TA Key Findings Report
WHITEHILL BORDON ECOTOWN EVIDENCE BASE September 2011
Index Introduction 3 Policy Contex t 4 Ex isting Conditions 5 Development Proposals 7 Smarter Choices and M odal Shift Interventions 9 Trip Generation & Distribution 11 Traffic Impact Assessments 13 Study Recoomendations 20
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Introduction Amey Consulting w ere commissioned by Hampshire County Council (HCC), on behalf of East Hampshire District Council (EHDC), to undertake a Transport Assessment (TA), w hich together with a Transport Model produced by M VA Consultancy, forms part of a robust and credible evidence base to support proposals for the potential re-development and ex pansion of Whitehill Bordon as an Eco-tow n.
Local Development Framework (LDF) Core Strategy, and w ill support future planning applications for major development in the town.
Bordon is a tow n in the East Hampshire district of Hampshire and forms a part of the civil parish of Whitehill. The M inistry of Defence (MoD) is anticipated to relocate armed forces training aw ay from Whitehill Bordon meaning that up to 600 acres (230 ha) of land w ill be released from 2014 - 2015. The potential release of M oD land together with other land ow ned by HCC and EHDC provides a unique opportunity to regenerate the area in line w ith the Green Tow n Vision; developed for the town to ensure that future grow th and renewal does not impact adversely on the natural environment. The main principals of the Green Tow n Vision aligned closely with Eco-town policy and as such EHDC successfully bid for Whitehill Bordon to be designated as one of four Eco-tow ns in the UK in 2009. The TA forms part of the evidence base that w ill support the future allocation of Whitehill Bordon as an Eco-tow n and major development in the area w ithin the EHDC
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Policy C Context ontext Planning and transport planning policy w ill have a significant influence on the potential redevelopment and grow th of Whitehill Bordon as an Eco-tow n. The second chapter of the TA reviews national and local policy relevant to transport and development planning in the contex t of the Eco-town proposals. Current national policy guidance seeks to provide sustainable and inclusive communities w hich are of high quality and have good access to surrounding employment and services. In particular reference to transport, current policy aims to promote a greater choice of sustainable transport, promote accessibility to jobs, shops and services by sustainable modes and to reduce the need to travel, particularly by car. Specific Eco-tow n policy has been developed which includes targets with regards to car use, design principles, early transport infrastructure provision and reducing the carbon impact of transport w ithin the development. The policy states that any planning application for an Eco-tow n development should include a Travel Plan and demonstrate that at least 50% of trips originating within the tow n are made by non-car modes. Design principles should be derived from latest best practice such as M anual for Streets and sustainable transport choices, infrastructure and services should be provided from the
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outset of the development. A methodology should also be provided as to how the carbon impact of transport w ill be monitored as part of a long term low carbon approach. At the local level, the Local Plan promotes the principle of the re-use and redevelopment of former military areas and recognises the opportunity for redevelopment at Whitehill Bordon. Ex isting local planning policy states that w here the release of M oD land arises in Whitehill Bordon, the opportunity should be taken to make the town a more sustainable community, providing a range of new employment, retail, community and leisure facilities as w ell as housing. Planning policies also encourage action to be taken to reduce the impact of traffic passing through the tow n and to reduce reliance on the car for local journeys by improving public transport, w alking and cycling facilities. The proposed EHDC Core Strategy sets out a series of policies designed to promote sustainable transport and significantly reduce the number of trips made by car, based upon affording priority to non-car modes and sustainable planning. The current proposals for the Whitehill Bordon Eco-town have been developed through consultation and masterplanning processes to ensure compliance with both national and local planning and transport policy.
Existing Conditions The third chapter of the TA describes the tow n of Bordon and the neighbouring district of Whitehill in the current day in terms of its location, size, characteristics and transport conditions. The existing town is located in East Hampshire in close prox imity to the South Downs National Park and a number of European Protection Sites.
w hich also provides access to Portsmouth, is only a minor station and not all services stop at this station. Bus Service 13 provides access to both stations, however, Alton station in particular is only served by one service in both the morning and evening peaks and there are no services at w eekends.
According to 2001 Census data the town has an approx imate population of 14,000, or some 16,000 if the adjacent population in Lindford is included. The demographic profile of the current population is younger than average w hich is likely influenced by the M inistry of Defence (M oD) presence in the town.
The lack of direct north/south public transport provision to/from Whitehill Bordon results in travel by private motor vehicle as the most suitable mode of transport for journeys along the A325 corridor. As a result of this the A325, and a number of junctions along it, are currently operating close to or over full capacity during the AM and PM peak highw ay periods.
The tow n currently has limited provision of public transport providing access between Whitehill Bordon and surrounding tow ns and villages. There are only 3 bus services w hich currently serve the town itself which provide access to the surrounding tow ns of Alton, Liphook, Aldershot, Farnham, Haslemere and Petersfield. How ever, one of these services (Service 73 to Petersfield) only operates on one day of the w eek. As a result of the low level of provision and demand, only 4% of trips made to/from Whitehill Bordon use the bus as the main mode of travel at present. There are, at present, no direct rail services to/from the tow n. Alton and Liphook are the nearest railway stations w hich provide access to London, how ever, Liphook,
Whitehill Bordon currently has a good provision of footw ays throughout the residential areas of the town, how ever, a number of gaps in provision and the cul-desac nature of many of the residential streets mean that a continuous and cohesive footway network is not provided and do not satisfy natural pedestrian desire lines to key tow n centre facilities and services. Furthermore, the town currently has a poor provision of facilities for cyclists w ith a lack of dedicated cycle lanes and adequate crossing facilities. The A325 w ithin the town centre has been identified by ex isting residents as a barrier to w alking and cycling connectivity. Heavy traffic flow s combined with a lack of
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appropriate crossing facilities causes severance betw een areas to the east and west of the road. Whitehill Bordon is w ell connected to the surrounding strategic road network via the A325 providing connection to the A31 to the north and the A3 to the south. The A325 acts as the principal north-south link in the surrounding area, making it a significant link w ithin the local highw ay network. The A325 corridor carries approx imately 16,000 vehicles per day, of w hich 40% is estimated to be ‘through’ traffic. Ex isting travel patterns within the town have been established from previous studies undertaken on behalf of HCC, w hich suggest that 51% of all trips are made internal to the town, due to the high proportion of residents associated with the MoD who also work within the tow n. It has also been established that approximately 67% of trips are currently made by private car and only 4% of all trips are made by public transport. A desktop collision analysis w as undertaken based upon Personal Injury Collision (PIC) data obtained for a five year period from September 2005 through to September 2010. The analysis indicates that 114 collisions have occurred w ithin the study area during the 5 year study period. Of these 114 collisions, 4 collisions w ere fatal and 17 w ere recorded as serious. The analysis indicates that there are no obvious main clusters or common causes of collisions identifiable from the collision data provided.
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Development Proposals The fourth chapter of the TA sets out the various development options and iterations relating to mode share and trip containment targets and potential treatments to the existing A325 in the town centre which w ere assessed within the Whitehill Bordon transport model, in order to evaluate and understand the potential impacts on the surrounding transport network. Four alternative proposed development options were assesssed, driven by different quantum of residential dw ellings, in addition to future year baseline conditions. The initial development option and baseline scenarios are summarised below: •
Baseline - do nothing scenario for comparative purposes incorporating general traffic growth derived and committed developments.
•
Option 1 (M asterplan) – 4,000 residential dwellings & employment to support 5,500 jobs
•
Option 2 (Upper M asterplan) – 5,300 residential dw ellings & employment to support 6,800 jobs
•
Option 3 (Phase 1 M asterplan) – 1,700 residential dw ellings & employment to support 3,200 jobs
•
Option 4 – (Fall-back Scenario) – based upon the potential re-use of ex isting MoD buildings for nonM oD uses.
In addition to the above, a number of mode share and trip containment targets and proposals for the existing A325 in the tow n centre have been established through the masterplanning process. These have been combined w ith the proposed development options above to establish a number of scenario iterations to be tested w ithin the Whitehill Bordon transport model to assess the transport impacts of a range of potential development outcomes. The mode share targets w ere initially based upon the proportion of car mode share that could potentially be achieved w ithin the proposed Eco-town. The most challenging target of achieving 25% car mode share was derived from the WB target set out in the Masterplan. The other car mode share targets were set at 50% (as required by the national guidance) and 75% (broadly the level of car use in the tow n today). Targets for the aspired level of trip containment were also derived through the masterplanning process and have been established as 30% and 50%. The level of trip containment is defined as the proportion of all trips generated by residents of Whitehill Bordon being made internal to the proposed Eco-town. It is important to note
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that the level of trip containment which could be achieved w ithin Whitehill Bordon in the future w ould be closely linked to the modal split achieved within the tow n. An integral part of the development proposals is the implementation of an inner relief road to the w est of the ex isting town centre to relieve existing peak hour congestion issues on the A325 and to provide access to the development areas. By reducing the level of traffic in the Tow n Centre location it provides an opportunity to create a quality and attractive environment in the town centre affording priority to sustainable forms of transport. A number of options have been established to assess the traffic impacts of implementing alternative treatments on the ex isting route of the A325 in addition to the proposed inner relief road. The alternative A325 treatments are summarised below: •
A325 Do Nothing – assumes no improvements to the ex isting A325 in the town centre and provides motorists with a free choice betw een the A325 route and the proposed inner relief road.
•
A325 All Vehicular Traffic Restricted (ex cl. Public Transport) – assumes that all vehicular traffic w ith the ex ception of public transport and local access is restricted from using the A325 in tow n centre and is re-routed via the inner relief road.
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This restriction is enforced by a car free area w ithin the proposed retail core in Whitehill Bordon. •
A325 Traffic M anagement – assumes the implementation of traffic management measures along the A325 in the tow n centre to reduce speeds and to encourage the perception of the A325 as a less attractive route for through traffic.
Smarter Choices and Modal Shift Interventions The fifth chapter of the TA identifies a range of measures, developed in the context of appropriate guidance and relevant best practice, w hich could potentially sustain the higher end aspirational mode share targets established for the proposed Whitehill Bordon Eco-town. Whilst there can be no definitive mode shift quantities attached to the measures proposed, the measures identified and discussed w ould be central to delivering the optimum mode shift aw ay from car user to alternative modes of travel. The key to achieving high levels of mode shift is the challenge of developing sustainable travel mindsets among residents. Regardless of innovation and provision of alternative transport options, new and proposed resident’s travel behaviour remains a function of personal circumstances, demographic profile, personality traits and perception of alternative travel options; w hich in many cases form a collection of reasons to use a private car over sustainable transport alternatives. It is difficult to overcome these culturally embedded travel habits.
M easures that alter residents’ established travel habits and intrinsic perceptions of travel are fundamental to creating behaviour change. These factors cannot be directly addressed though the implementation of infrastructural solutions only. The ex isting Travel Plan and Travel Strategy documents largely focus on managing travel demand through the provision of transport infrastructure. Altering modal choice requires a carefully tailored, w ell targeted strategy which must identify individual or collective travel motivations, and satisfy as many of them as possible. Overelaf is a summary table of the proposed measures put forw ard in association w ith a 50% car user mode share:
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50% Car user mode share target – Potential hard and soft measures 50% Car User Mode Share Target - Hard Measures Planning and Design: • Comprehensive direct networks for walking, cycling and public transport •
Situating key servicesin accessible locations
•
Inclusive street environmentswhich integrate the activitiesof all users Car-free areas within the development
• •
Joined-up transport networks
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50% Car User Mode Share Target Soft Measures Reducing Car Use: • Home working • Car Clubs • •
Car Sharing Car Parking Management/Restriction • Sustainable Travel Website: Promoting Walking Promoting Cycling Promoting Public Transport Use
M ode shift can generally be achieved via incentivising alternative options; how ever these measures will only elicit a modest mode shift. In the context of ex isting mode share and an aspiration for 50% car mode share in Whitehill Bordon, w ith review of available best practice and its potential application in Whitehill Bordon it is considered that this is achievable. Whilst a car mode share of 50% for the Eco-tow n is likely to be achievable w ith the measures and strategy set out, the Whitehill Bordon Eco-tow n wants to achieve higher levels of non-car use and as such retains a longer term aspiration to achieve 25% car mode share. This is a challenge and w ill require sustained and dedicated commitment on behalf of the town to changing the w ay people travel.
Trip Generation & Distribution The six th chapter of the TA provides a summary of the trip generation methodology adopted by MVA Consultancy and incorporated into the Whitehill Bordon transport model. Due to the size and mix ed-use nature of the development proposals it was decided to adopt an approach using the National Trip End M odel (NTEM) to derive person trip productions and attractions. The NTEM approach adopted within this assessment uses forecast year planning data, such as car ow nership and population age/employment status, to establish the number of person trips produced by the residential element of each of the proposed development zones. The demand model within the Whitehill Bordon transport model then estimates the number of person trips attracted to the various other proposed land uses from each zone w ithin Whitehill Bordon, or from areas outside of the model area. The mode choice and destination choice processes w ithin the model have been synthesised so that the modal split and level of trip containment of future year trips are in accordance w ith the proposed development scenarios discussed earlier.
The traffic impacts of the various development scenario tests are assessed and discussed w ithin Chapter 7 of the TA. The potential impacts of each development scenario (1,700 dw ellings, 4,000 dwellings, 5,300 dw ellings, Fallback option) have been assessed for the future years 2026, as the intended year of opening, and 2036, as the horizon year 10 years after the intended year of opening. Due to the large number of development scenario iterations to be tested it was decided to adopt a twotiered approach. It w as agreed with the project steering group to assess the impact of each proposed development scenario on a number of key junctions and links w ithin and around Whitehill Bordon. The identified key junctions encompass all ex isting junctions along the A325, all connections w ith the strategic road network and at sensitive/important junctions on the surrounding local netw ork. A plan show ing the identified key junctions is show n overelaf:
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High-level assessments were carried out to compare the potential traffic impacts of the initial proposed development options against appropriate future year baseline conditions. The high-level assessments compare AM , Inter-peak and PM peak forecast traffic flows for each turning movement, and the total flow through each key junction as a w hole, w ith the corresponding traffic flow from the appropriate baseline. This establishes the proportional increase or decrease in traffic as a result of each of the proposed development scenarios. To provide a valid comparison of the initial development options it w as necessary to fix the mode share and trip containment iterations at 50% for both across the scenarios. The A325 treatment was also fixed as the ‘A325 Traffic M anagement’ option for the development options with the ex ception of the baseline and Option 4 (fall-back) scenarios w here the ‘A325 Do Nothing (w ithout inner relief road)’ option w as applied. The baseline and fallback scenarios w ould not support the implementation of the proposed inner relief road and associated A325 improvements.
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Traffic Impact Assessments The key findings of the initial high-level assessments across all of the development scenarios and forecast year peak highw ay periods are summarised below: •
•
•
The results of the initial high-level assessments follow an ex pected pattern whereby the traffic flow through the key junctions increases or decreases in proportion to the difference in size of the development proposals within each scenario. For ex ample, the greatest traffic impacts w ould be observed if development Option 2 (5,300 dwellings) w ere implemented as this represents the largest quantum of development. The most significant impacts in terms of increase in traffic flow as a result of the development scenarios w ould occur on the junctions on the A325 to the north and south of the proposed inner relief road as this route w ould remain as the principal route for north/south traffic connecting to the strategic road netw ork and surrounding settlements. The most significant impacts in terms of decrease in traffic flow as a result of the development scenarios w ould occur on the junctions on the A325 w ithin Whitehill Bordon town centre as a result of the implementation of the proposed inner relief road.
•
The traffic impact of the various development scenarios lessens the further from the development a particular junction is located as greater choice and opportunities for alternative routes are provided to motorists.
Further high-level assessments were then undertaken to consider the impact of different combinations of mode share, trip containment and A325 treatment iterations of development Option 1 (Masterplan), as this represented the quantum of development proposed in the M asterplan. The outputs of the assessments again compare AM , Interpeak and PM peak forecast traffic flow s through the key identified junctions w ith the corresponding baseline flow. The key findings of the further high-level assessments across all of the development scenario iterations within the 2026 peak highw ay periods are summarised below: •
The results of the assessments indicate that the traffic impact of the development scenario iterations generally decreases as the level of noncar mode share and trip containment increases across all of the A325 treatment iterations, as w ould be ex pected.
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•
The difference in traffic impact at the key junctions betw een the alternative A325 treatments would generally only be moderate: 1. The ‘A325 Public Transport only’ option w ould result in the low est traffic flow s along the A325 in the tow n centre although w ould cause congestion issues at B3004/Oakhanger Road junction as a result. 2. The ‘A325 Do Nothing’ option w ould result in a more even split of traffic betw een the A325 and proposed relief road. 3. The ‘A325 Traffic M anagement’ treatment w ould represent a ‘middle-ground’ option w hereby a greater split of traffic w ould be encouraged to use the proposed relief road providing a low trafficked town centre w ithout as significant impacts on surrounding junctions.
To provide further assessment of the traffic impact of each of the potential development scenarios on the surrounding highw ay network further outputs have been derived from the Whitehill Bordon transport model. Each of the scenario tests w ere compared with appropriate baseline conditions in terms of increased traffic flow , journey time, and traffic volume over capacity on key links w ithin the study area.
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The further outputs of the transport model indicate the follow ing: •
The most significant impacts in terms of increased traffic flow and congestion on the modelled highway netw ork would occur w ithin the development scenarios w hich contain a car mode share iteration of 75%, as w ould be ex pected, particularly within the scenarios w hich also contain a trip containment iteration of 30%.
•
The traffic impacts of the development generally lessen as the level of non-car mode share and trip containment increases.
•
The most significant traffic impacts of the development proposals would occur on links along the ex isting A325 to the north and south of Whitehill Bordon. Significantly, w hilst operating within capacity in 2026, some links on the A325 to the north and south of Whitehill Bordon w ould observe significant increases in the ratio of volume to capacity to over 100% in the peak highw ay periods in the future year 2036. These links w ould be operating over capacity and w ould potentially observe some periods of significant queuing and delay. Appropriate mitigation of these links w ould be required to accommodate predicted traffic levels in 2036 associated w ith the development if either development Options 1 or 2 w ere implemented.
•
M oderate increases in traffic flow would be ex perienced on the surrounding road network, particularly on the A31, A3, B3002, B3004 and B3006 links.
•
Within all of the development scenarios and all peak highw ay periods, the A325 within Whitehill Bordon tow n centre would experience varying levels of decreased traffic flow as a result of the proposed relief road bypassing this route.
The journey time and vehicle distance outputs indicated that the most significant increases in vehicle journey durations and distance w ould occur w ithin the proposed development scenarios with the greatest quantum of development and the highest car mode share of 75%, as w ould be ex pected. The traffic impact on local villages has been assessed in each development option. Whilst a number of villages see a small reduction in traffic or ‘nil-detriment’ situation across the development scenarios i.e Liphook, Passfield, Standford and Selbourne, potentially attributed to the opening of the A3 Hindhead Tunnel and associated re routing of trips, there are a number of local settlements w here absolute vehicle numbers increase as a result of the development in 2026. This is particularly the case for Bentley, Blacknest, Oakhanger, Greatham , Lindford,
Wrecclesham and Headley. The level of baseline flows on these links is how ever generally low and there is adequate link capacity available to accommodate this increased demand. In relation to the Inner Relief Road, the projected flows have been assessed against the guidance presented in DM RB TA 79/99 Traffic capacity of Urban Roads. It is demonstrated that a 7.3 metre two–way single carriagew ay road would be likely to have adequate capacity across all development scenarios to accommodate traffic flow s created on the Inner Relief Road. This w ill need to be considered further during the Inner Relief Road design process. The second tier of the overall traffic impact assessment w as to undertake detailed junction assessments to evaluate in greater detail the impact of the development proposals on the key identified junctions. Junction assessments were undertaken to assess the operation of the junctions during the AM and PM peak highw ay periods for the 2026 baseline and 2026 ‘worst case’ scenario iterations (75% car mode share / 30% containment) using PICADY, ARCADY and LinSig modelling software as appropriate. The results of the ‘w orst case’ junction assessments were analysed and an iterative approach taken to test
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sensitivity at the junctions operating above capacity w ithin this scenario. The junctions operating over capacity w ere then assessed for the alternative scenario iterations in the order below until they were shown to operate w ithin capacity or at their optimum operation w ithout appropriate mitigation. The A325 treatment was fix ed as the ‘A325 Traffic M anagement’ option as agreed w ith the project steering group: • • • •
75% car mode share + 30% trip containment + A325 traffic management (worst case) 75% car mode share + 50% trip containment + A325 traffic management 50% car mode share + 50% trip containment + A325 traffic management 25% car mode share + 50% trip containment + A325 traffic management
The results of the junction assessments within the forecast year 2026 peak highw ay periods are summarised overelaf. The table shows, at a glance, w hether each of the junctions w ould operate within or over capacity w ithin the AM and PM peak highway periods. A tick (() indicates that the junction w ould operate within capacity w ithin a particular scenario iteration peak period, a circle (O) indicates that the junction is operating w ith less than 10% spare capacity; and a cross (X) indicates that the junction w ould operate over capacity.
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Key Junction
2026 Scenario Baseline
75%/30% 75%/50% 50%/50% 25%/50%
AM
PM
AM
PM
AM
PM
AM
PM
AM
PM
A31/B3001 Hickleys Corner
X
X
X
X
X
X
X
X
X
X
A31/Weydon Lane
(
(
O
(
(
(
(
(
(
(
A31/A325 Coxbridge Roundabout X
X
X
X
X
X
X
X
X
X
A325/School Hill Mini-roundabout
X
X
X
X
X
X
X
X
X
X
A325/B3384
(
(
(
(
(
(
(
(
(
(
A325/B3004
(
(
X
X
X
X
X
O
X
(
B3004/Oakhanger Road
(
(
X
(
X
(
(
(
(
(
B3004/Paper Mill Lane
X
(
X
O
X
O
X
(
X
(
B3004/B3002
(
(
(
(
(
(
(
(
(
(
A325/B3002 Station Road
O
(
X
(
O
(
(
(
(
(
A325/B3002 Budds Lane
(
(
(
(
(
(
(
(
(
(
A325/Chalet Hill
X
X
(
(
(
(
(
(
(
(
A325/Tesco Access/Woolmer Way
(
X
(
O
(
O
(
O
(
O
A325/Conde Way/Woolmer Way
(
O
(
(
(
(
(
(
(
(
A325/Liphook Road/Firgrove Road
(
O
X
X
X
X
X
X
X
X
A325/Petersfield Road
(
(
X
(
X
(
X
(
X
(
A325/A3 (EB) Slips
(
(
X
(
O
(
O
(
O
(
B3006/Petersfield Road
(
(
X
(
O
(
(
(
(
(
A3/B3006
X
X
X
X
X
X
X
X
X
X
A3 (WB) Slips/B2171
(
(
(
(
(
(
(
(
(
(
Forecast 2026 Key Junction Operation Summary – AM & PM peak
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The key headlines from the detailed junction assessments and the previous table are set out below:
development scenario Option 1 is implemented and any of the mode share and trip containment iterations w ere achieved; giving a total of 10 junctions over or at capacity. These 4 junctions, w hich w ould not operate over capacity within the 2026 baseline scenario, w ould require appropriate mitigation to increase capacity to accommodate the additional traffic generated by the development proposals if the Whitehill Bordon Eco-tow n development is implemented. These 4 junctions are:
Of the 20 identified key junctions assessed, 7 junctions w ould operate over capacity in either or both peak highw ay periods in the 2026 baseline scenario, assuming that the Whitehill Bordon Eco-town development is not implemented, as a result of general background traffic grow th and committed development within the surrounding area. Of the 7 junctions that w ould operate over capacity in 2026 in their current form, 6 junctions w ould also operate over or near to full capacity in either or both peak highw ay periods in 2026 if the proposed development scenario Option 1 (4,000 dw ellings) is implemented and any of the mode share and trip containment iterations w ere achieved. These 6 junctions are: ~ A31/B3001 Hickleys Corner ~ A31/A325 Cox bridge Roundabout ~ A325/School Hill M ini-roundabout ~ B3004/Paper Mill Lane Junction ~ A325/Tesco Access/Woolmer Way Junction ~ A3/B3006 Roundabout •
A further 4 junctions w ould also operate over or near to full capacity in either or both peak highw ay periods in 2026 if the proposed
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~ A325/B3004 Junction ~ A325/Liphook Road/Firgrove Road Roundabout ~ A325/Petersfield Road Roundabout ~ A325/A3 (Eastbound) Slips •
Of the remaining 10 junctions, w hich w ould potentially operate within capacity in 2026 if the proposed development scenario Option 1 is implemented; 7 junctions w ould operate within capacity if the ‘worst case’ mode share and trip containment iterations were achieved; and w ould therefore operate within capacity if any of the mode share and trip containment iterations w ere achieved. These 7 junctions are: ~ A31/Weydon Lane Junction ~ A325/B3384 Junction ~ B3004/B3002 Junction
~ A325/B3002 Budds Lane Junction ~ A325/Chalet Hill Junction ~ A325/Conde Way/Woolmer Way Junction ~ A3 (Westbound) Slips/B2171 •
scenario w ithout development yet would operate w ithin capacity in 2026 if the proposed development scenario Option 1 w ere implemented.
The remaining 3 junctions, w hich w ould potentially operate within capacity in 2026 if the proposed development scenario Option 1 w ere implemented, w ould require a minimum of the 50% car mode share and 50% trip containment scenario iteration to be achieved for the junctions to operate within capacity. If the Whitehill Bordon Eco-tow n development was implemented and these mode share and trip containment targets w ere not achieved, the junctions w ould require a level of appropriate mitigation to increase capacity to accommodate additional traffic generated by the development. These 3 junctions are: ~ B3004/Oakhanger Road Junction ~ A325/B3002 Station Road Junction ~ B3006 Petersfield Road
•
Also of particular note w hen summarising the operation of the identified key junctions in 2026 are the A325/B3002 Station Road junction and the A325 Chalet Hill junction, w hich w ould both operate over or near to full capacity w ithin the 2026 baseline
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Study Recommendations The TA provides an assessment of the transport and traffic impacts of a range of potential development proposals for the Whitehill Bordon Eco-tow n. The key findings of the study provide direction on the comparative benefits and impacts of the quantum of development proposed, the car mode share and trip containment targets; and the alternative treatments of the A325 that have been tested w ithin the Whitehill Bordon forecast transport model. Below is a summary of recommendations provided in the TA:
•
It is recommended that a Traffic M anagement Strategy is produced to consider mitigation measures in local villages and communities.
•
the A325 ‘Traffic M anagement’ option would be the most appropriate option for creating a quality tow n centre environment whilst also minimising the traffic impacts on the surrounding netw ork and should be considered further.
•
The design of the A325 should be brought forward and be undertaken in consideration of the key principals of the ‘M anual for Streets’ guidance to ensure that the proposals encourage the use of sustainable modes of transport from the outset and deliver a truly accessible and user-friendly tow n centre for the Whitehill Bordon Eco-town.
•
Junction M itigation studies are recommended to be undertaken on the key junctions, w hich are show n to operate at or over capacity in 2026 if the proposed Eco-town is implemented. This should be progressed as a priority to support the Core Strategy.
•
A mitigation study is recommended to be undertaken for the links that are predicted to operate over capacity in 2036 if the proposed Eco-tow n is implemented.
•
It w ill be necessary to undertake an options appraisal to establish the optimum route and produce an outline design for the Inner Relief Road.
•
Once a single development option is determined, transport modelling work should be re-run w ith appropriate demand data refined, and netw ork changes undertaken to the model to include the infrastructure that w ould be required to support the development.
•
The internal highw ay layout would need to ensure that the layout of carriageways, footways and crossing facilities support the intended aspirations of the development in terms of connectivity and accessibility. The design should be undertaken in consideration of the key principals of the ‘M anual for Streets’ guidance.
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•
Behavioural Strategy documents relating to w alking, cycling, car parking, public transport and freight are required to support the physical implementation of infrastructure, and should be prepared to inform the Transport Strategy. This should include a refresh previous M ott Gifford Sub-Regional Bus Strategy based on the additional information produced through this Transport Assessment.
•
It is recommended that the Smarter Choices measures identified in this w ork are included in future strategy and implemented in line w ith the Eco-tow n.
•
On the basis of the w ork undertaken in this Assessment, it is recommended that the Eco-town development targets a maximum of 50% of all trips by car, and retains a longer-term aspiration to achieve higher levels of mode shift towards a longer term goal of a max imum of 25% of all trips being undertaken by car.
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Finally the emerging Transport Strategy and the Draft Travel Plan are updated as a result of the recent w ork undertaken in this Transport Assessment and through other ongoing transport
w ork on the Eco-tow n. This should inform the updating of the Framew ork Masterplan.
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TA Key Findings Report
www.whitehillbordon.com Produced on behalf of Whitehill Bordon Eco-town East Hampshire District Council Penns Place Petersfield Hampshire GU31 4EX 01730 234 329
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TA Key Findings Report