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Planning applications and transport

Planning applications and transport

Planning applications

When a new development is planned, we make sure that any impact on the transport network is taken into account. We consider a wide range of sustainability issues including access by all modes to local facilities, shops and schools. We assess the impact of proposals on highway capacity and the possible effects of a development on road safety. We then decide whether improvements to the transport network and/or other measures such as Travel Plans are necessary and justifiable. We undertake negotiations with developers to secure the most effective packages of mitigation and we manage the delivery of any agreed works and measures.

Representations that the County Council submits on planning applications will be made available through the relevant planning application files on the Local Planning Authority websites. See our representations on planning applications page.

Pre-Application Service

The County Council welcomes and encourages discussions with a developer before submission of a planning application to a District or Borough Council or a County Matter application to the County Council.

Please note: we know the files below might not be suitable for users of assistive technology.

If you use a screen reader or other assistive technology, please contact Transport Development Control and we will try to help.

Request for pre-application advice [87.8 KB] [docx]

Pre-application advice guide and charging schedule - from 1st April 2024 [283.2 KB] [pdf]

Transport Assessments, Transport Statements and Transport Reports

In order to accurately assess the likely impact of any planned development there are a number of documents that should be considered and submitted with a planning application:

Guidance on carrying out transport reviews in support of planning applications is provided in our Transport Assessments, Transport Statements and Transport Reports document [99.5 KB] [pdf].

A Walking Cycling and Horse-riding Assessment and Review- (formerly Non-Motorised User Audit) in accordance with GG142 may also be required in support of major development proposals to identify on and off site opportunities for improved non car accessibility.

Travel Plans

When new developments are planned, it is vital to consider accessibility to local facilities and services, schools and shops. Travel plans aim to encourage walking and cycling use of public transport and the use of Travel Plans have been reinforced by the National Planning Policy Framework.

Guidance on travel plans for new development [580.5 KB] [pdf]

Parking guidance

Assessing the appropriate level and type of parking provision is a key consideration for the County Council as Highway Authority in assessing the transport impacts of development. The guidance linked below (and associated calculator for residential development) will help to ensure that the right type of all forms of parking for new development is provided and that the right balance is struck between meeting parking demand whilst exploiting the potential for sustainable travel and minimising adverse effects on highway safety.

Guidance on parking at new development [327.1 KB] [docx]

Car parking demand calculator [4.0 MB] [xlsm]

Map of East Sussex wards [3.5 MB] [pdf]

Transport Modelling

A transport model is a detailed digital replica of the complex real-world transport and land use system. It represents the numerous complex travel choices people make, their movement patterns and thus level of demand for travel, as well as the transport system network capacities. Within a model, future scenarios for population growth, land use, transport networks and travel behaviour can be built to assess the impact of these changes. An overview of transport modelling is linked below:

What is Transport Modelling

A Countywide Transport Model (CWTM) has been developed to test future scenarios, such as the likely transport impact arising from new development proposals or the assessment of proposed changes to the transport network.

Further detail on the CWTM and the protocol for accessing the model is linked below:

Safety Audit Policy for Developments

This Policy sets out the County Council’s procedure for the consideration of developer proposals requiring the support of a Road Safety Audit.

Safety Audit Policy for Developments [247.0 KB] [pdf]

Trip Generation – Trics

To identify the specific impacts of a planned development we recommend that the national TRICS database is utilised when compiling transport data.

Find out more from the Trics website.

Download presentations from User Meetings and Training and Development Forum online at TRICS Publications

Refuse and Recycling Collections

The removal of refuse is an important consideration in the design and construction of a new development. Guidance for property developers in relation to refuse and recycling collections can be found below,

Good Practice Guidance for Refuse and Recycling Collections [822.6 KB] [pdf]

Minor Application Guidance

The document linked below provides Local Planning Authorities with guidance to help determine minor planning applications without the need to formally consult the highway authority (subject to the definitions and exceptions set out in the document).

Minor Application Guidance [896.7 KB] [docx]

Contact us

For any further information please contact:

Transport Development Control

Telephone: 01273 482 254
Email: Transport Development Control

Representations on planning applications

In our role as the Highways Authority, the County Council submits representations on nearly a thousand planning applications every year. It is for the relevant Local Planning Authority to consider the representations we make in coming to a decision on the planning applications. The representations we make can be viewed through the relevant planning application files on the website's of the following Local Planning Authority's,

Occasionally we also make representations on planning applications outside of East Sussex. Generally these are proposals that are in close proximity to the county boundary and or are of a strategic nature that could impact upon the highway network in East Sussex.

Comments from Third Parties on Highway Matters Relating to Planning Applications

We are aware that development proposals, particularly those of a significant size, can often give rise to highways related concerns from members of the public and community groups and organisations. Should you have such concerns then you will need to put these to the relevant planning authority during the consultation stage of the planning application. It may be the case that the County Council, as the relevant Highways Authority, provides comments on such applications that differ from your own views. In this regard, it is important to note that the County Council has to consider and appraise the development proposal in an objective manner, having regard to robust evidence and relevant planning policies, which includes the Government’s National Planning Policy Framework.

With the above in mind, should an individual or organisation wish to challenge the advice we have provided on a planning application then they will need to do so through the relevant planning authority. It will then be for the planning authority to decide whether they wish to seek further clarity, advice or reconsideration of position from the County Council. Ultimately it needs to be the planning authority who are content with the advice we are providing as they will be making the decision on the application in question.

It is recognised that very occasionally, a third party (i.e. member of public, town or parish council, etc.,) may identify a factual error in either the transport evidence that supports the application and/or our response to the application. Should this be the case then please contact the County Council highlighting what this factual error is. In turn, we will review our representation, amend it where necessary and maintain a close dialogue with the relevant planning authority and applicant, if necessary. We will respond to the individual or organisation that have highlighted the error to explain what course of action we have taken.

Any correspondence we receive that expresses concerns over highway matters, within the context of a planning application, will be sent to the relevant planning authority for their consideration in the determination of the application. In such cases we will acknowledge the correspondence and explain who we have passed it onto and how it will be considered.

Should you have any comments, or concerns over how we deliver this service then please contact us,

Telephone: on 01273 482 254
Email Transport Development Control

Minor Application Guidance

Minor Application Guidance [896.7 KB] [docx]

Transport development control – forms and guidance

Downloads

Please note: we know the files below might not be suitable for users of assistive technology.

If you use a screen reader or other assistive technology, please contact Transport Development Control and we will try to help.

Transport assessments, transport statements and transport reports [99.5 KB] [pdf]
Guidance on carrying out reviews of the possible impact of transport, when new developments are planned.

Guidance on travel plans for new development [580.5 KB] [pdf]
Our guidance on Travel Plans for new development. Containing information on how we expect Travel Plans to be secured as part of the planning process and the way we monitor and enforce them.

Local design guide for residential development [97.0 KB] [pdf]
Information for developers about our basic standards for construction requirements, when residential streets are designed.

Highway construction specification for developers [529.4 KB] [pdf]
All new road and highway works must comply with the specifications set out in this document.

Design standards for industrial roads [294.0 KB] [pdf]
Sets out our design standards for industrial estate roads in East Sussex.

Acceptance form – highway construction specification for developers – email [100.7 KB] [docx]
As part of our technical approval process, all developers must complete and return this form.

Traffic signal design and installation standards [868.1 KB] [pdf]
Guidance on ensuring traffic signals for vehicle and pedestrians in East Sussex meet both local and national standards.

Guidance on parking at new development [327.1 KB] [docx]

Car parking demand calculator [4.0 MB] [xlsm]

Map of East Sussex wards [3.5 MB] [pdf]

ESCC Standard drawings [5.1 MB] [pdf]

Stopping Up Orders [70.7 KB] [docx]

Transport development control – contact us

For all matters relating to planning application, major transport projects, road adoptions, highway improvements, vehicle crossings (dropped kerbs) and other highway licences please contact us:

Email Transport Development Control

Other ways to contact us

Telephone: 01273 482 254

By Post:

Transport Development Control
East Sussex County Council
County Hall
St Anne's Crescent,
Lewes
BN7 1UE

What is Transport Modelling

What is the purpose of a transport model?

Understanding how to connect people and places in terms of where people will live and how and where they may work in the future is crucial for planning transport infrastructure, services and initiatives to enable the development of healthy and sustainable places. Transport models are a tool to test scenarios that, in turn, will help planners and developers understand any impacts and opportunities in order to make informed policy decisions.

What is transport modelling?

A transport model is a detailed digital replica of the complex real-world transport and land use systems. The model is a set of mathematical relationships to represent the choices people make when travelling. These choices include how many trips to make, the timing of those trips, the selected route, their origin and destination and the mode used. Travel demand is the combined effect of thousands of individuals making these choices.

Transportation modelling is not limited to vehicles and is multimodal (e.g. walking, cycling, bus and rail). All modes of transport and their interactions can be modelled. Transport models must follow the government's Transport analysis guidance (TAG).

What can Transport Models be used for?

The outputs from Transport Models can help to:

provide part of the transport evidence for Local Plans and planned development within the respective areas;
understand and mitigate the impact of external influences e.g. housing allocations, National Highways schemes;
inform Business Case submissions to secure Government funding for new infrastructure and maintenance;
provide evidence to support responses to Government consultations;
support the development consent order and the town and country planning process on key schemes;
understand suitable phasing of maintenance and utilities work to manage congestion impacts;
optimise the performance of the existing transport network;
inform accessibility planning for key land uses; and
allow for the assessment of new public transport schemes or priorities.

What can Transport Models Do?

Within a model, future scenarios for population growth, land use, transport networks and travel behaviour can be built to assess the impact of these changes. Transportation modelling tools enable modelling experts to develop different scenarios for a transport network and test them under a range of assumed future demographic, infrastructure or economic conditions. Transport models can:

forecast the number of trips on a specific area’s road network;
project long-range traffic growth patterns;
highlight the forecast traffic impacts of proposed new land use developments;
evaluate the effectiveness of various transport project scenarios;
test policy implications of travel mode choice (Travel Demand Management);
help local authorities find ways to mitigate current and future traffic capacity constraints.

What are the Model Outputs?

The outputs (modelling results) can be used in a variety of ways and provide technical evidence to support the consideration of future circumstances. Results can be presented in a variety of ways and appropriate to the evidence requirements needed. They would typically involve:

link flow
volume of traffic over road’s capacity
difference plots
average delay
specific select links to understand distribution

Additional outputs could include:

junction turning count information – if appropriate validation checks have been undertaken beforehand
cordon matrices, which could be generated to feed into microsimulation models where they exist or are being used for the development
technical note setting out the methodology and assumptions used
presentations

When should a transport model be used?

Before any detailed modelling is undertaken, there is a requirement to consider a range of plausible scenarios that would help contribute to delivering the overall vision for transport for the area. In alignment with draft East Sussex Local Transport Plan 4 2024-2050, and the road user hierarchy, particular attention should be given to opportunities to reduce travel and enable access by walking, wheeling, cycling and public transport before private car use. The early stages of any master-planning process should therefore identify the opportunities for travelling sustainably to key destinations and identify potential ways of maximising those opportunities before proceeding with modelling work.

Once access proposals have been developed a model test should be used to confirm whether the access arrangements and other mitigation measures are workable and whether the residual number of vehicle trips can be accommodated on the highway network without causing impacts on sensitive locations such as Air Quality Management Areas (AQMAs) or critical junctions (which affect the operation of the wider network). A model test is needed to help the highway authority to assess whether the impacts of the development (once sustainable access has been identified) can be sufficiently mitigated.

Generally larger scale developments, those with a complex mix of uses or those in sensitive locations (e.g. near AQMAs, or in areas with high existing congestion levels) will require area-based modelling so that the Highways Authority can assess the impacts of the development on the surrounding transport network.

For smaller developments in less sensitive locations where the Highways Authority deems that the development does not require strategic modelling, then localised modelling may be sufficient to assess the localised impacts in the immediate vicinity of the development. Judgement on whether a development proposal would require, or would benefit from, transport modelling is at the discretion of toe Highway Authority and will be decided on a case by case basis.

Before commencing any modelling work it is recommended that a developer contacts ESCC to understand the key requirements and in order to scope out the necessary modelling work. This is best undertaken through the ESCC pre-application advice service.

The East Sussex Countywide Transport Model (CWTM)

The East Sussex Countywide Transport Model (CWTM) has been developed to help in the assessment of the likely transport impact arising from new development proposals and other changes to transport infrastructure. The CWTM is the key transport planning tool to inform current and future transport patterns and demand across East Sussex. Further detail on the CWTM and the protocol for accessing the model are linked below.

Contact us

Email - developmentcontrol.transport@eastsussex.gov.uk

Telephone - 01273 482 254

East Sussex Countywide Transport Model – Overview

East Sussex Countywide Transport Model (CWTM)

The East Sussex Countywide Transport Model (CWTM) has been developed to provide a consistent basis for the assessment of developments. It helps understand how people currently travel around the county and how this might change with future growth in housing and employment space, particularly as local and major transport schemes are developed and implemented.

The model, which is based on SATURN version 11.5.05H (highway assignment) and EMME (Public Transport assignment and Variable Demand Model), can be used to test development proposals and has other potential applications which are summarised below.

Utilising the Model:

The CWTM can be used to look at the cumulative impact of proposed Local Plan growth. It is also available for individual development proposals to provide information on trip origins / destinations, assess the impact of additional development trips on the transport network and to test the effectiveness of access proposals and mitigation measures.

Accordingly, the CWTM has multiple potential applications including:

providing evidence for Local Plans
assessing the impact of improvement schemes / development proposals
informing business case submission
informing the suitable phasing of maintenance and utilities work
optimising the performance of the existing transport network
informing accessibility planning for key land uses
allowing for the assessment of new public transport schemes or priorities

Any application of the CWTM for a specific purpose should always first assess the suitability of the model for that task. The main early use of the model is likely to be for assessment of Local Plans within the County and the model is considered to be an appropriate tool for that purpose. For other applications, further local revalidation in specific areas may be required once the locality and requirements of that application is confirmed. The CWTM forms an excellent basis for the development of any further modelling that may be required.

Whilst developers are free to develop their own bespoke models, our recommendation would be that the CWTM is utilised. Any bespoke model would need to be submitted to ESCC for audit prior to results being presented as part of a planning application.

Model Area

The CWTM’s detailed modelling area extends across the whole of East Sussex, with coverage at lower levels of detail outside the County boundary. The model comprises approximately 567 zones, around 381 of which are in the area of detailed modelling covering the county and around 86 zones cover the adjacent areas. The modelled zone system was built up from Census output area boundaries so that the latest data on land use within the study area could be easily utilised. There is a single zone system used for the highway, public transport, and variable demand parts of the model, ensuring accurate transfer of demand and generalised costs between the assignment models, and variable demand model.

Model Details

The model is primarily highway based but does include a ‘light touch’ public transport capability. A Variable Demand Model, using 24-hour Production-Attraction matrices has been developed. Whilst the assignment model allows for different route choices for commuting, business, and other trip purposes, the demand model is segregated further into four home-based and two non-home-based trip purposes.

The modelled highway network includes all but the most minor of residential roads in East Sussex. The highway network was developed by building on existing transport models of the area, but also supplemented with detailed mapping from the Integrated Transport Network data.

Background growth in forecast land use was derived from:

National Trip End Model (NTEM) v8.0 for car vehicles
National Road Traffic Projections 2022 (NRTP22) growth factors for the South-East of England for Light Goods Vehicles (LGV) and Heavy Good Vehicles (HGV).

The trip matrices were derived by merging observed travel patterns from Mobile Network Data, with synthetic data calibrated against Census journey to work and National Travel Survey (NTS) Data. Trip matrices were subject to appropriate verification checks, as well as calibration and validation. Finally, the highway assignment was calibrated and validated and demonstrated to replicate observed traffic data to a high level of accuracy. This was achieved without overly distorting the quality of the underlying trip matrices, and the changes brought about by matrix estimation are within acceptable tolerances.

Public Transport

The public transport network was developed using Meridian shapefile data of bus and rail lines. Services on those routes were developed from rail, bus, and coach timetables. The public transport assignment model was developed following best practice to the extent that it is required for the relatively light touch nature of the model. All bus and rail services through the County were included and validation checks confirmed that trip journey times were all representative of actual observed conditions. This satisfies the primary objective of the public transport model, which is to provide suitable generalised costs to feed into the variable demand model.

Time Periods

To allow policy makers to understand both strategic and local issues/impacts and opportunities associated with developments, infrastructure improvements, and policy measures there is a need to provide assessment and forecasting capability of morning peak hour, evening peak hour, and average inter-peak traffic conditions. The highway assignment model therefore represented an average ‘neutral’ weekday (Monday-Thursday) in the following three modelled time periods (thereby covering all key time periods during which significant impacts on the transport network would occur).

AM peak hour (08:00 to 09:00)
Inter-peak average hour (between 10:00 and 16:00)
PM peak hour (17:00 to 18:00)

The public transport assignment model represents an average ‘neutral’ weekday in the following three modelled time periods:

AM peak period (07:00 to 10:00)
Inter-peak period (10:00 to 16:00)
PM peak period (16:00 to 19:00)

Peak periods (in contrast to peak hours) are represented within the public transport model because, over a large study area such as East Sussex, differences in public transport provision between the peak hour and the peak period are likely to be significant. This can result in certain origin-destination pairs appearing to have no public transport services in certain narrow time periods, which will cause problems with the demand model if not corrected. The 3-hour peak periods and 6-hour inter-peak period are designed to alleviate these situations. The selection of the specific hours/periods used to represent the AM, inter-peak and PM peaks was informed by an analysis of traffic counts.

The demand model, meanwhile, represents an average weekday at the 24-hour, production-attraction (PA) level, defined in terms of people, rather than vehicles. A set of factors is applied to convert the 24-hour PA demand in person trips to the public transport peak and inter-peak period passenger matrices and highway peak hour and average inter-peak hour vehicle matrices required for the assignments. This approach is consistent with the guidance set out in TAG Unit M2 and was deemed most appropriate for the demand model due to its strategic nature and the fact that it will be used to test large-scale interventions, major schemes, and development scenarios (individually and in parallel).

Base Year

The CWTM had an original base year of 2019. This was chosen because, at the time model development commenced, it was the most recent year for which the required representative data was available. The Model was developed and was calibrated against 2019 conditions. As with all strategic models, the impact of uncertainty on the model results will need to be carefully considered through a range of sensitivity tests when applying the model.

Implications of Covid-19

The Covid-19 pandemic had a profound impact on travel demand by all modes in 2020 and 2021, and it is not yet clear how it will affect longer term trends. To understand how the impacts of the pandemic should influence existing transport models the DfT published TAG Unit M4 (Forecasting and Uncertainty) in 2023. This stated that COVID-19 impacts should be accounted for in modelling and appraisal from May 2023 onwards.

The change to guidance was issued in the context that national traffic volumes are yet to return to pre-COVID levels. The implication of this is that, in the absence of COVID-19, traffic would have continued to grow such that current flows would have been higher than those seen before COVID-19. Traffic forecasts will therefore assume a level of growth which will not be achieved due to the impacts of COVID-19 and an adjustment will be required to account for this over-estimation.

Update to Base Year

In early 2024, work was commissioned to assess the impacts of COVID-19 on traffic behaviour within the CWTM study area and to consider whether changes to the base year (from 2019 to 2023) would be required. This assessment was undertaken by comparing:

Motor vehicle traffic between the years of 2022 and 2019 in selected local authorities
Permanent ATC traffic counts for the years 2023 and 2019 at selected sites withing the East Sussex area.

Both approaches showed a similar trend for overall reduced traffic growth. Based on these observations, the following reduction factors for cars should be applied to the 2019 CWTM base year demand matrices (there would be no change being made to LGV and HGV traffic).

5% in AM peak
3% in Inter peak
0% in PM peak

To understand if changes to a rebased CWTM base year (from 2019 to 2023 based on TEMPro) was needed the following was undertaken.

Step 1

Two 2023 CWTM transport models were created:

Model 1: 2023 TEMpro v8.0 constrained model produced using information from the Uncertainty Log. Fuel and Income factors were applied in this case to take account of the growth in income and growth in fuel between 2019 and 2023.
Model 2: Using the factors calculated using Method 2 the existing 2019 CWTM base year demand matrices were factored to produce 2023 CWTM base year demand matrices. The 2023 CWTM base demand matrices would be re-assigned to a 2023 highway model network.

Step 2

Once Step 1 was undertaken the 2023 modelled flows was compared with the 2023

observed flows (obtained from ESCC ATC counts) using the Geoffrey E. Havers

GEH) statistic which is used to compare observed and assigned flow. The statistic

uses the following formula to calculate a value for the difference between observed

survey data) ( ME ) and modelled (MG) (SATURN flow) traffic flow:

Formula [4.3 KB] [jpg]

The GEH statistic takes account of the fact that when traffic flows are low the percentage difference between the observed flow and the modelled flow may be high, but the significance of this difference is small and conversely, a small percentage difference on a large base might be important.

Step 3

If the analysis of the GEH assessment undertaken in Step 2 suggested that Model 1 calibrates and validates better, then there would be no need to “re-base” the 2019 CWTM base year models. The 2040 and 2050 CWTM forecast year models can be produced from the existing CWTM 2019 base year models.

If the analysis of the GEH assessment undertaken in Step 2 suggests that Model 2 calibrates and validates better then there would be a need to “re-base“ the 2019 CWTM base year models. The 2040 and 2050 CWTM forecast year models can be produced from the 2023 CWTM COVID-19 adjusted demand matrices.

The assessment showed that Model 2 calibrated and validated better therefore a 2023 base year model was created.

Step 4

Production of 2040 and 2050 forecast year models.

Access Protocol

Information on how the Model can be accessed can be viewed using the link below:

Countywide Transport Model – Access Protocol

East Sussex Countywide Transport Model – Access Protocol

How to access the Countywide Transport Model

Where it has been agreed with ESCC (and National Highways where necessary) that a specific development proposal requires traffic modelling work in support of their transport assessment, details concerning the appropriate modelling methodology, processes and procedures should be agreed during pre-application discussions.

Access to the models is managed through East Sussex County Council and is offered to developers and/or their consultants on the basis that:

The Countywide Transport Model (CWTM) is the property of ESCC. The models themselves, networks and matrices will not be released to external bodies.
ESCC commissions the modelling work through their contract with Balfour Beatty Living Places (which includes WSP, who manage the CWTM on behalf of the County Council).
The Scope of Works will be agreed between all parties before model runs are commenced.
Model outputs will be supplied in a standard format.
A quote will be provided and fees paid to ESCC prior to the commencement of the modelling work.
Contractual arrangements will be between the Developer and ESCC.

Conflict of Interest

A Development Management Strategy has been put in place between the County Council and WSP UK Limited to manage any potential Conflicts of Interest.

WSP UK Limited operates a Conflict of Interest (CoI) policy which defines how they prevent, manage, and resolve any potential or actual CoI. The desired outcome of which is that their Clients’ interests are protected, and that WSP’s own reputational and commercial interests remain intact.

Information Required

The request to use the CWTM should include the following information, along with the scenarios required to be tested:

Site location and red line boundary.
Assessment years and time periods (this has to accord with the model years and time periods unless a further bespoke model run year is to be developed at additional cost).

For each assessment year:

The quantum and type of development by land use:
- Numbers of housing units and mix of housing (number of dwellings by number of habitable rooms) and indicative location of where these units are located.
- Number and Gross Floor Area (GFA) of commercial units including type (by planning use class) including anticipated staff / visitors / customers, parking provision and access/parking controls, and indicative location of where these units are located.
Location of development within the site for each land use type.
Plans of proposed site access junctions.
Plans of proposed offsite junction modifications.
Other transport schemes and infrastructure measures proposed including public transport (and associated periods of operation and service frequencies), priority measures (physical and through ITS) and schemes which support walking, wheeling and cycling.
Plan showing any bus routes proposed for all relevant time periods (entire route with direction of travel indicated).
Any local turning count data obtained.
Trip rates to be used (and agreed to / accepted by ESCC).
Travel Plan proposals, including any which will impact on trip rates and modal choice, together with associated details of measures and indication of funding proposals, monitoring process and management plan.
Model outputs of any junction assessments undertaken.
Current vehicle trip generation
Initial list of junctions that information is required. (Please note that additional junction information may be required for junctions that the CWTM indicate that there could be a problem caused by the development. This would be at an additional cost).

The above information is (ideally) to be provided in a stand-alone electronic document, with supporting electronic plans / spreadsheets / model outputs as required.

It should be noted that where proposals are likely to impact upon the Strategic Road Network separate discussions may also be required with National Highways. If there is any doubt regarding this, it is advisable to seek clarification from National Highways to avoid potential delays.

Process

Request for access to the CWTM is made by third party to ESCC (including all information set out above).
ESCC to review the request and, providing required information has been provided, will forward this to the Council’s consultant.
ESCC's consultant will provide a fixed cost for the work requested alongside a methodology and work programme.
ESCC will review the proposal and will add the 30% access / maintenance fee (where appropriate) before forwarding to the third party for their consideration.
If the proposal is accepted, the third party will provide ESCC with a written agreement of the quote and the agreed payment.
Once the funds have cleared, ESCC will engage the consultants to undertake the commission.
Works are undertaken and deliverables provided, firstly to ESCC, and then to the third party.

Steps 1 to step 6 will take 4 weeks to complete on average. The timeframe for step 7 will depend on the type and nature of the request and the scale of development being assessed. A work programmes will be provided and agreed.

ESCC will make all reasonable endeavours to provide the agreed deliverables within the agreed timescales on the condition that they have been provided with all the necessary information to carry out the agreed tasks. The County Council will not be liable for any costs, charges or losses sustained or incurred by the third party that arise directly or indirectly from a delay in providing the agreed deliverables in the agreed timescales.

It is important to note that carrying out modelling work and providing the results on behalf of the client in no way implies ESCC endorsement or otherwise for any proposed scheme or development. Nor does it imply endorsement or otherwise for the transportation network and/or land use assumptions supplied by the client as inputs into any modelling work.

Cost of Accessing the CWTM

The fixed cost for undertaking the work requested will depend on the type and variety of outputs required and will be proportionate on the size of the development and complexities around calibration and validation. Significant costs would also be incurred if the range of standard model scenarios available doesn’t align with the developer requirements.

Costs will also depend on whether the base year transport model needs to be re-validated in the local area where the proposed development is located. This could be because the road network is not defined enough or that the zones need to be dis-aggregated to allow traffic from the proposed development to better access the existing road network.

As an example, a development assessment for two years for a Do Minimum and a Do Something scenario would be approximately £15k. Production of outputs would be approximately £7k for:

Actual flow plots (GIS)
Demand flow plots (GIS)
Delay plots (GIS)
Turn V/C plots (GIS)
Junction Turning Count for up to 11 junctions
Raw data as shp file / spreadsheet for study area.

If a local area re-validation was required, then the overall fee estimate would be approximately £40k to £45k. This would be prior to any ESCC fee as a percentage of the above (see below).

In addition to the cost of the modelling work, the County Council will charge an additional 30% for access and maintenance. This cost covers the associated administrative costs of managing and maintaining the CWTM, including, where necessary, model upgrading and rebasing. This will ensure that the model is compliant with prevailing guidance and remains fit for purpose.

It should be noted that the costs outlined above are additional to any other separately agreed pre-planning advice as agreed with ESCC.

In certain circumstances the access charge will not be charged. These are generally as a result of the extra work forming part of an on-going project or pre-application advice that would have initially incurred the charge. In this case the maintenance charge would still be charged in order to cover model development and maintenance costs.

Contact

Email - developmentcontrol.transport@eastsussex.gov.uk

Telephone - 01273 482 254

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