Former CEMEX Cement Works Barrington · the National Planning Practice Guidance web‐based resource. One section relates specifically to ... Former CEMEX Cement Works, Barrington

CEMEX UK Properties Ltd

Former CEMEX Cement WorksBarrington

Draft Residential Travel Plan

October 2014

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Contents

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

Need for a Travel Plan .................................................................................................. 1

Report Structure .......................................................................................................... 1

2 POLICY CONTEXT ......................................................................................................... 3

National Policy ............................................................................................................. 3

Local Policy .................................................................................................................. 5

Summary ..................................................................................................................... 9

3 EXISTING SITE CONTEXT ............................................................................................. 10

Site Location .............................................................................................................. 10

Walking ..................................................................................................................... 10

Cycling ....................................................................................................................... 10

Public Transport ........................................................................................................ 10

Local & Strategic Highway Network ........................................................................... 13

Method of Travel to Work ......................................................................................... 14

4 STRATEGIC GOALS...................................................................................................... 16

Aim ............................................................................................................................ 16

Objectives .................................................................................................................. 16

Targets ...................................................................................................................... 17

5 TRAVEL PLAN STRATEGY ............................................................................................ 18

Site Management ...................................................................................................... 18

Travel Plan Coordinator ............................................................................................. 18

Local Planning Authority & Local Highway Authority .................................................. 19

6 MEASURES & INITIATIVES .......................................................................................... 20

7 MONITORING & REVIEW ............................................................................................ 22

8 ACTION PLAN ............................................................................................................. 23

Figures

Figure 1 ‐ Strategic Site Location Plan

Figure 2 ‐ Local Highway Network

Figure 3 ‐ Public Rights of Way

Figure 4 ‐ 5km and 8km Cycle Isochrones

Former Cement Works Barrington, Travel Plan 1

X:\Projects\110000\110278 ‐ Barrington Cement Works\Word\R02‐SGH‐Residential Travel Plan ‐ 141003 Final.docx

October 2014

1 INTRODUCTION

1.1 Vectos has been retained by CEMEX UK Properties Ltd to advise on the transport aspects of a

planning application for a new residential development of up to 220 residential dwellings

with associated access, landscaping and open space located on the Former CEMEX Cement

Works, Barrington.

1.2 The Proposed Development consists of a residential led redevelopment of Barrington

cement works. The proposed development is an outline planning application for up to 220

residential units (all matters are reserved except the means of access). The Site also includes

two further parcels of land namely; a wooded area to the south of the former Cement Works

and a grassed area and lake to the west.

1.3 This Draft Residential Travel Plan (RTP) is informed by scoping discussions between Vectos

and CCC held in February 2014. The Draft RTP is prepared in line with the Cambridgeshire

Residential Travel Plan Guidance (2011) prepared by CCC.

1.4 Vectos has also prepared a stand‐alone Transport Assessment that should be referenced for

additional information.

Need for a Travel Plan

1.5 As a new development of up to 220 residential units, it is necessary for residents of the

Proposed Development as well as the existing wider community to be assured that a strategy

is in place to support sustainable travel behaviour between the Site and other destinations.

1.6 The benefits of an RTP are multiple and benefit both the residents of the Proposed

Development as well as the local community.

Report Structure

1.7 Following this introductory section, the RTP is structured as follows:

Section 2: Policy Context – A review of relevant land use and travel planning policies at

national and local policy tiers.

Section 3: Existing Site Context – An examination of baseline conditions at the Site and

surrounding area.



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Section 4: Strategic Goals – Outlines the aims and mode share targets that the RTP

seeks to achieve.

Section 5: Travel Plan Strategy – Outlines the strategy for management and marketing

of the RTP.

Section 6: Measures & Initiatives – Summarises the measures and initiatives that could

be introduced to support the RTP.

Section 7: Monitoring & Review ‐ Explains how the RTP will be monitored and

reviewed.

Section 8: Action Plan – The Action Plan assigns tasks and responsibilities to individuals

or organisations.



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2 POLICY CONTEXT

National Policy

National Planning Policy Framework (NPPF), 2012

2.1 The National Planning Policy Framework (NPPF) set out the Government’s planning policies

for England and how these are expected to be applied.

2.2 One of the 12 core land‐use principles within the NPPF includes the need to ‘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’.

2.3 Specifically, the ‘transport system needs to be balanced in favour of sustainable transport

modes, giving people a real choice about how they travel…The Government recognises that

different policies and measures will be required in different communities and opportunities

to maximise sustainable transport solutions will vary from urban to rural areas’ (para. 29).

2.4 Where development generates a significant amount of traffic, consideration should be given

to (para. 32):

whether the opportunities for sustainable transport modes have been taken up with

reference to the nature and the location of the site;

whether safe and suitable access can be achieved by all people;

whether improvements can be undertaken which mitigate the impact of development.

‘Development should only be prevented or refused on transport grounds where the

residual cumulative impacts of development are severe’.

2.5 Paragraph 35 states that developments should be located and designed where practical to,

among other things:

accommodate the efficient delivery of goods and supplies;

give priority to pedestrian and cycle movements, and have access to high quality public

transport facilities;

create safe and secure layouts which minimise conflicts between traffic and cyclists or

pedestrians, avoiding street clutter…; and

consider the needs of people with disabilities by all modes of transport.



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2.6 Larger scale residential development should, where practical, have local facilities that are

‘located within walking distance of most properties’ (para. 38).

Planning Practice Guidance (PPG), 2014

2.7 On 6 March 2014, the Department for Communities and Local Government (DCLG) launched

the National Planning Practice Guidance web‐based resource. One section relates specifically

to Transport and is titled ‘Travel Plans, Transport Assessments and Statements in decision‐

taking’ and this provides the overarching principles of Travel Plans, Transport Assessments

and Statements.

2.8 The guidance explains the role of Transport Assessments and Statements as: “ways of

assessing the potential transport impacts of developments (and they may propose mitigation

measures to promote sustainable development. Where that mitigation relates to matters

that can be addressed by management measures, the mitigation may inform the preparation

of Travel Plans)”. The guidance also states that Travel Plans are “long term management

strategies for integrating proposals for sustainable travel into the planning process” to

promote and encourage sustainable travel. They should be brought forward in parallel with

development proposals and should be integrated in to the design of developments.

2.9 The guidance explains that when preparing Transport Assessments and Travel Plans the

following key principles should be taken into account:

“proportionate to the size and scope of the proposed development to which they

relate and build on existing information wherever possible;

established at the earliest practicable possible stage of a development proposal;

be tailored to particular local circumstances (other locally‐determined factors and

information beyond those which are set out in this guidance may need to be

considered in these studies provided there is robust evidence for doing so locally);

be brought forward through collaborative ongoing working between the Local

Planning Authority/ Transport Authority, transport operators, Rail Network

Operators, Highways Agency where there may be implications for the strategic road

network and other relevant bodies. Engaging communities and local businesses in

Travel Plans, Transport Assessments and Statements 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).”



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2.10 The guidance demonstrates that Transport Assessments and Statements and Travel Plans

can positively contribute in the following ways:

“encouraging sustainable travel;

lessening traffic generation and its detrimental impacts;

reducing carbon emissions and climate impacts;

creating accessible, connected, inclusive communities;

improving health outcomes and quality of life;

improving road safety; and

reducing the need for new development to increase existing road capacity or

provide new roads.”

Local Policy

South Cambridgeshire Core Strategy, 2007

2.11 SCDC’s vision for the district is that (para. 2.1):

…it will contribute to satisfying the development needs of the Cambridge Sub‐Region rather

than those generated by pressures to the south, or elsewhere, while preserving and

enhancing its rich built and natural heritage and distinctive character. The district will plan

for enhanced infrastructure to meet the needs of the expanded population…

2.12 Objective ST/b is to:

…locate development where access to day‐to‐day needs for employment, shopping,

education, recreation, and other services is available by public transport, walking and cycling

thus reducing the need to travel, particularly by private car.

Development Control Policies Development Plan Document, July 2007

2.13 Appendix 1 sets out the car parking standards for South Cambridgeshire. The Council states

that for C3 dwelling houses, provision should be as follows:

Average of 1.5 spaces per dwelling across the district (up to a maximum of 2 per 3 or more

bedrooms in poorly accessible areas).



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2.14 The Council also notes that ‘provision for short‐term parking generated by service vehicles,

salesmen and some visitors will need to be incorporated into residential developments’

(Appendix 1, para 15).

2.15 Appendix 2 sets out the minimum cycle parking standards for South Cambridgeshire. For C3

residential dwellings, one secure (covered and lockable) cycle parking space per dwelling

should be provided within the curtilage, where possible.

South Cambridgeshire Proposed Submission Local Plan, July 2013

2.16 SCDC’s vision for the district is that (Policy S/1):

South Cambridgeshire will continue to be the best place to live, work and study in the

country. Our district will demonstrate impressive and sustainable economic growth. Our

residents will have a superb quality of life in an exceptionally beautiful, rural and green

environment.

2.17 With regard to transport the SCDC’s objectives states (Policy S/2):

e. To ensure that all new development provides or has access to a range of services and

facilities that support healthy lifestyles and well‐being for everyone, including shops, schools,

doctors, community buildings, cultural facilities, local open space, and green infrastructure.

f. To maximise potential for journeys to be undertaken by sustainable modes of transport

including walking, cycling, bus and train.

2.18 Policy S/3 specifies that ‘when considering development proposals the Council will take a

positive approach that reflects the presumption in favour of sustainable development

contained in the National Planning Policy Framework’.

2.19 In terms of securing high quality design, Policy HQ/1 specifies that proposals must:

f. Achieve a permeable development with ease of movement and access for all users and

abilities, with user friendly and conveniently accessible streets both within the development

and linking with surrounding and existing and proposed facilities and services, focusing on

delivering attractive and safe opportunities for walking, cycling and public transport.

2.20 Planning applications must demonstrate (Policy SC/13):



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i. The development promotes sustainable transport measures and use of low emission

vehicles in order to reduce the air quality impacts of vehicles.

2.21 The Council notes that (para. 10.6):

South Cambridgeshire is a predominantly rural district with several relatively isolated villages

lacking essential facilities and services to meet day to day needs, meaning the car will remain

an essential mode of travel for some. However, considerable benefits can be delivered by

enabling travel by other means than the car. These include improved health through

increased walking and cycling, reductions in carbon emissions, enabling social inclusion and

reducing the impact of congestion, and are particularly important in light of highway capacity

issues and projected future growth. Other ‘smart’ measures, including home working (with

significant increases in broadband speed), encouraging the use of low emission vehicles, and

demand responsive public and/or community transport. Car share schemes should be

considered as appropriate to individual developments.

2.22 In planning for sustainable travel, ‘development must be located and designed to reduce the

need to travel, particularly by car, and promote sustainable travel appropriate to its location’

(Policy TI/2.1).

2.23 The Council also notes that planning permission ‘will only be granted for development likely

to give rise to increased travel demands where the site has (or will attain) sufficient

integration and accessibility by walking, cycling or public and community transport’ (Policy

TI/2.2). This is inclusive of, among other things (Policy T1/2.2):

safe, direct, permeable routes to encourage walking and cycling;

protection and improving of existing cycle and walking routes;

provision of secure, accessible and convenient cycle parking; and

provision of a travel plan for larger developments that have significant transport

implications.

2.24 The Proposed Submission Local Plan (Figure 12) sets parking standards for C3 residential

development as shown in Table 2.1. Minimum levels of car parking for people with impaired

mobility will be required in accordance with national guidance.

Table 2.1: C3 Residential Parking Standards



October 2014

Land Use Indicative Car Parking

Provision

Minimum Cycle

Parking

Provision

Council Comment

C3 Residential

Dwelling

2 spaces per dwelling – of

which, 1 space is to be

allocated within the

curtilage

1 space per

bedroom

Additional provision may be

needed for visitors, service

vehicles and salesmen.

2.25 It is noted that car parking standards are not maxima. The Council states that (para 10.23):

car parking provision should be part of ‘a design‐led approach whereby car parking provision

is tailored to reflect the specific development in terms of its location (whether there are local

services available which may reduce the need to travel long distances by car), the density of

development, the mix of uses proposed, together with consideration of any ‘smart’ measures

being incorporated into the development…which may reduce the level of need for car

parking….The developer must provide clear justification for the level and type of parking

proposed in the Design and Access Statement and/or Travel Plan, and will need to

demonstrate they have addressed highway safety issues.

District Design Guide: SPD, 2010

2.26 Policy DP/1.b specifies that development should minimise the need to travel and reduce car

dependency.

2.27 Policy DP/2 states that all new development should:

e. Achieve a permeable development for all sectors of the community and all modes of

transport, including links to existing footways, cycleways, bridleways, rights of way, green

spaces and roads.

2.28 The Council states that it is important that new development is designed to minimise the

demand on natural resources. In part, this can be done by minimising travelling (para. 4.8)

and providing for direct, safe and convenient movement by active modes or public transport

(para. 4.22).



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Cambridgeshire Local Transport Plan 3 (2011 – 2026)

2.29 Challenge 2 of the LTP is to reduce the length of commute and the need to travel by private

car.

2.30 Barriers to Challenge 2 are identified as a lack of housing close to where people work, lack of

information regarding alternatives to the private car, public transport costs and the need for

more residential travel plans (p. 4‐20), among other things.

2.31 As part of Challenge 3, CCC aims to make ‘sustainable modes of transport a viable and

attractive alternative to the private car’.

2.32 Barriers to Challenge 3 are identified as misconceptions about sustainable forms of

transport, inflexibility of public transport compared to car travel and the lack of

infrastructure to promote sustainable travel (p. 4‐25).

2.33 CCC recognises that the dispersed population of Cambridgeshire, particularly for those living

in rural areas and/or areas of ‘poor accessibility means that many people simply do not make

the trips they need to or wish to make’ (p. 3‐2). The challenge for CCC is to ensure that

people, especially those at risk of social exclusion ‘can access the services they need within

reasonable time, cost and effort wherever they live in the county’ (p 3‐5).

Draft Transport Strategy for Cambridge & South Cambridgeshire, 2013

2.34 The vision is for Cambridge and South Cambridgeshire to be ‘renowned for its efficient,

accessible and sustainable transport system which will support a thriving and beautiful

historic core, and provide efficient and networked links to and from the city, its major

employment hubs, and the bustling villages and key centres beyond’ (p. v).

Summary

2.35 The transport proposals of the Proposed Development are expected to be weighted toward

the facilitation of sustainable transport behaviour by Site users while recognising that the car

will still be an important mode of transport given the location of the development to the

north of Barrington.

2.36 Parking standards will be applied, with justification given for the level proposed for car

parking and cycle parking.



October 2014

3 EXISTING SITE CONTEXT

Site Location

3.1 The Site also includes two further parcels of land namely; a wooded area to the south of the

former Cement Works and a grassed area and lake to the west.

3.2 The Site is bound by Haslingfield Road and Chapel Hill to the east and fields to the north,

west and south as shown on Figure 1.

3.3 The Site is presently accessed via two priority junctions on Haslingfield Road. Furthermore,

an existing secondary access is located to south‐west of the Site which can be accessed from

Orwell Road. The location of these accesses are shown on Figure 2 in relation to the local

highway network.

Walking

3.4 The existing pedestrian route from the Site is via Haslingfield Road. However, the footway

on Haslingfield Road is not continuous, and only stretches as far north as the primary school.

Therefore it does not form a continuous link between the site entrance and Barrington.

3.5 To the north of the site, there are no public footpaths present on Chapel Hill which has a

slight incline.

3.6 In the area surrounding the site there are numerous Public Rights of Way as shown on Figure

3. There is a Public Right of Way which runs along the south west of the site and links to Back

Lane.

3.7 Throughout the village of Barrington, there are footways linking from Barrington School to

the village green, village shop and the village hall.

Cycling

3.8 In relation to cycling, central government research states that cycling has the potential to

substitute for short car trips, particularly those under 5km, and to form part of a longer

journey by public transport.



October 2014

3.9 Furthermore, DfT’s ‘Cycle Infrastructure Design’ (October 2008) states that , “In common

with other modes, many utility cycle journeys are under three miles (ECF, 1998), although, for

commuter journeys, a trip distance of over five miles (8km) is not uncommon. Novice and

occasional leisure cyclists will cycle longer distances where the cycle ride is the primary

purpose of their journey.”

3.10 There are no cycle routes within Barrington. However, with the exception of Chapel Hill, the

local area has a flat topography and does not have a high level of traffic, which is conducive

for cycling.

3.11 Within 3km of the site, an off‐road cycle route runs along the majority of the A10 providing

excellent local access for cyclists from South Cambridgeshire into Cambridge.

3.12 Figure 4 shows a 5km and 8km cycle catchment. Within a 5km catchment, destinations such

as Haslingfield, Harston and Foxton can be accessed. Within an 8km catchment, additional

destinations such as Barton, Orwell, Meldreth and Fowlmere can be accessed.

3.13 The closest National Cycle Route is Route (NCR) 11, which will connect Harlow, Essex to

Wigginhall St Germans, Norfolk via Cambridge and Ely. NCR 11 is accessed 8.5km away from

the Site (from Addensbrooke’s Road and so would suit leisure cyclists). NCR 11 is still partly

under development. However, the route is open from Stansted Mountfitchet to Cambridge.

3.14 During pre‐application discussions CCC noted that that there are local cycle routes that can

be accessed from Cantelupe Road which is located approximately 2.4km north of the Site.

Part of this route is via a bridleway that does not have a paved surface. This route connects

to the wider local network, including the cycle route that runs adjacent to the A10 High

Street / Cambridge Road (i.e. shared footway/cycleway). Depending on the cycle route used

to travel to Cambridge the journey time varies between 35‐45 minutes. Currently a number

of local residents cycle to Cambridge.

Public Transport

Bus

3.15 Barrington is served by several bus services. Information on those services is provided in

Table 3.1.



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3.16 Routes 15, 27 and 75 pass outside the site on Haslingfield Road / Chapel Hill. The closest

southbound bus stop is located outside Barrington Church of England Primary School,

approximately 450m south of the Site which is less than six minutes’ walk.

3.17 The closest northbound bus stop to the Site is located on Barrington High Street, opposite

Slid Lane, approximately 800m south of the Site’s main access. This equates to a 10 minute

walk based on a person’s average walking speed.

3.18 The 75 services provides access to larger settlements such as Cambridge and provide services

to Cambridge during the morning peak hour allowing residents that work in Cambridge to

use public transport.

Table 3.1: Barrington Bus Services: Peak Frequencies

Service Route Frequencies

Weekdays Sat Sun

15 Royston – Kneesworth – Waddon – Orwell –

Barrington High St ‐ Haslingfield

1 / day None None

27 Steeple Morden – Bassingbourne – Shepreth –

Barrington High Street – Haslingfield – Harston –

Trumpington ‐ Cambridge

1 / day None None

75 Tadlow – Orwell – Barrington High Street –

Haslingfield – Barton ‐ Cambridge

4 / day 4 /day None

Rail

3.19 The closest rail station is Foxton Station which is located approximately 3.0km from the Site.

Alternatively, Shepreth Station is located further west and is approximately 3.3km from the

Site. Both stations serve the same rail route.

3.20 Information on the rail stations from Foxton Station is provided at Table 3.2.

Table 3.2: Direct Services from Foxton Station: Approximate Peak Frequencies

Destination Frequencies (mins)

Weekdays Sat Sun

Cambridge 30 60 60

Welwyn Garden City 60 60 Limited evening service (4 services)

Finsbury Park 60 60 None

London King’s Cross 60 60 None



October 2014

3.21 Between both site accesses onto Haslingfield Road there is a level crossing and a rail line that

was previously used to transport goods and materials to/from the cement works. This rail

line runs between the Site and Foxton, where there are sidings and the train can join the

main line.

3.22 This line will be used for the importation of fill as part of the restoration of the site under an

extant planning consent. Once this process is complete, it is anticipated that the railway line

will again become unused.

Community Transport

3.23 CCC offers a Dial‐a‐Ride service to provide door‐to‐door transport to those requiring it.

Patrons are able to book a single or return journey on a single day every other week

(currently every second Thursday for Barrington Village).

Local & Strategic Highway Network

Local Highway Network

3.24 Haslingfield Road becomes Chapel Hill outside the Site’s main access. The Chapel Hill /

Haslingfield route runs on a north‐south axis between the villages of Haslingfield and

Barrington. It is a rural carriageway with single lane in each direction throughout its full

extent. The carriageway operates under the national speed limit adjacent to the site

accesses although this reduces to a limit of 30mph on the approach to Barrington Village.

There are several road features designed to reduce vehicular speeds, such as traffic calming

bollards and carriageway ‘SLOW’ markings.

3.25 On Haslingfield Road, 40m north of the main access to the site is a rail line that was

previously used to transport goods to/from the Site. The rail line is currently being upgraded

as planning permission exists for its reopening and upgrading to import fill material for the

restoration of the quarry which is scheduled to commence in February 2015. This rail line is

at‐grade where it crosses Haslingfield Road. There is signage for motorists that warn that the

rail line is a level crossing without a barrier. On Haslingfield Road, there are stop lines on

both sides of the at‐grade rail line.

3.26 Orwell Road, to the west of the Site, is a road link that provides connectivity between the

village of Barrington and the village of Orwell. Orwell Road is also a rural carriageway that



October 2014

operates under the national speed limit. The speed limit reduces to 30mph on the approach

of the built‐up area of Orwell Village.

Strategic Highway Network

3.27 The key strategic route within the local area is the A10, which runs between King’s Lynn and

London. The closest point to the A10 from the Site is at Royston Road, Foxton, approximately

2.8km south east. The A10 along Royston Road, Cambridge Road and Harston High Street is a

single lane carriageway (in both directions) with a speed limit of 50 mph to the national limit

south of Harston and 30mph along Harston High Street. In the area closest to the Site, the

A10 is managed by CCC Highways.

3.28 To the west of the Site, the A603 runs between Ermine Way and Cambridge. It also

accommodates single lane traffic in both directions and operates with speed limits of 50 ‐60

mph in the area closest to the Site. In the area closest to the Site, the A603 is managed by

CCC Highways.

3.29 The closest motorway is the M11, which runs from South Woodford, London to Cambridge.

The M11 is accessible from Junction 11, 8.4km north east of the Site. The M11 is managed by

the Highways Agency.

Method of Travel to Work

3.30 Reference was made to the Census 2011 Method of Travel to Work for the Orwell and

Barrington ward; the results, after discounting those who work from home or those out of

work, are shown in Table 3.4.

Table 3.4: Census 2011: Method of Travel to Work – Orwell & Barrington Ward

Mode Proportion

Underground 0%

Train 6%

Bus 2%

Taxi 0%

Motorcycle 1%

Car Driver 78%

Car Passenger 3%

Cycle 3%

Walk 5%

Other 1%

Total 100%



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3.31 The majority of people living within the Orwell & Barrington ward use a car to get to work,

while a minimal proportion walk or cycle. The data shows that there is scope to increase

travel by active modes by including measures that would support walking and cycling, such

as the greenway.



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4 STRATEGIC GOALS

Aim

4.1 The aims of the RTP are to:

Increase residents’ awareness of the options for travelling to the Site sustainably;

Enabling mobility through sustainable travel modes; and

Reduce car based traffic generated by the Proposed Development.

Objectives

4.2 The aims will be achieved by:

Objective 1: reducing single occupancy car use;

Objective 2: promoting sustainable travel actively using a range of soft measures;

and

Objective 3: ensuring that physical infrastructure within the Site is well maintained,

particularly for use and access by pedestrians and cyclists.

4.3 Reducing the need to travel to and from the Site is beneficial to residents and the wider

community because it reduces the potential for congestion on the local highway network.

This will be explored as a travel planning measure by considering options such as home

delivery.

4.4 The RTP is a good opportunity to capture residents that have moved to a new development

and need to establish a new travel routine (e.g. routes and modes chosen). By promoting

sustainable travel through marketing and other initiatives, the TPC will publicise the range of

realistic travel options available to residents and visitors.

4.5 It is important that the physical infrastructure at the Site is maintained, particularly walking

and cycling routes, in order to ensure that use of these facilities by residents and their

visitors remain a realistic option.



October 2014

4.6 Through a range of measures, the RTP aims to reduce single car occupancy. This will benefit

residents and has the secondary effect of reducing the impact on air quality and the

environment more generally.

Targets

4.7 The RTP targets are measurable goals by which progress of the travel plan can be assessed.

These targets will be reviewed through a programme of monitoring to ensure that they

remain SMART: Specific, Measurable, Achievable, Realistic and Time bound.

4.8 The baseline is informed by the mode split presented in Table 3.4 above. It is noted that a

more accurate baseline split will be established within three months of first occupation of

the completed development (2021) or on 75% occupancy, whichever is sooner.

4.9 The indicative baseline and mode split targets are provided in Table 4.1.

Table 4.1 Baseline & Mode Split Targets

Mode Baseline Year 1 Year 3 Year 5 Net

Change

Single Occupancy Car Drivers

78% 75% 54% 53% ‐5%

All Other Sustainable Modes

22% 25% 26% 27% +5%

4.10 The travel plan targets aims to reduce the car driver mode split by 5%; this will be achieved

by increasing the use of more sustainable forms of transport such as walking, cycling, public

transport or car sharing by a similar amount (i.e. 5%). The travel plan targets will be revised

once an accurate baseline mode split is established.



October 2014

5 TRAVEL PLAN STRATEGY

5.1 In order for the RTP to have an impact, it must have long term sustainability which depends

on the support of Site management, a Travel Plan Coordinator (TPC) and other stakeholders.

Site Management

5.2 Site management will have responsibility for nominating the TPC and ensuring that the TPC is

given the time and resources to carry out their travel planning duties. The measures and

initiatives of the RTP including monitoring activities will be funded by Site management.

Travel Plan Coordinator

Travel Plan Coordinator Appointment

5.3 The TPC will be nominated by Site management prior to first occupation of the first phase.

The TPC will have day‐to‐day responsibility for the management of the RTP, the measures

implemented and the monitoring and evaluation of the travel plan. The TPC will be in post

for the duration of the RTP (i.e. five years after first occupation).

5.4 Once appointed, full contact details of the TPC will be provided to SCDC including: name;

email address; telephone number and job position within the Site management company.

This information will be updated as necessary.

5.5 The amount of time that the TPC will spend on the RTP activities will vary depending on the

period of the RTP. It is expected that the time spent and budgetary requirements will peak

during first occupation of the first and second phases, monitoring and review periods, with

less time dedicated by the TPC outside of those periods. On average, the TPC will be

expected to spend a few hours (e.g. less than half a working day) dedicated to the Site’s

travel plan per week.

5.6 The TPC, travel planning initiatives and monitoring activity will be fully funded by Site

management for the duration of the RTP (five years after first occupation).

5.7 The TPC will report directly to the management of the Site management company with

external reporting of travel planning issues to SCDC.



October 2014

Travel Plan Coordinator Job Description

5.8 An example of the TPC’s job description is provided below.

Local Planning Authority & Local Highway Authority

5.9 It is important that the Proposed Development is as sustainable as possible, maximising the

opportunities for active travel or public transport. The TPC will consult with SCDC and CCC as

appropriate to communicate any issues with respect to walking and cycling routes as well as

public transport provision. The TPC will ensure that the authorities are kept informed of

travel planning developments.

The Travel Plan Coordinator (TPC) will be the first point of contact in all matters regarding travel at

the Site. The TPC will maintain a file containing all correspondence relating to the Residential

Travel Plan (RTP).

The TPC will be responsible for setting up and maintaining a travel database, which will comprise

the baseline, interim and final travel survey results.

The role of the Travel Plan Co‐ordinator shall include amongst others:

Preparing and coordinating data gathering exercises;

Developing residents’ travel awareness;

Promoting the use and availability of alternative travel options for residents and visitors;

Liaising with relevant bodies and organisations such as South Cambridgeshire District

Council (SCDC), Cambridgeshire County Council and local transport providers;

Managing the operational requirements of the RTP; and

Monitoring and reviewing the development of the RTP in line with the targets set.

In general terms, the duties of the TPC include:

Identifying transport initiatives;

Arranging residents’ travel surveys and statistical analysis of findings;

Monitoring and review of the RTP;

Preparation of travel plan progress reports;

Liaison with the Council and other key stakeholders, including neighbours such as the

Barrington Church of England Primary School and the established residential community.

TPC responsibilities also include:

Day‐to‐day operation of the RTP



October 2014

6 MEASURES & INITIATIVES

6.1 The success of the RTP is based on several measures including the provision of infrastructure

on the Site, the connection and continuity of Site‐based measures with the surrounds as well

as residents having awareness of the sustainable ethos of the Site and their contribution

toward achieving it.

6.2 Residents will be made aware of the RTP and the Site’s sustainable measures through a

range of communication tools and promotional techniques:

Prior to purchasing a unit, residents will be made aware of provision for car and cycle

parking, the network of internal streets, pedestrian amenities on‐Site and off‐Site

through the sales webpages and via the sales agents.

A Welcome Pack will be distributed to each household containing maps, timetables,

information about cycle training and other measures.

The TPC will offer a personalised travel planning session with each household to

provide tailored information on concessionary fares, car sharing, home delivery

services and travel to work routes.

The TPC will encourage residents to get involved in national and local sustainable

transport campaigns.

6.3 The measures that will be undertaken at the Proposed Development include those listed in

Table 6.1.



October 2014

Table 6.1. Table of Measures

Strategy Measure

Site Design Parking will be provided in line with local parking standards.

Promotions and marketing

Distribution of Welcome Packs to each household including information such as

walking or cycling maps, bus timetables, and details of forthcoming travel planning

and monitoring activity.

Offer of personalised travel planning advice to residents of each household.

Regular update travel information on communal noticeboards in prominent

locations.

Promotion of local and national sustainable travel campaigns.

Initiatives to support walking

Maintenance of pedestrian facilities at the Site including access points within the

Site and those leading to areas outside the Site.

Distribution of maps showing walk routes to key facilities in Barrington Village and

the attractive local surrounding area.

Initiatives to support cycling

Maintenance of cycle facilities at the Site.

Distribution of maps showing cycle routes in the local area.

Encouragement to sign up to Bikeability cycle training.

TPC negotiation with local cycle retailers to offer cycle equipment discounts.

Encourage participation in national Bike Week, which occurs in June annually.

Initiatives to support bus access

TPC to negotiate some discounted tickets for public transport (if possible).

Provide bus route mapping and timetables as appropriate.

Refer each household to relevant public transport resources such as Traveline,

CCC’s bus webpages , National Rail Enquiries and provide information on

concessionary fares.

Encourage residents to seek interest free / low interest season ticket loans from

their respective employers where appropriate.

Initiatives to support necessary car use

Provide parking at the level agreed by CCC and SCDC as required by residents and

visitors of the Proposed Development.

Promotion of CamShare, a car journey matching service, to residents of the

Proposed Development.

Publicise the details of taxi / minicab firms.

Other Provide details of local supermarkets that offer a home delivery service.

Ensure that residential units are broadband ready to support internet access.



October 2014

7 MONITORING & REVIEW

7.1 Monitoring and review of the RTP will be undertaken. A progress report will be prepared by

the TPC and sent to CCC for their records.

7.2 Full monitoring will be undertaken every two years according to the schedule set out in Table

4.1. In addition snapshot, modal split, surveys will be taken in years 2 and 4, so that a yearly

comparison can be made throughout the five year RTP period.

7.3 The TPC will be responsible for undertaking monitoring activity. The Site management

company will provide the TPC with the time and resources to undertake their travel planning

commitments.

7.4 At the time of writing, there were no identifiable issues that could prevent the

implementation of the RTP. Many of the measures are Site‐based and not dependent on

third parties (excluding public transport operators and cycle retailers).

7.5 Following monitoring activity, the TPC will review the results of surveys, compare it against

previous surveys and list recommendations to improve RTP efficiency and revise the targets

and measures where this is necessary.

7.6 If further funding is required to support the RTP, the TPC will approach and discuss this with

the Site Management Company, setting out reasons why the funding is required and how it

would be used to achieve RTP targets.



October 2014

8 ACTION PLAN

8.1 The action plan assigns tasks and responsibilities for travel planning activity to the individuals

and organisations. The action plan is presented at Table 8.1 below.

8.2 The Site management company will be responsible for allocating the time and budget to

carry out these measures.



October 2014

Table 8.1: Action Plan

Objective Mode Measure Task When By

1, 2, 3 All TPC Appoint a TPC Prior to first occupation Site management

company

1, 2, 3 All Funding and

resources

Ensure that the TPC has the funding and time

allocated to undertake travel planning activity.

Ongoing Site management

company

1, 2, 3 All Site webpages Set up sales website highlighting key transport

aspects of the development.

Prior to first occupation Site management

company

1, 2 All Residents’

Welcome Pack

Prepare and disseminate Welcome Packs to

each household containing information on

walking and cycling routes, public transport

services, concessionary fares, etc.

On first occupation TPC

1, 2 All Personalised

Travel Planning

Offer personalised travel planning to

household residents


1, 2, 3 All National and

local campaigns

Promote and encourage residents’

participation in events such as Bike Week and

other national or local events

Ongoing TPC

1, 2 All Local retailers Publicise and promote local retailers (e.g.

supermarkets) that provide low cost or free

home deliveries.


1, 2, 3 All Internet

provision

Ensure that homes are internet / broadband

ready to support access to media and online

retailers without the need to travel

Prior to first occupation Developer / Site

management

company

1, 2 Bus Bus pass Try to negotiate discounted public transport

tickets for a new residents for a limited time

period (TBC), if possible.

On first occupation Site management

company / TPC

1, 2 Public

Transport

Season Ticket

Loans

Encourage working residents to find out

whether their employers offer interest free or

low interest season ticket loans.




October 2014

1, 3 Cycle Cycle parking Ensure that cycle parking is provided at the

Site in accordance with local parking

standards.

Prior to first occupation Developer

1, 2, 3 Cycle Cycle discounts Negotiate time‐limited cycle equipment

discounts with a local cycle retailer, if

possible.

Prior to first occupation TPC / Local retailer

1, 2 Cycle Cycle training Encourage households to sign up to Bikeability

cycle training.

On first occupation TPC / Site

management

company

1, 3 Car Car parking Ensure that car parking is provided in

accordance with local parking standards to

enable necessary car use.

Prior to first occupation Developer / Site

management

company

1, 2 Car Car sharing Publicise and promote the journey matching

service, CamShare


1, 2 Car Taxi / Minicab Publicise and promote local taxi / minicab

firms as enabling necessary car access without

the burden of car ownership.


1, 2, 3 All Baseline and

subsequent

surveys

Undertake baseline and subsequent surveys

as set out in the monitoring schedule.

Within three months of first occupation of 75%

of the units (for the baseline) and in

accordance with the monitoring schedule

thereafter (i.e. every second year up to 5 year

period)

TPC

1, 2, 3 All Annual report Prepare an annual report for discussion with

the working group and dissemination to BCC.

Within a month of yearly monitoring activity TPC

FIGURES

DRAWING REFERENCE:

SCALES:

CHECKED: DRAWN:

NTS

SGH


Former CEMEX Cement Works, Barrington

DATE:

Strategic Site Location Plan

11/09/14

Figure 1

MDC.

85 Tottenham Court Road, London W1T 4TQ Tel: 020 7268 3020 Email: [email protected] www.vectos.co.uk

REVISION: .

Key:

A603

A10

M11 Site

DRAWING REFERENCE:

SCALES:

CHECKED: DRAWN:

NTS

SGH



DATE:

Local Highway Network

11/09/14

Figure 2

MDC.


REVISION: .

Key:

A603

A10

Site

Chapel Hill

Orwell Road

Barrington High

Street

Barton Road

Harlton Road

Challis Green

Existing Access

Secondary Access

off Orwell Road

Haslingfield Road

DRAWING REFERENCE:

SCALES:

CHECKED: DRAWN:

NTS

H.J



DATE:

Public Rights Of Way Map

09/11/11

Figure 3

D.B.


REVISION: .

Key:

Site

Bridleway

Footpath

Byway

DRAWING REFERENCE:

SCALES:

CHECKED: DRAWN:

NTS DATE:

Figure 4

Network Building, 97 Tottenham Court Road, London W1T 4TP Tel: 020 7580 7373 Email: [email protected] www.vectos.co.uk

REVISION: .

Key:

Site Location

8km catchment


5 and 8km Cycling

Isochrone

H.J S.G.H 24/03/2014


5km catchment

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