Principles. 4biii. Good Urban Design

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1 Principles Good Urban Design The Sherford approach to the hierarchy of travel modes is fostered and encouraged by a combination of influences. These are as follows, described in further detail below: Town layout, to reduce trip distance between home and community facilities, to encourage walking Good urban design, to encourage walking and cycling Integrated land use planning, to encourage live/work/play within the town Introduction of a High Quality Public Transport (HQPT) service through the centre of the town Incentives to reduce car use and promote non-car alternatives Early delivery of non-car options This blend is particularly effective because Sherfod is a brand new community and there are few existing constraints. All of these influences will be put in place from the outset in order to establish sustainable patterns of behaviour. These influences are discussed separately below. Town Layout The physical layout of the town is a gridded network of streets which minimise walking distances between home, workplace, schools, shops and other daily needs. This spatially balanced layout will eliminate the need to make routine trips of the length that demand motorised travel and allow the maximum possible number of trips to be made on foot. The permeable network disperses all modes of traffic throughout the whole grid, allowing non-car users to reclaim the street. While the Main Street is the key artery through Sherford, parallel routes to the north and south provide opportunities for dispersal of movement and activity within Sherford. The placing of a Park and Ride site at the northern end of Sherford near Deep Lane junction on the A38 will make it possible for Plymouth bound car trips to stop short of the town and continue their journey by HQPT. This will make a substantial contribution to minimising the volume of through traffic both within Sherford, on the A38 and other city centre routes. The quality of streets and vibrancy of the public realm and the ease of access to public transport reinforces the defined Sherford hierarchy. Pedestrians and cyclists will have a sense of freedom and will feel safer and more secure. The HQPT system will have dedicated sections at certain key points where the flow of the bus will be managed to give priority over other motorised vehicles. The relative performance of the bus over the car will encourage bus patronage and make people think harder before getting in their car. Public transport stops will be sheltered, secure, well maintained and will carry real time bus information displays. The design of the Main Street will inhibit traffic speed. Cars can pass but their progress will be punctuated by the imperative to give way to other modes in the hierarchy. All streets will be laid out and designed such that speed limits are self-enforcing, for example using building deflections, limiting visibility and changes to materials. Parking for bicycles at all attractors and at home will be generous, convenient and secure. Parking for cars will be adequate but not excessive and where possible a managed system will be operated that allows off-street car parks to be shared by different uses, for example leisure and office or residential and office. Short term parking on the Main Street will be provided to afford casual access to retail facilities by passing customers and will also add edge friction that will slow passing traffic. Integrated Land Use Planning This planning application represents a carefully calculated balance and mix of residential and other uses, such that daily and weekly needs are catered for within the town. As the demand for transport is derived from the demand to carry out other activities this should contribute to a significant reduction in the need to make long distance trips outside the community. The effect of this internalisation of trip making is addressed and quantified in the TA. 4biii 181

2 Incentives to Reduce Car Use A wide range of sustainability incentives, in addition to the investment in infrastructure, will complement and reinforce the planning, layout and design influences. Implementation, monitoring and review of these and other incentives will be carried out by the Community Trust which will have a specific role to promote sustainable travel. The Community Trust will be highly accessible, located in the Town Hall in the middle of the High Street. In this respect, the Community Trust will also have responsibility for monitoring the community s interest with regard to public transport. A cross section of the initiatives that will be considered and introduced includes: Marketing and promotional campaigns aimed at raising awareness and understanding of sustainable modes and the impact of car travel A Sherford travel web site providing information on transport options and benefits for all journeys Workplace and residential travel plans Working with the relevant operators to establish travel plans for other attractors such as Schools, community and leisure facilities and the Health Centre Service delivery plans for retail outlets A car club to promote shared use and hire. which will be operated from a central office facility with provision for storage, parking and customer collection / return. The car club should allow members to book via telephone or internet and collect / return across the development site via a smart card access system. A wide range of vehicles should be made available to reflect the needs of the community. A car share network Cycle training and a cycle users group A free bicycle will be gifted to buyers of all Phase 1 dwellings These will be co-ordinated with existing community based transport services. Early Delivery This powerful combination of influences will be introduced from the very outset of the occupa- tion of Sherford. The conventional way in which phased development is introduced is to wait until it reaches certain levels of critical mass before it triggers the introduction of various services and infrastructure. This means that early occupiers and users of the development have to rely on car based modes for daily activities and travel arrangements and are reluctant to subsequently change to more sustainable modes. This will not be the case at Sherford. It is intended that the Main Street, Park and Ride, public transport link, Community Trust, commercial and community facilities will be delivered within Phase 1 of Sherford. For full details of phasing, please see the Phasing Strategy. Cycling Figure 2 shows the proposed cycle network within the urban area and Figure 3 illustrates typical sections of the Northern and Southern Avenue, which incorporate a signed segregated cycle route. The fundamental starting point for the Sherford Cycling Strategy is that all streets within the community are suitable for cycling. This approach is reinforced by using the layout, in terms of buildings, car parking and landscape, to keep traffic at speeds of 20mph or less, encouraging cyclists to share road space with vehicular traffic because of reduced speeds. The Town Plan is designed as a permeable network of streets in a deformed grid formation provides a choice of routes to every destination. This form of more permeable network encourages cycling by providing the cyclist with a series of alternative routes which they choose to navigate depending upon traffic conditions, topography and cycling ability. Cycling throughout the development will also be encouraged in a number of other ways: Interchange with public transport will be encouraged, particularly at HQPT stops by the provision of secure covered cycle parking facilities Cycle parking will be provided in overlooked and accessible locations in the main public areas. As a general rule 1 in 10 parking spaces could be allocated for cycle parking 182

3 Secure lock up storage facilities for bicycles will be provided for each dwelling, in accordance with EcoHomes best practice criteria Cycling will be promoted through sales literature for the dwellings, co-ordinated subsequent cycling information to residents and free bicycles for buyers of all Phase 1 dwellings Workplaces will promote travel plans which will have a high emphasis on cycling. This will include secure storage, changing and showering facilities at each venue, in accordance with BREEAM best practice criteria School travel plans will manage and monitor safe routes to school for cyclists Provide cycle storage The topography of the site is, for Devon, comparatively friendly for cyclists with a significant proportion of the urban area on slopes of 5% or less and the majority (92%) of 10% or less. The philosophy agreed between the local planning and highway authorities and Red Tree has been to minimise street furniture and signage to enhance the quality of the public realm. It is accepted that some cyclists, particularly children, may not be comfortable using busier streets therefore the Sherford Cycling Strategy provides dedicated routes to schools and leisure facilities. The National Cycle Network (NCN) 2 route links Plymouth to Totnes mainly on lightly trafficked roads, minor lanes or traffic free sections. While it is considered that the permeable grid of streets as a whole allows for any series of routes the Sherford, depending on your cycling purpose and ability, it is proposed to continue the NCN2 route through the Northern Avenue on segregated cycle lanes. The Northern Avenue will provide direct access to employment areas, sporting facilities and the Park and Ride interchange. The multiple connections between the permeable network and Northern Avenue will provide cyclists with the opportunity to easily gain access to the main commercial centres and educational areas. Additional segregated cycle facilities will be provided to enable the cycle route on Northern Avenue to be connected to the existing NCN2 route on the northern side of Deep Lane, and to Vinery Lane. This design will enable a direct segregated connection to be provided from the National Cycle Route Network 2 at Deep Lane to the National Cycle Route Network 2 on the north side of the A379 in the future if Vinery Lane and Portway Close are upgraded to accommodate a cycle route, though this specific upgrade will not be delivered by Sherford. Cyclists can however choose to continue around the rural edge route to connect via the valley to the NCN2 on the north side of the A379. The Town is not only fully permeable, but the cycle routes have also been designed to allow circumnavigation of the whole urban form. High Quality Public Transport A fundamental element of the sustainable movement strategy is the implementation of a High Quality Public Transport (HQPT) service linking the proposed Park and Ride facility at Deep Lane to Plymouth City Centre. The HQPT is a bus based system which allows high quality, high capacity vehicles to run at short intervals (up to one per five minutes at peak times) on a regular basis. The associated infrastructure and technology will ensure that the service timetable will be extremely reliable. The Park and Ride Interchange provides the commercial basis for the early delivery of the HQPT system through Sherford. It will be provided within Phase 1 and will create capacity for 1,000 vehicles, and allow for future expansion. High Quality Public Transport 4biii 183

4 Reproduced from Ordnance Survey digital map data Crown copyright All rights reserved. Licence number Figure 2 Proposed Internal Cycle Route Network 184

5 The interim solution for the onward connection through to Plymouth City Centre will be via Stanborough Cross westwards along the A379. PCC seeks to secure a permanent segregated route from Haye Road westwards through Moorcroft Quarry along the route of the disused railway line. The junction at Haye Road is designed to facilitate a connection into Moorcroft Quarry south of the proposed Main Street junction. The provision of substantial infrastructure improvements along the A379 Corridor will allow significantly faster journey times than by car. 4biii It is intended that the HQPT will link the Park and Ride Interchange site to Plymouth via the Main Street to the A379 corridor into the City Centre. The Eastern Corridor Study, endorsed by Plymouth City Council (PCC), has identified the preferred alignment for the connection for the Main Street immediately north of Elburton. Within Sherford three stops will be provided on the Main Street at the neighbourhood centres, with an additional stop at the Park and Ride. The HQPT has been deliberately integrated into the Main Street in order to capitalise on the high levels of activity and accessibility. The Main Street has been designed to prioritise the HQPT buses whilst maintaining it as a key street for other users. The commercial vitality and vibrancy in the heart of the community is a major contributor to the patronage of the HQPT. Reciprocally waiting passengers have quick and direct access to Sherford facilities on the Main Street. The HQPT buses will run with vehicular traffic for much of the length of the Main Street and will be given priority at each of the signalised junctions. Local network compatible transponders on board the vehicles will activate the signals in advance, providing a green wave of lights for the bus, allowing the bus through each set of signals without stopping. In addition, a segregated element of centre running has been provided through the High Street to allow buses faster passage through the busiest elements of the town centre. In the early, less busy years, this centre running area will be set aside for car parking to stimulate early commercial and retail activity on the High Street. 185

6 Highways The TA and the TA Addendum have identified a number of proportionate upgrades to the existing highway network required to provide capacity for the external traffic generated by Sherford. These improvements have been split into two elements: a. from Deep Lane junction to Plymouth city centre along the A379 corridor b. other offsite highway links to neighbouring communities The generation and distribution of traffic from Sherford is shown in Figure 3. a. Deep Lane junction to Plymouth city centre along the A379 corridor Development plan policy requires the provision of a road link between the A38 and the A379. Sherford is ideally situated to connect to the strategic highway network and achieve this link requirement early in the development. A38 and Deep Lane Figure 3 Cycle Routes, Typical Street Sections The A38 including Deep Lane junction is part of the UK s Strategic Road Network and is under the jurisdiction of the Highways Agency, who control the country s Motorways and Trunk Roads. The A38 itself is classified as an Expressway, which has a status between a normal dualled Trunk Road and a Motorway. The TA and TA Addendum have identified that improvements to the existing capacity of Deep Lane junction are required to facilitate the traffic generated by Sherford. These improvements are proposed in three stages (see Figure 4): Stage 1: Initially, the existing priority junction between the westbound slip roads and Deep Lane will be upgraded to a signalised layout in order to provide sufficient capacity for the Sherford construction traffic. In addition, the existing spiral westbound on slip will be closed and replaced with a new on slip that will provide access to the Park and Ride Interchange and Phase 1 of the development. The junction between the new westbound on slip and the A38 will be formed using a lane gain with ghost island merge. Furthermore, the existing junction between the A38 and the existing westbound off slip will be 186

7 upgraded to a ghost island diverge with lane drop, and the width of the westbound diverge sliproad will be increased to accommodate two 3.65m wide lanes bounded by 1.0m hardstrips. The proposed improvements to the westbound diverge are required firstly to ensure that its layout will be compatible with the layout of the new westbound merge, and secondly to provide sufficient capacity to accommodate the traffic generated by the subsequent phases of the Sherford development. The existing junction between the eastbound slip roads and Deep Lane has recently been upgraded from a priority arrangement to a signalised layout, and this junction improvement will be capable of accommodating the Sherford construction traffic; therefore this junction will not need to be upgraded further as part of the Stage 1 improvements. Stage 2: The existing signalised junction between the eastbound slip roads and Deep Lane will be upgraded to a more complex signalised arrangement incorporating an increased number of lanes. In addition, the existing Ridgeway Roundabout, which is situated on the north side of the A38 will be upgraded to a signalised layout. The proposed upgrades to these two junctions are required in order to accept all of the traffic from the subsequent phases of the Sherford development. In addition, the existing junctions between the A38 and the eastbound diverge and merge slip roads will be upgraded to incorporate a ghost island with lane drop and lane gain, respectively. The width of the merge and diverge slip roads will also be increased to accommodate two 3.65m wide lanes bounded by 1.0m hardstrips. The proposed improvements to the eastbound slip roads are required to provide sufficient capacity to accommodate the traffic generated by the subsequent phases of the Sherford development. Stage 3: Prior stages have been designed to accommodate further improvements to provide capacity for background growth and a possible extension to Langage Business Park which can be added to this layout, as required, in the future. Haye Road and A379 at Stanborough Cross The southern end of the Main Street connects to the existing highway network at Haye Road along the southern edge of Hazeldene Quarry (see Figure 5). The junction is controlled by traffic signals in order to provide priority for the HQPT bus in both directions. In the interim scheme HQPT vehicles will be able to reach the Stanborough Cross junction ahead of the platoon of traffic leaving the Haye Road lights. The Stanborough Cross junction itself is upgraded from the current roundabout to a signalized layout, with widening provided on all entry arms (see Figure 6). The existing junction layout currently has insufficient capacity at peak times. Improvements could be phased but it may be appropriate that this scheme is delivered at an early stage. In order to satisfy planning policy objectives set by the North Plymstock AAP and developments beyond Sherford, this connection must be adaptable to provide an HQPT bus link to the west. The design of the Haye Road junction accommodates this link by means of a bus only signalised right turn facility on Haye Road approximately 100m south of the proposed Main Street junction with Haye Road. A379 Corridor from Stanborough Cross to Laira Bridge Much of this length of road is dual carriageway reduced to one lane in each direction by painting out a significant length of the inside lane. These measures were introduced by Plymouth City Council in order to reduce traffic speeds and increase safety for pedestrians and cyclists in particular. It is intended to use these painted out sections for dedicated HQPT lanes and additional capacity at Colesdown Hill roundabout. See Figures 7 and 8. Pomphlett Road roundabout currently suffers from insufficient capacity, particularly in the morning peak period. It is proposed that the Plymstock Quarry development will have an access close to the junction and associated improvements will be required. The Sherford TA anticipates that these improvements will come forward in a similar timescale to Sherford. The upgraded roundabout will have sufficient capacity to accept the additional traffic from Plymstock Quarry and Sherford. 4biii 187

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9 4biii Figure 4 Deep Lane Junction Staging Diagram 189

10 Figure 5 Haye Road Proposed Layout 190

11 4biii Figure 6 Stanborough Cross Proposed Layout 191

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