Transport and connectivity

A comprehensive programme of survey work and modelling has been undertaken to evaluate how the proposed developments would integrate with the existing transport network.   The results of the transport modelling and survey work are set out in more detail within the Transport Assessment.  The Assessment’s key conclusions are summarised below.

Site location and highway safety

The sites are ideally located to access a wide range of local services and amenities, providing an opportunity for prospective residents of the proposed residential development to access local services and amenities.

Both sites are well located in terms of pedestrian and cycling access to the surrounding area. Existing bus provision in the vicinity of the site has been reviewed. It is found that there is a reasonable level of service provided by a combination of services, and there are potential improvements related to committed schemes.

Botley and Hedge End railway stations are located to the south-east and northwest respectively. Both are within walking and cycling distance. They are each provided with hourly services towards Eastleigh, Portsmouth and London Waterloo in the off-peak, with additional services in peak hours.

Both sites are well connected to the local and strategic highway network. The M27 Junction 8 is located approximately four kilometres west of the two sites and provides a key link to Fareham, Portsmouth and Southampton. The sites will be accessed via Woodhouse Lane and Winchester Street respectively and are therefore well connected to the local and strategic highway network.

Road safety data for the area around Hedge End and Botley has been analysed. It is concluded that there is no significant highway safety issue present on the local highway network.


The site layouts will provide parking in line with local guidance and the internal road networks have been developed according to the principles set out in Manual for Streets.

Public Rights of Way and cycleway/footways

For the Woodhouse Lane site, the masterplan will be appropriate for bus services to pass through the site and the existing Public Right of Way through the site will be rerouted and enhanced. 

For the Winchester Street site, it is proposed to provide a footway along the eastern side of Winchester Road, providing a pedestrian path along the western boundary of the site, and the existing Public Right of Way through the site will be enhanced and a new cycleway/footway provided.

Junction capacity and mitigation

Junction capacity assessments have been undertaken which show that in the with-bypass, and without bypass scenarios, all of the junctions within the study are expected to operate at an acceptable level in the year 2026, once committed schemes and proposed mitigation measures are taken into account.

Junction mitigation measures are only required if the Bypass is not built.  If required, the following works have been identified:

  • the introduction of signals at the A334 Station Hill / B3035 Botley Road Junction;
  • prohibiting the right turn from Botley High Street to Winchester Street at their crossroads with Church Lane – and an associated proposal to introduce a mini-roundabout at the Holmesland Lane/High Street junction; and
  • signal re-calibration works at the A334 / A3051 junction.

Framework Travel Plans have been produced for residential elements for both sites.  A separate Travel Plan have been produced by Hampshire County Council for Deer Park School.

In support of the development proposals a number of off-site improvement measures are proposed:

  • speed limit changes on Woodhouse Lane;
  • improvements to pedestrian facilities on Winchester Road and Winchester Road Bridge; and
  • an improved pedestrian link from Winchester Road along Woodhouse Lane.


In overall summary the Transport Assessment demonstrates that the proposed development embraces planning policy guidance at both national and local level in terms of its location and accessibility by a choice of means of travel. Furthermore, it demonstrates that the surrounding highway and transport infrastructure is well equipped to absorb the development related transport impacts, providing that a modest suite of off-site mitigation measures are employed.

The mitigation measures proposed are a mix of traffic-led junction improvements and pedestrian-led footway/crossing improvements. On the basis of the findings within the Transport Assessment, it is considered that there are no residual cumulative impacts in terms of highway safety or the operational capacity of the surrounding transport network.