use cycle parking will be provided for all dwellings, with each dwelling being provided with at least 1 space per bedroom up to 3 bedroom dwellings; then 3 spaces for 4 bedroom dwellings, 4 spaces for 5 bedroom dwellings, etc. The need for on plot or shared parking for cargo bikes and for additional shared „over spill‟ cycle parking will be considered at detailed design; this could include secure cycle lockers within parking courts or flex parking zones. On street visitor cycle parking will be provided on all residential streets, usually accommodated within flex parking zones.

8.4.2

The location, type and quantum of visitor and commercial cycle will be established during detailed design. A variety of parking typologies will be provided including Sheffield stands (or similar) for short stay visitor parking, covered long stay visitor and employee parking and secure on plot parking within commercial buildings. All visitor and commercial cycle parking will be accessible, easy to use and over looked. Visitor and commercial cycle parking usage and capacity will be monitored and additional parking will be installed if demand exceeds provision.

8.4.3

The design specifications for cycle parking will in due course be set out in the Site Wide Design Code, and will reflect current best practice such as Cambridge City Council‟s Cycle Parking Guide for New Residential Developments (2010).

SKM Colin Buchanan

PAGE 31

9

Travel plan strategy and management

9.1

Travel plan strategy

9.1.1

This framework travel plan accompanies the outline planning application for the NE Norwich development. As required by the Norfolk County Council travel plan guide, it provides an overview of the measures that will be implemented, but the specific implementation details will be covered in the full travel plans for the individual occupiers. Notwithstanding this, it is intended that the development is managed in the long-term by Beyond Green Developments so the framework travel plan will remain the â&#x20AC;&#x17E;umbrellaâ&#x20AC;&#x; under which the individual travel plans will be designed and implemented, as illustrated by Figure 4: Figure 5: Travel Plan Strategy

9.2

Travel Plan Coordinator roles

9.2.1

As shown above, there will be a site-wide Travel Plan Coordinator (TPC) who has overall responsibility of the travel plan for the whole site and will also be the Residential Travel Plan Coordinator (as this part of the development will remain managed by Beyond Green Developments). The TPC will be appointed 6 months prior to the first occupation of the development and when the site is operational will be based on-site. The TPC will work with nominated individuals at the various occupiers of the developments who will be in charge of implementing their own individual, site-specific travel plans.

9.2.2

For the large and significant occupants (e.g. the schools, workplaces over a certain number of staff, key leisure or retail destinations etc.) Travel Plan Coordinators will be appointed. These posts are likely to be undertaken on a part-time basis as part of a wider role within the facilities department, HR or management team.

9.2.3

For smaller occupiers where the travel impact will be minimal, Travel Plan Champions will be appointed. These Champions will liaise with the TPC on a regular basis and provide a conduit through which the site-wide measures and campaigns will be promoted.

SKM Colin Buchanan

PAGE 32

9.2.4

The TPC will also set up a Bicycle Users Group (BUG) to give cyclists a group identity and allow them to work together to discuss and confront barriers to cycling. The BUG would also liaise with the Norwich Cycling Campaign. Through the BUG, Dr Bike visits, i.e. visits by individuals trained in cycle repair and maintenance, will be arranged to provide residents and employees with free advice and carry out minor repairs.

9.3

Timescales

9.3.1

Implementation of the travel will start prior to the first occupation of the development with the marketing suite presenting the key sustainable travel features as a key selling point of the development. The Travel Information Packs and website will also be ready prior to occupation so they can be distributed on occupation of each property.

9.4

Funding

9.4.1

The framework travel plan will be secured through a Section 106 agreement. Individual travel plans for the school and commercial occupiers will be required through the Section 106 and lease agreements will include a commitment to developing and implementing a travel plan.

9.4.2

The implementation of the travel plan, including the TPC post, will be funded by Beyond Green Developments for the life of the development-related travel plan, as required by planning conditions. Some indicative cost estimates are provided at Appendix 2.

9.5

Marketing, promotion and travel information

9.5.1

The site-wide travel plan will be covered by an over-arching travel plan brand, which can also be adopted by subsequent travel plans implemented as new occupants become involved.

Information for marketing offices and show homes

9.5.2

Marketing materials will provide details of how to access the site by sustainable modes and the Sales team will be fully briefed on the sustainable transport opportunities at the development.

An information sheet will also be produced and displayed within the on-site marketing office and show homes to promote the travel plan including initiatives and its objectives. This can be then be distributed to prospective home owners to further promote the concept of the travel plan and its aims prior to home occupation. In this way, the accessibility by cycling, walking and public transport, and the availability of a pay-as-you-go car will be promoted as a key selling point of the development.

Travel Information Packs

9.5.3

A Travel Information Pack will be designed and distributed to all residents by the Travel Plan Coordinator. The packs will be distributed on occupation to have an immediate impact.

9.5.4

The packs will include the following: ď&#x201A;ˇ

Map of the site highlighting the travel related facilities such as bus stops and cycle stands

SKM Colin Buchanan

PAGE 33

9.5.5



A wider map showing walking, cycling and public transport routes and journey times to key destinations such as the city centre, Broadland Business Park, schools, leisure destinations etc. plus an indication of the number of calories burnt and carbon emissions saved for journeys by walking and cycling rather than the private car



The offer of a PTP visit from a Travel Advisor to help with journey planning and travel information



Links to relevant local websites with travel information, including the City, County and District Council websites, www.transportdirect.info, www.walkit.com, www.norfolkcarclub.com and cycling organisations



Details of the benefits of car sharing and information on Car Share Norfolk



Norfolk Car Club information including details of promotions and memberships deals for residents (to be negotiated)



Information about the travel plan and its key objectives

 Vouchers for cycle training sessions and information on locking your bike The feedback survey form will be enclosed in the travel information pack which can be submitted at any time to the Travel Plan Coordinator and also available online. The feedback from these forms will assist in gathering information about perceived transport choices and any ideas on ways to improve the travel plan. Results of this will be included in monitoring reports and steering group meetings.

9.5.6

Throughout the construction and occupation of the development the packs will be kept up to date by the Travel Plan Coordinator and revisions will contain the results of any monitoring, targets and achievements. It is important to provide details of achievements, as success will further add to the promotion of the travel plan, raising awareness and increasing the desire to achieve further goals. The packs will also be supported by the website, which will provide residents with information on new campaigns and information long after they move into the site.

9.5.7

Travel Information Packs will not be distributed in the same format to participants in the PTP programme (through the area-wide travel plan). Instead, information will be more targeted according to the issues and opportunities identified during the PTP conversation with the Travel Advisor.

Websites and social media

9.5.8

Travel information will be available on the development‟s sales website, with a clear focus on the opportunities for sustainable travel and the safe and quiet environment of the streets. The website will be aimed at visitors as well as residents.

9.5.9

The Travel Plan Coordinator will develop a website specifically for the travel plan which be promoted to all users of the site. It will contain much the same information as the Travel Information Pack, as well as links to current campaigns and regular news on what has been happening around Norwich in relation to sustainable travel. Travel plan documents, including monitoring reports, will also be available on line.

9.5.10

The Travel Plan Coordinator, and other parties such as the BUG, will also use social media to promote travel plan initiatives. This could include setting up a LinkedIn or Facebook group,

SKM Colin Buchanan

PAGE 34

using Twitter to disseminate news and information, and also linking into existing local online groups and information services.

Noticeboards 9.5.11

Travel plan noticeboards will also be installed at key points around the development, providing up to date travel information, particularly maps showing walking and cycling routes (with journey times) around the local area. This will help residents and visitors to the site gather information on their sustainable travel options for travelling to and from the site in future.

Events and campaigns

9.5.12

The Travel Plan Coordinator will run travel awareness events throughout the year to help promote the travel plan initiatives and the wider PTP project, linking into national and local campaigns and also existing community events such as fêtes. Events will also be organised to launch new services, for example when a new car club vehicle is introduced. They will also encourage residents to participate in School Travel Plan events for the onsite schools and local schools as necessary.

9.5.13

The TPC will advertise annual events to encourage residents to try walking and cycling over a short period of time, in particular „Walk to Work Week‟ in May and „Bike Week‟ in June. Dr Bike sessions will be held every year in conjunction with Bike Week to provide basic maintenance and repairs, helping to encourage residents to use older bikes that they may already own.

SKM Colin Buchanan

PAGE 35

10

Area-wide travel plan proposals

10.1

The vision for area-wide travel planning

10.1.1

Like other types of travel plan (for example a residential, school or workplace travel plan) an area-wide travel plan (AWTP) is a package of measures which support, enable and promote sustainable travel with the aim of reducing single occupancy vehicle (SOV) travel. The major difference is that an AWTP covers a larger area and a diverse group of people. Critically, the target audience is without a common structure through which to feed information, such as an employer or housing developer, and not governed by an organisation under which they can all be strongly influenced, for example through school or workplace policy. The target audience will be at different stages in their lives, with different perspectives, values and motivations. They will also have access to different modes of travel.

10.1.2

With these key points in mind, the primary measure of the AWTP will be the provision of personalised travel planning (PTP) advice for residents, using one-to-one conversations to help to solve individual barriers to sustainable travel. Complementary to this, it is also recommended that a workplace travel plan programme is carried out on the Airport Industrial Estate, similar to that which has been implemented at Broadland Business Park. This would need to be part of the wider Area Action Plan and led by the local authorities rather than Beyond Green, but this could link in with the workplace travel planning initiatives at NS&OC and so recommendations for this scheme are provided here.

10.1.3

As well as PTP and workplace travel planning, the AWTP will implement a range of modespecific promotions and incentives, based on the initiatives that are occurring on the development site and also to promote the new infrastructure and services that the development will bring for the wider population. Partnership working with local authorities and stakeholders (such as First Buses, Sustrans and the Norwich Cycling Campaign) will be vital to complement and promote existing local initiatives and to help remove barriers to sustainable travel for those in the AWTP area.

10.1.4

Owing to the long construction period (15-20 years), the timing and extent of the AWTP will need to be discussed with the local authorities at a later date. In order to be most effective, an AWTP should also be adopted as part of the Area Action Plan, to enable this initiative to be carried out over a wider area and to tie in with NATS.

10.2

Personalised travel planning (PTP)

10.2.1

The PTP offer for residents will need to be in tune with the audience and transport variations across area and will focus on those who have a greater propensity to change: the â&#x20AC;&#x17E;low hanging fruitâ&#x20AC;&#x;. Its measures and actions will be specific to the various opportunities and barriers in the various areas it covers, both in terms of transport infrastructure and socio-demographics.

10.2.2

PTP has also been undertaken in various areas across the UK. The scope and range of PTP varies greatly, providing a range of approaches and lessons learnt to consider in the establishment of a PTP programme in Norwich.

SKM Colin Buchanan

PAGE 36

10.3

Implementing the AWTP around NS&OC PTP

10.3.1

The main measure that Beyond Green Developments would seek to implement through the AWTP would be the delivery of PTP to the existing residential area. This would be supported by wider campaigns and improvements to bus and cycling infrastructure, which would be provided as an extension of the NS&OC travel plan measures and in conjunction with the County and City Council initiatives and campaigns.

10.3.2

The proposed area to be targeted by the PTP programme is shown in the Figure 6 below and covers an estimated 6356 households. The boundary of this programme has been determined by applying a 400m buffer zone around the proposed core bus corridors. The number of households is a rough estimate, established by calculating the proportion of postcodes in each ward which are included within the bus buffer. This proportion was then multiplied by the total number of households in that ward to estimate how many households might be in that part of the ward.

Figure 6: AWTP Proposed Catchment for PTP

10.3.3

To begin to determine what impact an AWTP might have, and what this might cost, SKM CB have carried out research into previous PTP projects to investigate likely contact and participation rates across a population. The contact rate is the number/percentage of households in the target area with whom contact is made and the chance to participate is

SKM Colin Buchanan

PAGE 37

offered. The participation rate is the number or percentage of households in the target area who proceed to receiving information/incentives.

10.3.4

15 case studies have been found containing this data and the averages are as follows: 

Average contact rate = 72%



Contact range = 55%-87%



Average participation rate = 43%



Participation range = 23% - 63%

10.3.5

Applying the average contact and participation rates to the AWTP target area indicates that of the 6,356 households targeted, contact is likely to be made with approximately 4,576 households and 2,733 households are likely to participate and receive information and/or incentives. The costs associated with this are discussed in Appendix 2.

10.3.6

Clearly there is a big range in the success of the various PTP methodologies and the programme will be designed to take these into account. In particular, the methodologies can involve making telephone calls, going door-to-door or a combination of the two.

10.3.7

Telephone contact is the least expensive and could result in higher contact rates due to the ability to undertake more contact attempts within the budget, but there is significant potential for some demographic groups to be under-represented, for example as some households (e.g. students) may no longer use landline telephones. On the other hand, door-to-door contact means all households can potentially be contacted and the quality of engagement with door-todoor contact is also likely to be greater in terms of more contacted households being converted in to participants and greater mode shift subsequently being achieved, making this a much more effective method in terms of delivering mode shift. Therefore, despite its higher costs of doorto-door contact, it is recommended that door-to-door contact would be used due to the potential for it to achieve higher contact and participation rates and therefore potentially induce greater mode shift.

10.3.8

The door-to-door approach would then follow SKM‟s „personal responsibility‟ methodology.

SKM‟s tried-and-tested approach to voluntary behaviour change involves PTP participants being encouraged, through conversations with specially-trained Travel Advisors, to articulate a travel problem they experience in their daily lives and then work out how this problem could be overcome. For example, if the participant is spending too much money every month on car travel, the Travel Advisor could help them to identify journeys which could be shared with a colleague or neighbour, then calculate how much could be saved if done on a regular basis.

The materials delivered to the participant are then very specific to that solution, therefore rendering them more useful than generic information or incentives, and therefore more likely to initiate behaviour change.

Workplace travel planning at the Airport Industrial Estate

10.3.9

Using the Census 2001 data for the Old Catton ward within which the Airport Industrial area is situated, it has been calculated that (excluding those working from home), there are

SKM Colin Buchanan

PAGE 38

approximately 8,200 people travelling to this area for employment. The travel mode share of these employees is: 85% travel by car, 3% by public transport, 7% by bicycle and 5% on foot.

10.3.10 This indicates significant propensity for change through the introduction of a targeted workplace travel plan strategy, alongside improvements to infrastructure and promotion of new infrastructure delivered through NATS. It is recommended that the workplace travel plan strategy would involve: 

A Workplace Travel Plan Officer to support Travel Plan Co-ordinators at the various organisations



Car sharing scheme



Site-specific travel information



Cycling initiatives such as Dr Bike, workplace cycle challenges and Bike Buddies etc.

10.3.11 As discussed, this would be best led by the Norfolk County Council in line with their existing workplace travel plan initiatives, but could effectively link into the travel planning initiatives at NS&OC. 10.4

Potential impact of AWTPs Making Personalised Travel Planning Work: Research Report (2007)

10.4.1

In 2007, the DfT published „Making Personal Travel Planning Work: Research Report” which is generally accepted as the most robust study into the effect of PTP in the UK. Within the study, a number of projects were reviewed and PTP practitioners were interviewed. It was concluded that in the UK PTP reduced car driver trips by 11% (amongst the targeted population) and the distance travelled by car was reduced by 12%. This translates to a 4% percentage point reduction in car mode share. Walking was found to be the main beneficiary, gaining an average mode share increase of +3%.

Sustainable Travel Demonstration Towns

10.4.2

As the AWTP will promote the on-site and off-site (in the long-term) sustainable travel infrastructure and local services improvements, it is also useful to look at the Sustainable Travel Demonstration Towns (STDT) programme.

10.4.3

Through this project, three UK towns (Peterborough, Worcester and Darlington) implemented Smarter Choices programmes including infrastructure and bus service improvements as well as travel information and marketing campaigns. Whilst it is acknowledged that the STDT projects were carried out across the whole town, as opposed to the NE Norwich AWTP proposals, the results of these projects can provide an indication of the potential impact of an integrated areawide programme.

10.4.4

Each town chose how much to spend on each of a range of different measures; all three towns spent the most on PTP (from a third to nearly half of revenue spending), followed by travel

SKM Colin Buchanan

PAGE 39

awareness campaigns, promoting walking and cycling, public transport marketing, then smaller amounts on workplace and school travel plans.

10.4.5

Across the three towns, car driver trips by residents fell by 9% per person, and car driver distance by 5%~7%. This compares with a fall of about 1% in car driver trips in medium-sized urban areas over the same period. Across the three towns, the mode shift was 4%-6% from car to sustainable modes.

PTP in west Norwich (UEA CIVITAS project)

10.4.6

10.4.7

A PTP project has been carried out in Norwich previously and whilst the mode shift achievements were inconclusive, the following qualitative findings can be applied to this project: 

The main reasons for travelling by car were convenience, lack of an alternative or car being essential for job.



The main reasons for not travelling by car were health and fitness, most practical and „enjoy the alternatives‟.



Financial savings as well as health and fitness reasons were judged to be the most popular messages for encouraging behaviour change.



1/3 of respondents did not feel safe cycling. 10% did not feel safe walking.



PTP raised awareness of cycle routes from 42% to 78%.

The evaluation recommended that in future longer term incentives should be offered (First offered „taster‟ bus tickets). It was also recommended that information is „drip fed‟ throughout the year, with monitoring undertaken 12 months after the initial survey.

Area-based workplace travel plan network example – Cambridge Science Park

10.4.8

This initiative is as good example of the results that can be achieved through a coordinated approach to workplace travel planning at a commercial area on the outskirts of a city. It shows the results that smarter travel marketing can bring in a location which has traditionally very low rail and bus use (2% and 3%, respectively) and an abundance of free parking.

10.4.9

The network of organisations on the Cambridge Science Park is coordinated by staff who are based full-time in a Commuter Centre on site. The project is part of the Travel Plan Plus project, which aims to set up travel plan networks in four varying situations across Europe to share their findings and experience across the continent. The project is funded by Intelligent Energy Europe programme which comes from the European Commission's Executive Agency for Competitiveness and Innovation.

10.4.10 Over 7 months 18 roadshows were run which were visited by 845 commuters, gained feedback on barriers and solved some practical travel issues (such as improving cycle access onto the site) through working with colleagues in the City Council. This has helped to raise their credibility as an effective and useful organisation.

10.4.11 Site-wide travel surveys are carried out annually in October. Overall, 52 workplaces have taken part in the project at some stage, with 14 taking part in the surveys in both October 2009 and

SKM Colin Buchanan

PAGE 40

October 2010. The mode shift results are derived only from the survey results of these 14 businesses in order to compare like with like. In this time the project has seen a -5% mode shift from SOV travel (from 58%), a 4% increase in cycling (from 17%), 2% increase in walking and 1% increase in working from home. There has also been a further decrease in rail and bus use, each falling by 1%.

10.5

Summary

10.5.1

The proposed AWTP would cover an area of approximately 6,356 households and potentially around 8,200 employees in Old Catton (including the Airport Industrial area). The main measure would be implementation of a Personalised Travel Planning project, with workplace travel planning for the employment sites. These initiatives would enhance the wider sustainable travel campaigns and infrastructure improvements led by Norwich and Norfolk City Councils, as well as those being implemented on the NS&OC site.

10.5.2

Using averages from previous PTP projects, it is estimated that across the 6,357 households targeted, approximately 43% might be expected to participate and receive information/initiatives. The evidence from previous PTP projects and the STDT programmes indicates that a thorough AWTP project (including marketing and travel information) implemented in the existing residential areas adjacent to the development could result in around a 4% mode shift away from car driver mode share, or an 11% reduction in car driver trips (across the targeted population). If the programme included improvements to services and infrastructure, this could result in approximately 4-6% mode shift away from car driver to sustainable modes or 9% across all residents.

SKM Colin Buchanan

PAGE 41

11

Summary

11.1

Overview

11.1.1

This document is the framework travel plan for the proposed mixed use sustainable development known as North Sprowston and Old Catton (NS&OC). The ethos of the development is to ensure sustainable modes of travel are the easiest and most convenient way to travel and this travel plan outline the „softer‟ measures which will support the core design principles of: 

Walkable neighbourhoods within which workplaces, shops and community facilities are integrated into the development alongside the housing provision, ensuring most residents can access their daily needs within walking distance and internalisation of travel to work trips is maximised;



A compact, permeable layout with maximum connection between and along new and existing streets and other routes to make for an environment in which pedestrians, cyclists and public transport are the preferred travel modes;



High quality streets and public realm, in which people want to walk, linger and interact, with segregated cycle paths where necessary to provide cyclists with security and visibility.



Streets with a maximum design speed of 20mph.

11.1.2

The framework travel plan has been designed in line with local and national policy and guidelines, with particular reference to Norfolk County Council‟s online Travel Plan Guidance. It also takes into account the results of an extensive public consultation exercise, which involved key stakeholders and local residents.

11.2

Mode share and targets

11.2.1

The Census 2001 data has been used as a baseline upon which to set stretching mode shift targets, which will be achievable through the commitment to enabling and promoting sustainable travel modes on the development alongside the off-site improvements to be delivered through the Norwich Area Transport Strategy (NATS).

11.2.2

Targets are set for 5 years after the completion of Phase 1 (2022) and also for the long-term to achieve by the completion of the development (2032). These targets focus on creating a sustainable urban development through significantly reducing dependence on car travel from the levels that are currently seen in the area, bringing them closer to that witnessed in Norwich City Centre.

11.2.3

Progress towards meeting these targets will be assessed through annual monitoring surveys.

11.3

Travel plan management

11.3.1

The travel plan and its implementation will be funded by Beyond Green for the life of the travel plan. A site-wide Travel Plan Coordinator will be employed to oversee travel planning across the whole development. As the commercial units are occupied, Travel Plan Coordinators will be

SKM Colin Buchanan

PAGE 42

appointed and full travel plans will be prepared for these occupiers (secured through lease agreements). School travel plans will also be prepared for the primary schools; these will be owned by the school but supported by the site-wide Travel Plan Coordinator.

11.4

Measures and initiatives

11.4.1

A full suite of measures for the various land uses is outlined in Chapter 8 of this document and includes measures under the following themes: 

Travel information and marketing e.g. travel information packs, personalised travel planning on occupation of residential units;



Active travel e.g. secure and highly visible cycle parking, led cycle rides, cycle training;



Flexible use of the car e.g. managed, flexible use of parking, car clubs, car sharing;



Other measures e.g. subsidised/free bus tickets

11.5

Area-wide travel plan

11.5.1

In addition to the on-site measures, Beyond Green propose to introduce area-wide travel planning measures, helping to reduce car use in the surrounding areas of Sprowston, Old Catton, Spixworth and the Airport Industrial Estate. This would primarily involve delivering personalised travel planning to the existing residents, as well as workplace travel planning for the employment areas. This would be undertaken in conjunction with the Area Action Plan and NATS.

SKM Colin Buchanan

PAGE 43

Appendix 1 Household

Single 23 year old graduate

Key needs/ interests

   

Ex-UEA graphic designer Earns £25,000 a year Mum and Dad can help with deposit No car – keen cyclist

Key sustainable travel opportunities and promotional measures 





Single 26 year old

  



Divorced 45 year old father of two

   

Unemployed Needs Social Housing Wants somewhere affordable but aspirational No car Works in Broadband Business park Earns £40,000 a year Still paying mortgage on marital home Two children visit and stay regularly

 







 

Couple in their mid – 60s

 

 

Highly active retirees Personal pension income £30,000 a year Young grandchildren Downsizing from large family home

  



Couple in their late 70s, one needing care

   

Couple in their early 30s, two children aged 4 and 6









Couple in their mid 20s

 

 

SKM Colin Buchanan

Retired with state pension income No car, reliant on public transport Always lived in social rented property Looking for rented extra-care home on single level Jobs in retail and agency work, partly seasonal Wage income supported with tax credits No access to capital – seeking social rented property Want to get rid of expensive to run car Both work in back office banking jobs Joint income £35,000 a year, expecting to progress; limited access to capital First child on the way Moving from city centre, want shared equity purchase of small family home





 

  



   

Fast cycling routes into city for work, leisure and retail.

Local amenities for everyday shopping (walking/cycling). Cycle parking by shops etc.

High speed broadband for working from home.

Affordable shopping in walking distance Frequent bus routes to city and business parks Target for cycling promotions due to age and financial position – cycling as aspirational and desirable for fitness.

Free bike?

Good cycle route to BBP, supported with fitness messages Safe cycling routes for family leisure trips Occasional car use – car club Smarter working – flexibility to be at home for children‟s visits Bus routes into city and local villages Car club for family visits Leisure facilities and activities in community – local social life to reduce need to travel to city Walking local journeys as part of active lifestyle Frequent bus services to city, local villages and hospital Visitor parking space for carers and health visitors Community facilities for local social life Reliable public transport – frequency and duration remains steady at weekends Bus ticket promotions Free car club membership Target for cycling – family-friendly routes Bus and cycle routes to city and rail station Local facilities – childcare/nursery Online shopping Sell benefits of active, outdoor lifestyle Promote working from home

PAGE 44

Couple in their late 30s, one child aged 2

 





Couple in their mid forties, children aged 14, 12 and 9

 

 

Well qualified professional couple Joint income £85,000 a year plus recent inheritance Want to adapt or build their own home One car, rarely used; keen cyclists Run a family refrigeration business Income £70,000 a year plus investments Infirm grandmother lives with them Need space for a car and a van





 



 

Couple in their early 50s, children aged 17 and 15



  

Others: Second home, Holiday Lets

    

Mum is a partner in an accountancy firm; dad a part time counsellor Income £150,000 a year plus Need space; entertain regularly Want imposing, tasteful home at a price Need cleaners close by Cycle storage a must No gardens if possible Hard standing/ parking Purchases/ leases - long













SKM Colin Buchanan

Car club membership in place of parking – give up car on change of living situation Fast and leisurely cycle routes (city and Broads) Quality grocery shops to reduce travel Promotion of local shops and services to reduce non-business trips by car/van Health benefits of kids walking/cycling (STPs) Leisure facilities for children in locality Promote electric vehicles One parking space for own car (possibly EV), plus car club for occasional second car Cycling as fitness tool – bike a new „gadget‟ Get buy-in to ‟fresh-air‟ lifestyle – excessive car use threatens quality of neighbourhood Sustainable travel information on letting websites – cycling and local shops as a selling point Links to rail station for visitors without a car Local cycle hire company

PAGE 45

Appendix 2 The following table outlines the estimated costs for the implementation of the on-site travel plan in the first 5 years, based upon the proposed schedule of measures as set out in the Matrix of Measure (Table 9).

Off-site infrastructure measures are expected to be covered by the Community Infrastructure Levy (CIL).

After the table, an estimate of indicative cost implications for the area-wide travel plan has been provided, based upon a PTP project covering approximately 6356 households.

The costs are approximate estimates at this stage and will need to be reviewed nearer to implementation to account for changing prices and availability of materials such as incentives for bus travel.

Item

Recommended resources required

Cost

Notes

PTP (on-site)

Travel Plan Coordinator time

Staff time (estimate 0.5 hour prep, one hour visit and 2 hours follow-up per household). Incentives additional (see below).

If delivered on occupation of each unit could be possible to cover within TPC time, but if may require additional contract staff in very busy periods.

Bus travel incentives

One month ticket. One per household (hh), available on request.

Monthly ticket from First costs £64

This is a maximum cost; a substantial discount would be negotiated with the bus companies in return for promoting their services and increasing demand.

Assume 25% take up following PTP: 3,159 hhs x 0.25 = 880 tickets @ £64 = £56,320

Travel Information Packs

Design and printing (printed version and online)

£5,000 for initial design and print run for first phase, £1,000 for updates as conditions change.

Cycle training

Cycle trainer on an hourly basis

NCC‟s current provider offers £15 1hr taster course and £40 2hr follow-up session.

Assuming 1 person in 5% hhs take it up: 3,519 hhs x 0.05 = 176 participants

Assume significant discounts to be negotiated. Should be made available to residents and employees on-site.

Commercial employers would fund through their individual travel plans.

@ £9,680 Travel hub, Trial-a-bike initiative, led rides and bike buddies

SKM Colin Buchanan

Full time staff to coordinate – estimate 3 FTE. Procurement of bikes (bought/leased).

Costs = staff time plus costs of buying/leasing bikes.

Difficult to estimate at this stage as depends upon how

Bike buddy service and led rides, potentially provided by volunteers or Cycling Campaign. Could investigate

PAGE 46

Car club incentives

Norfolk car club joining fee and „taster‟ usage.

it would be managed which is yet to be decided.

leasing electric bikes. Likely that local cycle shops can be encouraged to offer discounts on cycling equipment in return for promotion.

One one-off joining fee (£25) per hh + £25 taster usage.

£25 usage = approx. 5 hours free driving, depending upon vehicle chosen.

3,519 x £50 = £176,000 (maximum) Vehicles to be provided by Norfolk Car Club.

Discounts to be negotiated with Norfolk Car Club.

Expect significant promotional package to be offered in return for promotion of scheme. Businesses to sign up on a corporate basis and negotiate their own package.

PTP costs for the AWTP Unlike with the new residents at NS&OC, the AWTP will not benefit from delivering to a captive audience who are in a state of life change and therefore likely to be receptive to new travel ideas. Therefore conducting PTP in an existing residential area will be a much more demanding, and therefore costly, task than offering it to residents as they move into the new development.

The proposed PTP project from the AWTP is relatively small scale compared to many town-wide PTP projects that have been implemented before, so the cost analysis is limited to looking at three small projects (under 5,000 households) to estimate how much the proposed PTP project in NE Norwich might cost. The average cost per participating individual was found to be £91 (with a range of £62-£112).

Earlier in this report, it was calculated that an average participation rate of 43% could be expected.

Applying this to the 6356 households to which the PTP project will be targeted, a total of 2733 households could be expected to participate.

2733 participants x £91 = £248,703 It should be noted that the projects analysed to produce this estimate varied considerably in terms of the measures and incentives they included. A more accurate cost estimate will need to be determined at a later stage when the strategy, incentives and methodology of the AWTP are planned in more detail, and more is known about what resources will be available from the various partners involved (the local authorities, bus companies, Norfolk Car Club etc.).

SKM Colin Buchanan

PAGE 47

Beyond Green Developments North Sprowston & Old Catton

Appendix 9.1: Summary of Traffic Data

ES Volume 2: Technical Appendices

APPENDIX 9.1 â&#x20AC;&#x201C; SUMMARY OF TRAFFIC DATA Traffic data utilised for the air quality assessment (AADT) AADT ATC Number

Road Name

Speed

% HGV

2012

2032

2032 With

Base

base

Development

1

Mile Cross

48

7.1

20892

31510

36474

2

Chartwell Road

48

7.8

26043

34024

38857

3

Chartwell Road

48

6.5

29485

37433

37433

4

Mousehold Lane

48

6.0

26240

34951

36597

5

St Faiths Rd

48

6.4

486

409

409

6

Buxton Rd

48

5.6

6384

6077

6123

7

North Walsham Rd

48

5.9

10856

13252

21967

8

Wroxham Rd

48

7.2

11526

29712

36528

9

St Faiths Rd

48

7.7

17122

13363

14306

10

Constitution Hill

48

5.4

15666

11457

23463

11

Wroxham Rd

48

5.9

17782

29034

35225

12

Barkers Lane

48

4.0

9111

4602

4602

13

White Woman Lane

48

5.8

6507

5300

5300

14

Lodge Lane

48

5.4

5528

4121

4422

15

Fifers Lane

48

7.4

18392

10774

10774

16

Church Street

48

4.4

4681

3376

4945

17

George Hill

48

4.6

4281

2840

2840

18

Blue Boar Lane

48

3.8

16721

20576

22963

19

Country Park Access Rd

48

3.3

1252

1252

1252

20

Spixworth Rd

48

4.8

2631

1866

2546

21

Falcon Rd

48

6.6

2392

1774

1774

Plan showing Automatic Count Locations

Beyond Green Developments North Sprowston & Old Catton

Appendix 9.2: Air Quality Standards & Objectives

ES Volume 2: Technical Appendices

APPENDIX 9.2 – AIR QUALITY STANDARDS AND OBJECTIVES Air Quality Objectives Currently included in the Air Quality Regulations 2000 and (Amendment) Regulations 2002 for the purpose of Local Air Quality Management (LAQM) Pollutant

Nitrogen Dioxide (NO2)

Particulate Matter (PM10) (gravimetric)

Applies to

All UK

All UK

Scotland

Standard Concentration

Measured as

200 µg/m3

1 hour mean

40 µg/m3

Objective Annual exceedances allowed 18

Target date

EU AQ Daughter Directive

31/12/2 005

As objective target 01/01/2010

Annual mean

31/12/2 005

As standard target: 01/01/2010

40 µg/m3

Annual mean

31/12/2 004

As standard target: 01/01/2005

50 µg/m3

24 hour mean

35

31/12/2 004

As objective target: 01/01/2005

50 µg/m3

24 hour mean

7

31/12/2 010

As objective target: 01/01/2010

18 µg/m3

Annual mean

31/12/2 010

Beyond Green Developments North Sprowston & Old Catton

Appendix 9.3: Predicted NOx and NO2 from Proposed Energy Centre

ES Volume 2: Technical Appendices

APPENDIX 9.3 – PREDICTED NOX AND NO2 FROM PROPOSED ENERGY CENTRE Table 9.3.1: Predicted NOx and NO2 from 8MW CHP with 10m Stack at Selected Receptor Locations (µg/m3) 2007

NOx

NO21

NOx

1

0.0

0.0

0.1

2 3

0.1

0.1

0.6

0.4

4

0.1

5

2009

2010

2011

NOx

NO21

NOx

NO21

0.0

0.1

0.1

0.1

0.0

0.1

0.1

0.1

0.1

0.2

0.2

0.2

0.1

0.2

0.1

0.3

0.2

0.4

0.2

0.8

0.6

0.3

0.2

0.1

0.1

0.1

0.1

0.1

0.2

0.2

0.1

0.1

0.1

0.0

0.1

0.0

0.1

0.1

0.1

0.1

0.1

0.0

6

0.1

0.0

0.1

0.0

0.1

0.0

0.1

0.1

0.1

0.0

7

0.1

0.0

0.1

0.0

0.1

0.0

0.1

0.1

0.1

0.0

8

0.1

0.0

0.1

0.0

0.1

0.0

0.1

0.1

0.1

0.0

9

0.1

0.0

0.1

0.0

0.1

0.0

0.1

0.0

0.1

0.0

10

0.0

0.0

0.1

0.0

0.0

0.0

0.1

0.0

0.0

0.0

11

0.0

0.0

0.1

0.0

0.0

0.0

0.0

0.0

0.0

0.0

12

0.0

0.0

0.1

0.0

0.0

0.0

0.0

0.0

0.0

0.0

13

0.0

0.0

0.1

0.0

0.0

0.0

0.0

0.0

0.0

0.0

14

0.0

0.0

0.1

0.0

0.0

0.0

0.0

0.0

0.0

0.0

15

0.0

0.0

0.1

0.0

0.0

0.0

0.0

0.0

0.1

0.0

16

0.1

0.0

0.1

0.1

0.1

0.0

0.1

0.0

0.1

0.0

17

0.1

0.0

0.1

0.1

0.1

0.0

0.1

0.0

0.1

0.0

18

0.1

0.0

0.1

0.1

0.1

0.0

0.1

0.0

0.1

0.0

19

0.1

0.1

0.1

0.1

0.1

0.1

0.1

0.1

0.1

0.1

20

0.1

0.1

0.2

0.1

0.1

0.1

0.1

0.1

0.1

0.1

21

3.9

2.8

4.2

3.0

3.5

2.5

2.3

1.6

3.5

2.5

22

0.0

0.0

0.1

0.1

0.1

0.0

0.1

0.0

0.1

0.1

23

0.0

0.0

0.1

0.0

0.0

0.0

0.0

0.0

0.1

0.0

Receptor Number

1

2008

NO21

NO2 concentrations assumed as 70% of predicted NOx

NOx

NO21

Table 9.3.2: Predicted NOx and NO2 from 8MW CHP with 15m Stack at Selected Receptor Locations (Âľg/m3) 2007 NOx

NO21

1

0.0

2

NOx

NO21

0.0

0.0

0.1

0.1

3

0.5

4

0.1

5

2009 NOx

NO21

0.0

0.1

0.1

0.1

0.4

0.3

0.1

0.1

0.1

0.0

6

0.1

7

2010

2011

NOx

NO21

NOx

0.0

0.1

0.0

0.1

0.1

0.2

0.1

0.2

0.1

0.2

0.1

0.2

0.3

0.2

0.8

0.6

0.3

0.2

0.1

0.1

0.1

0.2

0.2

0.1

0.1

0.1

0.0

0.1

0.0

0.1

0.1

0.1

0.0

0.0

0.1

0.0

0.1

0.0

0.1

0.1

0.1

0.0

0.0

0.0

0.1

0.0

0.0

0.0

0.1

0.1

0.0

0.0

8

0.0

0.0

0.1

0.0

0.1

0.0

0.1

0.1

0.1

0.0

9

0.0

0.0

0.1

0.0

0.1

0.0

0.1

0.0

0.0

0.0

10

0.0

0.0

0.1

0.0

0.0

0.0

0.1

0.0

0.0

0.0

11

0.0

0.0

0.0

0.0

0.0

0.0

0.0

0.0

0.0

0.0

12

0.0

0.0

0.0

0.0

0.0

0.0

0.0

0.0

0.0

0.0

13

0.0

0.0

0.1

0.0

0.0

0.0

0.0

0.0

0.0

0.0

14

0.0

0.0

0.1

0.0

0.0

0.0

0.0

0.0

0.0

0.0

15

0.0

0.0

0.1

0.0

0.0

0.0

0.0

0.0

0.1

0.0

16

0.1

0.0

0.1

0.1

0.1

0.0

0.1

0.0

0.1

0.0

17

0.1

0.0

0.1

0.1

0.1

0.0

0.1

0.0

0.1

0.0

18

0.1

0.0

0.1

0.1

0.1

0.0

0.1

0.0

0.1

0.0

19

0.1

0.1

0.1

0.1

0.1

0.1

0.1

0.1

0.1

0.1

20

0.1

0.1

0.2

0.1

0.1

0.1

0.1

0.1

0.1

0.1

21

1.9

1.3

2.1

1.5

1.6

1.1

2.3

1.6

1.8

1.3

22

0.0

0.0

0.1

0.1

0.0

0.0

0.1

0.0

0.1

0.0

23

0.0

0.0

0.1

0.0

0.0

0.0

0.0

0.0

0.1

0.0

Receptor name

1

2008

NO2 concentrations assumed as 70% of predicted NOx

NO21

Table 9.3.3: Predicted NOx and NO2 from 8MW CHP with 20m Stack at Selected Receptor Locations (Âľg/m3) 2007 Receptor name

1

NOx

2008

NO21

NOx

2009

NO21

2010

2011

NOx

NO21

NOx

NO21

NOx

NO21

1

0.0

0.0

0.0

0.0

0.1

0.0

0.1

0.0

0.1

0.1

2

0.1

0.0

0.1

0.1

0.2

0.1

0.1

0.1

0.2

0.1

3

0.4

0.3

0.2

0.2

0.3

0.2

0.6

0.4

0.2

0.1

4

0.1

0.1

0.1

0.1

0.1

0.1

0.2

0.1

0.1

0.1

5

0.1

0.0

0.1

0.0

0.1

0.0

0.1

0.1

0.1

0.0

6

0.1

0.0

0.1

0.0

0.1

0.0

0.1

0.1

0.1

0.0

7

0.0

0.0

0.1

0.0

0.0

0.0

0.1

0.0

0.0

0.0

8

0.0

0.0

0.1

0.0

0.1

0.0

0.1

0.0

0.0

0.0

9

0.0

0.0

0.1

0.0

0.1

0.0

0.1

0.0

0.0

0.0

10

0.0

0.0

0.0

0.0

0.0

0.0

0.1

0.0

0.0

0.0

11

0.0

0.0

0.0

0.0

0.0

0.0

0.0

0.0

0.0

0.0

12

0.0

0.0

0.0

0.0

0.0

0.0

0.0

0.0

0.0

0.0

13

0.0

0.0

0.0

0.0

0.0

0.0

0.0

0.0

0.0

0.0

14

0.0

0.0

0.0

0.0

0.0

0.0

0.0

0.0

0.0

0.0

15

0.0

0.0

0.0

0.0

0.0

0.0

0.0

0.0

0.0

0.0

16

0.0

0.0

0.1

0.1

0.1

0.0

0.0

0.0

0.1

0.0

17

0.0

0.0

0.1

0.0

0.1

0.0

0.0

0.0

0.1

0.0

18

0.0

0.0

0.1

0.1

0.1

0.0

0.0

0.0

0.1

0.0

19

0.1

0.1

0.1

0.1

0.1

0.1

0.1

0.1

0.1

0.1

20

0.1

0.1

0.1

0.1

0.1

0.1

0.1

0.1

0.1

0.1

21

0.8

0.6

0.9

0.6

1.6

1.1

0.6

0.4

0.8

0.5

22

0.0

0.0

0.1

0.0

0.0

0.0

0.0

0.0

0.1

0.0

23

0.0

0.0

0.0

0.0

0.0

0.0

0.0

0.0

0.0

0.0

NO2 concentrations assumed as 70% of predicted NOx

Table 9.3.4: Predicted NOx and NO2 from 8MW CHP with 10m Stack at the Point of Maximum Concentration (µg/m3) Meteorological year

1

Predicted NOx

Predicted NO21

Background

312838.2

9.9

6.9

16.3

23.2

625729.4

312879

10.8

7.5

16.3

23.8

2009

625729.4

312838.2

8.3

5.8

16.3

22.1

2010

625647.8

312756.6

4.7

3.3

16.3

19.6

2011

625729.4

312899.4

10.7

7.5

16.3

23.8

X(m)

Y(m)

2007

625729.4

2008

total NO2

NO2 concentrations assumed as 70% of predicted NOx

Table 9.3.5: Predicted NOx and NO2 from 8MW CHP with 15m Stack at the Point of Maximum Concentration (µg/m3) Meteorological year

1

Predicted NOx

Predicted NO21

Background

312940.3

2.2

1.6

16.3

17.9

625811.1

312919.8

2.7

1.9

16.3

18.2

2009

625790.6

313001.5

1.9

1.3

16.3

17.6

2010

625831.5

312919.8

1.3

0.9

16.3

17.2

2011

625811.1

312960.7

2.9

2.1

16.3

18.4

X(m)

Y(m)

2007

625811.1

2008

total NO2

NO2 concentrations assumed as 70% of predicted NOx

Table 9.3.6: Predicted NOx and NO2 from 8MW CHP with 20m Stack at the Point of Maximum Concentration (µg/m3) Meteorological year

1

Predicted NOx

Predicted NO21

Background

313021.9

1.3

0.9

16.3

17.2

625913.1

313001.5

1.6

1.1

16.3

17.4

2009

625851.9

313062.7

1.1

0.8

16.3

17.1

2010

625913.1

312981.1

0.9

0.6

16.3

16.9

2011

625872.3

313042.3

1.8

1.2

16.3

17.5

X(m)

Y(m)

2007

625892.7

2008

NO2 concentrations assumed as 70% of predicted NOx

total NO2