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Allenby House ~ 49-51 Dorchester Road ~ Weymouth ~ DT4 7JT

Transport

Assessment Project Reference : 3449/ Document No D05 Version : 01 Date : April 2014

Proposed change of use to a mixed development of; Housing, with annexed Businesses, plus

Sports Hall & Community Accommodation

Applicant : The Hales Lea Partnership

Application submitted by :

JB page 2 of 16 Transport Assessment: Outline Planning Application ~ Hales Lea ~ Mudford ~ Yeovil ~ Somerset

Transport Assessment Project Reference : 3449/ Document No : D05

Contents:

I Preliminaries (with illustrative plan)

page 3

1.0 Introduction “ 4

2.0 Existing Conditions “ 6

3.0 Proposals “ 10

4.0 Site Access Present and Proposed (with photographs)

“ 11

5.0 Existing Junctions (with photographs)

“ 12

Alternative One layout “ 13 Alternative Two layout “ 14

6.0 Access by Pedestrians and Cyclists “ 15

6.3 Photographs ~ potential non-motor links “ 15


I. Preliminaries II. This is an introduction, with the accompanying Travel Plan, to the key principles

considered appropriate to encourage primary travel by means other than personal car use. Achieving successful implementation deserves integral participation of present village residents. Its development will continue throughout design and construction phases, once the existing community is convinced that legislative authorities support sustainability for the village to thrive.

III. This Outline Planning Application is for approval of the principle for changing use of the

field, from agricultural to mixed residential (Use Class C3a) Business (Use Class B1) and Social/Community (Use Class D1 and D2). All details will be subject of subsequent Reserved Matters applications.

IV. The proposal is for development to provide Affordable and Custom Build Housing in

parallel with market housing and provision of Sports Pavilion with Community facilities which may include Post Office, Tourist Information and cycle/wheelchair maintenance facilities in the form of an independent entrepreneurial enterprise.

Illustrative Location Plan to indicate potential site layout with road and footway connections to the existing infrastructure of Mudford Village.


1. Introduction 1.2 There are no definitive thresholds set out in national planning policy that dictate when a

Transport Assessment or a Transport Statement are required, as local factors will determine whether a Local Planning Authority considers a development will have a “significant impact” on transport or not. The Department for Transport guidance on Transport Assessment provides indicative thresholds.

1.3 This guidance suggests that developments which generate less than thirty two-way

vehicle movements in any hour or less than one hundred two-way vehicle movements per day, may not require a formal Transport Assessment.

1.4 Assuming the maximum development considered viable, there will be a total of 114

residences with potential to access road junction of Hill View with Main Street, the A359, in any one day. Of the 62 properties in Hales Meadow and annexed to Hill View, 37 are for retired occupants with at least 12 being in warden assisted sheltered accommodation. Therefore, the greatest number of regular two-way journeys per day are unlikely to exceed 82. This appears to negate requirement for a Travel Plan.

1.5 However, it is considered that preparation of a skeleton plan will assist comprehension

of increased activity that may be generated for the sustainable proposals. This Transport Assessment is offered as a means, for the Local Planning Authority and Somerset Highway Authority, to determine viability of approving the principle of agreeing development, in the form and in the location proposed, in the current Outline Planning Application.

1.6 In the absence of local authority current policy, requirements in the National Planning

Policy Framework (NPPF) forms basis of this statement. Due regard has been given for; potential directives in the developing “Proposed Submission Local Plan 2006 – 2026” of South Somerset District Council (LPA); Somerset County Council (HA) guidance, “Transport Policies 2011”; Department for Transport (DfT), Transport analysis guidance (WebTAG) January 2014.

1.7 The proposal endeavours to achieve compromise, between guidance anomalies

contradicting vehicle provisions in these publications. Information and guidance that has been prepared by Somerset County Council and published under their “Moving Somerset Forward” banner [http://www.movingsomersetforward.co.uk/] has been encompassed in preparation of these supplements to the Outline Planning Application submission.

1.8 The National Planning Policy Framework (NPPF 2012) states that all developments that

generate significant amounts of movement should be supported by a Transport Statement, or Transport Assessment should be prepared, and submitted with a planning application for the development. It will then be used to determine whether the transport impact of the development on transport is acceptable.

1.9 The National Planning Policy Framework (NPPF 2012) also states that development

should only be prevented or refused on transport grounds where the residual cumulative impacts of development are severe.


1.10 Extract

Somerset Travel Plan Guidance The Somerset Travel Plan Guidance sets out to ensure that proposed developments contribute to modal shift; defines the expected content of travel plans; aims to ensure that good quality cycle parking and other on-site physical facilities effectively support new development; sets a consistent process for the delivery of promised travel plan outcomes; and describes the overall process for efficient and predictable decisions for the development industry. It is intended that the text within the document forms the basis of a Supplementary Planning Document (SPD) to be offered to Local Planning Authorities (the District Councils in Somerset) for adoption as part of their local development plans. It has been prepared by Somerset County Council (SCC) and was adopted as formal SCC technical guidance in November 2011

1.11 Until positive indication of density can be ascertained, this Transport Assessment is

necessarily prepared in draft form. Basic parameters are outlined, to be completed with full details once principle has been decided.

1.12 Thus an estimate of totals; between 15 minimum work/home units up to 52 residential

units is considered to be the maximum housing appropriate for sustainable longevity in the village environment.

1.13 Provision of the Sports Pavilion, to include the listed community accommodations, is

estimated to total a minimum of 100m2 to a possible 300 m2.

1.14 The foregoing constitute assumptions for basis of the greatest traffic volume to influence this initial assessment. Reference has been made to standards detailed in Somerset County Council, Highways “Red Book”, for ascertaining suitable road, footway and cycleway traffic flow provisions.

Aerial view, approaching Mudford Village from the west.


2. Existing Conditions 2.1 At present, only 10% of Mudford households do not use a private car as their main

means of transport. It is considered that practices, preached in the NPPF and promoted by the HA and LPA, should facilitate improvements to present circumstances.

2.2 Increased use of bus services, from a larger population, will encourage South West

Coaches to maintain existing timetables with potential to extend coverage. 2.3 Nippy Bus, South Somerset’s demand responsive transport service, could be justified to

include Mudford in its area of coverage. 2.4 A similar scheme to the Bristol hourly car hire, through City Car Club is plausible with

the LPA intentions to promote sustainability. [http://www.citycarclub.co.uk/locations/bristol-car-hire]

2.5 Somerset County Council consider their SLINKY and Community Transport Schemes

are of no benefit to Mudford, due to existing bus services.

Somerset County Council: Community Transport and SLINKY. Who can use it? “For anyone who cannot access public transport, where public transport is not available and for people without access to suitable transport.”

2.6 The Mudford Parish Plan, published in 2009, identified that majority of workforce

employment was in Yeovil and recognised the car to be their main means of transport for eighty eight percent of households.

2.7 Statistics in the Parish 2011 Census Profile indicate that seventy two percent of the employed population travel to work by car or van. A further four percent are passengers in such vehicles.

2.8 Nine percent walk to their place of employment, two percent bicycle, with only two people using either taxi or rail transport and one individual used a motorcycle. The final ten percent enjoyed home based employment.

2.9 These statistics imply higher reliance on private motorised transport than those assessed by the National Travel Survey.

2.10 National Travel Survey Statistics, on two following pages, studied as starting point to

assess Travel Patterns that may be reasonable to anticipate in new development.


2.11 Statistics

Department for Transport – National Travel Survey Statistics published 30 July 2013: The National Travel Survey (NTS) is the primary source of data on personal travel patterns in Great Britain. The NTS is an established household survey which has been running continuously since 1988. It is designed to monitor long-term trends in personal travel and to inform the development of policy. The survey collects information on how, why, when and where people travel as well as factors which affect personal travel such as car availability, driving licence holding and access to key services. Since 2002, the Department for Transport (DfT) has commissioned the National Centre for Social Research to conduct the survey fieldwork. Data collection consists of a face-to-face interview and a one week self-completed written travel diary. Approximately 20,000 individuals, in 8,000 households, participate in the NTS each year.


2.12 Considering the poor support to Rural Communities over recent decades, the disparities are understandable. Observations from an LPA report admirably explain the predicament.

SSDC Area West Committee - 17th February 2010 Area West Rural Community Transport – Community Cars Scheme (Executive Decision) Public Interest For people without a car living in a rural location the lack of available transport is often the main barrier to accessing local services, healthcare, employment, training and social activities. Background Somerset is the third most rural county in England and faces significant challenges in respect of access and transport. In rural areas a lack of regular accessible public transport is often the main barrier for people requiring local services, healthcare, employment, training and social activities. The issue of transport and accessibility regularly figures highly during consultation for Community and Parish Plans. The local accessibility strategy states that: Through the Local Transport Plan there is a commitment to improving access to work, learning, healthcare, food shops and other services and improve access to recreation. Rural Transport Options - across South Somerset A recent research project, funded by South Somerset Together (the Local Strategic Partnership for South Somerset), included an assessment of transport provision and a comparison with other areas in Somerset. In general terms public transport provision in South Somerset is comparable with other Districts in Somerset. Urban areas are generally better serviced by public transport than the rural areas. The Sunday service, compared with other Districts, is seen as good. More low floor vehicles are being used on the bus network as Somerset County Council has influenced early provision of these accessible vehicles through letting contracts for longer periods and stating the preference for such vehicles through the contract tendering process. In addition to the traditional bus service, South Somerset has a higher number of Demand Responsive public transport services e.g. Nippy Bus and SlinkyBus services. South Somerset also has some Community Transport provision, which has been developed to meet the needs of residents who cannot access public bus services. The provision of community transport across the District is patchy, even though it is apparent that there is an unmet demand. Over the last few years the development of community transport services and the setting up of new charities to provide community transport has been limited. Starting up new or developing more community transport services using minibuses or where the operator has to finance or fund capital purchases of vehicles is very costly and increasingly unlikely. For example a simple minibus will cost around £30,000 or more.


3. Proposals 3.1 Admission of failing community transport support is considered another justification for

constructing an appropriate mix of family units. They will bolster means to fund the continuing expansion of public transport systems through encouraging publicity.

3.2 Without a transfusion of younger age groups the community of Mudford has little chance for economic survival. Thus a Travel Plan must be prepared to amalgamate new proposals with those that will benefit longevity of the present community.

3.3 Government initiatives are promoting efficient modes of transport. Electric powered

vehicles are being encouraged, with subsidies for their purchase and abolition of Road Fund taxation.

3.4 Vehicle sales, maintenance and repair enterprise exists in the village. “Cars of Yeovil” ethos is to provide economic transport with aims to market any form of popularly demanded transport. The Sports Hall community building, plus the new homes, shall incorporate facilities for recharging electric powered modes of transport.

3.5 Pedestrians’ and cyclists’ have traditionally used the byeways of Up-Mudford Road,

Primrose Lane, Lyde Farm footpaths (thence adopted replacements), as their route to access areas of Yeovil town. Any proposed development will incorporate links to promote these historical thoroughfares.

3.6 A regular bus service into Yeovil begins at 07:30, every week day, with hourly repeats

until end of general close of business. It is supplemented with extra services on the traditional Market Day trading’s of Wednesday and Friday.

3.7 The South West Coach service, number one, operates a “Plusbus” link with National

Rail at Yeovil’s two railway stations. 3.8 Yeovil Pen Mill Railway Station, less than two miles distance, can be reached on foot

within half an hour and cycled in fifteen minutes. It has been observed that Mudford is closer to the National Rail Network than larger conurbations. West Coker is four and a half miles from its nearest railway station, at Yeovil Junction, or six miles from Crewkerne. Town residents such as in Wincanton, must travel five and three-quarter miles to Templecombe which entails a sixteen minute bus journey.

3.9 Current timetables for bus and rail transport are included with the Travel Plan that is

submitted as a separate document.


4. Site Access, Present and Proposed 4.1 Western boundary of the site fronts Up-Mudford Road where Hales Meadow leaves the

village speed restriction to 30mph. Straight line of verge frontage measures approximately 102m.

View south View north

4.2 The metalled road surface is 5.5 metres wide and entrance into the site crosses the

900mm grass verge. A 3.0 metre wide gateway, in the boundary hedge, provides present means of entry. Clear view of the whole site frontage and beyond Hales Meadow estate junction is attained as shown.

4.3 There has been past confusion as to boundary alignments affecting extents of land ownership pertaining to this site. The South Somerset Office of Somerset Highways resolved concerns, by study of “arbitrary interpretation of old maps and plans” and a site meeting with affected owners. Remains of the ditch, running alongside metalled road surface, was deemed the limit of public highway ownership. Once resolved, the county highways issued their decision with copies of the photographs showing alignments agreed at the final site meeting.

4.4 Reference GF/IJM/4.81 452300, the photographs are reproduced herewith.

4.5

4.6 It will be observed that the boundary alignment coincides with that delineated by a

standard visibility splay of 9m x 90m (X and Y dimensions)


4.7 Traffic from Up-Mudford also has good vision of the approach.

5. Existing Junctions 5.1 Hales Meadow

Bellmouth of estate with country road serving 53 units of accommodation.

View south-east View south-west

5.2 Constructed, mid 1950s, this junction serves houses, bungalows, sheltered complex and has space for vehicle turning at boundary with the Recreation Ground. A total of 53 properties. There is no requirement to alter this arrangement.

5.3 Hill View

Bellmouth of country road with A359 at Main Street. Has role of Main Distributor Road linking Main Street (A 359) with Lyde Road via Primrose Lane.

View south-east(from bus lay-by) View north-east (junction on right)

5.4 Bus lay-By directly opposite assists through traffic continuing unhindered down through

the village. This circumstance is not conducive to imposing speed restriction upon traffic wishing to exceed designated speed limit of 30mph.

a. Minimal work, of trimming verge on southern side of Hill View (side road) from Up-Mudford, may be deemed advantageous to achieve full 5.0m width for Type 4(i) Access Road. Metalled surface currently measures 4.8m plus approximately 600mm banked verge plus hedgerow to elevated field boundary.


5.5 Junction presently serves 62 properties from Hill View and Hales Meadow plus 12 properties of Up-Mudford.

a. This application will increase properties served to a minimum of 89 up to a maximum total of 114 separate units.

b. These figures appear to be within acceptable limits, set by the Red Book specifications, for the category of a Type 4(i) Access Road.

5.6 No record of reported incidents has been found, in the history of this junction’s

existence. However, repositioning of the bus lay-by and the introduction of a mini-roundabout may be considered practical. This would certainly assist in reducing blatant disregard of speed limits by through traffic.

5.7 Alternatively or in addition, consideration for installation of a toucan crossing, for the

benefit of all residents, will assist the promotion of Somerset’s sustainable ethos for reducing car use. Such action is considered of benefit for promoting National Planning Policy Framework requirements, helping to reduce greenhouse gas emissions and motor congestion by assisting people to use healthier modes of transport.

5.8 Setting a bellmouth estate entrance south of the present gateway enables the standard

visibility splay of 90m along road edge (Y) dimension by 9m set back measurement (X) being fully compliant for clear junction vision.

5.9 Two alternative access arrangements are considered worthy of deliberation. Alternative One: 5.10 Realign southern end of Hales Meadow to curve into the proposed development as a

continuation to culs-de-sac turning arrangement.

5.11 This would also require realignment of Up-Mudford Road and construction of a

bellmouth junction for its continuance to Up-Mudford.


Alternative Two: 5.12 Construct a roundabout at the confluence of the three roads.

5.13 Appropriate adjustments to road alignments would ensure effective speed control,

without disrupting ease of manoeuvre for all types of vehicle. Reference has been made to; The Highways Agency; Design Manual for Roads and Bridges TD 54/07, Vol 6, Sect 2, Part 2.

1.1 A mini-roundabout has a central circular solid white road marking, which is flush with the road surface or slightly domed, instead of the central island found on conventional roundabouts. The marking is between one and four metres in diameter. If it is domed it may be up to 125mm at its highest point although this standard recommends it does not exceed 100mm. A mini-roundabout must have an Inscribed Circle Diameter (ICD) of 28m or less (see paragraph 6.1).

1.2 Traffic signs and road markings for mini-roundabouts are prescribed in the Traffic Signs Regulations and General Directions (TSRGD). The Traffic Signs Manual Chapters 3 and 5 include supporting advice on signs and road markings. These documents must be applied as part of the design process in conjunction with this standard.

August 2007

5.14 The modern concept of a mini-roundabout was introduced in the UK in the early 1970s

as a means to improve capacity and reduce delays at existing junctions where there was limited scope to introduce other forms of control. Since that time, most local authorities have developed their use to address other issues such as casualty reduction and as a speed-reducing feature within traffic-calmed areas. There are about 5,000 mini roundabouts around the country and a great deal of experience has been gained in their application.

[Clive Sawers MA MICE Ceng ~ Traffic Engineering Consultant]


6. Access by Pedestrians and Cyclists 6.1 The existing footway on north side of Hill View, walking from Main Street junction,

follows bellmouth junction into Hales Meadow Estate. There is no specific construction for perambulators or wheelchairs to cross this junction although coincidence of a driveway creates such provision. However, the footway halts short of the final property (2 Hales Meadow) leaving walkers travelling to Up-Mudford no choice but walk on the road surface.

6.2 It is considered inappropriate to increase perambulation of this route. Proposed

circulatory footways and cycleways are to link with existing routes from Main Street. Suggested options are illustrated on submitted plans. (Drg. No. 3449/06) Primary aim is to keep motor vehicle transport isolated from pedestrians and cyclists.

6.3 Routes with potential as links to existing non-motorised transport.

Between 7 Milton House and 32 Hales Meadow

From site adjacent open frontage Access at Hales Meadow

South-east corner of Recreation Ground

From site boundary of Milton House To Hales Meadow turning head


From site to Village Car Park

South-east boundary fence Public footpath gate Entrance to Village Car Park

Village Car Park provides 2 Disabled Parking Spaces plus 23 standard car spaces

6.4 This facility is proposed to be duplicated on eastern side of sited Sports Hall with

Community accommodations. New provision will include spaces for coaches and all vehicles will follow a one way route, as suggested in submitted illustrative plans.

6.5 Bus Stop, serviced by South West Coaches is 85m north (turn right out of Car Park). Present operations provide a transport link to both Yeovil and Castle Cary for start of working hours. Thereafter an hourly service covers the route until 17:00 on weekdays. Saturday service is limited and no bus operates on Sundays which is reflected throughout the LPA area. Timetables are appended to the accompanying Travel Plan.

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