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SLADE END FARM, WALLINGFORD
RESIDENTIAL TRAVEL PLAN
September 2011
SLADE END FARM, WALLINGFORD - RESIDENTIAL TRAVEL PLAN
PJH/ph/Reports/06-089-010A
DOCUMENT CONTROL SHEET
REV ISSUE PURPOSE AUTHOR CHECKED REVIEWED APPROVED DATE
1st Draft PJH SRB JBW SRB Sept ‘11
A Comments PJH SRB JBW SRB Oct ‘11
SLADE END FARM, WALLINGFORD - RESIDENTIAL TRAVEL PLAN
PJH/ph/Reports/06-089-010A
CONTENTS Page
1 Executive Policy Statement 1
2 Introduction and Background 2
3 Existing Transport Infrastructure 9
4 Base Position 17
5 Travel Plan Objectives and Measures 23
6 Monitoring and Targets 40
7 Ongoing Implementation and Review 48
FIGURES Figure 1 – Site Location Figure 2 – Site Accessibility
DRAWINGS 06-089-068A – Local Accessibility
06-089-070 – Existing Pedestrian Access Points
06-089-083 – Bus Catchment Plan
06-089-085 – 130, 132 Diverted Bus Routes – Gained Catchment
APPENDICES
Appendix A - Correspondence from Local Authority Appendix B - Resident’s Welcome Pack Information Appendix C - Resident’s Questionnaire
SLADE END FARM, WALLINGFORD - RESIDENTIAL TRAVEL PLAN EXECUTIVE POLICY STATEMENT
PJH/ph/Reports/06-089-010A 1
EXECUTIVE POLICY STATEMENT
This Travel Plan, henceforth referred to as “The Plan”, has been prepared
by Odyssey Consulting Engineers on behalf of PRUPIM (The Developer).
The Developer commits to adopting The Plan and contributing to its
implementation. The Developer therefore commits to undertake the
following:
i) To encourage the use of sustainable modes of travel through
the implementation of measures set out within this document;
ii) To monitor the progress of The Plan through periodic monitoring
using the agreed survey methodology set out herewith;
iii) To regularly liaise with the appropriate officers at South
Oxfordshire District Council (SODC) and Oxfordshire County
Council (OCC), including reporting on monitoring activities;
iv) To maintain and update The Plan as necessary following the
monitoring exercises in order to ensure that The Plan is
delivering on the defined objectives.
The above will be monitored over a period of five (5) years measured from
the Initial Baseline Survey, subject to satisfactory achievement of
objectives.
SLADE END FARM, WALLINGFORD –RESIDENTIAL TRAVEL PLAN INTRODUCTION AND BACKGROUND
PJH/ph/Reports/06-089-010A 2
INTRODUCTION AND BACKGROUND
This document forms the basis for The Plan which will be implemented at
the Slade End Farm residential development in Wallingford (Application
Ref: P11/W0552/O), following development of the site in accordance with
details submitted to South Oxfordshire District Council (SODC).
The Plan itself is represented by a series of measures and monitoring
processes, to be implemented by The Developer of the site or their agent.
As such it identifies the measures to be implemented and provides a
schedule for such implementation (the “Implementation Schedule”). The
Plan also provides a pool of resources to support the measures and sets
out the programme and methodology for monitoring and maintenance of
The Plan throughout its life.
The Plan accords with national policy relating to sustainable travel,
including PPG13 which highlights the effect that Travel Plans can have in
the delivery of sustainable transport objectives, particularly reductions in
car usage and the increased use of public transport, walking or cycling.
The Plan should be seen as live and subject to update and revision as
necessary.
Site Location
Slade End Farm is situated to the west of Wallingford, Oxfordshire. Its
location is indicated on Figure 1 attached.
The site’s western boundary is formed by the A4130 which provides
access to Didcot approximately 7.5km to the west. The site is bounded to
the north by the rear gardens of houses along the south side of Wantage
Road. A short section of the site’s northern boundary (at its western end)
has direct frontage onto Wantage Road where this road forms a
roundabout junction with the A4130.
SLADE END FARM, WALLINGFORD –RESIDENTIAL TRAVEL PLAN INTRODUCTION AND BACKGROUND
PJH/ph/Reports/06-089-010A 3
To the east, the site is bounded entirely by the rear gardens of residential
properties along Chiltern Crescent and Fir Tree Avenue. Existing public
footpaths link the site to these streets.
The site is bounded to the south by existing allotment gardens and sports
pitches associated with the Wallingford Sports Park. The site is situated
just to the northwest of Hithercroft Industrial Estate, which is a major
employment centre in Wallingford.
Local Facilities
Key facilities in the vicinity of the site, and the walking/ cycling distances
to such are listed below. The locations of identified facilities are presented
on Drawing 06-089-068A. (Note: Approximate distances quoted are
measured from the centre of the site, via routes indicated on the referred
to drawing. Details relating to the pedestrian/ cycle routes indicated are
discussed in more detail later in this Plan.):
1.) St. John’s Primary School: 1,500m;
2.) Hithercroft Industrial Estate: 750m;
3.) Wallingford Community Hospital: 2.8km;
4.) Wallingford High Street/ Town Centre: 1,500m;
5.) Fir Tree Junior School: 700m;
6.) Local supermarket (Londis): 600m;
7.) Wallingford Secondary School: 1,300m;
8.) St. Nicholas Infant School: 1km;
9.) Employment Area: 1,120m;
10.) Allotments (marked as “14” on plan): 430m;
11.) Wallingford Sports Park (marked as “15” on the plan): 750m.
SLADE END FARM, WALLINGFORD –RESIDENTIAL TRAVEL PLAN INTRODUCTION AND BACKGROUND
PJH/ph/Reports/06-089-010A 4
Residential Development
The proposed development at Slade End Farm comprises 400 residential
dwellings. Included in this overall provision are 60 Extra Care/ Continuing
Care Retirement Communities (CCRC) units (Land Use Class C2). Up to
40% of all units (160 No.) would be affordable dwellings.
The residential development schedule is set out in Table 2.1 below:
Table 2.1: Development Schedule – Residential Unit Type No. of Dwellings Note
1 Bed 87 Includes 29 CCRC units
2 Bed 211 Includes 31 CCRC units
3 Bed 43 -
4 Bed 59 -
Based on SODC’s assumed average occupancy rate across Oxfordshire
of 2.26 persons per dwelling, the proposed 400 unit development would
accommodate some 904 residents.
Parking Provision
In identifying appropriate parking provision at the site, consideration has
been given to the parking standards contained within the South
Oxfordshire District Council Local Plan 2011 (at Appendix 5). Car parking
standards relevant to the residential aspect of the development are as
follows:
1 Bed Dwelling: 1 Space;
2/3 Bed Dwelling: 2 Spaces;
4+ Bed Dwelling: 2+ Spaces on merit.
The above standards have been adhered to in making car parking
provision at the site.
SLADE END FARM, WALLINGFORD –RESIDENTIAL TRAVEL PLAN INTRODUCTION AND BACKGROUND
PJH/ph/Reports/06-089-010A 5
No car parking standards are contained within SODC’s 2011 Local Plan
relevant to the CCRC use (land use class C2). Car parking at the CCRC
facility is therefore proposed to be on the basis of 1 space per two units
(including staff). The proposed 60 unit CCRC facility will therefore provide
30 spaces in total. Whilst the Local Plan does not make specific reference
to levels of disabled car parking at Extra Care/ CCRC facilities, a
minimum of 5% will be provided, with additional spaces made available if
deemed necessary.
Residential Cycle Parking is as set out below:
Houses: All cycle parking to be accommodated on-site
either in garages or back gardens in accordance with
SODC Local Plan requirements;
Flats: Cycle parking to be conveniently located in secure
parking facilities at a ratio of 1 space per 1 bed dwelling, or
2 spaces per 2+ bed dwelling. Visitor cycle parking will be
provided at a ratio of 1 ‘Sheffield’ type stand per 2
residential units, where there are more than 4 units.
Cycle parking provision at the CCRC will mainly cater for staff. In this
regard reference is made to Appendix 5 of the South Oxfordshire Local
Plan 2011, which recommends “1 stand per 12 staff” for various land uses
(including hospitals). The total staff compliment at the 60 CCRC units is
expected to be in the region of 40 (across various shifts). In view of the
above, 4 stands (8 spaces) will be provided.
Other Development
The proposals include the provision of a 1 Form Entry (FE) primary school
(210 pupils) situated in the south-west of the site, and 375m2 of floor
space ancillary to the residential in the form of community facilities
including a management suite. The School and community facilities will
be subject to a bespoke Travel Plan each, however for completeness, this
Plan contains at Section 5 a schedule of potential measures to be
included in the School Travel Plan.
SLADE END FARM, WALLINGFORD –RESIDENTIAL TRAVEL PLAN INTRODUCTION AND BACKGROUND
PJH/ph/Reports/06-089-010A 6
Construction Phasing
Construction at Slade End Farm is assumed to commence in 2012, with
the first dwellings completed in 2013. The development is expected to be
completed within 7 years, with the draft timetable for delivery as follows:
2013: 40 Units;
2014: 70 Units;
2015: 70 Units;
2016: 70 Units;
2017: 70 Units;
2018: 70 Units;
2019: 10 Units.
Scope
The following section of this document (Section 3) sets out
comprehensive details of the existing transport infrastructure, particularly
sustainable alternatives to car travel, available to residents and visitors to
the area.
In developing a suitable Travel Plan, consideration needs to be given to
starting, or base, travel patterns. Section 4 sets out an appropriate base
position and provides the framework for developing this in the future as
the development is implemented.
Section 5 of this document sets out the objectives of The Plan and the
extensive measures that will be implemented in order to encourage the
use of sustainable alternative modes of travel. This includes details of
application of the Travel Plan measures at the development.
Fundamental to a Travel Plan is the process of establishing modal shift
targets, and monitoring the performance of The Plan in the context of
such targets. Section 6 of this report brings together a methodology for
SLADE END FARM, WALLINGFORD –RESIDENTIAL TRAVEL PLAN INTRODUCTION AND BACKGROUND
PJH/ph/Reports/06-089-010A 7
determining realistic targets for modal shift based on an estimated base
position. This section also presents detailed guidance on how the
monitoring process will be undertaken with specific details of the survey
methodology.
Section 7 presents a framework for the implementation and review of The
Plan. This section includes the Implementation Schedule, which sets out
specific actions and the respective timescales for the implementation of
such.
Policy/ Guidance Basis
In Scoping the Travel Plan with Oxfordshire County Council’s Travel
Choices Team, it was confirmed that although the Council was (at the time
of writing) in the process of preparing new guidance relating to Travel
Plans, such guidance had not yet been adopted and that reference should
therefore be made to the guidance documents listed below. Nonetheless,
OCC’s Travel Choices Team did provide specific comments relating to the
Travel Plan, which have been taken into consideration in the preparation
of this document. That guidance is included at Appendix A for
completeness.
In April 2009, the DfT published the guide: “Good Practice Guidelines:
Delivering Travel Plans through the Planning Process” which states the
following:
“Travel plans are an important tool for delivering sustainable
access to new development, whatever the use.”
Under the heading “Objectives and outcomes of a travel plan” the above
guidance at paragraph 5.1 lists aims of a Travel Plan, including the
following:
“achieve the minimum number of additional single occupancy car
traffic movements to and from the development;
reduce the need for travel to and from the site;
SLADE END FARM, WALLINGFORD –RESIDENTIAL TRAVEL PLAN INTRODUCTION AND BACKGROUND
PJH/ph/Reports/06-089-010A 8
address the access needs of site users, by supporting walking,
cycling and public transport;
address specific problems identified in the site’s transport
assessment;
are explicitly part of the wider local approach to demand
management and behavioural change.”
This Plan has also given due regard to the October 2007 DfT guide: “The
Essential Guide to Travel Planning”.
SLADE END FARM, WALLINGFORD -RESIDENTIAL TRAVEL PLAN EXISTING TRANSPORT INFRASTRUCTURE
PJH/ph/Reports/06-089-010A 9
EXISTING TRANSPORT INFRASTRUCTURE
As detailed in the introduction, a fundamental component of any good
residential Travel Plan is the process of informing residents of the
sustainable travel options available to them. This process alone can result
in a significant shift in primary choice of mode. In many cases individuals
may be unaware of the sustainable travel options available to them or not
fully aware of the advantages and benefits such alternative modes can
offer.
Within this section of the report, detailed information on the availability of
other modes of travel is provided. It acts as both a resource for informing
residents of the development (via the Travel Plan Co-ordinator) as well as
forming the basis for the development of the Travel Plan measures and
targets.
It is important that this information is kept up to date and aspects of The
Plan upon which it is based are modified accordingly. As such, this
section has most recently been modified in October 2011
The details of how this information is best presented in order to inform the
residents and visitors at the site is considered in more detail in Section 5,
which explores the specific measures of The Plan.
Access for Pedestrians
Facilitating and encouraging access to and from the site by means of
walking as a primary mode is a fundamental aspect of The Plan. The site,
which is located on the western side of Wallingford, has access to the
Town Centre via four pedestrian accesses as summarised below (with
reference to Drawing 06-089-070):
SLADE END FARM, WALLINGFORD -RESIDENTIAL TRAVEL PLAN EXISTING TRANSPORT INFRASTRUCTURE
PJH/ph/Reports/06-089-010A 10
Access providing direct pedestrian/ cycle access to Wantage Road
via the existing farm gate at the north-western corner of the site
(Access 1);
Existing pedestrian right of way between the southern end of
Queens Avenue and the site providing pedestrian access to the
development site from Wantage Road (Access 2);
Existing pedestrian footpath at Access 3, between the north-
eastern corner of the site and Fir Tree Avenue, providing a direct
pedestrian link from the site to the Town Centre via Wantage Road
and Station Road;
The section of footpath between the south-eastern corner of the
site and Fir Tree Avenue (Access 4) comprises a short section of
path which shares the vehicular access to the allotment gardens
immediately south of the development site. This access provides
access to a series of footpaths which link the site to the Town
Centre and areas of employment to the east and south
respectively. These pedestrian routes are described later in this
section.
Access for Cyclists
Wantage Road forms part of the National (SUSTRANS) Cycle Route 5,
with advisory cycle lane markings present on both sides of the
carriageway between the Slade End roundabout in the west and Station
Road in the east. National Cycle Route 5 is a long distance route
connecting Reading and Walsall via Oxford. In the vicinity of the site, the
route provides access to Crowmarsh Gifford and Reading to the south-
east, and Didcot and Oxford respectively to the west and north.
This route (Route 5) shown on Figure 2 passes that part of the
development site (north-western corner) which has direct frontage access
onto Wantage Road. The cycle route also passes the junction of Fir Tree
Avenue with Wantage Road and Station Road at the eastern end of
definitive footpath which leads form Access 3 previously discussed.
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Pedestrian/ Cycle Distances and Routes to Key Facilities
Pedestrian and cycle accesses at the site, as described above, have been
relied upon in calculating distances between the site and key facilities in
Wallingford. The results of this exercise are presented below, whilst
Drawing 06-089-068A referred to previously presents this exercise
graphically. (Note: All distances are measured from the centre of the
development site, via walking/ cycling routes indicated on the drawing):
St. John’s Primary School: Approximately 1,500m via the south
eastern corner of the site (Access 4), the surfaced footpath to the
north of Hithercroft Industrial Estate, Saxon Close, Charter Way,
Egerton Road, Croft Road and St. John’s Road;
Hithercroft Industrial Estate: The distance measured from the
centre of Slade End Farm to the Industrial Estate (Moreton
Avenue), via the surfaced and lit public footpath to the north of the
allotments and Fir Tree Avenue is approximately 750m;
Wallingford Community Hospital: Approximately 2.8km to the
south east of the site via the A4130, Hithercroft Road and Reading
Road;
Wallingford High Street/ Town Centre: Approximately 1,500m
walking distance from the centre of Slade End Farm via Wantage
Road and Station Road; and 1,500m via the south eastern corner
of the site, Saxon Close, Charter Way, Croft Villas, Croft Road and
Kinecroft;
Fir Tree Junior School: 700m walk/ cycle from the centre of the
site via the public footpath at the north eastern corner of the site
(Access 3), Fir Tree Avenue and Radnor Road;
Local supermarket (Londis): Situated in Sinodun Road,
approximately 600m walking distance from the northern end of the
site via Queen’s Road;
Wallingford Secondary School: Approximately 1,300m walk/
cycle from the centre of Slade End Farm via Queen’s Road,
Wantage Road and Sinodun Road;
SLADE END FARM, WALLINGFORD -RESIDENTIAL TRAVEL PLAN EXISTING TRANSPORT INFRASTRUCTURE
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St. Nicholas Infant School: Approximately 1km walk/ cycle from
the centre of the site via the above mentioned public footpath,
Wantage Road and St. Nicholas Road;
Employment Area: Approximately 1,120m, via the public footpath
to the north of the allotments and Moreton Avenue;
Allotments (marked as “14” on plan): Approximately 430m from
the centre of the site;
Wallingford Sports Park (marked as “15” on the plan):Approximately 750m measured from the centre of the site.
Information relating to walking/ cycling infrastructure and distances to key
facilities (as set out above) will form part of the “Residents Information
Pack” discussed in detail in Section 5 of this Plan.
Proposed Pedestrian/ Cycle Facility Improvements
In order to optimise the use of the key pedestrian and cycle routes via
Accesses 2, 3 and 4 in the north-east and south-east corners of the site,
the development has committed to work with the Local Authority and the
County Council to enhance the existing routes to more readily
accommodate cyclists and pedestrians. This package of improvements is
expected to be contained within the Section 106 Agreement and is
expected to include new way-finding signage, pruning of vegetation and
some surfacing works.
Discussions with OCC’s Countryside Service team have confirmed that
any works associated with converting a Definitive Footpath to a Cycle
Track (such as resurfacing and lighting) would be ‘for the developers
account’. Such works would be secured through the Section 106
agreement.
The alignment of existing east-west public footpaths across the northern
part of the site is to remain but widened to allow a cycle track. This will
allow for the diversion of National Cycle Route 5 from Wantage Road
through the site. Access to this cycle route is gained via the new bus/
SLADE END FARM, WALLINGFORD -RESIDENTIAL TRAVEL PLAN EXISTING TRANSPORT INFRASTRUCTURE
PJH/ph/Reports/06-089-010A 13
cycle only access at the north-western corner of the site, with details of
this diversion and access respectively contained in the TA for the
development.
Bus Services
Service 130 (shown on Figure 2), operates on Wantage Road to the north
of the site. This service runs between Wallingford, Brightwell-cum-Sotwell
and Didcot, providing an hourly service in each direction Monday –
Saturday. This service provides access to Didcot Rail Station
approximately 5 miles (8km) to the west of the site, with the journey
between Wallingford and the station lasting approximately 15 minutes.
Bus stops are currently located on Wantage Road in the vicinity of the
development, with the nearest existing bus stops (indicated on Figure 2)
accessible via Queens Avenue, approximately 400m from the centre of
the site.
It is relevant to note that improvements to the 130 service (including
diversion of this route through the site) form part of the proposals at Slade
End Farm. To this end various discussions have taken place with OCC’s
Public Transport Development team and the local bus operator (Thames
Travel) with a view to improving bus accessibility at the site.
Consideration has therefore been given to a bus only through route at the
site utilising the main site access on the A4130 and a new bus-only
access on Wantage Road.
It is as such proposed to divert the existing 130 bus service (operating
between Wallingford and Didcot) from its current route along Station Road
and Wantage Road; to St. Martin’s Street, St. Mary’s Street, St. John’s
Road, Hithercroft Road, the A4130 and the development site. Service 130
will continue to operate between the site and Didcot to the west along its
existing route. In conjunction with the diversion of bus service 130, and
again, subsequent to discussions with OCC and Thames Travel, it is
proposed to extend the hourly 130 service to Oxford. The cost of
SLADE END FARM, WALLINGFORD -RESIDENTIAL TRAVEL PLAN EXISTING TRANSPORT INFRASTRUCTURE
PJH/ph/Reports/06-089-010A 14
providing the additional vehicle and other costs required to deliver this
improvement to the service would be funded by the development on a
reducing scale over 5 years. This funding is to be secured by way of a
suitably worded S106 Agreement between the developer and OCC/
SODC.
To this end Drawing 06-089-083 sets out the 400m catchments of the
proposed bus stops along the diverted route, which includes a significant
number of Wantage Road Residential properties. Additionally, in order to
compensate the loss of bus service 130 on Station Road, OCC have
agreed in principle to the diversion of the 132 bus service, from its
existing route in Shillingford Road; to Blackstone Road, Wilding Road and
St Nicholas Road as also shown on Drawing 06-089-083 and 06-089-085.
In addition to delivering high levels of access to bus transport at the site,
the introduction of the diverted 130 service via the Hithercroft employment
area will benefit sustainable travel in the area as a whole and would add
to existing levels of patronage on this service, thereby improving the long
term viability of the route generally. The enhanced bus service provision
is also compliant with the objectives of a TP set out in the April 2009 DfT
guidance, described previously, which requires that such plans “are
explicitly part of the wider local approach to demand management and
behavioural change.”
Figure 2 additionally shows the existing bus services that operate
between Oxford and Reading through Wallingford, and other services
serving the town. Service X39/X40 provides a half hourly service to
Oxford and Reading in each direction, Monday - Saturday. The X40
service operates an hourly service in each direction on Sundays and
public holidays. The journey time from Wallingford to both Oxford (to the
north) and Reading (to the south), is approximately 30 - 40 minutes.
SLADE END FARM, WALLINGFORD -RESIDENTIAL TRAVEL PLAN EXISTING TRANSPORT INFRASTRUCTURE
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Table 3.1 provides a summary of the existing bus services in the vicinity
of the site.
Table 3.1: Summary Existing Bus Services
Route
No.
Service Frequency1
AM
Peak
Day PM
Peak
Evening Saturday
Day
Sunday
Day
105 1 Per Day - -
114 6 Per Day 1/ Day -
115 1 Per Day - -
130 1 1 1 0.52 1 3/ Day
132 1 1 1 1 1 5/ Day
136 1 1 1 - 1 -
139 1 1 1 - 1 5/ Day
391 1 Per Day 1 -
X39/40 2 2 2 1 2 1
3305 1 Per Day - -
1. Buses per hour in each direction unless otherwise stated
2. One service every 120 minutes
Rail Services
Rail services are available from Didcot Parkway and Cholsey Stations, in the
vicinity of the site. Services operate between Oxford and London (via Didcot
Parkway and Reading) at a frequency of 5 trains per hour. The duration of
this journey is approximately 1 hour.
Peak hour services between Reading and London operate at a frequency of
9 trains per hour, with journeys lasting between 27 and 31 minutes.
Trains from Didcot operate between Didcot and Oxford to the north and
Reading, Slough and London Paddington to the south-east at a peak hour
SLADE END FARM, WALLINGFORD -RESIDENTIAL TRAVEL PLAN EXISTING TRANSPORT INFRASTRUCTURE
PJH/ph/Reports/06-089-010A 16
frequency of up to 6 trains per hour. Local stations served from Didcot
include Appleford, Culham and Radley.
Services between Cholsey and Reading operate at a frequency of 3 trains
per hour. Local stations served from Cholsey Station include Goring and
Tilehurst.
SLADE END FARM, WALLINGFORD -RESIDENTIAL TRAVEL PLAN BASE POSITION
PJH/ph/Reports/06-089-010A 17
BASE POSITION
For a Travel Plan being developed for an existing, operational site, the
transport base position would typically be developed through detailed
surveys of existing travel patterns.
This Plan has however been produced, in support of the proposal for
development on the Slade End Farm site. As such, no appraisal of base
travel patterns at the development could be established through surveys.
Nonetheless, a suitable transport base position is necessary to inform the
development of The Plan and in particular the preliminary modal shift
targets.
This section of the report therefore looks at the preparation of an Initial
Base Position using currently available information. It goes on to set out
the methodology for determining an Estimated Baseline position on
completion and occupation of the development.
Initial Base Position
The primary indicator of the baseline position, and the basis for the
development of targets for The Plan, is the modal split. As a residential
development, trips undertaken by occupants will cover a broad spectrum
of purposes, including commuting to a regular place of work, journey to
school, shopping and leisure. It is reasonable to presume that in many
cases, different journey purposes would be undertaken by different
modes. For instance, an individual may travel to work by car, but
undertake leisure trips in the evening or at weekends on foot or by cycle.
Similarly, many (if not the majority of) school trips can be expected to take
place by walking.
As will be detailed throughout this Plan, the measures to be implemented
will be comprehensive and target modal shift across the many trip
SLADE END FARM, WALLINGFORD -RESIDENTIAL TRAVEL PLAN BASE POSITION
PJH/ph/Reports/06-089-010A 18
generating activities associated with a residential scheme. The formal
monitoring and target determination structure will also seek to make due
consideration to an appropriately broad range of journey purposes.
Vehicle trip rates included in the Transport Assessment for the site were
agreed with OCC Highways at the scoping stage of the planning
application. The TA therefore quantified the expected number of vehicle
trips resulting from the proposed development, and distributed such trips
onto the surrounding highway network. It is not deemed relevant to
reproduce the methodology utilised in deriving such trip rates here.
However, for information, agreed peak hour vehicle trips owing to the
residential and CCRC components of the development are respectively
presented below:
Table 4.1 Vehicle Trip Rates and Traffic Generation – Residential Development
AM Peak Hour (08:00-09:00)
PM Peak Hour (17:00-18:00)
IN OUT TOTAL IN OUT TOTAL
Residential Trip
Rate/ Unit
0.168 0.441 0.609 0.324 0.176 0.5
Vehicle Trips
(340 Units)
57 150 207 110 60 170
Table 4.2: Vehicle Trip Rates and Traffic Generation – Extra Care/ CCRC
AM Peak Hour PM Peak Hour IN OUT TOTAL IN OUT TOTAL
Extra Care Trip
Rate/ Unit
0.1 0.05 0.15 0.05 0.1 0.15
Vehicle Trips (60
Units)
6 3 9 3 6 9
An assessment of trips across all modes was not included in the TA. As
such consideration is now given to data contained in the 2001 National
SLADE END FARM, WALLINGFORD -RESIDENTIAL TRAVEL PLAN BASE POSITION
PJH/ph/Reports/06-089-010A 19
Census which is the key current source of data on travel patterns and
behaviour. Included in the Census data is information relating to both the
mode of travel and the origins/ destinations of commuting or Travel to
Work journeys. This information does not include trips generated by
residential dwellings which are not related to commuting. Nonetheless,
this dataset does have useful characteristics that make it a valuable tool,
including the following:
The ability to disseminate accurate origins and destinations;
An extensive breakdown of mode of travel for commuting trips;
The data relates to one of the most significant and consistent trip
generating activities;
The data can reasonably be assumed to be reflective of wider
travel trends;
The data represents activities that occur in the key, peak periods
of demand for the wider transport network.
It is also relevant to note that comments received from OCC’s Travel
Choices Team (included at Appendix A) confirm acceptance of Census
data for the purpose of establishing appropriate base conditions at a new
development.
Given the above and in acknowledgement of the current lack of a more
wide ranging survey base that would facilitate the derivation of the initial
modal splits for individual journey purposes, the information from the 2001
National Census has been adopted as being representative of the overall
modal split at the development site.
When considering the 2001 Census information for application to the
currently vacant site, it is important to ensure that the selected statistical
area is representative of the development site. With regard to Wallingford,
the predefined statistical area selected is the local ward of “Wallingford
North”. As illustrated in the plan below, the assessed ward includes an
SLADE END FARM, WALLINGFORD -RESIDENTIAL TRAVEL PLAN BASE POSITION
PJH/ph/Reports/06-089-010A 20
extensive area of the Slade End Farm site itself and as such is deemed to
be representative of trips at the proposed development.
Ward of Wallingford North – Administrative Hierarchy
The modal split for the ward of Wallingford North, based on 2001 Travel to
Work Census data is set out in Table 4.3 below:
Table 4.3 – 2001 Census Modal Split – Wallingford North
Mode of Travel Percentage Bus 4.5%
Taxi 0.3%
Car (All) 67%
Train 3.2%
Motorcycle 0.6%
Cycle 6.8%
On Foot 17.2%
Other ~0.4%
Source: 2001 National Census
The above essentially constitutes the preliminary or Initial Base Position
with regard to modal split at the site. However, it is entirely reliant upon
the existing travel patterns of the assessed area and does not consider
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the specific nature of the development at Slade End Farm, which will
promote sustainable travel from the outset.
Estimated Base Position for the Development Site
The development site at Slade End Farm incorporates a number of
fundamental design aspects which can be assumed to result in a slight
shift in modal share towards sustainable modes relative to the wider
Wallingford area. The key factors in this regard are as follows:
PPG13/ OCC compliant car parking standards, constraining the
availability of off-street space;
A design layout in compliance with Manual for Streets, thus
potentially being more conducive to walking/ cycling;
Enhanced pedestrian/ cycle permeability across and beyond the
site;
Diversion of bus Route 130 through the development, thus
ensuring that all dwellings are within 400m of a bus stop.
When considering the above, it is reasonable to assume that the base
modal share at the development site would likely reflect these integral
sustainable transport components.
Table 4.4 therefore sets out a revised modal split, in this case deemed to
reflect the effect of the above characteristics of the site and thus is
considered for these purposes to be a representative estimate of the base
modal split of the development site at Slade End Farm.
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Table 4.4 – Estimated Base Modal Split – Development Site
Mode of Travel Percentage
Bus 5.0%
Taxi 0.3%
Car (All – Incl as Passenger)) 65%
Train 3.2%
Motorcycle 0.7%
Cycle 7.3%
On Foot 18.0%
Other ~0.5%
Development of a Definitive Initial Base Position
While an Estimated Base modal split has been derived for the purposes of
developing this Travel Plan prior to occupation at the site, one of the first
tasks to be conducted as part of the implementation after an agreed level
of occupation would be development of an accurate and definitive
occupational baseline position. This will be achieved by means of suitable
surveys conducted on residents. The main criteria for surveys carried out
to inform the development of the Definitive Base position are as follows:
The surveys should be conducted as soon as possible
after an agreed level of occupation at the site has been
reached;
The surveys should conform to guidance set out in this
document.
Details relating to travel surveys and monitoring are set out in Section 6of this Plan.
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TRAVEL PLAN OBJECTIVES AND MEASURES
This section presents the objectives of the Travel Plan, and the actual
measures to be implemented which seek to achieve those objectives.
Travel Plan Objectives
The overarching aim of The Plan is to support and encourage more
sustainable travel for residents and visitors at the site. In order to achieve
this, The Plan’s objectives are as follows:
Inform all residents on the site of the sustainable travel
choices available;
Raise awareness of the implications of all forms of travel
on the environment, and on the safety and health of
individuals;
Influence how journeys are made by making sustainable
travel easier and more attractive;
Reduce car use amongst residents and Increase the use
of sustainable transport;
Reduce the need to travel overall;
Include residents in the monitoring of travel behaviour and
enable feedback to the operators of the site and local
authorities;
Improve the sustainable transport network and facilities
further in response to the monitoring and feedback
received.
Contribute to the improvement of air quality through the
reduction of carbon emissions;
Contribute to the improved health and well being of
residents by promoting healthier modes of travel such as
waking and cycling.
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General Travel Plan Measures
The measures to be implemented represent the ‘heart’ of the Travel Plan
and are the tools that will be used to effect a shift in the modes of travel
used by residents.
In general, Travel Plan measures can be assumed to fall into one of two
categories; hard measures, such as physical facilities built into the
scheme, and soft measures, such as incentives and promotional
activities.
Both have a part to play in the success of The Plan and there is scope for
implementation and modification of both types throughout the life of The
Plan. The following section explores both types of measure.
Travel Plan Coordinator
Although effectively a soft measure, the appointment of a Travel Plan
Coordinator is fundamental to the effective implementation of the scheme
and is therefore considered from the outset.
The Developer, or their agent, will be responsible for appointing the
Travel Plan Coordinator. This action will take place in advance of first
occupation such that implementation of The Plan can begin before travel
patterns start to develop at the site.
The Travel Plan Coordinator (TPC) would coordinate all aspects relating
to the implementation of The Plan. They would also facilitate the
monitoring of The Plan. More details of the specific roles of the
Coordinator are set out in the context of particular measures throughout
the remainder of this section. The TPC will, as part of their
responsibilities, develop a steering group at the site with a view to the
continued implementation of The Plan after the conclusion of the TPC’s
role. That action is discussed in more detail later in this section.
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IMPLEMENTATION Ref 1 – The Developer will appoint and
meet with the Travel Plan Coordinator (TPC) prior to first
occupation at the site. The responsibilities of the TPC will be
clearly set out and agreed along with the proposed
timescales for the implementation of the Travel Plan
measures.
Note: Implementation Reference Numbers refer to the Implementation Schedule include at Section 7 of this Plan.
Hard Measures
Hard measures represent elements of the scheme that are designed in
from the outset, such as the provision of adequate pedestrian and cycle
facilities (such as cycle parking in the case of the latter). While these have
scope to encourage modal shift, the primary role of such hard measures
is to facilitate this shift by making facilities available to support the use of
sustainable modes of travel.
The site layout at Slade End Farm has been designed with a target
maximum speed of 20mph. This, in conjunction with the use of shared
surfaces, cycle lanes and pedestrian footways, together with built-in traffic
calming, will reduce the dominance of the private car and support and
encourage the use of other more sustainable modes of travel.
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Car Parking
In deriving an appropriate level of car parking on the site, the scheme
designers have taken into account OCC’s design and policy guidance.
Adherence to such guidance seeks to deliver the following objectives:
Reduce single occupancy car usage by constraining
overall car ownership through reducing the opportunities
to park on the site, whilst at the same time providing
adequate parking that avoids overspill onto the internal
road network or the local highway network.
Given these constraints, off-street car parking at the site has been
provided in line with the local authority (OCC) standards. These provide
an element of constraint while reducing the likelihood of overspill car
parking that could potentially have an impact on highway safety.
Cycle Parking
In accordance with local policy, the development includes cycle parking
facilities. In the majority of cases, these facilities have taken the form of
storage options within private dwellings, either in garages or rear gardens.
Communal cycle parking is also provided to the appropriate (guidance
based) levels for the residential apartments and the CCRC facility.
General Pedestrian/ Cycling Facilities
The design of the development has encompassed the key principles of
good practice in highway design that have an implication on transport
sustainability. The scheme has as such been designed in accordance with
the Department for Transport (DfT) guidance Manual for Streets which
sets out a range of key principles that look to reduce the dominance of
motorised vehicles and maximise accessibility and permeability for those
on foot or cycle.
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All roads on site (with the exception of the shared surface areas) make
provision for pedestrian footways of minimum 2m width, whilst the Primary
Route also incorporates 1.5m advisory cycle lanes in each direction. A
segregated pedestrian/ cycle way of 3m width is provided along the
northern boundary of the site.
The development also includes the proposed provision of dedicated
pedestrian/ cycle accesses respectively at the north-eastern and south-
eastern corners of the site, and also at Queen’s Avenue (northern site
boundary) as described in detail in the Transport Assessment for the
development. (Also summarised in Section 3 of this Plan, under the
heading “Access for Pedestrians”). These accesses ensure high levels of
pedestrian/ cycle access between the site and the Town Centre and
employment areas to the east and south-east of the site as indicated on
Drawing 06-089-068A and 06-089-070.
Delivery Receiving Area
The provision of a “Delivery Receiving Area” at the on-site community
facility will be investigated. This would allow residents to have items
delivered when they are not at home, and would thereby reduce the
overall number of trips on the highway network by reducing missed
deliveries. A facility to receive groceries in this manner may also be
considered.
Key Features
A summary of the key features which have been incorporated in the
design of the development and which encourage sustainable transport
include the following:
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A general highway layout that constrains vehicle speeds;
A 20mph speed limit across the site, supported by traffic
calming features;
Use of shared surface areas on appropriate roads
resulting in pedestrian/ cycle dominated carriageways;
Sufficiently wide pedestrian footways on each side of the
respective on-site streets;
Provision of cycle parking to the appropriate levels;
Segregated pedestrian/ cycle way along the northern
boundary of the site;
Advisory cycle lanes in each direction along the Primary
Route;
A high degree of pedestrian/ cycle permeability, both
within the site and between the site and other local
residential areas.
In view of the above hard measures at the site which will underpin a shift
towards walking/ cycling modes of travel, the Estimated Base Modal Split
presented in Table 4.4 of this Plan, suggested a nominal shift towards
walking and cycling trips at the development when compared to the
Census derived modal split for the surrounding area (Table 4.3). The
Definitive Base Position relating to modal share at the development will
however be identified by means of detailed surveys at the site as
described previously.
IMPLEMENTATION (Reference 2) –It is the responsibility of
Travel Plan Coordinator to familiarise themselves with the
identified “Hard Measures” which form part of the
development, with a view to communicating such to residents
of the development.
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Public Transport Enhancements
In discussion with Oxfordshire County Council and the local bus operator
(Thames Travel), a package of public transport enhancements centred
around improvements to the 130 bus service, has been developed and is
to be provided by the development. These enhancements take the form of
a diverted 130 service, from its current route along Station Road and
Wantage Road; to St. Martin’s Street, St. Mary’s Street, St. John’s Road,
Hithercroft Road, the A4130 and the development site.
In conjunction with the diversion of bus service 130 it is proposed to
extend this hourly service to Oxford. The cost of providing the additional
vehicle required to deliver this improvement to the service would be
funded by the development on a reducing scale over 5 years subject to
agreeing final costs with the bus operator and OCC. This funding is to be
secured by way of a suitably worded S106 Agreement between the
developer and OCC/ SODC.
Additional facilities funded by the development relating to the proposed
bus diversion are as follows:
The infrastructure to provide the diverted route, including the site accesses,
new bus stops and shelters along the new bus route are provided by the
development and include the following:
1.) The provision of 3 pairs of new on-site bus stops along the
proposed diversion through the new development. These stops will
be equipped with new high quality bus shelters incorporating real-
time information provision.
2.) The provision of new bus stop flags at the three pairs of off-site
bus stops along that part of the diverted route along existing roads.
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The on-site bus route and associated on-site bus infrastructure will be in
place upon first occupation at the site. As such, buses will physically be
able to utilise this route at an early stage of the development. It is
however acknowledged that providing a bus service through the site prior
to a “critical mass” of residents being reached will have negative
commercial implications for the bus operator (and the County Council
since route 130 is a subsided route). In line with this the TA for the Slade
End Farm development quantified the expected levels of bus patronage
relevant to peak hour employment trips at the site. It was reported that the
expected number of such peak hour bus trips originating at the site upon
completion would be 44 person trips. Based on the methodology
employed in the TA; upon completion of the 100th dwelling, it can be
expected that in the region of 8 peak hour trips (via bus mode of
transport) will originate at the development (Note: this excludes any
school trips). As such, it is proposed that the bus route be diverted at
occupation of the 100th dwelling at the site. Bus Service 132 will be
diverted as described in the TA at the same time as the diversion of
Service 130, thereby minimising impact on existing residents in
Wallingford.
It is relevant to note that the construction of the development will ensure
that there will be a bus stop in the northern part of the site in the early
stages of the development, falling within 400m walk catchments of the
existing 130 bus service operating on Wantage Road.
IMPLEMENTATION (Reference 3) – It will be the
responsibility of Travel Plan Coordinator to ensure that the
Public Transport (bus) enhancements at the site are
delivered in a timely manner and in such a way as to
maximise the delivery of The Plan’s objectives. This would
include liaising with the bus operator and the Local Authority
with a view to implementing the proposed bus diversions
(130 and 132) at the appropriate “trigger points”.
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Soft Measures
The soft measures are those that are implemented during the life of The
Plan which do not represent physical measures, such as those set out
above. They broadly include initiatives and campaigns to promote a shift
in mode away from the private car to other, more sustainable modes.
Some measures, such as the training of marketing staff to publicise the
Travel Plan measures to new residents of the development, will take
place prior to occupation.
Travel Information
Fundamental to delivering any modal shift away from the private car is the
provision of relevant and up-to-date sustainable travel information.
The information set out in Section 3 of this document relating to the
existing sustainable transport infrastructure/ provision in the vicinity of the
site, forms the basis for the type of information that will be provided to
residents in order to facilitate alternative travel opportunities. Sustainable
transport information provided to residents (including bus maps,
timetabling information and walk and cycle route maps) can be presented
to the target audience in a number of ways as discussed below:
i) Display Boards
The Travel Plan Coordinator will produce and distribute up-to-date
versions of the travel information contained in Section 3, including the
enhancements to, and diversion of, the local bus services (130 and 132),
in a format for presentation in public areas. One such public area would
be the on-site community facility/ management suite.
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ii) Resident’s Welcome Packs
It is now common for residents moving in to new-build housing to receive
an Information Pack or Welcome Pack from the house-builder, comprising
general information on the property.
The Travel Plan would take advantage of this mechanism to deliver a
range of travel information to the new residents, both to inform the travel
opportunities and to encourage modal shift.
The TPC will ensure that they prepare resident welcome packs sufficiently
in advance of occupation at the site, to ensure that residents receive such
packs upon occupation.
A fundamental element of the information supplied will be that presented
in Section 3 of this Plan, including the bus maps/ timetables and maps of
key destinations within walking and cycle distance of the site. Typical
examples of such material relating to local bus routes is included at
Appendix B. The previously referred to Drawing 06-089-068A which
identifies local key facilities and the walking routes/ distances to such
facilities, may also form part of the Welcome Pack. The Welcome Pack
will additionally provide information relating to the presence of cycle
parking at the site. This latter information is especially relevant to
residents at the flats which will benefit from communal cycle parking.
The above listed information contained within the Welcome Pack will be
complimented by promotional material related to other aspects of the
Travel Plan, not least of which will be bus travel vouchers which have
been agreed in principle between the Developer and the Bus Operator.
Such vouchers will form part of a wider promotional scheme to effect a
shift towards bus travel and is discussed later in this section under the
heading “Public Transport Incentives”.
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In addition to the above, the following information will also be included in
the Welcome Packs issued to all dwellings at the site:
A cover letter relating to the Travel Plan, summarising the aims
and objectives of The Plan;
Information relating to the benefits of the using sustainable modes
of transport;
Contact details of the Travel Plan Co-ordinator;
List of useful transport related resources such as:
o Rail Travel Information – www.thetrainline.com;
o Bus Travel Information - http://www.thames-travel.co.uk/;
o General Travel Information: - www.traveline.org.uk.
iii) Oxfordshire Car Share
The previously considered Census data for the surrounding areas
indicated that a significant proportion of residents at the site (65%) might
be expected to utilise car mode of travel for commuting trips (see the
Estimated Base Modal Split for the site set out in Table 4.4 of this Plan).
In view of this it is deemed that lift/ car sharing can play an important role
in reducing single or low occupancy car trips to/ from the site.
Lift sharing is a process which is most effective on the regular commute,
with residents working in similar locations sharing the use of single car for
the journey to work. Fundamental to its success, is the process of
bringing together residents who can reasonably car share. This has been
shown to most effectively work through the use of website based ‘journey
matching’ tools.
The potential for matching journeys that facilitates car sharing taking
place is greatly enhanced by an increased pool of individuals involved in
the scheme. The Travel Plan Coordinator would promote the option of car
sharing at the development, based on the
https://oxfordshire.liftshare.com.
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By utilising the Oxfordshire Car Share scheme, there can be integration
with residents beyond the development site and thus will have access to a
greater pool of travellers, including those living in the vicinity of the site
who have similar travel patterns.
IMPLEMENTATION (Reference 6) - The Travel Plan
Coordinator would be the primary facilitator of the car sharing
service, promoting the existing Oxfordshire liftshare scheme
sound at https://oxfordshire.liftshare.com.
iv) Personalised Travel Planning Service
Guidance issued by OCC’s Travel Choices Team, state “that Personalised
Travel Planning must be delivered to all households in residential
developments of over 50 dwellings.”
In line with the above, the Travel Plan Coordinator at the site will act as a
contact point for residents looking to gain a more detailed understanding
of travel opportunities from Wallingford. In delivering this service, the TPC
would ensure that all residents are aware of the sustainable travel options
to from the site. Individual residents will be able to request assistance
from the TPC in planning journeys such that most efficient and
sustainable option can be selected.
IMPLEMENTATION (Reference 7) - The Travel Plan
Coordinator will be responsible for providing information to
individual residents. This would include:
Journey planning;
Cost/ Benefit consideration;
Availability of discount/ season ticket schemes.
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v) Promotional Activities for Walking/ Cycling
It has previously been shown that all destinations within the village can be
accessed on foot or cycle. Based on the 2001 Census data, the Estimated
Base Modal Split allocated to walking and cycling at the site (for
commuting trips) are 18.0% and 7.3% respectively (see Table 4.4). Whilst
these proportions may seem to be comparatively high for a “village” site,
potential still exists to promote these forms of travel. Such promotion will
take place by means of a broad range of measures aimed at increasing
the use of walking/ cycling for leisure purposes and also as primary
means of travel. Promotional activities will therefore focus on encouraging
the use of walking/ cycling as an alternative for short trips within the
village.
Key promotional activities relating to walking and cycling will be as
follows:
Provision of information relating to pedestrian and cycle
routes in the vicinity of the site. Such information will be
displayed as previously described and will also form
part of the Residents Welcome Packs;
The TPC will highlight the benefits of walking and
cycling, including health and economic benefits;
Setting up a bike user group (BUG) that will act as a
support network for cyclists and provide a point of
feedback for issues related to cycling in the village.
In setting out the health benefits of walking/ cycling, information provided
to residents will include facts such as the following (Note: Source OCC
website):
Twenty minutes of gentle cycling burns up to 100 calories; raises
your metabolic rate and helps you manage your weight;
Cyclists breathe in less fumes than car drivers;
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Cycling helps to lower both blood pressure and the resting heart
rate;
Cycling can reduce stress levels;
Cycling improves general fitness.
Other benefits of cycling that will be highlighted to residents include the
following:
Cycling saves you money;
Cycling produces no pollution so it is good for the environment;
It is often quicker to get from A to B in congested areas via bicycle;
Fewer cars on the road means safer roads;
Cycling is perfect for travelling short distances in urban areas.
Discussions with OCC’s Sustainable Travel Officer have confirmed that
“local” campaigns promoting sustainable transport take place on an “ad
hoc” basis. As such, the TPC will liaise with OCC to ensure that the
development takes part in suitable campaigns. The development will
however continue to promote sustainable travel independent of the Local
Authority.
The TPC will also explore the potential to encourage cycling as a
component of multi-modal journeys, possibly for longer distance travel.
This could include the use of cycling as the initial mode for travel to a
place of work. The TPC would provide information to residents on the
feasibility of securely storing cycles at transport interchanges such as the
Town Centre (bus) and Cholsey Station (rail).
IMPLEMENTATION (Reference 8) – The Travel Plan
Coordinator will be responsible for promoting activities to
encourage greater walking/ cycle usage in conjunction
with local and national promotional schemes and in liaison
with OCC’s sustainable Travel Officers.
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vi) Public Transport Incentives
In order to encourage the uptake of bus travel for residents of the Slade
End Farm development, the Developer has discussed a travel subsidy
with the bus operator, which would allow trips between the site and the
Wallingford Town Centre (and vice versa) free of charge for the first year
of residence. This promotion would likely be operated by means of a
Smartcard system, with cards issued to residents enabling them to travel
between the site and Wallingford town centre. The TPC will coordinate
this measure with other promotional and marketing activities associated
with the enhanced bus services. Information relating to subsidised bus
travel at the site will form part of the Resident’s Welcome Pack.
IMPLEMENTATION (Reference 3, 5) – The Developer
and Travel Plan Coordinator will be responsible for
finalising details relating to securing vouchers for bus
travel for residents of the development, for a period of up
to a year after occupation.
vii) Developing a Steering and Handover Group/ Person
The TPC will work to develop a Steering Group at the development which
will assist in the implementation of The Plan. Members of this Steering
Group, which will comprise residents of the development, will assist in
promoting the TP measures, especially with regards to Travel Plan
promotional events.
The Steering Group will also be developed with a view to handing over
ownership of the TP at the end of the TPC’s role. The Steering Group will
be dedicated to sustaining the green travel culture at the development.
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viii) Travel Plan Integration
Through dialogue with the Travel Planning officers at OCC, the TPC will
look to ensure that measures proposed in this Travel Plan can be
integrated with any existing or future Travel Plans in operation within
Wallingford that can complement the overall aims of promoting
sustainable travel.
School Travel Plan Measures
As described previously, a detailed bespoke Travel Plan will be prepared
for the proposed 1 Form Entry (FE) Primary School at the site. Measures
to be included in that Plan may include (but will not be limited) to the
following:
Walking Bus: The school will consider setting up one or more
walking buses in association with parents. These buses will follow
identified safe/ pedestrian friendly routes, “picking up” children
along the way;
Walking Initiatives: Initiatives such as “Walk on Wednesday” or
“Walk to School Week” have been successful at many schools
across the UK and will be used to encourage participation in the
walking bus scheme;
Cyclist Training: Pupils of appropriate age will receive cycle
training with a view to raising the profile of this mode of travel and
increasing the confidence of pupils to cycle;
Promoting cycling for Parents: The benefits of cycling will be
highlighted to parents of pupils at the school, with a view to
promoting this form of travel. Encouraging more parents to cycle
will lead to an overall increase in cycling trips as pupils accompany
their parents on rides to the school;
General Awareness: The school may consider initiating a “Design
a Poster” completion relating to sustainable travel, with a view to
raising general awareness of this subject;
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No Car Day: Promote a “No Car Day” at the school where all staff
and parents are encouraged to make use of sustainable travel.
As with the Residential Travel Plan, the School Travel Plan will undertake
baseline travel surveys in order to identify the “existing” modal split at the
site, and with a view to establishing modal shift targets. The school Travel
Plan will be developed and implemented in liaison with relevant officers of
the Council’s Travel Choices Team.
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TARGETS AND MONITORING
This section of the document sets out the process for determining realistic
modal shift targets. This section also sets out the methodology relating to
the monitoring of the Travel Plan and places this process in the context of
a series of targets.
Development of a Definitive Base Position
Whilst an Estimated Base Modal Split has been derived for the purposes
of developing this Travel Plan prior to occupation of the site (see Table 4.4 in Section 4), an accurate Definitive Base Position would be
established by means of detailed travel surveys at the site once an
appropriate level of occupancy has been reached (discussed below). The
main criteria for such surveys are as follows:
It should be conducted as soon as possible after an
agreed level of occupation at the site has been reached;
The survey should conform to guidance provided by OCC
and should include data relating to respondents
postcodes, modal split and attitudes towards sustainable
travel.
Details relating to travel surveys are set out in the following paragraphs.
When the Survey Should be Conducted
As noted above, it is important that the survey to determine the
occupational baseline position is conducted as soon as reasonably
possible after an agreed level of occupation has been reached. The
results of the survey will enable the Travel Plan targets to be accurately
derived in liaison with Oxfordshire County Council’s Travel Choices Team,
and the TP measures implemented in the most effective manner. It is
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however important to ensure that the scale and range of occupants at the
development is sufficient to accurately reflect the future travel patterns at
the site.
The development comprises 400 residential dwellings (including 60 CCRC
units). Given the average number of occupants per household in
Oxfordshire of 2.26 persons per dwelling (based on 2001 Census), the
proposed 400 unit development would accommodate some 904 residents.
A postal or interview questionnaire of the current population at any time
during the phased development of the site is liable to achieve a response
rate of approximately 30 – 40%. In order to have statistical value, a
minimum of 100 responses would be required. It is therefore suggested
that the initial occupational baseline survey should not be conducted until
approximately 200 residential units are fully occupied.
Survey Methodology
The primary aim of the survey will be to gather a sufficient level and range
of information to identify the Definitive Occupational Base Position, and to
inform the development of target modal shifts. The results will also be
utilised to tailor the Travel Plan measures most effectively.
The gathering of detailed travel-related information is most easily
achieved through the use of questionnaire surveys. An appropriate
questionnaire is included in Appendix C. The survey has been designed
to be applicable to an extensive range of journey purposes, beyond the
focus on commuting trips as used to define the Estimated Base position.
In order to achieve the highest response rate possible, the person
overseeing the survey (the Travel Plan Co-ordinator) would utilise two
methods of completion, as follows:
Postal – Questionnaires would be sent to each household
for self completion and return (2 surveys per household);
SLADE END FARM, WALLINGFORD -RESIDENTIAL TRAVEL PLAN TARGETS AND MONITORING
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Doorstep – Residents are interviewed at the doorstep.
Both methodologies would use the same set of questions and it is
envisaged that the postal survey would take place first. By these means,
duplications can be avoided and efficiency increases achieved by using
the doorstep approach to collect completed postal surveys.
Recording and Use of Data
At this stage, the key information to be extracted from surveys would be
the modal split for residents over the key journey purposes. It is
suggested that these journey purposes should include at least the
following:
Commute (Journey to Work);
Travel to School;
Main Shopping Activity;
Leisure.
The survey will should be recorded in the format presented in Table 4.4for each journey purpose. The information would represent the Definitive
Base Position for the Travel Plan and would supersede that presented in
Table 4.4.
Targets
Modal shift/ share targets provide the Travel Plan Coordinator and the
local authority (OCC) with a means to judge the performance of The Plan
and to adjust the mechanisms and measures accordingly. The targets
should be seen as aspirational, rather than absolute, and this has been
considered in developing them at this stage. OCC guidance also makes
reference to SMART targets, that is Specific, Measureable, Achievable,
Realistic and Time bound. The targets presented below accord with that
methodology.
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PJH/ph/Reports/06-089-010A 43
Maximum Achievable Modal Shift to Sustainable Modes
Despite the best efforts of the Travel Plan to influence modal shift away
from private car, it must be considered that lifestyle trends of residents
will have a significant bearing on the potential for modal shift. It should be
acknowledged that the private car will remain a popular and essential
mode of travel for some residents and thus shift away from this mode will
take place within achievable limits.
One of the key defining factors in establishing potential modal shift is the
realistic potential for such shift to take place. For instance, assuming that
workplace patterns remain broadly consistent with that identified by the
census data, only a certain proportion of residents will be suitably located
to take advantage of alternative modes to access their places of
employment.
In this section, consideration has been given to two broad categories of
potential modal shift:
i) Those who work within walking/ cycling distance of the
site;
ii) Those who work within a definable catchment of bus
services operating in Wallingford.
As before, National Census Travel to Work data has been used to
establish a profile of journey destinations, cross referenced with mode of
travel. Whilst it is recognised that the data does not constitute all trips, it
has been used for these purposes to define upper limits in modal shift.
SLADE END FARM, WALLINGFORD -RESIDENTIAL TRAVEL PLAN TARGETS AND MONITORING
PJH/ph/Reports/06-089-010A 44
i) Travel to Work On Foot/ Cycling
In this case, reference can be made to the typically acceptable walk
distances defined in Planning Policy Guidance Note 13 (PPG13). By
these means it can be assumed that all of Wallingford lies within 2km of
the development site, and is accessible on foot. Thus any journey-to-work
trips undertaken to Wallingford destinations could be undertaken on foot.
The census data for Wallingford indicates that just under 26.6% of
currently employed residents of the assessed ward work within the ward
of Wallingford North excluding homeworkers (33% including
homeworkers). Of these, just over 36% travel to work by car, with 43.5%
walking. (Note: Residents living within walking distance in the ward of
“Wallingford South and Cholsey” have been excluded from this
assessment, since it is not possible to derive the exact location of such
respondents.)
This indicates that some 9.6% of the commuting population of Wallingford
North currently travel to work by car when walking and cycling is a viable
alternative. As such, 9.6% represents the maximum achievable shift from
private car to the walking/ cycling for travel to work activity.
ii) Travel to Work by Bus
Through measures to enhance bus travel to destinations both in
Wallingford and beyond as part of the proposed development, it is
reasonable to presume that an increase in bus patronage and thus modal
share for bus use will be achieved.
In order to estimate the maximum achievable shift to bus travel, the
National Census Data on Travel to Work has again been utilised. To this
end, consideration has been given to destinations served by the
enhanced 130 bus route which will serve the site. Such destinations
include: Wallingford, Brightwell-cum-Sotwell, Didcot and Oxford. (Note: It
SLADE END FARM, WALLINGFORD -RESIDENTIAL TRAVEL PLAN TARGETS AND MONITORING
PJH/ph/Reports/06-089-010A 45
is assumed for the purpose of this assessment that the hourly 130 service
will be extended to Oxford in line with current discussions with OCC.)
Additionally, only direct services have been included in the assessment.
The data extracted from this exercise indicates that some 14.9% of all
residents travelling to work from Wallingford (excluding homeworkers and
those working within Wallingford) have an identified place of work within
the above defined areas served by route 130. The above value does not
take into account any residents of Wallingford who may be employed in
Oxford in areas beyond what may be considered to be a reasonable
walking distance from service 130 catchment. It does however provide
useful information which will inform the derivation of modal shift target to
bus, particularly when compared to the current modal share to bus of
4.5%.
Target Modal Split
The details of the baseline position and the maximum theoretical
achievable shift away from private car established above, provide a range
within which target modal shifts can be estimated.
It is assumed that final determination of targets will form the basis of
discussions with relevant officers at OCC’s Travel Choices Team.
Nonetheless, Table 6.1 sets out the recommended target modal shift for
the proposed development based on consideration of the proposed
measures and also in the context of census data results reported in this
Plan. The targets presented relate to the first “monitoring” survey at the
site (not the initial Occupancy Survey) subsequent to the implementation
of the Plan, with that survey expected to take place on the second
anniversary of that event. Such targets are represented alongside the
Base Modal split (previously set out in Table 4.3) and the relative
percentage change.
SLADE END FARM, WALLINGFORD -RESIDENTIAL TRAVEL PLAN TARGETS AND MONITORING
PJH/ph/Reports/06-089-010A 46
Table 6.1 – Target Modal Split
Mode of Travel Base Target (Year 2)
Change
Bus 4.5% 7.5% +3.0%
Taxi 0.3% 0.3% -
Car (All) 67% 59.5% -7.5%
Train 3.2% 3.7% +0.5%
Motorcycle 0.6% 0.6% -
Cycle 6.8% 7.8% +1.0%
On Foot 17.2% 20.2% +3.0%
Other ~0.4% ~0.4% -
The above targets are intended to be both realistic and sufficiently
aspirational as to act as a motivation for The Plan in general. They have
been determined by a range of broad areas of shift away from the private
car driver, summarised as follows:
Increased proportion of bus patronage brought about by
enhanced service and awareness, and supported by the
initial bus ticket subsidy;
An increase in walking and cycling as the awareness
campaigns described in Section 5 make travellers aware of
the proximity of services and alternative travel options.
Revision of Targets
As indicated above, these represent aspirational targets for year 2 of The
Plan, based on the Base Modal split. These targets will be subject to
revision following the completion of the Occupational Baseline Surveys
and in conjunction with OCC’s Travel Plan Officer. However, the general
principles of the modal shift targets will remain applicable. In deriving the
initial modal shift targets for the site, the TPC will also in conjunction with
OCC derive targets for the subsequent monitoring survey years (years 4
and 5).
SLADE END FARM, WALLINGFORD -RESIDENTIAL TRAVEL PLAN TARGETS AND MONITORING
PJH/ph/Reports/06-089-010A 47
Monitoring
Monitoring of the Travel Plan is a fundamental process, it facilitates both
an appraisal of the performance as well as a mechanism to inform the
modification and development of The Plan throughout its life.
Intervals
The Travel Plan Coordinator will undertake the process of monitoring The
Plan. The formal monitoring process will occur on a biennial basis (every
two years), on the anniversary of The Plan’s implementation. The
implementation date is taken to be that on which the first occupational
baseline survey was conducted, as discussed previously in this section.
Methodology
The monitoring process should replicate that conducted for the
occupational baseline survey and as detailed earlier in this section of The
Plan. For consistency it is suggested that the same questionnaire
template is utilised as before and the results collected and presented in
the same format.
The response rates should be retained in line with the baseline survey,
which assuming continuing development of the site, would result in an
increased gross target audience for the survey. The Travel Plan
Coordinator will ensure that the surveys cover a representative sample of
the residents on the site.
Interpretation and Use of Results
The results from each of the monitoring surveys will be considered in the
context of the proposed targets and used to define new targets and
means to vary the measures contained within The Plan to better achieve
these.
SLADE END FARM, WALLINGFORD -RESIDENTIAL TRAVEL PLAN ONGOING IMPLEMENTATION AND REVIEW
PJH/ph/Reports/06-089-010A 48
ONGOING IMPLEMENTATION AND REVIEW
This section of the document is provided as a simplified guide to the
implementation of the Travel Plan. It highlights those areas of The Plan
that require update and revision. It is complemented by the
Implementation Schedule, which sets out details of responsible parties
and implementation timescales of the respective Travel Plan measures.
Prior to First Occupation
Prior to first occupation, the Developer of the site will implement the
Travel Plan set out here with the first action being appointment of the
Travel Plan Coordinator. The will be appointed at this early stage in order
to allow time to prepare aspects of The Plan, including the Residential
Welcome Pack.
It is important that the fundamentals of the Travel Plan are in place from
the first occupation, as many travel habits are established in the early
stages.
First Occupation Threshold
Following completion and occupation of the first 100 dwellings, a baseline
survey will be conducted. As detailed previously, the revised baseline
should be developed through travel surveys, using the methodology
outlined in Sections 4 and 6 of this document.
Following completion of the surveys, the data should be analysed by the
Travel Plan Coordinator in liaison with OCC’s Sustainable Travel Officers
and the results used to replace Table 4.4 of this document, namely the
Baseline Modal Split.
SLADE END FARM, WALLINGFORD -RESIDENTIAL TRAVEL PLAN ONGOING IMPLEMENTATION AND REVIEW
PJH/ph/Reports/06-089-010A 49
With consideration to the measures implemented, the results of the
survey and the approach outlined in the previous section, a revised Target
Modal Split is to be developed to replace that presented in Table 6.1.
During the First Year of The Plan
The Travel Plan Coordinator will continue to implement The Plan as new
residents occupy the development. The Coordinator will also undertake a
continual process of informal monitoring and maintenance of The Plan
and the details of the measures.
Discussion with OCC’s Sustainable Travel Officer has confirmed that the
Local Authority will look for annual meetings to discuss the progress of
The Plan measured from the date of the Baseline Survey.
Second Year Anniversary of The Plan
This is defined as the period two years after the first occupation threshold
was reached and at which stage the Occupational Baseline Survey took
place. At this stage the first formal monitoring of The Plan will take place,
as detailed in the previous section of this document.
Travel surveys will be conducted in accordance with the defined
methodology. The results will be analysed and compared against the
current target modal split.
The performance of The Plan in the first assessment period can be
judged through this comparison, however this should not be considered
as an absolute indication of the success or failure of The Plan.
In the event that target modal shifts are not entirely achieved, the Travel
Plan Coordinator will, in liaison with OCC’s Travel Choices team revisit
the measures applied over the period and look for means to improve their
performance or look for additional measures that can be introduced. The
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PJH/ph/Reports/06-089-010A 50
results of the survey will give a detailed indication of which modes have
fared better and therefore it will be clear where focus should be placed.
Where the target modal shift is achieved or exceeded, this should not be
seen as completion of The Plan. The Coordinator will look to continue this
direction of reduction and use the results of the survey as guidance as to
which types of measures have been most successful.
New targets will be defined for the proceeding period. Regardless of the
performance relative to the previous targets, these are likely to be more
conservative in net reduction. It must be noted that while improvements
can continue to be made, the potential influence of The Plan over the
previous years performance will diminish as realistic modal shifts take
place.
An appraisal of The Plan’s performance and targets for the following year
will be conducted with the relevant representative from the highway
authority (OCC) who will have an input into the definition of the revised
targets and the methods to be implemented.
Years Three to Five
The process of monitoring and review through the proceeding years will
continue as defined above, with formal monitoring continuing to take place
on the 4th and 5th anniversaries of The Plan.
Transition to the Period of Informal Operation
The Travel Plan has a defined period of formal operation of five years
from the first occupation threshold. Within this period the role of Travel
Plan Coordinator will continue and the formal monitoring and maintenance
will take place whilst engaging the local Steering Group with a view to
handing over ownership of The Plan.
SLADE END FARM, WALLINGFORD -RESIDENTIAL TRAVEL PLAN ONGOING IMPLEMENTATION AND REVIEW
PJH/ph/Reports/06-089-010A 51
Upon the fifth anniversary of The Plan, the formal operation will cease;
however it is not envisaged that the measures associated with The Plan
will come to an end, since the previously discussed Steering Group will
continue to champion green travel at the site.
In this regard, in the final year of The Plan, it will be the responsibility of
the Coordinator to facilitate the transition of The Plan to the Steering
Group. A key aim will be to ensure that residents on the site are
sufficiently engaged in the process and aware of the benefits that much of
the underlying principles of The Plan will continue to function effectively.
In addition, the Coordinator will look to establish a framework for the
continued operation and maintenance of certain measures, such as the
promotion of bus travel and the Car Share Scheme, which require
intervention and would remain valuable after the formal operation of The
Plan ceases.
This Travel Plan has been prepared by Odyssey Consulting Engineers on
behalf of the developer of the land at Slade End Farm, Wallingford. For
further details and assistance in implementing or updating the Travel Plan
contact:
ODYSSEY CONSULTING ENGINEERS Elizabeth House
39 York Road
London
SE1 7NQ
Tel: 020 7620 2444
Fax: 020 7620 1168
e-mail: [email protected]
web:www.odyssey-ce.co.uk
FIGURES
TOWN CENTRE
A4130
TOWARDS DIDCOT
SITE
WANTAGE ROAD
4
7
DRAFT
TOW
ARD
S O
XFO
RD
SLADE END FARM, WALLINGFORD
PRUPIM
N.T.S
MJB
06-089
FEB. 11
PJH
Figure 1
MJB
SRB
06-039-081
SITE LOCATION PLAN
WEST WALLINGFORD
PRUPIM
N.T.S
HMC
06-089
June 11
PJH
Figure 2
HMC
SRB
06-089-080
EXISTING BUS/CYCLE ACCESSIBILITY
Updated Proposed Bus RouteA MJB SRB SRB 22-02-11
134, 135
391
Updated Bus RouteB HMC PJH SRB 03-06-11
39139
, 13351344, 134,4,
391
Site Location
Existing Bus Routes
Cycle Route
Existing Bus Stops
400m Walk Isochrone
1
391
391
391
134,
135
, 136
,X39
, X40
125,
126
, X39
, X40
130
130,131
131
131
134, 135
105, 114, 115, 126, 138 , 132
105, 114, 132, 115, 126, 138, 130
132, 114, 125, 126,
133, 139, X39, X40 Town Centre
TOW
ARDS O
XFORD
Hithercroft Road
A4130
Wantage Road
Towards Didcot
DRAWINGS
StationRoad
High Street
Slade End Farm
St. John’s Road
daoR
tfor
CSt.G
eorgesRoad
St.NicholasRoad
FirTreeAvenue
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Egerton Road
roft
The
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Site B
The Bull C
1
2
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(A4130)
Wantage Road
Hithercroft Road
ReadingRoad
6
9
The Murren Road
1
2
3
4
5
6
7
8
Pedestrian Routes to Services from Slade End Farm
Site Pedestrian / CycleAccess Points
Public Footpaths
St. John’s Primary School
Hithercroft Industrial Estate
Wallingford Community Hospital
Town Centre / Shopping
Fir Tree School
Londis Supermarket
Wallingford Secondary School
St. Nicholas Infant School
9 Employment Area
10
11
12
13
14
15
Pharmacy
Church
Public House
Allotments
Hithercroft Sports Centre
oad
Wyya
14
15
11
13
12
13
0.5km
1km
Roa
ywa
10
SLADE END FARM, WALLINGFORD
06-089
GJK
N.T.S NOV 10
SRB
GJK
SRB
PRUPIM
LOCAL ACCESSIBILITY
Drawing: 06-089-068
Access 2
Access 3
Access 4
h
A
1
2
3
4
5
7
KEY
Site Location
Access Point
WEST WALLINGFORD
EXISTING PEDESTRIAN ACCESS POINTS
PRUPIMN/A
MJB
06-089
NOV.10
PJH
FIGURE No.3
MJB
SRB
06-089-070
2Km Radius Isochrone
1Km Radius Isochrone
DRAFT
391
391
134,
135
, 136
,X39
, X40
125,
126
, X39
, X40
130,131
131
131
134, 135
105, 114, 115, 126, 138 , 132
105, 114, 132, 115, 126, 138, 130
132, 114, 125, 126,
133, 139, X39, X40
WEST WALLINGFORD
PRUPIM
N.T.S
HMC
06-089
June 11
PJH
Figure 3
HMC
SRB
06-089-083
BUS CATCHMENT PLAN
Updated Proposed Bus RouteA MJB SRB SRB 22-02-11Updated Bus RouteB HMC PJH SRB 03-06-11
Bus StopsDevelopment Bus Stop
Hithercroft Industrial Estate Bus Stop
Hospital Bus Stop
Sports Ground / Potential Employment Bus Stop
Development / Potential Primary School Bus Stop
Development Bus Stop
Town Centre Bus Stop
Site Location
Existing Bus Routes
Proposed Diverted 130 Bus Route
Existing Bus Stops
400m Walk Isochrone toProposed Bus Stops
400m Walk Isochrone
Proposed Diverted 132 Bus Route
Proposed Bus Stops
131
131
2, 115, 0
132, 11133, 13
13
105126, 138, 13
1341
105, 114, 132,138 130
4, 135
14, 125, 126,
9, X39, X40
1439,
126,
X39
, X4
125,
12
6,
13030,131
391
3913
134,
135
, 1366
,X39
, X40
13
12
3
4
513
7
3
130
71
2
4 56
6
130
131
132
132
130
Town Centre
TOW
ARDS O
XFORD
Hithercroft Road
A4130
Wantage Road
Towards Didcot
2Km Radius Isochrone
1Km Radius Isochrone
DRAFT
WEST WALLINGFORD
PRUPIM
N.T.S
HMC
06-089
June 11
PJH
HMC
SRB
06-089-085
130, 132 DIVERTED BUS ROUTES - GAINED CATCHMENT
Updated Proposed Bus RouteA MJB SRB SRB 22-02-11Updated Bus RouteB HMC PJH SRB 03-06-11
Bus StopsDevelopment Bus Stop
Hithercroft Industrial Estate Bus Stop
Hospital Bus Stop
Sports Ground / Potential Employment Bus Stop
Development / Potential Primary School Bus Stop
Development Bus Stop
Town Centre Bus Stop
Site Location
Proposed Diverted 130 Bus Route
Existing Bus Stops
400m Walk Catchment toProposed Bus Stops
400m Walk Isochrone
Proposed Diverted 132 Bus Route
Proposed Bus Stops
12
3
4
5
3
130
1
2
4 56
6
130
132
132
130
7
7
Town Centre
TOW
ARDS O
XFORD
Hithercroft Road
A4130
Wantage Road
Towards Didcot
Appendix A – Correspondence from Local Authority
1
Travel Choices Team comments
Name of development: Slade End Farm, Wallingford
Type of Travel Plan: Summary
Planning Reference No: P11/W0552/O
Date of submission: May 2011
Contact: Odyssey Consulting Engineers
OCC Travel Choices Officer: Karina Santiago
Comments
• New guidance is being written by Oxfordshire County Council on Developer Travel Plans, which requests that in the majority of cases a Full Travel Plan should be produced to accompany a planning application. Therefore, we would like to ask that a Full Residential Travel Plan is submitted for this development at this stage in the process.
• Separate Travel Plans should be produced for the residential element of
the development and the school. The School Travel Plan could be submitted at a later date, at the same time as a planning application for the school site.
A Full Residential Travel Plan should contain the following information (taken from our draft guidance) 7.2.1 Cover Page
• Type of Travel Plan • Planning application number • Name and contact details of the Travel Plan author • Name and contact details of the site owner / developer • Date of submission
7.2.2 Introduction
• Overview of the development site & organisation.
7.2.3 Background • Full address of the development location • Location map of the development & surrounding area • Description of the location of the development. • Size of the development (GFA / number of units).
2
• Planned / estimated date of occupation. • Expected occupancy levels (staff / visitors / residents). • Site Plan
7.2.4 Travel Plan data For new developments, data should be included in the Travel Plan based on sources such as TRICS or the census. Please include a description of all anticipated travel to the site. It should include:
• forecasted trip generation for the development (AM & PM peaks) from a
source such as TRICS • modal split data • cycle parking provision (amount and type) • car park provision • a description of facilities for walking, cycling, public transport, car use and
car sharing on the development and in the area around the development • a description of any barriers to increasing walking, cycling, the use of
public transport and car sharing. • information on the likely travel destinations for residents, as well as
distances and transport links to these e.g. nearest shopping centre, schools, other facilities, key employers in the area etc
7.2.5 Baseline survey All Travel Plans should contain a commitment to conduct a baseline survey within three months of occupation or, if more suitable for large residential developments, once a certain percentage of the site is occupied (to be agreed with Oxfordshire County Council). This survey should include site user postcodes, modal split, attitudinal data and trip rates (AM & PM peaks). The results of all Travel Plan surveys and monitoring should be sent to Travel Choices at Oxfordshire County Council. 7.2.6 Objectives
• Please include concise terms outlining the overall objectives of the Travel Plan
• Objectives should aim to reduce the need to travel, reduce car use and increase the use of sustainable modes of travel.
7.2.7 Targets
• Targets should be SMART (Specific, Measurable, Achievable, Realistic, and Time bound).
• Targets must be set for each year in which monitoring is to take place, i.e. on a biennial basis for a period of five years minimum, although some will need to cover a longer period of time, particularly residential developments.
3
• Benchmarking is important in informing targets, but it has to be recognised that each site is unique. Information that can be used to assist in benchmarking includes: trip generation databases, e.g. TRICS; information about trips generated from similar types of development in the same area; information about levels of car use and ownership in the area of the development e.g. census data on modal share of driving for journeys to work; levels of car ownership; information about the specific nature of the development and the usual level of person trips (i.e. by all modes) likely to be associated with such a development (DfT, 2009).
• Where a development is phased, intermediate targets should be specified. • Modal split targets should be set i.e. a target should be set to reduce the
percentage of residents travelling to / from the site by car compared to the anticipated car use / initial baseline survey. It also means that targets should be set to increase the percentage of travel by other modes including walking, cycling, public transport and car share. The combination of these targets for each mode should add up to 100% in total.
7.2.8 Measures
• Measures should be appropriate for the development in question and should form a package of actions with credible potential to achieve the stated objectives and targets in the Travel Plan.
• Measures should also address any specific issues raised in the Transport Assessment.
• Measures should consist of a mixture of short, medium and long term actions (pre- and post-occupation) and include positive incentives to encourage the use of alternatives to the car as well as some demand restraint.
• The Travel Plan should include a mixture of ‘soft measures’ to raise awareness of and promote sustainable modes of travel, and ‘hard measures’ to ensure that the infrastructure to support walking, cycling and public transport use is in place.
• When describing measures, state which objective / target they relate to, specify the action, and when it will be completed. An example is shown in table two.
• Sustainable Travel Information Packs must be provided to each household in residential developments of over 10 dwellings. As a minimum this should contain information on the alternatives to single-occupancy car use available to residents, walking and cycling route maps, discounts, public transport information, the contact details of the Travel Plan Co-ordinator for the site and useful resources such as the Transport Direct Journey Planner website to enable people to plan their own journeys.
• Personalised Travel Planning must be delivered to all households in residential developments of over 50 dwellings. As a minimum this should include the provision of sustainable travel information to individuals, plus face to face meetings using techniques such as motivational interviewing to have discussions about the travel choices available to them.
4
Personalised Travel Planning should be funded by the developer and the methodology approved in writing by the Travel Choices Team as part of the Residential Travel Plan.
• Oxfordshire Car Share should be promoted to residents when walking, cycling or public transport is not a viable options. See www.oxfordshirecarshare.com
Table Two: Example of Travel Plan Measures Target Measure Timescale
To increase the percentage
of residents cycling for
journeys to and from the
development from 30 to
40% by 2013
Prepare and display information on cycle routes and facilities to and from the development.
Pre-occupation and ongoing long term
Provide secure, covered, convenient and visible cycle parking
Pre-occupation
etc 7.2.9 Management
• A commitment to recruit a Travel Plan Co-ordinator prior to occupation of the development.
• The role of the Travel Plan Co-ordinator and their responsibilities should be outlined in the Travel Plan. Their task is to drive every aspect of the Travel Plan forward. This includes implementing measures and initiatives, marketing activities, maintaining enthusiasm for the Plan, monitoring and evaluating performance, assessing whether targets have been met and regularly updating the Travel Plan to reflect any changes. They are also responsible for liaising with external parties such as Public Transport Operators and Oxfordshire County Council.
• The name and contact details of the Travel Plan Co-ordinator should be sent to the Travel Choices Team as soon as they have been identified.
• The overall responsibility for implementing the Residential Travel Plan lies with the developer from first construction of the development to at least five years after 100% occupation. After that, implementation becomes the responsibility of a person or group associated with the site, such as the Travel Plan Co-ordinator, Site Management Company or Residents’ Association. The details of this transfer of responsibility should be sent to Oxfordshire County Council’s Travel Choices Team.
5
7.2.10 Monitoring and Review • Please include details of how the progress of the Travel Plan will be
monitored and reviewed • For residential developments: a commitment to monitoring at least every
two years, starting once a certain percentage of the site is occupied (to be agreed by Oxfordshire County Council) and continuing for at least five years after 100% occupation.
• Agreement that any changes to Travel Plan, in particular the targets, must be made in agreement with the Travel Choices Team at Oxfordshire County Council.
Karina Santiago Oxfordshire County Council May 2011
Appendix B – Resident’s Welcome Pack Information
Slade End Farm, Wallingford
Travel PlanSummary
Helping us travel sustainably...South Oxfordshire District Council
Benson LaneCrowmarsh Gifford
Wallingford OX10 8ED
Tel: 01491 823000
Lift sharing is a process which is most effective on the regular commute, with residents
working in similar locations sharing the use of a single car for the journey to work. Fundamental to success, is the process of bringing together residents who can reasonably
car share
Useful Websites:www.thetrainline.comwww.walkit.com (Route Planner)www.traveline.orgwww.thames-travel.co.ukwww.oxfordshire.liftshare.com
RAIL SERVICES
Rail services are available from Didcot Parkway and Cholsey Stations. Services operatebetween Oxford and London (via Didcot Parkway and Reading) at a frequency of 5trains per hour. The duration of this journey is approximately 1 hour.
Peak hour services between Reading and London operate at a frequency of 9 trainsper hour, with journeys lasting between 27 and 31 minutes. Trains from Didcot operate between Didcot and Oxford to the north and Reading, Slough and LondonPaddington to the south-east at a peak hour frequency of up to 6 trains per hour.Local stations served from Didcot include Appleford, Culham and Radley.
Services between Cholsey and Reading operate at a frequency of 3 trains per hour. Local stations served from Cholsey Station include Goring and Tilehurst.
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Dear Resident
In accordance with an agreement between Prupim and the South Oxfordshire District Council, the development at Slade End Farm is subject to a Travel Plan, which seeks to encourage allresidents to travel, where possible, via means other than the private car.
In accordance with this agreement, the development at Slade End Farm has been designed topromote sustainable transport and provide the means for residents to reduce their reliance on travel by car.
The Travel Plan seeks to: Inform all residents of the sustainable travel choices available, Influence how journeys are made by making sustainable travel easier and more attractive, Include residents in the monitoring of travel behaviour and enabling feedback to the local authorities, Improve facilities further in response to the monitoring and feedback received.
Regular walking or cycling provides many physical, mental and social health benefits. It can;
BUS SERVICES
Bus Service 130 currently operates on Wantage Road. This service runs between Wallingford, Brightwell-cum-Sotwell and Didcot, providing an hourly service in each direction Monday – Saturday. This service provides access to Didcot Rail Station approximately 5 miles (8km) to the west of the site, with the journey between Wallingford and the station lasting approximately 15 minutes.
Service X39/X40 provides a half hourly service to Oxford and Reading in each direction, Monday - Saturday. The X40 service operates an hourly service in each direction on Sundays andpublic holidays. The journey time from Wallingford to both Oxford (to the north) and Reading(to the south), is approximately 30 - 40 minutes.
The Developer has discussed a travel subsidy with the bus operator, which would allow tripsbetween Slade End Farm and the Wallingford Town Centre (and vice versa) free of charge for thefirst year of residence. ADDITIONAL INFORMATION TO BE SUPPLIED PRIOR TO LAUNCH.
Bus service 130 has been diverted through the site and extended to Oxford. ADDITIONAL INFORMATION TO BE SUPPLIED PRIOR TO LAUNCH.
Additional facilities funded by the development relating to the proposed bus diversion are as follows:
1. The provision of 3 pairs of new on-site bus stops along the proposed diversion through the new development. These stops will be equipped with new high quality bus shelters incorporating real-time information provision.
2. The provision of new bus stop flags at the three pairs of off-site bus stops along that part of the diverted route along existing roads.
CYCLING
The site layout at Slade End Farm has been designed with a target maximum speed of 20mph. This, in conjunction with the use of shared surfaces, cycle lanes and pedestrian footways, together with built-in traffic calming, reduces the dominance of the private car. The Primary on-site route incorporates 1.5m advisory cycle lanes in each direction. A segregated pedestrian/ cycle way of 3m width is provided along the northern boundary of the site.
Existing bus services within Wallingford are to beenhanced by a diverted 130route from its current routealong Station Roadand Wantage Road; to St. Martin’sStreet, St. Mary’s Street, St. John’s Road, HithercroftRoad, the A4130 and thedevelopment site.
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Appendix C – Residents Questionnaire
Residential Travel – Questionnaire
This travel survey questionnaire aims to improve the way people travel from their homes to their daily destinations. We would be very grateful if you could take the time to answer this short questionnaire.
______________________________________________________________The table below gives codes for each mode of transport used. Please use these codes for the questions which follow.
Car (as Driver) 1 Motorcycle 7Car (with Passenger) 2 Bicycle 8Car (as Passenger) 3 Walk 9Bus 4 Bicycle & Rail 10Rail 5 Taxi 11Other (please state) 6
______________________________________________________________1. Time wise by what mode do you travel for the majority of the following
journeys? Please circle based on the codes in the table above.
To Work
1 2 3 4 5 6 7 8 9 10 11 N/A
To the Shops
1 2 3 4 5 6 7 8 9 10 11 N/A
To Leisure Activities
1 2 3 4 5 6 7 8 9 10 11 N/A
To School
1 2 3 4 5 6 7 8 9 10 11 N/A
______________________________________________________________2. What are the post codes or street names and towns, of your regular
destinations?
Post Code or Street Name & Town
Work
Shops
Leisure
School
______________________________________________________________3. How much time do you spend walking during your regular journeys?
(Time in Minutes)
Work
Shops
Leisure
School
______________________________________________________________4. When you travel from your home to your most regular destination do
you usually have another onwards destination (e.g. first to school then to work)? If so what is the onward destination?
Work Shops School Other (please state)
______________________________________________________________5. Of the following which best describes your reason for choosing the
mode(s) of travel for your journeys?
Wor
k
Sho
ps
Leis
ure
Sch
ool
CostConvenienceQuickestLack of or no parking at end destination Special needs (e.g. Mobile impaired) No viable alternative Other (please state)
______________________________________________________________6. Is there anything that would make you consider using an alternative
mode of transport for any of your journeys?
Cycle parking availability at end destination Showers / changing facilities at end destinationImproved public transport service frequency Improved public transport service comfort Improved public transport service cost I would not change my mode of transport
______________________________________________________________7. Please make any other comments you wish regarding your travel
choices.
Thank you kindly!