06-089-010A Slade End Farm Travel Plan - South Oxfordshire g Slade End Farm... · slade end farm,...

SLADE END FARM, WALLINGFORD

RESIDENTIAL TRAVEL PLAN

September 2011

SLADE END FARM, WALLINGFORD - RESIDENTIAL TRAVEL PLAN

PJH/ph/Reports/06-089-010A

DOCUMENT CONTROL SHEET

REV ISSUE PURPOSE AUTHOR CHECKED REVIEWED APPROVED DATE

1st Draft PJH SRB JBW SRB Sept ‘11

A Comments PJH SRB JBW SRB Oct ‘11

SLADE END FARM, WALLINGFORD - RESIDENTIAL TRAVEL PLAN

PJH/ph/Reports/06-089-010A

CONTENTS Page

1 Executive Policy Statement 1

2 Introduction and Background 2

3 Existing Transport Infrastructure 9

4 Base Position 17

5 Travel Plan Objectives and Measures 23

6 Monitoring and Targets 40

7 Ongoing Implementation and Review 48

FIGURES Figure 1 – Site Location Figure 2 – Site Accessibility

DRAWINGS 06-089-068A – Local Accessibility

06-089-070 – Existing Pedestrian Access Points

06-089-083 – Bus Catchment Plan

06-089-085 – 130, 132 Diverted Bus Routes – Gained Catchment

APPENDICES

Appendix A - Correspondence from Local Authority Appendix B - Resident’s Welcome Pack Information Appendix C - Resident’s Questionnaire

SLADE END FARM, WALLINGFORD - RESIDENTIAL TRAVEL PLAN EXECUTIVE POLICY STATEMENT

PJH/ph/Reports/06-089-010A 1

EXECUTIVE POLICY STATEMENT

This Travel Plan, henceforth referred to as “The Plan”, has been prepared

by Odyssey Consulting Engineers on behalf of PRUPIM (The Developer).

The Developer commits to adopting The Plan and contributing to its

implementation. The Developer therefore commits to undertake the

following:

i) To encourage the use of sustainable modes of travel through

the implementation of measures set out within this document;

ii) To monitor the progress of The Plan through periodic monitoring

using the agreed survey methodology set out herewith;

iii) To regularly liaise with the appropriate officers at South

Oxfordshire District Council (SODC) and Oxfordshire County

Council (OCC), including reporting on monitoring activities;

iv) To maintain and update The Plan as necessary following the

monitoring exercises in order to ensure that The Plan is

delivering on the defined objectives.

The above will be monitored over a period of five (5) years measured from

the Initial Baseline Survey, subject to satisfactory achievement of

objectives.

SLADE END FARM, WALLINGFORD –RESIDENTIAL TRAVEL PLAN INTRODUCTION AND BACKGROUND


INTRODUCTION AND BACKGROUND

This document forms the basis for The Plan which will be implemented at

the Slade End Farm residential development in Wallingford (Application

Ref: P11/W0552/O), following development of the site in accordance with

details submitted to South Oxfordshire District Council (SODC).

The Plan itself is represented by a series of measures and monitoring

processes, to be implemented by The Developer of the site or their agent.

As such it identifies the measures to be implemented and provides a

schedule for such implementation (the “Implementation Schedule”). The

Plan also provides a pool of resources to support the measures and sets

out the programme and methodology for monitoring and maintenance of

The Plan throughout its life.

The Plan accords with national policy relating to sustainable travel,

including PPG13 which highlights the effect that Travel Plans can have in

the delivery of sustainable transport objectives, particularly reductions in

car usage and the increased use of public transport, walking or cycling.

The Plan should be seen as live and subject to update and revision as

necessary.

Site Location

Slade End Farm is situated to the west of Wallingford, Oxfordshire. Its

location is indicated on Figure 1 attached.

The site’s western boundary is formed by the A4130 which provides

access to Didcot approximately 7.5km to the west. The site is bounded to

the north by the rear gardens of houses along the south side of Wantage

Road. A short section of the site’s northern boundary (at its western end)

has direct frontage onto Wantage Road where this road forms a

roundabout junction with the A4130.



To the east, the site is bounded entirely by the rear gardens of residential

properties along Chiltern Crescent and Fir Tree Avenue. Existing public

footpaths link the site to these streets.

The site is bounded to the south by existing allotment gardens and sports

pitches associated with the Wallingford Sports Park. The site is situated

just to the northwest of Hithercroft Industrial Estate, which is a major

employment centre in Wallingford.

Local Facilities

Key facilities in the vicinity of the site, and the walking/ cycling distances

to such are listed below. The locations of identified facilities are presented

on Drawing 06-089-068A. (Note: Approximate distances quoted are

measured from the centre of the site, via routes indicated on the referred

to drawing. Details relating to the pedestrian/ cycle routes indicated are

discussed in more detail later in this Plan.):

1.) St. John’s Primary School: 1,500m;

2.) Hithercroft Industrial Estate: 750m;

3.) Wallingford Community Hospital: 2.8km;

4.) Wallingford High Street/ Town Centre: 1,500m;

5.) Fir Tree Junior School: 700m;

6.) Local supermarket (Londis): 600m;

7.) Wallingford Secondary School: 1,300m;

8.) St. Nicholas Infant School: 1km;

9.) Employment Area: 1,120m;

10.) Allotments (marked as “14” on plan): 430m;

11.) Wallingford Sports Park (marked as “15” on the plan): 750m.



Residential Development

The proposed development at Slade End Farm comprises 400 residential

dwellings. Included in this overall provision are 60 Extra Care/ Continuing

Care Retirement Communities (CCRC) units (Land Use Class C2). Up to

40% of all units (160 No.) would be affordable dwellings.

The residential development schedule is set out in Table 2.1 below:

Table 2.1: Development Schedule – Residential Unit Type No. of Dwellings Note

1 Bed 87 Includes 29 CCRC units

2 Bed 211 Includes 31 CCRC units

3 Bed 43 -

4 Bed 59 -

Based on SODC’s assumed average occupancy rate across Oxfordshire

of 2.26 persons per dwelling, the proposed 400 unit development would

accommodate some 904 residents.

Parking Provision

In identifying appropriate parking provision at the site, consideration has

been given to the parking standards contained within the South

Oxfordshire District Council Local Plan 2011 (at Appendix 5). Car parking

standards relevant to the residential aspect of the development are as

follows:

1 Bed Dwelling: 1 Space;

2/3 Bed Dwelling: 2 Spaces;

4+ Bed Dwelling: 2+ Spaces on merit.

The above standards have been adhered to in making car parking

provision at the site.



No car parking standards are contained within SODC’s 2011 Local Plan

relevant to the CCRC use (land use class C2). Car parking at the CCRC

facility is therefore proposed to be on the basis of 1 space per two units

(including staff). The proposed 60 unit CCRC facility will therefore provide

30 spaces in total. Whilst the Local Plan does not make specific reference

to levels of disabled car parking at Extra Care/ CCRC facilities, a

minimum of 5% will be provided, with additional spaces made available if

deemed necessary.

Residential Cycle Parking is as set out below:

Houses: All cycle parking to be accommodated on-site

either in garages or back gardens in accordance with

SODC Local Plan requirements;

Flats: Cycle parking to be conveniently located in secure

parking facilities at a ratio of 1 space per 1 bed dwelling, or

2 spaces per 2+ bed dwelling. Visitor cycle parking will be

provided at a ratio of 1 ‘Sheffield’ type stand per 2

residential units, where there are more than 4 units.

Cycle parking provision at the CCRC will mainly cater for staff. In this

regard reference is made to Appendix 5 of the South Oxfordshire Local

Plan 2011, which recommends “1 stand per 12 staff” for various land uses

(including hospitals). The total staff compliment at the 60 CCRC units is

expected to be in the region of 40 (across various shifts). In view of the

above, 4 stands (8 spaces) will be provided.

Other Development

The proposals include the provision of a 1 Form Entry (FE) primary school

(210 pupils) situated in the south-west of the site, and 375m2 of floor

space ancillary to the residential in the form of community facilities

including a management suite. The School and community facilities will

be subject to a bespoke Travel Plan each, however for completeness, this

Plan contains at Section 5 a schedule of potential measures to be

included in the School Travel Plan.



Construction Phasing

Construction at Slade End Farm is assumed to commence in 2012, with

the first dwellings completed in 2013. The development is expected to be

completed within 7 years, with the draft timetable for delivery as follows:

2013: 40 Units;

2014: 70 Units;

2015: 70 Units;

2016: 70 Units;

2017: 70 Units;

2018: 70 Units;

2019: 10 Units.

Scope

The following section of this document (Section 3) sets out

comprehensive details of the existing transport infrastructure, particularly

sustainable alternatives to car travel, available to residents and visitors to

the area.

In developing a suitable Travel Plan, consideration needs to be given to

starting, or base, travel patterns. Section 4 sets out an appropriate base

position and provides the framework for developing this in the future as

the development is implemented.

Section 5 of this document sets out the objectives of The Plan and the

extensive measures that will be implemented in order to encourage the

use of sustainable alternative modes of travel. This includes details of

application of the Travel Plan measures at the development.

Fundamental to a Travel Plan is the process of establishing modal shift

targets, and monitoring the performance of The Plan in the context of

such targets. Section 6 of this report brings together a methodology for



determining realistic targets for modal shift based on an estimated base

position. This section also presents detailed guidance on how the

monitoring process will be undertaken with specific details of the survey

methodology.

Section 7 presents a framework for the implementation and review of The

Plan. This section includes the Implementation Schedule, which sets out

specific actions and the respective timescales for the implementation of

such.

Policy/ Guidance Basis

In Scoping the Travel Plan with Oxfordshire County Council’s Travel

Choices Team, it was confirmed that although the Council was (at the time

of writing) in the process of preparing new guidance relating to Travel

Plans, such guidance had not yet been adopted and that reference should

therefore be made to the guidance documents listed below. Nonetheless,

OCC’s Travel Choices Team did provide specific comments relating to the

Travel Plan, which have been taken into consideration in the preparation

of this document. That guidance is included at Appendix A for

completeness.

In April 2009, the DfT published the guide: “Good Practice Guidelines:

Delivering Travel Plans through the Planning Process” which states the

following:

“Travel plans are an important tool for delivering sustainable

access to new development, whatever the use.”

Under the heading “Objectives and outcomes of a travel plan” the above

guidance at paragraph 5.1 lists aims of a Travel Plan, including the

following:

“achieve the minimum number of additional single occupancy car

traffic movements to and from the development;

reduce the need for travel to and from the site;



address the access needs of site users, by supporting walking,

cycling and public transport;

address specific problems identified in the site’s transport

assessment;

are explicitly part of the wider local approach to demand

management and behavioural change.”

This Plan has also given due regard to the October 2007 DfT guide: “The

Essential Guide to Travel Planning”.

SLADE END FARM, WALLINGFORD -RESIDENTIAL TRAVEL PLAN EXISTING TRANSPORT INFRASTRUCTURE


EXISTING TRANSPORT INFRASTRUCTURE

As detailed in the introduction, a fundamental component of any good

residential Travel Plan is the process of informing residents of the

sustainable travel options available to them. This process alone can result

in a significant shift in primary choice of mode. In many cases individuals

may be unaware of the sustainable travel options available to them or not

fully aware of the advantages and benefits such alternative modes can

offer.

Within this section of the report, detailed information on the availability of

other modes of travel is provided. It acts as both a resource for informing

residents of the development (via the Travel Plan Co-ordinator) as well as

forming the basis for the development of the Travel Plan measures and

targets.

It is important that this information is kept up to date and aspects of The

Plan upon which it is based are modified accordingly. As such, this

section has most recently been modified in October 2011

The details of how this information is best presented in order to inform the

residents and visitors at the site is considered in more detail in Section 5,

which explores the specific measures of The Plan.

Access for Pedestrians

Facilitating and encouraging access to and from the site by means of

walking as a primary mode is a fundamental aspect of The Plan. The site,

which is located on the western side of Wallingford, has access to the

Town Centre via four pedestrian accesses as summarised below (with

reference to Drawing 06-089-070):



Access providing direct pedestrian/ cycle access to Wantage Road

via the existing farm gate at the north-western corner of the site

(Access 1);

Existing pedestrian right of way between the southern end of

Queens Avenue and the site providing pedestrian access to the

development site from Wantage Road (Access 2);

Existing pedestrian footpath at Access 3, between the north-

eastern corner of the site and Fir Tree Avenue, providing a direct

pedestrian link from the site to the Town Centre via Wantage Road

and Station Road;

The section of footpath between the south-eastern corner of the

site and Fir Tree Avenue (Access 4) comprises a short section of

path which shares the vehicular access to the allotment gardens

immediately south of the development site. This access provides

access to a series of footpaths which link the site to the Town

Centre and areas of employment to the east and south

respectively. These pedestrian routes are described later in this

section.

Access for Cyclists

Wantage Road forms part of the National (SUSTRANS) Cycle Route 5,

with advisory cycle lane markings present on both sides of the

carriageway between the Slade End roundabout in the west and Station

Road in the east. National Cycle Route 5 is a long distance route

connecting Reading and Walsall via Oxford. In the vicinity of the site, the

route provides access to Crowmarsh Gifford and Reading to the south-

east, and Didcot and Oxford respectively to the west and north.

This route (Route 5) shown on Figure 2 passes that part of the

development site (north-western corner) which has direct frontage access

onto Wantage Road. The cycle route also passes the junction of Fir Tree

Avenue with Wantage Road and Station Road at the eastern end of

definitive footpath which leads form Access 3 previously discussed.



Pedestrian/ Cycle Distances and Routes to Key Facilities

Pedestrian and cycle accesses at the site, as described above, have been

relied upon in calculating distances between the site and key facilities in

Wallingford. The results of this exercise are presented below, whilst

Drawing 06-089-068A referred to previously presents this exercise

graphically. (Note: All distances are measured from the centre of the

development site, via walking/ cycling routes indicated on the drawing):

St. John’s Primary School: Approximately 1,500m via the south

eastern corner of the site (Access 4), the surfaced footpath to the

north of Hithercroft Industrial Estate, Saxon Close, Charter Way,

Egerton Road, Croft Road and St. John’s Road;

Hithercroft Industrial Estate: The distance measured from the

centre of Slade End Farm to the Industrial Estate (Moreton

Avenue), via the surfaced and lit public footpath to the north of the

allotments and Fir Tree Avenue is approximately 750m;

Wallingford Community Hospital: Approximately 2.8km to the

south east of the site via the A4130, Hithercroft Road and Reading

Road;

Wallingford High Street/ Town Centre: Approximately 1,500m

walking distance from the centre of Slade End Farm via Wantage

Road and Station Road; and 1,500m via the south eastern corner

of the site, Saxon Close, Charter Way, Croft Villas, Croft Road and

Kinecroft;

Fir Tree Junior School: 700m walk/ cycle from the centre of the

site via the public footpath at the north eastern corner of the site

(Access 3), Fir Tree Avenue and Radnor Road;

Local supermarket (Londis): Situated in Sinodun Road,

approximately 600m walking distance from the northern end of the

site via Queen’s Road;

Wallingford Secondary School: Approximately 1,300m walk/

cycle from the centre of Slade End Farm via Queen’s Road,

Wantage Road and Sinodun Road;



St. Nicholas Infant School: Approximately 1km walk/ cycle from

the centre of the site via the above mentioned public footpath,

Wantage Road and St. Nicholas Road;

Employment Area: Approximately 1,120m, via the public footpath

to the north of the allotments and Moreton Avenue;

Allotments (marked as “14” on plan): Approximately 430m from

the centre of the site;

Wallingford Sports Park (marked as “15” on the plan):Approximately 750m measured from the centre of the site.

Information relating to walking/ cycling infrastructure and distances to key

facilities (as set out above) will form part of the “Residents Information

Pack” discussed in detail in Section 5 of this Plan.

Proposed Pedestrian/ Cycle Facility Improvements

In order to optimise the use of the key pedestrian and cycle routes via

Accesses 2, 3 and 4 in the north-east and south-east corners of the site,

the development has committed to work with the Local Authority and the

County Council to enhance the existing routes to more readily

accommodate cyclists and pedestrians. This package of improvements is

expected to be contained within the Section 106 Agreement and is

expected to include new way-finding signage, pruning of vegetation and

some surfacing works.

Discussions with OCC’s Countryside Service team have confirmed that

any works associated with converting a Definitive Footpath to a Cycle

Track (such as resurfacing and lighting) would be ‘for the developers

account’. Such works would be secured through the Section 106

agreement.

The alignment of existing east-west public footpaths across the northern

part of the site is to remain but widened to allow a cycle track. This will

allow for the diversion of National Cycle Route 5 from Wantage Road

through the site. Access to this cycle route is gained via the new bus/



cycle only access at the north-western corner of the site, with details of

this diversion and access respectively contained in the TA for the

development.

Bus Services

Service 130 (shown on Figure 2), operates on Wantage Road to the north

of the site. This service runs between Wallingford, Brightwell-cum-Sotwell

and Didcot, providing an hourly service in each direction Monday –

Saturday. This service provides access to Didcot Rail Station

approximately 5 miles (8km) to the west of the site, with the journey

between Wallingford and the station lasting approximately 15 minutes.

Bus stops are currently located on Wantage Road in the vicinity of the

development, with the nearest existing bus stops (indicated on Figure 2)

accessible via Queens Avenue, approximately 400m from the centre of

the site.

It is relevant to note that improvements to the 130 service (including

diversion of this route through the site) form part of the proposals at Slade

End Farm. To this end various discussions have taken place with OCC’s

Public Transport Development team and the local bus operator (Thames

Travel) with a view to improving bus accessibility at the site.

Consideration has therefore been given to a bus only through route at the

site utilising the main site access on the A4130 and a new bus-only

access on Wantage Road.

It is as such proposed to divert the existing 130 bus service (operating

between Wallingford and Didcot) from its current route along Station Road

and Wantage Road; to St. Martin’s Street, St. Mary’s Street, St. John’s

Road, Hithercroft Road, the A4130 and the development site. Service 130

will continue to operate between the site and Didcot to the west along its

existing route. In conjunction with the diversion of bus service 130, and

again, subsequent to discussions with OCC and Thames Travel, it is

proposed to extend the hourly 130 service to Oxford. The cost of



providing the additional vehicle and other costs required to deliver this

improvement to the service would be funded by the development on a

reducing scale over 5 years. This funding is to be secured by way of a

suitably worded S106 Agreement between the developer and OCC/

SODC.

To this end Drawing 06-089-083 sets out the 400m catchments of the

proposed bus stops along the diverted route, which includes a significant

number of Wantage Road Residential properties. Additionally, in order to

compensate the loss of bus service 130 on Station Road, OCC have

agreed in principle to the diversion of the 132 bus service, from its

existing route in Shillingford Road; to Blackstone Road, Wilding Road and

St Nicholas Road as also shown on Drawing 06-089-083 and 06-089-085.

In addition to delivering high levels of access to bus transport at the site,

the introduction of the diverted 130 service via the Hithercroft employment

area will benefit sustainable travel in the area as a whole and would add

to existing levels of patronage on this service, thereby improving the long

term viability of the route generally. The enhanced bus service provision

is also compliant with the objectives of a TP set out in the April 2009 DfT

guidance, described previously, which requires that such plans “are

explicitly part of the wider local approach to demand management and

behavioural change.”

Figure 2 additionally shows the existing bus services that operate

between Oxford and Reading through Wallingford, and other services

serving the town. Service X39/X40 provides a half hourly service to

Oxford and Reading in each direction, Monday - Saturday. The X40

service operates an hourly service in each direction on Sundays and

public holidays. The journey time from Wallingford to both Oxford (to the

north) and Reading (to the south), is approximately 30 - 40 minutes.



Table 3.1 provides a summary of the existing bus services in the vicinity

of the site.

Table 3.1: Summary Existing Bus Services

Route

No.

Service Frequency1

AM

Peak

Day PM

Peak

Evening Saturday

Day

Sunday

Day

105 1 Per Day - -

114 6 Per Day 1/ Day -

115 1 Per Day - -

130 1 1 1 0.52 1 3/ Day

132 1 1 1 1 1 5/ Day

136 1 1 1 - 1 -

139 1 1 1 - 1 5/ Day

391 1 Per Day 1 -

X39/40 2 2 2 1 2 1

3305 1 Per Day - -

1. Buses per hour in each direction unless otherwise stated

2. One service every 120 minutes

Rail Services

Rail services are available from Didcot Parkway and Cholsey Stations, in the

vicinity of the site. Services operate between Oxford and London (via Didcot

Parkway and Reading) at a frequency of 5 trains per hour. The duration of

this journey is approximately 1 hour.

Peak hour services between Reading and London operate at a frequency of

9 trains per hour, with journeys lasting between 27 and 31 minutes.

Trains from Didcot operate between Didcot and Oxford to the north and

Reading, Slough and London Paddington to the south-east at a peak hour



frequency of up to 6 trains per hour. Local stations served from Didcot

include Appleford, Culham and Radley.

Services between Cholsey and Reading operate at a frequency of 3 trains

per hour. Local stations served from Cholsey Station include Goring and

Tilehurst.

SLADE END FARM, WALLINGFORD -RESIDENTIAL TRAVEL PLAN BASE POSITION


BASE POSITION

For a Travel Plan being developed for an existing, operational site, the

transport base position would typically be developed through detailed

surveys of existing travel patterns.

This Plan has however been produced, in support of the proposal for

development on the Slade End Farm site. As such, no appraisal of base

travel patterns at the development could be established through surveys.

Nonetheless, a suitable transport base position is necessary to inform the

development of The Plan and in particular the preliminary modal shift

targets.

This section of the report therefore looks at the preparation of an Initial

Base Position using currently available information. It goes on to set out

the methodology for determining an Estimated Baseline position on

completion and occupation of the development.

Initial Base Position

The primary indicator of the baseline position, and the basis for the

development of targets for The Plan, is the modal split. As a residential

development, trips undertaken by occupants will cover a broad spectrum

of purposes, including commuting to a regular place of work, journey to

school, shopping and leisure. It is reasonable to presume that in many

cases, different journey purposes would be undertaken by different

modes. For instance, an individual may travel to work by car, but

undertake leisure trips in the evening or at weekends on foot or by cycle.

Similarly, many (if not the majority of) school trips can be expected to take

place by walking.

As will be detailed throughout this Plan, the measures to be implemented

will be comprehensive and target modal shift across the many trip



generating activities associated with a residential scheme. The formal

monitoring and target determination structure will also seek to make due

consideration to an appropriately broad range of journey purposes.

Vehicle trip rates included in the Transport Assessment for the site were

agreed with OCC Highways at the scoping stage of the planning

application. The TA therefore quantified the expected number of vehicle

trips resulting from the proposed development, and distributed such trips

onto the surrounding highway network. It is not deemed relevant to

reproduce the methodology utilised in deriving such trip rates here.

However, for information, agreed peak hour vehicle trips owing to the

residential and CCRC components of the development are respectively

presented below:

Table 4.1 Vehicle Trip Rates and Traffic Generation – Residential Development

AM Peak Hour (08:00-09:00)

PM Peak Hour (17:00-18:00)

IN OUT TOTAL IN OUT TOTAL

Residential Trip

Rate/ Unit

0.168 0.441 0.609 0.324 0.176 0.5

Vehicle Trips

(340 Units)

57 150 207 110 60 170

Table 4.2: Vehicle Trip Rates and Traffic Generation – Extra Care/ CCRC

AM Peak Hour PM Peak Hour IN OUT TOTAL IN OUT TOTAL

Extra Care Trip

Rate/ Unit

0.1 0.05 0.15 0.05 0.1 0.15

Vehicle Trips (60

Units)

6 3 9 3 6 9

An assessment of trips across all modes was not included in the TA. As

such consideration is now given to data contained in the 2001 National



Census which is the key current source of data on travel patterns and

behaviour. Included in the Census data is information relating to both the

mode of travel and the origins/ destinations of commuting or Travel to

Work journeys. This information does not include trips generated by

residential dwellings which are not related to commuting. Nonetheless,

this dataset does have useful characteristics that make it a valuable tool,

including the following:

The ability to disseminate accurate origins and destinations;

An extensive breakdown of mode of travel for commuting trips;

The data relates to one of the most significant and consistent trip

generating activities;

The data can reasonably be assumed to be reflective of wider

travel trends;

The data represents activities that occur in the key, peak periods

of demand for the wider transport network.

It is also relevant to note that comments received from OCC’s Travel

Choices Team (included at Appendix A) confirm acceptance of Census

data for the purpose of establishing appropriate base conditions at a new

development.

Given the above and in acknowledgement of the current lack of a more

wide ranging survey base that would facilitate the derivation of the initial

modal splits for individual journey purposes, the information from the 2001

National Census has been adopted as being representative of the overall

modal split at the development site.

When considering the 2001 Census information for application to the

currently vacant site, it is important to ensure that the selected statistical

area is representative of the development site. With regard to Wallingford,

the predefined statistical area selected is the local ward of “Wallingford

North”. As illustrated in the plan below, the assessed ward includes an



extensive area of the Slade End Farm site itself and as such is deemed to

be representative of trips at the proposed development.

Ward of Wallingford North – Administrative Hierarchy

The modal split for the ward of Wallingford North, based on 2001 Travel to

Work Census data is set out in Table 4.3 below:

Table 4.3 – 2001 Census Modal Split – Wallingford North

Mode of Travel Percentage Bus 4.5%

Taxi 0.3%

Car (All) 67%

Train 3.2%

Motorcycle 0.6%

Cycle 6.8%

On Foot 17.2%

Other ~0.4%

Source: 2001 National Census

The above essentially constitutes the preliminary or Initial Base Position

with regard to modal split at the site. However, it is entirely reliant upon

the existing travel patterns of the assessed area and does not consider



the specific nature of the development at Slade End Farm, which will

promote sustainable travel from the outset.

Estimated Base Position for the Development Site

The development site at Slade End Farm incorporates a number of

fundamental design aspects which can be assumed to result in a slight

shift in modal share towards sustainable modes relative to the wider

Wallingford area. The key factors in this regard are as follows:

PPG13/ OCC compliant car parking standards, constraining the

availability of off-street space;

A design layout in compliance with Manual for Streets, thus

potentially being more conducive to walking/ cycling;

Enhanced pedestrian/ cycle permeability across and beyond the

site;

Diversion of bus Route 130 through the development, thus

ensuring that all dwellings are within 400m of a bus stop.

When considering the above, it is reasonable to assume that the base

modal share at the development site would likely reflect these integral

sustainable transport components.

Table 4.4 therefore sets out a revised modal split, in this case deemed to

reflect the effect of the above characteristics of the site and thus is

considered for these purposes to be a representative estimate of the base

modal split of the development site at Slade End Farm.



Table 4.4 – Estimated Base Modal Split – Development Site

Mode of Travel Percentage

Bus 5.0%

Taxi 0.3%

Car (All – Incl as Passenger)) 65%

Train 3.2%

Motorcycle 0.7%

Cycle 7.3%

On Foot 18.0%

Other ~0.5%

Development of a Definitive Initial Base Position

While an Estimated Base modal split has been derived for the purposes of

developing this Travel Plan prior to occupation at the site, one of the first

tasks to be conducted as part of the implementation after an agreed level

of occupation would be development of an accurate and definitive

occupational baseline position. This will be achieved by means of suitable

surveys conducted on residents. The main criteria for surveys carried out

to inform the development of the Definitive Base position are as follows:

The surveys should be conducted as soon as possible

after an agreed level of occupation at the site has been

reached;

The surveys should conform to guidance set out in this

document.

Details relating to travel surveys and monitoring are set out in Section 6of this Plan.

SLADE END FARM, WALLINGFORD -RESIDENTIAL TRAVEL PLAN TRAVEL PLAN OBJECTIVES AND MEASURES


TRAVEL PLAN OBJECTIVES AND MEASURES

This section presents the objectives of the Travel Plan, and the actual

measures to be implemented which seek to achieve those objectives.

Travel Plan Objectives

The overarching aim of The Plan is to support and encourage more

sustainable travel for residents and visitors at the site. In order to achieve

this, The Plan’s objectives are as follows:

Inform all residents on the site of the sustainable travel

choices available;

Raise awareness of the implications of all forms of travel

on the environment, and on the safety and health of

individuals;

Influence how journeys are made by making sustainable

travel easier and more attractive;

Reduce car use amongst residents and Increase the use

of sustainable transport;

Reduce the need to travel overall;

Include residents in the monitoring of travel behaviour and

enable feedback to the operators of the site and local

authorities;

Improve the sustainable transport network and facilities

further in response to the monitoring and feedback

received.

Contribute to the improvement of air quality through the

reduction of carbon emissions;

Contribute to the improved health and well being of

residents by promoting healthier modes of travel such as

waking and cycling.



General Travel Plan Measures

The measures to be implemented represent the ‘heart’ of the Travel Plan

and are the tools that will be used to effect a shift in the modes of travel

used by residents.

In general, Travel Plan measures can be assumed to fall into one of two

categories; hard measures, such as physical facilities built into the

scheme, and soft measures, such as incentives and promotional

activities.

Both have a part to play in the success of The Plan and there is scope for

implementation and modification of both types throughout the life of The

Plan. The following section explores both types of measure.

Travel Plan Coordinator

Although effectively a soft measure, the appointment of a Travel Plan

Coordinator is fundamental to the effective implementation of the scheme

and is therefore considered from the outset.

The Developer, or their agent, will be responsible for appointing the

Travel Plan Coordinator. This action will take place in advance of first

occupation such that implementation of The Plan can begin before travel

patterns start to develop at the site.

The Travel Plan Coordinator (TPC) would coordinate all aspects relating

to the implementation of The Plan. They would also facilitate the

monitoring of The Plan. More details of the specific roles of the

Coordinator are set out in the context of particular measures throughout

the remainder of this section. The TPC will, as part of their

responsibilities, develop a steering group at the site with a view to the

continued implementation of The Plan after the conclusion of the TPC’s

role. That action is discussed in more detail later in this section.



IMPLEMENTATION Ref 1 – The Developer will appoint and

meet with the Travel Plan Coordinator (TPC) prior to first

occupation at the site. The responsibilities of the TPC will be

clearly set out and agreed along with the proposed

timescales for the implementation of the Travel Plan

measures.

Note: Implementation Reference Numbers refer to the Implementation Schedule include at Section 7 of this Plan.

Hard Measures

Hard measures represent elements of the scheme that are designed in

from the outset, such as the provision of adequate pedestrian and cycle

facilities (such as cycle parking in the case of the latter). While these have

scope to encourage modal shift, the primary role of such hard measures

is to facilitate this shift by making facilities available to support the use of

sustainable modes of travel.

The site layout at Slade End Farm has been designed with a target

maximum speed of 20mph. This, in conjunction with the use of shared

surfaces, cycle lanes and pedestrian footways, together with built-in traffic

calming, will reduce the dominance of the private car and support and

encourage the use of other more sustainable modes of travel.



Car Parking

In deriving an appropriate level of car parking on the site, the scheme

designers have taken into account OCC’s design and policy guidance.

Adherence to such guidance seeks to deliver the following objectives:

Reduce single occupancy car usage by constraining

overall car ownership through reducing the opportunities

to park on the site, whilst at the same time providing

adequate parking that avoids overspill onto the internal

road network or the local highway network.

Given these constraints, off-street car parking at the site has been

provided in line with the local authority (OCC) standards. These provide

an element of constraint while reducing the likelihood of overspill car

parking that could potentially have an impact on highway safety.

Cycle Parking

In accordance with local policy, the development includes cycle parking

facilities. In the majority of cases, these facilities have taken the form of

storage options within private dwellings, either in garages or rear gardens.

Communal cycle parking is also provided to the appropriate (guidance

based) levels for the residential apartments and the CCRC facility.

General Pedestrian/ Cycling Facilities

The design of the development has encompassed the key principles of

good practice in highway design that have an implication on transport

sustainability. The scheme has as such been designed in accordance with

the Department for Transport (DfT) guidance Manual for Streets which

sets out a range of key principles that look to reduce the dominance of

motorised vehicles and maximise accessibility and permeability for those

on foot or cycle.



All roads on site (with the exception of the shared surface areas) make

provision for pedestrian footways of minimum 2m width, whilst the Primary

Route also incorporates 1.5m advisory cycle lanes in each direction. A

segregated pedestrian/ cycle way of 3m width is provided along the

northern boundary of the site.

The development also includes the proposed provision of dedicated

pedestrian/ cycle accesses respectively at the north-eastern and south-

eastern corners of the site, and also at Queen’s Avenue (northern site

boundary) as described in detail in the Transport Assessment for the

development. (Also summarised in Section 3 of this Plan, under the

heading “Access for Pedestrians”). These accesses ensure high levels of

pedestrian/ cycle access between the site and the Town Centre and

employment areas to the east and south-east of the site as indicated on

Drawing 06-089-068A and 06-089-070.

Delivery Receiving Area

The provision of a “Delivery Receiving Area” at the on-site community

facility will be investigated. This would allow residents to have items

delivered when they are not at home, and would thereby reduce the

overall number of trips on the highway network by reducing missed

deliveries. A facility to receive groceries in this manner may also be

considered.

Key Features

A summary of the key features which have been incorporated in the

design of the development and which encourage sustainable transport

include the following:



A general highway layout that constrains vehicle speeds;

A 20mph speed limit across the site, supported by traffic

calming features;

Use of shared surface areas on appropriate roads

resulting in pedestrian/ cycle dominated carriageways;

Sufficiently wide pedestrian footways on each side of the

respective on-site streets;

Provision of cycle parking to the appropriate levels;

Segregated pedestrian/ cycle way along the northern

boundary of the site;

Advisory cycle lanes in each direction along the Primary

Route;

A high degree of pedestrian/ cycle permeability, both

within the site and between the site and other local

residential areas.

In view of the above hard measures at the site which will underpin a shift

towards walking/ cycling modes of travel, the Estimated Base Modal Split

presented in Table 4.4 of this Plan, suggested a nominal shift towards

walking and cycling trips at the development when compared to the

Census derived modal split for the surrounding area (Table 4.3). The

Definitive Base Position relating to modal share at the development will

however be identified by means of detailed surveys at the site as

described previously.

IMPLEMENTATION (Reference 2) –It is the responsibility of

Travel Plan Coordinator to familiarise themselves with the

identified “Hard Measures” which form part of the

development, with a view to communicating such to residents

of the development.



Public Transport Enhancements

In discussion with Oxfordshire County Council and the local bus operator

(Thames Travel), a package of public transport enhancements centred

around improvements to the 130 bus service, has been developed and is

to be provided by the development. These enhancements take the form of

a diverted 130 service, from its current route along Station Road and

Wantage Road; to St. Martin’s Street, St. Mary’s Street, St. John’s Road,

Hithercroft Road, the A4130 and the development site.

In conjunction with the diversion of bus service 130 it is proposed to

extend this hourly service to Oxford. The cost of providing the additional

vehicle required to deliver this improvement to the service would be

funded by the development on a reducing scale over 5 years subject to

agreeing final costs with the bus operator and OCC. This funding is to be

secured by way of a suitably worded S106 Agreement between the

developer and OCC/ SODC.

Additional facilities funded by the development relating to the proposed

bus diversion are as follows:

The infrastructure to provide the diverted route, including the site accesses,

new bus stops and shelters along the new bus route are provided by the

development and include the following:

1.) The provision of 3 pairs of new on-site bus stops along the

proposed diversion through the new development. These stops will

be equipped with new high quality bus shelters incorporating real-

time information provision.

2.) The provision of new bus stop flags at the three pairs of off-site

bus stops along that part of the diverted route along existing roads.



The on-site bus route and associated on-site bus infrastructure will be in

place upon first occupation at the site. As such, buses will physically be

able to utilise this route at an early stage of the development. It is

however acknowledged that providing a bus service through the site prior

to a “critical mass” of residents being reached will have negative

commercial implications for the bus operator (and the County Council

since route 130 is a subsided route). In line with this the TA for the Slade

End Farm development quantified the expected levels of bus patronage

relevant to peak hour employment trips at the site. It was reported that the

expected number of such peak hour bus trips originating at the site upon

completion would be 44 person trips. Based on the methodology

employed in the TA; upon completion of the 100th dwelling, it can be

expected that in the region of 8 peak hour trips (via bus mode of

transport) will originate at the development (Note: this excludes any

school trips). As such, it is proposed that the bus route be diverted at

occupation of the 100th dwelling at the site. Bus Service 132 will be

diverted as described in the TA at the same time as the diversion of

Service 130, thereby minimising impact on existing residents in

Wallingford.

It is relevant to note that the construction of the development will ensure

that there will be a bus stop in the northern part of the site in the early

stages of the development, falling within 400m walk catchments of the

existing 130 bus service operating on Wantage Road.

IMPLEMENTATION (Reference 3) – It will be the

responsibility of Travel Plan Coordinator to ensure that the

Public Transport (bus) enhancements at the site are

delivered in a timely manner and in such a way as to

maximise the delivery of The Plan’s objectives. This would

include liaising with the bus operator and the Local Authority

with a view to implementing the proposed bus diversions

(130 and 132) at the appropriate “trigger points”.



Soft Measures

The soft measures are those that are implemented during the life of The

Plan which do not represent physical measures, such as those set out

above. They broadly include initiatives and campaigns to promote a shift

in mode away from the private car to other, more sustainable modes.

Some measures, such as the training of marketing staff to publicise the

Travel Plan measures to new residents of the development, will take

place prior to occupation.

Travel Information

Fundamental to delivering any modal shift away from the private car is the

provision of relevant and up-to-date sustainable travel information.

The information set out in Section 3 of this document relating to the

existing sustainable transport infrastructure/ provision in the vicinity of the

site, forms the basis for the type of information that will be provided to

residents in order to facilitate alternative travel opportunities. Sustainable

transport information provided to residents (including bus maps,

timetabling information and walk and cycle route maps) can be presented

to the target audience in a number of ways as discussed below:

i) Display Boards

The Travel Plan Coordinator will produce and distribute up-to-date

versions of the travel information contained in Section 3, including the

enhancements to, and diversion of, the local bus services (130 and 132),

in a format for presentation in public areas. One such public area would

be the on-site community facility/ management suite.



ii) Resident’s Welcome Packs

It is now common for residents moving in to new-build housing to receive

an Information Pack or Welcome Pack from the house-builder, comprising

general information on the property.

The Travel Plan would take advantage of this mechanism to deliver a

range of travel information to the new residents, both to inform the travel

opportunities and to encourage modal shift.

The TPC will ensure that they prepare resident welcome packs sufficiently

in advance of occupation at the site, to ensure that residents receive such

packs upon occupation.

A fundamental element of the information supplied will be that presented

in Section 3 of this Plan, including the bus maps/ timetables and maps of

key destinations within walking and cycle distance of the site. Typical

examples of such material relating to local bus routes is included at

Appendix B. The previously referred to Drawing 06-089-068A which

identifies local key facilities and the walking routes/ distances to such

facilities, may also form part of the Welcome Pack. The Welcome Pack

will additionally provide information relating to the presence of cycle

parking at the site. This latter information is especially relevant to

residents at the flats which will benefit from communal cycle parking.

The above listed information contained within the Welcome Pack will be

complimented by promotional material related to other aspects of the

Travel Plan, not least of which will be bus travel vouchers which have

been agreed in principle between the Developer and the Bus Operator.

Such vouchers will form part of a wider promotional scheme to effect a

shift towards bus travel and is discussed later in this section under the

heading “Public Transport Incentives”.



In addition to the above, the following information will also be included in

the Welcome Packs issued to all dwellings at the site:

A cover letter relating to the Travel Plan, summarising the aims

and objectives of The Plan;

Information relating to the benefits of the using sustainable modes

of transport;

Contact details of the Travel Plan Co-ordinator;

List of useful transport related resources such as:

o Rail Travel Information – www.thetrainline.com;

o Bus Travel Information - http://www.thames-travel.co.uk/;

o General Travel Information: - www.traveline.org.uk.

iii) Oxfordshire Car Share

The previously considered Census data for the surrounding areas

indicated that a significant proportion of residents at the site (65%) might

be expected to utilise car mode of travel for commuting trips (see the

Estimated Base Modal Split for the site set out in Table 4.4 of this Plan).

In view of this it is deemed that lift/ car sharing can play an important role

in reducing single or low occupancy car trips to/ from the site.

Lift sharing is a process which is most effective on the regular commute,

with residents working in similar locations sharing the use of single car for

the journey to work. Fundamental to its success, is the process of

bringing together residents who can reasonably car share. This has been

shown to most effectively work through the use of website based ‘journey

matching’ tools.

The potential for matching journeys that facilitates car sharing taking

place is greatly enhanced by an increased pool of individuals involved in

the scheme. The Travel Plan Coordinator would promote the option of car

sharing at the development, based on the

https://oxfordshire.liftshare.com.



By utilising the Oxfordshire Car Share scheme, there can be integration

with residents beyond the development site and thus will have access to a

greater pool of travellers, including those living in the vicinity of the site

who have similar travel patterns.

IMPLEMENTATION (Reference 6) - The Travel Plan

Coordinator would be the primary facilitator of the car sharing

service, promoting the existing Oxfordshire liftshare scheme

sound at https://oxfordshire.liftshare.com.

iv) Personalised Travel Planning Service

Guidance issued by OCC’s Travel Choices Team, state “that Personalised

Travel Planning must be delivered to all households in residential

developments of over 50 dwellings.”

In line with the above, the Travel Plan Coordinator at the site will act as a

contact point for residents looking to gain a more detailed understanding

of travel opportunities from Wallingford. In delivering this service, the TPC

would ensure that all residents are aware of the sustainable travel options

to from the site. Individual residents will be able to request assistance

from the TPC in planning journeys such that most efficient and

sustainable option can be selected.

IMPLEMENTATION (Reference 7) - The Travel Plan

Coordinator will be responsible for providing information to

individual residents. This would include:

Journey planning;

Cost/ Benefit consideration;

Availability of discount/ season ticket schemes.



v) Promotional Activities for Walking/ Cycling

It has previously been shown that all destinations within the village can be

accessed on foot or cycle. Based on the 2001 Census data, the Estimated

Base Modal Split allocated to walking and cycling at the site (for

commuting trips) are 18.0% and 7.3% respectively (see Table 4.4). Whilst

these proportions may seem to be comparatively high for a “village” site,

potential still exists to promote these forms of travel. Such promotion will

take place by means of a broad range of measures aimed at increasing

the use of walking/ cycling for leisure purposes and also as primary

means of travel. Promotional activities will therefore focus on encouraging

the use of walking/ cycling as an alternative for short trips within the

village.

Key promotional activities relating to walking and cycling will be as

follows:

Provision of information relating to pedestrian and cycle

routes in the vicinity of the site. Such information will be

displayed as previously described and will also form

part of the Residents Welcome Packs;

The TPC will highlight the benefits of walking and

cycling, including health and economic benefits;

Setting up a bike user group (BUG) that will act as a

support network for cyclists and provide a point of

feedback for issues related to cycling in the village.

In setting out the health benefits of walking/ cycling, information provided

to residents will include facts such as the following (Note: Source OCC

website):

Twenty minutes of gentle cycling burns up to 100 calories; raises

your metabolic rate and helps you manage your weight;

Cyclists breathe in less fumes than car drivers;



Cycling helps to lower both blood pressure and the resting heart

rate;

Cycling can reduce stress levels;

Cycling improves general fitness.

Other benefits of cycling that will be highlighted to residents include the

following:

Cycling saves you money;

Cycling produces no pollution so it is good for the environment;

It is often quicker to get from A to B in congested areas via bicycle;

Fewer cars on the road means safer roads;

Cycling is perfect for travelling short distances in urban areas.

Discussions with OCC’s Sustainable Travel Officer have confirmed that

“local” campaigns promoting sustainable transport take place on an “ad

hoc” basis. As such, the TPC will liaise with OCC to ensure that the

development takes part in suitable campaigns. The development will

however continue to promote sustainable travel independent of the Local

Authority.

The TPC will also explore the potential to encourage cycling as a

component of multi-modal journeys, possibly for longer distance travel.

This could include the use of cycling as the initial mode for travel to a

place of work. The TPC would provide information to residents on the

feasibility of securely storing cycles at transport interchanges such as the

Town Centre (bus) and Cholsey Station (rail).

IMPLEMENTATION (Reference 8) – The Travel Plan

Coordinator will be responsible for promoting activities to

encourage greater walking/ cycle usage in conjunction

with local and national promotional schemes and in liaison

with OCC’s sustainable Travel Officers.



vi) Public Transport Incentives

In order to encourage the uptake of bus travel for residents of the Slade

End Farm development, the Developer has discussed a travel subsidy

with the bus operator, which would allow trips between the site and the

Wallingford Town Centre (and vice versa) free of charge for the first year

of residence. This promotion would likely be operated by means of a

Smartcard system, with cards issued to residents enabling them to travel

between the site and Wallingford town centre. The TPC will coordinate

this measure with other promotional and marketing activities associated

with the enhanced bus services. Information relating to subsidised bus

travel at the site will form part of the Resident’s Welcome Pack.

IMPLEMENTATION (Reference 3, 5) – The Developer

and Travel Plan Coordinator will be responsible for

finalising details relating to securing vouchers for bus

travel for residents of the development, for a period of up

to a year after occupation.

vii) Developing a Steering and Handover Group/ Person

The TPC will work to develop a Steering Group at the development which

will assist in the implementation of The Plan. Members of this Steering

Group, which will comprise residents of the development, will assist in

promoting the TP measures, especially with regards to Travel Plan

promotional events.

The Steering Group will also be developed with a view to handing over

ownership of the TP at the end of the TPC’s role. The Steering Group will

be dedicated to sustaining the green travel culture at the development.



viii) Travel Plan Integration

Through dialogue with the Travel Planning officers at OCC, the TPC will

look to ensure that measures proposed in this Travel Plan can be

integrated with any existing or future Travel Plans in operation within

Wallingford that can complement the overall aims of promoting

sustainable travel.

School Travel Plan Measures

As described previously, a detailed bespoke Travel Plan will be prepared

for the proposed 1 Form Entry (FE) Primary School at the site. Measures

to be included in that Plan may include (but will not be limited) to the

following:

Walking Bus: The school will consider setting up one or more

walking buses in association with parents. These buses will follow

identified safe/ pedestrian friendly routes, “picking up” children

along the way;

Walking Initiatives: Initiatives such as “Walk on Wednesday” or

“Walk to School Week” have been successful at many schools

across the UK and will be used to encourage participation in the

walking bus scheme;

Cyclist Training: Pupils of appropriate age will receive cycle

training with a view to raising the profile of this mode of travel and

increasing the confidence of pupils to cycle;

Promoting cycling for Parents: The benefits of cycling will be

highlighted to parents of pupils at the school, with a view to

promoting this form of travel. Encouraging more parents to cycle

will lead to an overall increase in cycling trips as pupils accompany

their parents on rides to the school;

General Awareness: The school may consider initiating a “Design

a Poster” completion relating to sustainable travel, with a view to

raising general awareness of this subject;



No Car Day: Promote a “No Car Day” at the school where all staff

and parents are encouraged to make use of sustainable travel.

As with the Residential Travel Plan, the School Travel Plan will undertake

baseline travel surveys in order to identify the “existing” modal split at the

site, and with a view to establishing modal shift targets. The school Travel

Plan will be developed and implemented in liaison with relevant officers of

the Council’s Travel Choices Team.

SLADE END FARM, WALLINGFORD -RESIDENTIAL TRAVEL PLAN TARGETS AND MONITORING


TARGETS AND MONITORING

This section of the document sets out the process for determining realistic

modal shift targets. This section also sets out the methodology relating to

the monitoring of the Travel Plan and places this process in the context of

a series of targets.

Development of a Definitive Base Position

Whilst an Estimated Base Modal Split has been derived for the purposes

of developing this Travel Plan prior to occupation of the site (see Table 4.4 in Section 4), an accurate Definitive Base Position would be

established by means of detailed travel surveys at the site once an

appropriate level of occupancy has been reached (discussed below). The

main criteria for such surveys are as follows:

It should be conducted as soon as possible after an

agreed level of occupation at the site has been reached;

The survey should conform to guidance provided by OCC

and should include data relating to respondents

postcodes, modal split and attitudes towards sustainable

travel.

Details relating to travel surveys are set out in the following paragraphs.

When the Survey Should be Conducted

As noted above, it is important that the survey to determine the

occupational baseline position is conducted as soon as reasonably

possible after an agreed level of occupation has been reached. The

results of the survey will enable the Travel Plan targets to be accurately

derived in liaison with Oxfordshire County Council’s Travel Choices Team,

and the TP measures implemented in the most effective manner. It is



however important to ensure that the scale and range of occupants at the

development is sufficient to accurately reflect the future travel patterns at

the site.

The development comprises 400 residential dwellings (including 60 CCRC

units). Given the average number of occupants per household in

Oxfordshire of 2.26 persons per dwelling (based on 2001 Census), the

proposed 400 unit development would accommodate some 904 residents.

A postal or interview questionnaire of the current population at any time

during the phased development of the site is liable to achieve a response

rate of approximately 30 – 40%. In order to have statistical value, a

minimum of 100 responses would be required. It is therefore suggested

that the initial occupational baseline survey should not be conducted until

approximately 200 residential units are fully occupied.

Survey Methodology

The primary aim of the survey will be to gather a sufficient level and range

of information to identify the Definitive Occupational Base Position, and to

inform the development of target modal shifts. The results will also be

utilised to tailor the Travel Plan measures most effectively.

The gathering of detailed travel-related information is most easily

achieved through the use of questionnaire surveys. An appropriate

questionnaire is included in Appendix C. The survey has been designed

to be applicable to an extensive range of journey purposes, beyond the

focus on commuting trips as used to define the Estimated Base position.

In order to achieve the highest response rate possible, the person

overseeing the survey (the Travel Plan Co-ordinator) would utilise two

methods of completion, as follows:

Postal – Questionnaires would be sent to each household

for self completion and return (2 surveys per household);



Doorstep – Residents are interviewed at the doorstep.

Both methodologies would use the same set of questions and it is

envisaged that the postal survey would take place first. By these means,

duplications can be avoided and efficiency increases achieved by using

the doorstep approach to collect completed postal surveys.

Recording and Use of Data

At this stage, the key information to be extracted from surveys would be

the modal split for residents over the key journey purposes. It is

suggested that these journey purposes should include at least the

following:

Commute (Journey to Work);

Travel to School;

Main Shopping Activity;

Leisure.

The survey will should be recorded in the format presented in Table 4.4for each journey purpose. The information would represent the Definitive

Base Position for the Travel Plan and would supersede that presented in

Table 4.4.

Targets

Modal shift/ share targets provide the Travel Plan Coordinator and the

local authority (OCC) with a means to judge the performance of The Plan

and to adjust the mechanisms and measures accordingly. The targets

should be seen as aspirational, rather than absolute, and this has been

considered in developing them at this stage. OCC guidance also makes

reference to SMART targets, that is Specific, Measureable, Achievable,

Realistic and Time bound. The targets presented below accord with that

methodology.



Maximum Achievable Modal Shift to Sustainable Modes

Despite the best efforts of the Travel Plan to influence modal shift away

from private car, it must be considered that lifestyle trends of residents

will have a significant bearing on the potential for modal shift. It should be

acknowledged that the private car will remain a popular and essential

mode of travel for some residents and thus shift away from this mode will

take place within achievable limits.

One of the key defining factors in establishing potential modal shift is the

realistic potential for such shift to take place. For instance, assuming that

workplace patterns remain broadly consistent with that identified by the

census data, only a certain proportion of residents will be suitably located

to take advantage of alternative modes to access their places of

employment.

In this section, consideration has been given to two broad categories of

potential modal shift:

i) Those who work within walking/ cycling distance of the

site;

ii) Those who work within a definable catchment of bus

services operating in Wallingford.

As before, National Census Travel to Work data has been used to

establish a profile of journey destinations, cross referenced with mode of

travel. Whilst it is recognised that the data does not constitute all trips, it

has been used for these purposes to define upper limits in modal shift.



i) Travel to Work On Foot/ Cycling

In this case, reference can be made to the typically acceptable walk

distances defined in Planning Policy Guidance Note 13 (PPG13). By

these means it can be assumed that all of Wallingford lies within 2km of

the development site, and is accessible on foot. Thus any journey-to-work

trips undertaken to Wallingford destinations could be undertaken on foot.

The census data for Wallingford indicates that just under 26.6% of

currently employed residents of the assessed ward work within the ward

of Wallingford North excluding homeworkers (33% including

homeworkers). Of these, just over 36% travel to work by car, with 43.5%

walking. (Note: Residents living within walking distance in the ward of

“Wallingford South and Cholsey” have been excluded from this

assessment, since it is not possible to derive the exact location of such

respondents.)

This indicates that some 9.6% of the commuting population of Wallingford

North currently travel to work by car when walking and cycling is a viable

alternative. As such, 9.6% represents the maximum achievable shift from

private car to the walking/ cycling for travel to work activity.

ii) Travel to Work by Bus

Through measures to enhance bus travel to destinations both in

Wallingford and beyond as part of the proposed development, it is

reasonable to presume that an increase in bus patronage and thus modal

share for bus use will be achieved.

In order to estimate the maximum achievable shift to bus travel, the

National Census Data on Travel to Work has again been utilised. To this

end, consideration has been given to destinations served by the

enhanced 130 bus route which will serve the site. Such destinations

include: Wallingford, Brightwell-cum-Sotwell, Didcot and Oxford. (Note: It



is assumed for the purpose of this assessment that the hourly 130 service

will be extended to Oxford in line with current discussions with OCC.)

Additionally, only direct services have been included in the assessment.

The data extracted from this exercise indicates that some 14.9% of all

residents travelling to work from Wallingford (excluding homeworkers and

those working within Wallingford) have an identified place of work within

the above defined areas served by route 130. The above value does not

take into account any residents of Wallingford who may be employed in

Oxford in areas beyond what may be considered to be a reasonable

walking distance from service 130 catchment. It does however provide

useful information which will inform the derivation of modal shift target to

bus, particularly when compared to the current modal share to bus of

4.5%.

Target Modal Split

The details of the baseline position and the maximum theoretical

achievable shift away from private car established above, provide a range

within which target modal shifts can be estimated.

It is assumed that final determination of targets will form the basis of

discussions with relevant officers at OCC’s Travel Choices Team.

Nonetheless, Table 6.1 sets out the recommended target modal shift for

the proposed development based on consideration of the proposed

measures and also in the context of census data results reported in this

Plan. The targets presented relate to the first “monitoring” survey at the

site (not the initial Occupancy Survey) subsequent to the implementation

of the Plan, with that survey expected to take place on the second

anniversary of that event. Such targets are represented alongside the

Base Modal split (previously set out in Table 4.3) and the relative

percentage change.



Table 6.1 – Target Modal Split

Mode of Travel Base Target (Year 2)

Change

Bus 4.5% 7.5% +3.0%

Taxi 0.3% 0.3% -

Car (All) 67% 59.5% -7.5%

Train 3.2% 3.7% +0.5%

Motorcycle 0.6% 0.6% -

Cycle 6.8% 7.8% +1.0%

On Foot 17.2% 20.2% +3.0%

Other ~0.4% ~0.4% -

The above targets are intended to be both realistic and sufficiently

aspirational as to act as a motivation for The Plan in general. They have

been determined by a range of broad areas of shift away from the private

car driver, summarised as follows:

Increased proportion of bus patronage brought about by

enhanced service and awareness, and supported by the

initial bus ticket subsidy;

An increase in walking and cycling as the awareness

campaigns described in Section 5 make travellers aware of

the proximity of services and alternative travel options.

Revision of Targets

As indicated above, these represent aspirational targets for year 2 of The

Plan, based on the Base Modal split. These targets will be subject to

revision following the completion of the Occupational Baseline Surveys

and in conjunction with OCC’s Travel Plan Officer. However, the general

principles of the modal shift targets will remain applicable. In deriving the

initial modal shift targets for the site, the TPC will also in conjunction with

OCC derive targets for the subsequent monitoring survey years (years 4

and 5).



Monitoring

Monitoring of the Travel Plan is a fundamental process, it facilitates both

an appraisal of the performance as well as a mechanism to inform the

modification and development of The Plan throughout its life.

Intervals

The Travel Plan Coordinator will undertake the process of monitoring The

Plan. The formal monitoring process will occur on a biennial basis (every

two years), on the anniversary of The Plan’s implementation. The

implementation date is taken to be that on which the first occupational

baseline survey was conducted, as discussed previously in this section.

Methodology

The monitoring process should replicate that conducted for the

occupational baseline survey and as detailed earlier in this section of The

Plan. For consistency it is suggested that the same questionnaire

template is utilised as before and the results collected and presented in

the same format.

The response rates should be retained in line with the baseline survey,

which assuming continuing development of the site, would result in an

increased gross target audience for the survey. The Travel Plan

Coordinator will ensure that the surveys cover a representative sample of

the residents on the site.

Interpretation and Use of Results

The results from each of the monitoring surveys will be considered in the

context of the proposed targets and used to define new targets and

means to vary the measures contained within The Plan to better achieve

these.

SLADE END FARM, WALLINGFORD -RESIDENTIAL TRAVEL PLAN ONGOING IMPLEMENTATION AND REVIEW


ONGOING IMPLEMENTATION AND REVIEW

This section of the document is provided as a simplified guide to the

implementation of the Travel Plan. It highlights those areas of The Plan

that require update and revision. It is complemented by the

Implementation Schedule, which sets out details of responsible parties

and implementation timescales of the respective Travel Plan measures.

Prior to First Occupation

Prior to first occupation, the Developer of the site will implement the

Travel Plan set out here with the first action being appointment of the

Travel Plan Coordinator. The will be appointed at this early stage in order

to allow time to prepare aspects of The Plan, including the Residential

Welcome Pack.

It is important that the fundamentals of the Travel Plan are in place from

the first occupation, as many travel habits are established in the early

stages.

First Occupation Threshold

Following completion and occupation of the first 100 dwellings, a baseline

survey will be conducted. As detailed previously, the revised baseline

should be developed through travel surveys, using the methodology

outlined in Sections 4 and 6 of this document.

Following completion of the surveys, the data should be analysed by the

Travel Plan Coordinator in liaison with OCC’s Sustainable Travel Officers

and the results used to replace Table 4.4 of this document, namely the

Baseline Modal Split.



With consideration to the measures implemented, the results of the

survey and the approach outlined in the previous section, a revised Target

Modal Split is to be developed to replace that presented in Table 6.1.

During the First Year of The Plan

The Travel Plan Coordinator will continue to implement The Plan as new

residents occupy the development. The Coordinator will also undertake a

continual process of informal monitoring and maintenance of The Plan

and the details of the measures.

Discussion with OCC’s Sustainable Travel Officer has confirmed that the

Local Authority will look for annual meetings to discuss the progress of

The Plan measured from the date of the Baseline Survey.

Second Year Anniversary of The Plan

This is defined as the period two years after the first occupation threshold

was reached and at which stage the Occupational Baseline Survey took

place. At this stage the first formal monitoring of The Plan will take place,

as detailed in the previous section of this document.

Travel surveys will be conducted in accordance with the defined

methodology. The results will be analysed and compared against the

current target modal split.

The performance of The Plan in the first assessment period can be

judged through this comparison, however this should not be considered

as an absolute indication of the success or failure of The Plan.

In the event that target modal shifts are not entirely achieved, the Travel

Plan Coordinator will, in liaison with OCC’s Travel Choices team revisit

the measures applied over the period and look for means to improve their

performance or look for additional measures that can be introduced. The



results of the survey will give a detailed indication of which modes have

fared better and therefore it will be clear where focus should be placed.

Where the target modal shift is achieved or exceeded, this should not be

seen as completion of The Plan. The Coordinator will look to continue this

direction of reduction and use the results of the survey as guidance as to

which types of measures have been most successful.

New targets will be defined for the proceeding period. Regardless of the

performance relative to the previous targets, these are likely to be more

conservative in net reduction. It must be noted that while improvements

can continue to be made, the potential influence of The Plan over the

previous years performance will diminish as realistic modal shifts take

place.

An appraisal of The Plan’s performance and targets for the following year

will be conducted with the relevant representative from the highway

authority (OCC) who will have an input into the definition of the revised

targets and the methods to be implemented.

Years Three to Five

The process of monitoring and review through the proceeding years will

continue as defined above, with formal monitoring continuing to take place

on the 4th and 5th anniversaries of The Plan.

Transition to the Period of Informal Operation

The Travel Plan has a defined period of formal operation of five years

from the first occupation threshold. Within this period the role of Travel

Plan Coordinator will continue and the formal monitoring and maintenance

will take place whilst engaging the local Steering Group with a view to

handing over ownership of The Plan.



Upon the fifth anniversary of The Plan, the formal operation will cease;

however it is not envisaged that the measures associated with The Plan

will come to an end, since the previously discussed Steering Group will

continue to champion green travel at the site.

In this regard, in the final year of The Plan, it will be the responsibility of

the Coordinator to facilitate the transition of The Plan to the Steering

Group. A key aim will be to ensure that residents on the site are

sufficiently engaged in the process and aware of the benefits that much of

the underlying principles of The Plan will continue to function effectively.

In addition, the Coordinator will look to establish a framework for the

continued operation and maintenance of certain measures, such as the

promotion of bus travel and the Car Share Scheme, which require

intervention and would remain valuable after the formal operation of The

Plan ceases.

This Travel Plan has been prepared by Odyssey Consulting Engineers on

behalf of the developer of the land at Slade End Farm, Wallingford. For

further details and assistance in implementing or updating the Travel Plan

contact:

ODYSSEY CONSULTING ENGINEERS Elizabeth House

39 York Road

London

SE1 7NQ

Tel: 020 7620 2444

Fax: 020 7620 1168

e-mail: [email protected]

web:www.odyssey-ce.co.uk

FIGURES

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Updated Proposed Bus RouteA MJB SRB SRB 22-02-11

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Updated Bus RouteB HMC PJH SRB 03-06-11

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Existing Bus Routes

Cycle Route

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Updated Proposed Bus RouteA MJB SRB SRB 22-02-11Updated Bus RouteB HMC PJH SRB 03-06-11

Bus StopsDevelopment Bus Stop

Hithercroft Industrial Estate Bus Stop

Hospital Bus Stop

Sports Ground / Potential Employment Bus Stop

Development / Potential Primary School Bus Stop

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Town Centre Bus Stop

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Existing Bus Routes

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Existing Bus Stops

400m Walk Isochrone toProposed Bus Stops

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Appendix A – Correspondence from Local Authority

1

Travel Choices Team comments

Name of development: Slade End Farm, Wallingford

Type of Travel Plan: Summary

Planning Reference No: P11/W0552/O

Date of submission: May 2011

Contact: Odyssey Consulting Engineers

OCC Travel Choices Officer: Karina Santiago

Comments

• New guidance is being written by Oxfordshire County Council on Developer Travel Plans, which requests that in the majority of cases a Full Travel Plan should be produced to accompany a planning application. Therefore, we would like to ask that a Full Residential Travel Plan is submitted for this development at this stage in the process.

• Separate Travel Plans should be produced for the residential element of

the development and the school. The School Travel Plan could be submitted at a later date, at the same time as a planning application for the school site.

A Full Residential Travel Plan should contain the following information (taken from our draft guidance) 7.2.1 Cover Page

• Type of Travel Plan • Planning application number • Name and contact details of the Travel Plan author • Name and contact details of the site owner / developer • Date of submission

7.2.2 Introduction

• Overview of the development site & organisation.

7.2.3 Background • Full address of the development location • Location map of the development & surrounding area • Description of the location of the development. • Size of the development (GFA / number of units).

2

• Planned / estimated date of occupation. • Expected occupancy levels (staff / visitors / residents). • Site Plan

7.2.4 Travel Plan data For new developments, data should be included in the Travel Plan based on sources such as TRICS or the census. Please include a description of all anticipated travel to the site. It should include:

• forecasted trip generation for the development (AM & PM peaks) from a

source such as TRICS • modal split data • cycle parking provision (amount and type) • car park provision • a description of facilities for walking, cycling, public transport, car use and

car sharing on the development and in the area around the development • a description of any barriers to increasing walking, cycling, the use of

public transport and car sharing. • information on the likely travel destinations for residents, as well as

distances and transport links to these e.g. nearest shopping centre, schools, other facilities, key employers in the area etc

7.2.5 Baseline survey All Travel Plans should contain a commitment to conduct a baseline survey within three months of occupation or, if more suitable for large residential developments, once a certain percentage of the site is occupied (to be agreed with Oxfordshire County Council). This survey should include site user postcodes, modal split, attitudinal data and trip rates (AM & PM peaks). The results of all Travel Plan surveys and monitoring should be sent to Travel Choices at Oxfordshire County Council. 7.2.6 Objectives

• Please include concise terms outlining the overall objectives of the Travel Plan

• Objectives should aim to reduce the need to travel, reduce car use and increase the use of sustainable modes of travel.

7.2.7 Targets

• Targets should be SMART (Specific, Measurable, Achievable, Realistic, and Time bound).

• Targets must be set for each year in which monitoring is to take place, i.e. on a biennial basis for a period of five years minimum, although some will need to cover a longer period of time, particularly residential developments.

3

• Benchmarking is important in informing targets, but it has to be recognised that each site is unique. Information that can be used to assist in benchmarking includes: trip generation databases, e.g. TRICS; information about trips generated from similar types of development in the same area; information about levels of car use and ownership in the area of the development e.g. census data on modal share of driving for journeys to work; levels of car ownership; information about the specific nature of the development and the usual level of person trips (i.e. by all modes) likely to be associated with such a development (DfT, 2009).

• Where a development is phased, intermediate targets should be specified. • Modal split targets should be set i.e. a target should be set to reduce the

percentage of residents travelling to / from the site by car compared to the anticipated car use / initial baseline survey. It also means that targets should be set to increase the percentage of travel by other modes including walking, cycling, public transport and car share. The combination of these targets for each mode should add up to 100% in total.

7.2.8 Measures

• Measures should be appropriate for the development in question and should form a package of actions with credible potential to achieve the stated objectives and targets in the Travel Plan.

• Measures should also address any specific issues raised in the Transport Assessment.

• Measures should consist of a mixture of short, medium and long term actions (pre- and post-occupation) and include positive incentives to encourage the use of alternatives to the car as well as some demand restraint.

• The Travel Plan should include a mixture of ‘soft measures’ to raise awareness of and promote sustainable modes of travel, and ‘hard measures’ to ensure that the infrastructure to support walking, cycling and public transport use is in place.

• When describing measures, state which objective / target they relate to, specify the action, and when it will be completed. An example is shown in table two.

• Sustainable Travel Information Packs must be provided to each household in residential developments of over 10 dwellings. As a minimum this should contain information on the alternatives to single-occupancy car use available to residents, walking and cycling route maps, discounts, public transport information, the contact details of the Travel Plan Co-ordinator for the site and useful resources such as the Transport Direct Journey Planner website to enable people to plan their own journeys.

• Personalised Travel Planning must be delivered to all households in residential developments of over 50 dwellings. As a minimum this should include the provision of sustainable travel information to individuals, plus face to face meetings using techniques such as motivational interviewing to have discussions about the travel choices available to them.

4

Personalised Travel Planning should be funded by the developer and the methodology approved in writing by the Travel Choices Team as part of the Residential Travel Plan.

• Oxfordshire Car Share should be promoted to residents when walking, cycling or public transport is not a viable options. See www.oxfordshirecarshare.com

Table Two: Example of Travel Plan Measures Target Measure Timescale

To increase the percentage

of residents cycling for

journeys to and from the

development from 30 to

40% by 2013

Prepare and display information on cycle routes and facilities to and from the development.

Pre-occupation and ongoing long term

Provide secure, covered, convenient and visible cycle parking

Pre-occupation

etc 7.2.9 Management

• A commitment to recruit a Travel Plan Co-ordinator prior to occupation of the development.

• The role of the Travel Plan Co-ordinator and their responsibilities should be outlined in the Travel Plan. Their task is to drive every aspect of the Travel Plan forward. This includes implementing measures and initiatives, marketing activities, maintaining enthusiasm for the Plan, monitoring and evaluating performance, assessing whether targets have been met and regularly updating the Travel Plan to reflect any changes. They are also responsible for liaising with external parties such as Public Transport Operators and Oxfordshire County Council.

• The name and contact details of the Travel Plan Co-ordinator should be sent to the Travel Choices Team as soon as they have been identified.

• The overall responsibility for implementing the Residential Travel Plan lies with the developer from first construction of the development to at least five years after 100% occupation. After that, implementation becomes the responsibility of a person or group associated with the site, such as the Travel Plan Co-ordinator, Site Management Company or Residents’ Association. The details of this transfer of responsibility should be sent to Oxfordshire County Council’s Travel Choices Team.

5

7.2.10 Monitoring and Review • Please include details of how the progress of the Travel Plan will be

monitored and reviewed • For residential developments: a commitment to monitoring at least every

two years, starting once a certain percentage of the site is occupied (to be agreed by Oxfordshire County Council) and continuing for at least five years after 100% occupation.

• Agreement that any changes to Travel Plan, in particular the targets, must be made in agreement with the Travel Choices Team at Oxfordshire County Council.

Karina Santiago Oxfordshire County Council May 2011

Appendix B – Resident’s Welcome Pack Information

Slade End Farm, Wallingford

Travel PlanSummary

Helping us travel sustainably...South Oxfordshire District Council

Benson LaneCrowmarsh Gifford

Wallingford OX10 8ED

Tel: 01491 823000

Lift sharing is a process which is most effective on the regular commute, with residents

working in similar locations sharing the use of a single car for the journey to work. Fundamental to success, is the process of bringing together residents who can reasonably

car share

Useful Websites:www.thetrainline.comwww.walkit.com (Route Planner)www.traveline.orgwww.thames-travel.co.ukwww.oxfordshire.liftshare.com

RAIL SERVICES

Rail services are available from Didcot Parkway and Cholsey Stations. Services operatebetween Oxford and London (via Didcot Parkway and Reading) at a frequency of 5trains per hour. The duration of this journey is approximately 1 hour.

Peak hour services between Reading and London operate at a frequency of 9 trainsper hour, with journeys lasting between 27 and 31 minutes. Trains from Didcot operate between Didcot and Oxford to the north and Reading, Slough and LondonPaddington to the south-east at a peak hour frequency of up to 6 trains per hour.Local stations served from Didcot include Appleford, Culham and Radley.

Services between Cholsey and Reading operate at a frequency of 3 trains per hour. Local stations served from Cholsey Station include Goring and Tilehurst.

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AF

Dear Resident

In accordance with an agreement between Prupim and the South Oxfordshire District Council, the development at Slade End Farm is subject to a Travel Plan, which seeks to encourage allresidents to travel, where possible, via means other than the private car.

In accordance with this agreement, the development at Slade End Farm has been designed topromote sustainable transport and provide the means for residents to reduce their reliance on travel by car.

The Travel Plan seeks to: Inform all residents of the sustainable travel choices available, Influence how journeys are made by making sustainable travel easier and more attractive, Include residents in the monitoring of travel behaviour and enabling feedback to the local authorities, Improve facilities further in response to the monitoring and feedback received.

Regular walking or cycling provides many physical, mental and social health benefits. It can;

BUS SERVICES

Bus Service 130 currently operates on Wantage Road. This service runs between Wallingford, Brightwell-cum-Sotwell and Didcot, providing an hourly service in each direction Monday – Saturday. This service provides access to Didcot Rail Station approximately 5 miles (8km) to the west of the site, with the journey between Wallingford and the station lasting approximately 15 minutes.

Service X39/X40 provides a half hourly service to Oxford and Reading in each direction, Monday - Saturday. The X40 service operates an hourly service in each direction on Sundays andpublic holidays. The journey time from Wallingford to both Oxford (to the north) and Reading(to the south), is approximately 30 - 40 minutes.

The Developer has discussed a travel subsidy with the bus operator, which would allow tripsbetween Slade End Farm and the Wallingford Town Centre (and vice versa) free of charge for thefirst year of residence. ADDITIONAL INFORMATION TO BE SUPPLIED PRIOR TO LAUNCH.

Bus service 130 has been diverted through the site and extended to Oxford. ADDITIONAL INFORMATION TO BE SUPPLIED PRIOR TO LAUNCH.

Additional facilities funded by the development relating to the proposed bus diversion are as follows:

1. The provision of 3 pairs of new on-site bus stops along the proposed diversion through the new development. These stops will be equipped with new high quality bus shelters incorporating real-time information provision.

2. The provision of new bus stop flags at the three pairs of off-site bus stops along that part of the diverted route along existing roads.

CYCLING

The site layout at Slade End Farm has been designed with a target maximum speed of 20mph. This, in conjunction with the use of shared surfaces, cycle lanes and pedestrian footways, together with built-in traffic calming, reduces the dominance of the private car. The Primary on-site route incorporates 1.5m advisory cycle lanes in each direction. A segregated pedestrian/ cycle way of 3m width is provided along the northern boundary of the site.

Existing bus services within Wallingford are to beenhanced by a diverted 130route from its current routealong Station Roadand Wantage Road; to St. Martin’sStreet, St. Mary’s Street, St. John’s Road, HithercroftRoad, the A4130 and thedevelopment site.

Did you know?

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Appendix C – Residents Questionnaire

Residential Travel – Questionnaire

This travel survey questionnaire aims to improve the way people travel from their homes to their daily destinations. We would be very grateful if you could take the time to answer this short questionnaire.

______________________________________________________________The table below gives codes for each mode of transport used. Please use these codes for the questions which follow.

Car (as Driver) 1 Motorcycle 7Car (with Passenger) 2 Bicycle 8Car (as Passenger) 3 Walk 9Bus 4 Bicycle & Rail 10Rail 5 Taxi 11Other (please state) 6

______________________________________________________________1. Time wise by what mode do you travel for the majority of the following

journeys? Please circle based on the codes in the table above.

To Work

1 2 3 4 5 6 7 8 9 10 11 N/A

To the Shops

1 2 3 4 5 6 7 8 9 10 11 N/A

To Leisure Activities

1 2 3 4 5 6 7 8 9 10 11 N/A

To School

1 2 3 4 5 6 7 8 9 10 11 N/A

______________________________________________________________2. What are the post codes or street names and towns, of your regular

destinations?

Post Code or Street Name & Town

Work

Shops

Leisure

School

______________________________________________________________3. How much time do you spend walking during your regular journeys?

(Time in Minutes)

Work

Shops

Leisure

School

______________________________________________________________4. When you travel from your home to your most regular destination do

you usually have another onwards destination (e.g. first to school then to work)? If so what is the onward destination?

Work Shops School Other (please state)

______________________________________________________________5. Of the following which best describes your reason for choosing the

mode(s) of travel for your journeys?

Wor

k

Sho

ps

Leis

ure

Sch

ool

CostConvenienceQuickestLack of or no parking at end destination Special needs (e.g. Mobile impaired) No viable alternative Other (please state)

______________________________________________________________6. Is there anything that would make you consider using an alternative

mode of transport for any of your journeys?

Cycle parking availability at end destination Showers / changing facilities at end destinationImproved public transport service frequency Improved public transport service comfort Improved public transport service cost I would not change my mode of transport

______________________________________________________________7. Please make any other comments you wish regarding your travel

choices.

Thank you kindly!

06-089-010A Slade End Farm Travel Plan - South Oxfordshire g Slade End Farm... · slade end farm,...

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Transcript of 06-089-010A Slade End Farm Travel Plan - South Oxfordshire g Slade End Farm... · slade end farm,...