Salisbury Road, Marlborough Outline Planning Application Residential Travel Plan

February 2015

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Document Revisions

No. Details Date

1 Draft January 2015

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Contents

1. Introduction 1 1.1 Purpose 1 1.2 Scope 1 1.3 Structure 1

2. Travel Plans 3 2.1 Purpose 3 2.2 Policy 3 2.2.1 National Planning Policy Framework 3 2.2.2 Planning Practice Guidance: Transport Evidence Bases in Plan Making 5 2.2.3 Wiltshire Core Strategy (Adopted January 2015) 6

3. Site Context 7 3.1 Site description 7 3.1.1 Location 7 3.1.2 Access 7 3.2 Local community facilities and services 8 3.2.1 Introduction 8 3.2.2 Proximity to the Site 9 3.2.3 Leisure 10 3.2.4 Summary 10 3.3 Summary 11

4. Site accessibility 13 4.1 Local road network 13 4.1.1 A346 13 4.1.2 A4 13 4.2 Pedestrian and cycle network 13 4.3 Public transport provision 15 4.3.1 Bus provision 15 4.3.2 Rail provision 17 4.4 Summary 19

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5. Development proposals 21 5.1 Development description 21 5.2 Parking provision 21 5.2.1 Introduction 21 5.2.2 Vehicle parking provision 21 5.2.3 Cycle parking provision 22 5.3 Access and movement 23 5.3.1 Highway authority consultation 23 5.3.2 Site access 23 5.3.3 Internal movement 24 5.4 Summary 24

6. Objectives and targets 27 6.1 Objectives 27 6.2 Targets 27 6.2.1 Introduction 27 6.2.2 Aim-Type Targets 28 6.2.3 Action-Type Targets 28

7. Measures 29 7.1 Smarter choices 29 7.2 Proposed measures 29 7.2.1 Administration 29 7.2.2 Initiatives 30 7.2.3 Physical improvements 33 7.2.4 Marketing and promotion 34

8. Implementation programme 37 8.1 Implementing the Residential Travel Plan (RTP) 37 8.2 Implementation programme 37

9. Monitoring and evaluation 39 9.1 Monitoring strategy 39 9.2 Evaluation strategy 40

10. Securing the Travel Plan 41

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Table 3.1 Suggested acceptable walking distances 9 Table 3.2 Walking distances and journey times from the Site to local community facilities and services 11 Table 4.1 Method of travel to work 14 Table 4.2 Bus services 16 Table 4.3 Bus services from Marlborough High Street to Great Bedwyn 17 Table 4.4 Bus service 22 from Marlborough Business Park stop to Great Bedwyn Station 18 Table 4.5 Train services from Great Bedwyn to London 18 Table 5.1 Vehicle parking standards and provision 21 Table 5.2 Cycle parking standards (C3 dwelling houses and flats) 23 Table 8.1 Implementation Programme 38

No table of figures entries found.

Figure 1.1 Site Location Plan After Page 2 Figure 3.1 Public Rights of Way adjacent to the Site After Page 12 Figure 3.2 Local Community Facilities and Services After Page 12 Figure 4.1 Local Road Network After Page 20 Figure 4.2 Public Rights of Way network After Page 20 Figure 4.3 Audit of MARL30 After Page 20 Figure 4.4 Marlborough Cycle Network After Page 20 Figure 4.5 Local Bus Routes After Page 20 Figure 5.1 Illustrative Masterplan After Page 26 Figure 5.2 Site Access and Toucan Crossing Proposal After Page 26

Appendix A List of contacts

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1. Introduction

1.1 Purpose

The Crown Estate is seeking outline planning permission for up to 220 residential dwellings and a 60 bed hotel on land at Salisbury Road, Marlborough (see Figure 1.1).

Amec Foster Wheeler (Amec) has prepared this Residential Travel Plan (RTP), in addition to a Transport Assessment (TA), as supporting documents to the planning application.

This RTP describes how specific measures to encourage sustainable travel to and from the Site will be applied and how persuasion, publicity, advice and promotion techniques will be deployed to ensure residents understand and take advantage of these measures. The outcome will be to achieve specific targets, agreed in advance by Wiltshire Council, by a given deadline.

1.2 Scope

This RTP has been prepared with reference to Wiltshire Council guidance1 on developing a RTP. The guidance helps developers prepare a RTP that not only meets the needs of their planning obligation but will also satisfy audit by Wiltshire Council.

1.3 Structure

This Travel Plan is structured as follows:

x Chapter 2 summaries the purpose of the RTP and its endorsement through national and local planning policy;

x Chapter 3 describes the location of the Site and its proximity to local community facilities and services;

x Chapter 4 describes the existing accessibility of the Site by all modes of travel;

x Chapter 5 describes the development proposals;

x Chapter 6 describes the objectives and targets for the RTP;

x Chapter 7 identifies measures aimed at influencing travel choice and reducing single occupancy car use;

x Chapter 8 describes a programme for implementing the RTP;

1 http://www.wiltshire.gov.uk/parkingtransportandstreets/smarterchoices/residentialtravelplanguidance.htm

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x Chapter 9 describes the process for monitoring and reviewing the Travel Plan; and

x Chapter 10 describes how the Travel Plan could be secured.

Key

Site location

0 m 500 m

Scale 1:10,000 @ A3

Salisbury Road, Marlborough Travel Plan

Figure 1.1 Site Location Plan

October 2014 31115-Lea77.dwg smitv

Based upon the Ordnance Survey Map with the permission of the Controller of Her Majesty's Stationery Office. © Crown Copyright. 100001776.

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2. Travel Plans

2.1 Purpose

The specific purpose of the Travel Plan, at this stage, is to set out the applicant’s commitment to encouraging sustainable travel behaviour amongst residents and the measures that are considered appropriate to facilitate this aim. With this in mind, it is considered that the Travel Plan will aim to influence travel choice for residents and reduce single occupancy car use.

Whilst this Travel Plan does not exclude single occupancy car use, it aims to promote alternative modes of travel and a range of measures to ensure that information is provided and car use is not automatically the chosen mode for undertaking a journey.

The Travel Plan will be a process requiring monitoring and review as the development becomes occupied. At appropriate stages, a monitoring report will be submitted to the highway authority; the results of which will provide a baseline against which the success of the Travel Plan will be measured.

It is the long term aim that the measures within this Travel Plan become part of the ethos of the Site; one where residents often choose more sustainable travel modes over single occupancy vehicle use.

It is envisaged that this Travel Plan will become a condition on any planning permission or obligation included in a Section 106 (S106) agreement. S106 refers to Section 106 of the Town and Country Planning Act 1990 which allows a local planning authority to enter into a legally-binding agreement or planning obligation with a land developer over a related issue

2.2 Policy

2.2.1 National Planning Policy Framework

The March 2012 Department for Communities and Local Government publication National Planning Policy Framework (NPPF):

‘sets out the Government’s planning policies for England and how these are expected to be applied. It sets out the Government’s requirements for the planning system only to the extent that it is relevant, proportionate and necessary to do so. It provides a framework within which local people and their accountable councils can produce their own distinctive local and neighbourhood plans, which reflect the needs and priorities of their communities.’2

2 NPFF, 2012, paragraph 1

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At the heart of the NPPF is a presumption in favour of sustainable development which can, in part, be delivered by promoting sustainable transport.

One of the core land-use planning principles, underpinning plan-making and decision-taking, is that planning should ‘actively manage patterns of growth to make the fullest possible use of public transport, walking and cycling, and focus significant development in locations which are or can be made sustainable.’3

In preparing Local Plans, the NPPF states that ‘...local planning authorities should...support a pattern of development which, where reasonable to do so, facilitates the use of sustainable modes of transport.’4 In particular, Plans and decisions should take account of whether:

x 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;

x Safe and suitable access to the Site can be achieved for all people; and

x Improvements can be undertaken within the transport network that 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.5

The NPPF states that developments should be located and designed where practical to:

x Accommodate the efficient delivery of goods and supplies;

x Give priority to pedestrian and cycle movements, and have access to high quality public transport facilities;

x Create safe and secure layouts which minimise conflicts between traffic and cyclists or pedestrians, avoiding street clutter and where appropriate establishing home zones;

x Incorporate facilities for charging plug-in and other ultra-low emission vehicles; and

x Consider the needs of people with disabilities by all modes of transport 6

3 NPPF, 2012, page 6 4 NPPF, 2012, paragraph 30. 5 NPPF, 2012, paragraph 32 6 NPPF, 2012, page 35

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Travel Plans are a key tool in facilitating these requirements and for protecting and exploiting opportunities for the use of sustainable transport modes for the movement of people7. The NPPF describes a Travel Plan as being a long- term management strategy for a site which seeks to deliver sustainable transport objectives through action and is articulated in a document that is regularly reviewed8.

2.2.2 Planning Practice Guidance: Transport Evidence Bases in Plan Making

Guidance on Transport Assessment was archived in October 2014 and has been superseded by the Planning Practice Guidance (PPG) document Transport evidence bases in plan making; guidance that has been developed to help local planning authorities assess strategic transport needs to reflect and, where appropriate, mitigate these in their Local Plan. In addition, the PPG document Travel plans, transport assessments and statements in decision- taking should also be referred to.

These PPG documents are less prescriptive than Guidance on Transport Assessment and aim to provide a more interpretive approach to considering the wider impacts that transport has on local communities in terms of aspects such as design, carbon emissions, climate impacts, health and wellbeing. Travel Plans, TAs and Transport Statements (TSs) can be beneficial in positively supporting higher levels of walking and cycling, which in turn can encourage greater social inclusion, community cohesion and healthier communities.

PPG supports national planning policy which sets out how planning should actively manage patterns of growth in order to make the fullest possible use of public transport, walking and cycling and focus significant development in locations which are, or can be, made sustainable.

PPG sets out that TAs and TSs are to be used to establish whether the residual transport impacts of a proposed development (prior to measures identified through a Travel Plan) are likely to be ‘severe’, which may be a reason for refusal in accordance with the NPPF. Severity is not quantified and therefore needs to be interpreted on a case by case basis, taking into account local factors and conditions.

The principles for the preparation of Travel Plans, TAs and TSs remain. They should be:

x Proportionate to the size and scope of the proposed development to which they relate and tailored to particular local circumstances; x Established at the earliest possible stage of a development proposal; x Brought forward through collaborative ongoing working between relevant parties (including local planning and highway authorities); and x Aimed at improving road safety and reducing the need for new development to increase existing road capacity or provide new roads.

7 NPPF, 2012, paragraph 36 8 NPPF, 2012, page 57

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Travel Plans, TAs and TSs should also aim to lessen traffic generation and its detrimental impacts in order to reduce carbon emissions and climate impacts. They should aim to create accessible, connected, inclusive communities that can help improve health outcomes and quality of life for local communities.

2.2.3 Wiltshire Core Strategy (Adopted January 2015)

Core Policy 61: Transport and New Development of the Wiltshire Core Strategy (the Core Strategy) states that new development should be located and designed to reduce the need to travel, particularly by private car, and to encourage the use of sustainable transport alternatives. Where appropriate, contributions will also be sought towards sustainable transport improvements and travel plans will be required to encourage the use of sustainable transport alternatives.

Core Policy 64: Demand Management of the Core Strategy sates that demand management measures will be promoted, where appropriate, to reduce the reliance on the car and to encourage the use of sustainable transport alternatives. Demand management measures include appropriate smarter choice measures (e.g. travel plans, personalised travel planning, car sharing and information and marketing campaigns) that will be developed to influence people’s travel behaviour towards more sustainable travel options.

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3. Site Context

3.1 Site description

3.1.1 Location

The Site is located to the south of Marlborough; approximately 700m from the town centre. The A346 Salisbury Road bounds the Site to the east and a disused railway bounds the Site to the west. Agricultural land bounds the Site to the south and Upper Church Fields and Cherry Orchard residential dwellings abut the northern site boundary (see Figure 1.1).

3.1.2 Access

There is no vehicular access to the Site at present. It is proposed that access will be achieved by providing a fourth arm off the A346 Salisbury Road/Blenheim Road roundabout, opposite the Blenheim Road arm (see the photo below).

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A Public Right of Way (PRoW), footpath MARL30, runs north/south through the centre of the Site. MARL30 enables access to the town centre, schools and health facilities, to the north, and open countryside and footpath SAVE6 to the south (see Figure 3.1).

Unauthorised access from the Site, on foot and by bicycle, is also achievable on the desire line towards Tesco and the neighbouring residential area off Cherry Orchard.

3.2 Local community facilities and services

3.2.1 Introduction

Approximately 80% of walk journeys and walk stages in urban areas are less than one mile (1.6km). The average length of a walk journey is 1km (0.6 miles).9

9 Guidelines for Providing for Journeys on Foot, 2000, paragraph 3.30.

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The average length for cycling is 4km (2.4 miles), although journeys of up to three times these distances are not uncommon for regular commuters. 10 Indeed, Local Transport Note 2/08: Cycle Infrastructure Design states that ‘…for commuter journeys, a trip distance of over five miles is not uncommon.’11

Table 3.1 below summarises the desirable, acceptable and preferred maximum walking distances to local community facilities and services. The distances within the table will be referred to within this chapter as a guide to assessing accessibility.

Table 3.1 Suggested acceptable walking distances

Local community facilities/services

Town centres Commuting/School Other trip attractors

Desirable 200m 500m 400m

Acceptable 400m 1,000m (1km) 800m

Preferred maximum 800m 2,000m (2km) 1,200m (1.2km)

Source: IHT12 (2000). Guidelines for Providing for Journeys on Foot. IHT: London.

3.2.2 Proximity to the Site

Introduction

As highlighted in the NPPF, the location and proximity to local community facilities and services is a key element in achieving sustainable development.

The proximity of the Site to local community facilities and services is described, by land use, below and illustrated in Figure 3.2.

Schools

The nearest school to the Site is St John’s. MARL30 enables the school to be accessed from the Site by foot; with the school gates located approximately 100m from the northern site boundary.

St Mary’s Infant School and St Peter’s Junior School are situated approximately 450m and 690m north of the Site, respectively. In addition, Marlborough College is located approximately 980m from the Site at the southwestern edge of the town centre.

10 LTN 1/04: Policy, Planning and Design for Walking and Cycling, 2004, paragraph 3.10.3. 11 LTN 2/08, 2008, paragraph 1.5.1. 12 Now the Chartered Institution of Highways & Transportation.

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With reference to Table 3.1, it is evident that each school lies within acceptable walking distances of the Site.

Health facilities

The nearest surgery to the Site is Marlborough Surgery, which is located off George Lane; approximately 550m to the north of the Site. The surgery is considered to be an acceptable walking distance from the Site, taking an approximate walk time of 7 minutes via MARL30.

Savernake Community Hospital is located off the A4 London Road, to the east of Marlborough, approximately 1km from the Site. The hospital can be accessed by all modes of travel. The walking distance to which is within the preferred maximum walk distance shown in Table 3.1, taking an approximate walk time of 12 minutes.

In addition, Savernake Forest Dental Practice is located within Marlborough Business Park; approximately 120m from the Site. This is considered well within desirable walking distance and would take an approximate walk time of 1 minute.

Employment, industrial and retail land uses

Marlborough is an archetypical English market town with a prominent retail centre located along the A4 High Street. The High Street also accommodates a street market three times a week and Marlborough Library. Located approximately 800m north of the Site, the High Street lies within the preferred maximum walking distance to a town centre, with the most direct access from the Site taken via MARL30. The town centre is served by 11 bus services that can be caught from two stops located either end of the High Street.

Marlborough Business Park is located to the east of the Site and adjacent to the A346 Salisbury Road. Marlborough Business Park accommodates high quality office, retail and industrial units, with the most prominent occupier being Tesco; serving local needs in an employment and local amenity capacity.

3.2.3 Leisure

Marlborough Leisure Centre is located approximately 1.2km northwest of the Site and can be accessed on foot from the Site via MARL30 and the High Street.

3.2.4 Summary

Table 3.2 summarises the distance of local community facilities and services from the Site and the approximate journey times based on an average walking speed of 1.4m/s; which equates to approximately 400m in five minutes or 3mph.13

13 Guidelines for Providing for Journeys on Foot, 2000, paragraph 3.30.

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Table 3.2 Walking distances and journey times from the Site to local community facilities and services

Local community facilities/services Distance (m) Approximate walking time at 1.4m/s

Schools St John’s 100m 1 minute St Mary’s Infant School 450m 5 minutes St Peter’s Junior School 690m 8 minutes Marlborough College 980m 12 minutes Health facilities Marlborough Surgery 550m 7 minutes Savernake Community Hospital 1,000m (1km) 12 minutes Savernake Forest Dental Practice 120m 1 minute Employment, industrial and retail land uses Town centre 800m 10 minutes Marlborough Business Park 50m 30 seconds Leisure Marlborough Leisure Centre 1,200m (1.2km) 14 minutes

As this chapter and Table 3.2 demonstrates, a range of local community facilities and services are accessible from the Site by foot.

3.3 Summary

The Site occupies a prominent and strategic position fronting the A346 Salisbury Road, just a 10 minute walk south of Marlborough town centre, off which vehicular access is proposed.

The proximity of the Site the neighbouring residential area to the north enables integration with an established community; access from the Site to which would be significantly enhanced via footpath MARL30 that also links the Site with the town centre.

Indeed, the Site benefits from its proximity to a range of local community facilities and services, including the town centre; all of which are accessible from the Site by foot and well within the average distance (i.e. 4km) for journeys made by bicycle.

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200 m 100 m Scale 1:4000 @ A3 Site survey boundary Footpaths November 2014 0 m 31115-Lea54a.dwg smitv Travel Plan adjacent to the Site Salisbury Road, Marlborough Figure 3.1 Public Rights of Way Key C

48 Recycling Centre

Path (um)

Camping and Caravan Park 1.22m FF 1.22m

SAVE14 ROAD

2 4 1 ESS

12 BLENHEIM 38

10 9 Hertford Court Hertford

7 7

8 Bdy ED 8

51 5 4 WOODSTOCK COURT WOODSTOCK

3 ROAD HERTFORD 6

Glympton Court Glympton

2 2

52 52

3 1 El Sub Sta SAVE6 Path (um)

Council Depot Council Depot 1 Park Business

Marlborough Salisbury Road Lodge Def

SALISBURY HILL 142.6m

Def 146.8m

Path (um)

ad (A346)

o MARL30

56 1.22m FF 1.22m

54 El Sub Sta

49 CHERRY ORCHARD CHERRY

59 60 Bardon Hill House

39 LB Carlequin House

Postern House

Pumping Station

23 Track 28

1 RH 0.91m UPPER CHURCH FIELDS CHURCH UPPER

Track 12 Corners Old Bowling Green

ORCHARD ROAD Three

Highlands 13

8 Nigella Red Gables

Adult Training Centre

Buddleia 6

Def

16 Sta Sub El 100001776.

Innerleith

0.91m RH 0.91m 1

17 to 20 Forest View

El Sub Sta Railway Dismantled

Bungalow 61 Def

21 to 26 The

60 59

ESS

56 DUCKS MEADOW DUCKS

St John's 25 (Secondary) School and

7 Community College 0.91m RH 0.91m 20 Pantawick

MARL36

38 Bdy ED

1 LOWER CHURCH FIELDS CHURCH LOWER

44 Hillside MARL32

Green Meadows

Playing Fields Path (um)

0.91m RH 0.91m Hall

Und 128.8m

46 Def B 3052 B Sub Sta El Weir

BM 129.34m BM

GRANHAM CLOSE GRANHAM Track Court Castle Based upon the Ordnance Survey Map with permission of Controller Her Majesty's Stationery Office. © Crown Copyright.

500 m Scale 1:10,000 @ A3 4. St Mary's Infant School 2. St John's School 5.6. St Mary's Church St Thomas Moore 8. St Georges Church 9. Tesco Site boundary Cycle routes Strategic bus stops (without shelter) Strategic bus stops (with shelter) Schools and Colleges: 3. St Peter's Junior School Community building/library 7. St Peter's Church Health: Footpaths Leisure and Parks Marlborough Doctors Surgery Marlborough Community Hospital PoW: Retail: 1. Marlborough College 10. Business Park 11. Dentist 12. Doctors September 2014 0 m 31115-Lea68.dwg bernb BS BS Travel Plan Services Salisbury Road, Marlborough Figure 3.2 Local Community Facilities and Key

Toward Great Bedwyn

Toward Ramsbury BS BS 10 12 BS 11 9 BS BS BS BS 6

400m

200m 800m BS 3 100001776. 5 4 2 BS BS BS BS 7 1

Toward Royal Wooton Bassett 8

Toward Avebury Based upon the Ordnance Survey Map with permission of Controller Her Majesty's Stationery Office. © Crown Copyright.

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4. Site accessibility

4.1 Local road network

4.1.1 A346

The A346 is a single carriageway road that runs through Marlborough, connecting Swindon and the M4 motorway to the north with Burbage and Salisbury to the south.

Salisbury Road runs directly past the eastern boundary of the Site, with Tesco and Marlborough Business Park located on the opposite side of the carriageway. Tesco and Marlborough Business Park are accessed via a three arm roundabout comprising Salisbury Road (northern arm), Blenheim Road and Salisbury Road (southern arm).

Salisbury Road is subject to a 30mph speed limit in the vicinity of the roundabout. The national speed limit then applies approximately 100m south of the roundabout, denoting the entry/exit point for the town on this road.

The A346 also forms one arm of a three arm roundabout with the A4 London Road and A4 High Street.

4.1.2 A4

The London to Bath road (A4) is a strategic road located to the north of the Site connecting London and Hungerford, to the east, with Calne and Bath, to the west and forms the High Street of Marlborough.

The A4 links with Salisbury Road (A346) at the roundabout with the B3052 George Lane, approximately 500m north of the Blenheim Road roundabout.

4.2 Pedestrian and cycle network

The PRoWs in the vicinity of the Site comprise SAVE14, MARL32 and MARL30 (see Figure 4.2); the latter of which routes through the heart of the Site enabling direct access to key destinations such as St John’s and the town centre.

MARL30, between the Site and the town centre, varies in quality and provision. As illustrated in the pedestrian audit (see Figure 4.3), some sections are unsurfaced and are unlit, whereas other sections are surfaced, overlooked by residential dwellings and include a pedestrian crossing; located on the B3052 George Lane.

The Site is located conveniently at a point whereby key destinations, as has been described in Chapter 3, are within acceptable walking distances, but where a link between the town centre and local schools, via MARL30, and Tesco is absent. This is the primary route that pedestrians and cyclists would use to access these key destinations and, as a result of development, providing a connection through the Site to link MARL30 with those pedestrian and cycle routes located on the eastern side of the A346 Salisbury Road is achievable.

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Furthermore, connecting MARL30 with existing provision would complete the pedestrian and cycle network in the south of the town, linking the Site with neighbouring residential areas, and ensure safe and convenient access to key local destinations for pedestrians and cyclists, without the need for them to route along the A346 Salisbury Road; where the footway is narrow, unattractive and crossing facilities are absent.

To minimise the need to travel, reduce car use, ease pressure on roads and car parking the most accessible sites should be favoured in line with local and national sustainable development planning principles. Such sites have the greatest potential to encourage bus, cycle and walking alternatives responding directly to local concerns about traffic.

Due to its compact nature and range of services, Marlborough, like many market towns, shows a high percentage of journeys to work made by sustainable modes of travel; particularly journeys made on foot (see Table 4.1).

Table 4.1 Method of travel to work

Mode of travel % residents in employment

Marlborough Marlborough Average for Wiltshire West ward East ward Marlborough (West + East wards)

Work Mainly at or From Home 10 8 9 7

Underground, Metro, Light Rail, Tram 0 0 0 0

Train 2 1 2 3

Bus, Minibus or Coach 1 2 2 3

Taxi 0 0 0 0

Motorcycle, Scooter or Moped 0 1 0 1

Driving a Car or Van 53 57 55 65

Passenger in a Car or Van 3 5 4 5

Bicycle 2 2 2 3

On Foot 26 24 25 13

Other Method of Travel to Work 1 0 1 1

TOTAL 100 100 100 100

Source: 2011 Census

As Table 4.1 shows, a quarter of Marlborough residents in employment walk to work. This is significantly higher than for journeys made in Wiltshire, where 13% of residents walk to work. In addition, a further 10% of Marlborough residents in employment travel to work by other sustainable modes, including car sharing.

Marlborough is well connected to national and local cycle networks (see Figure 4.4). National Cycle Network (NCN) 403 bisects Marlborough, running through residential streets and recreational areas from Savernake

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Hospital to the east, past Marlborough College and onto Avebury in the west. NCN 403 is accessible 300m north of the Site where it can be accessed from the A346 Salisbury Road as it routes west along Isbury Road.

NCN 254 (Wiltshire Cycleway) runs through the northern part of Marlborough across the River Og at Poulton Hill to the eastern edge of the High Street until it heads north along Free’s Avenue past Marlborough Common towards Royal Wotton Bassett.

Wiltshire Cycleway is 160 miles (255kms) long and has been designed to be cycled in an anti-clockwise direction. The route can be shortened by using cross county routes along The Kennet and Avon Canal, through the Vale of Pewsey or down the Wylye Valley.

The Wiltshire Cycleway can be accessed from the Site at Kinsbury Street approximately 800m to the north off Marlborough High Street. The route also links to Sustrans NCN 482 and the South West Historical National Byway.

NCN 482 follows the Chiseldon to Marlborough railway path to provide an alternative route through the North Wessex Downs, south of Swindon.

4.3 Public transport provision

4.3.1 Bus provision

The Site is served by four bus services (19, 21, 22 and 80) that operate along the A346 Salisbury Road (see Figure 4.5).

The 1999 Institution of Highways & Transportation14 (IHT) publication, Guidelines for Planning for Public Transport in Developments, suggests that ‘the maximum walking distance to a bus stop should not exceed 400m...15’. The bus stops are located either side of the A346 Salisbury Road; less than 100m from the proposed Site access and are in the form of bus shelters (with timetables).

There are three more stops along the route towards the centre of Marlborough, including the High Street, where onward travel to Swindon is achievable. The frequency of each service is summarised in Table 4.2.

14 Now the Chartered Institution of Highways & Transportation. 15 Guidelines for Planning for Public Transport in Developments, 1999, page 11.

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Table 4.2 Bus services

Service Route Operator Services per day No.

Monday to Friday Saturday Sunday

06:00-09:00 09:00-17:00 17:00-20:00 hours hours hours

19* Pewsey – Thamesdown 0 2 0 0 0 Marlborough Transport Marlborough – Pewsey (Wednesday only)

21* Bedwyn Railway 0 4 1 0 0 Station – Marlborough Marlborough – Bedwyn (Infrequent weekday service)

22 Marlborough – Great 2 2 1 3 0 Bedwyn – Hungerford Hungerford – Great Bedwyn – Marlborough

80 Swindon – Stagecoach 6 12 3 16 0 Marlborough – Tidworth – Ludgershall Ludgershall – Tidworth – Marlborough – Swindon

Source: Traveline South West Service 80 provides a regular service to the Site along the A346 Salisbury Road, linking to St John’s and Marlborough High Street where onward travel to Swindon is achievable.

Services 19 and 21 provide additional services, with service 21 operating five times each weekday and service 19 operating twice every Wednesday.

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4.3.2 Rail provision

Great Bedwyn

Great Bedwyn Station is located approximately 10 miles from Marlborough to the southeast, where links to the surrounding region as well as a connection to London is achievable. The station is accessed via Forest Hill Road which connects to the A4 and Marlborough to the west.

Four bus services connect Marlborough to Great Bedwyn; three of which are dedicated routes. The X20, 20 and 21 bus services operate between Marlborough and Great Bedwyn, with an hourly service Monday –Saturday from 07:07-19:47hrs.

As mentioned above, Marlborough High Street is connected to the Site by three bus services. Service 22 can be caught via bus stops adjacent to Marlborough Business Park. The service runs along the A346 Salisbury Road to Great Bedwyn, via Burbage and Wilton.

There are regular services to London Paddington with two trains per hour from 05:55 Monday-Friday and every hour on weekends reaching the destination in just over an hour on the high speed Reading to Taunton line.

Tables 4.3 and 4.4 show the bus timetables from Marlborough High Street to Great Bedwyn and Table 4.5 shows the train timetable for onward travel to London. A park and ride option is available with 11 car park spaces provided within the station, offering 24hr parking 7 days a week.

Table 4.3 Bus services from Marlborough High Street to Great Bedwyn

Bus Route Approximate one-way frequency of service service

Monday-Friday Saturday Sunday

X20,20, Marlborough High St – 1st departing bus: 0705 1st departing bus: N/A 21,22 Great Bedwyn Last bus: 1920 0705 Frequency: 1ph Last bus: 1815 Frequency: 1ph

Source: Wiltshire Council and Traveline SW

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Table 4.4 Bus service 22 from Marlborough Business Park stop to Great Bedwyn Station

Bus Route Approximate one-way frequency of service service

Monday-Friday Saturday Sunday

22 Marlborough Business 1st departing bus: 1103 1st departing bus: N/A Park, Cadley, Burbage, Last bus: 1924 0706 East Grafton, Wilton, Great Last bus: 1258 Bedwyn (Main stops) Frequency: 1103, 1258, 1924 Frequency: 0706, 0806, 1258

Source: Wiltshire Council and Traveline SW

Table 4.5 Train services from Great Bedwyn to London

Service Route Approximate one-way frequency of service

Monday-Friday Saturday Sunday

Great G.Bedwyn, Hungerford, 1st departing bus: 0555 1st departing bus: 1st departing bus: 0605 Bedwyn – Newbury, Reading, Last bus: 2300 0605 Last bus: 2300 London Paddington Last bus: 2300 Paddington Frequency: 2 ph Frequency: 1ph Frequency: 1ph

Source:The Trainline

Pewsey

Pewsey Railway Station is located approximately 8.5km to the southwest of the Site. The station is served by First Great Western Trains, providing travel to and from the West Country including high speed services to London Paddington on the Reading-Taunton Line.

The station can be accessed from the Site along the A345, via the B3052 George Lane. With a 77 space, 24 hour car park, Pewsey Railway Station is able to offer a park and ride service.

Regular high speed rail services to London Paddington mean that Pewsey Railway Station is a popular choice for commuters. Pewsey Railway Station is regarded as a sustainable travel option for Marlborough, with high speed links to London Paddington every 45 minutes (approximately) connecting with London in just over an hour.

Bus services from the Site to Pewsey Railway Station are limited at present, although services are available from Marlborough town centre which, as is described in Chapter 3, is well accessible by foot from the Site.

Draft - See Disclaimer 19

4.4 Summary

This chapter has demonstrated that the Site is connected to a comprehensive network of PRoWs and cycle routes; enabling direct access to the town centre and to the local community facilities and services described in Chapter 3.

Connecting footpath MARL30 with existing provision would complete the existing pedestrian and cycle network in the south of the town, ensuring that pedestrians and cyclists could access key destinations without the need to route along the A346 Salisbury Road. Catering for pedestrians and cyclists is crucial, particularly given that a quarter of Marlborough residents in employment walk to work.

The Site lies within recommended walk distance to bus stops located on the A346 Salisbury Road that provide access to Marlborough town centre and to destinations further afield, including Pewsey and Great Bedwyn railway stations.

The Site is clearly well-connected by all modes of travel and where opportunities exist to access local community facilities and services by modes of travel other than the private car which, in line with the NPPF, enhances the sustainable credentials of the Site. It also means that any enhancements proposed by the scheme will be more sustainable in the long term, given that they would strengthen existing facilities rather than seek to introduce and sustain new services.

As will be described in Chapter 5, the development proposal will provide the opportunity to create an improved environment for pedestrians and cyclists by promoting improvements to MARL30 and creating a crossing facility on the A346 Salisbury Road to enable connectivity with Marlborough Business Park, Tesco and the highway authority promoted cycleway. These routes are key to walking and cycle connectivity.

In summary, it considered that the Site is excellently location to be accessed by modes of travel other than the private car and presents an opportunity to improve existing pedestrian and cycle provision. Furthermore, the proposed development is in line with current national guidance, whereby ‘…developments should be located and designed where practical to…give priority to pedestrian and cycle movements, and have access to high quality public transport facilities...;16, as the Site enables the use of sustainable transport modes in the locality to be maximised. Indeed, as the Smarter Choices Strategy states, ‘…encouraging new developments in accessible locations allows a better uptake of sustainable transport modes.’17

16 NPPF, 2012, paragraph 35. 17 Smarter Choices Strategy, 2014, paragraph 3.12.

Draft - See Disclaimer 20

Key

To Swindon Site boundary

A roads

B roads

A346

A4 New Road A346 Barn Street

A4 High Street A4

A4 To Calne A346 A4 London Road

A345 A396 Salisbury Road

A4 To Newbury

B3052 George Lane

0 km 1.5 km

A346 Scale 1:25,000 @ A3

Salisbury Road, Marlborough Travel Plan

A345 Figure 4.1 Local Road Network

To Pewsey To Burbage

November 2014 31115-Lea49a.dwg smitv

Contains Ordnance Survey data © Crown Copyright and database right (2014)

Key

Site survey boundary

Footpaths

Bridleway

MARL5

MARL6 MARL30 MARL24

MARL28 To High Street MARL22

MARL23 MARL24 MARL24

SAVE15 MARL44 MARL32 SAVE15 SAVE1

To Forest Hill SAVE14

MARL34 MARL33

MARL35 MARL36 MARL30

0 m 400 m

Scale 1:7500 @ A3

SAVE6 Salisbury Road, Marlborough Travel Plan SAVE4 Figure 4.2 SAVE3 Public Rights of Way Network

To Pewsey

November 2014 31115-Lea52a.dwg smitv

Based upon the Ordnance Survey Map with the permission of the Controller of Her Majesty's Stationery Office. © Crown Copyright. 100001776.

Route length: 695m St John's School and Community College St Mary's C of E Infant School St Peter's Junior School Proposed site boundary Pedestrian/cycle access into site Marlborough High Street Marlborough College Convenience store Food superstore October 2014 31115-Lea73.dwg simma A number of improvements are required to very attractive. The route between the proposed site and to/from the site by sustainable modes of travel The locations of potential upgrades are existing footpath/footway making journeys ensure that pedestrians and cyclists feel safe and comfortable when traveling this route. annotated on this figure and range from shared crossing points on road humps, installation of steps and wheeling ramp, new lighting to aid personal security and improved signage between the site and High Street. Potential improvements: Marlborough High Street benefits from an Pedestrian/Cycle Route Audit of PRN MARL30 Key Travel Plan Salisbury Road, Marlborough (Site to town centre) Figure 4.3 footway/cycle lane to tie unsegregated shared used into proposed site Installation of x

Potential improvements:

A4 London Road London A4 Salisbury Hill Salisbury signage to High Street crossing on road hump personal security New lighting - promote Installation of shared use Installation of route x x x

Potential improvements: A346 Salisbury Road Salisbury A346 personal security Upgrade of route signage Footway surface dressing New lighting - promote x x x

Potential improvements:

Street

New Barn Street Barn

George Lane George A346 wheeling ramps for where possible footway/cycle lane Widening of footway cyclists personal security installation of steps and unsegregated shared used New lighting - promote Footway may require Installation of x x x x Potential improvements: High Street

Entec UK Ltd. AL100001776. A4 where possible where possible from High Street Widening of footway Widening of footway footway/cycle lane footway/cycle lane personal security personal security personal security personal security unsegregated shared used paving and dropped kerbs unsegregated shared used Upgrade of route signage Footway surface dressing New lighting - promote Footway surface dressing New lighting - promote Footway surface dressing New lighting - promote New lighting - promote Improved route signage Installation of Installation of tactile Installation of x x x x x x x x x x x x x x Potential improvements: Potential improvements: Potential improvements: Potential improvements: Potential improvements: Potential improvements: Based upon the Ordnance Survey Map with permission of Controller Her Majesty's Stationery Office. © Crown Copyright.

500 m Scale 1:10,000 @ A3 Access point Wiltshire Cycleway (NCN 254) Site boundary NCN route 403 NCN route 482 Local Cycle Route September 2014 0 m 31115-Lea55.dwg bernb Travel Plan Salisbury Road, Marlborough Figure 4.4 Marlborough Cycle Network Source: SUSTRANS and Wiltshire Council Key

Toward Great Bedwyn

Toward Ramsbury 100001776.

Toward Royal Wooton Bassett

Toward Avebury Based upon the Ordnance Survey Map with permission of Controller Her Majesty's Stationery Office. © Crown Copyright.

Key To Swindon Site boundary

Marlborough High Street Services 95 70 Bus 19.22

A total of 13 services, which include To Swindon Bus 95.96 the following: x X76 - Calne, Melksham and Bath Local services 48 National services 217 Bus 20.21 x 19,21 - Burbage, Pewsey x National Express to Trowbridge, x 20,22 - Bedwyn, Hungerford Frome, Heathrow, London, Poole, Bus 48 x 217 - St Margarets Mead, Rogers Birmingham and Halifax Meadow Bus 217 Regional Services

x 48 - Swindon via Aldbourne Bus 70.80.X19 x 70,95 - Swindon via Chiseldon x X2 - Newbury x 96 - Swindon via Avebury BS Bus c2w.X44.X76 x X44 - Devizes x c2w - Avebury, Calne, Devizes BS

BS Strategic bus stops (without shelter) BS BS BS BS BS 20 21 c2W,x44,x76 To Bedwyn/Hungerford 70 To :Avebury/ BS 96 BS 217 Strategic bus stops (with shelter) Swindon, BS Devizes/ BS Calne

BS BS

95 96

80 To Pewsey/Salisbury To Burbage/Hugerford/ 19 Andover/Pewsey 22

0 m 400 m

Scale 1:7500 @ A3

Salisbury Road, Marlborough Travel Plan

Figure 4.5 Local Bus routes

September 2014 31115-Lea65.dwg smitv

Contains Ordnance Survey data © Crown Copyright and database right (2014)

Draft - See Disclaimer 21

5. Development proposals

5.1 Development description

The following two development options on land at Salisbury Road, Marlborough were previously considered:

x Option 1: 180 residential dwellings; and

x Option 2: 220 residential dwellings + 60 bed hotel.

Following on from consultation events with the public and stakeholders, The Crown Estate is seeking outline planning permission for up to 220 residential dwellings and a 60 bed hotel. An illustrative masterplan for the development is shown in Figure 5.1.

It is proposed that construction would commence in 2016 and be completed in 2020, with between 40 and 60 dwellings being built each year. It is assumed that the hotel will be open by 2018.

5.2 Parking provision

5.2.1 Introduction

It is the intention of the applicant that vehicle and cycle parking within the development will accord with the following standards.

5.2.2 Vehicle parking provision

LTP3 includes a car parking strategy for Wiltshire. The Wiltshire Local Transport Plan 2011-2026: Car Parking Strategy, March 201118 identifies minimum parking standards for residential development across Wiltshire. These standards, which are based on parking allocated to individual dwellings, are replicated in Table 5.1.

Table 5.1 Vehicle parking standards and provision

Bedrooms Minimum spaces (per dwelling)

1 1

2 to 3 2

4+ 3

Visitor parking 0.2 (unallocated)

Source: Wiltshire Local Transport Plan 2011-2026: Car Parking Strategy, March 2011

18 Wiltshire Council, 2011, page 27.

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Policy PS6 (Residential parking standards) of the car parking strategy and Core Strategy Core Policy 64 set out the presumption that unallocated communal parking will be included in the majority of new residential developments. To allow sufficient flexibility, this will be negotiated on a case-by-case basis with the aim of reflecting local circumstances and need.

Policy PS6 (Residential parking standards) states that the provision of car parking associated with well designed new residential development will be determined in accordance with an approach which takes account of:

x Dwelling size; and

x The appropriate mix of parking types (e.g. unallocated, on-street, visitor etc.).

A set of minimum parking standards for residential development (based on allocated parking) has been developed to provide a basis for this approach. In determining the appropriate mix of parking types, the presumption will be that unallocated communal parking will be included in the majority of new residential developments.

Reduced residential parking requirements will be considered in the following circumstances:

x Where there are significant urban design or heritage issues;

x Where parking demand is likely to be low; and

x Where any parking overspill can be controlled.

Parking standards have been anticipated and can be detailed at the reserved matters stage. Further control could be secured through planning conditions if necessary.

5.2.3 Cycle parking provision

LTP3 includes a cycle parking strategy for Wiltshire. The Wiltshire Local Transport Plan 2011-2026: Cycling Strategy, March 201419 identifies minimum parking standards for residential development across Wiltshire.

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 and where cycle parking is provided in a garage, this should be provided in addition to space for car parking.

The cycle parking standards are replicated in Table 5.2.

19 Wiltshire Council, 2011, page 27.

Draft - See Disclaimer 23

Table 5.2 Cycle parking standards (C3 dwelling houses and flats)

Area Minimum cycle parking standards

All areas 1 covered space per bedroom for up to 3 bedroom dwellings

3 covered spaces per unit for 4 bedroom dwellings

4 covered spaces per unit for 5 bedroom dwellings, (etc.)

+ 1 visitor space per 20 bedrooms

5.3 Access and movement

5.3.1 Highway authority consultation

The highway authority has indicated that for the scale of development proposed, a single point of access is acceptable, provided that internal loop road arrangements are provided within the layout. The development would also need to be designed with a layout that encourages permeability for all pedestrians, cyclists and vehicles, including use by emergency vehicles.

5.3.2 Site access

It is proposed that a new arm will be constructed off the A346 Salisbury Road/Blenheim Road roundabout in order to serve the Site (see Figure 5.2).

In addition, to improve connectivity between the Site, St John’s, the town centre, Marlborough Business Park and Tesco, the access road incorporates footways that tie-in with existing footway provision along the A346 Salisbury Road. A toucan crossing is also proposed on the northern arm of the roundabout to ensure safe and convenient crossing for pedestrians and cyclists and to encourage alternatives to journeys made by car (see Figure 5.2).

A toucan crossing is an unsegregated signal-controlled crossing for pedestrians and cyclists, linking cycle track and footway systems on opposite sides of a carriageway.20 The implementation of the crossing enables the Site to deliver the policies of the Core Strategy including, for example, Core Policy 60: Sustainable Transport.

The new arm has been developed in accordance with guidance presented in Volume 6, Section 2 of the Design Manual for Roads and Bridges (DMRB) Part 3: TD 16/07 Geometric Design of Roundabouts (TD 16/07). The new arm can be accommodated within the extent of publicly maintainable highway and extends into the land owned by The Crown Estate (see Figure 5.2).

20 Local Transport Note 2/95: The Design of Pedestrian Crossings.

Draft - See Disclaimer 24

5.3.3 Internal movement

A central 5.5m wide estate road, with loop arrangements, would be provided within the Site. In accordance with guidance contained in Manual for Streets21, a 5.5m wide carriageway allows large vehicles to pass one and other. The provision of carriageway loops within the Site ensures that emergency vehicles can access dwellings, should other parts of the estate road be blocked.

Off the central estate road, cul-de-sacs and shared surface environments will be provided. Shared surface schemes create an environment in which pedestrians can walk, or stop and chat, without feeling intimidated by motor traffic. They make it easier for people to move around and promote social interaction.22 Guidance in MfS suggests that, given the short lengths of the shared surfaces within the development, their design is likely to work well.

The layout of the masterplan has taken into consideration the proximity and angle of pipelines beneath the Site and has been designed to encourage low traffic speeds. The central estate road will be designed for 30mph and the secondary streets and shared surfaced residential streets designed for 20mph, following ‘home zone’ design principles.

The 20mph zone is well established good practice in Wiltshire with the control of vehicle speeds to below 20 mph in all new residential developments considered a key element of residential street design.23

A key feature of the Site layout is the provision of a vehicle turnaround facility in the centre of the Site; designed for parents to drop their children off on the school run. In addition to providing a safe route to school, the facility will remove any traffic heading up from the south and that would have otherwise continued north along the A346 Salisbury Road. Situated on the route of footpath MARL30, the facility lies on a key pedestrian desire line through to St John’s. Footpath MARL 30 will be retained and improved as part of the development proposals to ensure it is appropriate for use by pedestrians and cyclists.

Another key feature of the development proposals is the provision of an emergency access to the south of the A346 Salisbury Road/Blenheim Road roundabout. The emergency access will be in the form of a shared pedestrian/cycle link and enables connectivity between the Site and the bus stop that fronts the A346 Salisbury Road.

5.4 Summary

It is the intention of The Crown Estate to create a new sustainable residential development on a site allocated in the Core Strategy for residential use.

21 Welsh Assembly Government, Department for Communities and Local Government and Department for Transport (2007). Manual for Streets. London: Thomas Telford.

22 MfS, 2007, paragraph 7.2.8. 23 Road Safety Strategy, 2011, paragraph 3.13.

Draft - See Disclaimer 25

The proposed development will benefit from its location and proximity to the town centre, St John’s, Tesco and other local; community facilities and services via the excellent network of footpaths and cycleways that exist in the town. This will be augmented by the access proposals which will enable footways to tie-in with existing provision on the A346 Salisbury Road; enhanced by the provision of a toucan crossing on the northern arm of the A346 Salisbury Road/Blenheim Road roundabout.

In addition, the internal layout of the Site is such that access and movement by all modes of travel is safe, convenient and enables connectivity with provision outside of the Site. This is also better for existing residents of Cherry Orchard and pupils accessing St John’s, as existing desire lines become formalised enabling these destinations, via the Site, to also link with Tesco and Marlborough Business Park.

Draft - See Disclaimer 26

O Cherry Key

Site Boundary Orchard Road

Tesco

Car Park a

Blenheim Ro Woodstock Court Woodstock Hotel Marlborough Business Park Site of Future Petrol Filling Station Glympton Court

Hertford Road St Johns' Academy

LEAP

Sailsbury Road

Drop Off

Pumping Station

Savernake Forest

Dismantled Railway

0 m 100 m

Scale 1:2,500@A3

Sailsbury Road, Marlborough Travel Plan

Figure 5.1 Illustrative Master Plan

December 2014 31115-L99.dwg RattD

Based upon the Ordnance Survey Map with the permission of the Controller of Her Majesty's Stationery Office. © Crown Copyright. 100001776.

Key

Assumed highway boundary

Highway boundary as 'Highways Plan' produced and provided by

SALISBURY ROAD Wiltshire Council

Wiltshire Council proposed cycleway

BLENHEIM ROAD

SITE ACCESS SALISBURY ROAD SALISBURY

Salisbury Road, Marlborough Travel Plan

Figure 5.2 Site Access and Toucan Crossing Proposal

November 2014 31115-Lea79.dwg StocD

Based upon the Ordnance Survey Map with the permission of the Controller of Her Majesty's Stationery Office. © Crown Copyright. Entec UK Ltd. AL100001776.

Draft - See Disclaimer 27

6. Objectives and targets

6.1 Objectives

This RTP is focused on achieving the following objectives:

x To reduce the volume of car traffic generated by the development, particularly single occupancy vehicles;

x To reduce the need to travel to/from the development by private vehicle;

x To influence travel choice and promote the increased use of cycling, walking and public transport as alternative modes of travel; and

x To detail the delivery of long-term targets against which the success of this RTP will be measured.

Given that the application is at the outline stage, it is difficult to predict what modal choices will be made by residents. However, it is recognised that the objectives of this RTP will be influenced by the following site and development characteristics:

x Feasible access to bus services, pedestrian and cycle routes;

x Number of residents; and

x Location of resident’s workplaces.

6.2 Targets

6.2.1 Introduction

Targets are required within this RTP to measure the success in achieving objectives, motivating the implementers of the RTP and to enable enforcement.

The term ‘target’ is used in the sense of a statement that contains a measurement of the RTP objectives and is a measure of outcomes achieved by the RTP.

Targets should be SMART, i.e. Specific, Measurable, Achievable, Realistic and Time bound (e.g. targets have a set deadline) and should help achieve, and be related to, the objectives.

Draft - See Disclaimer 28

Wiltshire Council suggests developers adopt a target that focuses on the Site as a whole, in addition to further targets broken down by journey type, including targets for:

x School run;

x Weekend trips; and

x 07:00-09:00 Monday - Friday term-time exit from the Site.

6.2.2 Aim-Type Targets

As the development has not been built yet, the travel requirements of future residents is unknown. Therefore, it is not considered appropriate to set modal share targets until residents are in situ.

6.2.3 Action-Type Targets

Non quantifiable, or ‘action type’, targets are those that specify actions to be undertaken as part of the RTP. At this stage, it is considered that action type targets should be to undertake the following:

x Identify a RTP Co-ordinator; and

x Produce promotional materials that encourage travel by alternative modes to single occupancy car use.

Draft - See Disclaimer 29

7. Measures

7.1 Smarter choices

Smarter Choices is part of the Transport Policy Team within the Transport, Environment and Leisure Department of Wiltshire Council. Smarter Choices work with communities, providing advice and resources to help with a wide variety of schemes that will improve life for Wiltshire residents. Smarter Choices can:

x Help with surveys tailored to local needs;

x Assist with processing survey results into useful information;

x Advise on what the priorities for the community are;

x Provide support for funding bids;

x Facilitate focus groups, workshops or meetings;

x Help with publicity; and

x Advise on what other assistance is available.

It is important to ensure that the measures included within this RTP are appropriate to local circumstances and ensure investment is focused on activities and initiatives that will achieve change.

The measures identified are considered concise and are focused on the objectives of influencing travel choice and reducing single occupancy car use.

7.2 Proposed measures

7.2.1 Administration

A RTP Co-ordinator will be responsible for overseeing the implementation of the RTP objectives. The appointment of a RTP Co-ordinator is integral to the success of the RTP. Their responsibilities will be as follows:

x Developing, implementing and monitoring the RTP;

x Designing and implementing effective marketing and awareness raising campaigns;

x Acting as a point of contact for residents;

x Liaising with Wiltshire Council;

x Co-ordinating the monitoring and review programme;

Draft - See Disclaimer 30

x Ensuring efficient and effective use of time and resources; and

x Identify area-wide travel plans and liaise with local Travel Plan Co-ordinators from adjacent developments.

The role of the RTP Co-ordinator will be to establish the RTP on Site to ensure that it becomes an effective tool for residents. The RTP Co-ordinator will also be responsible for implementing the measures included in this document and those identified during review phases.

The role of the RTP Co-ordinator will be undertaken either by a member of the developer’s sales team whilst dwellings become occupied or other appointed individual, such as a consultant. The RTP Co-ordinator will be in situ from the start to ‘sell’ the RTP and provide quality travel information to all potential residents as they consider purchasing property off-plan.

As the chosen developer of the Site is unknown at this stage in the planning application process, the name and contact details will be provided after the developer is appointed and prior to occupation of the first dwellings.

The role of the RTP Co-ordinator will continue to be developer-appointed for the agreed period of the travel plan, thereby enabling the RTP Co-ordinator to monitor the success. If required, the RTP Co-ordinator will be trained from a suitable source, such as via an ACT TravelWise Introduction to Travel Planning workshop.

The RTP Co-ordinator will hold ‘surgery sessions’ at agreed intervals to discuss feedback and issues with residents.

A draft contact list is presented at Appendix A where the name and details of a developer-appointed RTP Co- ordinator can be entered. Appendix A also includes the name and contact details of other relevant contacts.

The RTP Co-ordinator, in liaison with Smarter Choices, will also investigate the merits of a range of travel initiatives, set out in more detail below. These are based on a review of Wiltshire Council Guidance and have been selected as being appropriate to local circumstances, scale and nature of the development proposed.

7.2.2 Initiatives

Site construction initiatives

Site construction practices will promote the unobstructed safe passage of pedestrians and cyclists from the outset and pedestrian and cycle links and access to bus routes will be secured at the earliest practicable opportunity.

Residents Travel Survey

To assist in the identification of targets and actions, a Residents Travel Survey will be undertaken following the first 30% of development occupation. Thereafter, a travel survey will be undertaken following 60% of occupation and following 100% occupation.

Draft - See Disclaimer 31

The survey will enable the travel behaviour of residents to be identified and will be used to identify measures by which to promote sustainable travel behaviour. The surveys will include:

x Origin and destination questions, including details of any ‘linked trip’ to more than one destination;

x Journey purpose;

x Mode of travel;

x Personalised diary’s by household; and

x Traffic volume loop counts at the main access.

The outcome of the travel surveys will also inform whether the reliability, efficiency, capacity, safety and flexibility of the surrounding transport network can accommodate current demands and whether there are any issues with regards to complying with future demands that can be discussed the Council or operators.

Surveys are a key requirement for the development of the RTP and are crucial for continuous monitoring of the effectiveness of the RTP. Therefore, it is important that surveys are conducted in an appropriate manner and gather the information required to build an effective RTP. The results from which will enable quantifiable, or ‘aim type’, targets that measure the effectiveness of the RTP to be established.

The iTRACE system (available at http://www.itrace.org.uk/Default.aspx) is an on-line system for managing and monitoring Travel Plans and can be used to help track the effectiveness of onsite programs aimed at influencing changes in travel behaviour.

Walking and cycling initiatives

The developer will provide quality, accurate, useful directional signing to promote walking and cycling as a healthy form of travel. Signs could include the time it takes in minutes to walk to a destination as well as distances in ¼’s of a mile. The links to existing walking and cycling network will be high profile and clearly signed and will be marketed as a selling point in the sales information.

The developer will either produce themselves or provide funds to Wiltshire Council to update/produce local walking/cycling maps, with three copies distributed to every household in residents welcome packs.

Businesses and primary and secondary schools often have their own travel plans to discourage car use. Relevant schemes will be highlight to new residents in their welcome packs.

The RTP Co-ordinator will look into discount schemes with local cycle shops, for residents of the development wising to purchase bicycles, and for bicycle providers to provide cycle demonstrations on site, thereby allowing residents to raise questions and organise cycle maintenance sessions.

Draft - See Disclaimer 32

The RTP Co-ordinator will at suitable intervals, and no less than annually during the life of the Travel Plan, organise:

x Adult Cycle Training/Led Cycle Rides;

x Walks for Health;

x Child Cycle Training for Level 2 and Level 3;

x Establish a Bicycle User Group (BUG), if demand is identified via the travel surveys. This would allow users to raise any concerns and organise bike rides to promote cycling as a form of transport and exercise; and

x Use of communications tools such as a stand-alone website, Get Riding Booklets and Bike Trumps which helps target those groups most likely to take up cycling and keep cycling well into the future.

Car-based initiatives

Car use will be the only viable means of transport for some journeys. Car sharing reduces parking problems, reduces single occupancy private car use, reduces the costs of travelling by car, undercuts the cost of nearly all other forms of transport and reduces congestion and pollution.24

Wiltshire Council has set up a free internet-based car share system, in partnership with Liftshare, at www.carsharewiltshire.com. The system is designed with safety in mind and there is absolutely no obligation to proceed with any car share arrangement. All contact occurs by e-mail and users are warned neither to reveal any personal details nor too many details too early.

The database searches for any near matches once details, including journey information, are registered. Those that sign up will receive an e-mail outlining potential suitable matches. It is entirely up to the individual whether they e-mail any car sharers suggested to them. Similarly, should an individual receive an e-mail from someone else (if the database has suggested that individual as a potential suitable match), it is up to them whether they choose to make contact by replying.

There are simple safety steps to take when proceeding with a potential match, including arranging to meet in a public place, preferably accompanied by a friend.

Once individuals are satisfied that the person they met is who they say they are and that they have a license and appropriate tax and insurance, the individual decides where to meet (e.g. at or near home) in case the other party cannot make it. The individual should always make sure that someone knows their arrangement, who they are travelling with, when, and to where.

24 http://www.wiltshire.gov.uk/parkingtransportandstreets/smarterchoices/smarterchoicesnationalliftshareday.htm

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The system will be promoted by the RTP Co-ordinator. Encouraging residents to register on this scheme, upon moving to the development, will be an effective way of communicating the potential benefits of car sharing for commuting and non-commuting trips.

Public transport initiatives

The developer will work with Wiltshire Council’s Passenger Transport Unit to identify what site specific advice and publicity is required to access existing services serving the Site and about how to get to useful local community facilities and services by bus.

A sustainable travel voucher scheme will be considered for first occupation of each dwelling that would provide each household with a contribution towards utilising non-car travel modes. This might for example help towards the purchase of a bicycle or a bus pass and is more flexible than just targeting public transport. This will encourage residents to try travel alternatives and help establish more sustainable travel patterns from the outset.

The final level of contribution will need to discussed and agreed with Wiltshire Council and also reflect the level other transport measures required as part of any S106 package. The method of providing a ‘contribution’ also helps avoid abuse of the system and ensure resources are targeted where they will have most impact.

The RTP Co-ordinator will liaise with local bus operators on service improvements and/or issues raised by residents.

Working practices

Measures to encourage home working, and thus reduce commuter journeys by car, will be incorporated within the design of homes, such as the provision of broadband internet connections, home networking facilities and flexible layouts to accommodate a home/office culture.

7.2.3 Physical improvements

The Site has been designed to ensure that pedestrians and cyclists can link with PRoWs, including footpath MARL30, national and local cycle routes (NCN 254 and 482) and bus services 80, 22, 21 and 19 which service stops along the A346 Salisbury Road adjacent to the Site.

A key feature of the site layout is the provision of a vehicle turnaround facility in the centre of the Site; designed for parents to drop their children off on the school run. In addition to providing a safe route to school, the facility will remove any traffic heading up from the south and that would have otherwise continued north along the A346 Salisbury Road. Situated on the route of footpath MARL30, the facility lies on a key pedestrian desire line through to St John’s. Footpath MARL 30 will be retained and improved as part of the development proposals to ensure it is appropriate for use by pedestrians and cyclists.

Draft - See Disclaimer 34

In addition, to improve connectivity between the Site, St John’s, the town centre, Marlborough Business Park and Tesco, the proposed access road incorporates footways that tie-in with existing footway provision and the bus stop that fronts the A346 Salisbury Road. A toucan crossing is also proposed on the northern arm of the roundabout to ensure safe and convenient crossing for pedestrians and cyclists and to encourage alternatives to journeys made by car (see Figure 5.2).

Enhancing these links will form natural extensions to the existing strategic cycle network and aligns well with the Transport Strategy in achieving high quality, attractive and safe routes.

7.2.4 Marketing and promotion

Pre-marketing sales information will highlight the benefits of sustainable travel to and from the Site.

An information board will be provided on the Site to display public transport routes and frequencies, walk and cycle routes etc. and it will be the responsibility of the RTP Co-ordinator to keep the board up to date.

The first occupier of each dwelling will receive a welcome pack (distributed via the RTP Co-ordinator) that will include:

x Information on how to travel to and from the Site by means other than single occupancy private car;

x Explanations on how to use the facilities/incentives provided; and

x Details of relevant contacts (e.g. RTP Co-ordinator, local taxi firms etc.).

The provision of this ‘Travel Information Pack’, is a method of promoting the RTP and can help influence travel behaviour. Information within the Pack will be kept up-to-date and provided directly to residents at which point the RTP Co-ordinator will also discuss suitable travel options with the occupier.

A half yearly newsletter will be provided to every household up to occupation of the final dwelling bringing the latest news on sustainable travel initiatives in the area.

The RTP Co-ordinator will be expected to increase awareness of sustainable travel amongst residents and the benefits that could be afforded by alternatives such as car sharing, public transport use or cycling. For example, the RTP Co-ordinator would identify opportunities to promote events such as National Liftshare Day (www.liftshare.com).

Upon occupation, the RTP Co-ordinator will discuss with residents their attitudes to travel, the usefulness of the information provided in the Travel Information Pack and the take-up of measures that have been implemented. Monitoring residents’ work locations to identify long distance commutes, for example, will be used to identify personal travel plan options. Discussions could take place through ‘surgery’ sessions, whereby the RTP Co-

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ordinator makes known to residents when they are visiting the Site so that residents can ‘drop in’ and discuss the effectiveness of the RTP.

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8. Implementation programme

8.1 Implementing the Residential Travel Plan (RTP)

The occupiers of each dwelling, on their moving in day, will receive a Residents Travel Information Pack which will outline all measures available to them and relevant maps specific to the Site. This can be supported by individual journey planning for the occupiers which will be provided by the RTP Co-ordinator as part of the normal after sales support provided by house builders’ on-site agents, and in addition to any pre-sales information provided on travel to and from the Site.

The Site marketing information will:

x Outline these package measures using terms that purchasers will understand, e.g. ‘benefits’ of living on the Site rather than the Site has a ‘Travel Plan’;

x Be developed in association with Wiltshire Council; and

x Provide equal status to these travel benefits as to that allocated for ‘accessibility’ to the highway network, - e.g. when referring to the location’s convenience in connection with schools, the marketing information should clarify that the schools are promoting walking and cycling and can advise on recommended routes to school.

8.2 Implementation programme

Table 8.1 presents an indicative programme for implementing the RTP.

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Table 8.1 Implementation Programme

Stage Measure Description Implementation Responsibility

Design and Pre- On-site pedestrian and Routing through the Site Design process Developer construction cycle provision

Home-working facilities Broadband internet connections, home networking facilities and flexible layouts

Pre-occupation Appoint a Travel Plan Co- See Chapter 7 Before on-site sale site Developer ordinator opens and once onsite sale site closes

Travel Information Pack Site specific maps and Available prior to Developer/Travel information, e.g. cycle maps, occupation Plan Co-ordinator bus timetables etc.

On-site pedestrian and Phasing to identify Construction and through Developer cycle provision opportunities for early deliery of S106. connections where practicable. Off-site pedestrian and Highway Authority cycle provision

Car parking and parking Parking will be prepared in Developer management accordance with County parking standards

Occupancy Travel voucher See Chapter 7 From occupation Developer/Travel Plan Co-ordinator Car Share Scheme Promotion of www.carsharewiltshire.com

Information board Displaying public transport routes and frequencies and walk and cycle routes etc.

Marketing and promotion See Chapter 7

Travel survey See Chapter 7 and Chapter 9 On 30% occupation On 60% occupation Evaluation On 100% occupation

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9. Monitoring and evaluation

9.1 Monitoring strategy

Continuous monitoring of the RTP will enable the following to be assessed:

x Progress against the SMART targets of the RTP;

x The need for refinements to the RTP; and

x The effectiveness of the RTP for encouraging sustainable travel.

Frequent monitoring is essential in order to assess how the RTP is being implemented and whether adjustments are required. Therefore, the following surveys will be undertaken:

x Initial survey of occupiers' travel preferences for work, school, shop, and leisure trips on first occupation; and

x Full travel surveys after:

- 30% of units are occupied;

- After 60% are occupied; and

- After 100% are occupied.

All survey data will be collected in accordance with the Standard Assessment Method on the TRICS database (available at: www.trics.org).

The results of the travel surveys will provide a baseline against which the success of the RTP can be measured through periodic monitoring, following on from an initial survey, to be undertaken at the outset of occupation.

Monitoring will be undertaken by the RTP Co-ordinator within the same week each year on a working day that includes no exceptional conditions i.e. school holidays, bank holidays etc.

In addition to the travel surveys, other means of monitoring will be undertaken:

x The take up of car sharing;

x The demand for cycle parking;

x A record of comments received relating to the RTP measures; and

x The level of participation in events.

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From the survey analysis will be possible to evidence modal shift thereby identifying which measures are having the desired effect and what resources should be specifically targeted to ensure measures are successful.

The results of the surveys would be reported to the County’s Travel Plan Co-ordinator.

9.2 Evaluation strategy

It is considered appropriate that, following implementation, the success of the RTP be reviewed in accordance with the schedule above.

Upon each review period a Travel Survey will be issued to residents in order to identify any changes in travel behaviour and provide a comparison with past travel surveys.

The survey could be undertaken by means of questionnaire. The results will provide data on travel characteristics.

Results will be submitted in a report to the County Travel Plan Co-ordinator and will provide a baseline against which the success of the RTP will be measured.

Where elements of the RTP are identified to be underperforming, these would be revised, as appropriate, for implementation by the RTP Co-ordinator. This may include, for example, the means of distributing travel information or ensuring any problems with on-site pedestrian and cycle links are rectified.

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10. Securing the Travel Plan

Travel Plans should ideally be secured via Section 106 agreements or planning condition in order to ensure that they are implemented as intended.

Linking the RTP to the planning permission provides a greater sense of purpose and confidence in what has been agreed for both the applicant/developer and the local planning authority. It formalises the role of the local authority working in partnership with the developer and reinforces the importance of setting clear actions and targets.

This process will be completed through the determination of the outline planning application with the final RTP to be agreed once the full range of S106 and transport measures are agreed with Wiltshire Council.

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Appendix A List of contacts

Wiltshire Council

Development Control: [email protected]

Transport Planning: [email protected]

Travel Plans: [email protected]

Passenger Transport: [email protected]

Developers Managing Director/Regional Director: