Land at Glenmore Farm, Westbury Travel Plan

On behalf of

Project Ref: 27325-001 | Rev- | Date: June 2015

Office Address: Lakeside House, Blackbrook Business Park, Blackbrook Park Avenue, Taunton TA1 2PX T: +44 (0)1823 445 150 F: +44 (0)1823 445 151 E: [email protected]

Contents

1 Introduction ...... 1 1.1 Background ...... 1 1.2 Transport implications ...... 1 1.3 Proposed Land Uses ...... 1 1.4 Proposed Site Access ...... 1 1.5 Concept of a travel plan ...... 2 1.6 The Report ...... 3 2 Existing Sustainable Travel Opportunities ...... 4 2.1 Introduction ...... 4 2.2 Site Location ...... 4 2.3 Walking and Cycling Facilities ...... 4 2.4 Public transport facilities ...... 5 2.5 Existing Local Facilities ...... 6 2.6 Summary ...... 7 3 Strategy and Targets...... 8 3.1 Introduction ...... 8 3.2 Strategy Overview...... 8 3.3 Objectives ...... 8 3.4 Targets and Indicators ...... 9 3.5 Resident Travel Targets ...... 9 3.6 Timescale and Responsibilities ...... 11 4 Proposed Measures ...... 12 4.1 Introduction ...... 12 4.2 Walking and cycling ...... 12 4.3 Public Transport ...... 13 4.4 Car Sharing ...... 13 4.5 Eco-driving ...... 14 4.6 Home Working Provision ...... 14 4.7 Information Provision ...... 14 4.8 Car Parking ...... 15 4.9 Summary ...... 15 5 Implementation and Responsibilities...... 16 5.1 Introduction ...... 16 5.2 Travel Plan management ...... 16 5.3 Travel Plan Coordinator ...... 17 6 Travel Plan Monitoring ...... 18 6.1 Monitoring ...... 18 6.2 Enforcement ...... 18 7 Summary and Conclusion ...... 19 7.1 Summary ...... 19 7.2 Conclusion ...... 19

Tables

Table 2-1 Regional Rail destination information from Westbury station ...... 6 Table 3-1 Development Vehicle Trip Rates from TA ...... 9 Table 3-2 Development Vehicle Trip Generation from TA ...... 9 Table 3-4 Preliminary Target Modal Split of Proposed Development ...... 10 Table 3-5 Preliminary Target Vehicle Trip Generation of Proposed Development ...... 10 Table 3-6 Preliminary Target Vehicle Trip Rates of Proposed Development ...... 10

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Land at Glenmore Farm, Westbury Travel Plan

Figures

Figure 5-1 Travel Plan Structure ...... 16 Appendices Appendix A Masterplan Appendix B TP Action Plan

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Land at Glenmore Farm, Westbury Travel Plan

1 Introduction

1.1 Background

1.1.1 Peter Brett Associates LLP (PBA) has been commissioned by Taylor Wimpey Developments to prepare a Travel Plan (TP) in support of a proposed residential development on land at Glenmore Farm in Westbury, Wiltshire. The site location plan is shown in Figure 2-1.

1.1.2 This report is a framework TP which sets a series of measures which will seek to reduce the impact of the proposed scheme on the surrounding highway network and maximise the use of non-car modes of transport in line with current Government policy. The developers of the site will have overall responsibility for funding and delivery of the TP and they will appoint a TP Coordinator who will manage the implementation and operation of the plan. Further details of the TP Coordinators’ role are outlined in subsequent sections of this report.

1.1.3 A Transport Assessment (TA) for the site which considers the impact of the development on the local highway network has also been submitted as part of the planning application and should be read in conjunction with this TP.

1.2 Transport implications

1.2.1 This TP is written to outline the measures which will be implemented to maximise the use of sustainable modes of transport and hence, minimise the use of the private car to travel to and from the proposed retail site.

1.2.2 The aim of the TP is to reduce the environmental impact of the proposed development site on the local road network by encouraging residents to travel on foot, by cycle, by public transport or car-share as alternatives to the private car. The TP outlines the proposed measures and means by which these aims can be achieved.

1.3 Proposed Land Uses

1.3.1 The outline planning application comprises approximately 150 dwellings across the development site. For the purposes of the assessment, it will be assumed that all dwellings proposed on site will be open market in nature, although in reality it is likely that a reasonable proportion of affordable dwellings will be provided.

1.3.2 An indicative masterplan for the development is shown in Appendix A.

1.4 Proposed Site Access

1.4.1 Four potential access points will be provided to the site. The main highway access will be on the south eastern boundary of the site onto The Ham, north of the priority junction with the southern arm of Hawkeridge Road. The access will take the form of a simple priority junction and will be linked to an internal road network which will be directly fronted by a number of properties as well as providing access to a number of cul-de-sacs. This junction will be assessed for capacity as part of this assessment work and this will be reported in Section 6 of this TA.

1.4.2 The location of this site access junction is shown on drawing 27325/002/006. The drawing also shows the proposed extension of the existing 30 mph speed limit from its current position on The Ham, adjacent to the junction with Slag Lane, around the corner on to Hawkeridge Road. Due to the lack of active frontage along Hawkeridge Road caused by the requirement to retain as much of the existing hedgerow as possible, it is not proposed to extend the 30mph limit along the entire boundary of the site.

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1.4.3 Therefore, it is proposed to provide a new 40 mph zone which will extend from the new 30 mph limit for around 600 metres, to the north of the existing Hawkeridge Road/Link Road/Mill Lane staggered crossroads junction. It is acknowledged that consent has recently been granted for the Hawkeridge Business Park which is proposed to be accessed via a new roundabout junction incorporating the existing crossroads. If this development progresses, it is considered that the proposed amendment to the existing speed limit on approaches to the new roundabout junction will be complementary to this new arrangement.

1.4.4 Pedestrian access to the site will be provided at all four potential access points in order to ensure the appropriate permeability of the development. The first point of access will be from the south western extremity of the site, providing pedestrian and cycle access from the existing footway network on The Ham directly into the proposed development. This would allow pedestrian access to Westbury railway station, as well as Westbury Town Centre.

1.4.5 The existing footway network on The Ham will also be extended across the frontage of the site to the site access junction and on either side of the carriageway within the development. The footway provision will also extend to the north east of the site access junction to facilitate pedestrian access between The Ham and Shallow Wagon Lane and accommodate an existing desire line. A third footway link will be provided along Hawkeridge Road from the northern corner of the site to provide access to the existing footways around Link Road, the West Wilts Trading Estate and the employment opportunities located here.

1.4.6 Finally, an emergency access will be positioned on the north eastern boundary, to provide access to Hawkeridge Road. This access would consist of lockable bollards, which could offer a further cycle and pedestrian route into the site.

1.4.7 Due to the relatively low levels of vehicle movements forecast to be associated with the proposed development, it is expected that on-road cycle travel will be convenient and safe for cyclists wishing to travel to, from and through the site by this mode. In addition, the existing bus stop locations and frequencies associated with the existing bus services are considered to be capable of accommodating the additional public transport trips associated with the development.

1.4.8 It should also be noted that the provision of links through the site will significantly increase the sustainable access to the consented employment development at Hawkeridge Business Park meaning that the potential for future employees to access the site by non-car modes is greatly improved.

1.4.9 Based on the access strategy outlined within this section, it is concluded that the site will have significant potential to be reached by a range of sustainable modes of transport and will enable access to the most likely trip end destinations without the need to travel by private car.

1.5 Concept of a travel plan

1.5.1 The Government’s White Paper ‘A New Deal for Transport: Better for Everyone’ presented to parliament in July 1998 highlighted the importance of TPs. The Government wishes to ‘secure widespread voluntary take-up of green transport plans through partnership with business and the wider community’. They are seen as providing a ‘major contribution to easing congestion, especially during rush hour’.

1.5.2 The emergence of TPs, or Green Transport Plans as they have previously been called, has become an important development in transport policy. It signals acknowledgement from the Government that much of the environmental improvement that is sought from the transport sector can only be achieved at the local level.

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1.5.3 The importance of TPs was supported by the National Planning Policy Framework (March 2012). This stated that TPs are key tools in facilitating the Government’s sustainable travel objectives, thus demonstrating the continued relevance of TPs within the planning process.

1.5.4 TPs represent an important response to this agenda by encouraging individual organisations to arrange their travel requirements in such a way that it minimises adverse environmental impacts. Invariably, this reduces to a simple issue of how best to minimise the dominant role currently played by the private car without reducing the accessibility of those who have to use cars.

1.5.5 Travel planning to date has largely focussed on the development of destination TPs which are generally designed to reduce car use to specific destinations such as workplaces, schools or visitor attractions. Originated by the employer, school or attraction itself in partnership with others such as local authorities, destination TPs focus mainly on a particular journey purpose.

1.5.6 Planning Practice Guidance (PPG) was updated in March 2014 to help give scope to TPs. As well as general information on development proposals, travel plans should evaluate and consider:

 Benchmark travel data including trip generation databases;

 Information concerning the nature of the proposed development and the forecast level of trips by all modes of transport likely to be associated with the development;

 Relevant information about existing travel habits in the surrounding area;

 Proposals to reduce the need for travel to and from the site via all modes of transport; and;

 Provision of improved public transport services.

1.5.7 In summary therefore, a TP is a management tool that brings together transport and other organisational issues in a coordinated strategy and contains a package of initiatives to minimise the number and length of car trips generated by a development, while also supporting more sustainable forms of transport and reducing the overall need to travel.

1.6 The Report

1.6.1 This report is prepared to support the planning application and is structured as follows:

 Chapter 2:- Considers the existing potential for non-car modes of transport

 Chapter 3:- Outlines the TP strategy and modal shift targets

 Chapter 4:- Details the measures to be introduced to encourage and facilitate sustainable travel behaviours

 Chapter 5:- Outlines how the TP will be managed and will operate on a daily basis

 Chapter 6:- Specifies the proposed monitoring arrangements

 Chapter 7:- Provides conclusions to this report

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2 Existing Sustainable Travel Opportunities

2.1 Introduction

2.1.1 This chapter reviews the site conditions in respect of location and provision of non-car modes of transport which could be used to access the proposed residential development. Each alternative transport mode will be considered along with its suitability as an alternative to the private car.

2.2 Site Location

2.2.1 The proposed development site is located on the northern side of Westbury, adjacent to both the existing Hawkeridge Park residential development to the south west and the eastern periphery of West Wilts Trading Estate to the north west. The site is bounded by the B3097 to the south east and north east and undeveloped agricultural land to the west. Glenmore Farm is situated on the edge of the existing built up area of the town but is connected to existing residential areas including Hawkeridge Park and The Ham. Residential development in this location would therefore be in keeping with the characteristics of the local area.

2.2.2 The location of the site is shown on Figure 2-1

2.3 Walking and Cycling Facilities

2.3.1 The proposed development site is connected to the footway network which runs through the built-up area of Westbury via the footways on The Ham. The existing footway provision currently extends for around 20 metres across the frontage in the south western corner of the site, in order to provide access to an existing bus stop which is located here. To the south west of the site, good quality footways extend along the north western side of The Ham and through Hawkeridge Park. On the south western side of the carriageway the footway provision is more intermittent but from the vicinity of the junction with Paxmans Road there is a continuous provision to the roundabout junction with Station Road and beyond to the town centre.

2.3.2 There is currently no footway provision to the south east and north east of the site, although on site observations have revealed that there is evidence of pedestrian traffic on the verge along the south eastern boundary of the site. However, no verge is present on Hawkeridge Road on the north eastern boundary of the site and therefore if pedestrians are using this route to access the eastern side of the West Wilts Trading Estate to the north, it is likely that they are walking on the carriageway.

2.3.3 Slag Lane, which forms a priority junction with The Ham adjacent to the southern boundary of the site, is a quiet country lane and is restricted to buses only southbound. Therefore, apart from public transport services which utilise this route, it is lightly trafficked. Consequently this route would be suitable as an alternative route for pedestrian and cycle travel, forming an easy link in the direction of the railway station and the Town Centre.

2.3.4 Shallow Wagon Lane forms a junction with the B3097 in the eastern corner of the site and continues on a north easterly alignment across the railway line before providing a link to the village of Heywood which is situated on the A350 to the north east of the site. Shallow Wagon Lane is designated as a bridleway and is a rough track for the majority of its length however it would be suitable for pedestrian and cycle use, particularly within a leisure context.

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2.3.5 There are no dedicated cycle facilities within the immediate vicinity of the site, however the surrounding road network is considered suitable for on road cycle travel with a range of destinations accessible via this mode including West Wilts Trading Estate and the Town Centre. In addition, the proposed development site is within a 5 minute cycle ride of Westbury Railway Station which provides cycle parking for customers wishing to make an onward journey by train.

2.3.6 Figures 2-2 and 2-3 show pedestrian and cycle isochrones respectively which indicate how far residents will be able to travel from the site in 5, 10 and 15 minutes.

2.4 Public transport facilities

Bus

2.4.1 The key existing bus service which runs along Slag Lane and The Ham is the 265 which operates on a 30 minute frequency past the site, Monday to Saturday and provides access to Bath, Trowbridge and Warminster which are likely to be key employment and shopping destinations, with occasional journeys continuing to Salisbury. The 265 also provides a Sunday service which operates on a 2-hourly basis between Bath and Warminster.

2.4.2 This service currently utilises the bus stops on the frontage of the proposed development site which are known as the Hawkeridge Park stops. The northbound stop is marked by a bus flag and service information, however the southbound stop is not currently marked.

Rail

2.4.3 The proposed development site is situated around 700 metres from Westbury Railway Station, along a continuous pedestrian route. This provides an excellent opportunity for residents of the site to travel by train for commuting or leisure purposes. The station can be accessed via footways for the entirety of the route from the proposed development. Westbury Station is situated at a junction of three lines which include the Reading to Taunton Line (a branch of the Great Western main Line), the Wessex Line and the Heart of Wessex Line and is served by each of these routes meaning that easy access to a wide range of destinations is possible.

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2.4.4 At a local level, destinations include Trowbridge, Warminster, Bath Spa, Bristol Temple Meads and Swindon; and at regional level include London Paddington, Exeter St David’s, Cardiff central and, Southampton central. Although journey times vary depending on service, there is generally one express service (1.5 hours) to London every 2 hours, with three or four regular services (2/2.5 hours) throughout the day. These services are set out in the following table:

Frequency Journey Time (services per hour) (in minutes) Destination Weekday Saturday Sunday Weekday Saturday Sunday

London 3/4 3/4 1/2 90-120 90-120 150

Taunton 2 2 1 40-90 40-90 40-90

Reading 2/3 2/3 1 50-120 50-120 50-120

Exeter 2 2 1 60-120 60-120 60-120

Southampton 1 1 1 60 60 60

Cardiff 1 1 1 90 90-120 120

Table 2-1 Regional Rail destination information from Westbury station

2.5 Existing Local Facilities

2.5.1 In terms of the accessibility of local facilities, the closest local shop and post office is located around 500 metres from the boundary of the site at the junction of The Ham and Station Road and would be able to meet many of the residents,’ daily shopping needs. A large Morrison’s foodstore is located in the town centre and would be easily accessible by foot, cycle or public transport.

2.5.2 Numerous employment opportunities are also located within close proximity to the site at the West Wilts Trading Estate to the north and the proposed Hawkeridge Business Park to the north east. The proximity of these employment facilities means that there is the potential for a significant number of residents to be employed within easy walking or cycling distance of their home.

2.5.3 In terms of access to educational facilities, the nearest schools are located around 1.8 kilometres from the proposed development in the direction of the town centre and these are Westbury Infants and Westbury C of E Junior School. Bright Stars Nursery and Pre School is also located in the same area. The nearest secondary school to the proposed development is Matravers School, located on Springfield Road, which is approximately 2 kilometres from the proposed development site. All of these schools are situated within the statutory walking distance for children accessing education facilities.

2.5.4 All primary healthcare needs of the site’s future residents can be met to the south of the proposed development either at the Westbury Group Practice on Mane Way, approximately 2.5 kilometres away or at Westbury Community Hospital, around 2 kilometres from the site. Dental Care Westbury is located in the Town Centre.

2.5.5 The location of these local facilities is shown in Figure 2-4.

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2.6 Summary

2.6.1 It is considered that the site is in a good position for access by a range of sustainable modes of transport. The site is within close proximity of Westbury railway station and the broad range of destinations served would provide extensive opportunities to use public transport for business and leisure purposes.

2.6.2 In addition, there are a number of local facilities within close proximity to the site which can be accessed by a number of sustainable modes, reducing the reliance on single occupancy car trips.

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3 Strategy and Targets

3.1 Introduction

3.1.1 This chapter outlines the strategy, objectives and targets of the TP for the proposed residential development at Westbury.

3.2 Strategy Overview

3.2.1 As with all TPs, the TP for the proposed development will be site specific with the choice of measures partly determined by the existing opportunities and constraints offered by the site, for example, the location of existing public transport routes and local facilities in the immediate area.

3.2.2 The TP will combine a range of hard measures such as site design and infrastructure with ‘soft measures’ such as marketing and raising awareness. The specified measures will provide a holistic package in which individual measures are integrated into the design, marketing and occupation of the site rather than being ‘retrofitted’ once the development is established. The measures will therefore aim to achieve more sustainable travel patterns from the outset in order to take advantage of the fact that travel behaviour change is more likely to come about when other lifestyle changes such as moving house or commencing a new job are occurring, rather than cutting existing car use.

3.2.3 This TP is aimed primarily at future residents rather than visitors to the site, as the developer will have a far greater opportunity to influence the travel behaviour of residents. Notwithstanding this, the measures outlined will be all encompassing and many will be suitable for both residents and visitors alike.

3.3 Objectives

3.3.1 The main objectives of the TP are to:

 Address resident’s needs for access to the site

 Reduce the need for parking on site

 Reduce the need for unnecessary travel to and from the development and assist those who need to do so by sustainable methods

 Reduce the traffic generated by the development to a significantly lower level of car trips than would be predicted for the site without the implementation of the travel plan in order to minimise the traffic impact on the local highway network

 Encourage those travelling to and from the development to use public transport, cycle or walk in a safe and secure manner

 Promote healthy lifestyles and sustainable, vibrant local communities

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3.4 Targets and Indicators

3.4.1 With residential TPs, targets are normally set in relation to the number of car trips made to and from the development during a specific period of time, based on the number of occupied residential units on site. This is because modal split data is harder to obtain from residential developments as people, the mode, route and purpose of residential trips is very variable. However, monitoring the total number of vehicle trips in and out of the development is a simple and cost effective form of monitoring and also provides the biggest indicator of the uptake of more sustainable options.

3.4.2 The overarching target will be to reduce car usage by encouraging increase uptake of alternative and more sustainable modes of travel. The primary indicator for this will be the number of single occupancy car trips that are made by residents.

3.5 Resident Travel Targets

3.5.1 In order to calculate the number of vehicle trips that the proposed development would generate under base (no TP) conditions, reference has been made to the TA in order to extract an average trip rate.

3.5.2 The total daily (12 hour) trip rates determined from the TA are shown in the following table:

In Out

Base 2.078 2.078

Table 3-1 Development Vehicle Trip Rates from TA

3.5.3 These trip rates represent the average vehicle trip generation for each dwelling regardless of size and applying these trip rates to the proposed units provides the following vehicle trip generation over the course of a 12 hour day:

In Out

Base 320 320

Table 3-2 Development Vehicle Trip Generation from TA

3.5.4 In order to ensure the TP targets are achievable, the actual number of base trips made from the development upon completion will be determined by a survey undertaken within a month of the development reaching 75% occupancy. This will allow the base trips to be adjusted and the consequential TP targets to be based on observed conditions.

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3.5.5 The main objective of the TP will be to reduce the number of single occupancy car trips by a minimum of 10% over the minimum 5 year TP monitoring period. The yearly breakdown of these target modal shifts is presented in Table 3-3.

Public Car Year Walk Cycle Car Driver Transport Passenger

Baseline 22.4% 2.3% 5.7% 20.9% 48.7%

5 24.4% 3.5% 6.9% 21.4% 43.8%

Table 3-4 Preliminary Target Modal Split of Proposed Development 3.5.6 This target modal shift provides the following target vehicle trip generation which is the preliminary TP target which will be sought within 5 years of the residential development reaching 75% occupancy.

In Out

Base 288 288

Table 3-5 Preliminary Target Vehicle Trip Generation of Proposed Development

3.5.7 However, it must be noted that when the progress towards the targets is monitored, the occupation of the site may not be at the same level on which these targets are based. For example, within a year of reaching 75% occupancy, all units may not yet be occupied. Therefore, it is recommended that the final TP targets are calculated from target trip rates, based on the actual number of occupied residential units on site at the time of the monitoring.

3.5.8 The target trip rates for each area of the development have been calculated from the target vehicle generation of the site (assuming full occupancy) shown in Table 3-5 and divided by the number of units proposed on each site to produce the target vehicle generation of each residential unit. The target trip rates are shown in the following table:

In Out

Base 1.870 1.870

Table 3-6 Preliminary Target Vehicle Trip Rates of Proposed Development

3.5.9 Therefore, the residential TP targets are ultimately to achieve vehicle generation in line with these target trip rates for each unit on site which is occupied at the time by which the target should be achieved.

3.5.10 It is considered that this vehicular trip rate data should be sufficient to determine whether significant progress is being made towards the TP targets in that if the trip rates have reduced, an associated shift towards sustainable modes can be assumed. However, in order to determine the actual level of modal shift that has occurred, provide a clear picture of where the TP is making progress and where further work is required, it is also proposed to distribute a questionnaire to all residents to gauge their actual travel habits and also gain a view of what measures could be implemented to encourage them to make greater use of sustainable modes. Organisation and distribution of the questionnaire will be the responsibility of the TP Coordinator. All surveys undertaken will need to achieve a minimum response rate of 40%.

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3.6 Timescale and Responsibilities

3.6.1 As the majority of measures will be in place prior to the development becoming operational, it can be assumed that the new TP will be in force by the time the first dwellings become occupied. An opening date for the development has yet to be determined but it is anticipated to be in 2016 subject to the application being consented.

3.6.2 The responsibility of achieving these targets will lie primarily with the TP Coordinator, although they will have the full support of the developer in undertaking this role.

3.6.3 The progress of the TP towards achieving the targets set out above will be tracked by the TP Coordinator, who will be responsible for monitoring the travel patterns of residents. The detailed monitoring activities that will be undertaken are discussed later in this report.

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4 Proposed Measures

4.1 Introduction

4.1.1 One of the most important development aspects of achieving a sustainable development is ensuring that sustainable travel opportunities are in place at the outset. When new residents move in they should be advised of the alternative travel options so that regular travellers establish sustainable transport patterns at the outset.

4.1.2 This chapter will outline the proposed measures to be implemented as part of the TP for the proposed development. Measures to encourage walking, cycling, public transport and car sharing in preference to less sustainable modes are described below.

4.1.3 These measures are also summarised in a TP Action Plan included at Appendix B.

4.2 Walking and cycling

4.2.1 It is proposed that secure cycle parking will be provided on site for all dwellings. The Wiltshire Local Transport Plan 2011-206 Cycling Strategy sets the following standards:

 1 covered space per bedroom up to 3 bedroom dwelling

 3 covered spaces per unit for 4 bedroom dwellings

 4 covered spaces per unit for 5 bedroom dwellings

 + 1 visitor space per 20 bedrooms.

4.2.2 Residential cycle parking should be in an internal area or within a covered, lockable enclosure i.e. a garage, shed or locker. Access to the highway must be convenient. Where cycle parking is provided in a garage, this is additional to space for car parking.

4.2.3 For flats, parking may be provided in communal hallways, so long as it is in a lockable enclosure or the cycle frame may be locked to an immovable object, and there is suitable access to the highway.

4.2.4 Cycle sheds in front gardens are permitted, but should be an appropriate size and design and/or appropriately screened, so as not to create a visual intrusion.

4.2.5 Also, site specific walking and cycling maps showing ‘safe routes’ to facilities in the local area and distances and approximate travel times by each mode will be provided, together with cycle safety and maintenance checklists. In addition, details of the WalkBUDI and BikeBUDI matching services will be provided to each resident so they can find other people making similar journeys to them by the same mode and can then arrange to travel together.

4.2.6 The developer will also fund a voucher for the first occupier of each unit which can be used towards the purchase of a new bicycle or cycling equipment. This voucher will be supplied to residents as part of their Travel Pack upon occupation.

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4.3 Public Transport

4.3.1 Residents will be provided with a range of information regarding their public transport options as follows:

 Route map

 Timetable and service frequencies (site specific and general)

 Location of nearby bus stops

 The national public transport website (www.traveline.org.uk)

 The Government’s travel options website (www.transportdirect.info)

4.3.2 An important aspect of encouraging the use of public transportation is the provision of financial incentives to do so. Therefore, it is intended that the TP Coordinator will make contact with the operator of local bus services to attempt to negotiate discounts on bus tickets for residents of the site. This will include investigating whether the first occupants of each house can be offered a ‘taster ticket’ which will allow free bus travel for a period of around 4 weeks in order to encourage them to try the local bus services.

4.4 Car Sharing

4.4.1 The measures described thus far provide good opportunities for users of the development to travel on foot, by bicycle or via public transport. However it is clear that not everyone would wish to use these modes of travel, perhaps for convenience or due to disabilities. Car sharing involves two or more persons travelling in the same car. It is an important part of a TP, particularly for staff working at the store. Car sharing has been observed to work best where the sharers live in the same area, work consistent hours and commute a significant distance.

4.4.2 Identified benefits over driving alone are:

 Saving money

 Time to relax without driving stress

 Opportunity to socialise

4.4.3 Further information on car sharing in Wiltshire can be found at the following website: www.wiltshire.liftshare.com .This website will also be advertised on the TP noticeboard.

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4.5 Eco-driving

4.5.1 Eco-driving means smarter and more fuel-efficient driving and represents a new driving culture that makes best use of advanced vehicle technologies, while improving road safety and contributing to climate protection and pollution reduction. Eco driving techniques include:

 Driving smoothly to avoid unnecessary braking and acceleration

 Changing up a gear early (around 2,000 rpm) to utilise the most efficient gear as soon as practicable.

 Avoiding excessive speeds

 Maintaining vehicles well with regular servicing and correct tyre pressures

 Reducing the load in the vehicle when not required such as golf clubs and pushchairs.

4.5.2 Information on these and other eco-driving techniques will be disseminated to residents within their travel packs to ensure that those who continue to travel by car do so as efficiently as possible.

4.6 Home Working Provision

4.6.1 It is recognised that not all residents will have a job which can be undertaken from home and so home working does not form a central part of the TP targets. Notwithstanding this, there is some expectation that improving broadband speeds within the UK will lead to an increase in small businesses and remote working. The developers will also work with the supplier of high speed broadband to ensure that the site can be connected as soon as possible.

4.7 Information Provision

4.7.1 A key driver in behaviour change and travel planning is to provide high quality information in a clear and concise way. Some of the information that would be included in a travel pack has already been introduced in this chapter and this section outlines the full package of information to be included within residential travel packs.

4.7.2 In order to supply information about the sustainable travel options to the development in an accessible and convenient way, detailed travel packs will be produced and supplied to each household upon completion. This travel pack is likely to contain the following:

 Details of the TP measures and its objectives and targets

 Walking and cycling maps showing safe routes to local facilities

 Details of WalkBUDI and BikeBUDI matching services

 Site specific public transport information with a map showing routes and bus stop locations

 Generalised public transport information for the local area

 Information on the car sharing arrangements for the development including information on wiltshire.liftshare.com

 Information of supermarkets offering home delivery in the local area

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 Contact details for the TP Coordinator.

4.7.3 The development of the introductory travel pack is a crucial stage in the project process. It is essential that the travel packs contain the necessary balance of travel information and motivational messages to inform recipients and encourage them to switch without appearing to be patronising. This stage of the process should include the development and designing of logos and motivational slogans.

4.7.4 In addition to the travel packs, a TP noticeboard will be provided within the residential development which will contain the walking and cycling maps for the area as well as the public transport information which will be updated by the residential TP Coordinator as necessary. This TP noticeboard will provide up to date information for the residents and will also be useful for visitors to the site.

4.7.5 The TP Coordinator will produce a newsletter during the active phase of the TP detailing the progress towards targets and the results of the monitoring. This newsletter should also act as a promotional tool for the TP by publicising any new measures, national sustainable travel campaigns and improvements to sustainable travel facilities in the local area.

4.8 Car Parking

4.8.1 Car parking will be provided in accordance with the requirements of the Wiltshire Local Transport Plan 2011 – 2026 Car Parking Strategy. The site falls within Zone B of the Parking Strategy zoning system and therefore the following optimum standards are applicable:

 1 per 2 units + 1 space per 5 units

4.9 Summary

4.9.1 It is considered that the combined impact of the proposed infrastructure improvements and the measures included within this travel plan will help to improve the accessibility to the site and facilitate and encourage sustainable trip-making amongst residents and visitors.

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5 Implementation and Responsibilities

5.1 Introduction

5.1.1 The diagram below sets out how the TP will operate and be managed on a day to day basis. This shows the TP Coordinator is a key link and will manage the relationship between the developer, the highways authority (WCC) and the site residents.

Taylor Wimpey Developments Wiltshire County Council (the developer) (the highway authority)

Site Travel Plan Coordinator

Site Residents

Figure 5-1 Travel Plan Structure

5.2 Travel Plan management

5.2.1 As part of the implementation and ongoing management of the TP, two distinct stages have been identified.

5.2.2 The first stage of the TP’s development and implementation covers the construction period, initial occupation of the site, and the first few monitoring and review periods of the plan. This period is crucial in terms of ensuring that the measures outlined in the plan are actively implemented to help reduce car use by residents, and that the objectives and targets identified in the plan are being met. During this period, the developer and the TP Coordinator will need to be closely involved in the management and refinement of the plan.

5.2.3 Once the development is up and running and has a critical mass and momentum the TP Coordinator will ensure that the TP is set up and run appropriately. This will then continue for the duration of the plan.

5.2.4 Ultimately, WCC as the Local Highway Authority will have overarching responsibility for the area as it is embraced by policies and measures established in the Local Plan. The authority can help identify an effective future management arrangement and also help to ensure coordination with other TP initiatives in the area, or take the plan forward themselves in cooperation with the local community.

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5.2.5 The ultimate aim however is that the TP will become self-managing and autonomous and will continue to run once the TP period has finished and the TP Coordinator is no longer funded.

5.3 Travel Plan Coordinator

5.3.1 A TP Coordinator will be designated to take responsibility for implementing the individual measures of the TP. This role will be undertaken by a person appointed by the developer for the duration of the TP which is envisaged to be 5 years, unless the targets are not met in which case this period will be extended.

5.3.2 The TP Coordinator will have dedicated time to administer the TP and will be in position prior to the occupation of the first residential unit to ensure that the TP measures are in place from the outset where required.

5.3.3 The TP Coordinator will be a familiar face and engage with the residents through door-to-door visits and pre-arranged and publicised ‘travel surgeries’ where residents will be invited to attend and raise any travel related queries or concerns. Contact details for the TP Coordinator will also be freely available so that residents are able to raise issues and feel that the TP is well supported at all times.

5.3.4 As well as implementation of the TP measures, the TP Coordinator’s responsibilities include the following:

 Representing the ‘human face’ of the TP and explaining its purpose and the opportunities on offer

 Undertaking door-to-door visits and ‘travel surgeries’

 Providing travel option information to those living at the development

 Updating the TP noticeboard content

 Marketing and publicising of new initiatives relating to the TP

 Creating and updating the travel packs

 Creating and updating Sustainable Travel noticeboards around the development

 Reviewing the TP and reporting to the WCC Travel Plan Officer annually

 Liaising with local public transport operators for the latest information and negotiation of possible discounts

 Liaising with the Phase 1 TPC, other relevant developers and existing communities and travel generators to deliver economies of scale in the implementation of coordinated and shared travel plan measures

5.3.5 The developer will be responsible for meeting the cost of proposed measures and will allocate an annual budget for marketing and implementing the TP which will be controlled by the TP Coordinator.

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6 Travel Plan Monitoring

6.1 Monitoring

6.1.1 A TP requires a frequent process of monitoring and review in order to ensure the aims of the plan are delivered in practice. Where the monitoring reveals that the targets have not yet been met, the TP can then be reviewed and refocused in order to get the plan back on track. Even when the monitoring identifies that the TP targets are being met, the plan may still need to be adapted over time in order to deliver ongoing changes in travel behaviour.

6.1.2 As the TP targets are based on the vehicle generation of the proposed development, monitoring of the progress towards the targets will be undertaken during the vehicle trip generation survey periods.

6.1.3 ATC’s will be installed on the site access junction to capture all vehicular movements generated by the development. The precise location of the ATCs will be agreed with WCC prior to them being installed.

6.1.4 An initial survey will be undertaken within one month of the development reaching 75% occupation in order to ensure the targets outlined in Section 3 are realistic and achievable. Targets will then be agreed with the TP Officer from WCC and another monitoring period will be implemented 12 months later in order to determine whether the targets have been met.

6.1.5 This will be followed up by a more detailed survey which will be undertaken in the form of distributing questionnaires to the residents of the development in order to identify their existing travel habits and perceived barriers to travel by sustainable modes. The questionnaires will be distributed by hand by the residential TP Coordinator with a pre-paid envelope for the householders to return their responses. In order to maximise the rate of response, consideration should be given to providing entrance to a prize draw for a form of a sustainable travel voucher.

6.1.6 Following completion of each monitoring period, the TP Co-ordinator will collect and analyse the ATC survey data and resident travel plan survey responses in order to determine how well the TP is performing. A progress report will be completed and submitted to the WCC Travel Plan officer within 2 months of the end of each monitoring period.

6.2 Enforcement

6.2.1 If the results of the monitoring indicate that the targets have not been met, the implementation of additional TP measures will be required. The focus of these contingency TP measures will be determined with reference to the TP survey to identify existing and perceived barriers to sustainable travel to and from the site. Such contingency measures could include:

 More active marketing a shift of focus; e.g. A site specific travel awareness campaign

 Further promotional support for non- car modes of transport

 Personalised Travel Planning, providing tailored information to each household.

6.2.2 Ultimately, the developer will remain responsible for the TP until such a point that it has been successfully implemented and the targets achieved and therefore, if the TP targets are not met, their period of responsibility for the operation of the TP is also likely to be extended.

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7 Summary and Conclusion

7.1 Summary

7.1.1 The TP forms the basis of an organisational tool that should be set up to raise awareness and encourage the use of alternative forms of transport to the proposed residential development at Glenmore Farm, Westbury.

7.2 Conclusion

7.2.1 The key factors to the success of the TP are summarised below:

 Awareness of it and buy in from residents

 A fully funded and enthusiastic TP Coordinator to deliver the measures required

 Active participation and resources from all stakeholders including the local authority, public transport providers and other relevant travel providers.

7.2.2 The success of the scheme will depend on the support of the future site users. The management of the project is a key element in maintaining support and should be actively encouraged. Regular reviews are envisaged with the purpose of monitoring the success of the scheme.

7.2.3 There are a range of measures to improve sustainable travel at the site and behavioural initiatives to encourage improved travel activity which will be managed by the TP Coordinator.

7.2.4 Annual reviews will be undertaken by the TP Coordinator in the form of a travel survey. The results of the travel survey will report on the failure and success of the TP and the need for additional measures if necessary.

7.2.5 It is the eventual aim that the TP will grow into a self-managing service which will deliver on its own without the need for the TP Coordinator.

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Figures

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Land at Glenmore Farm, Westbury Travel Plan

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Client Date 30/01/14 Scale A3 NTS TAYLOR WIMPEY Drawn by KWM GLENMORE FARM WESTBURY Checked by AS Revision - Reproduced from Ordance Survey Offices throughout the UK, Ireland, digital map data © Crown copyright SITE LOCATION continental Europe, Africa, Asia and Australia 2012. All rights reserved. Licence FIGURE 2 - 1 www.pba.co.uk number 0100031673.

KEY: 5 Minutes 10 Minutes 15 Minutes

Client Date 04/04/2014 Scale A3 NTS TAYLOR WIMPEY Drawn by GN GLENMORE FARM WESTBURY Checked by PH Revision - Attribution Line PEDESTRIAN TRAVEL ISOCHRONES Offices throughout the UK and Europe Aerial photo images reproduced 5, 10 AND 15 MINUTES from a licensed copy of FIGURE 2 - 2 www.peterbrett.com Google Earth Pro.

KEY: OBJECT 1 OBJECT 2 OBJECT 3 OBJECT 4 OBJECT 5 OBJECT 6 OBJECT 7 OBJECT 8 OBJECT 9 OBJECT 10 OBJECT 11 OBJECT 12

KEY: 5 Minutes 10 Minutes 15 Minutes

Client TAYLOR WIMPEY Glenmore Farm, Westbury

Mark Revision Drawn- Date Chkd Attribution Line Cycle Travel Isonchrones Date 04/04/2014 Offices throughout 5, 10, 15 Minutes Scale A3 NTS the UK and Europe Aerial photo images reproduced - from a licensed copy of Drawn by GN FIGURE 2-3 www.peterbrett.com Google Earth Pro. Checked by PH

t Office s & o P Local Shop

KEY: OBJECT 1 OBJECT 2 Doctors OBJECT 3 KEY: Surgery OBJECT 4 hurch C of ’s E n n OBJECT 5 e g l

l e

Primary a Westbury C of E

d t

S School OBJECT 6 Primary School OBJECT 7

C OBJECT 8 rd ol fo le e g d i e Matravers Secondary Secondary hurch o OBJECT 9 B C f ’s E School n n e g School l ma l r r OBJECT 10 e

Primary a pe ke n

H t

u d

t S

S School OBJECT 11 Morrisons OBJECT 12 Westbury Community H Hospital

C ord ol Doctors White Horse Health f le e g d i Secondary e Surgery B Centre School

Dentalcare Westbury

t Office s & H o P Local Post Office & Spar Shop Shop

rmar pe ke t u S Morrisons Morrisons Supermarket

Employment

Site Location

Westbury Town Centre

B3097 Westbury Railway Station A350

A3098 Railway Line

Client Taylor Wimpy Development Glenmore Farm, Westbury

Mark Revision Drawn- Date Chkd Attribution Line Strategic Local Facilities Plan Date 09/01/2014 Offices throughout Scale A3 NTS the UK and Europe Aerial photo images reproduced - from a licensed copy of Drawn by GN FIGURE 2 - 4 www.peterbrett.com Google Earth Pro. Checked by PH

Appendix A Masterplan

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Land at Glenmore Farm, Westbury Travel Plan

Appendix B TP Action Plan

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Land at Glenmore Farm, Westbury Travel Plan

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Land at Glenmore Farm, Westbury Travel Plan

Date of Monitoring and Measure Target Action Responsibility Implementation Maintaining

Infrastructure improvements including Construction Developer - improved pedestrian facilities around site phase

Provision of information on walking/cycling Updated as 27.9% modal share for residents routes to the site and BUDI matching services On occupation TP Coordinator necessary to each household Walking and (To be reviewed following initial Cycling TP surveys and annually Reimbursement Offer of voucher to each household for the thereafter) On occupation TP Coordinator upon request of purchase of cycle or cycle equipment residents

Provision of cycle parking facilities for Construction Developer - households within own curtilage phase

Production and distribution of information on 6.9% modal share for residents Updated as local bus routes, timetables and journey On occupation TP Coordinator necessary planners

Public Transport (To be reviewed following initial TP surveys and annually TPC to investigate discounts with public On occupation TP Coordinator - thereafter) transport operators

21.4% modal share for residents Promotion of wiltshire.liftshare.com via Car Sharing On occupation TP Coordinator - (To be reviewed following TP leaflets surveys and annually thereafter)

Provision of eco driving information to all Eco Driving - On occupation TP Coordinator - residents

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Land at Glenmore Farm, Westbury Travel Plan

Date of Monitoring and Measure Target Action Responsibility Implementation Maintaining

Work with suppliers of high speed broadband Homeworking Construction - to ensure site can be connected as soon as Developer - Provision phase possible

Within 1 week of Provision of Travel Packs to each household TP Coordinator - occupation

Situation of a TP noticeboard within Prior to Updated as TP Coordinator communal area of the site occupation necessary Information - Provision Production and distribution of annual Within 1 month of Annually newsletter informing occupants about the TP TP Coordinator TP surveys thereafter and progress against targets

Initial door-to-door site visits to each dwelling On occupation TP Coordinator - to introduce the TP

3 months prior to TP Management - Appointment of TP Coordinator Developer - first occupation

Within a month of Preliminary TP Surveys (ATC and reaching 75% TP Coordinator - questionnaire) occupancy Monitoring - 1 year after Annually Annual TP Surveys preliminary TP Coordinator thereafter surveys

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