090407 r05-km-dunsfold transport assessment addendum...traffic data is provided as appendix a of...

• 08/0788

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Mr Paul Falconer Our Ref 387/139796.2 E'" -- Planning & Development Control APP/R3650lND8/2089143/NWF Waverley Borough Council 020 7293 4387 The Burys

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PLANNING SERVICES

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Dear Sirs LoMan EC3V OAmho,;

•

THE TOWN AND COUNTRY (ENVIRONMENTAL IMPACT

ASSESSMENT) (ENGLAND & WALES) REGULATIONS 1999

Further Environmental Information

Planning Application WA12008/0788

Dunsfold Park, Cranleigh, Surrey, GU6 8TB Part outline application for a new settlement of 2,601 new dwellings comprising 2,405 independent dwellings, 150 sheltered housing/warden accommodation and 46 student accommodation. Erection of buildings to provide the following (the maximum amount of floor space is given in brackets) Al shops (I,03Ssqrn); A3 Restaurants/Cafes (230sqm); A4 Public House (l15sqrn); Bla and BIb Business use including Offices and Research and Development (9,440sqm); Ble and 82 Light and general Industrial Use (6,099sqm); 88 Storage and Distribution (7,624sqrn); CI Hotel (7,OlSsqm); OJ Non-Residential Institutions including health centre, two schools, place of worship, museum and community centre (9,906sqm); D2 Assembly and Leisure use including sports centre (2, 185sqm); Monument; combined heat and power plant; together with associated works following demolition of 8,029sqm of existing buildings and removal of runways.

Part full application for change of use of36,692sqm of existing buildings as specified, retention of aviation use solely for helicopter flights including air ambulance service, use of'land for outdoor sports and recreational facilities.

The application was submitted to Waverley Borough Council by Dunsfold Park Limited. on 4th

April 2008. The applicant has appealed to the Secretary of State for Communities and Local Government against the decision of the local planning authority. Further environmental infonnation is now available in addition to the original Environmental Statement and first Addendum to the Environmental Statement published in respect of the application.

A copy of further environmental infonnation, the original EnvironmentaJ Statement and first Addendum to the Environmental Statement may be inspected by members of the public at the Waverley Borough Council's offices, The Burys, Godalming, Surrey GU7 IHR during the hours:Mon - Thurs 09:00 to 17:00, Fri 09:00 to 16:30, Sat 09:00 to 12:00, until6lh February 2009

Copies offurther environmental infonnation may also be obtained at the offices ofDunsfold Park Limited, Dunsfold Park, Cranleigh, Surrey, GU6 8TB subject to availability at a cost of£15 per paper copy and £2.50 per CD~ROM

Representations should be sent in writing quoting reference APP!R3650/A/08120891431NWF to the Planning Inspectorate, FAO Mr Anthony John Davison, Room 4/04, Temple Quay House, 2 The Square, Temple Quay, Bristol as 1 6PN to arrive on or before:

1" May 2009

DATE OF NOTICE: lO'h April 2009

•

FURTHER ENYIRONMENTAL INFORMATION (APRIL 2009) LIST OF CONSULTEES

Consultee Waverley Borough Council Surrey County Council (1) Planning

, i21 Hi'hwavs Planning Inspectorate

COSE 50S for Transport

I [Highwav Agencv) Sport England National Air Traffic Service Primary Care Trust Env Agency English Nature Thames Water Southern Water Health & Safety Exec Surrev Wildlife Trust EnQ:lish Heritaee CABE DEFRA SEERA RSPB Southern Gas Networks West Sussex CC Horsham DC Surrey Erao Partnership Surrey Fire & Rescue Surrey Constabulary SUSTRANS British Horse Society Ramblers Association Cvclists Tourist Union Dunsfold PC Cranleigh PC Bramley PC Alfold PC Wonersh PC Wev and Arun Canal Trust CPRE Dunsfold Aerodrome Graun Stop Dunsfold Park New Town Ann Milton MP

DUNSFOLD PARK: LIST OF ENVIRONMENTAL STATEMENT ADDENDUM CONSULTEES

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part of the WYG group

Transport Planning Specialists

• • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • •

Ariel House, 74a Charlotte Street, London, W1T 4QJ

Tel: +44(0)20 7580 8844 Fax: +44(0)20 7580 8818 Email: [email protected] www.sbax.co.uk WYG Environment Planning Transport Ltd Registered in England Number: 3050297

Registered office: Arndale Court, Otley Road, Headingley, Leeds, LS6 2UJ

Dunsfold Park Ltd

DUNSFOLD ECO-VILLAGE

Transport Assessment Addendum

April 2009

REPORT CONTROL

Document: Transport Assessment Addendum

Project: Dunsfold Eco-Village

Client: Dunsfold Park Limited

Job Number: 83724

File Origin: X:\Projects\80000\83724\Word\R05-KM-Dunsfold Transport Assessment Addendum.doc

Document Checking:

Primary Author Kirsty McMullen Initialled: KMc

Contributor Initialled:

Review By David Bird Initialled: DB

Issue Date Status Checked for Issue

1 06/04/09 Draft Final

2 07/04/09 Final

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Dunsfold Park Transport Assessment Addendum i

X:\Projects\80000\83724\Word\090407 R05-KM-Dunsfold Transport Assessment Addendum.doc

Contents

1 INTRODUCTION .................................................................................................. 1

2 TRAFFIC CONDITIONS........................................................................................ 2

Traffic Flows........................................................................................................ 2 Traffic Forecast ................................................................................................... 2 Committed Development .................................................................................... 3

3 TRIP GENERATION.............................................................................................. 5

Existing Development ......................................................................................... 5 Proposed Development....................................................................................... 5

4 DISTRIBUTION AND ASSIGNMENT .................................................................... 8

Trip Distribution.................................................................................................. 8 Trip Assignment .................................................................................................. 8

5 EFFECT OF THE DEVELOPMENT........................................................................... 9

Capacity Assessment .......................................................................................... 9 Mitigation Measures.......................................................................................... 10 Cranleigh Junctions Sensitivity Test................................................................. 16

6 SITE ACCESS ..................................................................................................... 18

7 SUSTAINABLE TRANSPORT STRATEGY............................................................. 19

Sustainable Transport Strategy ........................................................................19 A Mixed-Use Scheme ........................................................................................ 19 Parking Strategy ............................................................................................... 20 Cordon Charge .................................................................................................. 22 Pedestrian Facilities.......................................................................................... 22 Cycle Facilities .................................................................................................. 23 Car Club............................................................................................................. 25 Car Share Scheme............................................................................................. 25 Community Electric Vehicles............................................................................. 26 Smart Technology ............................................................................................. 26 Individualised Marketing .................................................................................. 26 Bus Strategy...................................................................................................... 27 Site Travel Plan ................................................................................................. 31 Summary........................................................................................................... 33

8 CONCLUSIONS .................................................................................................. 34

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Dunsfold Park Transport Assessment Addendum 1


1 INTRODUCTION

1.1 Savell Bird and Axon has been commissioned by Dunsfold Park Limited to prepare a

Transport Assessment (TA) Addendum in relation to the proposed Eco-Village at the

Dunsfold Aerodrome site in Waverley.

1.2 This TA Addendum provides updated transport information to that supplied within the

original Environmental Statement (April 2008) and the Environmental Statement

Addendum (January 2009). There are not predicted to be any likely significant

environmental effects arising out of this updated transport information.

1.3 This report is structured as follows:

• Section 2: Traffic Conditions

• Section 3: Trip Generation

• Section 4: Trip Distribution and Assignment

• Section 5: Effect of the Development and Mitigation

• Section 6: Proposed Site Access

• Section 7: Sustainable Transport Strategy

• Section 8: Conclusions

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2 TRAFFIC CONDITIONS

2.1 This section of the report sets out the existing traffic conditions for the local highway

network and discusses traffic forecast scenarios and committed development.

Traffic Flows

2.2 Traffic data for the original TA was collected in November 2005 and April and November

2006. Since the writing of the original TA, further traffic surveys have been undertaken

as follows:

• Turning movement surveys at key junctions on the local network – November

2008;

• Automatic Traffic Counts on key links on the local network – November 2008; and,

• Turning movement surveys at key junctions on the A281 corridor – February 2009.

2.3 The locations and date of the surveys from 2005 to 2008 are provided in a plan in

Appendix A. The 2009 surveys were undertaken at Junctions V, W, I, S and T and the

traffic data is provided as Appendix A of this report.

2.4 Four of the Automatic Traffic Counts (ATCs) undertaken in November 2008 were in the

same location as ATCs in November 2005 and November 2006. Comparison of the 2005,

2006 and 2008 data demonstrates changes in the traffic volumes between 2005 and

2008. This comparison is provided graphically in Appendix B and shows that traffic

flows in 2008 are less than those observed in 2005.

Traffic Growth

2.5 The original TA adjusted National Road Traffic Forecasts (NRTF) using TEMPRO to

provide traffic growth factors for the AM and PM peak period.

2.6 NRTF provides growth factors to apply to existing traffic flows to predict future flows up

to 2031. The NRTF data includes different values for low, central and high growth

scenarios and for different classes of road. The original TA assumed central growth for

rural single carriageway “A” roads.

2.7 TEMPRO is a Department for Transport (DfT) sponsored database that contains National

Trip End Model projections of growth in travel demand for each region. The original TA

extracted trip end data from TEMPRO for the Waverley district.

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2.8 The TEMPRO Guidance Note (March 2008) provides a methodology to adjust NRTF

growth rates using local adjustment factors derived from TEMPRO. Based on this

methodology, the NRTF/TEMPRO growth factors for the AM and PM peak period from

2008 to the design year of 2022 would be as follows:

• 2008 – 2022 AM Peak = 12.7%

• 2008 – 2022 PM Peak = 13.1%

2.9 As discussed earlier, the traffic data collected for the local highway network from 2005 to

2008/9 demonstrates that the NRTF adjusted growth forecasts have not materialised and

in fact there has been a reduction rather than an increase in traffic flows over this

period.

2.10 Table 2.1 below provides a comparison of the 2005 / 2006 traffic data factored to 2008

(using NRTF/TEMPRO adjusted growth rates) with the observed 2009 traffic data for key

junctions on the A281. This demonstrates that the NRTF/TEMPRO adjusted traffic

forecasts provide an overestimation of baseline traffic.

Table 2.1 – Comparison of 2008 and 2009 traffic flows

AM Peak Hour PM Peak Hour

Junction 2008

Factored

2009

Observed

2008

Factored

2009

Observed

Bramley Roundabout (I) 2197 1920 1843 1751

Shalford Junctions (V + W) 3072 2720 2339 2380

A281 / A29 (S) 2079 1603 1400 1365

A281 / A29 (T) 2709 1920 1610 1639

2.11 It is therefore proposed to assume no traffic growth in this TA Addendum, which is dealt

with in more detail in Section 5.0.

Committed Development

2.12 There are no committed developments in the area that need to be considered as part of

this TA Addendum. However, the proposed residential development at Broadbridge

Heath, Horsham has been considered in preparing this TA Addendum. A planning

application has been submitted for the development which identifies the net change in

traffic flow on the A281 in the peak periods as 50 two-way vehicles per hour in the AM

peak and 78 two-way vehicles per hour in the PM peak. West Sussex County Council

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(WSCC) has recently recommended this development for refusal and it has therefore not

been considered further.

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3 TRIP GENERATION

3.1 This section of the report sets out the trip generation assumptions used for the TA

Addendum.

Existing Development

3.2 Existing employment trips have been removed from the local highway network as

described in the Section 8.1 of the original TA.

Proposed Development

Peak Hour Trip Generation

3.3 In order to provide a robust assessment of the effect of the development on the local

highway network in the peak periods the following trip generation scenario has been

considered in this TA Addendum:

• Average TRICS trip rates with no reductions for internal trips or the sustainable

transport strategy.

3.4 The TRICS trip rate database has been used to establish development trip rates for each

of the proposed land uses. The same TRICS sites used for the original TA have been

used for this TA Addendum. However, the use of the average trip rates rather than 85th

percentile trip rates is considered to be more appropriate, for reasons set out below.

3.5 DfT’s Guidance on Transport Assessment, March 2007 (paragraph 4.62, page 23) states

that “If sites with comparable accessibility as well as scale and location cannot be found

when using a standard database system, 85th percentile trip generation rates should be

considered as a starting point for assessment of the baseline trip generation”. Therefore,

if comparable sites are available, average trip rates should be used.

3.6 Due to the nature of the TRICS database, the sites surveyed tend to be somewhat

historic in nature and do not reflect modern design standards, restrained parking

provision or sustainable transport measures. For example, the majority of residential

sites are single use and do not have significant employment development and other

community facilities which encourage internal trips. Therefore the selected sites are good

comparators to the Eco-Village for deriving gross traffic generation rates (i.e. prior to any

reductions for internal trips and sustainable transport measures).

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3.7 Table 3.1 below provides a summary of the development trip generation for the AM and

PM peak hours, derived from the average TRICS trip rates.

Table 3.1 – Development Trip Generation (Average TRICS Trip Rates)

AM Peak Hour PM Peak Hour Landuse

Total Total

Employment 411 404

Residential 1,051 1,220

Village Centre 66 91

Total 1,528 1,715

3.8 As stated above, in order to provide a robust assessment of the effect of the

development on the local highway network, no reductions have been made to the

development generated trips derived from the average TRICS trip rates to take account

of internal trips or the proposed sustainable transport strategy.

Daily Trip Generation

3.9 Paragraph 5.24 of the ES Addendum (January 2009) states that the entire Eco-Village

development is forecast to generate 12,000 additional external vehicular trips per day.

The 12,000 daily vehicular trips was applied to the ES Addendum in order to provide a

robust environmental assessment; it is envisaged that the Eco-Village will generate less

vehicular trips.

3.10 The 12,000 daily vehicular trips can be derived as follows:

3.11 The TRICS trip rates used in the original TA forecast that the entire Eco-Village

development would generate 17,751 daily vehicular trips assuming no reductions for

internal trips or sustainable transport measures.

• Total Vehicular Trip Generation = 17,751

3.12 The level of internal trips has been estimated to be at least 16% over the course of the

day (see Appendix C for the calculation). Applying this to the total vehicular generated

trips gives:

• Internal Trips = 17,751 x 16% = 2,898

• External Vehicular Trips = 17,751 – 2,898 = 14,888

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3.13 Therefore, the proposed package of sustainable transport measures would only be

required to provide a 20% mode shift away from the private car in order for the Eco-

Village to generate 12,000 external vehicular trips per day. This is calculated as follows:

• External Vehicular Trips with sustainable transport reductions = 14,888 x 80% =

11,910

3.14 It is considered that the proposed package of sustainable transport measures could bring

about a far greater mode shift away from the car which would reduce the daily external

vehicular trips further. Empirical evidence for the effectiveness of the proposed

sustainable transport measures is provided as Appendix C which demonstrates that the

proposed package of measures will effectively reduce reliance on the use of fossil fuel

cars.

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4 DISTRIBUTION AND ASSIGNMENT

4.1 This section of the report summarises the vehicular trip distribution and assignment

assumed for the TA Addendum.

Trip Distribution

4.2 The original TA used a set of gravity models for each journey purpose to distribute trips

on the local highway network. Since the writing of the original TA, Surrey County Council

(SCC) has provided comments on the gravity model.

4.3 The SCC comments on the gravity models used in the original TA have been considered

and the gravity model has been refined. A technical note prepared by Mott MacDonald is

included as Appendix D of this report which sets out the ‘SCC Methodology’ gravity

model. In summary, the ‘SCC Methodology’ gravity model shows that the original TA

overestimated the trips using the A281 north through Bramley and Shalford and south on

the A281 towards Horsham. A comparison of the gravity model used in the original TA

and the ‘SCC Methodology’ gravity model is summarised in Table 4.1 below.

Table 4.1: Comparison of TA and Refined Gravity Model Distributions

Employee

journey to work

Resident journey

to work Resident Retail

Residents

Leisure Screenline

New GM TA GM New GM TA GM New GM TA GM New GM TA GM

A281 Bramley 29% 36% 25% 41% 23% 39% 25% 41%

A281 Rudgwick 19% 29% 23% 28% 37% 23% 35% 24%

Trip Assignment

4.4 The original TA and this TA Addendum both assume a fixed assignment of traffic and the

assignment routes to/from the 12 cordon points are shown at Appendix E of this report.

4.5 For the majority of cordon points there is only one logical route to and from the Eco-

Village that the majority of traffic will tend to use. The exception to this is Cranleigh,

where there are three routes between the Eco-Village and Cranleigh. A sensitivity test

has been undertaken as part of this TA Addendum to assign development traffic to

Cranleigh via the possible routes rather than a fixed route assignment. This sensitivity

test is summarised in Section 5.0.

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5 EFFECTS OF THE DEVELOPMENT

5.1 This section of the report sets out the effects of the development on the surrounding

highway network and the proposed package of mitigation measures.

Capacity Assessment

5.2 A capacity assessment has been undertaken for the following scenarios:

• 2008/09 Base - Existing Junction Layout;

• 2008/09 Base + Development (Average trip rates, no reductions) – Existing

Junction Layout; and,

• 2008/09 Base + Development (Average trip rates, no reductions) – Proposed

Junction Layout or traffic reassignment to take account of route choice (i.e. for the

Cranleigh junctions).

5.3 The above modelling scenarios are considered to be the most valid to compare for the

following reasons:

• There is no evidence that the traffic levels are increasing in the local area to the

development site. Traffic data from 2005 to 2008/2009 demonstrates that there

has been a reduction in traffic over this period of time rather than the forecast

growth.

• This comparison clearly identifies which junctions operate over capacity as a result

of the development traffic alone rather than as a result of traffic growth and

development traffic.

• The average trip rates provide a robust assessment of the impact of the

development as good comparators to the Eco-Village for deriving gross traffic

generation rates (i.e. prior to any reductions for sustainable transport measures).

5.4 Applying the above tests to all the junctions within the assessment network leads to the

following conclusions.

5.5 The following junctions would benefit from an improvement to cater for development

traffic:

• Nanhurst Crossroads (Junction A)

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• Shalford Junctions (Junctions V and W)

5.6 Junctions on the routes to Cranleigh work within capacity if traffic is re-routed to equalise

delay (i.e. junctions J, P on the Wildwood Lane route and Junctions E, B, C and D on the

Alfold Road route).

5.7 The following junctions operate over capacity in the existing and with-development

scenarios but there are no practical improvements that can be undertaken (Alfold

Crossways could be signalised but SCC have advised that they would not wish to see

this).

• Bramley Roundabout ( Junction I)

• Alfold Crossways (Junction F)

• Ewhurst Rd/High St, Cranleigh (Junction Q)

5.8 The remainder of the existing junctions operate within capacity with development flows

added.

Mitigation Measures

5.9 This section sets out the proposed highway improvements to be implemented as part of

the Eco-Village.

Policy Considerations

5.10 The following policies and national guidance have been taken into consideration when

developing a package of mitigation measures.

5.11 Policies T1 (Manage and Invest) and T2 (Mobility Management) of the draft South East

Plan (Secretary of State’s Proposed Changes) both seek a re-balancing of the transport

system in favour of sustainable modes. The supporting text to Policy T1 states:

5.12 “Achieving a more sustainable pattern of development is dependent upon accepting that

the transport system within the region is a resource that has a finite capacity at any

point in time. While this capacity will increase as a consequence of the investment

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already programmed, the RTS reflects the simple fact that it is not possible to build our

way out of the problem”.

5.13 The key components of “manage” are stated to be:

• “Influencing the pattern of activities and specifically new development, so that

more people have the opportunity to work and shop etc closer to their home

location.

• Seeking greater utilisation of capacity on the existing transport system, eg. more

active management of the road network and intelligent transport systems, and

route capacity utilisation.

• Managing demand on the transport system, particularly on the road network, eg

re-allocating capacity, promoting sustainable modes, parking policy, travel

planning and possible fiscal measures”.

5.14 Paragraph 1.4 of Section D4 of the South East Plan states the following:

“A review of recent trend data in South East England has shown that travel patterns are

changing. In contrast to trends at the national level, the picture in the region is one of

average trip lengths remaining relatively stable, and of average journey length by car

decreasing. The slight reduction in the dominance of the car that the analysis shows is

likely to be the consequence of a number of factors, including:

i) Limitations in the ability of the transport networks to accommodate additional trips

during periods of high demand such as peak hours.

ii) The influence of a more integrated approach to land use and transport.

5.15 Therefore it can be seen that the South East Plan policy is clear on encouraging

sustainable modes and not necessarily seeking to provide highway improvements to

solve peak hour congestion problems. Furthermore, the constraints on the existing

highway network and the influence of a more integrated approach to transport is already

having a positive effect on car trips.

5.16 The DFT “Guidance on Transport Assessment” (March 2007) sets out at paragraph 1.19

measures to be considered to mitigate residual impacts of development. Four measures

are listed. The fourth is provision of new or expanded routes. The text states:

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“It is considered good transport planning practice to demonstrate that the other

opportunities above have been fully explored before considering the provision of

additional road space such as new roads or major junction upgrades”.

5.17 Any mitigation measures proposed as part of the development only need to mitigate the

impact of the development. This is set out in paragraph 4.51 of the DfT Guidance on

Transport Assessment (March 2007) which states that:

“The key issue is the need to ensure that development proposals strive to achieve nil

detriment (’no worse off’) to the strategic network, for the opening year and appropriate

horizon year”.

Proposed Highway Improvements

5.18 The proposed highway improvements are summarised below.

Junction A - Nanhurst Crossroads

5.19 This is an existing signal controlled junction that operates within capacity in the 2008

base scenario. The junction continues to operate within capacity in the PM peak with

addition of the development (average trip rates). However, in the morning peak, the

degree of saturation goes over capacity with the development trips added to the base

traffic.

5.20 It is possible to improve this junction by widening of the approaches as shown at

Appendix F. The junction design has been amended from that shown within the original

TA to reflect the safety audit comments. The proposed junction improvement will

operate within capacity for the ‘2022 Base + Development’ scenario and, as such, will

also operate within capacity for the ‘2008 Base + Development’ scenario. The results of

the analysis comparing the existing junction layout with the mitigation measure are

shown in Tables 5.1 and 5.2 below.

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Table 5.1: Junction A Capacity Assessment – AM Peak

2022 (Base) Existing

2022 (Base + Dev) Existing

2022 (Base + Dev) Improvement

Arm

% Sat Queue % Sat Queue % Sat Queue

A281 northbound ahead

89.6 28.5 108.5 112.6 85.4 13.1

A281 northbound ahead / right

10.5 0.1 20.9 0.1 80.6 11.9

A281 southbound ahead

35.9 6.2 44.7 9.3 33.2 3.1

A281 southbound ahead / right

2.5 0.0 3.6 0.0 31.0 3.0

A281 northbound (middle ahead)

46.8 0.6 58.2 0.9 55.0 1.7

A281 northbound (middle left)

31.6 0.8 30.5 0.8 36.0 0.3

A281 southbound (middle ahead)

23.5 0.3 33.3 0.4 29.6 2.8

A281 southbound (middle left)

22.1 0.7 18.8 0.3 22.2 0.1

Barrihurst Lane

82.3 12.4 108.9 36.0 85.2 8.8

Elmbridge Road

88.2 14.2 103.0 25.2 79.4 7.5

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Table 5.2: Junction A Capacity Assessment – PM Peak

2022 (Base) Existing

2022 (Base + Dev) Existing

2022 (Base + Dev) Improvement

Arm

% Sat Queue % Sat Queue % Sat Queue

A281 northbound ahead

31.7 4.8 55.9 11.4 54.4 3.4

A281 northbound ahead / right

6.9 0.0 17.8 0.1 51.3 3.3

A281 southbound ahead

72.6 15.9 89.0 29.2 83.8 7.4

A281 southbound ahead / right

0.8 0.0 1.5 0.0 78.2 6.6

A281 northbound (middle ahead)

18.0 0.2 31.9 0.4 29.9 0.9

A281 northbound (middle left)

19.2 0.3 22.2 0.3 25.7 0.2

A281 southbound (middle ahead)

42.7 0.6 61.4 1.1 57.9 2.3

A281 southbound (middle left)

18.3 0.3 14.0 0.2 16.3 0.1

Barrihurst Lane

63.7 7.9 78.7 10.0 72.2 4.1

Elmbridge Road

70.9 9.0 85.3 11.5 75.8 4.6

5.21 The highway boundary information for this junction, included as Appendix F,

demonstrates that the proposed improvement is deliverable within highway land.

Junction K – Compasses Bridge

5.22 As part of the development proposals it is proposed to alter the priority of the existing

Compasses Bridge site access with Dunsfold Road (Junction K) as set out in the original

TA. Whilst this is not required in capacity terms; it is proposed in order to provide priority

to the major flow of traffic (i.e. traffic to and from the development).

Junctions V and W – Shalford Junctions

5.23 The A281 / A248 junction (Junction W) currently operates over capacity. On-site

observations show that because of the close proximity of this junction to the Shalford

Roundabout (Junction V) the capacity issues at Junction W have a knock on effect on

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Junction V. This cannot easily be modelled as each of the junctions is modelled in

isolation of the other.

5.24 Given that this is an existing problem, the development traffic merely makes a congested

network worse. An improvement scheme has been developed that addresses the existing

congestion issue and would accommodate the development traffic (included as

Appendix F).

5.25 The results of the analysis comparing the existing junction layout with the mitigation

measure are shown in Tables 5.3 to 5.6 below.

Table 5.3: Junction V Capacity Assessment – AM Peak

2009 (Base)

Existing

2009 (Base + Dev)

Existing

2009 (Base + Dev)

Improved

Arm

RFC Queue RFC Queue RFC/ % Sat

Queue

A281 Horsham Rd (southbound)

0.54 1.2 0.73 2.6 0.60 1.5

A248 Kings Rd

0.86 5.4 1.00 19.6 0.84 4.7

A281 Horsham Rd (northbound)

0.83 4.5 1.04 42.1 0.72 2.6

Table 5.4: Junction V Capacity Assessment – PM Peak

2009 (Base)

Existing

2009 (Base + Dev)

Existing

2009 (Base + Dev)

Improved

Arm

RFC Queue RFC Queue RFC/

% Sat

Queue

A281 Horsham Rd (southbound)

0.63 1.6 0.96 14.5 0.75 2.9

A248 Kings Rd

0.68 2.1 0.90 6.9 0.69 2.2

A281 Horsham Rd (northbound)

0.77 3.2 1.03 36.7 0.63 1.7

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Table 5.5: Junction W Capacity Assessment – AM Peak

2009 (Base)

Existing

2009 (Base + Dev)

Existing

2009 (Base + Dev)

Improved

Arm

RFC Queue RFC Queue RFC/ % Sat

Queue

A281 Horsham Rd (NB) left ahead

- - - - 0.86 12.9

A248 Broadford Rd left

1.02 19.1 1.24 62.8 0.88 8.3

A248 Broadford Rd right

- - - - 0.47 2.1

A281 Horsham Rd (SB) ahead

- - - - 0.74 7.9

A281 Horsham Rd (SB) right

0.93 14.4 1.14 95.3 0.34 2.0

Table 5.6: Junction W Capacity Assessment – PM Peak

2009 (Base)

Existing

2009 (Base + Dev)

Existing

2009 (Base + Dev)

Improved

Arm

RFC Queue RFC Queue RFC/

% Sat

Queue

A281 Horsham Rd (NB) left ahead

- - - - 0.76 9.5

A248 Broadford Rd left

1.12 44.2 1.42 128.2 0.72 6.4

A248 Broadford Rd right

- - - - 0.60 3.0

A281 Horsham Rd (SB) ahead

- - - - 0.83 10.6

A281 Horsham Rd (SB) right

0.88 9.3 1.09 82.6 0.36 2.4

5.26 SCC does not have any highway boundary information for these junctions.

Cranleigh Junctions Sensitivity Test

5.27 The original TA and this TA Addendum both assume a fixed assignment of traffic and the

assignment routes to/from the 12 cordon points.

5.28 For the majority of cordon points there is only one logical route to and from the Eco-

Village that the majority of traffic will tend to use. The exception to this is Cranleigh,

where there are three routes between the Eco-Village and Cranleigh. The ‘shortest route’

fixed assignment assumes that all development traffic towards Cranleigh is assigned

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through the junctions of A281 / Wildwood Lane (Junction J) and High Street / Knowle

Lane (Junction P). However, in reality if there was delay at these junctions, then traffic

would tend to use the other routes so that, at the end of the day, delay would be

equalised across the available routes. A sensitivity test has been undertaken to assign

development traffic to Cranleigh via both Wildwood Lane and Alford Road as these two

routes are in the vicinity of the proposed new site access on the A281.

5.29 For this sensitivity test is has been assumes that 50% of development traffic destined for

Cranleigh routes via Wildwood Lane and 50% routes via Alfold Road. The results are

summarised in Table 5.1 and the following conclusions can be drawn:

• If 100% of traffic routes via the junctions of A281 / Wildwood Lane (Junction J)

and High Street / Knowle Lane (Junction P), junction P will operate over capacity

in the 2008/09 Base + Development scenario in the AM peak.

• If 50% of traffic routes via Wildwood Lane and 50% routes via Alfold Road,

junctions J and P on the Wildwood Lane route operate within capacity with

development traffic and junctions E, B, C and D on the Alfold Road route operate

within capacity with the development traffic.

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6 SITE ACCESS

6.1 Access is a reserved matter. It is proposed to provide a new site access on the A281 and

a possible layout for the new access was provided in the original TA (Junction L). This

option showed a roundabout junction with a dual carriageway access road. An alternative

option would be to provide a signal controlled site access junction with a single

carriageway site access road as illustrated in Appendix G. This is deliverable within land

owned by the Appellant and works within capacity.

6.2 A new cycle / pedestrian route is shown along the north of the new site access road and

along the west of the A281 with a toucan crossing provided across the A281 to connect

to the proposed new cycle route to Cranleigh.

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7 SUSTAINABLE TRANSPORT STRATEGY

7.1 This section sets out the Sustainable Transport Strategy for the Eco-Village. The

objective has been to create a development where people can undertake many of their

day to day activities on site, and use sustainable means to access off site locations. A

number of innovative measures have been introduced in order to strongly encourage use

of non-car modes. This strategy should also be seen in the context of a development

which will take a number of years to be built out during which time government policies

are likely to evolve to give further encouragement to the use of sustainable means of

transport.

7.2 The STS comprises the following 12 elements:

• A mixed use scheme;

• A restrained parking policy;

• A cordon charge within the development;

• A high quality pedestrian network and facilities;

• A high quality cycle network and facilities;

• A car club;

• A car share scheme;

• Community Electric Vehicles;

• Smart Technology;

• Individualised Marketing;

• A high quality bus scheme; and,

• An innovative and robust Site Travel Plan.

Sustainable Transport Strategy

A Mixed-Use Scheme

7.3 The development comprises a mix of uses on the site which will allow people to

undertake many of their day to day trips without leaving the site. In particular:

• People will be able to live and work on the site with some 2,000 jobs being

generated by the employment and community uses (1,340 of which arise from the

new employment and village uses).

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• Virtually all primary education trips should be retained on site since there will be

provision of a two form entry primary school at the village centre.

• Day to day shopping can be undertaken at the retail units on site.

• Leisure activities can be undertaken on site at the Leisure Centre; restaurants;

café’s etc and country park.

• There is a Health Centre on the site which will cater for virtually all day to day

health care needs.

• Other activities can be undertaken at the Community Centre and Church.

Parking Strategy

7.4 The availability of parking both at the origin (residential units) and destination

(employment, leisure facilities etc) is a key determinant in the proportion of trips that are

undertaken using private car. Paragraph 49 of PPG13 states that “The availability of car

parking has a major influence on the means of transport people choose for their

journeys. Some studies suggest that levels of parking can be more significant than levels

of public transport provision in determining means of travel (particularly for the journey

to work) even for locations very well served by public transport”.

7.5 The proposals have two particular features:

• The proposed parking provision is well below Local Authority standards therefore

restricting the availability of parking spaces.

• The layout of the parking spaces will create a good quality urban environment,

removing cars from streets and confining them to parking areas.

Residential Parking

7.6 All dwellings with one to four bedrooms will be provided with 1 parking space, and the

five bedroom dwellings will be provided with 2 parking spaces. This equates to 2,863 car

parking spaces for the 2,601 dwellings. An additional 260 visitor parking spaces will be

provided for visitors to the residential units. This is a total of 3,123 spaces for the

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residential use. In accordance with Surrey County Council’s parking standards, a total of

4,245 spaces would be permitted on the site for the residential units. Therefore the

provision is 75% of the standard.

7.7 There will be a system of resident and visitor parking permits; very similar to a controlled

parking zone within an existing urban area. Only residents with permits will be permitted

to use the designated resident spaces, whilst only visitors with permits will be permitted

to use the visitor’s spaces. Visitor permits will be supplied to residents who will have the

responsibility of passing them onto visitors, again as is common in controlled parking

zones. Each household will be provided with 10 free visitor permits a year. Additional

visitor permits can be purchased as required from the Site Wide Transport and Travel

Plan Co-ordinator.

Employment Parking

7.8 It is proposed to provide 797 parking spaces for the employment floorspace within the

Eco-Village, which includes 41 disabled parking spaces. 148 HGV parking spaces will be

provided for the B8 floorspace. If Surrey County Council’s standards were applied, a total

of 1,430 spaces would be provided. Therefore the provision is only 56% of that

permitted under Surrey’s standards.

7.9 The estimated future number of employees on the site is 2,000. Assuming an average

attendance rate on site on any one day of 85%, this would lead to some 1,700

employees on site on any one day. Adding visitor demand of say 50 spaces at the peak

would lead to an unfettered demand, if every employee drove in their own car, of 1,750

spaces. It is therefore clear that the actual provision of 797 spaces will act as a real

constraint on modal split. If it is assumed that 50 spaces are reserved for visitors, this

would lead to 747 spaces available for employees. Therefore there would only be a

parking space available for 44% of employees on site per day (or 37% of total

employees). Put another way it equates to 1 space available for every 2.25 employees

attending on any day.

7.10 In addition, a charge of £3 per day will be made direct to employees to park on site,

operated by a permit scheme. The implementation of such a charge will act as a real

disincentive for employees to bring their car to work since the charge, plus the car

running costs will, in many cases, make public transport more competitive than use of

the car.

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Village Parking

7.11 A key feature of the Eco-Village parking strategy is the creation of a car free area at the

centre of the development. This area will contain a number of community and other

facilities such as shops, a hotel and two schools and these will require some small

amounts of car parking. The parking for these areas will be incorporated within the

parking barn to the north of the Market Square.

7.12 Visitors parking in the visitor spaces allocated for the village uses will be required to pay

for parking on a pay and display basis, as is common in controlled parking zones.

Employees of the village uses travelling to work by car will be required to pay to park in

the parking barn (same rate as other employees on the site) and display a parking

permit.

Cordon Charge

7.13 An innovative feature of the proposals is the introduction of a cordon charge for

residents. Introduction of such a charge will increase the cost of any vehicular trips

leaving the site at point of use and will act as a further incentive to use non-car modes.

7.14 All residents will be required to register their car with the Eco-Village Management

Company and will be issued with an electronic tag which can be read by the electronic

gates on vehicular exits to the site. Every time a registered car passes the exit gate, a

charge will be registered to their account. The charge will vary depending upon the time

of day in order to further discourage travel by car during the peak periods. In addition,

the charge will vary depending on carbon emissions to encourage the use of low

emission vehicles. Concessions will apply to those people that need their car (i.e.

disabled people, carers etc).

Pedestrian Facilities

7.15 The following measures are proposed in order to promote walking, particularly for trips

within the development:

• All residents and employees will be within 400m walking distance of a bus stop.

• All residents will live within 800m walking distance of the Village Centre.

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• The Village Centre will not be accessible to cars (i.e. Car Restrained Area) except

for electric vehicles which will provide a safe environment for pedestrians to move

within.

• Beyond the Car Restrained Area the streetscape will be designed to provide a

legible and convenient hierarchy of pedestrian routes, both within the village and

recreational routes in the Country Park.

• The streets will be designed to encourage slow vehicle speeds (i.e. shared surface,

minimal road markings, appropriate landscaping etc);

• All residents and employees will be provided with an Information Pack which will

include maps of local walking routes and information.

• Accessibility and orientation will be assisted through consistent treatment of the

public domain and wayfinding signage.

Cycle Facilities

7.16 In order to promote cycling the following measures will be implemented:

• Each household will be provided with one free bicycle upon occupation.

• A bicycle rental scheme will be established that will allow residents and employees

to pick up a bicycle at a docking station on the site.

• A high quality network of cycle routes will be provided throughout the village and

Country Park.

• The Village Centre will not be accessible to cars (i.e. Car Restrained Area) except

for electric vehicles which will provide a safe environment for cyclists.

• The design of the streetscape, with shared surfaces for all modes, limited road

markings will encourage low vehicle speeds and provide priority for pedestrians

and cyclists.

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• High quality cycle parking will be provided at convenient and visible locations

throughout the village in accordance with the minimum cycle standards for each of

the proposed land uses as set out in Annex B of the Surrey Parking Strategy

(March 2003) or as otherwise agreed in consultation with the County Council. The

cycle parking will be implemented in a phased approach in accordance with

occupancy levels.

• All employees and residents will be provided with an Information Pack containing

maps of cycle routes in the local area;

• The community website will include electronic information on cycling facilities

within the site and local cycle routes;

• The Transport Co-ordinator will raise awareness of the health benefits of cycling;

• Cycle repair facilities will be provided on site to enable cyclists to undertake

maintenance;

• Residents will be provided with discounts at the local bicycle store, Beyond

Mountain Bikes, which is approximately 1km from the Eco-Village.

• A Bicycle User Group (BUG) will be set up by the Transport Co-ordinator to provide

suggestions for further improvements to encourage cycle use;

• The occupiers of the individual employment buildings will be required to sign up to

Cyclescheme, or such similar scheme, to provide employees with tax-free bicycles.

• Showers, lockers and changing facilities will be provided in all employment space.

7.17 In terms of off-site facilities, the Appellant is proposing to implement a cycle and

pedestrian route between the Eco-Village and the Downs Link which will provide an off-

road route to Cranleigh.

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Car Club

7.18 It is proposed to establish a car club made available for the Eco-Village residents and

employees. The car club will provide people with access to a fleet of cars without having

to own a car (residents) or bring a car onto the site (employees).

7.19 Car clubs have operated successfully in Europe for many years and are now well-

established both here and in North America. According to Carplus, the umbrella

organisation for UK car clubs, there are now several thousand car club users in the UK,

with this figure doubling year on year and predicted to rise to over a million users by

2015.

7.20 The car club members will be required to pay an annual membership fee to the Eco-

Village Management Company. Members can then book a vehicle either online or over

the phone and pick it up at a scheduled time from the car club.

7.21 If the Eco-Village employees can rely on using the car club for work trips when necessary

(i.e. meetings, site visits etc) it will remove the necessity to commute to work by car.

Belonging to a car club will also make it easier for residents to meet their transport

needs without running their own car. They will also be better placed to choose the best

option for each journey, since there will be a genuine comparison of car and public

transport costs. Research in the UK and overseas has found significant changes in travel

behaviour once the link between car use and car ownership is broken.

Car Share Scheme

7.22 It is proposed that the Eco-Village residents and employees will be provided with a

secure, web based, car share database. The Car Share Scheme will maximise the

opportunities to identify a potential car share partner by offering a ‘ride matching’ service

to all employees and residents with the aim of reducing single occupancy car use.

7.23 Informal car sharing has been established from the early days of commuting to work by

car, but formalised arrangements is a relatively recent initiative in travel planning, with

early schemes (often described as “carpooling”) in Europe and USA from the 1970s. The

advent of sophisticated computer databases and car sharing trip allocation software has

improved the efficiency of car share schemes considerably in the last ten years.

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Community Electric Vehicles

7.24 It is proposed that a free Community Electric Bus Service will route around the site to

enable residents and employees to access the village without using a car. The

Community Electric Bus will be able to route within the Car Restrained Area to serve both

the Village Centre and Transport Hub where all buses will route.

7.25 In addition, all post and deliveries to the site will be delivered to a central Delivery

Centre to reduce traffic flows within the village. Residents will then either be able to

collect their deliveries from the Delivery Centre or a Community Electric Vehicle will

distribute post / deliveries to homes and businesses.

Smart Technology

7.26 Each resident will be provided with a Resident Smartcard. The smartcard will enable all

residents to access the transport facilities on the site such as the car club, the bicycle

rental scheme and the buses. The relevant charge will be registered on the smartcard

and this will be charged to the resident on a regular basis in addition to any cordon

charge payments. The smartcard technology will provide a seamless transport experience

for all residents. In addition, this technology will be used to monitor the success of the

Sustainable Transport Strategy measures and will be incorporated into the Site Travel

Plan annual monitoring report.

Individualised Marketing

7.27 The Site Transport Co-ordinator will implement an Individualised Marketing scheme. A

customised Travel Pack will be prepared for each resident that registers with the scheme.

The Travel Pack would include the following information, where applicable to the

targeted resident:

• Information regarding the journey to and from work by public transport including

a map of the route and location of bus stops, timetable information for the journey

to and from work, and the cost of travel. Similar information provided for other

regular journeys made by the resident that could be made by public transport.

• Free tickets to enable the resident to trial travel by bus.

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• Map showing cycle routes to regular destinations and information on the cycle

facilities applicable to the person.

• Financial incentives for bicycle ownership.

• Information regarding the health and cost benefits of sustainable modes of travel.

Bus Strategy

7.28 The provision of a quality bus system is one of the key elements of the Sustainable

Transport Strategy for the appeal site. It is proposed to provide a bespoke bus scheme

to serve the site. This will be available to residents, employees and visitors.

7.29 The Appellant is committed to providing the required bus service in perpetuity, unless

agreed otherwise with SCC. The commitment of the Appellant to provide the quality bus

service is absolute. Any shortfall between operating costs and revenue will be met by

the Appellant, part funded by the Cordon Charge and employee parking charge.

7.30 The introduction of the service will be phased in accordance with the occupation of the

site. The phasing will be agreed with SCC and will balance the need to provide a high

quality service from commencement with the efficient use of resources.

7.31 The Appellant is keen to use a local bus company as it is in keeping with the ethos of the

Eco-Village. The development of the bus strategy has therefore been informed by

meetings with a local bus company ‘Safeguard Coaches’ a company established for over

80 years.

New Bus Routes

7.32 It is proposed to provide the following new bus services to serve the Eco-Village:

• Route 1 Eco-Village – Guildford: this will be a limited stop service between the

Eco-Village and Guildford via the A281 stopping only at Bramley and Shalford.

• Route 2 Godalming – Eco-Village – Cranleigh: this bus service will route from

Godalming to the Eco-Village via the B2130 and on to Cranleigh via Stovolds Hill

(bus only access) and the B2130 Elmbridge Road.

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• Route 3 Cranleigh – Eco-Village – Horsham: this service will route from

Cranleigh to the Eco-Village via B2130 Elmbridge Road and Stovolds Hill (bus only

access) and on to Horsham via the A281.

7.33 All routes will operate on a limited stop basis but would be available to the general public

for travel. The current proposal is that the Eco-Village residents would be charged a flat

fare of £1 per single journey, regardless of destination. The £1 fare will be paid using the

resident smart card. General public using the new bus services would be charged a cash

fare at a higher rate, in line with other bus services operated in the area. This is a similar

fare system to that used in London whereby Oyster Card (smartcard) users pay a lower

fare to cash passengers. The final fare structure will be agreed prior to introduction of

the services.

7.34 Table 7.1 below sets out the proposed frequencies of the bus routes upon full occupation

(i.e. 10 years). It should be noted that Routes 2 and 3 overlap between the Eco-Village

and Cranleigh and therefore the frequency of service along this section of route would be

a bus every 10 minutes in the peak periods, a bus every 15 minutes during the day and

a bus every 30 minutes in evenings and on Sundays.

Table 7.1 – Route Frequencies (minutes)

Monday - Saturday Sunday Route

Peaks Daytime Evening Daytime

1 Guildford – Eco-Village 15 20 30 60

2 Godalming Eco-Village – Cranleigh 20 30 60 60

3 Cranleigh Eco-Village - Horsham 20 30 60 60

2+3 Service between Cranleigh and

Eco-Village

10 15 30 30

7.35 This is an excellent level of service. A 10-15 minute frequency is a turn up and go

service. In other words people do not need to plan their journeys to fit in with bus times

but know that during the peaks they will only have to wait an average of 5 minutes and

during the off peak 7½ minutes.

7.36 It should also be noted that the Real Time Information system will allow the display of a

bus location on a screen within people’s homes, place of work etc.

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Vehicles

7.37 It is proposed to use the Optare Versa buses, photos of which are provided at Appendix

A. These vehicles seat 38 with up to 23 standees, are of low-floor easy access design

with pushchair/wheelchair roll-on/roll-off capability.

7.38 The proposed vehicles would be powered by a Cummins 6-cylinder diesel engine

achieving at least Euro 5 level emission standards (as required from September 2009).

7.39 An initial fleet of Optare Versa buses, or such similar vehicle, will be purchased or rented

for the early years of the development of the Eco-Village. The fleet will be replaced

within five years of first occupation to provide a fleet of diesel/electric hybrid vehicles, if

commercially available. By this time hybrid vehicles will be more tried-and-tested and

should be available for volume purchase.

7.40 The vehicles will be fitted with a satellite tracking system for control and schedule

monitoring purposes. This will be used to provide real time travel information at the Eco-

Village.

7.41 Vehicles would also be fitted with electronic ticket reading machines to read the resident

smart cards.

7.42 To enhance the travel experience the buses will be equipped with the following features:

• leather seats and wood-effect flooring;

• wi-fi enabled;

• air-conditioning;

• stereo/CD with PA system; and,

• CCTV 4-camera system.

Bus Viability

7.43 A key factor in provision of good quality bus services is financial viability. It is important

that services can be funded in the long term so that the level of provision required to

encourage use of the services rather than the private car is maintained.

7.44 An assessment of the viability of the proposed bus services at the Eco-Village has

therefore been undertaken. This has been assisted by input from Safeguard Coaches, a

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well established local bus operator which the Appellant intends to appoint as the Eco-

Village bus operator.

7.45 The two main elements that go in to viability assessments are the costs of running the

proposed bus services and the revenue that will be derived from estimated patronage.

The detailed assessment is included as Appendix H.

7.46 A phased introduction of services has been assumed. This has struck a balance between

providing a good quality service from the start of occupation of development and not

over-providing services which would lead to running empty buses which is not

sustainable.

7.47 The bus operating costs have been provided by Safeguard Coaches and are therefore up

to date commercial costs. They are consistent with costs used on other schemes in the

south east of England.

7.48 Revenue has been based on an assumption that 20% of all trips will be by bus and that

a standard, simple fare of £1 per trip will be implemented. The 20% modal split is what

is considered to be a reasonable basis for the assessment. However, a higher modal split

may be achievable given the level of service that will be provided and the significant

financial incentive to use the bus due to the low fare and resident cordon charge and

employee parking charge.

7.49 The assessment shows that the service has a revenue shortfall of £1.07m per annum.

This is considered to be a conservative assessment since no account has been taken of

revenue derived from passengers not travelling to or from the Eco-Village (e.g. from

Horsham or Godalming to Cranleigh).

7.50 For a conventional development the revenue shortfall would cause a problem and would

suggest that the service cannot be maintained in the long term. However a key

advantage of the Eco-Village is that the services can be cross subsidised by the parking

charges and cordon charge.

7.51 There will be 797 car parking spaces for the employment uses and a charge of £3 per

day will be made. This leads to an annual revenue of £621K for 260 days of operation

(i.e. week-days). Allowing for some under utilisation of the car park, parking revenue of

£500K per annum has been assumed. There will also be parking revenue derived from

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visitors to the non-employment and residential elements of the Eco-Village but these

have not been taken in to account.

7.52 This leads to a revenue requirement of £570K per annum that needs to be derived from

the cordon charge. This leads to a requirement for £1,562 per day (500K/365) or 520

trips per day at an average charge per day of £3. This income would be generated if only

20% of households paid one charge per day. The reality is that the income is likely to be

significantly higher. For example, if each household paid only one charge per day then

the annual income would be £2.85M per annum. This is £2.28m greater than the

revenue support required.

7.53 It is also important to note that the viability is not dependent on achieving a particular

modal split. If less people were to use the bus then this would lead to more car trips and

therefore more income from the cordon charge which would be used to subsidise the

services and enhance them if appropriate. As the cordon charge is an average of £3 but

the bus fare £1 every trip that does not use the bus leads to additional income.

Therefore, the viability of the system will not be compromised if the 20% modal split

used in the analysis is not achieved.

Site Travel Plan

7.54 A draft Site Travel Plan Framework has been prepared as part of the Public Inquiry. SCC

published the ‘Travel Plans Good Practice Guide to Development Related Travel Plans’ in

June 2007. This guidance has been referred to through the development of the Site

Travel Plan Framework to ensure that the plan accords with the latest guidance.

7.55 The draft Site Travel Plan Framework will be expanded upon to provide an agreed Site

Travel Plan with SCC prior to first occupation. The Site Travel Plan will define, in an

integrated way, how transport demand for the Eco-Village will be managed and promotes

travel to and from the appeal site by means other than the car.

7.56 The Site Travel Plan is an over-arching plan to be implemented for the site as a whole

and will be the main document for the residential element. In addition, a series of travel

plans will be implemented for specific landuses on site as follows:

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Workplace Travel Plans

7.57 It will be a condition of all leases for the individual occupiers to prepare and implement a

Workplace Travel Plan. The Workplace Travel Plans will be agreed with SCC within 3

months of occupation of each employment unit.

7.58 The Site Travel Plan provides a framework within which the Workplace Travel Plans will

be developed. The Site Travel Plan will thereby secure a co-ordinated approach to

transport policy and provide occupiers with the standards that will be required of them.

7.59 The Workplace Transport Coordinator role will involve the following:

• Develop and update the Workplace Travel Plan to take into account the results of

the monitoring;

• Implement any measures that relate specifically to the company; and,

• Act as a liaison between the Site Transport Coordinator and employees of the

company on matters relating to travel and the Travel Plan.

School Travel Plans

7.60 Each school will be required to develop and agree a School Travel Plan within 3 months

of occupation. The School Travel Plans will accord with the aims and objectives of the

Site Travel Plan.

7.61 The Primary School will have limited parking for staff and it is expected that the vast

majority of pupils will live within the Eco-Village and travel to school by sustainable

modes. Notwithstanding this, the school will be required to develop a Travel Plan that

looks at ways of continuing the use of sustainable modes of travel such as the

implementation of ‘walking buses’ (i.e. a group of children walk to school together with

accompanying adults), cycling proficiency courses, road safety lessons etc. Children can

positively influence their parents travel behaviour and therefore it will be important to

educate the school pupils of the benefits of walking, cycling and public transport.

7.62 The Jigsaw School has limited parking available for staff only (28 parking spaces for 80

staff) which will actively encourage the use of sustainable modes of travel to and from

the school. The school is for children with special needs and therefore the School Travel

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Plan will need to provide a bespoke package of measures that cater for the individual

travel needs of the pupils.

Summary

7.63 The Sustainable Transport Strategy comprises a far reaching mix of tried and tested as

well as innovative measures to effectively reduce reliance on the car.

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8 CONCLUSIONS

8.1 The following conclusions can be drawn from the TA Addendum:

Effects of the Development

8.2 A capacity assessment has been undertaken using the following assumptions:

• 2008 or 2009 network traffic flows;

• TRICS average trip rates for generated traffic;

• NO reductions for internal trips and sustainable transport measures; and,

• Revised gravity model.

8.3 This is a severe test as the likely reductions from TRICS rates will be at least 20%. Tests

excluding growth are useful as they show the actual impact of the Eco-Village rather

than being confused by traffic growth. The Appellant is only required to mitigate the

impact of the development and not the impact of growth in background traffic as set out

in DfT Guidance on Transport Assessment (March 2007) which states in paragraph 4.51

that “The key issue is the need to ensure that development proposals strive to achieve

nil detriment (‘no worse off’) to the strategic network for the opening year and

appropriate horizon year.” The test of nil detriment will be the same whether or not

traffic growth is added.

8.4 Applying this test to all the junctions within the assessment network leads to the

following conclusions:

8.5 The following junctions would benefit from an improvement to cater for development

traffic.

• Nanhurst Crossroads (Junction A)

• Shalford Junctions (Junctions V and W)

8.6 Junctions on the routes to Cranleigh work within capacity if traffic is re-routed to equalise

delay (i.e. junctions J, P on the Wildwood Lane route and Junctions E, B, C and D on the

Alfold Road route).

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8.7 The following junctions operate over capacity in the existing and with-development

scenarios but there are no practical improvements that can be undertaken (Alfold

Crossways could be signalised but SCC have advised that they would not wish to see

this).

• Bramley Roundabout ( Junction I)

• Alford Crossways (Junction F)

• Ewhurst Rd/High St, Cranleigh (Junction Q)

8.8 The remainder of the existing junctions operate within capacity with development flows

added.

Sustainable Transport Strategy

8.9 The Eco-Village has been designed to be an exemplar of sustainable development and a

12 point Sustainable Transport Strategy has been developed as part of the development

proposals. Most of the measures are conventional and have been used elsewhere. What

makes this development unique is:

• The combination of all the sustainable transport measures;

• The resident cordon charge acting as a disincentive to car travel and a funding

mechanism for public transport; and,

• The exceptional bus service to the key destinations.

IMPORTANT SECTION BREAK NEXT – DO NOT DELETE PAST THIS CHEVRON >

APPENDIX A

SURVEY

DATE:Wednesday 11th Febraury 2009 DWG TITLE: Site Location and Arm Labelling

SITE /

LOCATION:Site 1

JOB

NO:37890

SURVEY

TIMES:07:00 - 10:00 & 16:00 - 19:00 JOB TITLE: Shalford, Bramley, Cranleigh, Horsham

DWG NO: 07890-01 DRAWN: DG

N

Arm A

Arm B

Arm C

37890 / SHALFORD, BRAMLEY, CRANLEIGH, HORSHAM

FEBRUARY 2009

JUNCTION TURNING COUNT

SITE: 1 DAY: Wednesday

LOCATION: A281 / Kings Road DATE:

A - C (A281 Horsham Road) A - C (Slip - Horsham Rd to Kings Rd)

TIME PCL MCL CAR LGV OGV1 OGV2 PSV TOT PCL MCL CAR LGV OGV1 OGV2 PSV TOT

07:00 0 0 1 1 0 0 1 3 0 0 13 2 0 0 0 15

07:15 0 0 0 0 0 0 0 0 0 0 17 9 0 0 0 26

07:30 0 0 4 0 0 0 3 7 0 0 30 15 0 0 0 45

07:45 0 0 1 0 0 0 0 1 0 0 34 15 0 0 0 49

08:00 0 0 0 1 0 0 0 1 0 0 37 9 0 0 0 46

08:15 0 0 2 0 0 1 0 3 0 2 27 6 1 0 0 36

08:30 0 0 2 1 0 1 0 4 0 0 40 19 1 0 0 60

08:45 0 0 0 1 0 0 1 2 0 0 29 3 1 0 0 33

09:00 0 0 1 0 0 0 0 1 0 0 17 2 0 0 0 19

09:15 0 0 3 0 0 0 0 3 0 0 27 3 1 0 0 31

09:30 0 0 0 0 0 0 0 0 0 0 27 7 0 0 0 34

09:45 0 0 0 2 0 0 0 2 0 1 24 5 0 0 0 30

P/TOT 0 0 14 6 0 2 5 27 0 3 322 95 4 0 0 424

A - C (A281 H

090407 r05-km-dunsfold transport assessment addendum...traffic data is provided as appendix a of...

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