Chipping Campden Transport Study

Gloucestershire County Council
Chipping Campden Transport Study

Final Report
July 2004
Halcrow Group Limited

Final Report
July 2004

Final Report
July 2004

Burderop Park Swindon Wiltshire SN4 0QD
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© Halcrow Group Limited 2004

Final Report
July 2004
Contents Amendment Record

This report has been issued and amended as follows:
Issue Revision Description Date Signed
1 0 Draft Report for Comment 06/04/04 JC
1 1 Draft Report for Member 01/06/04 JC

Comment
1 2 Final Report 27/07/04 JC

Contents
E Executive Summary 1
1 Introduction 1
1.1 Purpose of Study 1
1.2 Context 1
1.3 Background Information 2
1.4 Transport Trends 3
1.5 Contents of Report 3
2 Policy Context 5
2.1 Introduction 5
2.2 National Policy Guidance: Transport White Paper 5
2.3 National Policy Guidance: Our Countryside: The Future – A Fair
Deal for Rural England 5
2.4 Regional Policy Guidance: RPG 10: Regional Planning Guidance for
the South West (September 2001) 6
2.5 Local Policy Guidance: Gloucestershire Structure Plan 8
2.6 Local Policy Guidance: Gloucestershire Local Transport Plan –
Market Towns Area Strategy 9
2.7 Local Policy Guidance: Cotswold District Local Plan 10
2.8 Implications 11
3 Study Methodology 13
3.1 Introduction 13
3.2 Part 1: Identification of problems and issues 13
3.3 Part 2: Development of schemes to address the problems and issues 17
3.4 Part 3: Recommended schemes to be taken forward: February - March
2004 20
4 Problems and Issues 21

4.1 Introduction 21
4.2 Section 1: Main findings from consultation exercises 21
4.3 Section 2: Main findings from site visits and desk-top review 31
5 Parking Survey 39
5.1 Introduction 39
5.2 Methodology Employed 39
5.3 Survey Findings: The Availability of Parking Spaces in Chipping
Campden 41
5.4 Survey Findings: The Duration of Stay in Chipping Campden 46
5.5 Comparisons with 1999 Survey 50

5.6 Summary of key points 50
5.7 Development of Short-Term Solutions 55
6 Scheme Development 57
6.1 Introduction 57
6.2 Section 1: Considerations in the development of schemes 57
6.3 Section 2: Draft schemes for comment at the Stakeholder Workshop:
October 2003 59
6.4 Section 3: The final list of schemes put forward to wider public
consultation. 70
7 Questionnaire Analysis and Scheme

Recommendations 73
7.1 Introduction 73
7.2 Background 73
7.3 Overview of Responses, Chipping Campden 74
7.4 Detailed analysis of Responses, Chipping Campden 77
7.5 Other Suggestions for Improvements in Chipping Campden 88
8 Preferred Package of Measures 95

8.1 Introduction 95
8.2 Phasing 95
8.3 Overview of Schemes/Suggestions 96
8.4 Immediate Priorities 99
8.5 Short to medium-term priorities 99
8.6 Medium to Longer-Term 99
9 A Longer-Term Vision for Transport in Chipping

Campden 101
9.1 Introduction 101
9.2 Key issue to be addressed in the medium to longer-term 101
9.3 Other issues to consider as part of the future for Chipping Campden 102
9.4 Summary 110
Appendices
Appendix A.1: Leaflet and Questionnaire, January 2004
Appendix A.2: Presentations to Stakeholder Workshop, March and October
2003
Appendix A.3: Technical Note on Outcome of Consultation Work, July 2003
Appendix A.4: Market Towns Area Strategy
E Executive Summary
E.1.1 Gloucestershire’s Local Transport Plan (LTP), published in July 2000, contained an
overarching strategy for fifteen Market Towns not included in other strategies.
Following publication of the LTP, the County Council commissioned Halcrow to
begin work on a series of individual transport strategies for each of the fifteen
Market Towns. Chipping Campden was selected as the subject of the fourth of these
detailed studies.
E.1.2 This report describes the findings and recommendations of the Chipping Campden
Transport Study. It makes recommendations for a package of measures to be
delivered in the short, medium and longer-term.
Methodology
E.1.3 The methodology employed in undertaking this Study involved the following key
stages:
• Review of policy documents (national, regional and local);

• Technical review of the existing situation;
• Identification of transport related problems and issues based on technical
reviews and site visits, meetings held with County Council officers, and
comments raised at a Stakeholder Workshop;
• Development of schemes/measures to address the identified problems and
issues;
• Workshop to obtain comments/feedback on suggested schemes and measures;
• Public consultation leaflet and questionnaire distributed to homes in and
around Chipping Campden in January 2004;
• Public exhibition held on two days during January 2004;
• Prioritisation of schemes based on responses to the questionnaire and the
technical and fundable solutions; and
• Identification of schemes to be progressed in the short, medium and longer-
term.
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Problems and issues
E.1.4 The main problems and issues relating to transport in Chipping Campden were
reported in a Technical Note “Outcome of Consultation Work, July 2003.” A
summary of the main issues is detailed below:
• Varying views have been expressed on the extent to which parking is a

problem in the town, and there are opposing views on the need for
intervention and what that intervention should be. A common issue raised has
been the need to make sufficient short-stay parking available in the central area
to ensure the continued prosperity of the town’s shops and services. There is a
perception that long-stay visitors, walkers and local employees are taking
spaces in the central area, and alternative parking should be encouraged for
these groups of people;
• High numbers of HGVs seem to be unsuitable for the narrow streets and
cause congestion (when making deliveries), environmental problems and
damage to the town’s historic buildings and structures;
• Speeding on the approach roads to the town is considered a problem; and
• There is a need for improved signing in the town.
E.1.5 Local people and businesses have been given the opportunity to consider and
provide advice on what they did not want to change in Chipping Campden
throughout all stages of the consultation process associated with this Study. The
overwhelming feeling that has emerged is that residents of Chipping Campden take
great pride in their town. They would like it to remain primarily a thriving town,
catering for the needs of the local population. There has been a strong direction
from local people that they want the historic nature of the town retained. Measures
of any kind should be limited and, where considered necessary and supported, they
should be carefully designed to ensure that they are in keeping with the environment.
Scheme development
E.1.6 A number of schemes and measures were developed to address the problems and
issues raised. These were presented at the second workshop for comment and,
where appropriate, subsequently refined to take account of feedback. The schemes
were then presented for further comment by the wider public, in the form of a
consultation leaflet and associated questionnaire.
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Results of the various consultation exercises
• Three successful consultation events were held during 2003, two being
Stakeholder Workshops and one an open surgery for all local people;
• The Chipping Campden Bulletin was utilised as a means of communicating the
progress of the Study and local people were invited to reply with any concerns
and issues they would like to raise;
• A wealth of letters, emails, and telephone calls have been received from local
people, setting out their transport issues, concerns and suggested solutions for
Chipping Campden;
• During January 2004, 3330 leaflets and questionnaires were distributed to
homes in and around Chipping Campden;
• 287 completed questionnaires were returned in total, representing a response
rate of 8.6%; and
• Over 150 people attended the public exhibition, held on two dates in January
2004.
Recommendations
E.1.7 Schemes were prioritised based on:

• Comments made at the Stakeholder Workshops;
• Results of the questionnaire survey;
• General correspondence;
• Comments raised at the public exhibition; and
• Knowledge of available funding.
E.1.8 A total of £80,000 will be available over the next two financial years to fund some of
the schemes identified by this Study. This report recommends that the following
schemes should be constructed first with the funding available:
• A signing strategy for the town;

• Parking improvements on the western section of Back Ends; and
• Parking improvements on the eastern section of Back Ends.
E.1.9 The report recommends that other schemes be treated as short, medium, and longer-
term priorities. These schemes will, in most cases, need to have their priority
assessed by the County Council.
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Final Report 4
1 Introduction
1.1 Purpose of Study

1.1.1 This Study had two main objectives, as follows:
• Objective 1: To recommend transport improvements that can be

implemented in the immediate/short-term to alleviate the problems identified;
and
• Objective 2: To identify issues that may need to be investigated in more detail
in the medium/longer-term, to ensure that the town retains the correct balance
between economic sustainability, tourism, and preservation of its character.
1.1.2 In meeting the objectives of this Study, consultation with local residents,
Stakeholders and the County, District and Town Councils has been fundamental in
the development of the transport measures recommended within this report. Also,
importantly, the policies at National, County and District level have been referenced
to ensure the solutions are compatible with the objectives set out in the various
strategy documents. It has been particularly important to consider the objectives and
targets within the County Council’s Local Transport Plan (LTP).
1.2 Context
1.2.1 The Gloucestershire Local Transport Plan, published in July 2000, contains a series
of transport strategies for settlements in the County. The main urban areas, the
Forest of Dean and Cotswold Water Park, were undertaken as individual Area
Strategies. The smaller towns not included in the Area Strategies, of which Chipping
Campden is one, have been combined under the heading of ‘Market Towns’. The
Market Towns Area Strategy presented in the Local Transport Plan is therefore not
location specific. Instead, it identifies a common set of problems and opportunities
relating to Market Towns and states the following general objectives for settlements
of this type:
• To preserve the unique rural environment of the Market Towns, restricting

unnecessary traffic growth;
• To ensure adequate public transport services are maintained and enhanced at
peak and off-peak times, to allow people to travel when not having access to a
car;
• To maintain a safe environment in which people are encouraged to walk and
cycle when making local trips;
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• To develop Market Towns in such a way that people can choose to live, work,
shop and spend leisure time without having to travel long distances to do so;
and
• To develop thriving local communities that people choose to visit by
sustainable transport modes and invest in the local economy.
1.2.2 Following publication of the LTP, the County Council commissioned Halcrow to
produce individual transport studies (building on the objectives stated above) for
each of the fifteen towns covered by the general Market Towns Area Strategy. The
first Market Town to be studied was Newent, with a final study report published in
August 2002. Wotton-under-Edge and Kingswood were the subject of the second
Study, published in February 2003. The third Market Town Study, completed in
August 2003, was for Moreton-in-Marsh.
1.2.3 This report describes work undertaken on the fourth Study, Chipping Campden.
The Study focusses on the built-up area of the town.
1.2.4 Halcrow set out the aims and objectives of the Study, as well as the methodology to
be used, in the document ‘Chipping Campden Transport Study: Scoping Report
November 2002’. This document was the subject of discussions with County
Council’s officers, and Halcrow was subsequently given agreement to proceed with
the Study on this basis.
1.3 Background Information

1.3.1 Figure 1.1 shows the location of Chipping Campden relative to other key settlements
in the County. Chipping Campden is in the ward of Campden Vale. This includes
other settlements such as Broad Campden, Ebrington, and Weston-Sub-Edge. The
ward population is around 5,705, with some 2,100 residents in the town of Chipping
Campden. Despite its relatively modest population, Chipping Campden is widely
regarded as a local service centre for the surrounding villages and parishes. It has a
good level of services and facilities, including a secondary and primary schools, post
office, library, banks, doctor and dental surgery, a variety of shops including
convenience stores, and more specialist shops that attract tourists.
1.3.2 The main employment areas are about a mile east of the town, at the site of the
former railway station. The Campden and Chorleywood Food Research Association
(CCFRA), one of the District’s largest employers, is located here.
1.3.3 Chipping Campden is popular with ‘day trippers’, especially ‘day trip’ coach
operators. Tourists visit the town throughout much of the year, and their
contribution to the local economy is vital to sustain many of the shops and facilities.
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CHIPPING CAMPDEN
A44
kesbury A429
M50
A417 A38 A435
B4221
Stow-0n
TENHAM the-Wold
B4215
A40 A40 A436 A424
GLOUCEST
A4136
A46
A429
ouse
A48 A417
Stroud
Lydney M5
Cirencester
A419
A419
N A38 Kemble
A4135
A433
NOT TO SCALE
CJ-2380-000
CHIPPING CAMPDEN TRANSPORT STUDY
Location Plan
Halcrow Figure 1.1
1.4 Transport Trends

1.4.1 Table 1.1 shows the demographic profile and car ownership characteristics of
Campden Vale, compared to Gloucestershire and to England and Wales.
Table 1.1: 2001 Census – Campden Vale Ward Data
Campden Vale Gloucestershire England and Wales
% Residents under 16 yrs 15.1% Not available 20.2%

% Residents 60 – 74 yrs 20.6% 13.9% 13.3%
% Residents 75 years and over 13.9% 8.6% 7.6%
% Households with no car 12.6% 18.7% 26.8%
% Households with 2 or more 44.1% 39.5% 29.4%
cars
1.4.2 It is also interesting to note that Chipping Campden has a high degree of self-
containment, with nearly 54% of the population travelling less than 2.5 miles to work
(Cotswold District Local Plan).
1.5 Contents of Report

1.5.1 Following this Introduction, Chapter 2 provides details of the Study methodology.
Chapter 3 provides the policy context for which this Study must have regard. Both
national and local guidance is considered. Chapter 4 summarises the problems and
issues raised through consultation, and the outcome of site visits, site surveys and a
desk-top review of traffic volumes and composition, accident statistics and existing
public transport services. Chapter 5 details the methodology and findings of the
parking surveys conducted in July 2003. Chapter 6 details the list of draft schemes
presented for comment at the second workshop, the subsequent feedback on these,
and the final list of schemes put forward for consideration by the wider public.
1.5.2 Chapter 7 presents an analysis of the responses received from the leaflet/questionnaire
survey. These results provide the reference for the recommended package of measures
for Chipping Campden, documented in Chapter 8 of this report. Chapter 9 concludes
the report by setting out some issues that should be considered in the future as part of a
long-term vision for the town.
1.5.3 The appendices to this report provide further details of the LTP Market Towns Area
Strategy, presentations given, and a sample of the consultation leaflet and
questionnaire produced and distributed to the residents and businesses in Chipping
Campden and the surrounding area.
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2 Policy Context
2.1 Introduction
2.1.1 This Chapter reviews the most relevant policies and strategies at both national and
local policy level that have provided the framework for the Chipping Campden
Transport Study.
2.2 National Policy Guidance: Transport White Paper

2.2.1 The Government’s Transport White Paper, ‘A New Deal for Transport: Better for
Everyone’, sets a clear direction and change of emphasis for planning transport
infrastructure and services. In recognition of this change of emphasis, the White
Paper stated that the Government intended to update existing guidance on the
locations for major growth and travel generating uses, with an increased emphasis on
accessibility to jobs, leisure, and services by foot, bicycle, and public transport.
2.3 National Policy Guidance: Our Countryside: The Future – A Fair Deal for
Rural England
2.3.1 The Rural White Paper presents a ‘vision’ for the future of Market Towns. This
includes consideration of Market Towns as:
• A focus for growth;

• Service centres and hubs for the surrounding hinterland; and
• Exploiting their attractiveness as places to live, work and spend leisure time.
2.3.2 The Rural White Paper aims to reinforce the role of Market Towns and their
potential to support a more sustainable pattern of development, by ensuring that
they are the focus for a range of private and public services that people need access
to.
2.3.3 The Rural White Paper recognises that prosperous Market Towns can help
regenerate the surrounding areas as:
• A focus for economic development and regeneration, including markets for

local food and other countryside products;
• Centres that meet people’s needs for access to a wide range of retail,
professional and public services without destroying the character of the area;
• A focus for properly planned and co-ordinated public transport; and
• Distinctive places to live, often with fine heritage and historic buildings and
with the potential to act as a centre of cultural activity.
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2.3.4 A key theme of the Market Towns policy is improving transport links between urban
and rural areas. The White Paper recognises that physical isolation and poor access
can be a barrier to the growth of rural economies.
2.4 Regional Policy Guidance: RPG 10: Regional Planning Guidance for the
South West (September 2001)
2.4.1 RPG10 provides a Regional Transport Strategy (RTS) for the South West. The RTS
sets the regional context for transportation planning and has 5 objectives,
summarised below:
• To support the spatial strategy of the RPG and service existing and new
development efficiently and in an integrated fashion;
• To reduce the impact of transport on the environment by reducing the need to
travel, encouraging travel by more sustainable means (especially by walking and
cycling) and locating development at accessible locations;
• To secure improved accessibility to work, shopping, leisure and services by
public transport, walking and cycling;
• To create a modern, efficient, and integrated transport system that will meet
the demands of a dynamic regional economy, help overcome regional
peripherality and meet all travel needs; and
• To ensure the safe use of the regional transport network and its associated
facilities.
2.4.2 Policy TRAN 7: relates to the rural areas. It is particularly relevant to this Study. It
states that:
“Local authorities, transport operators and other agencies should work together to encourage more
sustainable travel choices and reduce travel distances in rural areas. In particular they should:
• Support the development of public and community transport and maximise the potential for
walking, cycling and bus use, in accordance with Policy TRAN 10;
• Develop parking standards to reflect the size and role of rural settlements, within the context
set by the regional parking standards;
• Encourage partnerships working to deliver sustainable transport solutions in rural areas and
the maintenance of public transport at a reasonable level;
• Support the retention of local retail, education, healthcare and leisure facilities so as to
minimise the need to travel by vehicle and to foster the integrated delivery of services at the
local level;
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• Encourage the development of rural transport strategies and management measures to

improve safety for pedestrians, cyclists and other road users and, while recognising the
need for local rural access for freight, to move heavy traffic where possible, to more
appropriate strategic routes; and
• In accordance with policy, support investment in appropriate telecommunications and

information technology that will facilitate business and social interaction whilst reducing the
need to travel.”
2.4.3 The document states that convenient, safe, and effective footpath and cycle routes
with easy access to public transport are the keys to sustainable transport choices,
particularly at the local level. In respect of this, Policy TRAN 10: Walking, Cycling
and Public Transport states that:
“Local authorities, transport operators and other agencies should have regard to the sustainable
hierarchy, giving priority to walking, cycling and public transport. They should aim to increase the
share of total travel by these modes and ensure that they provide attractive and reliable alternatives
to the private car by:
• Developing attractive, safe and convenient pedestrian and cycle networks linking residential
areas, employment centres, town centres, schools, colleges and universities and other key
destinations and linking smaller settlements and district centres to main town centres;
• Developing bus networks in accordance with regional accessibility criteria which provide
access to all major employment, retail, tourism and leisure sites and aim to provide
adequate access to most residential areas;
• Encouraging the efficiency of public transport and reducing the impact of traffic congestion
on bus and coach services by promoting bus priority measures, rail services into urban
areas and park and ride facilities in appropriate locations;
• Developing passenger information and fare systems and enhanced interchange facilities
and taking into account the needs of disadvantaged groups;
• Seeking transport assessments and Travel Plans for all new major developments and
encouraging major organisations to prepare and implement such plans, having regard to
sustainable transport objectives set by local authorities in the Local Transport Plan;
• Ensuring that major new development delivers (or sets out a clear and realistic strategy to
deliver) a realistic choice of access by public transport, walking and cycling;
• Developing improved public transport services through quality partnerships and encourage
rail and coach operators to provide rural towns with a transport system that meets the
communities’ needs; and
• Supporting community transport, especially in remote areas and to serve disadvantaged

groups.
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2.5 Local Policy Guidance: Gloucestershire Structure Plan

2.5.1 The Gloucestershire Structure Plan (Second Review, Adopted 1999) describes the
planning strategy for the County. It is a strategic document and thus, by definition,
not site specific. It does, however, indicate areas of major growth, major transport
schemes and areas covered by nationally recognised environmental designations.
2.5.2 The Structure Plan policies relating to transport are of particular relevance to this
Study, as follows:
Policy T2 – Walking
Policy T3 – Cycling
Policy T4 – Public Transport
Policy T6 – Rail.
Gloucestershire Structure Plan Third Alteration – Deposit Draft Structure Plan
2.5.3 The Structure Plan is currently under review. The Third Alteration Deposit Draft
Plan was published in January 2003 and an Examination in Public (EiP) was held in
November 2003. Publication of the Panel Report from the EiP is imminent and it is
anticipated that the plan will be adopted in the winter of 2004. This will provide the
strategic framework for planning how land is used in the County until 2016.
2.5.4 The Deposit Draft Structure Plan is relevant to this Study as, while it is not yet
adopted, it provides an indication of the direction of future policies. The policies it
contains take account of national and regional guidance issued by Government.
2.5.5 Policy SD.4 deals with future development within Market Towns. It states that:
“Outside the Principal Urban Areas (PUAs) and Other Designated Centres for Growth, Market
Towns should be identified in the relevant District Local Plans which should form the focal points for
a smaller scale of development which is consistent with the character and function of the
settlement, and supports local services and the social and economic well-being of local
communities. They should therefore be:
(a) accessible to the community they serve and well related to public transport and the highway
network; and
(b) defined to ensure that the social and economic needs of all rural areas can be met, taking into
account their location relative to other settlements and environmental considerations,
including those in adjoining administrative areas.
Residential development should be limited in such towns near the PUAs where it would encourage
commuting rather than meet local needs.”
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2.5.6 Policy SC.10 relates to the provision of bus and community transport:
“The maintenance and promotion of the bus service network will be promoted by:
(a) providing for the development of, and improvement of facilities at, bus stations and depots,
including facilities for interchange with other modes of transport;
(b) the protection of existing bus facilities from development, which would interfere with their
transport functions;
(c) the introduction of measures to give priority to buses over other modes of traffic;
(d) the promotion of improvements to passenger services to existing and proposed development, in
conjunction with bus operators and developers where appropriate; and
(e) promoting the development of community transport.”
2.5.7 Policy SC.8 deals with walking. Again, this policy is unchanged from the adopted
Structure Plan Second Review (policy T.2).
“Walking will be promoted by the development of a network of safe and convenient pedestrian
routes, and by the provision of traffic calming, pedestrian priority and traffic-free areas. The needs
of people with impaired mobility will be fully taken into account.”
2.5.8 Similarly, Policy SC.9, relating to cycling, is also unchanged from the adopted
Structure Plan Second Review (policy T.3).
“Cycling will be promoted by the development of a comprehensive network of safe and convenient
cycle routes, defined where appropriate in local plans, and by the provision of secure cycle parking
in town and local centres, at public transport interchanges and, in appropriate new developments.”
2.6 Local Policy Guidance: Gloucestershire Local Transport Plan – Market

Towns Area Strategy
2.6.1 The Market Towns Strategy recognises that Market Towns share a similar range of
problems and opportunities. It particularly notes the following:
• While the Market Town is small enough that major traffic congestion is rarely a
persistent problem, localised concerns can occur when the town is subjected to
through traffic and traffic associated with peak tourist periods and market days.
Parking enforcement can be a significant problem at these times;
• People can freely use their cars to move around and parking charges are usually
low cost/free;
• Many people use their cars to drive to employment in urban areas;
• Car ownership levels are high;
• Public transport, although recently improved using the rural bus grant, is
generally to a minimum standard;
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• Some Market Towns offer opportunities to develop an improved network of

core, peak hour public transport services to the main urban areas;
• Further opportunities may exist to expand the level of service available to local
residents within the town itself; and
• There is potential to develop attractive, safe environments for people to enjoy
walking and cycling. Cycling could be particularly useful for reaching the town
and surrounding villages, where good levels of public transport may be difficult
to achieve.
2.7 Local Policy Guidance: Cotswold District Local Plan

2.7.1 Chipping Campden lies within Cotswold District, so the Cotswold District Local
Plan is therefore the main reference for local land use policy. The current Cotswold
District Local Plan was adopted in August 1999. This Plan covered only the period
to 2001 however, so the Local Plan is currently being reviewed. The revised Deposit
version of the Cotswold District Local Plan (to cover the period to 2011) was
published in September 2003.
2.7.2 The policies in the 1999 adopted plan remain applicable for development control
purposes until this review of the Plan has been adopted.
2.7.3 We have considered both documents for the purpose of this policy review. The key
policies and statements to be aware of are summarised in the following paragraphs.
2.7.4 The Plan highlights the fact that the historic centre of Chipping Campden is
designated a conservation area. Therefore attention will need to be paid to the
desirability of preserving or enhancing it’s character or appearance. Tourism will
continue to be very important to the town’s economy. The number of day visitors
will be at about the same level as in the 1990s, yet visitors staying will have increased.
2.7.5 The Revised Deposit Local Plan provides a ‘vision’ for the future of Chipping
Campden. It states: “By 2011 Chipping Campden’s role as a provider of facilities
and services to the surrounding rural area will have been maintained, but there will
have been only a small amount of new development. The town’s timeless Market
Town charm and high architectural quality will be unchanged and, where possible, it
will have been enhanced”.
2.7.6 There is considerable discussion in the Revised Deposit Local Plan regarding the
issue of parking in the town. It mentions the proposed car park at Wolds End
Orchard and other opportunities to introduce parking management in the town
centre. The Plan states that opportunities for sustaining and improving the town
centre’s vitality and viability will be pursued, including:
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• Proposals to reduce the dominance of vehicles, especially tourist coaches;

• Retention of the proposal for a car park at Wolds End Orchard;
• Sensitive, unobtrusive schemes to further improve the appearance of the
public realm; and
• Promoting low-key tourism, with the emphasis on longer-stay visitors.
It also states that, in conservation terms, the town centre’s appearance would
undoubtedly benefit from a reduction in the number of on-street parking spaces. It
also recognises that, without some form of permit system, such a measure would,
however, be unfair to many people - particularly those town centre residents without
their own parking. The loss of on-street parking spaces could also seriously harm the
viability of certain businesses.
2.8 Implications
2.8.1 The review of policy at the national, regional and local level provides the context for
this Study. In particular, it helps to provide a framework for the development of
recommendations and provides a guide as to the emphasis that these should have.
2.8.2 Similarly, whilst planning policies are supportive of retaining employment uses in the
town, there are no particular plans for large-scale expansion. It is therefore assumed
that the area will not experience significant growth in the employment sector during
the plan period, and that there will be no foreseeable significant transport
implications arising from new employment.
2.8.3 The plan policies for housing and employment both suggest that Chipping Campden
will not change significantly in the foreseeable future. In the context of this Study,
this implies that transport related improvements should seek to address existing
problems. That is, it should aim to improve and better manage the existing transport
network.
2.8.4 This approach, which focusses on better managing the network, is in line with other
policy guidance reviewed in this report.
2.8.5 As indicated by the Rural White Paper and the Structure Plan, the Study must
acknowledge the importance of ensuring that, as a Market Town, Chipping Campden
continues to function as a service settlement for the surrounding area. It should
ensure transport links between Chipping Campden and outlying villages are adequate
and the vitality of the town is not undermined by an approach that makes access to
the town (or parking in the town) more difficult than is the case at present. Similarly,
the guidance highlights the need to ensure Market Towns such as Chipping
Campden continue to be distinctive, attractive places to live in and their cultural
identity is maintained. The important challenges will therefore be managing traffic so
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these values are not undermined, yet ensuring the town remains economically viable
at the same time.
2.8.6 In addition, guidance contained in the Transport White Paper and RPG 10 suggests
that the focus of the Study should be seeking to reduce the need to travel by private
car and ensuring alternatives, such as public transport, walking and cycling are made
viable.
2.8.7 All of this guidance is reflected in the overarching objectives for Market Towns, as
outlined in the LTP Area Strategy. This Study must therefore identify practical and
achievable ways of delivering these objectives.
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3 Study Methodology
3.1 Introduction
3.1.1 This Chapter describes the Study methodology, providing details of each of the key
project stages. The outline methodology is also illustrated in Figure 3.1. The key aim
of the methodology applied has been to ensure that local people were involved in
both the identification of the problems and issues and in the development of
solutions. The methodology can usefully be split into three main parts, as follows:
• Part 1: Identification of problems and issues;

• Part 2: Development of schemes to address the problems and issues identified;
and
• Part 3: Recommended schemes to be taken forward.
3.2 Part 1: Identification of problems and issues

3.2.1 The focus at the beginning of the Study in March 2003 was on gaining a greater
understanding of the problems and issues in the town as well as any improvements
the local community would like the Study to address. A number of data sources have
therefore informed the work we have undertaken.
3.2.2 Transport related problems and issues were identified in a number of ways. The
following sections detail the work undertaken, which included:
• A review of previous comments, requests and actions from correspondence

files;
• Meetings with County Council and District Council officers to gain an
understanding of local/historical issues and to obtain further information;
• A variety of consultation activities;
• Review of policy documents;
• Site surveys; and
• Collation of traffic and accident data.
Past correspondence held on County Council files
3.2.3 The County Council was sent a large amount of information concerning transport
issues in Chipping Campden before this Study began. This data has been reviewed
by Halcrow, which has helped to inform the appreciation of the problems, issues and
potential solutions regarding transport in the town. Following a review of County
Final Report 13
Overarching Context Problem Identification
Central Government Advice * Review of Previous Studies / Information

* Community Workshop
* The Transport White Paper * Meeting with GCC/CDC and Town Council
* The Rural White Paper * Technical Assessment / Site Visits
* PPG13 - Transport -Transport Planners
* PPG6 - Town Centres -Traffic Engineers
* RPG10 - South West * Mobility Audit
LTP Structure Plan & Local Plan
Stakeholder Ideas
Traffic Management Schemes Open Surgery Schemes to Promote

Sustainable Transport Networks
Package of Measures
Feedback Workshop
Refine Package of Measures
Public Consultation - Leaflet / Public Exhibition
Produce Draft Market Town Transport Study Report
CJ-2380-000
CHIPPING CAMPDEN TRANSPORT STUDY
Study Methodology
Halcrow Figure 3.1
Council records, the Halcrow team have also been made aware of previous survey
work completed in relation to the consideration of transport issues in Chipping
Campden. The key studies include:
• Chipping Campden Car Park survey 1990;

• Chipping Campden Car Park survey August 1999; and
• Results of questionnaire “Traffic Management Proposals for Chipping
Campden, December 1999”.
Meetings and correspondence with Cotswold District Council
3.2.4 The current Local Plan provides a wealth of information for this Study, as well as any
proposed changes associated with the current Local Plan Review. A meeting and
discussions have been held with Cotswold District Council to enable the Halcrow
team to access the knowledge and experience already accumulated by officers in the
District. This information has been fed into the consideration of problems and
issues in the town.
3.2.5 Cotswold District Council’s review of its Local Plan has attracted correspondence
regarding a number of issues of relevance to this Study. In particular, opposition and
support has been expressed about plans for a long-stay car park in the town.
Halcrow has taken this information on board and has liaised with Cotswold District
Council on this and other matters of relevance to this Study.
Initial Stakeholder Workshop: March 2003
3.2.6 An evening workshop was held in Chipping Campden Town Hall on 13th March
2003. This was an ‘invitation only’ event, for which a list of interested Stakeholders
was compiled and approved by the Town Council. Following a presentation from
Halcrow, attendees were asked to consider three key questions in small groups. The
questions were:
• Question 1: What are the main transport problems in your town?

• Question 2: What are the top three transport issues you would like us to
investigate?
• Question 3: Is there anything you do not want changed?
3.2.7 Attendees were asked to write their answers to question 1 on a series of maps
provided. Responses to questions 2 and 3 were recorded on separate feedback
forms. Question 3 was a particularly important question and, throughout the Study,
Final Report 14
local people have been extremely clear on what changes they will and will not
support in their town. Twenty Stakeholders attended the workshop in total.
Open surgery event: May 2003
3.2.8 Two open surgery sessions were held for the general public in Chipping Campden on
the afternoon and evening of 15th May 2003. We held these ‘surgeries’ to allow
people who had not been involved in the workshop to provide their input to the
Study process. Advertisements for the surgeries were placed in the Chipping
Campden Bulletin and posters publicising the event were sent to the Tourist
Information Office through the Town Clerk. Two representatives from Halcrow
were on hand to speak with attendees, and a representative from the County Council
attended the evening surgery as well.
3.2.9 To enable comparisons to be made with the findings from the workshop, those who
attended were also asked what they considered the top three transport issues in
Chipping Campden and whether there was anything that they would not like to see
changed in the town. In addition, to aid the development of a ‘vision’ for Chipping
Campden, attendees were asked how they would like to see their town in ten years
time. Responses to these questions were noted on feedback forms provided.
3.2.10 Thirty people attended the two surgeries, four having also attended the Stakeholder
Workshop held in March 2003.
Correspondence: Throughout the Study
3.2.11 Following the completion of the first round of consultation, an increasing number of
residents corresponded directly with the Halcrow team either by letter, e-mail or
telephone. This information has been collated and considered in the same context as
the information gleaned from the more formal consultation exercises undertaken
initially.
Review of Policy Documents
3.2.12 Relevant policy documents were reviewed to build an understanding of the issues for
which this Study should have regard for. This review focussed on policy documents
related to both transport and land use planning. The policy context is an important
consideration, guiding the scope and nature of potential recommendations.
Site surveys: March – October 2003
3.2.13 Reviews were conducted of the existing situation at various times during the Study,
to understand the problems and issues raised during the consultation exercises and to
Final Report 15
undertake an independent review of the current situation. Site surveys focussed

particularly on:
• Reviewing the approach roads into Chipping Campden to note existing speed
and weight limits and the HGV and bus/coach routes;
• Observations of how traffic moves around the town, including at junctions,
when service deliveries are being made, at school opening and closing times
and during the peak hours;
• Reviewing the existing bus services available to local people to access the town
and the surrounding settlements – including frequencies and routes around the
town;
• Reviewing the existing public transport waiting facilities in terms of location,
quality of shelter and information provided;
• Existing parking facilities and restrictions including the provision of disabled
parking spaces;
• A review of the level of indiscriminate parking occurring, the spare capacity
and duration of stay of vehicles (separate detailed surveys undertaken in July
2003 to ascertain this information);
• A review of existing pedestrian facilities – condition of footways, crossing
facilities, dropped kerbs etc (particularly with reference to the Disability
Discrimination Act); and
• A review of existing cycle facilities such as routes and parking – including
potential barriers to cycling in the town.
Traffic and accident data collection
3.2.14 Available traffic count data was reviewed to consider existing traffic volumes through
the town and at key junctions. This review also included a breakdown of the
composition of Heavy Goods Vehicles (HGVs) as a percentage of all traffic, to get a
more clear understanding of the extent to which HGVs are accessing the town.
3.2.15 The County Council provided accident statistics from the period between 1st January
1998 and 31st December 2003. The six years of data was analysed to identify if there
were clusters of accidents at various locations in the town, and to ascertain whether
vulnerable road users (pedestrians and cyclists) were involved in a significant number
of accidents, therefore warranting action.
3.2.16 The wealth of information gained from reviewing past correspondence, existing
studies, site visits and through the initial consultation work, enabled us to draft a
number of schemes and initiatives. Many of these were developed in response to the
Final Report 16
issues raised by local people at the first Stakeholder Workshop (March 2003) and the
open surgery (May 2003).
3.3 Part 2: Development of schemes to address the problems and issues

3.3.1 Following the extensive work undertaken to gain a very clear understanding of the
problems and issues in Chipping Campden, schemes were drafted with the view to
inviting further consultation with local people. This was to ascertain whether these
schemes would meet with their approval and thus be supported for implementation.
Meeting with County Council, District Council, and Town Council:

September 2003
3.3.2 Following the initial drafting of schemes, a meeting was held between the County,
District and Town Councils to discuss the draft ideas. The specific objective of the
meeting was to gain agreement on the draft schemes to be presented to a further
Stakeholder Workshop with local town representatives. It was therefore important
to gain a view from the Town Council representatives on the ideas presented. The
meeting was extremely useful and led to the refinement of some schemes the Town
Council considered would be better supported by local people.
Second Stakeholder Workshop: October 2003
3.3.3 An evening workshop was held in Chipping Campden Town Hall on 28th October
2003. This was an ‘invitation only’ event, including the same representatives from
the first workshop and others as identified and approved by the Town Council.
Representations included Town, District and County Councillors, District and
County Council Officers, The Campden Society, Chipping Campden Chamber of
Trade, Tourist Information Office, the Police and Fire Services, local schools and
Churches and the CCFRA. The workshop was based on a presentation by Halcrow
and included:
• A summary of the Study objectives, scope and timescales (this overview was
particularly important, since some of the local Councillors had changed since
the meeting of the initial Stakeholder Workshop);
• A review of the work carried out to date, including a summary of the key issues
and problems from the first round of consultation;
• The scope, objective, methodology and results of the parking surveys
undertaken in July 2003;
• A presentation of the schemes drafted for consideration by the group; and
• Open discussion on each of the draft schemes.
Final Report 17
3.3.4 The meeting was broken into two sections in order to provide Stakeholders with
time to consider the draft schemes. There was a half hour break following the
presentation, so Stakeholders could view the scheme proposals displayed at the rear
of the room. This also provided a chance for people to talk informally with the
Halcrow team and County Council staff, and to clarify anything they were not sure
about on each of the designs exhibited. Following this break, Halcrow’s Traffic
Engineer discussed the merits of each scheme as a means of encouraging feedback.
The final output from the meeting was to:
• Answer questions relating to any aspect of the schemes presented that had not
been clarified in the break;
• Gain feedback on each of the draft schemes presented;
• Note any changes Stakeholders would prefer to see as part of the proposal
(where a majority view was gained); and
• Seek a majority decision on which schemes should be taken forward to public
consultation.
3.3.5 The workshop was very informative and provided some very useful feedback,
resulting in amendments to some schemes, the deletion of others, and the provision
of two options to solve problems at particular locations.
Public Consultation – Leaflet, Questionnaire and Exhibition
3.3.6 Following the second Stakeholder Workshop, a meeting was held with the County
Council and schemes were refined as discussed and agreed at the workshop. In
order to obtain wider feedback on the ideas and schemes developed, a leaflet and
questionnaire was then prepared. Mail Box, a private leaflet distribution company,
were commissioned to distribute approximately 3,330 leaflets to all resident and
business addresses in the following locations:
• Chipping Campden;
• Mickleton;
• Hidcote Bartrim;
• Hidcote Boyce;
• Ebrington;
• Charingworth;
• Paxford;
• Broad Campden;
Final Report 18
• Saintbury;
• Aston Subedge;
• Weston Subedge;
• Draycott; and
• Blockley.
3.3.7 The information contained in the leaflet was based on the scheme details presented
at the second workshop, refined where appropriate to reflect the comments made.
The questionnaire asked respondents to state whether they agreed or disagreed with
the series of proposals. In addition, respondents were asked to consider a series of
short-term alternative solutions to parking problems and indicate which they felt
should be implemented. Respondents were also given the opportunity in the
questionnaire to raise other issues or make comments about the schemes detailed in
the leaflet.
3.3.8 In conjunction with the distribution of the leaflet and questionnaire, a public
exhibition was held in The Old Police Station at Chipping Campden on Thursday
29th January between 16:30 and 19:00 and on Saturday 31st January between 10:00
and 12:00, with representatives from the County Council and Halcrow present at
advertised times. This provided an opportunity for people to ask questions and
discuss issues before returning their questionnaires to the County Council. The
exhibitions were very successful, with over 150 people attending over the two days.
3.3.9 It should be noted that, a few days before the exhibition, it became apparent from
feedback from Local Town Councillors, Stakeholders and residents, that many of the
leaflets had not reached them. This was contrary to the information received from
Mail Box, who were asked to undertake back checks. They confirmed that, while the
delivery had been undertaken later than expected, the deliveries had been completed
and their back checks supported this. Mail Box advised that, even when they have
witnessed a delivery, only 40% of people remember the literature when they return
later to check. This is also a nationally recognised statistic.
3.3.10 However, due to the concern expressed amongst local people that the process had
not been fully inclusive, action was taken to provide a further opportunity for local
people to view the exhibition material and complete a questionnaire. The actions
taken were as follows:
• The exhibition boards were left at the Old Police Station for a further week,
enabling people to view the proposals at any time during that week;
Final Report 19
• Posters were prepared and displayed around the town advising of the
exhibition (thank you to the Town Council and Chamber of Trade for helping
with this);
• The Tourist Information Centre held a supply of questionnaires and advised
people of the exhibition; and
• The deadline for the return of questionnaires was extended by a month, to
March 2004.
3.4 Part 3: Recommended schemes to be taken forward: February - March 2004
3.4.1 A wealth of information was collected from discussions with people at the
exhibitions, through the return of the questionnaires via post and email, and through
additional letters and emails sent outlining views on the schemes recommended.
Thus, as well as undertaking a quantitative analysis of the feedback received through
the questionnaires and letters, a qualitative analysis was also undertaken to identify
additional issues and ideas put forward.
Final Report 20
4 Problems and Issues
4.1 Introduction
4.1.1 This Chapter summarises the problems and issues identified through all the work
undertaken in Part 1 of the Study as detailed in Chapter 3 of this report. This
Chapter is split into two key sections as follows:
• Section 1: Problems and issues raised through consultation and

correspondence with local residents, Stakeholders, the Town, District and
County Council; and
• Section 2: The outcome of site visits, site surveys and a desktop review of
traffic volumes and composition, accident statistics and existing public
transport services.
4.2 Section 1: Main findings from consultation exercises

4.2.1 The overwhelming concern expressed by local residents, key Stakeholders, the Town
Council and businesses was the need to preserve the town and enable it to continue
functioning as an important service centre for local residents and the surrounding
villages. There was a strong desire that the town’s character should not be
diminished in any way by the introduction of inappropriate traffic measures that
would ultimately spoil the town’s historic character.
4.2.2 The two other major issues that tended to dominate discussions about transport in
Chipping Campden were:
• Parking management; and

• Problems caused by heavy goods vehicles.
4.2.3 Other issues, such as traffic speeds and congestion, were mentioned frequently.
Issues concerning pedestrian movements, cycling and public transport, whilst raised
by a few, did not appear to be of any real concern to local people consulted.
Parking Management
4.2.4 The purpose of this Study is to consider measures primarily for the short-term, based
on the objectives set out in the Market Towns Strategy in the County Council’s Local
Transport Plan. It has never been the intention of this Study to investigate the
merits of a car park at Wolds End Orchard, or, indeed, at any other location. The
recommendations of this Study do not therefore include a decision as to whether this
car park should or should not be progressed.
Final Report 21
4.2.5 However, it became very clear at the outset of the Study and during discussions with
local people, that parking is one of the key issues in the town. Perhaps more
importantly, it became clear that there is no consensus amongst local people as to the
problems and the potential solutions that have been put forward in the past and
remain on the agenda. The following comments are indicative of the different
opinions prevalent in Chipping Campden regarding parking provision:
• “Need for management and long/short-term parking facilities”;

• “Remove long-stay parking caused by walkers”;
• “Reduce long-term parking to ensure greater use of shops”; and
• “No car park [at Wolds End Orchard].”
4.2.6 Those who wish to park for short periods think that long-stay visitors, walkers and
local employees take spaces in the centre. This is by no means a universally held
opinion however, as others have suggested that spaces are always available. It is also
widely felt that current parking regulations are not being enforced, such as double
yellow lines and the two-hour parking area in the Town Square.
4.2.7 Whilst most people recognised that the Study was not going to determine whether a
car park should or should not be built in Chipping Campden, many still wanted to
voice their opinions through this Study. We have therefore collated these opinions
and referred to them as part of the considerations for the transport improvements in
the medium to longer-term in the town (see Chapters 8 and 9 of this report).
4.2.8 The specific issues concerning the proposed car park at Wolds End Orchard,
highlighted through the initial consultation work, included:
• Concerns that the car park will not be well used while free parking is still
available in the town centre;
• Concern that the distance from the town centre will discourage use of the site;
• Fears that the narrow footway from the site towards the town centre will place
pedestrians at risk;
• Concern for safety risks that may arise from vehicles turning from/into Aston
Road;
• Concern that the signage required to direct vehicles to the site would be
unsightly and not “in keeping” with Chipping Campden;
• Concern that a car park will turn Chipping Campden into another Bourton-on-
the-Water, which is not desired;
Final Report 22
• Concern that, without a car park, the town will not be able to continually
attract local people from surrounding villages to use the town as its main
service centre and hence shops will close;
• Concern that people from surrounding villages are already going elsewhere,
because they cannot park in the centre for their provisions;
• Concern that, without a car park, tourists will be put off coming to the town
and hence the economic vitality of the town will diminish;
• Concern that, without a car park, the town will become even more congested,
with people searching for spaces and parking indiscriminately and into the
surrounding residential areas; and
• Thought that a car park would provide an opportunity to manage parking
better on the High Street, providing opportunities to preserve the historic
character of the main street.
Heavy Goods Vehicles in Chipping Campden
4.2.9 The consultation exercises highlighted that there is clear resentment at the presence
of HGVs in Chipping Campden. They are thought to cause congestion,
environmental problems and damage to the town’s historic buildings and structures.
The area of particular concern is the one-way system through Cidermill Lane,
Leysbourne and Church Street, which forms the designated lorry routeing through
the town. Many residents feel that vehicles of this size should not be accessing
Chipping Campden’s narrow streets, where passing and turning can be difficult, but
should be signed away from the town on alternative routes instead. It is also widely
felt that delivery vehicles are accessing Chipping Campden at all times of the day, and
so causing problems of congestion, particularly in the town centre.
4.2.10 Though these opinions are prevalent among residents in Chipping Campden, local
operators have noted that there is often no alternative route available for their
vehicles. However, it is generally accepted that signing for all vehicles could be
improved, both on the approaches to Chipping Campden and in the town centre.
This would allow HGV drivers unfamiliar with the area to follow a clearly signed
route out of Chipping Campden, rather than continuing on through the town and
being forced to make difficult manoeuvres in the town centre itself. Again, there is a
clear desire that such signing should be designed to be ‘in keeping’ with the historic
nature of Chipping Campden.
4.2.11 It should be noted that this Study is unable to address the fundamental issue of lorry
routeing in Chipping Campden. Any solutions will affect the surrounding
settlements, both within the County and in neighbouring authorities, and therefore is
outside the scope of this Study. However, it is recognised that this issue is of high
Final Report 23
importance to the local community and it should not be ignored. The County
Council is in the early stages of setting up a Freight Quality Partnership for the Vale
of Evesham. The partnership was launched in 2003, with a seminar to which
members of the Freight Transport Association, Road Haulage Association and local
freight operators were invited. Work is underway to launch the public face of the
partnership. It is envisaged that the partnership will be a forum to which concerns
and issues, such as those identified in Chipping Campden, can be considered and
then recommendations to the 'political' parent body can be made on potential
solutions.
4.2.12 The County Council’s Transport Planning team is leading the Freight Quality
Partnership and they have been informed of the issues that have been raised by local
people through this Study. The issues collated will thus be taken to the next relevant
meeting of the Partnership.
Public Transport Services
4.2.13 The consultation work did not highlight a significant problem with existing services
or waiting facilities. One issue that was raised was the importance of the reliability
and integration of the bus service and rail timetable in Moreton-in-Marsh. Others
suggested that it should be easier to access locations such as Evesham and Stratford-
upon-Avon by public transport. There was also some interest in re-opening
Chipping Campden’s railway station in the longer-term. The only other issue raised
was the concern that buses and coaches currently travel along Back Ends in
opposing directions, which causes difficulties.
Walking and Cycling
4.2.14 Unlike in many other Studies undertaken, walking and cycling issues were not given
much consideration by consultees, even when specifically questioned. Local people
generally felt they could walk around the town as they wish. The most common
statement made regarding pedestrian issues was that a pedestrian crossing, whether
signalised or not, would be out of keeping with the town’s character and would be
strongly objected to. There was an acknowledgment that pedestrians face difficulties
in the following locations however:
• On Calf Lane, where there is only a pavement along one side of the road and
cars mount this pavement to pass traffic travelling in the opposite direction;
• On Cidermill Lane, where there is a lack of dropped kerbs;
• On the narrow footpath from the Wolds End Orchard site towards the town
centre; and
Final Report 24
• Crossing on the High Street/Lower High Street at certain times of the day,
particularly when this area becomes congested.
4.2.15 The lack of access between Back Ends and the High Street was also raised as an
issue, particularly as the doctor’s surgery is located on Back Ends and the chemist is
on the junction of Leysbourne/High Street and Church Street. Many consultees
have expressed a wish for a link between Back Ends and the High Street, although it
is recognised there is no obvious route that could be designated at present.
4.2.16 There were no comments made regarding the need for improved cycling facilities in
the town.
General Traffic Issues
4.2.17 Consultees also raised more general traffic management issues in the town,
particularly about speeds on the approach roads and the usage of Back Ends. At
present, coaches circulate the town in one direction along Back Ends, while buses
travel in the opposite direction. Many different groups of people use this lane,
including school children, walkers, visitors, horse riders accessing the stables and
residents living there and/or wishing to use the recycling facilities. There are two
bays available for parking. Residents of Back Ends in particular have suggested that
current arrangements in this area are unsatisfactory, as conflicts arise between the
different groups wishing to access the lane. However, there is no real consensus as
to how this situation could be improved. Some have suggested that the road should
be improved with pavements, traffic calming and an extension to the parking bays,
perhaps with echelon parking. Others have expressed a desire to keep Back Ends as
a country lane, and to minimise its usage. Indeed, one resident suggested the lane
should be cut in two, so traffic cannot travel along its entire length.
4.2.18 It should be noted there has been previous concern regarding the routeing of buses
and coaches through the town. The County Council has responded to the concerns
regarding coach movements in the town by implementing Traffic Regulation Orders
and associated lining and signing to provide a one-way circulation and set down/pick
up point in the town, but some concerns have still been raised. As with the HGV
issue, it is felt large tourist buses are causing environmental and structural damage in
Chipping Campden. Some suggested minibuses would be a more suitable mode of
transport for tourists, not just in Chipping Campden, but also throughout the whole
of the Cotswold area.
4.2.19 Some consultees suggested a longer-term option would be the construction of a

‘northern relief road’, potentially linking Kingcomb Lane to Station Road. However,
concerns have been noted that such a link could lead to new buildings filling in the
space between the town and the new road.
Final Report 25
School Traffic
4.2.20 Access to the schools in Chipping Campden was also noted as being problematic,
particularly as many pupils travel to school by bus. The presence of buses, cars, and
pedestrians at peak times all combine to create congestion and compound road safety
problems. It has been suggested that this school traffic also conflicts with up to 300
workers trying to access the CCFRA, a major employer in the town.
4.2.21 It is important to note that each of the issues outlined received slightly different
degrees of emphasis at the initial Stakeholder Workshop, the open surgery, and in the
correspondence received to date. This is clearly illustrated by an analysis of the
feedback forms completed at the workshop and open surgery, shown in Table 4.1.
General HGV issues received much more attention at the open surgery than at the
workshop, where issues in Chipping Campden town centre and public transport were
more of a concern. This may, however, be a reflection of the different people who
attended each session. A number of residents from Back Ends attended the open
surgery for example, which may explain why 33% of attendees mentioned problems
in this area while only 2% did so at the workshop session.
Final Report 26
Table 4.1: Summary of feedback forms completed
Issue Workshop Open Surgery

Percentage of attendees Percentage of attendees
who mentioned issue who mentioned issue
HGVs – general 17% 53%

HGVs on Cidermill Lane/ 12% 13%
Leysbourne/Church Street
Parking – general 58% 53%
Parking at Wolds End Orchard *0% 16%
Issues on Back Ends 2% 33%

Issues in Chipping Campden 40% 20%
town centre (e.g. congestion,
delivery vehicles)
Public transport 50% 13%
Problems caused by coaches 10% 20%
Walking and cycling 20% 0%

Need for a bypass 10% 3%
Problems of enforcement (e.g. 10% 25%
of parking regulations)
Signing 17% 3%
Other (e.g. traffic speeds, road 5% 33%
condition)
*The future of this proposal was discussed at the workshop and recorded on the plans (see
Appendix A). People recorded their concerns as “parking” rather than stating the car park
specifically on the feedback forms at the workshop.
4.2.22 Tables 4.2 and 4.3 show the issues raised by correspondence received since the
commencement of the Study and some suggested solutions. As can be seen, the
problems caused by heavy traffic on Cidermill Lane, Leysbourne and Church Street
have so far received the most attention from correspondents.
Final Report 27
Table 4.2: Issues raised by correspondence during the problems and issues stage of the
Study
Issue Number of times

mentioned
Quantity of heavy traffic (causing noise, environmental damage and 23

safety implications) on Leysbourne/Church Street/Cidermill Lane.
Opposition to car and coach park at Wolds End received to date. 11 (including 9
representation forms
(Opposition received mainly from residents living in the vicinity of the
sent to Cotswold
proposal)
District Council as
part of the Local Plan
Review)
Support for the car and coach park at Wolds End Orchard received to 4 (representation
date. forms sent to
Cotswold District
(Support received mainly from local businesses)
Council as part of the
Local Plan Review)
Perceived increase in long distance HGV movements through the 9
town and in Paxford.
General parking issues – long-stay vs. short-stay, needs of residents 9
vs. visitors.
Congestion in the town, specifically in the High Street and Town 7
Square, and around the School and Church.
Delivery vehicles worsen this congestion.
Problems of enforcement e.g. of parking regulations. 6
Issues on Back Ends – coaches are directed here, but walkers and 5
residents fill the spaces and this forces the coaches to negotiate
narrow lanes to park.
Buses and coaches travel in opposite directions.
Support for car park at Wolds End Orchard. 2
Traffic speeds. 2
Lack of provisions for cyclists and walkers in the town. 2
Specific problems relating to Experimental General Traffic 1
Restrictions.
Difficulties in accessing trading estate and research station. 1
Narrow and dangerous lane leading to A429. 1
Inadequate pathways affecting pedestrian access to/from Campden 1
School.
Parking by parents of school children restricts the flow of traffic on 1
Cidermill Lane.
Increase in traffic using packing station at Castle Gardens. 1
Unwillingness to accept change in Chipping Campden: wanting to 1
keep the town as it is.
Final Report 28
Issue Number of times

mentioned
Coaches causing pollution, traffic jams, and blocking light from 1

homes.
Poor road surfacing. 1
Concern that proposed commercial development at Court Barn would 1
cause more traffic congestion on Church Street.
Table 4.3: Solutions offered by correspondence during the problems and issue stage of the
Study
Solution Number of times

mentioned
Extend weight limit on High Street to Leysbourne/Church Street / 4

Cidermill Lane (and divert lorries up Kingcomb Lane to the A44).
Wolds End Orchard Car and Coach Park, supported by limited 4
parking elsewhere in the town, as part of an overall traffic
management plan.
Bypass from Kingcomb Lane junction to bottom of Station Road end 2
of Chipping Campden.
Reopen pedestrian routes between the High Street and Back Ends. 2
20mph speed limit through the centre of Chipping Campden, 2
supported by conspicuous speed cameras on Aston Road and Station
Road.
Limited time for deliveries. 2
Improved signage. 1
Specific proposals (minor works). 1
Examine the case for re-opening the railway station. 1
Improvements to bus services. 1
Designated parking area for walkers on the Aston Road, near to the 1
allotments.
Provision of pay and display parking area on the recreation ground, 1
where coaches can drop off and pick up, to be supported by parking
management in the town centre.
Parking permit scheme for residents. 1
Road markings should be painted on every road in Chipping 1
Campden.
Planning permission should not be granted unless plans include off- 1
street parking.
6’6’’ width restriction on Park Road and Blind Lane, supported by 1
“except for access” signing.
Residents’ parking should have priority over visitors, pub drinkers and 1
shoppers.
Final Report 29
Solution Number of times

mentioned
Two-hour limit on parking on Back Ends. 1

Reverse the one-way system to make Leysbourne one-way going into 1
town.
Use of moderately sized coaches in the Cotswold towns. 1
Car park at Cam Farm. 1
Make better use of the school car park during the summer. 1
Analysis of Issues by Location
4.2.23 The comments submitted on the maps at the initial Stakeholder Workshop are
summarised in Table 4.4. It illustrates that different problems are more keenly felt in
certain areas of Chipping Campden. HGVs cause particular problems in Cidermill
Lane, Leysbourne and Church Street for example, while parking appears to be more
of an issue on the High Street and Lower High Street. It is clearly recognised that
different areas of the town may suffer from more than one transport-related problem
at different times however, and with differing degrees of severity.
Table 4.4: Issues Raised by Location
Area of Chipping Campden Key Issues
High Street and Lower High Street. Parking, deliveries, and congestion.
Back Ends and Hoo Lane to Dovers Traffic management, parking, provision for
Orchard. pedestrians and school traffic.
Cidermill Lane, Leysbourne and Church HGV movements and routeing issues, also
Street. impact of school traffic.
Aston Road and Kingcomb Lane. Speed of traffic, pedestrian safety and parking.
Calf’s Lane. Pedestrian and cycle safety, speed of traffic.
Station Road, The Cam and Berrington Safety of bridge, speed of traffic and general
Road. road safety issues.
Park Road, Blind Lane and Dyer’s Lane. Speed of traffic and HGV movements.
B4081 (including Conduit Hill and Sheep Parking, traffic management, speed of traffic and
Street). signing.
Chipping Campden in the Future
4.2.24 At both the initial Stakeholder Workshop and the open surgery, consultees were
asked to consider what they did not want to change in Chipping Campden, and how
they would like to see the town developing in the future. The overwhelming
feedback was that residents of Chipping Campden clearly take great pride in their
Final Report 30
town. They would like it to remain primarily a thriving town, catering for the needs
of the local population. This is clearly demonstrated by the following comments:
• “[Chipping Campden should be] a country Market Town with a good balance
of shops”;
• “[Chipping Campden should be] a thriving community, which retains character
and balances tourism and the local economy”;
• “Keep Campden as a lively town for local shoppers (butchers, green grocer,
bakery,) and parking is the key to this”; and
• “We do not want to become a Bourton-on-the-Water”.
4.2.25 Though there was general agreement with the statements above, a small number of
consultees also noted the need for Chipping Campden to continue to develop and
evolve, rather than being merely preserved as it is.
4.3 Section 2: Main findings from site visits and desk-top review
4.3.1 A number of site visits were undertaken between March 2003 and October 2003, to
gain a better understanding of the issues raised through the consultation exercises.
The site surveys also sought to consider issues relating more directly to the objectives
set out in the Market Towns Strategy, as well as other strategies and policies as
referenced in Chapter 3 of this report.
4.3.2 The main observations from the site surveys can be summarised as follows:
• There is an abundance of signing, some of which could be removed

completely, rationalised or better positioned to improve clarity and reduce
street clutter;
• There is a need for clearer signing on the approaches to the town as well as
within the town, directing drivers to specific areas (e.g. parking, HGV routes,
the Cotswold Way, etc.);
• There is a lack of pedestrian facilities in the town, both in terms of official
crossing points and drop kerbs with tactile paving at junctions, causing
particular difficulties for people with mobility and sensory impairments;
• The town is very busy and car dominated with a constant stream of vehicles
manoeuvring into and out of spaces; and
• Due to the busy nature of the main High Street and vehicles parking, speeds in
the central area did not appear to be a problem. There was a build-up of traffic
at times instead, as vehicles attempted to pull into and out of kerb side spaces
or delivery lorries effectively reduced the carriageway to one-way working.
Final Report 31
Desktop review of Public Transport Services
4.3.3 Table 4.5 details the current services operating to and from Chipping Campden and
the level of frequency. This illustrates that, while bus routes serve most of the
catchment area, there are considerable limitations on people’s choice of journey
times and indeed the days of the week when the service operates, particularly from
the smaller surrounding villages using Chipping Campden as their main service
centre. The inflexibility of travel choice thus reduces the ability and desire for people
to travel to the town by bus rather than by car. The car therefore remains the main
mode of transport for people in these surrounding settlements if they wish to
continue to use the town as a viable service centre.
Table 4.5 Public Transport and Coach Services
Route No Route Day of Frequency Last

service updated
554 Evesham-Honeybourne- Mon-Sat 3 x each 28/04/03
Chipping Campden direction
608 Mickleton-Chipping Thursday and 1 x each 15/02/01
Campden-Cheltenham Saturday direction
612 Bourton-on-the-Water – Saturdays 1 x each 03/08/03
Chipping Campden – direction
Evesham
971 Bidford on Avon-Moreton in Tuesday 1 x each 19/03/00
Marsh direction
H3 Willersey-Mickleton- Tuesday 2 x each 01/06/03
Stratford upon Avon direction
H3 Mickleton-Ebrington- Wednesday 1 x each 01/06/03
Chipping Campden and Saturday direction
Circular-Stratford upon
Avon
H3 Chipping Campden- Friday 4 x each 01/06/03
Mickleton-Stratford upon direction
Avon
H5 Mickleton – Chipping Thursday 1 x each 16/10/03
Campden – Evesham direction
M21/22 Stratford upon Avon- Monday- 12 x each 21/07/03
Moreton in Marsh Saturday direction
(06:39-
19:39)
P18 Chipping Campden-Moreton Tuesday 1 x each 11/04/00
in Marsh direction
CC-41 Willersey-Chipping Mon-Fri 1 x bus am 14/03/97
Campden (St James School days
1 x bus pm
School) only
Final Report 32
Route No Route Day of Frequency Last

service updated
CC-75 Enstone-Shipston on Stour- Mon-Fri 1 x bus am 21/10/94
Chipping Campden School days
1 x bus pm
only
Accident Statistics
4.3.4 Accident data for the period 1st January 1998 to 31st December 2003 was obtained
from the County Council. This data identified four categories of accidents, as
follows:
• Fatal injuries;
• Serious injuries;
• Slight injuries; and
• Damage only.
4.3.5 Figure 4.1 shows the locations of all recorded injury accidents over the six years,
analysed by severity. There have been 13 injury accidents over this period, 11 slight
and 2 serious. Please note that the number of locations shown on the plan may
differ from these numbers. This is due to more than one accident occurring in the
same location. While there are a few accidents occurring on the High Street, there
are no obvious accident hotspots in the town requiring remedial action. A further
investigation was undertaken to establish whether any accidents were speed related,
but this was not apparent from examining the accident descriptions.
4.3.6 Figure 4.2 shows the accidents that involved vulnerable road users (pedestrians,
cyclists and horse riders). This highlights that, of the 13 accidents in total over the
six years, 4 were pedestrian slight injury accidents, 1 a severe cycle injury accident,
and 1 a slight cycle injury accident. A more detailed investigation has been
undertaken to establish any trends in these accidents that could lead to proposed
safety improvements. The following provides a summary of how the accidents
occurred and, again, highlights that there are no obvious remedial measures that
could be implemented:
• Calf Lane – A person working at the back of a vehicle whilst tarmacing a

driveway stepped back into the road, and was caught by a vehicle travelling
very slowly;
• High Street, near junction with Sheep Street – The nearside wing mirror of a
vehicle driving slowly into Campden from Broadway direction struck the arm
of a pedestrian on the grass verge, causing a slight injury;
Final Report 33
Based upon Ordnance Survey Data within the permission of Her Majesty's Stationary Office.
Crown Copyright Reserved. Licence No LA 076627. Gloucestershire County Council.
N
N.T.S.
B4035
Severe injury accidents

Slight injury accidents
Figure 4.1
All recorded slight and severe injury accidents
1998-2003
Based upon Ordnance Survey Data within the permission of Her Majesty's Stationary Office.
Crown Copyright Reserved. Licence No LA 076627. Gloucestershire County Council.
B4035
Slight pedestrian injury accidents

Slight cycle injury accidents
Severe cycle injury accidents
Figure 4.2
All recorded pedestrian and cycle injury accidents
1998-2003
• Back Ends, outside Cotswold House Hotel – A vehicle passing a pedestrian

standing at the side of road collided with him, knocking him into the road;
• High Street service road, outside Alexious Restaurant – A vehicle, travelling at
slow speed on the narrow road towards Mickleton, was passing parked cars
when a pedestrian ran out from between them into the side of the vehicle;
• B4035, approximately 0.5miles Charingworth side of Chipping Campden – A
cyclist cycled into a stationary car and fell off; and
• High Street – A vehicle was slowly turning into a parking space when a cyclist
appeared. There was no collision, but the cyclist fell off when braking.
4.3.7 The outcome of this accident investigation suggests there are no obvious locations
where accident remedial measures are required to alleviate an accident problem.
However, it is worth noting that a significant proportion of all accidents occurring in
the town are ‘damage only’, and the majority of these are occurring on the High
Street and are related to cars hitting parked vehicles.
Traffic management, volumes, and composition
4.3.8 Table 4.6 details County Council traffic data available for Chipping Campden. The
data details the percentage of HGV traffic as a total of all traffic travelling on the key
routes in the town during the morning and evening peak hours. During the morning
peak 4% of the traffic on Leysbourne is HGVs, representing 6 vehicles over the hour
between 0800 and 0900. While it is recognised that this is a sensitive environment,
this route does form the designated HGV route through the town and 6 vehicles is
not considered an indication that there is a significant problem. In terms of the entry
points to the town, the traffic data demonstrates that the route via Aston Road and
on to Leysbourne carries the most traffic during the peak hours, while routes via
Conduit Hill and the B4081 carry significantly less traffic.
Parking Surveys
4.3.9 As highlighted from the consultation work undertaken, parking issues were one of
the key issues raised in the town requiring investigation. It was outlined at the
inception stage that this Study is not a ‘Parking Study’, and therefore will not
conclude whether the proposed car park at Wolds End Orchard should or should
not be progressed. However, in line with the Market Towns Strategy and the issues
raised through consultation, the potential need for improvements to parking in the
short-term was considered a key area of research. As such, it has been important to
review previous parking survey results undertaken at various times over the last ten
years, as well as conducting an up-to-date survey to assess the current situation.
Final Report 34
4.3.10 The parking survey methodology and results are detailed in Chapter 5 of this report.
Final Report 35
Table 4.6: AM and PM Peak Traffic Flow Data for Chipping Campden
AM Peak 08:00-09:00 PM Peak 17:00-18:00
Location Year of Total HGVs % HGV Total HGVs % HGV

survey vehicles vehicles
Cidermill Lane (one-way) 2001

Total 484 5 1 223 5 2
Leysbourne at junction with Cidermill Lane (two-way) 2001
Northbound 397 5 1 436 1 0.2
Southbound 424 1 0.2 171 0 0
Total 821 6 0.7 607 1 0.2
Church Street (one-way) 2001
To Leysbourne 168 6 4 162 1 0.6
To High Street 196 2 1 153 0 0
Total 364 8 2 315 1 0.3
Leysbourne at junction with High Street (two-way) 2001
Northbound 230 2 1 274 0 0
Southbound 123 3 2.4 73 0 0
Total 353 5 1.4 347 0 0
Sheep Street (two-way) 2001
Northbound 172 3 2 180 1 0.5
Southbound 212 4 2 136 0 0
Total 384 7 2 316 1 0.3
Final Report 36
AM Peak 08:00-09:00 PM Peak 17:00-18:00
Location Year of Total HGVs % HGV Total HGVs % HGV

survey vehicles vehicles
B4081 Conduit Hill junction with Sheep Street (two-way) 2001

(movement between Broadway and Broad Campden)
Eastbound 49 1 2 25 0 0
Westbound 40 1 2.5 31 0 0
Total 89 2 2.3 56 0 0
Aston Road (two way) 2001
Northbound 207 2 1 267 1 0.4
Southbound 380 2 0.5 190 1 0.5
Total 587 4 0.7 457 2 0.4
B4081 Cross Hands junction (two way) 1998
Northbound 85 10 12 107 1 1
Southbound 90 4 4 85 0 0
Total 175 14 8 192 1 0.5
Final Report 37
Final Report 38
5 Parking Survey
5.1 Introduction
5.1.1 This Chapter summarises the results of the parking survey undertaken in Chipping
Campden in July 2003. It contains a brief description of the methodology employed,
followed by a discussion of the survey’s headline findings. It concludes with a
discussion of the parking options developed in light of the findings. These options
were developed further as the Study progressed and further public consultation was
undertaken.
5.1.2 The two key issues the parking survey aimed to address are as follows:
• The availability of parking spaces in Chipping Campden throughout the day;

and
• How long vehicles are parking in the town (i.e. the duration of stay of parked
vehicles).
For clarity, these issues are addressed separately in the sections that follow.
5.2 Methodology Employed

5.2.1 Before scheduling the parking survey, Halcrow contacted a number of local
organisations to determine the best possible time to undertake such work. Following
advice from the Town Council, the Chamber of Trade and the Tourist Information
Office, it was agreed to conduct the survey between the hours of 08.00 and 18.00 on
Friday 11th and Saturday 12th July 2003. It was felt these dates and times would
represent some of the busiest parking conditions throughout the year in Chipping
Campden, for the following reasons:
• At this time the school term was still underway, so spaces in the school car
park were not available for use. It was also assumed that most parents of
school-aged children would not have departed for their summer holidays; and
• The numbers of tourists, walkers and visitors to Chipping Campden were likely
to be approaching their peak during early July, so increasing the demand for
parking spaces within the town.
5.2.2 At the request of the County Council and District Council, the survey team
comprised of representatives from all three authorities involved in the Transport
Study. These were:
• Members of the Chipping Campden Town Council;

• Officers from Gloucestershire County Council (supported by Halcrow staff);
and
Final Report 39
• Cotswold District Council.
5.2.3 A similar parking survey was carried out in Chipping Campden in 1999. As far as
was practical, the methodology employed for the 2003 survey followed that used in
1999, to ensure the findings from each were broadly comparable. The town was
divided up into a number of zones, as shown on Figure 5.1. A member of the survey
team surveyed each zone on a half-hourly or hourly basis, and noted the number
plates of all vehicles (whether parked legally or illegally). Table 5.1 below shows the
name, number and capacity of each zone (in terms of the maximum number of
parking spaces available), and how often each zone was surveyed.
Table 5.1: Chipping Campden Parking Survey: Zoning System
Zone Name Zone Number* Capacity of Zone Frequency of

(number of parking Survey
spaces)
Cidermill Lane/ Church Street 3, 4, & 14 32 Half-hourly
Leysbourne 5 31 Half-hourly
High Street (North) 6 70 Half-hourly
High Street (South) 7 39 Half-hourly
The Square 8 30 Half-hourly
Lane parallel to High Street 9 40 Half-hourly
Lower High Street 11 31 Half-hourly
Park Road 12 17 Hourly
Westend Terrace 13 16 Hourly
Back Ends (South) 1 18 Hourly
Back Ends (North) 2 8 Hourly
Total Capacity 332
* based on zoning system employed by 1999 survey
5.2.4 As Table 5.1 shows, zones in the central area of Chipping Campden were surveyed
half-hourly on both days. Due to a shortage of staff on the Friday however, it was
only possible to survey Park Road, Westend Terrace and Back Ends hourly. For the
same reason, no data was collected from these zones between 10.30 and 14.30 on the
Saturday, or from Sheep Street on either day.
5.2.5 The capacity of each zone was established during site visits held before the parking
survey, and through observations made during the survey itself. Parking areas were
measured and capacity was calculated assuming one space equalled 6m of kerb
length. It should be noted that these figures may differ from those used for the 1999
survey, due to road resurfacing and changes to Traffic Regulation Orders (TROs) in
the town since the 1999 survey was conducted.
Final Report 40
N
2 5 3, 4 & 14
Wider Central
Area
Central Area 6
1
Zones
8 1 Back Ends (South)
9
2 Back Ends (North)
7
3, 4 & 14 Cidermill Lane & Church Street
W
es
te
5 Leysbourne
nd
1
13 6 High Street (North)
Te
rra
11 7 High Street (South)
ce
8 The Square
7
9 Lane parallel to High Street
12
11 Lower High Street
12 Park Road
13 Westend Terrace
* note: numbers refer to zones as outlined in technical note
Areas Zones Spaces

Based upon Ordnance Survey 1:50000 Landranger
mapping with the permission of the Controller of Her Central Area 6,7,8,9 179 max Parking Survey Zones + Areas
Majesty's Stationary Office © Crown Copyright
Halcrow Group, Burderop Park, Swindon, Wiltshire, SN4 0QD Halcrow - July 2003 Figure 5.1
Licence Number AL 542636
Wider Central Area 3,4,14,5,11 94 max
5.3 Survey Findings: The Availability of Parking Spaces in Chipping Campden

5.3.1 For ease of understanding, this issue has been analysed on an area-by-area basis.
These areas are shown on Figure 5.1. The charts below show the number of spaces
available throughout the day in the following key areas:
• The ‘central area’ of Chipping Campden, encompassing zones 6, 7, 8 and 9,

with a maximum capacity of 179 spaces;
• The ‘wider central area’ of the town, encompassing zones 3, 4, 5, 11, and 14,
with a maximum capacity of 94 spaces; and
• Both areas combined, with a maximum capacity of 273 spaces.
5.3.2 Figures 5.2 to 5.4 refer to Friday’s survey and Figures 5.5 to 5.7 to Saturday’s. As
these charts show, the central area of Chipping Campden was operating close to
capacity throughout the whole of Friday. Although this area was approximately 50%
full at 08.00, the figures then climbed steeply to reach a peak at 13.00. Only one or
two spaces were available throughout the High Street and Town Square at this
busiest time. Excluding this peak, there were generally between 10 and 20 spaces
available in the central area between 10.00 and 16.00.
Figure 5.2: Number of spaces Occupied: Central Area, Friday
200
180
Number of Spaces Occupied
160
140
120
100
80
60
40
20
0
0800
0830
0900
0930
1000
1030
1100
1130
1200
1230
1300
1330
1400
1430
1500
1530
1600
1630
1700
1730
Time
Final Report 41
Figure 5.3: Number of spaces Occupied: Wider Central Area, Friday
100
Number of Spaces Occupied 90
80
70
60
50
40
30
20
10
0
0800
0830
0900
0930
1000
1030
1100
1130
1200
1230
1300
1330
1400
1430
1500
1530
1600
1630
1700
1730
Time
5.3.3 By contrast, the wider central area (encompassing Leysbourne, Church Street,
Cidermill Lane and the Lower High Street) remained at around 75% capacity
throughout the day, reaching a peak between 15.00 and 16.00. This demonstrates the
probable impact of the afternoon school run on the parking availability in the area.
Excluding this peak, there were generally around 20 spaces available for use.
However, we recognise through our consultation with local people that there is a
clear desire to park in the immediate vicinity to the shops and services in the centre
of the town. Those accessing the town for goods and services may therefore see
these spaces in the wider central area as less attractive, as opposed to those visiting
for leisure or tourism.
5.3.4 Figure 5.4 summarises these trends for the combined central and wider central area,
in which a total of 273 spaces are available for use. Excluding the peak at 15.00, the
number of spaces occupied throughout the town remains relatively consistent
between 10.00 and 16.00. It is only outside this period that the number of cars
parked in the town falls below 225 vehicles and the number of available spaces rises
above 50. At all other times, the town’s central and wider central area are operating
at over 80% capacity, with between 25 and 40 spaces available.
Final Report 42
Figure 5.4: Number of Spaces Occupied: Central plus Wider Central Area, Friday
300
250
200
150
100
50
0
0800
0830
0900
0930
1000
1030
1100
1130
1200
1230
1300
1330
1400
1430
1500
1530
1600
1630
1700
1730
Time
5.3.5 Figure 5.5 shows that the central area of Chipping Campden was also operating close
to capacity on the Saturday, although the area was slightly slower to fill up than on
the Friday. The number of vehicles parked on the High Street and Town Square
remained relatively consistent after 10.30, and there were then rarely more than 20
spaces available throughout the whole of the central area. The wider central area was
also slower to fill on the Saturday, peaking at 13.00 as shown in Figure 5.6. The area
operated at approximately 75% capacity throughout the afternoon period. In
contrast to the Friday, there was no peak at 15.00.
Figure 5.5: Number of Spaces Occupied: Central Area, Saturday
180
160
140
120
100
80
60
40
20
0
0800
0830
0900
0930
1000
1030
1100
1130
1200
1230
1300
1330
1400
1430
1500
1530
1600
1630
1700
1730
Tim e
Final Report 43
Figure 5.6: Number of Spaces Occupied: Wider Central Area, Saturday
100
Number of Spaces Occupied 90
80
70
60
50
40
30
20
10
0
0800
0830
0900
0930
1000
1030
1100
1130
1200
1230
1300
1330
1400
1430
1500
1530
1600
1630
1700
1730
Time
Figure 5.7: Number of Spaces Occupied: Central plus Wider Central Area, Saturday
300
250
200
150
100
50
0
0800
0830
0900
0930
1000
1030
1100
1130
1200
1230
1300
1330
1400
1430
1500
1530
1600
1630
1700
1730
Tim e
5.3.6 Figure 5.7 summarises these trends for the combined central and wider central area.
As this chart shows, the number of spaces occupied throughout the town remains
relatively consistent between 11.00 and 16.00, with a peak at 13.00. It is only during
the hours outside this period that the number of cars parked in these areas falls
below 230 vehicles, and the number of available spaces rises above 45. At all other
times, the town’s parking areas are operating at over 80% capacity with between 25
and 40 spaces available.
5.3.7 In addition to the comprehensive survey work carried out between 08.00 and 18.00, a
count of parked cars was also undertaken at 20.00 on the Friday. This survey
covered the majority of the town, but excluded Back Ends and Sheep Street. Table
5.2 below presents the findings from this work. Although it is not possible to extract
information regarding the duration of stay from these figures, this count still
provides a useful snapshot of the parking conditions in Chipping Campden during an
evening period in the peak season.
Final Report 44
Table 5.2: Number of Spaces Occupied, Entire Town (excluding Back Ends and Sheep
Street) Friday evening
Zone Name Zone Capacity of No. (%) of No. (%) of

Zone (no. of spaces spaces
parking spaces) occupied at unoccupied
20.00 at 20.00
Cidermill Lane/ Church 3, 4, & 14 32 22 (69%) 10 (31%)

Street
Leysbourne 5 31 24 (77%) 7 (23%)
High Street (North) 6 70 68 (97%) 2 (3%)
High Street (South) 7 39 32 (82%) 7 (18%)
The Square 8 30 29 (97%) 1 (3%)
Lane parallel to High Street 9 40 36 (90%) 4 (10%)
Lower High Street 11 31 32 (103%) -1 (0%)*
Park Road 12 17 12 (71%) 5 (29%)
Westend Terrace 13 16 13 (81%) 3 (19%)
Central Area - 179 165 (92%) 14 (8%)

Wider Central Area - 94 78 (83%) 16 (17%)
Central Area + Wider - 273 243 (89%) 30 (11%)
Central Area
*Parking areas were measured and capacity was calculated assuming 1 space equalled 6m of
kerb length. Capacity can be exceeded by either illegal parking or cars requiring less space
than the allocated 6m, therefore allowing more cars to park.
5.3.8 These figures demonstrate that a large proportion of the parking spaces in Chipping
Campden were occupied at 20.00, as in the daytime. In particular, less than 10% of
the spaces in the central area (i.e. the High Street and Town Square) were free. 89%
of the spaces were occupied at 20.00 in the town as a whole (excluding Back Ends
and Sheep Street), leaving a total of 30 spaces unoccupied.
5.3.9 Tables 5.3 and 5.4 contain data collected from Back Ends, Park Road, and Westend
Terrace on the Friday and Saturday. There are unfortunately some gaps in this data
due to a shortage of survey staff, so this data must be treated with some degree of
caution.
5.3.10 As Table 5.3 shows, each of these zones was operating close to or exceeding capacity
on the Friday. Demand for spaces in Back Ends (South) was particularly high at
15.00, reflecting the probable impact of the school run in this area. In contrast, Back
Ends was not generally operating close to capacity during the Saturday survey
periods. There were generally few spaces available on Park Road and Westend
Terrace during the latter half of Saturday in particular. This may be a reflection of the
predominantly residential nature of these zones.
Final Report 45
Table 5.3: Number of Spaces Occupied, Back Ends, Park Road, Westend Terrace, Friday
Zone
Time of Patrol Back Ends Back Ends Park Road Westend

(South) (North) Terrace
08.00 11 4 10 10
09.00 17 6 14 15
10.00 19* 6 15 14
11.00 15 7 NO DATA 14
12.00 14 5 17 15
13.00 12 7 12 14
14.00 8 7 11 13
15.00 20* 6 17 19*
16.00 11 8 9 8
17.00 12 7 12 9
Spaces available 18 8 17 16
*Parking areas were measured and capacity was calculated assuming 1 space equalled 6m of
kerb length. Capacity can be exceeded by either illegal parking or cars requiring less space
than the allocated 6m, therefore allowing more cars to park.
Table 5.4: Number of Spaces Occupied, Back Ends, Park Road, Westend Terrace, Saturday
Zone
Time of Patrol Back Ends (South) Back Ends Park Westend

Terrace
(North) Road
08.00 3 4 12 12
09.00 3 4 11 10
10.00 7 5 8 13
15.00 7 2 15 15
16.00 5 3 13 13
17.00 5 2 14 15
Spaces available 18 8 17 16
5.4 Survey Findings: The Duration of Stay in Chipping Campden

5.4.1 This issue has been analysed using the same area designations as outlined earlier in
this chapter. The charts that follow demonstrate the period during which vehicles
park in Chipping Campden, on an area-by-area basis. A separate commentary
follows, detailing observations in Back Ends, Park Road, and Westend Terrace.
Final Report 46
Figure 5.8: Duration of Stay: Central Area, Friday
600
496
Number of Vehicles 500
400
300
200
150
88
100
33 34 25 27 14 5 9 7 7 4 10 7 6 8 7 4 11
0
0.30
1.00
1.30
2.00
2.30
3.00
3.30
4.00
4.30
5.00
5.30
6.00
6.30
7.00
7.30
8.00
8.30
9.00
9.30
10.00
Duration of Stay (Hours)
Figure 5.9: Duration of Stay: Wider Central Area, Friday
180
157
160
140
Number of Vehicles
120
100
80 69
60
36 33
40
15 12 12
20
8 1 2 4 2 0 5 3 1 5 4 0 0
0
0.30
1.00
1.30
2.00
2.30
3.00
3.30
4.00
4.30
5.00
5.30
6.00
6.30
7.00
7.30
8.00
8.30
9.00
9.30
Duration of Stay (Hours) 10.00
Final Report 47
Figure 5.10: Duration of Stay: Central plus Wider Central Area, Friday
700 653
600
Num ber of Vehicles

500
400
300 219
200 124
100 66
49 37 35 15 7 13 9 7 9 13 8 11 12 7 4 23
0
0.30
1.00
1.30
2.00
2.30
3.00
3.30
4.00
4.30
5.00
5.30
6.00
6.30
7.00
7.30
8.00
8.30
9.00
9.30
10.00
Figure 5.11: Duration of Stay: Central Area, Saturday
600
492
500
Num ber of Vehicles
400
300
200
161 121
100
57 30 26 16 9 12 4 4 5 8 3 4 4 5 3 2 21
0
0.30
1.00
1.30
2.00
2.30
3.00
3.30
4.00
4.30
5.00
5.30
6.00
6.30
7.00
7.30
8.00
8.30
9.00
9.30
10.00
Figure 5.12: Duration of Stay: Wider Central Area, Saturday
100
89
90
80
Num ber of Vehicles
70
60 56
52
50
40
30 24
17 19
20
12 9 6
10 5 3 3 3
4 2 2 2 1 2
0
0
0.30
1.00
1.30
2.00
2.30
3.00
3.30
4.00
4.30
5.00
5.30
6.00
6.30
7.00
7.30
8.00
8.30
9.00
9.30
10.00
Final Report 48
Figure 5.13: Duration of Stay: Central plus Wider Central Area, Saturday
700
581
600
Number of Vehicles
500
400
300
217
173
200
81
100 47
38 25 15 16 9 4 8 11 5 6 6 8 4 4 40
0
0.30
1.00
1.30
2.00
2.30
3.00
3.30
4.00
4.30
5.00
5.30
6.00
6.30
7.00
7.30
8.00
8.30
9.00
9.30
10.00
5.4.2 As these charts show, the large majority of those accessing the town park their
vehicle for one hour or less. Table 5.5 below presents a snapshot of data that
reinforces this trend.
Table 5.5: Duration of Stay in Chipping Campden
Day Area No. (%) of cars No. (%) of cars No. (%) of cars
parking for 1 hour parking for 2 hours parking 6 hours or
or less or less more
Friday Central 646 (68%) 767 (81%) 64 (7%)

Friday Wider Central 226 (63%) 295 (80%) 30 (8%)
Friday Central + Wider
872 (66%) 1062 (80%) 94 (7%)
Central
Saturday Central 653 (66%) 831 (84%) 54 (5%)
Saturday Wider Central 145 (46%) 221 (71%) 37 (12%)
Saturday Central + Wider
798 (61%) 1052 (81%) 92 (7%)
Central
Friday Back Ends, Park

Road and Westend 75 (46%) 98 (60%) 23 (14%)
Terrace
5.4.3 As Table 5.5 shows, less than 10% of vehicles on both days were parked in the
central plus wider central area for 6 hours or more. Although this amounts to 94
vehicles on the Friday and 92 on the Saturday, it must be remembered that residents’
cars are likely to figure heavily among these vehicles (particularly on the Saturday). If
and when a final decision regarding a long-stay car park needs to be taken, it will be
important to gain a stronger understanding of the makeup of those parking for
longer periods in the town (i.e. if they are predominantly hotel guests, local
employees, tourists or walkers). This could possibly be achieved through door-to-
Final Report 49
door surveys. Such detailed work is beyond the scope of this particular parking
survey.
5.4.4 Table 5.5 also contains data relating to Back Ends, Park Road, and Westend Terrace
on the Friday. Due to a shortage of survey staff, this was only collected on an hourly
basis, and it was also not possible to collect sufficient data on the Saturday to support
any meaningful analysis. Although the limited nature of the data makes it difficult to
infer any general trends, it does appear that parking in these areas is more ‘long-
stay”’in nature, in comparison to that experienced in other parts of Chipping
Campden. Only 46% of vehicles in these zones stayed for less than one hour for
example, as compared to 68% of those parking in the central area of Chipping
Campden on the Friday. In contrast, 14% of vehicles remained on Park Road,
Westend Terrace, and the Back Ends for over 10 hours on the Friday, while the
corresponding figure for the central area was 7%. This suggests that residents and
longer-term visitors to the town are occupying the spaces in these zones.
5.5 Comparisons with 1999 Survey

5.5.1 A brief analysis shows that the data collected in 1999 displays a number of similar
trends to those described above. 42% of the vehicle recorded in Chipping Campden
parked for 30 minutes or less in 1999, with 70% parking for two hours or less. The
corresponding figures collected on the Friday in 2003 were 44% and 78%
respectively. Parking in the central and wider central area of the town was also
strongly in demand. As in 1999, zone 8 (the Town Square) was the zone with the
highest turnover of spaces in 2003.
5.6 Summary of key points

5.6.1 Summaries of the broad findings from this parking survey are shown in Tables 5.6
and 5.7. It is useful to highlight the following points from these tables, as they offer
a valuable conclusion to the findings from this survey:
• Less than 3 spaces were available in each zone on the Friday for 38% of the
periods surveyed in the central area of the town (i.e. the High Street and the
Town Square where the parking is most attractive). The zones were either at
or exceeding capacity for a further 11% of the time. (The corresponding
figures for Saturday are 28% and 6% respectively);
• An average of between 5 and 6 vehicles used each space in the central area of
the town on the Friday and the Saturday, while between 3 and 4 vehicles used
those spaces outside this area. Between 7 and 8 vehicles used each space in
zone 8 (i.e. the Town Square) on both the Friday and Saturday. This implies
that, although the signs informing drivers of the two hour waiting restrictions
in this zone were missing, most users were still obeying the restriction; and
• The average duration of stay in the central area was 1 hour and 38 minutes on
the Friday compared to 1 hour and 53 for the wider central area. The
corresponding figures for Saturday were 1 hour and 34 minutes and 2 hours
and 21 minutes. This suggests that the large majority of those parking in
Final Report 50
Chipping Campden are not “long-stay” in nature, but are accessing the town to
make use of available local services.
Final Report 51
Table 5.6: Survey Summary Table: Friday
Zone Parking Total no. of Total no. of Average Length % of patrols where: Average No. of vehicles per space
vehicles different of Stay during survey
Capacit
parked in vehicles
y Hours Mins Zone is at or exceeds 1-3 spaces available in zone
zone during recorded
capacity
survey
1 18 47 40 2 58 20% 20% 2.6

2 8 24 22 2 38 10% 80% 3.0
3, 4, 14 32 159 138 1 19 10% 0% 5.0
5 31 98 86 1 47 0% 0% 3.2
6 70 332 304 1 40 0% 20% 4.7
7 39 238 223 1 28 15% 30% 6.1
8 30 216 199 1 17 20% 60% 7.2
9 40 166 154 2 7 10% 40% 4.2
11 31 112 104 2 40 20% 40% 3.6
12 17 52 37 2 15 20% 20% 3.0
13 16 40 35 3 16 10% 60% 2.5
Central
179 952 880 1 38 11% 38% 5.5
Area
Wider
Central 94 369 328 1 53 10% 13% 3.9
Area
Central
+ Wider
273 1321 1208 1 45 11% 27% 4.9
Central
Area
Final Report 52
Table 5.7: Survey Summary Table: Saturday
Zone Parking Total no. of Total no. of Average Length % of patrols where: Average No. of vehicles per
vehicles different of Stay space during survey
Capacity
parked in vehicles
Hours Mins Zone is at or exceeds 1-3 spaces available in zone
zone during recorded
capacity
survey
1 18 19* 16* 1 35 0% 0% 1.1

2 8 11* 11* 1 49 0% 17% 1.4
3, 4, 14 32 95 91 2 20 10% 0% 3.0
5 31 107 94 1 57 0% 0% 3.5
6 70 363 344 1 35 0% 25% 5.2
7 39 237 228 1 24 0% 25% 6.1
8 30 229 222 1 9 20% 50% 7.6
9 40 158 146 2 7 0% 10% 4.0
11 31 109 94 2 45 45% 30% 3.5
12 17 35* 24* 2 5 0% 33% 2.1
13 16 34* 28* 2 17 0% 66% 2.1
Central
179 987 940 1 34 6% 28% 5.7
Area
Wider
Central 94 311 279 2 21 19% 10% 3.3
Area
Central
+ Wider
273 1298 1219 1 58 11% 20% 4.7
Central
Area
Final Report 53
5.6.2 These findings greatly support the perception of Chipping Campden as a thriving
local town, which people want to access for short periods. While it is true to say that
parking spaces can generally be found in Chipping Campden, these are often in the
outer reaches of the central area in areas such as Leysbourne, Back Ends, Church
Street and Cidermill Lane. The central parking areas located on the High Street and
Town Square operate much closer to capacity, particularly between the hours of
10.00 and 17.00.
5.6.3 Close to 10% of the vehicles surveyed were parked in the central and wider central
area of the town for 6 hours or more. It has been beyond the scope of this work to
ascertain the exact nature of these long-stay vehicles however, and whether they are
predominantly owned by residents, visitors, or workers in the town. Clearly this is an
issue which remains outstanding, but which may need to be resolved if plans for a
long-term car park are to be taken forward in the future.
5.6.4 It is clear that Chipping Campden acts as a local service centre for the surrounding
villages and parishes and has a bustling atmosphere. The town has a good range of
services and facilities for its size, with secondary and primary schools, a sports centre,
library, banks, doctor and dental surgeries and a reasonable range of shops. It is
understood that a recent assessment of the town centre found it to be in a good state
of health commercially (Cotswold Local Plan First Deposit Draft 2001 - 2011). It is
also recognised that tourist spending undoubtedly helps to sustain some of the
everyday shops and facilities.
5.6.5 The results of the parking survey indicate that the central area of the town, which
incorporates the key local convenience stores and services such as the Post Office
and library, are very close to capacity for the majority of the day. However, the
results do indicate that the majority of these spaces are being used for short-stay
parking and so the efficiency of these spaces is high. There is parking available in the
wider central area of the town and the outer area of the town for most of the day
and, as might be expected, there is a gradual increase in the duration of stay as you
move further away from the central area. This would suggest that the parking in the
town is managing itself in many ways without enforcement through waiting
restrictions and pricing mechanisms.
5.6.6 The key question to be addressed is whether the existing parking management and
the availability of spaces ensures that users of the town originating from the
surrounding rural areas are able to access shops and services. In other words, that
these vital local people are not encouraged to shop elsewhere, which may
consequently lead to the economy of Chipping Campden suffering.
Final Report 54
5.7 Development of Short-Term Solutions

5.7.1 Table 5.8 details the proposed package of short-term parking measures for
the town that will be pursued, through consultation with stakeholders and
the local population.
5.7.2 The package of measures seeks to encourage greater turnover of short-stay

parking in the central area where local people want to access the key local
goods and services. Longer-stay parking is to be positively encouraged
through signing to the outer areas of the town. It is not recommended that
significant on-street parking spaces be removed, due to demand for these
spaces that enable and encourage people from the surrounding villages to
use the local services available in the town.
5.7.3 At this stage there is not considered to be enough evidence to approve the
need for a car park in the short-term although this is not to say that it
should be ruled out in the longer-term. There is a need for greater
understanding of the profile of long-stay parking in the town in terms of the
split between residential, hotel guests, employees, and genuine visitors to
the town.
Final Report 55
Table 5.8: Development of Short-term solutions to parking in the town
Suggestion Form of Implementation Advantage Issues to consider
1. Expand the limited waiting 1. This would be managed by providing 1. It would free up spaces in the central area for local 1. Whether there are any residential
system operating in the Town map boards as part of the proposed town people accessing the town for goods and services, so properties within this area of the High Street,
Square (Zone 8) to cover High Gateways and clear signing and lining maintaining the town’s economic prosperity. and the views of any hoteliers in this area
Street (Zone 7) within the town to direct people to the (who may not have adequate parking
short-stay areas and the preferred longer 2. It may help to reduce traffic circulation occurring facilities for their guests).
Option (a) stay parking areas. because visitors are not aware of where they can
park, which will in turn improve the ambience of the 2. Due to the lack of availability for Police
1 hour maximum stay for both 2. The changes would rely on self – town and make conditions for pedestrians and cyclists enforcement, it could be argued that any
zones or enforcement or recommendation of the safer and more attractive. changes would be unenforceable. Since the
Option (b) employment of a Market Towns Traffic Town Square is functioning without
Warden to cover all of the towns with enforcement however, there is no reason to
2 hour maximum stay for both parking restrictions. suggest a similar approach could not work in
zones the High Street.
2. Re-design the parking layout 1. Direction signing at all key accesses to 1. Provision of additional spaces for long-stay visitors, 1. Local resident views, if this road becomes
and associated signing on Back the town; lining (possibly echelon style particularly for those accessing the Cotswold Way. a more formal and more positively signed
Ends parking); welcoming signing at the parking parking area.
area including tourism signing/mapping of 2. Visitors encouraged to use these spaces rather
the Cotswold Way. than those in the central area. 2. Awareness of bus and coach routeing
along the road.
3. More formalised parking at school start/end times.
3. Review of existing disabled As set out in design guidelines. Improved accessibility for people wishing to access Potential loss of existing parking spaces to
parking spaces and redesign to the town who have mobility difficulties and require ensure they are to standard design.
meet Disability Discrimination Act wheelchair access.
as required. Consideration of
further spaces at key locations
throughout the town e.g. Chemist
4. Formalise an arrangement with This car park signed for longer-stay 1. This will provide additional long-stay spaces in the Clear signing that does not lead to confusion
the school to use the school car parking, as part of a more comprehensive town during weekends – hopefully freeing up more during the school day.
park during weekends as well as signing strategy for the town. short-term spaces in the central area as part of
the school holidays (there are 79 recommendation 1 detailed in this table.
spaces in the car park) Any security improvements considered,
encouraging its use in liaison with the
school.
Final Report 56
6 Scheme Development
6.1 Introduction
6.1.1 As detailed in Chapters 4 and 5 of this report, a list of draft schemes for
improvements in Chipping Campden were considered following the identification of
the problems and issues to be addressed in the town. This Chapter therefore details:
• Section 1: The important considerations that have guided the overall

development of appropriate measures for the town;
• Section 2: The list of draft schemes, presented for comment at the second
workshop held in October 2003, and the subsequent feedback on these; and
• Section 3: The final list of schemes put forward for consideration by the
general public through the questionnaire and exhibition.
6.2 Section 1: Considerations in the development of schemes

6.2.1 The historical importance of Chipping Campden has played a significant part in
developing appropriate schemes for the town. It is unique in character and, in order
to maintain this, all the proposals seek to emulate best practice. A key reference
document has been ‘Conservation Area Management – A Practical Guide’, issued by
the English Historic Towns Forum and specifically Notes 3 and 4, which refer to
‘Enhancing the Street Sign, Traffic Management, Street Lighting and Traffic Signs’.
6.2.2 The local community, although divided on many issues, are passionate about the
environment in which they live. Quotations about Chipping Campden (such as “the
most beautiful town in England”, “the most perfect High Street in England”, “a
Mecca for tourists”) and the fact that it contains the highest density of listed
buildings in England have provided a focus for this Transport Study. All of the
proposals outlined in this chapter have therefore been developed with this in mind
and thus a balance has been sought between:
• Community needs – through consultation with the local community and key
Stakeholders such as the Town Council, Campden Society, Chamber of Trade
and the Town Square Trust (many of whom have very strong views on what
measures will and will not be acceptable in their town);
• Traffic safety – through analysis of accident records and consulting the local
community to assess known points of conflict;
• Retaining the viability and vitality of the local economy – through
ensuring schemes enhance rather than reduce the attractiveness of the town as
a service centre and tourism can flourish;
• Traffic management – by assessing traffic flows, speeds and areas of conflict
that could be improved;
Final Report 57
• County Council Policy and Objectives – by ensuring the measures

proposed are compatible with the objectives as set out in the Market Towns
Strategy;
• District Council Policy – by ensuring the measures proposed are compatible
with the policies and strategies set out in the Local Plan; and
• Reference to Best Practice – by ensuring the scheme proposals are in
keeping with the character of the town.
6.2.3 To assist this balanced process, a vision and objectives have been developed for the
town incorporating all the issues outlined above. The County, District and Town
Council agreed upon the following vision and objectives to guide and inform
schemes and initiatives to be included in the final strategy. The vision for Chipping
Campden is as follows:
• “To promote Chipping Campden as a thriving, safe and accessible

Market Town, offering a wide variety of shops and services to local
residents, visitors and tourists, whilst still retaining its historic
environment and lively atmosphere”.
6.2.4 The over-arching objectives for Chipping Campden, that have guided the
development of appropriate schemes, are as follows:
• To retain the character of Chipping Campden as a thriving historic

Market Town and an attractive place to live, work and visit
• To mitigate the adverse effects of additional traffic on Chipping
Campden and to increase accessibility for all.
6.2.5 The specific transport objectives for Chipping Campden that have guided the
development of appropriate schemes are as follows:
• To manage all types of traffic to reduce its impact on the most sensitive
parts of the town, particularly where it is causing significant amenity or
environmental problems;
• To enhance the vitality and attractiveness of the town centre for
shoppers and tourists;
• To develop appropriate parking management in the town; and
• To create a better environment for pedestrians, “walkers” and cyclists in
the town.
Final Report 58
6.3 Section 2: Draft schemes for comment at the Stakeholder Workshop: October
2003
6.3.1 The draft schemes presented to invitees at the second Stakeholder Workshop sought
to address the problems and issues raised through the preceding consultation work,
site surveys, desktop review of data, review of policy objectives and best practice on
the design of schemes for settlements such as Chipping Campden. The following
sections detail each of the schemes put forward setting out:
• The existing situation and issues to resolve;

• An outline of the scheme proposal and its objectives; and
• The feedback received at the Stakeholder Workshop on each of the draft
schemes and the agreed way forward.
Sheep Street/High Street: Traffic Management/Road Safety/Pedestrian

improvement scheme
6.3.2 Two proposals were designed for consideration to provide solutions to the issues
raised, predominantly through previous consultation exercises, but also through site
observations by Halcrow Engineers and County Council officers:
• The current junction arrangement causes visibility problems for traffic turning
right from Sheep Street on to Lower High Street;
• Vehicles travelling straight on from Lower High Street to High Street are able
to pick up speed;
• Traffic turning left from High Street into Sheep Street finds it difficult to
negotiate the junction;
• Larger vehicles find it particularly difficult to turn left into Sheep Street and
have to cross the centre line into the oncoming carriageway to successfully
negotiate the junction;
• Damage to property is caused by the turning movements of large vehicles
negotiating the junction from High Street into Sheep Street;
• Double yellow line restrictions are adequate at the junction, but signing is not
clear or well positioned; and
• The existing pedestrian crossing points do not include adequate drop kerbs
and tactile paving.
6.3.3 It is important to note that there has only been 1 slight injury accident at this
junction over the past six years up to 31st December 2003.
6.3.4 Two options were presented to the Stakeholder Workshop in October 2003. Option
1 would change the priority so traffic does not give-way on Sheep Street. Better
pedestrian crossing facilities would be provided on the junction of High
Final Report 59
Street/Sheep Street with Lower High Street, by installing drop kerbs and tactile
paving. Option 2 would involve moving the existing stop-line on Sheep Street
forward, which would improve visibility and help pedestrians cross the road. Both
options would include the widening of the pavement outside the Robert Welch
Design shop to improve the pedestrian crossing facilities and visibility while
protecting the existing car parking bays. Both schemes would be constructed with
materials in keeping with the environment and using street furniture sympathetic to
the street scene. The objectives of the revised layouts would seek to:
• Slow speeds between High Street and Lower High Street;

• Provide more pedestrian space;
• Provide improved crossing facilities, particularly for people with mobility and
sensory impairment;
• Protect parking spaces and adjacent buildings;
• Improve visibility; and
• Provide space for improved signing.
6.3.5 At the Stakeholder Workshop both these options were detailed and debated by
attendees. The key issues raised by Stakeholders were as follows:
• It was welcomed that neither option sought to signalise the junction or to

introduce vehicle activated signs;
• Any opportunity the schemes provided to improve signing at the junction was
welcomed;
• Whilst it was recognised that this is a difficult junction to negotiate, particularly
for HGVs, there was a general feeling amongst the Stakeholders that the
problem is not significant enough to warrant the junctions being altered;
• It was not considered that there is a major problem for pedestrians crossing
Sheep Street; and
• More people at the meeting favoured Option 1, but the merits of both
schemes were acknowledged and most people felt that both should be taken
forward for consideration at the public exhibition.
6.3.6 Based on the feedback received at the Stakeholder Workshop, Figures 6.1 and 6.2
highlight the schemes that were taken forward to the public exhibition in January
2004.
Final Report 60
Junction of Leysbourne/Church Street: Traffic management/pedestrian

improvement/signing improvement scheme
6.3.7 This junction is extremely wide and the current layout and signing encourages
unfamiliar drivers to the town to think it is two-way. Vehicles turning right from
Church Street into Leysbourne do not know where to position themselves at the
junction due to its width. The junction is also a pedestrian desire line (the chemist is
located on the junction with High Street). Due to the width of the junction and the
lack of flush dropped kerbs, this is not currently an attractive or fully accessible
crossing point. Signing is poor, both in terms of the positioning of the no-entry
signs and the direction signing for traffic turning left and right from the junction. It
is recognised that this road does form part of the designated lorry route through
Chipping Campden, and therefore any alterations to the junction layout need to take
this into account.
6.3.8 There have been no recorded injury accidents at the junction over the past six years
up to 31st December 2003.
6.3.9 The scheme developed sought to narrow the carriageway with the provision of built-
out kerbs and tactile paving on the existing pedestrian desire line across Church
Street. The scheme included a central island, to be designed using materials
acceptable to the environment, with over-run areas. An additional island was
proposed on Leysbourne, opposite the junction with Church Street. The scheme
would provide opportunities for better placement of no-entry signs, and general
direction signs currently located opposite the junction (to the rear of the footway)
could be moved to a more prominent location. The scheme would also include a
parking space outside the chemist for people with disabilities. The overall objectives
of the scheme were to:
• Improve pedestrian crossing facilities;

• Increase space for signs;
• Introduce a parking facility for people with disabilities; and
• Reduce the ambiguity for drivers at the junction.
6.3.10 This draft scheme was detailed at the Stakeholder Workshop, and the attendees
debated it. The key issues raised were as follows:
• There was general agreement that there was a need to improve the clarity and
siting of signing at this junction;
• There was a general concern that vehicles turning out of this junction cause a
danger to cyclists. Narrowing the junction would therefore slow vehicles and
provide better protection to cyclists travelling on the main carriageway;
Final Report 61
• There was a general objection to the proposed central island on Leysbourne,

since it would prevent drivers doing a u-turn in the mouth of this junction;
• Some consultees suggested that the current pedestrian route across the
junction was adequate and did not need to be improved;
• There was considerable discussion about whether anything at all was needed
for this junction;
• There was a suggestion that an alternative option could be to narrow the road
down to a single carriageway approach. This was rejected by others, who
suggested that this would cause unnecessary congestion; and
• It was agreed that the existing option be revised, removing the central island
proposed on Leysbourne. It was decided to add an additional option (without
a central island on Church Street) to be put forward to the public exhibition.
6.3.11 Figure 6.3 and 6.4 detail the revised schemes that were taken forward to the wider
consultation event in January 2004.
Approach Roads to Chipping Campden: Speed reduction schemes
6.3.12 At the initial consultation events, local people raised a concern about the speed of
traffic entering the town from the following directions:
• B4035 Station Road;

• B4035 Aston Road;
• B4081 Conduit Hill; and
• On the approach from Broad Campden.
6.3.13 Gateways create a ‘visual break’ to motorists reinforcing the speed limits and the fact
they are entering an area with different characteristics. They consist of surfacing
materials of different colour or texture, road markings, signs and vertical features.
These features may be constructed of timber, Cotswold stone or planting, but must
be visually strong to be effective as well as being in sympathy with the surrounding
environment. Gateways were therefore proposed for each of the entry points to the
town, highlighted during the Stage 1 consultations, that were considered to have a
speeding problem. The following paragraphs detail the main comments raised at the
Stakeholder Workshop regarding these proposed Gateways and the agreed schemes
to be taken forward to the next stage of consultation with the wider public.
6.3.14 The approach into Chipping Campden via Station Road was highlighted as a road
where speeding is a problem. The visibility and safety of the junction leading to the
employment site of the CCFRA was also highlighted as needing improvement.
There has been 1 slight injury accident on Station Road in the past six years, although
the accident was not speed related. The scheme proposed and put forward to the
Final Report 62
Stakeholder Workshop in October was for the introduction of a Gateway, including

a mini-roundabout, at the junction of Station Road with the B4035. The key issues
raised by Stakeholders were as follows:
• The whole length of this road is dangerous, particularly at the railway bridge
where speeding is perceived to be a key issue;
• It was requested that a 40mph speed limit be introduced from the railway
bridge up to the existing 30mph limit; and
• It was agreed that, other than the additional 40mph limit, the scheme be
presented to the public in January 2004.
6.3.15 Figure 6.5 details the scheme put forward at the Stakeholder Workshop and
subsequently presented at the public exhibition. It also represents a typical detail of
how a Gateway may be designed for other locations in the town.
6.3.16 There was a general discussion about the location of the other proposed Gateways.
There was a concern amongst the Stakeholders that any Gateway should be designed
in keeping with the town’s character. There were opposing views as to whether red
surfacing was a good idea or not, and some disagreement over the level of
intervention considered necessary to have a positive impact on driver behaviour.
However, it was agreed that the merits of these Gateways should be taken forward
and presented to the general public for consideration.
Junction of Calf Lane/Church Street: Traffic management scheme
6.3.17 Through various discussions with local people at the open surgery and initial
Stakeholder Workshop, it was highlighted that the listed wall on Church Street was
regularly being hit and damaged. Site observations confirmed this to be the case. A
scheme was presented at the second Stakeholder Workshop to introduce white lining
and ‘slow’ markings on the carriageway as a means of highlighting the bend and
seeking to ensure that larger vehicles position themselves better to negotiate the
bend.
6.3.18 There was general agreement at the workshop that this scheme should be taken
forward to the public exhibition. Figure 6.6 details the proposal subsequently
exhibited.
Calf Lane: Road safety/traffic management scheme
6.3.19 Calf Lane is a narrow road on a blind bend with a very narrow adjacent footway,
used as a route to school. It is considered by local residents to be an area of
potential conflict, due to perceived high vehicle speeds and vehicles mounting the
kerbs to pass each other. However, it should be noted that there have been no
reported injury accidents at this location over the past six years.
Final Report 63
6.3.20 Initial investigations included the consideration of a one-way system, which was
rejected as it had been proposed before and rejected by local residents. The potential
relocation of the footway behind the wall on to private land was also considered, but
rejected as being impractical in the short-term and also because it was felt that it may
increase a feeling of ‘pedestrian isolation’ and lead to security fears. The introduction
of vehicle activated signs to warn drivers of approaching traffic was also ruled out,
due to local people clearly stating that this type of measure would not be in keeping
with the environment and hence would not be supported.
6.3.21 Due to the character of Calf Lane and the fact that there have been no injury
accidents in the last six years, the scheme presented at the Stakeholder Workshop
sought to simply highlight the existing road layout by introducing ‘slow’ markings
and white edge lining to move vehicles away from the wall. This proposal was well
supported at the workshop and agreement was reached that this scheme, as detailed
in Figure 6.7, be presented for further comment at the public exhibition.
Back Ends (western section): Increased parking capacity
6.3.22 Back Ends is a lane between 4.0m and 5.0m wide, which links Aston Road to Lower
High Street via Westend Terrace. It is in a sensitive location as it fronts ancient
medieval agricultural land. Back Ends is currently a designated parking location for
coaches and visitors (particularly encouraging walkers using the Cotswold Way).
There are two lay-by parking areas present at either end on Back Ends. The west
parking area is approximately 71m long by 2.5m wide. It can accommodate two
coaches and six cars end to end and accommodates lay over space for HGVs. The
lay-by also contains space for recycling bins.
6.3.23 The consultation activities undertaken and various site visits highlighted the fact that
these spaces could be better designed to increase parking capacity and also be better
signed to ensure that they are fully utilised, particularly by people wanting to stop in
Chipping Campden for longer periods of time.
6.3.24 The proposal is therefore to widen the existing car parking into the verge by
approximately 1.0m and create echelon parking. This would create space for 18 cars
while retaining space for the recycling bins. Care would be needed not to encroach
on the existing highway ditch, and careful use of surfacing and kerb materials must
be considered in this sensitive area.
6.3.25 Attendees at the workshop were generally supportive of this proposal, although
concerns were raised that echelon parking may narrow the road too much. This
could cause conflicts with the parents dropping off and picking up children from the
school, and cause difficulties for buses and coaches travelling along the road. It was
confirmed that the echelon parking could be introduced while retaining a two-way
flow of traffic.
Final Report 64
6.3.26 It was recommended at the workshop that this scheme be presented at the public
exhibition. Figure 6.8 details the scheme presented.
Back Ends (eastern section): Increased parking capacity
6.3.27 The east car park lay-by is approximately 46m long by 2.5m wide and it can currently
accommodate eight cars end to end. In line with issues highlighted above, it was
proposed to extend the existing car park lay-by width by approximately 2.0m in order
to create 12 echelon car parking spaces. The proposal also included an additional
lay-by 36.0m long by 3.0m wide to accommodate two coaches end to end. It was
highlighted that care would be needed not to encroach on the existing highway ditch,
and careful use of surfacing and kerb materials should be considered in this sensitive
area.
6.3.28 Again, it was recommended that this scheme be taken forward to the public
exhibition as detailed in Figure 6.8.
High Street: East, West, and central accesses off the High Street
6.3.29 Following a number of site visits, it was noted that traffic and pedestrian movements
in this key area of the town is chaotic at times. Vehicles constantly park on the
existing double yellow lines at the western access, due to the narrow junction mouth
at the eastern access point, there is some confusion (for visitors) as to whether this
access is one or two-way. Visibility from the eastern junction turning on to High
Street is poor, and there have been a number of damage only accidents at the east
and west access points as well as a significant number at the central access point.
There have been two recorded pedestrian injury accidents in this area, which is a
focal point for pedestrian movements to and from the car park and the main shops
on the High Street.
6.3.30 At the Stakeholder Workshop a proposal was presented to improve the pedestrian
environment and better manage vehicle movements in this busy area. The key
element of the scheme was to make the route one-way in from either access, with the
only means of exiting being via the existing central access through the Town Square
(this would be one-way out). The primary reasons for this proposal are to simplify
traffic movements and reduce vehicular conflict, reduce the number of accidents,
improve traffic flow and maximise the number of parking spaces.
6.3.31 There was considerable discussion at the Stakeholder Workshop regarding this
proposal, and whether it should in fact be one-way in the opposite direction.
Attendees felt this proposal limited the options for finding a parking space, and the
Town Trust were concerned about the impact on their land. Attendees decided that
the existing two-way flow should be retained, and this proposal should therefore not
be taken any further forward. This scheme was deleted, and not taken to the public
exhibition for consideration.
Final Report 65
High Street: Pedestrian safety scheme and improved parking for the mobility
impaired
6.3.32 As detailed above and from discussions with local people at the initial consultation
events, it is clear that pedestrians are frequently seeking to cross between the Town
Square and the library, key local shops, bus and coach stops and the hotels/pubs in
this area of the town.
6.3.33 There are two disabled parking bays provided next to the bus and coach stop on the
High Street that do not meet current standards. The current mobility guidelines
issued by the Department for Transport suggest that on-street disabled bays should
be 2.6m to 3.3m wide by 6.6m long and accompanied by dropped kerbs and tactile
paving. The current road width in the High Street would not allow bays that meet
these standards.
6.3.34 At the Stakeholder Workshop a proposal was put forward to include two disabled
bays in the Town Square to the correct standard. This would enable people with
mobility problems to access the pedestrian walkway at the side of HSBC bank rather
than on to the highway. Pedestrian build-outs were also recommended on the High
Street, one opposite to HSBC and the other opposite the Town Hall at the eastern
end of the Town Square. The proposed scheme would:
• Give people with disabilities good access to the town centre with spaces
designed to the latest mobility guidelines; and
• Provide good visibility and more defined crossing facilities for pedestrians
crossing the High Street.
6.3.35 The proposed scheme was debated considerably at the workshop, and the following
expressed, representing the main views:
• Any changes to the Town Square will need to be discussed and agreed with the
Town Trust (comments were made that they should have been informed
before the proposals were tabled at the workshop);
• The Town Trust pointed out that at times the Town Square is closed for
events, which would mean the loss of the proposed disabled parking spaces;
• There was concern that the proposed disabled parking spaces would be on a
gradient and this would not be desirable (it was confirmed that the gradient
had been assessed and the location fell within the design guidelines for such
facilities);
• There was a concern that the pedestrian build-outs would take away a valuable
parking space in the core area;
Final Report 66
• There was a general feeling that pedestrians do not need a defined area to cross
and they simply cross as and when they can along the length of the core part of
High Street;
• Build-outs would not be in keeping with the historical character of the street;
and
• Some were keen to see the pedestrian improvement opposite HSBC, but there
was a majority view that the pedestrian facility opposite the Town Hall was not
required.
6.3.36 It was agreed the scheme to be taken forward and presented to the public exhibition
would include a pedestrian crossing point opposite HSBC bank and two disabled
parking spaces in the Town Square, as detailed in Figure 6.9.
High Street: Bus improvement scheme
6.3.37 As a means of improving waiting facilities for public transport users and providing
more space for pedestrians on the footway, a further proposal was presented at the
Stakeholder Workshop to introduce a bus boarder at the existing bus stop on the
High Street. The view of attendees at the Stakeholder Workshop was that this would
simply cause more congestion in the High Street. With some buses and coaches
stopping for a short layover period, this would further add to the potential problem
of traffic being held up.
6.3.38 It was agreed that this scheme should be deleted.
Parking Strategy: Proposals for the short-term
6.3.39 As detailed in Chapter 5 of this report, the results of the parking surveys undertaken
in July 2003 provided the background for the development of the parking proposals,
along with comments expressed through the various consultation activities and
reviews of past surveys and correspondence.
6.3.40 The car parking survey in July 2003 demonstrated that the most popular parking area
is the Town Square and the High Street, and there are only a few spaces available at
any one time for most of the day (between 10 and 20 on average, although spaces are
at a premium at lunchtimes). 82% of vehicles on average park for two hours or less.
There is currently a two hour limited waiting period in the Town Square but there are
no limits on time for the High Street. This results in a minority of long-stay users
occupying spaces adjacent to the shops that would be better served by local short-
stay users.
6.3.41 The following key aims for parking in the short-term were presented to attendees at
the Stakeholder Workshop:
Final Report 67
• On-street parking should not be removed, but designed to ensure maximum

numbers of spaces are provided;
• Any measures should seek to encourage greater turnover of short-stay parking
in the central area, where people want to access key goods and services; and
• Longer-stay parking should be positively encouraged through clearer signing to
the outer areas of the town (scheme proposals for parking improvements on
Back Ends forms the key element of this).
6.3.42 The proposals put forward to the Stakeholder Workshop were to:
• Expand the existing limited waiting system to cover part of the High Street;
• Re-design the existing parking layout and associated signing for Back Ends (as
detailed earlier in this Chapter);
• Review the existing disabled parking spaces (as discussed previously in this
Chapter);
• Ensure the use of the school car park at weekends and during the school
holidays is well publicised/signed; and
• Provide clear and defined areas for long and short-stay visitors as part of the
proposed signing strategy for the town.
6.3.43 As stated above, one of the proposals presented was to introduce a two-hour limited
waiting area on the south side of the High Street between Sheep Street and the Town
Hall. The aim of this scheme would be to maintain the economic viability of these
shops by encouraging a greater utilisation of these most popular spaces. The various
consultation exercises highlighted the fact that employers and employees of these
shops currently park outside all day. Consideration was given to extending this zone
further to include the back access road off the Town Square, but there was a concern
that this would affect the number of residents seeking to park outside their
properties fronting the High Street. This scheme was supported at the Stakeholder
Workshop. There was debate as to whether the time limit should be reduced to an
hour, or even 30 minutes waiting. Since the majority of people park for two hours or
less however, it was felt that this time limit would be self enforcing and so less open
to abuse. The current enforcement of restrictions is through Police Traffic Wardens,
who do not have a high profile in the town, so it was initially agreed that two hours
would be more manageable without requiring the presence of a warden. It was
therefore agreed that this proposal be carried forward to the public exhibition for
further comment.
6.3.44 It became apparent during the course of the workshop that not everyone had been
aware that the school car park was available for use throughout the year at weekends,
as well as during the school holidays. Indeed, this was only made apparent to the
Study team shortly before the workshop. It was therefore recommended that the
Final Report 68
existing signing to this car park be enhanced, and it be made clearer that this was a
recognised longer-stay parking area. This would then be utilised by visitors and
employers/employees who otherwise may utilise the spaces outside the shops
intended for customers. (It should be noted that the facility is only available due to
the good will of the School Governors).
6.3.45 One of the core elements of the parking strategy is to improve signing, setting out
clear directions to short and long-stay parking areas of the town (particularly for
visitors and Cotswold Way walkers, who may wish to stay for longer periods of
time). The attendees at the Stakeholder Workshop supported this and so it was
recommended that it be taken forward as part of the overall signing strategy for the
town, as detailed in the following paragraph.
Signing Strategy: Principles to be adopted
6.3.46 Good traffic signing in and around Chipping Campden is pivotal to the success of
this Study. In some cases the existing signing is varied in quality, is ambiguous,
unclear and not in keeping with the town environment. Good sign design will
reduce the number of required posts and signs and thus will be more sympathetic to
the historical area. This can be achieved by using existing posts/street lighting
columns, combining sign types, using sensitive colour schemes and symbols for long-
stay parking, short-stay car parking, coach parking, lorry routes and tourism
locations.
6.3.47 It was recommended at the Stakeholder Workshop that a complete review of all
local, advanced and information signs be carried out in conjunction with parking and
Gateway implementation. It is important that clearly identified sign locations and
destinations are confirmed before the start of each sign design. Signs should be
designed so they are sympathetic to a conservation area and reduce clutter. This
proposal received overwhelming support at the workshop, with recognition that
existing signing could be greatly improved both to improve traffic routeing and to be
more in keeping with the townscape.
Cycle Parking
6.3.48 As part of the requirement to ensure that the Study meets the objectives set out in
the Market Towns Strategy, an initial review was undertaken to assess the needs of
cyclists in the town and, more specifically, improvements that could be made to
encourage more cycle use. There are at present two bollards with loops for attaching
cycles. The style and location of the bollards mean that they are not easily seen or
understood as cycle parking, so they are infrequently used as a result.
6.3.49 The issue of cycling was not raised as being of particular concern to local people
through the first round of consultation, and there was no suggestion that improved
facilities were required or would in fact be welcomed. No mention was made about
Final Report 69
cycle parking at the Stakeholder Workshop and attendees did not raise it. However,
in view of the need to ensure that this important mode of transport had been
discussed as widely as possible, the questionnaire circulated to all residents and
businesses asked whether there was a need for cycle parking provision in the town to
be improved.
6.4 Section 3: The final list of schemes put forward to wider public consultation.
6.4.1 The full list of schemes presented to the public consultation in January 2004 are
detailed in Tables 6.1 and 6.2, and presented on Figures 6.10 and 6.11. The main
schemes are also detailed in Figures 6.1 – 6.9.
Table 6.1: List of schemes taken forward to the Public Consultation January 2004
Ref No. Scheme

1 Gateway to slow traffic on Station Road (B4035)
(including a 40mph limit from railway bridge to existing 30mph limit and mini
roundabout)
2 Gateway to slow traffic on Aston Road (B4035)
3 Gateway to slow traffic on Conduit Hill (B4081)
4 Gateway to slow traffic from Broad Campden
5.1 Improve the Sheep Street / High Street junction layout
(changed priority)
5.2 Improve the Sheep Street / High Street junction layout
(bring give-way line forward on Sheep Street)
6.1 Improve Leysbourne / Church Street junction layout
(pedestrian and signing improvements)
6.2 Improve Leysbourne / Church Street junction layout
(central island on Church Street and pedestrian and signing improvements)
7 Improve pedestrian crossing facilities on High Street by HSBC
(includes a build-out on the south side of the High Street and improved drop
kerbs and tactile paving on the north side)
8 Introduce ‘Slow’ markings and white lining on Church Street, to move
vehicles away from the listed wall to prevent damage
9 Introduce road markings to reinforce the need to drive with caution on the
narrow section of Calf Lane
10 Create additional parking in the existing lay-by on the eastern section of Back
Ends, by providing parking at an angle (retain two spaces for coaches)
11 Create additional parking in the existing lay-by on the western section of
Back Ends, by providing parking at an angle (retain two spaces for coaches)
12 Improve signing in the town by using symbols to reduce the size of signs,
clarifying destinations and improving sighting of signs
13 Put in new cycle stands in the town centre
Final Report 70
Table 6.2: List of parking schemes taken forward to the Public Consultation January 2004
Ref No. Scheme

A Introduce a 2-hour waiting limit on the south side of the High Street (the
same as in the Town Square)
B Introduce signing to clearly indicate ‘long-stay’ as opposed to ‘short-stay’
parking areas in the town
C Provide additional parking facilities for disabled people in the town
D Leave the existing parking as it is
Final Report 71
Final Report 72
N
CJ-2380-000 CHIPPING CAMPDEN TRANSPORT STUDY

Scheme Proposals for Chipping Campden
Halcrow Figure 6.10
N
CJ-2380-000 CHIPPING CAMPDEN TRANSPORT STUDY
Parking Proposals for Chipping Campden
Halcrow Figure 6.11

7 Questionnaire Analysis and Scheme

Recommendations
7.1 Introduction
7.1.1 This Chapter details the outcome of the wider public consultation exercise
undertaken in January 2004, the methodology of which was set out in Chapter 3 of
this report. The aim of the public consultation exercise was to provide all residents
and businesses in Chipping Campden and the surrounding settlements with the
opportunity to comment on the schemes proposed, in order to finalise the schemes
to be taken forward as the final recommendations for this Study. The schemes
presented were as detailed in Tables 6.1 and 6.2 in Chapter 6.
7.1.2 A detailed description is provided on the main feedback received from written
responses on the questionnaires and through discussions with people at the
exhibition events. Based on all the feedback received, recommendations are then
provided on whether the scheme should be taken forward. These recommendations
are based on:
• The results from the questionnaire analysis and discussions from the
exhibitions;
• Feedback from the various consultation events held throughout the period of
the Study, including correspondence;
• Consideration of injury accidents;
• Consideration of the Chipping Campden Vision and Objectives;
• Consideration of the County Council’s LTP objectives and those set out in the
Market Towns Strategy;
• Consideration of the Structure and Local Plan policies;
• The technical feasibility work undertaken by Halcrow; and
• Discussions with Town, District and County Council representatives.
7.2 Background
7.2.1 The consultation consisted of a leaflet and questionnaire, and an exhibition to view
the proposals and discuss them with officers from the County Council and Halcrow.
The questionnaire asked respondents to indicate whether they agreed with the
proposed package of measures and, where appropriate, express a view as to their
preference for a particular scheme. It also provided an opportunity for more general
comments. A sample of the leaflet/questionnaire is reproduced in the Appendices to
this report.
Final Report 73
7.2.2 Information panels, replicating the consultation leaflet/questionnaire, were displayed

at each exhibition. These provided a basis for discussion by enabling people to refer
to the plans and other information. Representatives from the County Council and
Halcrow staffed the exhibition on each occasion. Over 150 people visited the
exhibition during these sessions, and staff discussed and noted the comments made.
A summary of those comments is provided later in this Chapter.
7.2.3 Of the 3330 questionnaires distributed, 287 completed forms (including email
responses) were returned to the County Council, representing a response rate of
around 8.6%. This response rate is considered to be around average for a postal
questionnaire of this nature. Many of the responses included detailed written
comments (some a number of pages in length). These written comments are a
valuable source of information and have been analysed in depth. A number of letters
were also received, detailing responses to the scheme proposals. These have been
analysed and included in the overall analysis.
7.2.4 The questionnaire listed a series of schemes and asked respondents whether they
agreed, disagreed, or had no view about each. The reverse side of the questionnaire
was left blank, to enable people to write additional comments.
7.3 Overview of Responses, Chipping Campden

7.3.1 Table 7.1 details the results of how people responded to the various scheme
proposals in the questionnaire. It should be noted that not all of the questionnaires
returned included responses to every question. It is assumed that those people who
chose not to answer these questions did not have strong feelings either way on the
merits of the scheme, or maybe felt they were not well placed to comment (perhaps
because they lived in a nearby settlement rather than in Chipping Campden itself.
Many of the respondents also chose not to answer the tick box questions and made
more specific points in their written comments instead. These have been analysed
and taken on board accordingly.
7.3.2 It is possible to rank/prioritise the suggestions in two ways using this analysis, as
follows:
• Based on the percentage of respondents who stated that they agreed with each
suggestion; and
• Based on the ‘net’ level of agreement stated for each suggestion (the number of
respondents who agreed minus the number of respondents who disagreed).
7.3.3 Table 7.2 presents the suggestions for Chipping Campden in rank order, according to
the number of respondents who stated that they ‘agreed’ with a proposal.
Final Report 74
Table 7.1: Questionnaire Analysis, Chipping Campden ‘tick box’ questions
Ref No. Suggestion Total no of Response Agree Not sure Disagree Agree less
responses Rate out of disagree
287
% No. % No. % No. % No. %
1 Gateway feature on Station Road 270 94% 162 60% 25 9% 83 31% 79 28%
2 Gateway feature from Aston Road 279 97% 167 60% 23 8% 89 32% 78 27%
3 Gateway feature from Conduit Hill 280 98% 158 56% 27 10% 95 34% 63 22%
4 Gateway feature from Broad Campden 279 97% 136 49% 30 11% 113 41% 23 8%
5 (Option 1) Improve Sheep St/High St junction layout (option 1) 264 92% 135 51% 27 10% 102 39% 33 11%
5 (Option 2) Improve Sheep St/High St junction layout (option 2) 247 86% 93 38% 38 15% 116 47% -23 -8%
6 (Option 1) Improve the Leysbourne/Church St junction layout (option 1) 251 87% 75 30% 42 17% 134 53% -59 -21%
6 (Option 2) Improve the Leysbourne/Church St junction layout (option 2) 255 89% 108 42% 30 12% 117 46% -9 -3%
7 Improve crossing facilities on High St near HSBC 274 95% 162 59% 46 17% 66 24% 96 33%
8 Introduce 'slow' markings and white lining on Church St 264 92% 166 63% 55 21% 43 16% 123 43%
9 Road markings on narrow stretch of Calf Lane 272 95% 204 75% 28 10% 40 15% 164 57%
10 Additional car parking on eastern section of Back Ends 274 95% 223 81% 23 8% 28 10% 195 68%
11 Additional car parking on western section of Back Ends 271 94% 215 79% 29 11% 27 10% 188 66%
12 Improve signing in the town 268 93% 202 75% 44 16% 22 8% 180 63%
13 New cycle stands in the town centre 267 93% 134 50% 66 25% 67 25% 67 23%
Parking A Introduce a 2hr waiting limit in the High Street 272 95% 186 68% 30 11% 56 21% 130 45%
Parking B Introduce signing to indicate 'long-stay' parking 267 93% 184 69% 39 15% 44 16% 140 49%
Parking C Additional disabled parking facilities 269 94% 127 47% 81 30% 61 23% 66 23%
Parking D Leave the existing parking as it is 238 83% 55 23% 33 14% 150 63% -95 -33%
Final Report 75
Table 7.2 – Suggestions for Chipping Campden in rank order based on number agreed
Rank Ref No. Suggestion Agree

No. %
1 10 Additional car parking on eastern section of Back Ends 223 81%

2 11 Additional car parking on western section of Back Ends 215 79%
=3 9 Road markings on narrow stretch of Calf Lane 204 75%
=3 12 Improve signing in the town 202 75%
=5 Parking B Introduce signing to indicate 'long-stay' parking 184 69%
=5 2 Gateway feature from Aston Road 167 69%
7 Parking A Introduce a 2hr waiting limit in the High Street 186 68%
8 8 Introduce 'slow' markings and white lining on Church St 166 63%
9 1 Gateway feature on Station Road 162 60%
10 7 Improve crossing facilities on High St near HSBC 162 59%
11 3 Gateway feature from Conduit Hill 158 56%
12 5 (Option 1) Improve Sheep St/High St junction layout (option 1) 135 51%
13 13 New cycle stands in the town centre 134 50%
14 4 Gateway feature from Broad Campden 136 49%
15 Parking C Additional disabled parking facilities 127 47%
16 6 (Option 2) Improve the Leysbourne/Church St junction layout 108 42%
(Option 2)
18 6 (Option 1) Improve the Leysbourne/Church St junction layout 75 30%
(Option 1)
19 Parking D Leave the existing parking as it is 55 23%
7.3.4 As detailed in Table 7.2, ranking the schemes based on the number who agreed with
the scheme provides a clear indication of the most favoured and least favoured
schemes to be included in the final strategy. Table 7.3 presents the results in a
different format, ranking the suggestions for Chipping Campden in terms of the ‘net’
level of agreement. This represents the number of people who agreed with each
suggestion, minus the number of people in disagreement. It is considered more
representative to base the level of agreement on schemes utilising the second
approach for the purposes of this report. This approach usefully provides a balanced
view between those who did and did not agree with the scheme proposals.
7.3.5 It is encouraging to note that the schemes receiving most positive feedback are the
same schemes that received most support through the various consultation exercises.
It has been surprising how little support has been given to the implementation of
Gateways however, as speeding was raised as a particular issue during the various
consultation exercises and indeed seemed to be supported through talking to various
people at the exhibitions.
Final Report 76
Table 7.3 – Suggestions for Chipping Campden in rank order based on ‘net’ agreement
Rank Ref No. Suggestion Agree less

disagree
No. %
1 10 Additional car parking on eastern section of Back Ends 195 68%

2 11 Additional car parking on western section of Back Ends 188 66%
3 12 Improve signing in the town 180 63%
4 9 Road markings on narrow stretch of Calf Lane 164 57%
5 Parking B Introduce signing to indicate 'long-stay' parking 140 49%
6 Parking A Introduce a 2hr waiting limit in the High Street 130 45%
7 8 Introduce 'slow' markings and white lining on Church St 123 43%
8 7 Improve crossing facilities on High St near HSBC 96 33%
9 1 Gateway feature on Station Road 79 28%
10 2 Gateway feature from Aston Road 78 27%
11 13 New cycle stands in the town centre 67 23%
=11 Parking C Additional disabled parking facilities 66 23%
13 3 Gateway feature from Conduit Hill 63 22%
15 4 Gateway feature from Broad Campden 23 8%
16 6 (Option 2) Improve the Leysbourne/Church St junction layout -9 -3%
(option 2)
17 5 (Option 2) Improve Sheep St/High St junction layout (option 2) -23 -8%
18 6 (Option 1) Improve the Leysbourne/Church St junction layout -59 -21%
(option 1)
19 Parking D Leave the existing parking as it is -95 -33%
7.4 Detailed analysis of Responses, Chipping Campden

7.4.1 This section provides a detailed analysis of the responses relating to suggested
schemes in Chipping Campden. It considers the quantitative data gathered from the
analysis of responses to the tick box questions as well as the qualitative data gathered
from the written comments and the views expressed at the public exhibition.
Comments and responses are considered on a scheme-by-scheme basis.
Scheme 1: Gateway Station Road approach to Chipping Campden (B4035)
7.4.2 60% of respondents agreed with the suggestion to create a Gateway on the B4035, a
mini roundabout at the junction with Station Road and a new 40mph limit from the
railway bridge to the existing 30mph boundary. 31% disagreed with this suggestion,
giving an overall ‘net’ agreement of 28%.
Final Report 77
Scheme 2: Gateway feature on the approach from Aston Road (B4035)
7.4.3 60% of respondents agreed with the suggestion to create a Gateway on this approach
to the town. 32% disagreed with this suggestion, giving an overall ‘net’ agreement of
27%. There were a considerable number of comments expressed about the speed of
traffic on this road at the exhibition, including the need for repeater signs to confirm
to people that they are still in a 30mph zone.
Scheme 3: Gateway feature on the approach from Conduit Hill (B4081)
22%.
Scheme 4: Gateway feature on the approach from Broad Campden
only 8%.
7.4.6 Generally, people were either in support of all the Gateways or did not want any.
The main reason people supported them was due to perceptions of speed on entry to
the town, which came out during previous consultations. The main reason people
disagreed with the proposal was due to concerns that Gateways of any type will
urbanise the town and so not be in keeping with the historic nature of Chipping
Campden. Typical written responses included “these schemes do not enhance or preserve the
conservation area,” “The proposal to put gates along the approach roads to the town for whatever
reasons are totally out of keeping, they are very expensive, would be unsightly and urban and
therefore unacceptable in an Historic Market Town.” (Chamber of Trade). There was also
some scepticism that Gateways would have any impact in reducing speeds, and
others suggested that there is simply not a problem and therefore no measures are
required. “We agree that there is a case for the measures proposed on the approach from Shipston.
In our view, however, Gateways would achieve little and look artificial and unsightly on approaches
directly into the historic settlement” (The Campden Society).
7.4.7 There was a request from two individuals that the approach to Chipping Campden
via Dyers Lane should receive a Gateway. Concerns were expressed at the public
exhibition that the narrow 60mph road is unsafe for the many pedestrians and horse
riders utilising the road. As this approach was not mentioned at all in previous
consultation work, there have been no recorded injury accidents and there has been a
very low level of support for these measures on roads where speeding was identified
as a real issue, it is not considered appropriate to take this proposal forward.
7.4.8 Recommendation: Concerns about speeding on the route from Shipston on Station
Road were raised consistently through various consultation exercises. Whilst there
Final Report 78
was only a 49% agreement that this Gateway should be implemented, it is

recommended that it be trialled. This scheme should be designed in full consultation
with The Campden Society and Town Council, to alleviate fears the scheme would
detract from the historic character of the town. If the scheme proves to be effective
and welcomed by local people, other Gateways could be considered in future years as
part of the County Council’s priority assessment process.
Scheme 5: Improve the Sheep Street/High Street Junction (Option 1: changed

junction priority and associated pedestrian and signing improvements)
7.4.9 51% of respondents agreed with the proposal to alter the junction, giving priority to
traffic on Sheep Street over traffic travelling between High Street and Lower Street.
39% disagreed with this suggestion, giving an overall ‘net’ agreement of only 11%.
7.4.10 The main issues raised through discussions at the public exhibition were that most
people felt while the junction is difficult to negotiate, it works. People do slow down
and negotiate the junction with caution. A typical written comment that sums up a
general feeling amongst respondents was that “Sheep Street Corner/Junction is obviously a
difficult corner but one causing inconvenience rather than danger.” There was a concern that, if
Sheep Street traffic had priority, it would speed up and cause more conflict with
traffic turning from High Street into Sheep Street. There was also a concern that
pedestrians would be worse off trying to cross Sheep Street as traffic would not have
to stop at the junction. Other people thought the scheme was a good idea and
would provide a benefit in slowing traffic travelling straight on between High Street
and Lower High Street. However, those that did support the proposal did not
necessarily see it as a top priority for the town.
7.4.11 Another important issue raised by respondents was that restricting lorries (except for
access) and the order to control the direction of coaches (only those with a special
permit can access via Sheep Street) have ensured fewer problems at this junction
over the past year or so. One local resident wrote “the proposed change will encourage
coaches to leave Campden by Sheep Street and require further signage to stop them.”
Scheme 5: Improve the Sheep Street/High Street Junction (Option 2: Moving

the advanced stop line forward on Sheep Street and associated pedestrian and
signing improvements)
7.4.12 38% of respondents agreed with the proposal to alter the junction by moving the
existing stop line forward on Sheep Street, to improve visibility and help pedestrians
cross the road. 47% disagreed with this suggestion, giving an overall ‘net’ agreement
of -8%.
7.4.13 One of the main concerns raised at the public exhibition, and again documented on
the returned questionnaires, was that the pavement widening on Lower High Street
(outside the Robert Welch Design shop) for both schemes would narrow the road
Final Report 79
and cause more congestion on this section. There was also a particular concern
raised that the numerous deliveries to the shop, which currently take place on the
double yellow lines where the pavement would be widened, would not be possible.
In terms of the proposed pedestrian improvements across Lower High Street, the
general reaction was that it was not a necessity and people can quite easily cross the
road if they wish. A general feeling amongst many of the respondents which was
conveyed during discussions at the public exhibition and recorded on the
questionnaires was, as quoted by one local resident, “I can see no justification to spend
more money here…”
7.4.14 Recommendation: Neither scheme option to be progressed due to lack of support.

(With only 1 slight injury accident at the junction in the last six years, there is not a
significant accident problem to solve and, with the need to preserve the existing
heritage of the town, there is no justification to take the scheme any further).
Scheme 6: Improve the Leysbourne/Church Street junction (Option 1:

Improved pedestrian crossing point, clearer and better positioned signing and
realignment of the carriageway)
7.4.15 Only 30% of respondents agreed with this proposal with 53% in disagreement,
giving an overall ‘net’ agreement of -21%. The main reasons respondents gave for
disagreeing with this proposal were that the junction operates perfectly well at
present, it is not difficult for pedestrians to cross the road, and the scheme will
simply ‘urbanise’ the area. There was however a general recognition that the junction
layout does cause uncertainty for visitors to the town and the signing could (and
should) be better positioned.
Scheme 6: Improve the Leysbourne/Church Street junction (Option 2:

improved pedestrian crossing point, clearer and better positioned signing and
realignment of the carriageway with a central island)
7.4.16 42% of respondents agreed with this proposal and 46% disagreed, giving an overall
level of ‘net’ agreement of -3%. Similar reasons were given for why people disagreed
with this proposal. These were predominantly because they felt the junction worked
perfectly well and did not need alteration. There was a mixed response for the need
to improve the pedestrian crossing facility across Church Street, but many said that
“the built out kerbs for pedestrians do appear to be an improvement.” More specific feedback
related to a concern over the proposed central island, which many felt would detract
from the character of the street. There was also a concern that this would cause a
potential problem during the Scuttlebrook Fair, when the junction is closed off and
used for various activities.
7.4.17 There was a general concern that parking spaces outside the chemist would be lost if
either scheme were to be implemented. This is not the case, and it was explained at
the public exhibition. However, it is probable that a number of respondents who did
Final Report 80
not attend the public exhibition disagreed with the schemes because they assumed
there would be a loss in parking spaces. This was summed up by the Chamber of
Trade, who wrote “It would appear that any laying of sets or whatever will reduce the number of
existing echelon parking spaces and narrow the road/junction and is therefore without benefit”
(Chamber of Trade).
7.4.18 In summing up all the comments expressed with regards to the introduction of either
option for this junction, the following quote is useful: “…the traffic problems are only
tiresome and not actually dangerous. Bearing in mind also the importance of not urbanising and
spoiling the scene at either location, why spend on change?” (The Campden Society).
7.4.19 Recommendation: Neither scheme option to be progressed, due to lack of support,

no accidents, and the need to preserve the existing heritage of the town. It is,
however, recommended that, as part of the overall signing strategy for the town, the
existing ‘no entry’ signs be enhanced through better positioning, HGV routeing be
addressed through clearer signing and the potential road markings to direct HGVs
right, from Church Street on to Leysbourne, be introduced. The primary aim will be
to reduce street clutter around this junction and ensure the signing there is clear and
minimal.
Scheme 7: Improve crossing facilities on High Street near HSBC
7.4.20 59% of respondents agreed with the proposal to widen the pavement opposite
HSBC bank, so people would find it easier to cross the road by not having to weave
between and see around parked vehicles. 24% disagreed with this suggestion, giving
an overall ‘net’ agreement of 33%. Those respondents who were in general
agreement of the proposal understood that finding a suitable location to cross is
difficult for some people, particularly those with a pram or using a wheelchair (it was
acknowledged that vehicles do park across drop kerbs). The main reason people
disagreed with the proposal centred on the fact they want to and do cross at various
locations along the High Street, so this crossing would not be utilised. There was
also a concern that a build-out on the south side of the High Street would alter the
character of this historic street.
7.4.21 Recommendations: It is important to ensure that appropriate routes are provided

for pedestrians of all abilities in built-up areas. Site observations have concluded that
access is poor for people with both mobility and sensory difficulties. There is no
tactile paving, no controlled crossing facilities and a lack of dropped kerbs. There
are places where dropped kerbs exist on one side of the road but not on the other.
Other barriers have been noted, including steps and staggered cycle-type barriers that
do not accord with the recommended design standards for wheelchairs/double-
buggies. Whilst considering this issue we have spoken to people within the town
who were using wheelchairs. The key issues raised were as follows:
• Lack of dropped crossings;
Final Report 81
• Lack of ability to cross between the parked cars;

• Having to take long detours around the town, due to barriers;
• Existing disabled parking spaces not being adequate/to standard and so not
able to be used properly; and
• Lack of access to many of the shops, due to steps up to or down to them.
7.4.22 Since 1999, service providers have had to take reasonable steps to change practices,
policies and procedures that make it impossible or unreasonably difficult for disabled
people to use a service. Physical features may have to be altered to meet the Act
from October 2004. Site observations in Chipping Campden suggest there is
potentially a considerable need to address access issues in the pedestrian
environment as well as in the provision of adequate disabled parking facilities.
7.4.23 It is therefore recommended that, whilst recognising the need to preserve the historic
streetscape, some pedestrian access improvements should be undertaken in the town.
Indeed, this is in line with policy from national to local level, and is a key objective
within the Market Towns Strategy. It is proposed that the build-out be deleted from
the scheme, but drop kerbs and tactile paving be introduced both sides of the High
Street by HSBC in accordance with the Historic Towns Guidance Notes. Permission
would also be sought from the Town Trust to improve the surface quality of the
footway next to HSBC.
Scheme 8: Introduce ‘Slow’ markings and white lining on Church Street
7.4.24 63% of respondents agreed with the proposal to introduce road markings to move
vehicles away from the listed wall, which is regularly being damaged. 16% disagreed
with this suggestion, giving an overall ‘net’ agreement of 43%.
7.4.25 Recommendation: Scheme to be progressed. Lining to be in accordance with

guidance for conservation areas as part of the detailed design stage.
Scheme 9: Introduce road markings to reinforce the need to drive with caution
on the narrow section of Calf Lane
7.4.26 75% of respondents agreed with the proposal and 15% disagreed with this
suggestion, giving an overall level of ‘net’ agreement of 57%.
7.4.27 Recommendation: Scheme to be progressed. Lining to be in accordance with

guidance for conservation areas as part of the detailed design stage.
Final Report 82
Scheme 10: Create additional car parking in the eastern end of Back Ends
(retaining two spaces for coaches)
7.4.28 81% of respondents agreed with the proposal to introduce echelon parking on Back
Ends, so increasing the number of parking spaces available. 10% disagreed with this
suggestion, giving an overall ‘net’ agreement of 68% - making it the most popular
scheme proposal put forward. However, whilst there was a very clear positive
response to this scheme, the views of The Campden Society differ and they are very
concerned with the potential implementation of this scheme. It is important that
these views are recorded and considered before taking this scheme forward. The
views of The Campden Society are reproduced as follows:
7.4.29 “We dislike the proposal for chevron parking in the existing bay and strongly oppose the creation of
another lay by which is made the worse because it is intended for coaches. The reasons are as follows:
• Back Ends is one of the few surviving lanes anywhere along the back of ancient burgages still
giving onto the fields that were farmed from them in the Middle Ages. This is most evident at
the high point of the lane where the best views are up The Hoo. That scene should not be
sacrificed simply to stave off the development (or partial development) of a car park in an area
already earmarked for that purpose and capable of screening by planting.
• The wide verge is attractively banked in this area and contains the flood drain off The Hoo.
Quite apart from defacing the area, even when not occupied by coaches, a wide lay-by here
could impinge on the drainage ditch as well as adding to the surface water drainage problems
on the lane” (The Campden Society).
7.4.30 Recommendation: This scheme, including two coach spaces, should be taken
forward, due to the overwhelming level of support. The scheme will need to be co-
ordinated with improved signing in the town, specifically directing long-stay and
coach drivers to this location. However, in view of the concerns of The Campden
Society, it is important that they are fully consulted along with the Town Council and
other local residents as part of the detailed design stage. The historical importance of
this area is recognised and, as such, the detailed design needs to take this fact on
board. Materials used will therefore be an extremely important consideration (the
use of low granite set kerbing and local surfacing materials, for example). Drainage
will also be a very important consideration.
Scheme 11: Create additional car parking in the western end of Back Ends
(retaining two spaces for coaches)
7.4.31 79% of respondents agreed with the proposal to introduce echelon parking on Back
Ends, thus increasing the number of parking spaces available. 10% disagreed with
this suggestion, giving an overall ‘net’ agreement of 66% ranking it in second place in
terms of overall scheme support. It should be noted that, as above, The Campden
Society are not in favour of this scheme. They have stated that “We believe that the
Final Report 83
introduction of chevron parking in the existing bay at the west end of Back Ends, by the bottle bank
area and where children are delivered to and collected from school, would be unwise if not actually
irresponsible” (The Campden Society).
7.4.32 A key issue, concerning taking both these schemes forward on Back Ends, that came
out from discussions with people at the exhibition and was reiterated on the returned
questionnaires, is that the provision of 4 coach parking spaces would be excessive.
There was a consensus of opinion that only two spaces would be required, and these
should be located on the eastern end of Back Ends so reserving the western end for
car parking only. This should be taken on board if these proposals are taken forward
to detailed design and implementation.
7.4.33 Recommendation: This scheme, which will be for motor vehicles only (i.e. no
coaches), should be taken forward due to the overwhelming level of support. The
scheme will need to be co-ordinated with improved signing in the town, specifically
directing long-stay drivers to this location. The detailed design considerations and
consultation requirements for the eastern end of Back Ends also apply to the
progression of this scheme.
Scheme 12: Improving Signing in the Town
7.4.34 75% of respondents agreed with the proposal to improve signing in the town,
including consideration of how existing signs could be rationalised, simplified and
better positioned. 8% disagreed with this suggestion, giving an overall ‘net’
agreement of 63%, thus putting this proposal in third place in terms of overall level
of support. There was a consensus on reviewing the signing on the approaches to
Chipping Campden (tourist traffic on the A44 should not be directed via Sheep
Street, for example). The overwhelming level of support for this proposal can be
summed up in the following quotes received from written responses:
• “Remove all unnecessary signs around Campden.”;

• “Campden needs less clutter not more.”;
• “At this present time the Study money would be especially well spent on new signing in and
around the town…” (Chamber of Trade);
• “There is plenty of scope for the improvement of traffic signing. We welcome this in concept
and hope that there will be full consultation with the Town Council and this Society at the
final design and positioning stage” (The Campden Society); and
• “Good signing will prevent most of the HGVs travelling into the centre of town by
mistake….”.
7.4.35 Recommendation: This scheme should be progressed due to the overwhelming
support throughout the whole Study. A key observation from the site surveys was
the lack of clear and consistent signing from the approach roads into the town and
then within the town itself. Signing needs to direct people to parking areas making it
Final Report 84
clear where the preferred long-stay parking areas are and where parking is provided
for the Cotswold Way. Signing also needs to be more clear to the preferred coach
waiting area in the eastern end of Back Ends and for lorry routeing through the
town. There also needs to be a rationalisation of the existing signing, removing
redundant signs to reduce the street clutter. The following provides the principles to
be applied in progressing this proposal to the detailed design stage.
7.4.36 A complete reappraisal of all advanced, local and information signs should be carried
out to meet the following objectives:
• A reduction in the size and number of posts required to mount signs;

• Consistent design, colour and style throughout the town, in keeping with
the heritage of the town;
• Consideration given to the use of symbols, to reduce the size of signs and
improve clarity for foreign visitors;
• Clearer HGV signing throughout the town;
• Signing on the main approach roads to reroute through traffic;
• Guiding tourists into the town via the most appropriate route to lead them
to the defined long-stay parking areas; and
• Guiding buses and coaches through the town to the designated parking area
on Back Ends.
7.4.37 It is recommended that, whether Gateways are introduced in the town or not, signing
is introduced at the town boundaries detailing the symbols to follow within the town
(for example, follow the brown ‘P’ sign for long-stay parking areas and follow the
‘Cotswold’ symbol for walkers wanting to leave their car). A symbol could also be
used for HGV routeing through the town. The sign face design and associated posts
should be in accordance with the Traffic Signs and General Directions Manual and
based upon the advice contained in ‘Conservation Area Management – A Practical
Guide’ published by the English Historical Forum.
7.4.38 It should be noted that the Chamber of Trade and The Campden Society have asked
that they be consulted as part of the design of the signing and sign locations.
Scheme 13: New cycle stands in the town centre
7.4.39 50% of respondents were in favour of this proposal and 25% disagreed, giving an
overall ‘net’ agreement of 25%. Many respondents stated that there are already cycle
stands in the town and no more are required.
7.4.40 There are two bollards with loops for attaching cycles at present. The style and
location of the bollards mean that they are not easily seen or understood as cycle
Final Report 85
parking, so they are infrequently used as a result. This needs to be addressed through
education, perhaps by the Town Council and Tourist Information Office.
7.4.41 Recommendation: It is important that this mode of sustainable transport is

encouraged, in line with the objectives of the Market Towns Strategy, as well as the
targets within the County Council’s Local Transport Plan and the policies in the
Structure Plan and Local Plan. Cyclists are unlikely to make their journey by cycle if
they do not have secure parking available. It is therefore recommended that
consideration be given to introducing further secure cycle parking, clearly
recognisable but in keeping with the town’s character. From site observations, the
grass area on Lower High Street (opposite to Sheep Street) would be one location to
consider, as bikes have been left leant against the tree there.
Scheme A Parking Proposals: Introduce a 2-hour waiting limit on the south

side of the High Street
7.4.42 68% of respondents were in favour of this proposal and 21% were not, giving an
overall level of ‘net’ agreement of 45%. The scheme was supported because people
recognised the need to ensure the shops and services in the High Street remained
viable and local people from outlying villages had opportunities to park and shop in
the town. There was recognition that shop employers and employees take some of
these spaces at present, and this waiting limit would remove that problem in the
prime parking area. The main concern raised was that residents would not be able to
park outside their house and would be forced to park further away. One local
resident wrote “Many residents in High Street do not have off-road parking and therefore a 2
hour waiting limit is not practical.” Requests were made that residents’ parking permits
be provided for those who did not have any alternative off-road parking. Other
queries referred to the issue of whether the time should be limited to 30 minutes or
an hour, rather than 2 hours.
7.4.43 Recommendation: The key aim of this proposal is to seek to displace the all-day
parking by employers and employees, so increasing the turnover of spaces for use by
local people wanting to access the town for their goods and services. The proposed
zone from Sheep Street to the Town Hall on the south side is deliberately short, to
ensure the least number of residents are affected as possible. Many people supported
this principle throughout the Study as something that should be taken forward. It
also contributes towards the overall vision for the town that promotes Chipping
Campden as a thriving, safe and accessible Market Town.
7.4.44 It is recommended that this proposal be taken forward. It will be important to

understand how many residents within the proposed zone would be affected, and
this would become apparent as part of the detailed design phase of work (i.e. further
consultation would be undertaken as part of the Traffic Regulation Order process).
It is also recommended that the time be limited to the core working day, to enable
residents to park the rest of the time.
Final Report 86
Scheme B Parking Proposals: Introduce signing to indicate ‘long-stay’

parking
overall ‘net’ agreement of 49%.
7.4.46 Recommendation: As detailed above, it is proposed to take forward the parking

proposals for Back Ends and the overall signing strategy for the town. This element
of introducing signing to indicate ‘long-stay’ parking should therefore be included. It
should be noted that the school car park is intended as a long-stay car park at
weekends and during the school holidays and clearer signing needs to be included as
part of this proposal.
Scheme C Parking Proposals: Additional disabled parking facilities
overall level of ‘net’ agreement of 23%. Much of the discussions at the public
exhibition, reinforced through the questionnaire returns, referred to the proposal to
include disabled spaces in the Town Square. The main concerns raised can be
summed up in the following quotes from two local residents:
• “If disabled parking spaces are provided in the Square where will these people go when access
is denied while the Square is closed for various special occasions during the year?”
• “ …disabled parking spaces would be better located outside the shops so that crossing the
street would not be absolutely necessary for basic supplies.”
7.4.48 Recommendation: As part of the DDA requirements set out earlier in this chapter,
there is a need to ensure that disabled spaces are provided to an adequate standard.
The current spaces are at present not to standard: they are too small and narrow, and
are not protected by the appropriate lining and signing (Diagram 661a of the Traffic
Signs Regulations and General Directions 2002). Whilst it is recognised that the
High Street is an obvious location for disabled parking spaces, there is not adequate
space to introduce them to the correct standards. It is still recommended therefore
that, in consultation with the Town Trust, at least one (if not two) spaces be
introduced in the Town Square next to HSBC. This scheme would enable the
existing disabled spaces on the High Street to be utilised for short-stay parking. The
drop kerbs recommended for the High Street would also complement the location of
these spaces.
7.4.49 It is also recommended that one disabled space be located outside the Chemist, as
part of the existing echelon parking arrangement. This would require reviewing the
existing layout and may result in the loss of one space to ensure that the disabled
space was implemented to the correct standard.
Final Report 87
Scheme D Parking Proposals: Leave the existing parking as it is
7.4.50 23% of respondents were in favour of leaving parking as it currently is whereas 63%
disagreed, suggesting that some intervention is required to manage parking better in
the town. This supports all the past and present correspondence received regarding
this issue, requesting various solutions to parking management in the town.
7.4.51 Recommendation: As detailed in Chapter 9 of this report, it is recommended that

the future management of parking in the town needs to be addressed in more detail
in the medium to longer-term.
7.5 Other Suggestions for Improvements in Chipping Campden

7.5.1 People provided additional local information in the written comments on the
questionnaires and the views expressed at the public exhibition. Improvements were
also suggested that they would like to see included or at least considered. Table 7.5
details the additional comments made, a response to these comments and gives a
reason if they cannot be included within this Study. As detailed in Table 7.5, the
following list includes those suggestions that were recommended to be taken forward
as part of the final strategy:
• Parking bays should be marked on the High Street, to encourage sensible

parking and as a means of protecting crossing points. This demarcation is a
requirement for short-stay parking under the Traffic Signs Regulations and
Directions 2002;
• Access to the disabled toilets on Sheep Street should be improved, with
dropped kerbs on both sides;
• Access from the school car park onto Church Street needs to be improved, if
this car park is going to be publicised; and
• Consideration should be given to a Market Towns Traffic Warden in the
medium to longer-term.
Final Report 88
Table 7.5: Additional comments expressed through the returned questionnaires or raised in discussion at the public exhibition
Key issues raised Comment

BACK ENDS
The biggest problems have arisen since the re-routeing of The County Council is fully aware of this issue and discussions with bus operators to date have not been
buses 18 months ago. This country lane was not designed fruitful. This issue can be considered further as part of the County Council’s review of services.
for buses.
There are many different signs, all sending buses in This will be addressed as part of the proposal to review and rationalise signing and improve clarity for all
different directions. This causes the majority of problems. users.
Large buses should be stopped from entering the town. This is not something that can be addressed within this Study and is down to the individual operators to
determine their vehicle sizes.
Smaller buses should be used – the large ones are never This is not something that can be addressed within this Study. It is down to the individual operators to
full. determine their vehicle sizes.
HGVs / FARM TRAFFIC
HGVs mount the pavements close to old buildings to The recommendation to take forward the schemes for Church Street and Calf Lane will address this issue. No
deliver, causing structural damage to some of the old other locations have been identified through this Study.
buildings. Would it be possible to use pavement bollards to
prevent this?
The times when tractors and other farm traffic uses the This is unenforceable and impractical and is outside the scope of this Study.
roads in the town centre should be restricted.
Anything that reduces the speeds of cars, lorries and Agricultural vehicles will be considered in all scheme design.
coaches, yet allows the smooth movement of agricultural
vehicles, is important.
MAINTENANCE
Rubbish collection and road sweeping should be co- This issue will be passed to Cotswold District Council who are responsible for refuse collection and street
ordinated – the streets should be swept after rubbish cleaning.
collection, not before.
The roads are in poor condition and often dangerous. This issue will be passed on to the County Council’s Highway Maintenance Unit for action.
PARKING
Final Report 89

Parking should be at an angle from the chemist to the This idea was explored at the outset of the Study but is not feasible, since the road is not sufficiently wide
Town Hall on both sides of the street. enough to retain two-way traffic flows.
Consider the introduction of residents parking permits. This is certainly something that should be considered for the medium to longer-term as part of any decision to
manage parking in the central area. It will also be dependent on how and if the County Council considers
bringing in decriminalisation of parking to this area.
Some of the biggest parking problems are caused by This is acknowledged. The primary reason for proposing the 2-hour limited waiting in the High Street is to
workers from local businesses parking on the streets and remove such parking that occurs at present. It is also recommended that surveys be undertaken in the future
clogging them up throughout the day. to ascertain how many of the vehicles being parked in this core area are employees and whether they would
be prepared to park elsewhere.
Walkers park on the streets in the town centre, clogging it As above – there is no quantification of this at present, but the signing proposal seeks to direct walkers to
up for long periods. Back Ends to park. The improved parking proposed in Back Ends seeks to assure walkers that this area is a
formal parking area.
The main traffic change in the town should be for short-stay The recommendation for the High Street seeks to provide a higher turnover of short-stay parking in the central
restricted parking for shoppers and long-stay paid parking area. These issues will be addressed further in the longer-term.
for walkers.
Town centre parking should be limited to 2 hours This could not currently be achieved due to the number of residents requiring on-street parking. It would
everywhere. restrict the potential number of visitors who wish to stay for half a day and spend time in a restaurant etc.
Why introduce parking for 2 hours? Why not very short The parking surveys highlighted that most people parked for two hours or less, which means that a limit of this
such as 30 minutes? time would be relatively self-enforcing. In view of the limited availability of traffic wardens, introducing more
restrictive times could lead to the general abuse of the waiting restrictions.
If new restrictions are put in place, how will they be See above. It is also recommended that consideration be given to a Market Towns Warden in the medium to
enforced? longer-term.
Parking bays should be marked on High Street to This is a recommendation that is proposed to be taken forward.
encourage more sensible parking.
No coaches should be allowed to enter the town – parking This may be addressed as part of the longer-term parking management strategy for the town, and would be
for them should be outside. linked to whether a car park was or was not built in the future.
Too many parking restrictions cause problems for the local This is recognised. It is recommended that, in determining the longer-term parking management strategy for
business people who have to park all day. the town, further survey work and consultation will be required to understand all the demands on parking.
Final Report 90

Could the school, by means of clear signage, offer long- Yes – and this is already the case. What is now required is more advertising /clearer signing that this parking
stay parking at weekend and in the holidays? is available.
Cars should not be allowed to park on Sheep Street, as it is This is recognised but has not been raised as a problem to resolve throughout this Study, rather there has
far too narrow. been an overwhelming concern that parking should be maximised throughout the town.
The parking on Back Ends should be chevron style. This is a recommendation that is proposed to be taken forward.
Private cars park in coach spaces. This is a matter for police enforcement.
Coaches should drop people off in High Street then go and The proposal for coach parking and clear signing on the eastern end of Back Ends seeks to address this
park somewhere out of town. issue.
Parking bays should not be too near to the school entrance This would be considered as part of the detailed design phase of work and consultation undertaken with the
on Back Ends. appropriate bodies.
A long-stay car park is essential for Chipping Campden and The purpose of this Study is not to conclude whether the car park is or is not needed. This Study does
will be the only way it will thrive. however recommend this proposal be explored further, and a car park should certainly not be ruled out as part
of a longer-term strategy for the town. This Study does recommend that more detailed survey work be
(35 comments)
undertaken in concluding this proposal.
Provision of a car park would stop the need for coaches to This should be considered as part of the longer-term solutions to parking in the town.
go through the town centre.
On-street parking causes the congestion in Lower High This should be considered as part of the longer-term solutions to parking in the town.
Street, High Street, Park Road and Sheep Street. This will
only be resolved by the provision of an off-street car park.
If the land at Cutts Garage was bought, this could be used This should be considered as part of the longer-term solutions to parking in the town.
as a long-stay car park.
PEDESTRIAN ISSUES
The pavement width at the junction of Aston Road and From an urban design point of view, this would not be in keeping with the rest of the town. The railings
Back Ends must be illegal, so a railing should be erected at themselves would reduce the pavement width still further. There have been no recorded accidents and it is
kerbside between the junctions for 50-60m. not intended to pursue this any further.
The main streets in the town should be pedestrianised. This was not supported in any of the original consultation work and therefore has not been considered as part
of this Study. The key message communicated throughout this Study is that there is a requirement for people
to be able to park very close to the key shops for a short time.
Final Report 91

Pedestrianise the upper/higher section of High Street, This was not supported in any of the original consultation work, and therefore has not been considered as part
directly in front of the restaurant to the Cotswold House of this Study. The key message communicated throughout this Study is that there is a requirement for people
Hotel. to be able to park very close to the key shops for a short time.
Access to the disabled toilets on Sheep Street should be It is recommended this be included in the final list of schemes.
improved, with dropped kerbs on both sides.
Access from the school car park onto Church Street needs It is recommended that this scheme be taken forward.
to be improved if this car park is going to be publicised.
PLANNING ISSUES
The proposed Arts and Crafts Exhibition Centre on Church The District Council have advised that there was a pre-application 1 – 2 years ago, but that there is not a
Street will impact on parking and traffic in the town – how current application. Any such application would need to consider the additional traffic associated with such a
has this been addressed? development and a balanced view needs to be taken.
The proposed extension of the Cotswold House Hotel will The District Council has advised that this application was refused at Planning Committee (end of February
increase existing pressures on parking. 2004). The conversion of an adjoining house to provide eight new hotel bedrooms was however approved.
RECYCLING BINS
Remove the recycling bins to the recreation ground where This suggestion will be passed to Cotswold District Council who are responsible for the recycling bins.
there is adequate space – this will create another 6 extra
parking spaces..
SCHOOL ISSUES
School traffic causes major problems – Station Road is Traffic problems associated with the school run are a national problem and authorities are addressing it
completely blocked at 3.30pm, often causing tailbacks to through the introduction of school travel plans. The County Council has a comprehensive programme in
High Street. place.
SIGNING
Clarifying the signs, especially for visitors, will be an Many people raised this issue and it forms one of the key proposals for the town.
immense help.
Lorry route signs should be as large as possible and set This will be addressed as part of the proposal to review and rationalise signing and so improve clarity for all
back from junctions to give more warning of restrictions. users.
SPEEDING
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Traffic speeds need to be reduced on Station Road. The proposal for a Gateway on this entrance to the town would address this concern.
There should be speed cameras on all approaches to the There are very strict criteria that the County Council and police need to meet before cameras can be installed.
town. There are no sites in Chipping Campden that would warrant a speed camera.
There should be a 20mph limit on High Street. This was not seen as an issue at present due to the existing on-street parking. However, speeds may
increase if parking is removed from the central area in the future, so this proposal may be more appropriate
then.
Traffic calming and a 20mph limit are needed on Back Many traffic calming measures will require further signing and (potentially) additional street lighting. A key
Ends immediately. message that has been communicated through the consultations is that local people do not want to see the
“urbanisation” of this historical area.
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Final Report 94
8 Preferred Package of Measures
8.1 Introduction
8.1.1 This Chapter outlines the preferred package of measures and priorities for
improvements in Chipping Campden, as recommended in Chapter 7.
8.1.2 It is understood that there is £80,000 available from the LTP programme to fund
schemes in Chipping Campden over the next two financial years (2004/05 and
2005/06). Schemes not recommended for implementation from the budget
identified will be subject to the priority assessment process. Priority assessment is a
process by which schemes over £5,000 are judged on their merits when compared to
all other schemes in the County. Special emphasis is given to schemes that
contribute to achieving LTP targets, in particular road safety and those benefiting
pedestrians and cyclists.
8.1.3 In proposing the package of measures, the Study has to balance the outcome of the
consultation process with the technical assessment of schemes and the available
finance. The overall package therefore represents a series of schemes that combine
to meet the support of the local community, as well as the objectives of the LTP
Market Towns Area Strategy.
8.2 Phasing
8.2.1 The schemes recommended for inclusion in the final strategy are prioritised for
funding. Where appropriate, new schemes have been identified and some schemes
have been revised based on comments raised during the consultation phases of this
Study.
8.2.2 Schemes are categorised as follows:
• Immediate priorities - Schemes to be funded during the next two financial

years from the allocated budget of £80,000;
• Short-term priorities – Schemes that will not be funded from the allocated
budget of £80,000, but will be taken forward if other funds become available
(for example, through partnership with the Town or District Council);
• Medium-term priorities (to 2011 - the end of the Adopted Structure Plan
period) - Schemes subject to the County Council’s priority assessment process;
• Longer-term priorities (beyond the period of the adopted Structure Plan) –
Schemes that should be developed over a longer time frame and form part of a
longer-term programme of improvements; and
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• Schemes that will not be progressed – Schemes that did not receive popular
support, would not be technically feasible, or for which funding opportunities
are not available.
8.2.3 All promoted schemes will be subject to detailed design and further consultation and
will be required to demonstrate compliance with safety audit standards before
implementation. It should also be noted that the Chipping Campden Chamber of
Trade and The Campden Society has requested that they are consulted as part of the
detailed design process.
8.2.4 An estimate for the cost of each immediate and short to medium-term scheme is
provided. These costs include an allowance for the construction costs, as well as:
• CDM (Health and Safety) activities;

• Environmental appraisal;
• Lighting design;
• Local parish and public consultation;
• Preparation of Traffic Regulation Orders;
• Works supervision;
• Preliminary design; and
• Detailed design.
8.2.5 Some of the schemes detailed below may involve electrical supply works. The costs
provided do not include an allowance for this cost. In order to estimate these costs,
an independent lighting assessment would need to be carried out.
8.3 Overview of Schemes/Suggestions

8.3.1 Table 8.1 sets out the recommended schemes, their prioritisation and reasons for
this.
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Table 8.1: Allocation of Priorities for Funding
RECOMMENDATION PRIORITY ALLOCATED JUSTIFICATION / NOTES
Gateway on the B4035 Station Road Short to medium-term priority Speeding was consistently mentioned as a problem on this
entry to the town throughout the various consultation
stages.
Other Gateway proposals Potential consideration in the medium The key reason Gateways were not favoured was the
to longer-term concern that they would not be in keeping with the historic
nature of the town. If the above scheme is supported and
is effective, then other Gateways may be provided in the
future (if speeding and/or accidents are raised as issues).
Improve crossing facilities on High Street near HSBC (this scheme does not now Short to medium-term priority It is important that people with mobility impairments are
include the build-out on the south side of the High Street) provided with better crossing facilities that accord with
current standards (as part of the Market Town Strategy
objectives as well as other policy objectives and DDA
requirements).
Introduce ‘Slow’ markings and white lining on Church Street Short to medium-term priority Supported by consultees.
Introduce road markings on Calf Lane Short to medium-term priority Supported by consultees.
Create additional car parking on the eastern end of Back Ends Immediate priority Strong support from consultations and compatible with the
short-term vision and objectives for the town. The issues
raised by The Campden Society need to be addressed as
part of the detailed design stage.
Create additional car parking on the western end of Back Ends Immediate priority Strong support from consultations and compatible with the
short-term vision and objectives for the town. The issues
raised by The Campden Society need to be addressed as
part of the detailed design stage.
Improve signing in the town (to include detailed sign design, removal of redundant Immediate priority Strong support from consultations and links to the
signs and replacement of poorly maintained signs, implementation of revised and new proposals to improve parking in the town, to address
signs) concerns about HGVs getting lost in the town, reducing
street clutter and ensuring the town’s character is retained
and enhanced.
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Table 8.1: Allocation of Priorities for Funding
RECOMMENDATION PRIORITY ALLOCATED JUSTIFICATION / NOTES
Put in new cycle stands in the town centre Short to medium-term priority This scheme is linked to the objectives for the Market
Towns Strategy and other policy documents from the
national through to local level.
Introduce a 2-hour waiting limit on the south side of the High St Short to medium-term priority This scheme is linked to the vision and objectives for the
town in the short to medium-term. The principle of this
scheme was well supported, although the issue of how
many residents will be affected in this area will need to be
examined as part of the consultation associated with
detailed design phase of work.
Introduce signing to clearly indicate long-stay as opposed to short-stay parking areas Immediate priority Links to the Signing Strategy.
Provide additional parking facilities for disabled people in the town Short to medium-term priority The County Council has a duty under the DDA to ensure
that parking for the disabled is adequately provided for to
the current standards.
Longer-term parking management strategy Medium to longer-term More detailed surveys and monitoring of the parking
pressures on the town.
Other suggestions raised during the consultation process
Improved pedestrian access onto the footway from the school car park exit on to Short to medium-term priority This scheme links to the signing strategy, in that the school
Church Street car park is to be given more publicity as a long-stay parking
facility (governors permitting). It also links to the
requirements under the DDA.
Access to the disabled toilets on Sheep Street should be improved, with dropped Short to medium-term priority This links to the requirements under the DDA.
kerbs on both sides
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8.4 Immediate Priorities

8.4.1 A number of schemes have been identified as priorities for funding during the next
two financial years. Table 8.3 provides a summary of these and indicates how the
budget of £80,000 will be allocated.
Table 8.3: Immediate Priorities and Scheme Costs
Scheme Estimated Cost
Create additional car parking on the eastern end of Back Ends £29,500
Create additional car parking on the western end of Back Ends £20,500
Improve signing in the town (Based on the removal of 10 £30,000
redundant signs and the replacement of up to 25 signs,
including signing associated with long-stay parking)
Total £80,000
8.5 Short to medium-term priorities

8.5.1 The remainder of the schemes are recommended for implementation in the short to
medium-term and would be progressed through the priority assessment process.
Ideally, all the schemes recommended in Table 8.4 would be progressed in the short-
term if funding permitted.
Table 8.4: Short to Medium Term Priorities and Scheme Costs
Scheme Estimated Cost
Introduce ‘Slow’ markings and white lining on Church Street £5,000

Introduce road markings on Calf Lane £5,000
Improve pedestrian access on to the footway from the school £5,500
car park exit on to Church Street
Improve access to the disabled toilets on Sheep Street, with £4,600
dropped kerbs on both sides
Improve crossing facilities on High Street near HSBC (this £12,000
scheme does not now include the build-out on the south side of
the High Street)
Introduce a 2-hour waiting limit on the south side of the High St £8,000
Provide additional parking facilities for disabled people in the £7,000
town (based on the provision of 2 standard spaces)
Provide cycle stands in the town centre £3,200
Gateway on the B4035 Station Road £28,000
Total £78,300
8.6 Medium to Longer-Term

8.6.1 As detailed in this report, future parking management is a key concern and it is
recommended that further more detailed work be undertaken to consider the
demand for parking and how it might increase over the next few years. This needs to
be set against the need to ensure that the economic viability and vitality of the town
is retained and that the historic environment is preserved.
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8.6.2 In line with the above, many of the problems identified in Chipping Campden relate
to inappropriate on-street car parking and lack of enforcement of the existing
parking restrictions (such as double yellow lines). The long-term effectiveness of
these cannot be guaranteed unless parking restrictions are enforced. This is a
common problem experienced in Market Towns, where traffic wardens visit only on
an occasional basis.
8.6.3 It is therefore recommended that resources be provided to ensure on-street parking

restrictions are more rigorously enforced. The most effective way of achieving this
may be to employ an additional traffic warden to visit Chipping Campden (and other
Market Towns) on a regular basis, to enforce restrictions.
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9 A Longer-Term Vision for Transport in

Chipping Campden
9.1 Introduction
9.1.1 As detailed in the Introduction to this report, the purpose of this Study has primarily
been to identify and recommend transport improvements for the town that could be
implemented in the immediate, short or medium-term. It has however been the
intention to identify issues that should be considered in the medium to longer-term
as well.
9.1.2 The transport vision is a way of thinking about how transport could be in the future.
It provides a focus for the future and what could be possible, given the necessary
funding opportunities. It is a valuable exercise, providing a context for the
development of a longer-term view of transport in the area. It thus enables the
identification of recommendations that not only address existing problems, but seeks
to ensure these fit within a longer-term programme of improvements and meet
broader aims. It also offers an opportunity to consider how innovative schemes,
which may not be appropriate or achievable in the short-term, could offer benefits in
the longer-term.
9.1.3 In developing a vision for transport in Chipping Campden, it is difficult to plan

beyond the current timescales of key policy documents. In fact, as discussed in
Chapter 2, the future of the Study area depends very much on the stance taken by
the Local Planning Authority in preparing the Local Plan and of the County Council
in preparing the Structure Plan.
9.1.4 Having reviewed the policy context for this Study and considered the nature of the
transport network and associated problems and opportunities in Chipping Campden,
this Chapter begins to develop a ‘vision’ for transport in the area.
9.2 Key issue to be addressed in the medium to longer-term

Future parking management in the town needs to be set against the increase in car
ownership and use, the likely increase in tourism, and the need to preserve the town’s
character and economic vitality.
9.2.1 It has become clear throughout this Study that parking issues are of paramount
concern to residents and businesses in the town and to the surrounding population.
There are strong views that a car park is required for the town. The advocates for
the car park state that it is a necessity to sustain access to essential shops and services
and provide for growth of car-borne visitors. There is a concern that people from
surrounding villages are already choosing not to come to Chipping Campden as their
local service centre, because they cannot be guaranteed a parking space in the main
High Street. The likely increases in hotel and restaurant businesses, as well as
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potential new developments, such as an Arts and Crafts Exhibition in Church Street,
may all put pressure on the existing parking capacity available. Some advocates
would wish to see all parking removed from the High Street, while others would like
to see it reserved for residents and very short-stay only to preserve the town’s
heritage. The impact this might have on the surrounding streets in the conservation
area is also a concern, and measures would be required to ensure that these streets
did not become over-run. The only solution for many is to build a car park for long-
stay use.
9.2.2 The alternative view is that removing parking in the central area and forcing people
to use a car park on the edge of town will kill off the shops and services, as people
will be less inclined to go there. There is also a concern that traffic speeds will
increase if parking in the central area is removed.
9.2.3 Any solution to future parking management will need to fully consider the
practicalities of parking enforcement, the feasibility of introducing residents parking
permits for those with no off-street parking, and ensuring the economic viability and
vitality of the town is preserved and enhanced. It is therefore recommended that the
parking issue be explored in more depth to ascertain the demand for spaces (both
existing and latent demand) as part of the medium to longer-term strategy for the
town. Surveys could include:
• The surrounding villages, to ascertain journey purpose into Chipping

Campden;
• The number of residents’ spaces required in the central area; and
• How many employers/employees require parking.
9.3 Other issues to consider as part of the future for Chipping Campden
9.3.1 The overall aims of the LTP Market Towns Area Strategy, notably the first three
aims, provide a basis for the principal features of the transport vision. This Chapter
seeks to develop these further and consider how these may be achieved.
9.3.2 The Market Towns Area Strategy aims are repeated below:
• “To preserve the unique rural environment of the Market Towns, restricting unnecessary
traffic growth;
• To ensure that adequate public transport services are maintained and enhanced at peak
and off-peak times, to allow people to travel when not having access to a car;
• To maintain a safe environment in which people are encouraged to walk and cycle when
making local trips;
• To develop Market Towns in such a way that people can choose to live, work, shop and
spend leisure time without having to travel long distances to do so; and
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• To develop thriving local communities which people choose to visit by sustainable transport
modes and invest in the local economy.”
9.3.3 In this section, the first three aims are taken in turn, and the measures that could be
in place in 20 years time to help achieve these aims are discussed. The last two aims
are considered to be outside the scope of this Study, as these relate to the provision
of services rather than transport infrastructure/services.
Aim 1: To preserve the unique rural environment of the Market Towns,

restricting unnecessary traffic growth.
School Travel Plans
9.3.4 School Travel Plans provide a means of reviewing transport and access arrangements
for individual schools and implementing practical, beneficial solutions. They aim to
improve conditions and provide encouragement for children and parents to consider
alternatives to the traditionally car-based ‘school run’. These can help to control
traffic and parking problems, and ultimately reduce unnecessary traffic growth.
Measures implemented as a result of a School Travel Plan can include initiatives,
such as the ‘walking bus’ or ‘safe houses’, or physical improvements, such as traffic
calming, new walking/cycling routes and the provision of cycle facilities.
9.3.5 The County Council, supported by Government sourced Challenge Funding, is

currently progressing a number of School Travel Plans. The development of School
Travel Plans for the local schools will be an important part of achieving the vision
for transport in Chipping Campden.
9.3.6 It is recognised that many children currently arrive by bus and it may be beneficial to
consider how the arrival and departure of these buses can be better managed as part
of future travel plans.
Employee Travel Plans
9.3.7 Employee Travel Plans seek to promote more sustainable choices of travel for
businesses and employees. Employee Travel Plans are usually developed by a single
organisation, but a number have also been successfully developed for groups of
businesses within a town centre. Measures resulting from the successful
implementation of an Employee Travel Plan may include the establishment of car
share schemes, provision of privately run transport services (such as mini-buses
connecting to the railway station) and other initiatives.
9.3.8 The development of Employee Travel Plans for businesses based in Chipping
Campden will be an important step towards achieving the transport vision. In
particular, as detailed in Chapter 1 of this report, it is interesting to note that
Chipping Campden has a high degree of self-containment, with nearly 54% of the
Final Report 103

population travelling less than 2.5 miles to work (Cotswold District Local Plan). It
should therefore be possible to encourage a significant number of employees to
travel to work by more sustainable means.
Aim 2: To ensure that adequate public transport services are maintained and
enhanced at peak and off-peak times, to allow people to travel when not
having access to a car.
9.3.9 A key component of the future transport vision for Chipping Campden is to ensure
that it remains economically viable, particularly in terms of acting as a local service
centre for the surrounding villages. This needs to be achieved whilst maintaining the
historic character of the town. Improvements in public transport services will be a
key element of achieving this vision, ensuring services are in place to offer an
alternative to the private car. If this is to be achieved, there needs to be a significant
improvement in the range of destinations served by public transport, the frequency
of services, the quality of vehicles, the standard of waiting facilities and the provision
of timetable information.
9.3.10 If Chipping Campden is to benefit from an improved public transport system, it is

important that public transport solutions are considered in the broadest sense
throughout the County. It is unlikely that Chipping Campden will see significant
improvements to standard bus services if current funding arrangements for public
transport services continue, and it would be likely to be at the expense of other
routes in the County if this were to happen.
9.3.11 Furthermore, the size of the settlement means commercial services are unlikely to be
viable. However, there is a range of other solutions that could be developed to
improve transport choice and reduce dependence on the private car.
Demand Responsive Bus Services
9.3.12 Demand responsive bus services are currently operational elsewhere within the
County. These services pick up passengers on request and serve an area not covered
by traditional bus services. They are an effective way of serving rural settlements and
can provide a valuable link to other longer distance services, thus providing access to
a greater range of destinations.
9.3.13 One example of a demand responsive bus service is the Village Link service,
currently operating in the Southern Vale part of the County. The service calls at a
number of bus stops at set times but can also deviate from this route to pick up
other passengers who book in advance using a telephone booking system. This
service, or another like it, could be developed to serve Chipping Campden. Demand
responsive services could play an important role linking outlying settlements to
Chipping Campden, so enabling people to use the local services. They could also
serve as a valuable function in providing links to other nearby towns.
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9.3.14 It is important to note, as detailed in Chapter 1, that Campden Vale has a much
higher proportion of people over 75 than in the rest of Gloucestershire and indeed in
England and Wales. A demand responsive bus could therefore provide a much-
valued service for residents in Campden Vale seeking to access the goods and
services available in Chipping Campden.
Community buses operated under section 22
9.3.15 The legislation allows for a body “concerned with the social and welfare needs of one
or more communities” to operate its own bus service. Community buses operate to
a published schedule, have separate fares and are open to the general public. They
use volunteer drivers, a small bus and do not have a view to profit.
9.3.16 A Parish Council or group of Parishes could provide their own local services on this
basis, managed and varied according to local requirements. In operating a section 22
service, the operator is obligated to meet the full requirements of the legislation
applying to vehicle maintenance and route and timetable registration. A section 22
permit is required from the appropriate Traffic Commissioner, who will take into
account the case for such arrangements in the area. The Traffic Commissioner is
likely to consult with local authorities, who may be expected to provide evidence of
need or endorse any such evidence supplied by the applicant.
Local car schemes
9.3.17 Local car schemes are very locally based lift giving schemes, where people in need of
transport are matched with volunteers willing to provide a lift through a village co-
ordinator. There are several hundred such schemes in the UK and doubtless many
others operating more informally.
9.3.18 Lift giving in many schemes is often restricted geographically and in terms of journey
purpose – schemes often have a medical focus, for example lifts to a local surgery or
pharmacy. The legislation, embodied originally in the Transport Act 1978, allows
drivers to recover a “fare” contribution towards motoring costs, as long as this does
not involve an element of profit. Equally, insurers have made specific exemptions
for schemes where motorists receive contributions.
Taxis
9.3.19 In addition to scheduled services and the other schemes based in the not-for-profit
sector described above, there are a number of initiatives based in the taxi and private
hire car sector.
9.3.20 There are definitional difficulties here. Much has been made of the growth in so-
called “taxibus” services in recent years, particularly in terms of the success of
funding initiatives through the Rural Bus Challenge.
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9.3.21 The term “taxibus” is a much wider form of public transport however, and refers to
a flexible type of operation using a small vehicle but with separate fares. Section 12
of the Transport Act 1985 allows licensed taxi operators to provide a local service.
This type of operation has come to be referred to as a “taxibus”. It is in fact possible
and, in terms of the seating capacity and other characteristics of the vehicle used,
more advantageous to make this type of provision under passenger carrying vehicle
(PCV) legislation. Moreover, a PCV operator may more easily achieve the important
aspects relating to reliable interchange if they operate as a local service (such as co-
ordinated publicity, straightforward availability of through fares and communications
between operating vehicles) .
9.3.22 Local businesses can provide a “taxibus” service. For example, it would be attractive
for a community-based taxi or small bus operator to incorporate such an operation
into an overall provision of local work on a contract or own account business.
Activities could include:
• School transport operations under contract to the education authority;

• Operations for the local social services department;
• Contracted “sitting case” work for the Ambulance Trust;
• Scheduled service operations, flexibly routed, to and from classes at College or
local sports centres; and
• Evening services to town centres with flexibly routed return journeys.
9.3.23 “Taxibus” services may be a mixture of timetabled journeys and additional journeys
that are, in part, demand responsive but nevertheless registered as local services.
They would be operating with separate fares, available to the public, and eligible for
Fuel Duty Rebate. A booking system handled by an established call centre (such as
that acting for the Village Link demand responsive service), would enable the
routeing of the vehicle to be controlled, maximising journey opportunities and
patronage whilst minimising unnecessary mileage. The services could be provided as
part of a wider tiered structure of service provision as described below.
9.3.24 If the taxi or private hire trade is to form part of the provision of public transport in
the area, it is essential that the District Council (the taxi licensing authority for the
area) embraces the concept and makes the necessary provision for “taxibus”
operations to flourish. In particular:
• Permitting taxi operators to use suitable vehicles for “taxibus” operations;

• Ensuring any quantity licensing issues applying to Hackney Carriages allow
sufficient licences to encourage participation by the trade;
• Allowing vehicles to display appropriate signage;
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• Requiring drivers to have received appropriate training in bus operation,

customer care and disability awareness; and
• Liaising closely with sponsoring authorities or bodies and any operating
partnerships that are established.
Public Transport Information
9.3.25 Access to public transport information has improved considerably in recent years.
The County Council continually monitors the information services it provides, and
the TravelLine telephone call centre provides a valuable source of route and
timetable information.
9.3.26 Confidence in conventional public transport services could be further improved

however, by using alternative forms of public transport information. Real Time
Passenger Information systems offer significant benefit and reassurance to
passengers. Electronic displays in bus shelters show when buses are due and also
provide information on delayed services. These could be developed over time, so
passengers waiting at bus stops in Chipping Campden will have the benefit of up-to-
date, accurate, public transport information in an easy to interpret format. Care
would need to be taken that any such bus stop infrastructure did not detract from the
historic character of the area.
9.3.27 Public transport information terminals or ‘journey planners’ could also be installed in
public buildings, so local residents can easily plan specific journeys by public
transport. While timetable information is already held in many public buildings,
journey planners (touch screen monitors that can provide print-outs for specific
journeys, for example) providing timetable, routeing and fare information, should be
installed in convenient locations where they can be accessed by all. The Tourist
Information Office and the public library in Chipping Campden would be ideal
locations.
Aim 3: To maintain a safe environment in which people are encouraged to

walk and cycle when making local trips.
9.3.28 A number of initiatives could be considered over time to help create an attractive
environment for people walking and cycling. This needs to be undertaken within the
context of the historical character of the town and with reference made to the
relevant design documents.
Pedestrian Networks/Access Issues
9.3.29 It is essential that the pedestrian environment meets the needs of the full range of
people who will use it, including those with impaired mobility in all cases. This
includes people:
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• Using wheelchairs and walking aids;

• With sight or hearing impediments;
• With prams and pushchairs; and
• Of all levels of fitness and ability.
9.3.30 Everyone has constraints on their mobility at some time, even if they are as
temporary as a heavy shopping bag. Measures such as dropped kerbs or raised
crossings should not therefore be seen as simply measures for people with impaired
mobility. Everyone will benefit at one time or another.
9.3.31 ‘Encouraging Walking’ (DETR, 2000), suggests the walking environment should be:
• Connected – integrated with public transport, providing continuous routes to

key destinations, pedestrian crossings on desire lines;
• Comfortable – in line with design standards, safe, unobstructed;
• Convenient – continuous routes, safe and easy crossings;
• Convivial – attractive, interesting, free of crime; and
• Conspicuous – well signposted, maps provided, Safe Routes to Schools.
9.3.32 Strong pedestrian networks should also be incorporated into the transport
infrastructure around schools, as a means to build on Safe Routes to Schools and
School Travel Plan initiatives. These have proved to be important frameworks for
linking education and health with long-term decisions about transport.
9.3.33 One particular issue that has been identified in the town, and that was raised
consistently by local people through all the consultation events, is the need to
provide a pedestrian link from Back Ends through to High Street. This is particularly
important, as the Doctor’s surgery is located on Back Ends and the Chemist is on
High Street. There is currently no opportunity to provide this link, but this issue
needs to be highlighted to ensure it should be progressed if an opportunity does arise
to provide it in the future.
Cycle Networks
9.3.34 Cycling has the potential to serve an important transport function in Chipping
Campden. Providing cycle facilities does not have to be an objective in itself. Often
cyclists do not want cycle routes as such, but want routes suitable for cycling – roads
and cycle tracks that are safe, convenient and pleasant. Provision at junctions,
measures on main roads, signed routes along traffic calmed streets or minor roads
and cycle tracks all have a part to play. Measures are in fact more likely to be funded
if they benefit the wider community and not just cyclists.
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9.3.35 There is no single correct solution to providing a suitable infrastructure for cycling.
Strategies that emphasise traffic restraint, speed reduction and a promotion of
environmentally friendly modes will tend to benefit cyclists. The types of measures
that should be considered include:
• Traffic reduction;
• Traffic calming;
• Junction treatment and traffic management;
• Redistribution of the carriageway; and
• Cycle lanes and cycle tracks.
9.3.36 As detailed in other sections within this Chapter, great care would need to be taken
to ensure that any measures introduced to encourage more people to cycle within, to
and from the town are in keeping with the historic environment.
20mph zones
9.3.37 The County Council defines a 20mph zone as “an area where the average speed of
traffic is reduced to 20mph by engineering means, i.e. traffic calming.” In order to
be designated as 20mph zones, sites must fulfil a number of criteria as follows:
• Principal roads and ‘B’ roads are normally excluded as these are main traffic
routes and through routes;
• The minimum length of any restriction should be 500 metres (shorter lengths
are considered impractical and unrealistic to enforce and are potentially
confusing to drivers);
• The presence of a school can be an additional justification for a 20mph zone
(short lengths of 20mph zone outside schools are considered inappropriate
however, as they encourage drivers to increase speed having passed the school
where there may still be relatively large numbers of children);
• There must be an 85 percentile speed of 24mph or less after the introduction
of traffic calming measures;
• Fire, Police and Ambulance Stations must not be within the 20mph zone area;
• There must be a reasonable alternative route for displaced traffic, in terms of
length and alignment, and not merely moving a problem elsewhere;
• No point within the 20mph zone must be more than 1km from the boundary
of the 20mph zone, by way of the most appropriate public highway; and
• 20mph zones can help to reduce traffic speeds and create a more attractive
environment for people walking and cycling.
Final Report 109

20mph speed limits
9.3.38 There was some interest from local people in putting a 20mph limit on the High
Street, while others suggested it was not warranted because of the amount of parked
vehicles slowing traffic down. 20mph limits differ from 20mph ‘zones’ (as described
above) as they are imposed solely by means of signing and are reliant on the police
for enforcement. This may be something that the town would wish to consider in
the future, if changes to parking management mean the amount of parking in the
central area is reduced, potentially increasing the speed of traffic travelling through
the town in consequence.
9.3.39 The limits require standard terminal signs and repeater signs at appropriate intervals.
The County Council’s guidelines on the use of 20mph speed limits state that sites
should satisfy the following criteria:
• The existing 30mph environmental criteria must be satisfied. These take into
account the existing level of development, pedestrian and cycle use;
• Principal roads should not be included. ‘B’ roads should also normally not be
included;
• The minimum length of any restriction should be 500 metres, unless it is a cul-
de-sac;
• The presence of a school is an additional justification. A short length of
20mph limit outside a school is not recommended however;
• There must be an existing 85th percentile speed of 24mph or less before
implementation; and
• It must be locally accepted that enforcement will be reliant on signing and
police resources.
9.4 Summary
9.4.1 The vision presented in this Chapter begins to identify measures that could be
implemented in Chipping Campden in the future. It draws on best practice and
examples of how other local authorities are dealing with transport problems in order
to begin to identify potential solutions.
9.4.2 The overriding theme of the vision is not to place importance on any one category of
road user in particular, but to better manage the interrelationship and interaction
between these groups. The vision seeks to remove the conflict experienced at
present between motorists, pedestrians, cyclists and others (including residents and
businesses, both of whom are affected by this conflict) and manage the
transportation network so the relationship between traffic, people and places is more
comfortable and caters for everybody’s transport needs.
Final Report 110

9.4.3 The vision does not seek to provide significant new infrastructure for any one mode
of transport in particular, such as extensive networks of cycle lanes or new roads, but
considers ways of better managing the existing transport network instead, so it better
meets the needs of all those who use it. The vision does not therefore seek to
prohibit cars from any part of the Study area, instead it considers ways of allowing
motorists to travel freely while having regard for the needs of pedestrians (by
providing convenient pedestrian routes or slowing traffic speeds for example).
9.4.4 Each element of the vision addresses a different issue and will potentially have very
different implications for the Study area. The overall benefits will not be realised
unless the vision is considered as a whole.
Final Report 111

Appendices
A.1 Leaflet and Questionnaire, January 2004
Parking in Chipping Campden
Parking is clearly an important issue for local residents, businesses and visitors to the town. Surveys have been undertaken in
the town to understand how many spare spaces there are at any one time in the central area and how long people are parking
for in different areas of the town.
In summary the results of the surveys indicate that:
Town Square and High Street (Central area)
This is the most popular parking area and for more most of the day there are only a few spaces available for parking at
Chipping Campden
any one time (between 10 and 20 spaces on average). At lunchtimes there are generally less spaces available.
On average 82% of people park for 2 hours or less. Transport Study
Leysbourne, Lower High Street, Cidermill Lane and Church Street (Wider Central area)
Throughout the day there are generally 20 spaces available for use (other than at school times when most spaces were full).
On average 76% of people park for 2 hours or less.
Tear here
Proposed Strategy
Parking Proposals (as detailed on the reverse of the leaflet) Seek to reorganise the parking in locations where it can be marked out better to provide additional spaces;
Agree Not Sure Disagree
Seek to maximise the use of spaces in the central area by introducing a two-hour waiting limit in this area (this will free
a) Introduce a 2-hour waiting limit on the south-side of the High Street (the same as in the up some spaces which are currently occupied all day);
Town Square) Introduce clear signing in the town to direct long stay parking to the outer areas of the town, including Back Ends and the
school car park at weekends and in the school holidays; and
b) Introduce signing to clearly indicate long stay as opposed to short stay parking areas in Provide better and additional parking facilities for disabled people in the town that meet current design guidelines.
the town
c) Provide additional parking facilities for disabled people in the town

Parking Proposals in the town:
d) Leave the existing parking as it is
Drain
Cona
Halma's
Strath
House Cherry
Trees
Foss
The
Pavilion
Ivanhoe
Melrose
Ponds Oaksey
149.4m
Chipping Campden School
El Sub Sta
Newholme
Ellesmere
Haywood
Pitch
Barrels House
Pine
White
The
Coal
Cottage
Yard
Please fill in the following information to help us with our analysis (This information will be used only for the purpose of this study)
Tennis
Cheriton
Tennis Courts
Courts
2
1
3
Lark Rise
Barrels Track
Coneygree Ho
Pitch
6
Clare House
(um)
Path
The Highnings
2
Wicket Cottage
Youth
GP
1
145.25m
BM
Bearwood Cottage
Club
10
Playing Field
Street name
The Warren
Trough
Ponds
20a
21
Track
11
Mole Bank House
20
12
27
Wold's
20
End Bryher
Caretakers
143.9m
Grace
Cannons
1
Cottages
2
Dieu
Mead
22
HAYDONS
21
11
18
The Hoo
CLOSE
Pond
17
19
27 BRIDGE
15
Caswell
19
WEIGH
BM
14
CT
Sta
El Sub
144.02m
25
5
22
Track
31 Green
5
WOLDS
13
12
6
END
23
CLOSE
18
Pond Church
10
11
Knowe
17
Pavilion
5
Cottages
16
1 to
LANE
34
CIDERMILL Hicks
Postcode
30
3
35 3 House
Ho
Corner
The 1
15a
28 GP
25
Town
27
Haydons
B 4081
1
Paddocks
The
Bank
The Stables
147.2m
29
Leasebourne Nook
26
Little
28
House Littlecote
GP
Glebe 148.9m
Croppers 144.3m
Berrington
13
House
Ponds
34
House
Meadow
30
St Pauls
15
St James's Church
St Govans 28
ENDS
Morva Convent Covenant
ROAD
31
BACK
STATION
BERRINGTON
House ROAD
GRIGGS
CLOSE
n
Berringto
Orchards
40
Pond
32
7
SD
8
Pond
El
BM 151.06m
The Ernest
on
Leysbourne Cotts
Berringt
Cottage
143.6m
42
Sub Sta
Wilson Garden
37
Postal Delivery P
Jo's Cott
High Brake Cottage
CASTLE NURSERIES
Somersby
Please use this space below for any other comments you would like to make about the proposals or other suggestions you would
Office
Tara
36
Dovers Side
145.55m
1
BM
Dover's
Court
Cottage
5
GARDENS
Vicarage The Tithe 1 1
Stanford
CASTLE
BM 124
House
ROLLING
Dover's
STONES House
House
Maple
House Cottages 3
35
High Brake Lodge
5
North
Holly
Moodys
LEYSBOURNE
House
Court
Rolling Stone
Bratch
6
6
House
1
Lodges
Orchard
Introduction
Pembrooke
44
Cottage
Perton Cott
TCB
Lodge
Sansons South
Cott
Worsley
3
Two Ways
Pinecroft
like to make.
The
46
Somerville
4
6
143.6m
1
1
Castle
Cotswold 12
Northend
Woodbine 10
Terrace
8 9
Rise The Staplers

Cottages
Hulland
Hartley BM
House
Lane's
Ennerdale
Cottage House
Cottage LB
Surgery
1
Nursery
Cottage Stones 129.45m
Miles
House
2
126.5m
1
Hicks
Campden House
B 4035
Cott
3
Cotswold 127.8m
2
BM 134.30m
The Almonry
B 4035
Wixley
Wake 132.6m
(remains of)
Ho
House Cott
Pinknie Banqueting House
Cott
es
Bank
Almshous
6
House
The Lodge Delta Onandlers
The
es
Barley Parsons
Glydeston
LB
House
Whitacre Fosse Whippendell
Mow
Mead
Nelson
The P
10
Orchard Holm Rorkes
Willowhay
House
e
12 Orchard
Dovers Brook
House
ne
Tryscomb Ivy Oak
House 11 Drift
PH
Evergree
Rosedale Cottage
Furlong
STREET
Orchard 1 ns
CHURCH
Overdale
Swimming Pool
GP
B 4035 Spring
DP We are developing some transport measures that will improve the way residents and visitors move around
The
141.61m
BM Hall
5 Garden
Paddocks Grevel's Surgery
House House
Banqueting
St
7 James's
to
14
6
C
of
E
School Earthworks
Ivydene
Sherborn
3
Mill
The House
The
Malt
SEYMOUR
Cottage
Garden House
House
Court
GATE
4
The
Solentenya Seymour House

Bungalow
House
Chipping Campden and we want to provide you with this opportunity to comment on the proposals we are
Winterfold
Hotel
Wescote
Stella
House
Maris
Berry Hill
LB Woolstaple
Sta
Sub 1
El r's
Hall
George
Museum
and Tennis
Pippet Dragon
Cottage
Cottage Three Court

Lady
Gables
The
Greenbanks Clifton
Gables
Julianas
Cottage
Westfiel
141.1m
Trinder
House
d
Cottage
ENDS British
2
The Stables BACK Legion
6
Club Symes
House
Bank
The
HOO
developing.
LANE
Sandalwo
Leasowe 4
Tapton
od
The
House
House
Bank
Key:
Corner
Coach
Collett
House
Cottage
Rodings
Sleepy Hollow Kendall
Ho Clifton
Little
Martins House
View
The
Hopleys
Westwinds Tower
Dragon
Lantern
Green
Ho
s
London
Dovers
Manse The
House Martins Ellisons Cottage

Ardley
House
Withy Gate
Cottage
St
Cotswold
House Annes
Bourne
Kiftsgate House The Cottage

House
Hotel
Lygon
Cashel
Arms Pond
Woodcote
Saxfeld
Camway
Hotel
Little Martins
1 Burial FB
Gd
Cottage
Montros
Doverdale Darbys
Sluice Berrington
Charnwood 2 e
Cottage
Wayside
Marsh
Flag
Cottage
Pond Mill
Holmleigh
Fenning Close
Gowerbank The
4
The
Long
Twine
War Meml Mkt Old
House
Cowfair Manse Drury The
Meadow
Stonelea Kings
Cottages Cottage Hall
Arms FB
Cott
Grammar
Meml
War School
Burial
al Gd Hotel
We need your views

The
56
2 hour limited waiting

St Darby's
Croft
43
Pitcairn
House
Pol
Crispins
The
on
Sta
Dial
Berringt
5
House
s Grammar 4 6
53 Old
Yd 141.66m Mews
The
Woolstone BM
ors Baptist
School 2
Little
Contract
Church 1 3
The
50
Orchard
Old
7
Peyton
Town
LITTLEWOR
Coach
40
Ho PO
Shelter
Hall
House
TH
Square
Meadow
Elsley
Aquahani
The
Pool
Cottages
42
er
Farthingdale
3
Firs
Green The
The
Lindens
Heritage
Hoo Cottage Dragons
Magistrat
34 Twine
TCB
Noel
Square
The
Ho The
Roseglen
Arms
es
Willowbank
Poppetts
STREET
tts HIGH LANE
Dragon
Millbank
1
41
Alderley
Bank CALF'S
DP
Court
Cottage
Mullion
Hotel
Heather
e
Island
Wyncliff
House
Green
Piece
Library
Cott
Dragon
Cam
48
Close
Cottage
Badgers
Island
Millstone
Playing
End
House 4081
B
4
St
Field Catharin Home
Noel
e's
Farm
RC
Court
Additional disabled parking
School FB
Elm
DP
Tree
Lady Juliana's Gateway
5
6
House
Spring
Yeronda
Rosary
DPP
140.5m
6
Mill
Tybrodan
Cottage
FB
e
Cottage
After listening carefully to local people, we have put together our proposals in this leaflet and we now want
Mill
House
Westend
Close
26
4
31
Terrace
Hind
The Cam
7
TCB
Jala
Ho
The
Old
Rours
The Priests House
Presbyte
Grafton
Close
Garage
ry
141.00m
11
Mews
BM
10
12
Halfway
GP
3
FB
28
BM
PH
Ho
140.58m
29
The Nene
30
31
13
24
Badgers
Spring
27
St Catharine's
Kenyon
1
25
Ho
5
23
RC Church
21
15
26
7
22
to know what you think of them. Please let us have your views by completing the Freepost questionnaire
BM
143.07m
Kylemore
SHEEP
24
20
FIELD
23
ST
El Sta
3
CLOSE
Sub
s El
FB
Drain
Church
18
6
STREET
Longer stay parking areas

COLDICOTTS t
Sub Sta
21
Cornerway
19
HIGH
8
House
The
LOWER Stonecrof
17
Harrow
1
Ho
Plough
19
BADGERS
5
16
Jakes
LB
GP 4
15
4
14
Place
9
4
CLOSE
12
Syringas
6
El Sub Sta
5
CORONATION
2
11
142.0m
10
St Catherines Cottage
PC
2
2
15 10 11
Willow
Silk
B 4081
16
1 Syringas
1
Orchard
15
17 5 3
Francote
Mill 3
Dene
Cottage
148.7m 19
Shreelaine
Cott
1
13
inside this leaflet and returning it to us by Monday 9th February 2004.

Pear
5
Bungalows
Tree
Waterlane
Hart
Rivers
Cottage
The Leasow Cott

Daintree
7
The
Cottage
15
Track
Croft
6 Garage Four
Rundle
Cottage
The
FB
Archways
PH Finches
FB
Tel Ex
2
Diamond
Greyfriars
LITTLEWORTH
Cross
11
The Guild
Robins
Cottage
Cottage
Note: Clear signing will be required

Path
Cottage
Vine
DYER'S
Landgate
Cottage
8
Glan-yr
LANE
M'dina
Cottage
1
Avon
11
Pavement
Daphne
Cottage
ROAD Headland
Brooklyn
PARK
1
12
Campden End
Stanfred
10
Clare
PEAR
House
Savours
Builders Yard
TREE
CLOSE
Cottage
3
Bank FB Badgers
Brook
Croft
CLOSE
House
Adult
to direct drivers to appropriate parking

El
Park
Tally Ho
Road
11
Camside
Opportunity
Villas
HAYSUM'S Sub
Garage
Cottage Sta
Centre
SHEEP
Park
Guild
House
140.5m Garage
Public Exhibition
Park
Garth
Mallards
Green
Cottage
End
Cott
Gott
142.0m
The
STREET
(um) Sheppey
GP Path
areas.
The Garden
8
4
BM Manuka
Cottage
Croftsbrook
143.45m
High 5
Hartfield
Steps
The House
Brookfield
1
Eastleaze
Cherry
4
Westington
Cam 2 Rise
The
Mill
Path
FB
Gainsborough
Terrace
Applegarth 7
Clemette St James
Path
6
(um)
Leasow Farm Cottages

Royal Oak C of E
2
Pond Deanhall
Swimming Pool
Primary School
Terrace
If you would like to know more about our proposals, we are holding a Public Exhibition at The Old Police
1
1
Cottage
19
Gainsboroug
Club
Arden
h
House
16
5
GE
Station, High Street, Chipping Campden on the following days:

Next Steps for the Study
Thursday 29th January between 4.30pm and 7.00pm; and
The suggestions in this leaflet will not all be able to be implemented in the short-term. We aim to allocate up to £80,000 to implement
some of the smaller and most supported schemes over the next two years. We will then use the County Councils priority assessment Saturday 31st January between 10.00am and 12.00 noon
process to decide when other schemes for the town can be funded in the future. This assessment is based on the benefit of the
scheme to the community. Therefore, we need to know what you think. Please come along to the exhibition where our staff will be happy to discuss the proposals in more detail.
January 2004 January 2004 January 2004

Since March 2003 we have carried out consultation with some local people through correspondence, a workshop and an open Proposals Pedestrian crossing improvements on the High Street
day so we can find out what transport problems and issues in the town need resolving. (scheme 7)
This page gives details of some of our proposals. All the schemes are listed on the questionnaire attached.
The key problems and issues are... The proposals do... We could widen the pavement opposite HSBC so people would
Gateways on the approaches to the town to slow traffic find it easier to cross the road because they would be able to
lorries travelling through the town; consider the public viewpoint through consultation; speeds (scheme numbers 1, 2, 3 and 4) see around parked cars. This would also stop cars blocking the
difficulty parking, particularly in the centre of town; improve parking arrangements; pedestrian crossing. We could also put in two parking spaces
traffic travelling too fast, particularly when entering the town; improve the potential for clear traffic signing but with a Local people say that traffic is too fast on the main approaches for the disabled in the Town Square, next to HSBC.
and reduction overall in the number of signs in the town; to the town. So we propose Gateway features to encourage
poor facilities for pedestrians crossing the road and at improve facilities for people with disabilities; and drivers to slow down by using clearer speed limit signs and There are other proposals we would like you to consider as
junctions. improve pedestrian facilities at key crossing points. different road markings. detailed in points 8 - 13 below and more details on these will be
provided at the exhibition.
The proposals do not... What we want you to do...
New junction layout for Sheep Street/High Street (scheme 5) Option 2: We could move the existing stop-line on Sheep Street
reduce the amount of available car parking in the town; STEP 1: Read this leaflet and consider all the schemes that forward, which would improve visibility and help pedestrians
remove cars from the town centre; we are proposing It is difficult for drivers approaching from Sheep Street to see cross the road. See the reverse of this leaflet for the proposed parking strategy for the town
include speed humps and ramps to make traffic go slower; STEP 2: Come along to the Exhibition to find out more about traffic on High Street and for pedestrians trying to cross this
increase street furniture clutter e.g. signing; or the Study and talk to us about your views on the proposals junction. We propose the following two options:
include schemes that will change the character of the town. STEP 3: Fill in the questionnaire in this leaflet and return it to Tear here
us FREEPOST by 9th February 2004. Option 1: We could change the priority so that traffic does not
give-way on Sheep Street this would help vehicles get round
Chipping Campden Transport Study - Questionnaire
the bend and we could provide better pedestrian crossing facilities
Proposals for improvements in Chipping Campden: by widening the footpath on Sheep Street. Your views are important to us and will help us complete the Chipping Campden Transport Study. Please post the questionnaire
back to us by Monday 9th February 2004 at the following FREEPOST address (you do not need a stamp) or alternatively fill in
the questionnaire on our website www.gloucestershire.gov.uk/chippingcampdentrafficstudy
Track
Pendleholm
B
4035
14
Pon
d
15
17
B
4035
20
Lowe
r
Kingcomb
e
RH Kelmscot
t
1.22m
Chipping Campden Transport Study, Environment Department, Gloucestershire County Council,

Rylan
d
Cottag
e
G
Cherry
8
Trees
Hillcrof
t
Def
Reservoi 154.8
r m
FREEPOST GR 168, Shire Hall, Gloucester, GL1 2ZZ

(covered
)
Springfield
Windrus
h
Foxwoo
d
Swiss Maris
LB
5
Stella
Cottage
Pon
d
Carmel
GREVEL
LANE
Southlands
LANE
GREVEL
Lapstone
3
FF
Track
Old
1.22m
Warde
n
Wellwood
House
Eveden
Stonevill
e
1
Grevel
Track
Proposals
Tenni
s
Croft
Cour
Path (um)
Upton
Hoocot
e
Track
LANE
KINGCOMB
Astoni
a
Hawthorn
s
Playing
Field
Thorp
e
Agree Not Sure Disagree

ASTON
Cottag
ROAD
RH
1.22m
Drain
Cona
Halma'
s Strath
Bdy
Ward
Sheep
Hous Cherr
e y
Tree
Foss s
The
Pavilio
n
Street
Ivanhoe
Melrose
Pond Oaksey
s
149.4
m
Chipping Campden
School
1 Create a Gateway feature to slow traffic on Station Road including a mini roundabout at
El Sub
Sta
Newholme
Ellesmere
Haywood
Pitch
Barrels House
Pine
White
The
Coal
The Cam and introduce a 40mph limit at the Railway Bridge

Cottage
Yar
d
Tenni
s
Cheriton
Tenni Court
s s
Whaddon
Grange
Court
s
2
1
Lark
Rise Track
Barrel
s
Coneygree
Ho
Pitc
h
6
Clare
House
(um)
130.5
Path m
The
Highnings
7
Wicket
Cottage
STATION ROAD
Yout
GP h
1
145.25m
BM
Bearwood
Club Cottage
10
Playing
Field
The
Trough
Warren
Pond
s
20a
21
Track
2 Create a Gateway feature on the approach from Aston Road

11
Mole Bank
House
20
12
27
Whaddo
n
Wold'
s
Cottag
e
20
End Bryhe
r
127.1
m
Caretakers
143.9
m Grac
e
Cannon
s
1
Cottages
2
High Street
Dieu
Mea
22
d
HAYDONS
21
11
18
The
9
Hoo
CLOSE
Pon
17
19
27 BRIDGE
15
Caswel
19
l
WEIGH
BM
14
CT
Sta
El Sub
144.02m
4.02m
25
5
22
Track
31 Gree
5
WOLDS
n
P
13
12
6
END
23
CLOSE
18
Pon Churc
d h
10
11
Know
17
e
Pavilio
n
5
Cottage
16
1 to
s
LANE
34
CIDERMILL Hick
s
30
3
35 3 Hous
e
Ho
Corner
The 1
15a
28 GP
1
25
Tow
n
27
Haydon
B 4081
s
1
3 Create a Gateway feature on the approach from Conduit Hill

Paddock
s
The
Ban
k The
147.2m Stables
29
Leasebourne Noo
26
k
Littl
28
House Littlecote
GP
Gleb 148.9m
e
Cropper 144.3
Berrington
s m
13
House
Pond
s
34
Meadow
House
30
St
Pauls
15
St James's
St Church 28
ENDS
Govans
Morv Conven Covenan
ROAD
a t t 31
BACK
STATION
BERRINGTON
Hous ROAD
GRIGGS e
CLOSE
Berrington
Orchards
40
Pon
32
d
7
SD
8
Pon
El d
BM 151.06m
The
n
Berringto
Leysbourne Ernest
Cotts
Cottage
143.6m
42
Sub
Sta
Wilson
Garden
37
Postal P
Delivery Jo's Cott
High Brake
CASTLE NURSERIES
Cottage
Somersby
Offic
e
Tar
36
Dovers a
Side
145.55m
1
BM
Dover's
Court
Cottage
5
GARDENS
Vicarag The 1
Tithe
1
e
Stanford
CASTLE
BM
House
124.38m
G
ROLLING
Dover'
STONES s Hous
House
e
Maple
House Cottage 3
35
s Lodge
High
5
Brake North
Holly
Moodys
LEYSBOURNE
House
Cour
Rolling t
Stone
Bratch
6
6
House
1
Lodges
4 Create a Gateway feature on the approach from Broad Campden

Orchar
d
Pembrooke
44
Redesign of Leysbourne/Church Street Junction (scheme 6)

Cottage
Perton Cott
TCB
Lodge
Sansons South
Cott
Worsley
Two Ways
Pinecroft
The
46
Somerville
4
143.6m
1
1
Castl
e
Cotswol 12
d Northend
Woodbine 10
Terrace
8 9
Rise The Staplers

Cottages
Hulland
Hartley BM
House
Lane's
Ennerdale
Cottage House
Cottage LB
Surger
1
Nursery
y Cottage Stones 129.45
Miles m
House
2
126.5
m
1
Hicks
Campden
House
B 4035
Cott
Cotswol 127.8
2
d m
BM 134.30m
The
Almonry B 4035
Wixley
Wake 132.6
(remains m
of)
Ho
Hous Cott
e Pinknie Banqueting
Cott House
s
Almshouse
Bank
6
The Cam
House
The Delt Onandler
The Lodge a s
s
Parson
Glydestone
Barley
LB s
Hous
e
Whitacr Foss Whippendel
e Mow e l
Mea
d Nelso
n
The P
10
Orchard Holm Rorke

Willowhayn
Hous s
e
12 Orchar
Dover Broo
d k Hous
s
e
e
Tryscombe Ivy Oak

House 11 Drif
PH
Evergreen
Rosedal Cottag t
Furlon
STREET
e e
g
Orchar 1
d s
CHURCH
Overdal
Swimming Pool e
GP
B 4035 Sprin
g
The
141.61m
BM Hall
5a Improve the Sheep Street / High Street junction layout (Option 1)

5 Garde
Paddock Grevel's Surgery n
House House
s
Banqueting
It is difficult for drivers on Leysbourne to see the No Entry Signs on Church Street and for pedestrians to cross on Church Street.
St
7 James's
to
14
6
C
of
E
School Earthwork
Ivyden s
e
Sewage
Works
Sherbor
n
3
Mill
The Hous
The e
Malt
SEYMOUR
Cottag
e
Garden
House House
Cour
t
GATE
4
The
Solenteny Seymour
a Hous
e
Bungalow
House
Winterfol
d
Hotel
Wescote
Stella
House
Maris
We could redesign this junction to make it easier for pedestrians to cross the road. We could also create space for signs directing
Berry Woolstapler
Hill LB
Sta
Sub 1
El 's
Hall
George
Museum
and Tennis
Pippe Dragon
t
Cottage
Cottag Three Court

Lad
e Gables y
The
Greenbank Clifton
Gables
s Juliana
Cottage s
Westfield
141.1m
Trinder
House
Cottag
ENDS British e
2
The BACK Legion
Stables 6
Club Symes
House
Bank
The
HOO
LANE
Sandalwoo
Leasow 4
e
Tapton
d
The
House
House
Ban
Corner k
Coach
Collett
House
5b Improve the Sheep Street / High Street junction layout (Option 2)

Cottage
Rodings
lorries clearly through the town and we could also include a parking space outside the chemist for people with disabilities. We propose
Sleepy Kendall
Hollow
Ho Clifton
Little
Martins House
View
The
Hopleys
Westwind Tower
s Dragon
Lanterns
Green
Ho
London
Dovers
Manse The
Martins Ellisons Cottage
Ardley House
House
With Gate
Cottage
y
St
Cotswold
House Annes
Bourn
e
Kiftsgat House The
e Cottage
House
Hotel
Lygon
Cashel
Arms Pon
Woodcot d
e
Saxfeld
Camwa
y Hotel
Little
Martins
1 Burial FB
Gd
Cottag
e
Montrose
Doverdal Darbys
P
e Sluic
2 Berringto
Charnwood Cottage e n
Wayside
Marsh
Flag
Cottage
Pon Mill
d
the following two options:

Holmleigh
Fenning Clos
e
Gowerban The
k 4
The
Long
Twine
War Mkt Old
House
Meml Cowfair Manse Drury The

Meadow
Stonele Kings
a Cottages Cottage Hall
Arms FB
Grammar
Cott
Meml
War School
Burial Hotel
The
56
Gd
St Darby's
Croft
43
Pitcairn
House
Pol
Crispin
s The
Berrington
Dial
Sta
5
House
Grammar 4 6
53 Old
Yd 141.66m Mews
The
Woolstones rs BM
Baptist
School 2
Little
Contracto
Church 1 3
The
50
Orchard
Old
7
Peyton
Town
LITTLEWORT
Coach
40
6a Improve the Leysbourne / Church Street junction layout (Option 1)

Ho PO
Shelter
Hall
House
H
Square
Meadow
Elsley
Aquahanier
The
Pool
Cottages
42
Farthingdal
3
e
Firs
Green The
The
Lindens
Heritage Dragons
Hoo
Magistrates
34 Cottage Twine
TCB
Noel
Square
The
Ho The
Roseglen
Arms
Willowbank
Poppetts
STREET
HIGH LANE
Dragon
Millbank
1
41
Alderley
Bank CALF'S
Court
Cottage
Mullion
Hotel
Heather
Wyncliffe
Islan
d
House
Green
Piece
Library
Cot
Dragon t
1
Cam
48
Close
Cottage
Badgers
Islan
Millstone
Playin
End
g Hous 4081
e B
4
St
Fiel Catharine' Home
d
Noel
s Farm
RC
Court
Key:
School
Option 2
FB
Option 1
Elm
Tree
Lady Juliana's
Gateway
5
6
House
Spring
Yeronda
Rosar
y 140.5m
6
Mill
Tybrodan
Cottage
FB
Cottag
e
8
Mill
Hous
Westend
Close
e
26
4
31
Terrace
Hind
The
7
Cam
TCB
Jala
Ho
The
Old
Rours
The Priests
House Presbyter
Grafton
Close
Garage
y 141.00m
14
11
Mews
BM
10
12
Halfway
GP
3
FB
28
BM
PH
Ho
140.58m
140.5
29
The
Nene
30
31
13
24
Badgers
Sprin
6b Improve the Leysbourne / Church Street junction layout (Option 2)

27
St g
Catharine's
Kenyon
1
25
Ho
5
23
RC
21
15 Church
26
7
22
BM
143.07m
Kylemor
SHEEP
e
24
20
FIELD
23
ST

Chipping Campden Transport Study - Halcrow

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Chipping Campden Transport Study - Halcrow

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Gloucestershire County Council

Halcrow Group Limited

Halcrow Group Limited

Halcrow Group Limited

Halcrow Group Limited

Halcrow Group Limited has prepared this report in accordance with

© Halcrow Group Limited 2004

Contents Amendment Record

Issue Revision Description Date Signed

1 0 Draft Report for Comment 06/04/04 JC

1 1 Draft Report for Member 01/06/04 JC

1 2 Final Report 27/07/04 JC

4 Problems and Issues 21

5.5 Comparisons with 1999 Survey 50

7 Questionnaire Analysis and Scheme

8 Preferred Package of Measures 95

9 A Longer-Term Vision for Transport in Chipping

• Review of policy documents (national, regional and local);

Problems and issues

• Varying views have been expressed on the extent to which parking is a

Results of the various consultation exercises

E.1.7 Schemes were prioritised based on:

• A signing strategy for the town;

1.1 Purpose of Study

• Objective 1: To recommend transport improvements that can be

• To preserve the unique rural environment of the Market Towns, restricting

1.3 Background Information

A40 A40 A436 A424

1.4 Transport Trends

Table 1.1: 2001 Census – Campden Vale Ward Data

Campden Vale Gloucestershire England and Wales

% Residents under 16 yrs 15.1% Not available 20.2%

1.5 Contents of Report

2.2 National Policy Guidance: Transport White Paper

• A focus for growth;

• A focus for economic development and regeneration, including markets for

• Encourage the development of rural transport strategies and management measures to

• In accordance with policy, support investment in appropriate telecommunications and

• Supporting community transport, especially in remote areas and to serve disadvantaged

2.5 Local Policy Guidance: Gloucestershire Structure Plan

2.6 Local Policy Guidance: Gloucestershire Local Transport Plan – Market

• Some Market Towns offer opportunities to develop an improved network of

2.7 Local Policy Guidance: Cotswold District Local Plan

• Proposals to reduce the dominance of vehicles, especially tourist coaches;

• Part 1: Identification of problems and issues;

3.2 Part 1: Identification of problems and issues

• A review of previous comments, requests and actions from correspondence

Past correspondence held on County Council files

Central Government Advice * Review of Previous Studies / Information

LTP Structure Plan & Local Plan

Traffic Management Schemes Open Surgery Schemes to Promote

Refine Package of Measures

Public Consultation - Leaflet / Public Exhibition

Produce Draft Market Town Transport Study Report

• Chipping Campden Car Park survey 1990;

Meetings and correspondence with Cotswold District Council

Initial Stakeholder Workshop: March 2003

• Question 1: What are the main transport problems in your town?

Open surgery event: May 2003

Correspondence: Throughout the Study

Review of Policy Documents

Site surveys: March – October 2003

undertake an independent review of the current situation. Site surveys focussed