FOR PROPOSED RESIDENTIAL DEVELOPMENT LAND … · Figure 3882/204 2013 Seasonally Adjusted Base...

Cole Easdon Consultants Limited

Civ il En gi neerin g ~ Highways ~ Transpo rtation ~ Flood Risk

Bristol • Swindon • Warringt on

Incorporated in UK as Cole Easdon Consultants Ltd No. 202 7005

Bristol Office:

160 Aztec

Aztec West

Bristol

BS32 4TU

Tel. 01454 800474

Fax. 01454 629738

Email: [email protected]

www.ColeEasdon.com

TRANSPORT ASSESSMENT FOR

PROPOSED RESIDENTIAL DEVELOPMENT LAND AT RALEIGH PARK, BARNSTAPLE

ON BEHALF OF TAYLOR WIMPEY EXETER

JANUARY 2014

[ISSUE 2]

TRANSPORT ASSESSMENT PROPOSED RESIDENTIAL DEVELOPMENT, LAND AT RALEIGH PARK, BARNSTAPLE

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Cole Easdon Consultants (CEC) JANUARY 2014

Cole Easdon Consultants (CEC)

DOCUMENT ISSUE RECORD

Client: Taylor Wimpey Exeter Project: Proposed Residential Development, Raleigh Park, Barnstaple Job Number: 3882 Document Title: Transport Assessment Issuing Office: Bristol

Issue / Revision: Issue 1 Issue 2

Description / Status:

Draft for Client Comment Formal Issue

Date: October 2013 January 2014

Prepared: D. Hickman BSc CMILT

D. Hickman BSc CMILT

Signature:

Document Check:

S. Coates BA (Hons)

S. Coates BA (Hons)

Signature:

Technical Check:

J.B Farmery MEng CEng MICE MCIHT


Signature:

Authorised: J.B Farmery MEng CEng MICE MCIHT


Signature:

File Reference: 3882 – Raleigh Park,

Barnstaple - Transport Assessment - Issue 1

3882 – Raleigh Park, Barnstaple - Transport Assessment - Issue 2


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CONTENTS

SECTION HEADING PAGE NO.

1.0 INTRODUCTION 1

2.0 SITE LOCATION AND LOCAL HIGHWAY NETWORK 4

3.0 NATIONAL AND LOCAL TRANSPORT POLICY 8

4.0 DEVELOPMENT PROPOSALS 12

5.0 ACCESSIBILITY BY SUSTAINABLE MODES OF TRANSPORT 15

6.0 MULTI MODAL TRIP GENERATION 22

7.0 VEHICLE TRIP ASSIGNMENT 25

8.0 HIGHWAY IMPACT ASSESSMENT SCOPE AND METHODOLOGY 27

9.0 IMPACT ON HIGHWAY NETWORK 31

10.0 PERSONAL INJURY ACCIDENT DATA 38

11.0 MITIGATION 40

12.0 SUMMARY AND CONCLUSIONS 42


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CONTENTS (CONTD.)

List of Tables

Table 5.1 Nearest Local Facilities

Table 5.2 Local Bus Services

Table 5.3 Principal Direct Rail Services from Barnstaple

Table 6.1 Residential Trip Rates / Dwelling

Table 6.2 Development Trip Generation – 105 dwellings

Table 6.3 Percentage Mode Split based on TRICS Data

Table 6.4 2011 Census Method of Travel to Work Data for Pilton

Table 7.1 Pilton Ward Travel to Work Data

Table 9.1 Summary of PICADY results for North Road / Higher Raleigh Road Staggered

Crossroads

Table 9.2 Summary of Linsig results for Pilton Quay / St. Georges Road signalised junction

Table 9.3 Alexander Road / Rolle Street / North Walk / Boutport Street / High Street

Summary ARCADY results - Weekday

Table 9.4 Alexander Road / Rolle Street / North Walk / Boutport Street / High Street

Summary ARCADY results - Saturday

Table 9.5 Proposed Site Access / North Road Junction PICADY results - Weekday

Table 9.6 Proposed Site Access / North Road Junction PICADY results - Saturday

Table 10.1 Personal Injury Accident Data

List of Photographs

Photograph 2.1 North Road looking south towards Barnstaple Town Centre

Photograph 2.2 North Road looking north towards North Devon District Hospital

Photograph 2.3 North Road / Westaway Plain / North Devon Hospital Junction

Photograph 5.1 Pedestrian Refuge Island at North Road pedestrian entrance to NDDH

Photograph 5.2 Pedestrian Refuge Island opposite North Road / Higher Raleigh Road footpath link

Photograph 5.3 Controlled pedestrian crossing at North Road / Westaway Plain junction

Photograph 5.4 Northbound bus stop on North Road

Photograph 5.5 Southbound bus stop on North Road


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APPENDICES

Appendix 1 – CEC Plans

Plan 3882/201 Location Plan

Plan 3882/202 Committed and other known north Barnstaple development sites

Plan 3882/203 Accessibility Plan

Plan 3882/100 Section 278 Works Location Plan, Engineering Layout, and Tracking - DRAFT

Plan 3882/SPA/201 Refuse Vehicle Swept Path Analysis

Appendix 2 – CEC Figures

Figure 3882/201 Census Derived Vehicle Trip Distribution

Figure 3882/202 Development Vehicle Trip Assignment

Figure 3882/203 2013 Surveyed Base Flows

Figure 3882/204 2013 Seasonally Adjusted Base Flows

Figure 3882/205 2018 Seasonally Adjusted Base Flows

Figure 3882/206 Committed Development Flows (14 dwellings at Former Laundry Site, Higher

Raleigh Road)

Figure 3882/207 Other known north Barnstaple developments Flows

Figure 3882/208 2018 Adjusted Base + Committed Development Flows

Figure 3882/209 2018 Adjusted Base + Committed + Other known north Barnstaple

developments Flows

Figure 3882/210 2018 Adjusted Base + Committed + Other known north Barnstaple

developments Flows + Raleigh Park

Appendix 3 – Masterplan

Appendix 4 – Stage 1 Road Safety Audit of Proposed Site Access

Appendix 5 – TRICS Data

Appendix 6 – Traffic Survey Data

Appendix 7 -ARCADY / PICADY / LINSIG output

Appendix 8 - Accident Data


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Cole Easdon Consultants (CEC) 1 JANUARY 2014

1.0 INTRODUCTION

Brief

1.1 Cole Easdon Consultants Limited (CEC) has been instructed by Taylor Wimpey Exeter (TWE)

to prepare a Transport Assessment (TA) in support of a planning application for the

proposed construction of 105 residential dwellings on land at Raleigh Park, Barnstaple.

Refer to CEC Plan 3882/201 [Location Plan] contained within Appendix 1. The development

proposals are described in further detail within Section 4.0 of this report.

1.2 A Residential Travel Plan prepared by CEC has also been submitted in support of the

application.

Scope

1.3 This TA has been prepared to examine the highway and transportation aspects of the

proposals, including the site’s accessibility by sustainable modes of transport, access and

parking arrangements, the existing accident record in the vicinity of the site, the projected

multi-modal trip generation, and the potential impact of the development on the operation

of the local highway network.

1.4 Detailed discussions have been had with Devon County Council (DCC) as the local highway

authority to inform the scope of this TA.

1.5 Our client’s land at Raleigh Park is one of several sites in the north Barnstaple area that are

subject to planning applications (or have consent) for residential development (refer to CEC

Plan 3882/202 [Committed and other known potential north Barnstaple development sites]

in Appendix 1). These are:

Committed development on land at the North Devon District Hospital - 135 dwellings;

Committed development at the former Laundry Site, Higher Raleigh Road – 14

dwellings;

Land at Trayne Farm (Gleeson) – 80 Dwellings;

Land north of Northfield Lane (Barratt Homes) – 115 dwellings;

Land north of Westaway Plain (Devonshire Homes) – 43 dwellings.

1.6 Assuming that planning permission is forthcoming for all of the above sites, this would give

consent for a total of circa 500 additional new homes in the north Barnstaple area. This TA

considers the combined impact of all of the above developments on the operation of the


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local highway network, even though the last three sites in the list are not committed

developments as such.

1.7 In order to ensure a holistic approach and to ensure that the cumulative transport impacts

of all the various sites are understood, DCC and the various developer teams have co-

operated with respect to the sharing of a variety of transport data, and a common approach

has been agreed with respect to matters such as vehicle trip assignment and junction

impact assessment.

1.8 There has also been co-operation amongst the developer teams with regard to the

investigation of a possible highway improvement scheme at the Westaway Plain / North

Road / North Devon Hospital signal-controlled junction. It is an aspiration of DCC to deliver

an improved junction arrangement at this location in view of the fact that this junction is

currently operating close to its theoretical capacity at peak times, and experiences

significant levels of queuing and delay. This situation is considered to be particularly

problematic in view of the fact that the junction provides access to the North Devon

District Hospital, with regular access by emergency vehicles being necessary.

1.9 To this end, DCC is seeking to formally progress a highway improvement scheme at this

junction through Cabinet, with an aspiration for construction to start in late 2014. DCC is

undertaking all design and junction modelling work in relation to this scheme, which will

seek to provide a design that can accommodate traffic growth associated with future

development in the North Barnstaple area, and that operates within capacity. It has

therefore been agreed between Cole Easdon Consultants Limited and Devon County Council

that this TA need not undertake junction capacity modelling of the existing junction in view

of the ongoing abovementioned work that DCC is carrying out. Notwithstanding this, the

impact of the development on this junction has still been quantified in terms of predicted

increases in vehicle flows during the network peak periods.

Principal Highway and Transport Aspects of Development

1.10 The principal highway and transport-related aspects of the proposed development are as

follows:

Proposed ghost island site access junction off North Road;

Adequate car parking provision to prevent overspill on to surrounding streets;

Cycle parking provision for all dwellings;


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Provision of 2.0 metre wide footways along site access road to facilitate pedestrian

movement;

Provision of a link off the site access road through to the North Devon District Hospital

site boundary to enable future creation of an emergency link through to the hospital;

Submission of a comprehensive Residential Travel Plan setting out a package of

measures designed to encourage greater use of sustainable modes of transport;

Provision of a high quality Travel Information Pack for every dwelling providing a

package of travel information including details of bus services, Devon car share scheme,

and walking and cycling routes;

Provision of over £500 worth of bus tickets per dwelling for travel on Stagecoach bus

services (cost to developer £250 per dwelling);

Provision of a £50 gift voucher provided as part of the Travel Pack (one per dwelling)

redeemable at a local cycle shop;

Provision of financial contributions towards public transport and offsite highway

works/transport schemes, to be included as part of a S106 agreement; and

Provision of commuted sums for highway drainage, TROs, and potentially works to the

cycle way along North Road.

Structure of the Report

1.11 The remainder of this TA is structured as follows:

Section 2.0 describes the site and surrounding highway network;

Section 3.0 provides a review of relevant national and local transport policy;

Section 4.0 describes the development proposals;

Section 5.0 outlines the site’s accessibility by sustainable modes of transport, including

its proximity to local service and facilities, employment, and education;

Section 6.0 sets out the predicted multi-modal trip generation of the proposed

development;

Section 7.0 details the methodology employed to calculate the assignment of vehicular

trips on to the surrounding highway network;

Section 8.0 discusses the scope of the offsite junction modeling that has been

undertaken, and provides details of any assumptions made etc.;

Section 9.0 sets out the results of the offsite junction impact assessments;

Section 10.0 provides an appraisal of personal injury accident data for the local area;

Section 11.0 provides details of the proposed highway and transport mitigation

measures; and

Section 12.0 summarises and concludes the report.


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2.0 SITE LOCATION AND LOCAL HIGHWAY NETWORK

Site Location

2.1 The site comprises of land known as Raleigh Park and is located immediately south of the

North Devon District Hospital (NDDH), Barnstaple, as shown within CEC Plan 3882/201

[Location Plan] in Appendix 1.

2.2 It is bound to the north by the NDDH, to the south by residential dwellings and undeveloped

land off Higher Raleigh Road, to the west by the A39 North Road, and to the east by

undeveloped land. The Raleigh Park site has a draft allocation for residential development

within the emerging North Devon Local Development Framework [Bar 6], and the site lies

wholly within the existing settlement boundary.

2.3 Barnstaple town centre is located circa 1.6 kilometres to the south (measured from the

eastern extremity of the site), whilst Barnstaple Railway Station is circa 2.5 kilometres to

the south. The pedestrian entrance to the NDDH off North Road is approximately 630

metres from the eastern edge of the site, meaning that this major local employment site is

within comfortable walking distance. Braunton is 8 kilometres to the west whilst

Ilfracombe is circa 15 kilometres to the north.

Local Highway Network

2.4 The following paragraphs provide a description of the local highway network in the vicinity

of the site. Refer also to CEC Plan 3882/201 [Location Plan], included within Appendix 1.

2.5 The site is situated adjacent to the A39 North Road, which facilitates north-south access

through Barnstaple, providing access to the town centre. Beyond Barnstaple it extends

north to Minehead, continuing along the north Devon coast into Somerset and beyond,

whilst to the south it runs along the north Devon coast to Bideford and continues south into

Cornwall.

2.6 It is a single carriageway road with on-road north and southbound cycle lanes, and footways

along both sides. Views of North Road looking north and south in the vicinity of the site are

shown within Photographs 2.1 and 2.2.


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Photograph 2.1: North Road looking south towards Barnstaple Town Centre

Photograph 2.2: North Road looking north towards North Devon District Hospital

2.7 Some 450 metres to the north of the site, the A39 forms a staggered signal-controlled

junction with Westaway Plain / NDDH access as shown in Photograph 2.2. This junction is

presently operating close to its theoretical capacity at peak times, with associated queuing


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along the A39. A controlled pedestrian crossing facility is provided on the A39 (south) arm

of the junction, whilst uncontrolled crossings are provided on the Westaway Plain and NDDH

access arms.

2.8 The S106 agreement associated with the consented residential development at the hospital

includes for works to extend the northbound right-turn lane on the A39 at the Hospital

junction by a distance of some 45 metres. However, we point out that DCC is presently

progressing a formal major highway improvement scheme at this junction, with an

anticipated construction start in autumn 2014. A view of the North Road / Westaway Plain

/ North Devon Hospital junction is shown within Photograph 2.3.

Photograph 2.3: North Road / Westaway Plain / North Devon Hospital Junction

2.9 Some 250 metres to the south of the site is the A39 / Higher Raleigh Road staggered

crossroads junction. To the east, Higher Raleigh Road facilitates access to residential

development south of Raleigh Park, whilst to the west it connects with The Rock at a

priority T-junction.

2.10 Continuing further south, the A39 North Road forms a part signal-controlled junction with

Pilton Quay / St. Georges Road / Raleigh Road, before connecting with Rolle Street / North

Walk at a double roundabout arrangement to the north of the town centre.


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2.11 Vehicular access to the site itself will be achieved via the existing agricultural access off

North Road, where this will be upgraded to provide a ghost island right turn lane on North

Road. This matter is discussed further within Section 4.0 of this Transport Assessment.


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3.0 NATIONAL AND LOCAL TRANSPORT POLICY

3.1 A full summary of planning policy is provided in the Planning Statement prepared by Origin

3. However, we set out below the relevant transport policies.

3.2 The National Planning Policy Framework (NPPF) states that “all developments that

generate significant amounts of movement should be supported by a Transport Statement

or Transport Assessment. Plans and decisions should take account of whether:

the opportunities for sustainable transport modes have been taken up depending on

the nature and location of the site, to reduce the need for major transport

infrastructure;

safe and suitable access to the site can be achieved for all people; and

improvements can be undertaken within the transport network that cost effectively

limit the significant impacts of the development. Development should only be

prevented or refused on transport grounds where the residual cumulative impacts of

development are severe.

3.3 The Devon and Torbay Local Transport Plan 2011-2026 aims to deliver a transport system

that can meet the area’s economic, environmental and social challenges. It also seeks to

deliver the aspirations of Devon &Torbay Councils, stakeholders, businesses and the public.

3.4 The stated vision for Devon and Torbay is that 'Devon & Torbay will offer business,

communities and individuals safe and sustainable travel choices. The transport system will

help to deliver a low carbon future, a successful economy and a prosperous healthy

population living in an attractive environment. To achieve the vision, the strategy has 5

key objectives:

Deliver and support new development and economic growth;

Make best of the transport network and protect the existing transport asset by

prioritising maintenance;

Work with communities to provide safe, sustainable and low carbon transport choices;

Strengthen and improve the public transport network;

Make Devon the ‘place to be naturally active’.

3.5 The Local Transport Plan identifies a separate Market and Coastal Towns and Rural Devon

Strategy. Barnstaple is one of the identified market towns and is thus covered by this

strategy.


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3.6 There are five transport priorities for the towns and rural areas, where the priorities are to:

Assist in supporting existing and future development of the towns;

Work with the community to demonstrate a low carbon approach to travel;

Improve accessibility by developing a core bus and rail service supported by community

transport;

Make Devon ‘the place to be naturally active’ through investment in the leisure

network; and

Develop an approach to parking policy that supports the vitality of town centres.

3.7 With respect to new development, it is stated that this should be 'located where it will be

well served by existing transport infrastructure and enables local trips to be made by

sustainable modes. In some cases, new development can be a catalyst for change and bring

forward targeted capital interventions that address existing problems and provide better

accessibility. Providing good travel choices reduces the need to travel by car which reduce

pressure on the road network and promotes low carbon travel'.

3.8 We point out that the Raleigh Park site is situated directly adjacent the A39 corridor which

is served by regular bus services providing sustainable linkages with the town centre,

railway station and neighbouring towns. It is also situated directly adjacent to the largest

employment facility in North Devon, this being the North Devon District Hospital. It is likely

that many future residents of the site will work at the hospital and will therefore walk to

work.

3.9 An important transportation project for Devon is the Devon Metro, which will seek to

improve rail links between the county’s towns and Exeter, including enhanced frequency

services on the Exeter-Barnstaple branch line (Tarka Line). Annual passenger usage of

Barnstaple Railway Station has increased by circa 200,000 in the ten-year period between

2002 and 2012, and the LTP acknowledges that overcrowding occurs on peak services

between Exeter and Barnstaple. The Devon Metro project will seek to try and address this

situation through a combination of more frequent and longer trains to enhance capacity.

3.10 In summary, it is considered that the proposed residential development at Raleigh Park will

both comply with and support the aspirations of the Devon & Torbay LTP by offering

opportunities for residents to undertake many journeys by sustainable modes of transport.

7 3.7 Devon & Torbay’s transport system


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3.11 The Draft North Devon and Torridge Local Plan is currently being prepared up to the year

2031. Once adopted this plan will replace the saved policies of both the North Devon Local

Plan, published in 2006, and the Torridge District Local Plan, published in 2004.

3.12 In relation to transportation, the transport vision for North Devon is to provide good

strategic connectivity by (inter alia):

ensuring the operational effectiveness of the strategic road network (A361 and A39) and

other strategic routes, linking the area to the national road network (M5 and A30) and

to Exeter, Plymouth and Cornwall;

maintaining the function of the wider strategic road network within northern Devon;

improving journey times and service quality on the Barnstaple-Exeter rail line linking

northern Devon to Exeter and the wider rail network;

maintaining the function of Bideford as a commercial port;

safeguarding routes and exploring opportunities for the reuse and reinstatement of

former railway lines; and

maintaining and enhancing the function and connectivity of the public rights of way

network within northern Devon.

3.13 The two most relevant transport policies of the North Devon Local Plan are saved policies

TRA1A – Promoting Sustainable Transport Choices - and TRA6 – General Highway

Considerations. Policy TRA1A states that:

a development proposal that will generate a significant amount of travel or have an

impact on the local highway network will only be permitted if it will have good

accessibility to a choice of transport modes including walking, cycling and public

transport in accordance with a transport assessment or statement.

in addition to the above, a non-residential proposal must incorporate a travel plan

that delivers sustainable transport measures.

existing and potential pedestrian and cycle routes will be safeguarded from

development.

3.14 Policy TRA6 implies that development will be only permitted provided that:

provision is made for safe access onto and egress from the highway for all forms of

travel serving the site;

the functioning of the road network or the safety of highway users is not harmed; and

the character and setting of the locality is not harmed by any highway works necessary

to accommodate the level of traffic generated by the development.


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Summary

3.15 This Section has demonstrated that the development proposals will comply with and

support the aspirations of both national and local transport policy, particularly with respect

to ensuring that new development sites are located so as to enable access by a choice of

transport modes.


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4.0 DEVELOPMENT PROPOSALS

The Proposals

4.1 The development proposals comprise the construction of 105 residential dwellings with

associated vehicular access and car parking on land at Raleigh Park, Barnstaple.

Vehicular Access

4.2 Vehicular access to the site will be achieved via a new ghost island priority T-junction at

the location of the existing access off North Road. Refer to CEC Plan 3882/100 [Section 278

Works Location Plan, Engineering Layout and Tracking – Draft] within Appendix 1. A Stage

1 Road Safety Audit is provided within Appendix 4 of this report. The design has been

submitted to DCC for comment in advance, and it has been confirmed that there are no

geometric issues with respect to the proposed junction layout. However, following receipt

of DCC’s comments, some minor alterations were made to the design to improve safety for

cyclists on North Road, as discussed below in paragraph 4.3.

4.3 The design of the access arrangement has sought to retain the existing on-road cycle lanes

along North Road, whilst the existing footway width along the eastern side of North Road

has also been retained. It is proposed to introduce a green surface treatment to the

eastern cycle lane as it crosses the site access junction in order to make drivers turning on

to North Road from the site access road more aware of its presence. Dropped kerbs and

tactile paving will be provided at the junction either side of the access road to facilitate

pedestrian movement across it. A PICADY capacity assessment of the proposed access has

confirmed that it will operate with significant reserve capacity and with minimal queuing

and delay. The relevant PICADY output is included within Appendix 5.

Pedestrian Access

4.4 Pedestrian access to the site will be achieved via the proposed all-purpose access off North

Road. Footways will be provided along either side of the access road, which will tie in with

the existing footways on North Road. A pedestrian link will also be provided through to the

public footpath that extends along the western site boundary and links North Road with

Higher Raleigh Road.

Cyclist Access

4.5 Cyclists will access the site via the proposed all-purpose access off North Road. As part of

the site access design, the existing eastern on-road cycle lane on North Road will receive a


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green surface treatment as it passes the site access junction, in order to make drivers

egressing the site more aware of the presence of cyclists and the cycle lane. An advance

warning sign is proposed to be located at an appropriate point along the site access road, as

shown on the aforementioned Plan. North Road benefits from a formal on road cycle lane

along either side providing a convenient linkage towards the town centre.

Masterplan Layout

4.6 The design of the site layout has sought to discourage on-street parking associated with the

adjacent NDDH by introducing sections of road narrowing (to 4.8m). All of the private roads

within the development will be designed as shared surfaces without footway provision,

which will also serve to discourage on-street parking. We point out that much of the

internal highway layout will have frontage development along it and thus private driveway

accesses at regular intervals. Obviously, the presence of private driveway accesses along

the highway will provide a natural deterrent to on-street parking. Notwithstanding this,

DCC has advised that there is no particular existing problem associated with overspill

parking from the hospital. With respect to the need for any sections of double yellow lines

within the site, these can be confirmed at the detailed design / technical approval stage, in

consultation with DCC.

Emergency Link to NDDH

4.7 Following discussions with DCC and representatives of the NDDH, it is proposed to make

provision for an emergency link from the site access road through to the hospital. To this

end, a 3.0 metre wide link through to the hospital’s southern boundary has been indicated

off the development access road, as shown on the Masterplan.

Highway Drainage

4.8 The highways drainage offered for adoption across the proposed development site will be

restricted to the highway gullies and associated gully lateral connections. Any proposed

new surface water drainage across the site will contain both domestic and highway drainage

and therefore will be offered for adoption as public sewers with South West Water. There

are also existing surface water sewers crossing the development site, which will be

maintained/ diverted as part of the site proposals which will also be utilised to dispose of

the on-site domestic and highway run off. The use of these existing sewers and allowable

discharge rates have been agreed with South West Water.


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Car Parking

4.9 Car parking provision is proposed as follows:

1 and 2 bed units – 1 space per dwelling;

3 and 4 bed units – 2 spaces per dwelling.

4.10 It is proposed a total of 156 car parking spaces across the site, either within the curtilage of

individual properties or within parking courts. Additional parking provision will be provided

in the form of garages, where there will be some 15 single garages, 1 double garage, and 8

Flats Over Garages.

4.11 We point out that North Devon District Council does not have any adopted parking standards

at the present time. The above level of provision is however considered appropriate for the

site, and strikes a balance between ensuring that as much parking as possible is contained

within the curtilage of individual properties, whilst also supporting the aims of the

Residential Travel Plan that forms part of this planning application.

Cycle Parking

4.12 Two secure cycle parking spaces will be provided for each dwelling. Cycle parking will be

accommodated within a communal store for the flats, and within garages / garden sheds for

the houses.

Servicing

4.13 CEC Plan 3882/SPA/201 [Refuse Vehicle Swept Path Analysis], included within Appendix 1

provides swept path analysis for a refuse vehicle, and demonstrates that refuse vehicles

will be able to adequately access all of the proposed dwellings.


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5.0 ACCESSIBILITY BY SUSTAINABLE MODES OF TRANSPORT

5.1 Both national and local planning policy stress the need for new development to be provided

in locations with good accessibility by non-car modes of transport. This accessibility is a

central feature influencing the overall sustainability of a site, and its potential impacts on

the surrounding transport networks. As stressed by the NPPF, development that is

sustainable should go ahead 'without delay'. This Section sets out the application site’s

accessibility by walking, cycling, and public transport, and demonstrates how it is situated

in a sustainable location. Refer also to CEC Plan 3882/203 [Accessibility Plan], within

Appendix 1.

Access to Services and Facilities

5.2 Table 5.1 provides summary details of the nearest local facilities to the site. Refer also to

CEC Plan 3882/203 [Accessibility Plan], included within Appendix 1.

Table 5.1: Nearest Local Facilities

Description Approx. Distance from Site by car

Approx. Distance from Site for

walking/cycling

Local Service

Hospital 0.8km (0.5 miles) 0.6km (0.4 miles) North Devon District Hospital

Convenience Store 1.8km (1.1 miles) 0.6km (0.4 miles) The Co-operative Food, EX32 7AU

Primary School 1.4km (0.9 miles) 1.4km (0.9 miles) Pilton Infants’ School, EX31

1JU

1.4km (0.9 miles) 1.4km (0.9 miles) Pilton CofE Bluecoat Primary

School, EX31 4HY

Hairdresser 1.4km (0.9 miles) 1.4km (0.9 miles) Harriet Hyde Hairdressing, EX31 1JL

Public House 1.1km (0.7 miles) 1.1km (0.7 miles) Chichester Arms, EX31 1PJ

Secondary School 1.6km (1.0 mile) 1.6km (1.0 mile) Pilton Community College, EX31 1RB

Gym 1.4km (0.9 miles) 1.4km (0.9 miles) The Fitness Factory, EX31 1JP

Supermarket 1.4km (0.9 miles) 1.3km (0.8 miles) Iceland Foods Ltd, EX31 1JB

2.6km (1.6 miles) 2.4km (1.5 miles) Tesco Extra, EX31 2AU

Pharmacy 2.3km (1.4 miles) 1.4km (0.9 miles) Bear Street Pharmacy, EX32

7DB

Dentist 1.9km (1.2 miles) 1.3km (0.8 miles) The Old Vicarage Dental Surgery, EX32 7BT

Doctors/GP 1.8km (1.1 miles) 1.4km (0.9 miles) Boutport Medical Centre,

EX31 1TD


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Description Approx. Distance from Site by car

Approx. Distance from Site for

walking/cycling Local Service

Post Office 1.8km (1.7 miles) 1.6km (1.0 miles) 39-40 Boutport Street, EX31 1RX

Petrol Station 1.1km (0.7 miles) 1.1km (0.7 miles) Pilton Bridge Service Station, EX32 7AA

Bank 1.4km (0.9 miles) 1.4km (0.9 miles) Natwest Bank, EX31 4HY

Railway Station 3.2km (2.0 miles) 2.4km (1.5 miles) Barnstaple Railway Station, EX31 2AU

College 3.7km (2.3 miles) 2.9km (1.8 miles) Petroc Barnstaple (North Devon College), EX31 2BQ

Access to Schools

5.3 The nearest primary schools to the site are located off Abbey Road approximately 1.4

kilometres from the site. Pedestrian movement to these schools from the site can be

achieved via Westaway Close, Wordsworth Avenue, and then along Mear Top / Littabourne.

A footpath connection links North Road with Westaway Close. It is recognised however,

that this distance would be too far for some younger primary school pupils to walk,

although it would certainly be possible for older children and also staff.

5.4 The nearest secondary school to the site is Pilton Community College at Chaddiford Lane

situated approximately 1.6 kilometres to the west of the site. The most appropriate

walking and cycling route from the site to Pilton Community College would be the same as

that for the primary schools, and then continuing along Bull Hill and Under Minnow Road.

The walking distance to Pilton Community College is considered to be feasible for older

pupils, and would certainly be within a comfortable cycling distance.

Access to Employment

5.5 According to the 2001 census travel to work data, approximately 42% of working people

resident within the Pilton electoral ward also work within Pilton. It is likely that many of

these work at the North Devon District Hospital, a major employer in North Devon. It is

likely that many future residents at Raleigh Park will also work at the hospital and thus will

be ideally located to be able to travel to work on foot, helping to facilitate a sustainable

development. The walking distance to the pedestrian entrance to the hospital on North

Road from the eastern edge of the site is circa 600 metres and therefore within

comfortable walking distance. Additionally, there is potential for a future direct pedestrian

link to be provided between the site and the hospital. Additional employment


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opportunities within the Pilton Ward are located at the Pottington Business Park south of

Braunton Road, and at the Two Rivers Industrial Estate, north of Braunton Road.

5.6 Other employment opportunities situated elsewhere within Barnstaple are located within

the town centre, at the Seven Brethren Industrial Estate, and at the Barnstaple Retail Park.

The location of all of the above employment areas are shown on CEC Plan 3882/203

[Accessibility Plan] in Appendix 1.

Walking Accessibility

5.7 The site is considered to offer good overall pedestrian accessibility, with North Road having

footway provision along both sides of the carriageway, providing links to the NDDH, a major

local employment site, as well as nearby bus stops. There are two pedestrian refuge

islands on North Road in the vicinity of the site, one of which is situated adjacent the

pedestrian entrance to the NDDH (refer to Photograph 5.1), some 225 metres north of the

site access, the other being located some 80 metres south of the site. This latter crossing

connects with a public footpath that links North Road with Higher Raleigh Road (east) and is

shown within Photograph 5.2. A controlled pedestrian crossing facility is provided on the

North Road arm of its signalised junction with Westaway Plain / NDDH as shown within

Photograph 5.3.

Photograph 5.1: Pedestrian Refuge Island at North Road pedestrian entrance to NDDH


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Photograph 5.2: Pedestrian Refuge Island opposite North Road / Higher Raleigh Road footpath

link

Photograph 5.3: Controlled pedestrian crossing at North Road / Westway Plain junction


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Cycling

5.8 The application site offers good accessibility by bicycle, with on-road north and southbound

cycle lanes provided along North Road between its junctions with Westaway Plain to the

north, and Pilton Quay near the town centre to the south. There are various other DCC

‘advisory’ cycle routes in and around the north Barnstaple area, as well as small sections of

off-road traffic sections of cycle route adjacent to North Road. The proximity of the site to

the on-road cycle lanes along North Road will help to encourage trips to be made by

bicycle, particularly between the site and town centre.

Public Transport

Bus

5.9 The site is considered to offer good access by public transport, with the nearest bus stops

being situated on North Road adjacent to the pedestrian access to the NDDH. The

northbound bus stop comprises of a bus lay-by arrangement, with timetable information,

whilst the southbound bus stop comprises of a lay-by with a bus shelter and timetable

information. Refer to photographs 5.4 and 5.5. A pedestrian refuge island is located on

North Road in the vicinity of these bus stops to assist east-west movement across North

Road.

Photograph 5.4: Northbound bus stop on North Road


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Photograph 5.5: Southbound bus stop on North Road

5.10 A summary of the bus services available form North Road is provided within Table 5.2. The

20-minute frequency No.19 service is likely to be particularly attractive to residents,

providing a convenient link between the site and Barnstaple town centre. The No. 6 service

serves Barnstaple Bus Station, thereby providing opportunities for public transport

interchange. The availability of the various bus services along North Road will be promoted

as part of the Residential Travel Plan submitted with this planning application. There is

potential for S106 contributions towards transport from this development to be used to

upgrade the bus stops along North Road, if considered desirable by DCC.

Table 5.2: Local Bus Services

Service No. Route Typical Frequency

6 STAGECOACH SOUTH WEST

Barnstaple – Bradiford - Barnstaple

Mon-Sat Every 2 hours until 1730

No Sunday service

19 STAGECOACH SOUTH WEST

North Devon District Hospital – Barnstaple

Park and Ride

Mon-Sat Every 20 mins (hourly service 1900-2100)

No Sunday service

301 FILERS TRAVEL

Combe Martin – Ilfracombe - Barnstaple

Mon-Sat Hourly service until 1730

No Sunday service

309 FILERS TRAVEL

Lynmouth – Lynton -Barnstaple

Mon-Sat SB:0945 1304

No Sunday service


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Rail

5.11 The nearest railway station to the site is Barnstaple situated approximately 2.5 kilometres

to the south of the site, within comfortable cycling distance. Barnstaple Railway Station

offers some 87 car parking spaces, together with 10 cycle stands (providing space for 20

cycles). The No. 6 bus service along North Road serves Barnstaple Bus Station, which is

within an 800 metre walk of Barnstaple Railway Station. Future residents would therefore

be able to use this bus service to access the railway station sustainably, providing

opportunities for public transport interchange. A summary of the rail services available

from Barnstaple is provided within Table 5.3.

Table 5.3: Principal Direct Rail Services from Barnstaple

Summary

The site is considered to offer good potential for journeys to be undertaken by sustainable modes of transpo

Summary

5.12 This Section has demonstrated that the site offers good accessibility by sustainable modes

of transport, and that there is potential for many journeys to be undertaken by non-car

modes. In particular, future residents will benefit from being in close proximity to the bus

services that operate along the A39 corridor, as well as the on-road cycle lanes that link the

site with Pilton Quay, near the town centre.

Destination Typical Journey Time Typical Frequency Weekend Services

Exeter St David’s Approx. 1hr 5 minutes Approx. hourly Sat: Approx. hourly Sun: Approx. every 2 hours

Exeter Central Approx. 1hr 10

minutes Approx. hourly Sat: Approx. hourly

Sun: Approx. every 2 hours

St James Park Approx. 1hr 15 minutes 4 per day Sat: 6 trains per day

Sun: No direct service

Exmouth Approx. 1hr 36 minutes Approx. hourly Sat: Approx. hourly

Sun: No direct service


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6.0 MULTI MODAL TRIP GENERATION

6.1 CEC has interrogated the TRICS 2013(a) database to derive appropriate multi-modal trip

rates for the proposed residential development. TRICS is the industry standard database for

deriving trip generation forecasts for new developments. In addition to the trip rate

information derived from TRICS, CEC has also obtained 2011 census travel to work mode

split data for the Pilton electoral ward. This has enabled the predicted mode splits

produced by TRICS to be compared with local travel to work mode split data. The proposed

TRICS data was submitted to Devon County Council in advance.

6.2 The ‘Residential – Houses Privately Owned’ category was used as the basis of the TRICS

assessment. An upper limit of 300 and a lower limit of 25 dwellings was applied, and the

sites were also filtered according to public transport provision (range between 50 and 90

between 0700 and 1900). Only ‘Suburban Area’ and ‘Edge of Town’ sites were included

within the assessment. Application of these various filters ensured that the selected sites

are reasonably comparable with the application site and are considered to provide a robust

assessment. The full TRICS data is included within Appendix 5 of this report.

6.3 As agreed with Devon County Council, trip generation has been considered for the midweek

AM (0745-0845) and PM (1630-1730) network peak hour periods. Whilst DCC has also

requested consideration of the Saturday network peak hour (1300-1400), CEC has applied

the trip rates for the busiest midweek network peak hour (PM peak) flows to the 1300-1400

Saturday hour to provide a robust assessment. The resultant multi-modal trip rates are

displayed within Table 6.1, with the resulting trip generation displayed within Table 6.2.

Table 6.1: Residential Trip Rates / Dwelling

Mode AM Peak (0745-0845) PM Peak (1630-17300)

Arrivals Departures Arrivals Departures

Total People 0.200 0.853 0.620 0.324

Pedestrians 0.021 0.179 0.055 0.030

Cyclists 0.008 0.016 0.016 0.005

Public Transport 0.004 0.019 0.018 0.001

Vehicle Trips 0.138 0.403 0.391 0.217

Vehicle Occupants (includes driver)

0.167 0.640 0.532 0.288


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Table 6.2: Development Trip Generation – 105 dwellings


Arrivals Departures Arrivals Departures

Total People 21 90 65 34

Pedestrians 2 19 6 3

Cyclists 1 2 2 1

Public Transport 0 2 2 0

Vehicle Trips 14 42 41 23

Vehicle Occupants (includes driver) 18 67 56 30

6.4 Table 6.2 suggests that the proposed development will generate some 56 two-way vehicle

trips during the AM peak hour and some 64 two-way trips during the PM peak hour. Some

three two-way cycle trips are predicted during each of the peak hours, with some 21

pedestrian trips during the AM peak hour, and 9 two-way trips during the PM peak hour.

6.5 Table 6.3 provides a breakdown of the proportion of trips that each mode accounts for,

based on the derived TRICS data. It can be seen that trips by non-car modes are predicted

to account for approximately 20% of trips during the AM peak hour, and approximately 14%

during the PM peak hour.

Table 6.3: Percentage Mode Split based on TRICS Data


Pedestrians 15.5% 9%

Cyclists 3.5% 3%

Public Transport 1% 1.5%

Vehicle Trips 57% 65.5%

Vehicle Occupants (includes driver) 23.5% 21.5%

6.6 In order to provide a comparison with the above-discussed TRICS data, CEC has also

obtained ‘Method of Travel to Work’ data for the Pilton electoral ward of Barnstaple from

the 2011 census. The resultant data is summarised within Table 6.4.


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Table 6.4: 2011 Census Method of Travel to Work Data for Pilton

Mode %

Train 0.5%

Bus 2.6%

Motorcycle 1%

Walking 31%

Cycling 5.9%

Car Driver 48%

Car Passenger 5.8%

Work mainly at home 4%

6.7 Table 6.4 indicates that the Pilton ward exhibits a lower mode share for car driver trips

than suggested by the TRICS data, and a corresponding higher mode share for sustainable

modes, particularly walking, which accounts for some 31% of work trips (as compared with

15.5% and 9% as suggested by TRICS for the AM and PM peak hours respectively).

6.8 The estimates produced by TRICS therefore provide a robust assessment in terms of vehicle

impact, as the predicted mode share for vehicle trips is higher than suggested by local

census data for the Pilton Ward. The assessment of the vehicular impact of the

development on the operation of the local highway network has therefore been based on

the TRICS trip rates displayed within Table 6.1.


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7.0 VEHICLE TRIP ASSIGNMENT

7.1 The assignment of vehicle trips from the development on to the local highway network has

been calculated based on Travel to Work (TTW) data from the 2001 census. TTW data has

been obtained for the Pilton electoral ward, within which the site is located. The

assignment has been based on the data for car drivers only, to ensure a robust assessment.

This methodology is the same as has been employed by other consultants preparing TAs for

other sites in north Barnstaple.

7.2 Some 31% of TTW car driver trips from Pilton are within Pilton itself. It is likely that a

reasonable proportion of these trips would be to the NDDH, which is a major employer in

Barnstaple and indeed North Devon. However, given that the site is immediately adjacent

the hospital, it has been assumed that any TTW trips to the NDDH from the site would be

made on foot / by bicycle. Accordingly, the majority of TTW trips within the Pilton ward

have been assigned to the large employment area south of Braunton Road. It has been

assumed that these trips would travel south along the A39, and then travel south through

the Pilton Quay signalised junction, and then making a right turn onto Rolle Street at the

double roundabout arrangement. In this way, a robust assessment has been undertaken,

since it has been assumed that all of the trips travel through both of these junctions, where

in reality, a portion may route via Pilton Quay, and thus avoid the double roundabouts.

7.3 All other trips have been assigned according to the most logical vehicle routing and as

shown on CEC Figures 3882/201 [Census Derived Vehicle Trip Distribution] and 3882/202

[Development Vehicle Trip Assignment] within Appendix 2. This assignment was submitted

to and agreed with DCC in advance.

7.4 The vast majority of vehicle trips (circa 94%) are predicted to arrive from and depart to the

south, with some 6% arriving from and departing to the north. The majority of employment

opportunities are situated to the south of the site (with the exception of the NDDH), and

therefore it is logical that the majority of peak hour trips to and from the development will

depart to and arrive from the south.

7.5 A small proportion of trips have been assigned along Higher Raleigh Road (west) on the

basis that this road provides a route through to the primary and secondary schools within

Pilton, which may attract some employment trips from the site. The narrowness of this

road however means that it is unlikely to be an attractive route for drivers.


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7.6 Table 7.1 summarises the Travel to Work Census data for the Pilton Ward, for the North

Devon and Torridge areas, which, when combined, account for some 98% of all travel to

work journeys from Pilton.

Table 7.1: Pilton Ward Travel to Work Data

Authority Ward Name %

North Devon

Bickington and Roundswell 3.6%

Bratton Fleming 0.7%

Braunton East 1.6%

Braunton West 1.9%

Central Town 20.1%

Chittlehampton 0.5%

Chulmleigh 0.4%

Combe Martin 0.4%

Forches and Whiddon Valley 3.3%

Fremington 0.7%

Georgeham and Mortehoe 1.7%

Heanton Punchardon 4.9%

Ilfracombe Central 0.7%

Ilfracombe West 1.7%

Instow 0.4%

Landkey, Swimbridge and Taw 3.8%

Longbridge 4.1%

Lynton and Lynmouth 0.4%

Marwood 1.0%

Newport 2.5%

North Molton 0.8%

Pilton 31.2%

South Molton 2.9%

Witheridge 0.4%

Yeo Valley 2.3%

Torridge

Appledore 0.5%

Bideford East 1.3%

Bideford North 1.5%

Bideford South 1.2%

Clinton 0.4%

Torrington 1.0%

Winkleigh 0.4%


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8.0 HIGHWAY IMPACT ASSESSMENT SCOPE AND METHODOLOGY

8.1 The scope and extent of offsite junction modelling required for this TA was discussed and

agreed with officers from DCC. It was agreed that the following junctions would be

assessed in terms of capacity:

Higher Raleigh Road / North Road Staggered Crossroads;

North Road / Pilton Causeway / St Georges Road signalised junction;

Rolle Street / Pilton Causeway / Alexandra Road double roundabout;

Proposed Site Access Junction (Ghost Island priority junction off North Road).

8.2 Analysis has been undertaken for the following time periods:

Midweek 0745-0845

Midweek 1630-1730

Saturday 1300-1400

8.3 Baseline traffic survey data has been undertaken from classified turning counts undertaken

at the various junctions during April 2013, with the exception of the Higher Raleigh Road /

North Road crossroads, which was surveyed during July 2013. The full survey data is

enclosed within Appendix 6 of this report.

8.4 As requested by DCC, the surveyed base flows have been adjusted by a factor of 1.07 to

account for differences in local traffic flows between April and August, where Barnstaple

experiences seasonal variations in traffic flows, particularly along the A39 corridor. To

ensure consistency and for ease of analysis, the same growth factor has been applied to the

surveyed July flows at the Higher Raleigh Road / North Road crossroads, even though the

difference between July and August flows would likely be lower than between April and

August.

8.5 With regard to the Saturday 1300-1400 assessment, DCC requested that an assessment be

made of a school summer holiday Saturday peak hour. DCC provided data from a

permanent ATC located on the A39 North Road. This data provided the daily traffic flows

for every Saturday in 2012 along the A39. This data demonstrates that during the school

summer holidays, Saturday traffic volumes are typically 12% greater than the average flows

recorded on a Saturday in April. However, in view of the fact that the surveyed midweek

flows between 1300 and 1400 are marginally higher than surveyed Saturday 1300-1400

flows, the 12% growth factor has been applied to the 13:00 to 14:00 midweek data to

represent a robust assessment of the likely Saturday summer school holiday traffic flows.


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8.6 All of the junction capacity assessments have been undertaken based on the adjusted

August traffic flows, and therefore represent a robust assessment.

8.7 Analysis has been undertaken for the following scenarios:

2013 Seasonally Adjusted Base

2018 Seasonally Adjusted Base

2018 Adjusted Base + Committed Development

2018 Adjusted Base + Committed Development + Other known north Barnstaple Sites;

2018 Adjusted Base + Committed Development + Other known north Barnstaple Sites +

Raleigh Park Development.

8.8 The 2013 Adjusted Base Flows have been converted to 2018 values using the following

TEMPRO growth factors:

AM Peak – 1.0494

PM Peak – 1.0519

Saturday – 1.0546

Committed Development

8.9 For the purposes of this TA, the only committed development that has been specifically

considered as additional trips is the consented residential development at the former

laundry site off Higher Raleigh Road (14 dwellings). As this TA has not needed to consider

the impact at the Westaway Plain / North Road / NDDH signalised junction, the committed

development around the hospital has not been specifically considered. DCC has also

advised that the proposed Morrisons store should not be regarded as committed

development.

8.10 Of course, the TEMPRO growth factors applied to the 2013 Base Flows to convert to 2018

values means that additional traffic associated with future planned development in

Barnstaple has already been accounted for. For example, in the period between 2013 and

2018, TEMPRO assumes an additional 617 jobs and an additional 654 households for the

Barnstaple area. In reality therefore, the committed development at the former laundry

site (and indeed the other known potential development sites in north Barnstaple) have

already been accounted for within the applied TEMPRO growth factor.


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Other Known North Barnstaple Development Sites

8.11 In addition to the committed development at the laundry site and the growth already

assumed by TEMPRO, CEC has also accounted for additional traffic flows associated with

other possible developments in north Barnstaple, specifically:

Land at Trayne Farm (Gleeson) – 80 dwellings;

Land at Northfield Lane (Barratt Homes) – 115 dwellings.

8.12 We point out that whilst there is also a third potential development site in north Barnstaple

(Land at Westaway Plain – Devonshire Homes) for 43 dwellings, the Transport Statement for

that site did not need to consider any of the offsite junctions that CEC has considered

within this TA. Accordingly, traffic flows from this development have not been specifically

accounted for within the turning movements shown on the CEC Figures contained within

Appendix 2.

8.13 However, as mentioned at paragraph 8.10 above, the 2013 to 2018 TEMPRO growth factors

are considered to more than account for all the planned development in Barnstaple.

Linsig Model of Pilton Causeway / Pilton Quay

8.14 With regard to the LINSIG model of the Pilton Causeway / Pilton Quay / St Georges Road

signalised junction, this has been built based on guidance from DCC who advised that

Saturation Flows within Barnstaple rarely exceed 1,800pcu/hr. The lane saturation flows

were therefore reduced as follows:

Calculated LinSig lane saturation flows above 1900pcu/h were reduced to 1800pcu/h.

Calculated LinSig lane saturation flows between 1900pcu/h and 1800pcu/h were

reduced to 1700pcu/h.

Calculated LinSig lane saturation flows below 1800pcu/h were reduced to 1600pcu/h.

8.15 These saturation flows are considered to provide a robust assessment of the operation of

this signalised junction.

8.16 We reiterate that agreement was reached between Cole Easdon Consultants Limited and

DCC that an assessment need not be undertaken of the North Road / Westaway Plain /

NDDH junction on the understanding that DCC is currently devising an improvement scheme

for this junction which they will seek to secure approval for from Cabinet, with a view for

construction works to potentially start during Autumn 2014. As DCC is preparing their own

redesign of this junction with associated modelling, there was considered to be little merit


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in CEC providing a LINSIG capacity assessment of the existing arrangement.

Notwithstanding this, the impact of the proposed Raleigh Park development on this junction

has still been quantified in terms of additional trip numbers, and is discussed within Section

9.0 of the TA.

8.17 The traffic flows associated with the various scenarios are illustrated on CEC Figures 201-

209 within Appendix 2.


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9.0 IMPACT ON HIGHWAY NETWORK

9.1 This section presents the results of the junction capacity assessments at the junctions

mentioned within the previous Section.

North Road / Higher Raleigh Road Staggered Crossroads

9.2 Table 9.1 presents summary PICADY assessment results of the above junction.

Table 9.1: Summary of PICADY results for North Road / Higher Raleigh Road Staggered

Crossroads

Scenario Movement Max RFC Max Queue

AM PM Sat AM PM Sat

2013 Seasonally adjusted base

Egress from Higher Raleigh Road (E) 0.026 0.006 0.012 0.03 0.01 0.01

Egress from Higher Raleigh Road (W) 0.048 0.056 0.033 0.05 0.06 0.03

Northbound on North Road 0.000 0.006 0.000 0.00 0.01 0.00

Southbound on North Road 0.008 0.002 0.002 0.01 0.00 0.00

2018

Seasonally adjusted base



Northbound on North Road 0.000 0.006 0.000 0.00 0.01 0.00


Seasonally adjusted base +

committed


Egress from Higher Raleigh Road (W)

0.050 0.020 0.035 0.05 0.02 0.04

Northbound on North Road

0.004 0.016 0.011 0.00 0.02 0.01

Southbound on North Road

0.008 0.002 0.006 0.01 0.00 0.01

Seasonally adjusted base +

committed + other known

North Barnstaple developments




0.004 0.016 0.011 0.00 0.02 0.01

Southbound on North Road

0.008 0.002 0.006 0.01 0.00 0.01

Seasonally adjusted Base+ committed + other known

North Barnstaple developments +

Raleigh Park




0.004 0.016 0.012 0.00 0.02 0.01



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9.3 Table 9.1 demonstrates that the North Road / Higher Raleigh Road junction will operate

with significant reserve capacity during all scenarios considered.

Pilton Quay / St. Georges Road Signalise Junction

9.4 Table 9.2 present summary results of the Linsig assessment of the above junction.

Table 9.2: Summary of Linsig results for Pilton Quay / St. Georges Road signalised junction

Scenario Max. Deg. Sat (%)

Total delay over all links

(pcuHr)

PRC over all links (%)

2013 Seasonally adjusted

base

AM 92.4 29.15 -2.7

PM 88.9 22.84 1.2

Sat 64.9 13.28 38.7

2018

Seasonally adjusted

base

AM 97.1 37.85 -7.9

PM 93.7 27.29 -4.1

Sat 68.5 14.44 31.4

Seasonally adjusted

base + committed

AM 97.1 37.99 -7.9

PM 93.7 27.29 -4.1

Sat 68.5 14.39 31.4

Seasonally adjusted base + committed + other known North

Barnstaple developments

AM 99.5 50.85 -10.5

PM 101.8 41.69 -13.1

Sat 70.7 15.02 27.3

Seasonally adjusted Base+ committed + other known North

Barnstaple developments +

Raleigh Park

AM 100.9 48.91 -12.1

PM 107.0 59.09 -16.9

Sat 75.5 15.97 19.2

9.5 Table 9.2 demonstrates that the Pilton Quay / St. Georges Road junction is presently

operating over capacity in the AM peak. By 2018, the junction is predicted to operate over

capacity during both the AM and PM peaks, albeit with maximum degrees of saturation still

below 100%. The additional traffic associated with the proposed development at Raleigh

Park and the other known north Barnstaple developments causes the maximum degree of

saturation to marginally exceed 100%, with associated reductions in the 'PRC over all links'

value. We point out that the impact of the Raleigh Park development in isolation is


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minimal, with the 'PRC over all links' value reducing by a maximum of some 3.8% in the PM

peak.

9.6 In summary, this junction is presently operating over capacity, with its performance

worsening with background traffic growth up to 2018. Beyond 2018, with the impact of the

Raleigh Park development (and other known north Barnstaple developments), its

performance is obviously worsened, though not to any significant degree. The capacity

issues at this junction are presently entirely the result of existing traffic.

9.7 In order to reduce the impact of the proposed development at Raleigh Park on this

junction, a compressive Residential Travel Plan has been submitted which seeks to achieve

reductions of some 20% on the vehicular trip generation predicted within Section 6.0. As

part of the strategy to achieve this reduction in trips, residents will be provided with circa

£500 of bus vouchers (per household), as well as a £50 voucher for a local cycle shop, and a

high quality Travel Information Pack. The aim of such measures is to encourage residents

to make sustainable travel choices from the outset, in order to establish good travel habits.

9.8 Additional mitigation will be provided in the form of S106 contributions towards highways

and transport.

9.9 We would also reiterate points made previously within the TA, including that the modal

splits projected by TRICS (and on which these junction capacity assessments are based)

suggest a significantly higher percentage share for vehicle trips for travel to work than

suggested by 2011 census data for the Pilton ward. In reality, the actual volume of vehicle

trips generated by the development during the peak hours is likely to be less than has been

considered with the junction modelling.

9.10 The application of TEMPRO growth and specific allowance for committed and other

development trips constitutes a considerable degree of double counting, bearing in mind

the levels of growth already assumed by TEMPRO for the Barnstaple area for the period

between 2013 and 2018, as discussed within the previous Section.

Alexander Road / Rolle Street / North Walk / Pilton Street / Boutport Street / High Street

double roundabout

9.11 Tables 9.3 and 9.4 present summary results of the ARCADY assessment of the above

junction.


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Table 9.3: Alexander Road / Rolle Street / North Walk / Boutport Street / High Street Summary ARCADY results – Weekday

Weekday

AM PM

Queue (PCU)

Delay (s) RFC LOS Junction

Delay(s) Queue (PCU)

Delay (s) RFC LOS Junction

Delay(s)

Surveyed 2013

Northern Rbt - A39 Pilton Causeway 0.86 5.75 0.46 A

3.91

1.38 7.86 0.58 A

4.71 Northern Rbt - A39 Alexandra Road 0.82 3.76 0.45 A 0.97 4.12 0.49 A

Northern Rbt - Link 0.36 2.32 0.26 A 0.41 2.31 0.29 A

Southern Rbt - Link 0.31 2.47 0.24 A

3.67

0.50 2.86 0.34 A

4.08

Southern Rbt - High Street 0.13 5.48 0.11 A 0.15 6.24 0.13 A

Southern Rbt - North Walk 0.22 2.01 0.18 A 0.33 2.33 0.25 A

Southern Rbt - B3149 Rolle Street 0.72 6.15 0.42 A 0.95 7.11 0.49 A

2018 with Committed Development and Other Known Development


4.91

2.35 11.49 0.71 B


Northern Rbt - Link 0.45 2.53 0.31 A 0.53 2.59 0.35 A


4.06

0.63 3.14 0.39 A

4.81


Southern Rbt - North Walk 0.27 2.13 0.21 A 0.41 2.54 0.29 A


2018 with Committed Development, Other Known and Proposed Development


5.20

2.56 12.26 0.72 B


Northern Rbt - Link

0.45 2.55 0.31 A 0.55 2.65 0.36 A


4.10

0.65 3.17 0.39 A

4.94


Southern Rbt - North Walk

0.27 2.15 0.21 A 0.41 2.56 0.29 A



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Table 9.4: Alexander Road / Rolle Street / North Walk / Boutport Street / High Street Summary ARCADY results – Saturday

Saturday

Queue (PCU) Delay (s) RFC LOS Junction Delay(s)

Surveyed 2013


3.65 Northern Rbt - A39 Alexandra Road 0.84 3.80 0.46 A

Northern Rbt – Link 0.26 2.04 0.21 A

Southern Rbt – Link 0.45 2.71 0.31 A

3.25

Southern Rbt – High Street 0.09 5.76 0.09 A

Southern Rbt - North Walk 0.24 2.08 0.19 A

Southern Rbt - B3149 Rolle Street 0.48 5.19 0.33 A

2018 with Committed Development and Other Known Development



Northern Rbt – Link 0.34 2.23 0.26 A

Southern Rbt – Link 0.61 3.04 0.38 A

3.66

Southern Rbt – High Street 0.12 6.51 0.11 A



2018 with Committed Development, Other Known and Proposed Development



Northern Rbt – Link

0.36 2.27 0.26 A

Southern Rbt – Link

0.62 3.06 0.38 A

3.72

Southern Rbt – High Street

0.13 6.56 0.11 A



9.12 Tables 9.3 and 9.4 demonstrate that this junction will operate with reserve capacity during

all scenarios considered.


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Proposed Site Access Junction

9.13 Tables 9.5 and 9.6 present summary results of the ARCADY assessment of the above

junction.

Table 9.5: Proposed Site Access / North Road Junction PICADY results – Weekday

Weekday

AM PM Queue

(PCU) Delay/PCU

(min) RFC Queue (PCU)

Delay/PCU (min) RFC

Site Access 0.12 0.15 0.107 0.06 0.14 0.057

North Road (northbound) (ahead & right) 0.02 0.13 0.023 0.09 0.13 0.082

Table 9.6: Proposed Site Access / North Road Junction PICADY results – Saturday

Saturday 13:00 – 14:00

Queue (PCU) Delay/PCU (min) RFC

Site Access 0.12 0.15 0.107

North Road (northbound) (ahead & right) 0.02 0.13 0.023

9.14 Tables 9.5 and 9.6 demonstrate that the proposed site access will operate satisfactorily,

and with minimal queuing and delay.

Consideration of the North Road / Westaway Plain / NDDH Signalised Junction

9.15 The census-based vehicle trip assignment discussed within Section 7.0 suggests that the

vast majority of trips (some 93.7%) will arrive from and depart to the south along North

Road, meaning that only some 6.3% of trips will arrive from and depart to the north. As a

result, the number of additional vehicle trips that will travel through the North Road /

Westaway Plain junction from the Raleigh Park development will be very low. The greatest

increase in trips through the junction is during the PM peak hour, with an increase of some

5 two-way trips.

9.16 Even if the actual number of additional trips travelling through the junction exceeded the

above estimate by 100% (i.e.10 trips), this increase would still only equate to one

additional trip every 6 minutes. Such increases would have no discernable impact on the

operation of this junction, or indeed any other junctions further north.


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9.17 Whilst our client would be willing in principle to contribute financially towards the planned

highway improvement scheme at the Westaway Plain / North Road / NDDH signalised

junction, any such contribution would need to be proportional to the development’s impact

at this location.

9.18 Given the demonstrable minimal impact at this junction, it is considered that the Raleigh

Park development can be developed immediately and that it is not reliant on the delivery

of any improvement scheme at the hospital junction.

Summary

9.19 This Section has demonstrated that the proposed development at Raleigh Park will have a

relatively minor impact on the performance of the offsite junctions considered. Three of

the junctions considered are predicted to operate with reserve capacity under all scenarios

considered. The only junction that is predicted to operate over capacity is the Pilton Quay

/ St. Georges Road junction, where this junction is already operating over capacity in the

PM peak. By 2018 (without development traffic), it will operate over capacity in the AM

Peak as well.

9.20 The impact of the Raleigh Park development on this junction (in comparison with the

impacts of background traffic growth) is considered to be minor. We reiterate that the

impact of the proposed development will be reduced by the Residential Travel Plan, and by

any other schemes that DCC may implement through S106 funds secured from this

development.


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10.0 PERSONAL INJURY ACCIDENT DATA

10.1 CEC has obtained Personal Injury Accident data for the most recent 5 year period (01/01/08

– 31/12/12) from Devon County Council. The accident data is summarised below within

Table 10.1 whilst this report, whilst the full data including a Plan showing the accident

locations is included within Appendix 5 of this report.

Table 10.1: Personal Injury Accident Data

2008 2009 2010 2011 2012

3 7 6 6 2

Severity Slight Serious Fatal

Accidents 21 2 1

Casualties 42 4 1

Conditions Dry Wet Light Dark

21 3 23 1

Type

Car Car / Car Car / Car / Car

4 12 2

Car / Car / Car / M’cycle Car / Cycle Bus

1 4 1

10.2 There have been a total of 24 personal injury accidents within the study area of which 21

were classified as slight, two as serious, and one as fatal.

10.3 The biggest cluster of accidents is located at and in the vicinity of the Pilton Street / Pilton

Quay / Pilton Causeway / North Road junction where some twelve accidents have occurred,

one of which was classified as serious and one fatal. The accident notes confirm that the

fatal accident occurred as a result of the vehicle passenger’s seatbelt becoming detached

and consequently resulting in the passenger failing forward and banging their head on the

brake lever of a wheel chair opposite. The serious accident occurred as a cyclist

descending along North Road, within the cycle lane past stationery cars, collided with a car

turning right through opposite queuing traffic lane.


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10.4 The next biggest cluster of accidents is located at the Westaway Plain / North Road T-

junction, directly adjacent to the North Devon District Hospital site. At this location, there

have been three slight accidents and one serious accident. The serious accident occurred

as a car collided with the rear of a cyclist who was turning right on the A39.

10.5 There has been one slight accident at the Higher Raleigh Road / North Road crossroads.

This was a rear shunt type accident when a vehicle waiting to turn right into Higher Raleigh

Road was struck by a following vehicle.

10.6 We point out that there have been no recorded accidents in the immediate vicinity of the

site, including along the site frontage.

10.7 In general there do not appear to be any particular highway safety issues in the vicinity of

the site or within the study area as a whole.


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11.0 MITIGATION

11.1 Mitigation measures in relation to highways and transportation relate primarily to reducing

the number of additional vehicle trips that are generated by the development, so as to

reduce the impact at offsite junctions.

11.2 The primary form of mitigation for the development is the Residential Travel Plan (RTP),

which has been submitted as part of this application. This seeks to reduce the daily and

peak hour vehicular trip generation of the development by some 20%. The RTP seeks to

reduce the vehicle impact of the development by encouraging and promoting greater use of

sustainable modes of transport. This Section of the report does not seek to reproduce the

content of the RTP; however, the salient points are as follows:

Provision of a high quality Travel Information Pack providing a wealth of transport

information including details of local bus services, timetable information, walking and

cycling maps, and details of the proximity of nearby facilities. These Packs will be

prepared by DCC on behalf of the developer, and will be made specific to the Raleigh

Park development;

Provision of a £50 gift voucher (one per dwelling) for a local cycle store, to be

contained with the Travel Information Pack;

Provision of approximately £500 worth of bus tickets per dwelling redeemable on local

bus services. The tickets will be provided by Stagecoach and funded by the developer,

and details of how to obtain the tickets will be provided as part of the Travel

Information Pack;

Appointment of a Travel Plan Co-ordinator to manage, monitor, and implement the

Travel Plan, and to act as the main point of contact;

The setting of targets for the Travel Plan, to seek to achieve a 20% reduction in vehicle

trips, from a surveyed baseline one year after first occupations;

The offer of personalised travel planning advice to all residents, where this service

would be provided by DCC, funded by the developer.

Other transport-related mitigation measures

11.3 Other mitigation will be provided as follows:

Provision of financial contributions towards enhancement / retention of local public

transport services, to be secured as part of a S106 agreement;

Provision of financial contributions towards offsite highway improvements / other

transport schemes, to be secured as part of a S106 agreement;


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Proposed coloured surface treatment to the eastern on road cycle lane along the A39

where it will pass the site access junction, to improve safety for cyclists.

11.4 The final details regarding financial contributions will need to be negotiated and agreed as

part of the S106 agreement, following receipt of planning consent. Clearly, however, the

above represents a considerable package of measures, and CEC considers that these provide

more than adequate mitigation for the quantum of development proposed.


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12.0 SUMMARY AND CONCLUSIONS

Summary

12.1 This Transport Assessment (TA) has been prepared in support of a planning application for

the proposed construction of 105 residential dwellings on land at Raleigh Park, Barnstaple.

It has been prepared following regular discussions with highway officers from Devon County

Council (DCC).

12.2 The conclusions of this TA are as follows:

the site can achieve a safe vehicular access off the A39 North Road, a preliminary

design of which has been agreed in principle with DCC;

the site’s location directly adjacent the A39 corridor means that it offers very good

access by sustainable modes of transport, and there is potential for a significant

proportion of trips to be undertaken on foot, by cycle, and by public transport;

a Residential Travel Plan has been submitted which seeks to achieve a 20% reduction in

the vehicular trip generation of the site over a 5 year monitoring period. The Travel

Plan includes the provision of circa £500 of bus vouchers per dwelling, in addition to a

£50 cycle voucher and a high quality Travel Information Pack;

the predicted vehicular impact of the proposed development is considered to be

negligible, especially when compared with the effects of background traffic growth

between 2013 and 2018. Minor increases in queues and delays are predicted at the

various offsite junctions considered as a result of the Raleigh Park development;

there do not appear to be any particular highway safety issues in the vicinity of the site

or along the A39 North Road generally;

the site can be developed immediately and is not reliant on the delivery of any major

new infrastructure.

12.3 CEC considers that there are no highway or transportation reasons to preclude the

development as proposed, subject to the implementation of the Residential Travel Plan,

and the agreement of appropriate S106 contributions towards highways and transport.

Cole Easdon Consultants Limited

January 2014

Appendix 1

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