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DEVON COUNTY COUNCIL

SOUTH MOLTON AREA TRANSPORT STRATEGY

April 2016

Devon County Council County Hall Topsham Road Exeter Devon EX2 4QD [email protected]

PREPARED BY Name: Barnaby Harris Position: Assistant Planner Date: October 2015

AGREED BY Name: James Anstee Position: Principle Transportation Planning Officer Date: April 2016

ISSUED BY Name: Andrew Ardley Position: Transportation Manager (Policy) Date: April 2016

Contents

1. INTRODUCTION ...... 4 2. CURRENT TOWN AND TRANSPORT CONTEXT ...... 6 3. PLANNED STRATEGIC DEVELOPMENTS ...... 10 4. SOUTH MOLTON TRANSPORT NETWORK – ANALYSIS OF TRAFFIC DATA ...... 12 5. THE TRANSPORT NETWORK AND THE POTENTIAL IMPACTS OF DEVELOPMENT ...... 13 6. ACCESS STRATEGIES ...... 14 7. CONCLUSIONS ...... 18

1. Introduction

1.1 Background

1.1.1 North Devon and Torridge District Councils are currently in the final stages of preparing a joint Local Plan which will set out the development strategy for the area in the period to 2031 and provide the policy framework within which future planning applications will be considered.

1.2 Purpose of Report

1.2.1 This report provides information on the proposed growth strategy for South Molton set out in the Local Plan and the likely transportation impacts. The report then outlines the various transportation improvements necessary to support development proposals in South Molton.

1.2.2 The measures proposed within this report are currently in development. As schemes progress they will be subject to public consultation and approval as part of the necessary planning and / or traffic regulation order processes. The contents of this report will be used to inform the North Devon and Torridge Local Plan, related infrastructure delivery plan and as a basis for negotiating developer contributions, informing rates of the proposed community infrastructure levy, and / or securing external funding.

1.2.3 Comments within this report are made without prejudice to any further detailed comments arising from the preparation and submission of any planning applications.

1.3 Location of South Molton

1.3.1 The town of South Molton is situated in North Devon, and is accessible from the A361 North Devon Link Road which links to locally significant settlements including Barnstaple and Tiverton, as well as the M5.

1.3.2 The parish of South Molton has a population of 5,000; however the town’s functional area (including the surrounding rural parishes1) has a much larger population of 14,000. Its location in the wider Devon area is shown in Figure 1 below.

1 https://new.devon.gov.uk/factsandfigures/area-profile/?geographicLevel=town&geographyId=TOWN25

Figure 1: South Molton Location Plan

1.3.3 The draft version of the North Devon and Torridge Local Plan 2011-2031 (published March 2015) plans for sustainable employment led growth and allocates locations for strategic housing development, and employment sites within South Molton. These include a strategic allocation of 860 dwellings west of the existing built up area of South Molton as well as an allocation of 10.8 hectares of employment land to join the existing Business Park in two sites bordering Hacche Lane.

1.3.4 In order to deliver this growth, improvements to the transport infrastructure in the town will be required. The focus of the transport improvements will be on new highway links, acting to relieve the historic town centre, and improved walking and cycling links, helping to increase the opportunities for more active and sustainable travel.

2. Current Town and Transport Context

2.1 Town Centre

2.1.1 A large proportion of South Molton town centre is designated as a Conservation Area, which is shown on the map below. The development has the potential to increase vehicular use through the conservation area, which in turn will impact upon the protected site. Therefore it is essential that any forthcoming development is well planned in relation to mitigating its potential impacts.

Figure 2 – Map highlighting the South Molton Conservation Area

2.2 Road network

2.2.1 South Molton is well connected to other towns in Devon and Somerset due to its location on the A361 which links to Barnstaple, Tiverton and the M5. The M5 provides direct access to Exeter to the south and to Bristol in the north.

2.2.2 The proximity and linkages to the A361 can be seen in the plan below.

Figure 3 – South Molton in the Wider Transport Network

2.2.3 Strategic developments within South Molton (outlined in more detail below) would be expected to increase traffic flows on South Molton’s main routes through the town centre. There is an aspiration to provide alternative roads to serve the developments, helping to relieve the town centre.

Rail

2.2.4 There is no railway station within South Molton. The nearest stations are located at Barnstaple, Umberleigh and at Kings Nympton on the Tarka Line which is serviced with trains from Exeter. Tiverton Parkway which is accessed from the A361 provides connections to the wider rail network including direct trains to Bristol taking just under one hour and London and Birmingham taking just over two hours.

2.3 Bus

2.3.1 Bus routes into and out from South Molton use route ‘155’ with journeys between Barnstaple and South Molton. This runs hourly and takes approximately 30-40 minutes with stops including the town centre and Pathfields Business Park within South Molton. In the other direction the ‘155’

connects South Molton to Tiverton running every 1.5-2 hours (from Tiverton and from South Molton respectively) taking approximately 45-50 minutes. From Tiverton connections along another section of the ‘155’ route is possible to connect to Exeter with the journey taking approximately 2.15 hours. The use of this service appears less attractive to private car and rail options due to the journey duration (approximately twice as long). However it provides a useful opportunity for short journeys along sections of its route.

2.4 Cycling

2.4.1 South Molton is not located on any strategic cycle routes and limited specific facilities for cycling within South Molton exist at present. The current Pathfield Industrial estate is connected by a shared path route from the town centre through the community woodland. There are however potential opportunities for improvements in cycling infrastructure in the town and to link Pathfields Business Park with the wider residential areas and new residential development. This will help to mitigate the effects of increased traffic flows on the town’s local roads from proposed developments.

2.5 Commuting patterns

2.5.1 With regard to commuting, travel data from the 2011 census is shown in Tables 1 and 2 below. One key point to highlight from this data include that of the active workforce that resides within South Molton just 36% work within the town itself. A further 38% work within North Devon with Barnstaple providing a popular destination accounting for almost 75% of that figure. This distribution can also be supplemented by data from the 2001 census travel to work data. Of the residents who lived and worked within South Molton in 2001 the most popular mode of travel to work was driving which represented over 40% of all journeys. Approximately 35% of commuters walked which represents a high proportion of total commuters suggesting walking to work is popular for employment within the town.. However just 3% cycled reflecting the limited cycling specific infrastructure provision within South Molton. A greater focus on creation of more attractive walking and cycling links and promoting sustainable travel through travel planning will help to create a more healthy population and help to relieve traffic impacts from new development.

2.5.2 The new employment developments planned within South Molton should assist in increasing the self-containment of jobs within the area.

District Town % North Devon South Molton 36 Barnstaple 29 Chulmleigh 5 Ilfracombe 2 Braunton 1 Fremington and Westleigh 1 Mid Devon All 4 Torridge All 4 Exeter All 2 West Somerset Dulverton 1 No Fixed Place N/A 15

Table 1: Locations of workplace for commuters living in South Molton, based on 2011 census travel to work data

District Town % North Devon South Molton 31 Barnstaple 27 Chulmleigh 10 Ilfracombe 4 Braunton 3 Fremington and Westleigh 2 Woolacombe 1 Torridge All 15 Mid Devon All 5 West Somerset All 1

Table 2: Home locations of those working in South Molton, based on 2011 census travel to work data.

3. Planned Strategic Developments

3.1 Introduction

3.1.1 Various sites within South Molton have been identified as strategic development areas in the North Devon and Torridge Draft Local Plan 2011- 2031 (published March 2015).

3.1.2 These will provide a total of 1240 new homes (Table 3) and 10.8 hectares of employment development and a new 2.5 hectare (Table 4) livestock market.

Figure 4: Development planned within South Molton as included in the North Devon and Torridge Local Plan 2011-2031 (published March 2015).

Number of Dwellings Housing Supply 2011-2031 Proposed Dwelling completions 2011-2013 19 Dwellings under construction at 31st March 2013 43 Unimplemented commitments at 31st March 2013 59 Allocations: 920 Western Extension (SM01) 860 Alswear Old Road (SM02) 60 Non Allocated developable sites: 199 Tyre Depot, East Street 14 Moore’s Yard, South Street 14 Gatehouse, Raleigh Park 10 Former Tannery, 77 East Street 6 Land at Gullacombe, Station Road 150 1-10 Bidders Court, Barnstaple Street 5 Total supply for South Molton 1240 Table 3: Housing Supply for South Molton 2011-2031

Hectares of Employment Land Supply 2011-2031 Employment Land Land east of Hacche Lane, Pathfields Business 5.6 Park (SM03) Land West of Hacche Lane, Pathfields 5.2 Business Park (SM03) 10.8 (Plus an additional 2.5 Total Supply hectares for a re-located livestock market) Table 4: Employment Land Supply for South Molton 2011-2031

3.1.3 The majority of the housing supply will be provided at the Western Extension (Policy SM01) which will deliver 920 houses across four sub-areas.

3.1.4 The existing Pathfields Business Park is set to be expanded and incorporate all of the planned employment land for South Molton over the plan period. The new development will straddle Hacche Lane with 5.6 and 5.2 hectares of employment land to the east and west respectively.

3.1.5 The impact of additional traffic from these sites on the existing road network will need to be assessed as part of a detailed transport assessment in order to determine any specific improvements that may be required. The sites will also provide bus service enhancements and cycling / walking routes to promote sustainable travel, which are discussed in more detail below.

4. South Molton transport network – analysis of traffic data

4.1.1 Traffic flows on the main roads around South Molton have been calculated based upon their annual average daily traffic (AADT). Results are shown in Figure 5. This reveals relatively low total flows that, according to the Design Manual for Roads and Bridges2, roads of this type are more than capable of accommodating in terms of link capacity. Capacity at junctions however is a different matter and it is this issue which is important in assessing the impact on the town centre.

4.1.2 The town centre is characterised by narrow roads constrained by historic buildings bordering most routes, this has previously presented a challenge to manage traffic and led to the introduction of a one way system through narrow sections of the centre with subsequent junctions restricted in the allowed direction of traffic.

4.1.3 The configuration of the road layout within the town centre could become problematic under the increase of through traffic arising from the employment development to the north and residential development to the west for which it would form part of the primary access route.

Figure 5: Two way average daily traffic flows on the main roads serving South Molton (based on AADT data)

2 http://www.standardsforhighways.co.uk/ha/standards/dmrb/vol5/section1/ta7999.pdf

5. The transport network and the potential impacts of development

5.1.1 TRICS has been used to estimate the potential traffic generated from all development within South Molton as outlined in the Local Plan, comprehensive results can be seen in Appendix II.

5.1.2 Between 7am and 7pm the residential development (based upon all 1240 dwellings) is estimated to create an additional 5661 vehicle trips, with morning peak hour departures 1039 trips. Based upon the 2011 census data it is estimated that almost 375 of the journeys will be contained within South Molton as people commute to work within the town with a large proportion travelling to Pathfields Business Park to the north.

5.1.3 In addition to the journeys within South Molton almost 400 of the peak hour departures will be travelling to other areas in North Devon with over 300 destined for Barnstaple. Currently the only option to reach these destinations would be via the existing town centre routes, however the proposed link road through the development where the majority of the trips will originate from will provide a suitable alternative route once complete.

5.1.4 The allocation at Pathfields Business Park provides a new area of employment and thus is likely to increase the amount of traffic on the surrounding roads. Peak morning arrival trips to the site are estimated to increase by almost 1030 journeys and 3579 total trips daily. 320 of these journeys are predicted to originate from within South Molton with a further 484 from other locations within North Devon. It should be noted that as part of this development a new access road will be provided from the B3226 which will extend through both parcels of proposed employment land.

6. Access strategies

6.1 Western Urban Extension (SM01)

Highways access

6.1.1 The largest housing allocation is comprised of 860 dwellings as an expansion of the existing town to the west. To facilitate the distribution of traffic from the allocation without detrimental effects to the surrounding transport network the Plan also includes the provision of a new distributor road. The planned route for the road runs through the allocated housing site from Alswear Old Road to the south of South Molton to the B3226 to the north, whilst crossing George Nympton Road, Nadder Lane and the southerly section of the B3226. This provides an alternative access to the housing development without having to pass through the narrow road and conservation area in the town centre, whilst also providing an improved connection to the A361 to the north.

6.1.2 The road will be delivered by the developers of the development sites as part of the access road. The general alignment will need be linear without significant deflection, in order to make the route an attractive alternative to existing routes. The width of the route should be suitable for use by public transport and as a local distributer route.

Cycling and Pedestrian access

6.1.3 The distributor road will contribute towards the vision of an orbital footpath and bridleway route that is planned to go around town. Further to this the plans also look to establish a permeable and connected network of streets, footpaths and cycleways across the development connecting to the town and existing routes to the Pathfields Business Park. Similarly the new primary school, neighbouring sports hub and green space will be linked to the development with an extension of pedestrian cycle links.

6.1.4 By providing alternative dedicated routes it will reduce the reliance upon the motor vehicle and increase the amount of pedestrian journeys to not only access the town centre but also the Pathfields Business Park to the north.

6.1.5 A pedestrian crossing along North Road would enable safe pedestrian and cycle access between the development and Hacche Lane facilitating routes towards Pathfields Business Park and the community woodland. Safe walking routes are required to the existing infants school, the proposed new primary school west of Exeter Gate and the proposed sports hub.

6.2 Pathfields Business Park

Highways access

6.2.1 The 10.8ha development of employment land at Pathfields Business Park will generate an extra 3579 journeys over the course of the day in addition to those currently occurring. It is therefore considered appropriate to provide a new road access which will cross Hacche Lane connecting Bucknell Way to the B3226 west of the site. The provision of the new road creates an additional entrance into the business park from the major road of the B3226 which itself connects with the town centre and the new western urban

expansion via the new distributor road. This is considered a more appropriate access option than using the current access layout, and will enable modifications to the existing access points to improve facilities for walking and cycling.

Cycling and Pedestrian

6.2.2 The current main entrance located on Hacche Lane will become a key route for cyclists and pedestrians allowing for safer route into the business park from the town centre and the wider area including the recreation ground. This is expected to decrease the reliance on vehicular travel to work not only reducing the potential impacts from the new development but also encouraging a healthier lifestyle.

6.3 The A361 Borner’s Bridge

6.3.1 The Borner’s Bridge junction provides one of the primary access routes from the North linking South Molton to the A361 through Station Road. This junction has a poor historical safety record. Safety improvements have been introduced over the years since construction including the introduction of safety camera speed enforcement, enhanced signage and interactive warning signs with side road detection. These changes have improved road safety at the junction. Increased traffic demands from the side roads will have an impact on future road safety. The developments set out within the Local Plan will see the Borner’s Bridge Junction pushed towards capacity. Subsequently junction improvements have been identified to increase capacity and prevent safety being compromised. The need for proposed improvements are recognised within part 3 of Local Plan policy SM03.

6.3.2 The current junction layout is presented in Figure 6. Currently the layout of this ‘at-grade’ junction is that of a staggered right/left cross roads with dedicated right turn lanes of 50m.

6.3.3 The alterations to improve safety and increase capacity of the junction were explored in 2012 and although no one option was presented as the preferred option, 4 viable options were laid out and can be viewed in Appendix III. Three of these centred on the implementation of compact grade separated bridges to cross the A361 under differing location and configurations, with the other presented option to introduce signalling whilst remaining an ‘at- grade’ junction.

Figure 6: Current Layout of Borner’s Bridge Junction located to the north of South Molton on the A361

6.4 Improvements to Bus Services

6.4.1 It is important to note that commuting journeys into Pathfields Business Park are anticipated to increase due to the development of job opportunities. It is intended that a bus corridor will be created that will not only service the existing development and employment but also the residential development to the west and the new employment within Pathfields. The provision of this bus corridor will see the reliance on personal vehicular travel decrease as it looks to link all areas of the town on a convenient service.

6.4.2 As demonstrated earlier with trip rates Barnstaple remains a sub-regional centre with many commuting daily, and therefore the links with Barnstaple remain important. In addition to those bus routes already in place it is intended to develop a park and change site at Westacott (BAR01) directly served from a new junction at Landkey on the A361. The park and change site will have connections through the allocated site to Whiddon valley and key sites within the town.

6.5 Improvements to Rail Service

6.5.1 Although no rail service is present within South Molton access to Tiverton Parkway and the strategic rail network via the A361 North Devon Link Road remains important and is considered in decisions on managing traffic on the

A361. Improvements to parking capacity are being developed for Tiverton parkway to increase long stay capacity for onward travel on the strategic rail network.

6.6 Improvements to Walking and Cycle Links

6.6.1 Improvements to walking and cycling links are vital to the access strategy for new development and to the general transport strategy for the town. This is because high quality walking and cycling links enable people to make shorter trips by these, more sustainable modes of travel. In turn, this reduces congestion and creates a healthier population, helping to reduce the incidences of disease related to lack of physical activity.

6.6.2 In conjunction with new facilities with developments, the plan below shows potential walking and cycling links, which look to improve connectivity between the new residential developments to the west and the employment land to the north. The allocated green space to the south of the town has two routes proposed serving the new and existing residential areas to encourage recreational use.

Figure 7: Walking and cycling potential route enhancements

7. Conclusions

7.1.1 This report has identified the transport infrastructure required to successfully realise the proposed strategic developments in South Molton.

7.1.2 Road infrastructure, walking and cycling infrastructure and public transport requirements have been considered and strategies of how to provide for all of these modes have been identified.

7.1.3 In particular, the requirement of the western relief road has been identified, in addition to supplementary traffic relief options. It is anticipated that, notwithstanding delivery issues that may arise in future, these will be provided in a phased manner alongside development, throughout and potentially beyond the plan period to 2031. Any delivery and phasing programme will clearly need to take account of funding availability over time.

Appendix I – Located pictures of current road layouts

4 6 5 2&3 1

7 8

1. Existing road along Hacche Lane proposed to become cycling and pedestrian footpath. Very little car use as dead end however there are property access located on this road.

2. Road access changing to cycle and pedestrianized section along Hacche Lane. Entrance to property located to the right.

3. Existing designated footpath and pedestrian only section of Hacche Lane

4. Proposed cycle and pedestrian route into the Pathfields business plan

5. Existing on road cycle paths through pathfields business park

6. Roundabout at the main access route into the pathfields extension from the eastern direction.

7. Proposed cut through for orbital footpath around residential development

8. Approximate location of proposed road that will be intersected by new orbital road to service the new development and avoid the town centre.

APPENDIX II – Census and TRICS

The tables below indicate how much traffic the strategic development allocation to the north and east of the town is likely to generate. This uses the TRICS database to indicate the likely traffic generation (based on observed data from other developments in the UK) and census data to estimate distribution of traffic (i.e. where it will come from or go to once ‘generated’ by the development).

The assumptions are based upon a development level of 1240 dwellings and 10.8Ha employment space.

Table 1 Residential Trip Rate

TRICS 2013(b)v6.12.1 Trip Rate Parameter: Number of dwellings Dwellings 1240 TRIP RATE for Land Use 03 - RESIDENTIAL/A - HOUSES PRIVATELY OWNED Calculation Factor: 1 DWELLS Count Type: VEHICLES

ARRIVALS DEPARTURES TOTALS No. Ave. Trip No. Ave. Trip No. Ave. Trip Time Range Days DWELLS Rate Days DWELLS Rate Days DWELLS Rate Arrivals Departures 2 -way 07:00-08:00 15 37 0.084 15 37 0.282 15 37 0.366 104 350 454 08:00-09:00 15 37 0.15 15 37 0.369 15 37 0.519 186 458 644 09:00-10:00 15 37 0.148 15 37 0.187 15 37 0.335 184 232 415 10:00-11:00 15 37 0.123 15 37 0.127 15 37 0.25 153 157 310 11:00-12:00 15 37 0.153 15 37 0.152 15 37 0.305 190 188 378 12:00-13:00 15 37 0.146 15 37 0.13 15 37 0.276 181 161 342 13:00-14:00 15 37 0.144 15 37 0.141 15 37 0.285 179 175 353 14:00-15:00 15 37 0.178 15 37 0.194 15 37 0.372 221 241 461

15:00-16:00 15 37 0.25 15 37 0.182 15 37 0.432 310 226 536 16:00-17:00 15 37 0.321 15 37 0.182 15 37 0.503 398 226 624 17:00-18:00 15 37 0.365 15 37 0.16 15 37 0.525 453 198 651 18:00-19:00 15 37 0.244 15 37 0.153 15 37 0.397 303 190 492 Daily Trip Rates: 2.306 2.259 4.565 2859 2801 5661

Table 2 Employment Trip Rate

TRICS 2013(b)v6.12.1 Trip Rate Parameter: Gross floor area

TRIP RATE for Land Use 02 - EMPLOYMENT/F - WAREHOUSING (COMMERCIAL) Calculation Factor: 100 sqm Count Type: VEHICLES

ARRIVALS DEPARTURES TOTALS No. Ave. Trip No. Ave. Trip No. Ave. Trip

Trip rates of 10.8Ha Land Time Range Days GFA Rate Days GFA Rate Days GFA Rate 07:00-07:30 3 84596 0.156 3 84596 0.047 3 84596 0.203 73 07:30-08:00 3 84596 0.479 3 84596 0.096 3 84596 0.575 207 08:00-08:30 3 84596 0.657 3 84596 0.122 3 84596 0.779 280 08:30-09:00 3 84596 0.915 3 84596 0.165 3 84596 1.08 389 09:00-09:30 3 84596 0.419 3 84596 0.091 3 84596 0.51 184 09:30-10:00 3 84596 0.231 3 84596 0.076 3 84596 0.307 111

10:00-10:30 3 84596 0.115 3 84596 0.074 3 84596 0.189 68 10:30-11:00 3 84596 0.097 3 84596 0.083 3 84596 0.18 65 11:00-11:30 3 84596 0.106 3 84596 0.088 3 84596 0.194 70 11:30-12:00 3 84596 0.142 3 84596 0.115 3 84596 0.257 93 12:00-12:30 3 84596 0.129 3 84596 0.236 3 84596 0.365 131 12:30-13:00 3 84596 0.186 3 84596 0.177 3 84596 0.363 131 13:00-13:30 3 84596 0.185 3 84596 0.229 3 84596 0.414 149 13:30-14:00 3 84596 0.219 3 84596 0.149 3 84596 0.368 132 14:00-14:30 3 84596 0.112 3 84596 0.141 3 84596 0.253 91 14:30-15:00 3 84596 0.103 3 84596 0.14 3 84596 0.243 87 15:00-15:30 3 84596 0.093 3 84596 0.167 3 84596 0.26 94 15:30-16:00 3 84596 0.113 3 84596 0.179 3 84596 0.292 105 16:00-16:30 3 84596 0.101 3 84596 0.33 3 84596 0.431 155 16:30-17:00 3 84596 0.156 3 84596 0.47 3 84596 0.626 225 17:00-17:30 3 84596 0.102 3 84596 0.721 3 84596 0.823 296 17:30-18:00 3 84596 0.095 3 84596 0.516 3 84596 0.611 220 18:00-18:30 3 84596 0.07 3 84596 0.345 3 84596 0.415 149 18:30-19:00 3 84596 0.058 3 84596 0.146 3 84596 0.204 73 Daily Trip Rates: 5 5 10 3579

Table 3 Distribution of residential trips:

Live in, Work Out South Molton 2011 TTW Census Data Census destination Census destinations % 12H 2way trips (5661) Destination summarised Barnstaple 29% 1614 A361 W Braunton 1% 71 A361 W Fremington and Westleigh 1% 54 A361 W Ilfracombe 2% 103 A361 W Woolacombe 0% 27 A361 W Bideford 2% 100 A361 W Great Torrington 1% 49 A361 W Northam 0% 15 A361 W 36% 2033 A361 W Total

Tiverton 3% 176 A361 E Tawton 0% 24 A361 E Dulverton 1% 34 A361 E Wellington 0% 15 A361 E 4% 249 A361 E Total

South Molton 36% 2044 South Molton Town

Chumleigh 5% 276 South Exeter and Marsh Barton 2% 95 South North Okehampton 0% 17 South

7% 411 South Total

Little Torrington and Petrockstowe 1% 76 B3227 W

No Fixed Place 15% 838 Dispersed Total

Table 4. Employment trip distribution:

Live out, Work in South Molton 2001 TTW Census Data Census destinations Census destination % 12H 2way trips (3579) Destination summarised Barnstaple 27% 978 A361 W Braunton 3% 111 A361 W Fremington and Westleigh 2% 81 A361 W Ilfracombe 4% 132 A361 W Woolacombe 1% 50 A361 W Bideford 4% 130 A361 W Great Torrington 3% 90 A361 W Northam 2% 69 A361 W Hartland 1% 38 A361 W 47% 1679 A361 W Total

Tiverton 2% 81 A3 61 E Tawton 1% 29 A361 E Cullompton 1% 35 A361 E Dulverton 1% 29 A361 E

5% 174 A35 E Total

East Minehead 0% 12 North Total

Chumleigh 10% 364 Sou th Total

Little Torrington and Petrockstowe 4% 149 B3227 W Ashwater and Black Torrington 1% 24 B3227 W Holsworthy 1% 22 B3227 W 6% 195 B3227 W Total

South Molton 31% 1097 South Molton Town

In summary 9240 (5661+3579) trips will be going to and coming from the development areas over a 12 hour period (07.00-19.00).

29 APENDIX III – Borner’s Bridge Junction Proposed Plan Options