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Tai Tarian Ltd

Parc Newydd, Briton Ferry

Travel Plan

June 2018

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Contents

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

Background ................................................................................................................ 1

The Development ....................................................................................................... 1

Travel Plan Scope ....................................................................................................... 1

Aim of the Travel Plan ................................................................................................ 1

This Document ........................................................................................................... 2

2 POLICY AND BEST PRACTICE ....................................................................................... 3

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

Planning Policy Wales (Edition 9, November 2016) ............................................ 3

Technical Advice Note 18 (Transport) ................................................................ 4

Wales Spatial Plan (July 2008 Update) ............................................................... 4

National Transport Plan (March 2010) ............................................................... 5

Wales Transport Strategy: One Wales – Connecting the Nation (April 2008) ....... 6

One Wales: One Planet (May 2009) ................................................................... 7

Active Travel (Wales) Act 2013 .......................................................................... 8

Local Policy ................................................................................................................ 8

Neath Port Talbot County Borough Council LDP (2011 – 2026) ........................... 8

Parking Standards ............................................................................................. 9

National Guidance.................................................................................................... 10

3 EXISTING SITUATION ................................................................................................ 12

Site Location ............................................................................................................ 12

Local Facilities .......................................................................................................... 12

Walking .......................................................................................................... 14

Cycling ............................................................................................................ 16

Public Transport ....................................................................................................... 18

Bus ................................................................................................................. 18

Rail ................................................................................................................. 19

Existing Travel Patterns ............................................................................................ 20

4 PROPOSED DEVELOPMENT ....................................................................................... 21

Pedestrian/Cycle Access ........................................................................................... 21

Vehicular Access ...................................................................................................... 22

Vehicular Parking ..................................................................................................... 22

5 OBJECTIVES AND TARGETS ....................................................................................... 26

Objectives ................................................................................................................ 26

Benefits ................................................................................................................... 26

Targets .................................................................................................................... 27

Action Targets .......................................................................................................... 27

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Aim Targets.............................................................................................................. 28

Interim Targets ........................................................................................................ 28

6 TRAVEL PLAN STRATEGY ........................................................................................... 29

Management ........................................................................................................... 29

Travel Plan Co-ordinator........................................................................................... 29

7 SUSTAINABLE MEASURES ......................................................................................... 32

Travel Information Pack ........................................................................................... 32

Personalised Travel Planning ........................................................................... 32

Car Sharing ..................................................................................................... 32

Cycle Training ................................................................................................. 33

Scoot to School ............................................................................................... 33

Home Deliveries ............................................................................................. 33

Taxis ............................................................................................................... 33

Broadband ..................................................................................................... 33

8 MONITORING AND REVIEW ...................................................................................... 34

Reporting ................................................................................................................. 35

Mitigation ................................................................................................................ 35

9 ACTION PLAN ........................................................................................................... 36

Figures

Figure 3.1 - Site Location in a local context

Figure 3.2 - Local Facilities

Figure 3.3 - Public Rights of Way

Figure 3.4 - 15 & 30 minute Indicative Walking Isochrones

Figure 3.5 - National Cycle Network Routes

Figure 3.6 - 15 & 30 minute Indicative Cycling Isochrones

Figure 4.1 - Site Masterplan

Appendices

Appendix A - Example Travel Plan Survey Questionnaire

Parc Newydd, Briton Ferry 1

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1 INTRODUCTION

Background

1.1 Vectos is retained by Tai Tarian Ltd to provide traffic and transport advice in relation to the

proposed development of 31 dwellings on land at Parc Newydd, Briton Ferry.

1.2 This Travel Plan (TP) has been prepared in accordance with Travel Plan guidance issued by

the Department for Transport and Welsh Government and will provide the strategy from

which the final Travel Plan can be produced once the site is occupied. The final Travel Plan

will include modal shift targets based on the results of the travel surveys.

The Development

1.3 The proposed development comprises a total of 31 residential dwellings.

Travel Plan Scope

1.4 This TP is a strategy setting out the sustainable travel options and measures for the proposed

development at the site.

1.5 This TP is a live document, and will be further updated once baseline travel surveys have

been completed. These baseline travel surveys will be undertaken annually following

meaningful occupation of the proposed development.

Aim of the Travel Plan

1.6 The main aim of this TP is to put in place the management tools deemed necessary to enable

people to make more informed decisions about their travel, which at the same time

minimises the adverse impacts of their travel on the environment. This is achieved by setting

out a strategy for eliminating the barriers which prevent people from using sustainable

modes which in effect can self-manage single-occupancy vehicle use.

1.7 The strategy needs to be long term as changing travel habits takes time and will only occur

through a combination of incentives, improved facilities, government initiatives, and changes

in individual attitudes.



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1.8 The TP is a live document and it will develop with input from Neath Port Talbot County

Borough Council (NPT), the Travel Plan Coordinator, the applicant and other key

stakeholders as necessary.

This Document

1.9 This TP has been written as a stand-alone document and contains all the relevant

information needed to effectively implement and monitor the full Travel Plan.

1.10 The reminder of the document is as follows:

• Section 2 – outlines relevant policy and best practice;

• Section 3 – describes the existing accessibility of the site;

• Section 4 – describes the development;

• Section 5 – sets out the objectives and targets of the TP;

• Section 6 – sets out the Travel Plan strategy;

• Section 7 – sets out the sustainability measures that could be implemented to help

achieve the objectives and targets of the full Travel Plan;

• Section 8– outlines how the monitoring and review programme will ensure the Travel

Plan to continue to progress; and

• Section 9 – sets out the Action Plan for the Travel Plan.



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2 POLICY AND BEST PRACTICE

National Policy

Planning Policy Wales (Edition 9, November 2016)

2.1 Planning Policy Wales sets out the current land use planning policies of the Welsh

Government. This is supplemented by a series of Technical Advice Notes. In terms of

transport related policies, it places the sustainability of development at the heart of the

decision making process (para 4.7.4) and requires that new development proposals minimise

the need to travel and increase accessibility by modes other than the private car. It requires

that major generators of travel demand be located within existing urban areas that are well

served by public transport, or can be reached by walking or cycling.

2.2 The principles discussed above are repeated again in PPW’s Chapter 8, which deals

specifically with Transport issues.

2.3 In terms of plan making and development control it advises (8.7.1) that the following issues

should be taken into account:

• the impacts of the proposed development on travel demand;

• the level and nature of public transport provision;

• accessibility by a range of different transport modes;

• the opportunities to promote active travel journeys, and secure new and improved

active travel routes and related facilities, in accordance with the provisions of the Active

Travel (Wales) Act 2013;

• the willingness of a developer to promote travel by public transport, walking or cycling,

or to provide infrastructure or measures to manage traffic, to overcome transport

objections to the proposed development;

• the environmental impact of both transport infrastructure and the traffic generated

(with a particular emphasis on minimising the causes of climate change associated with

transport); and

• the effects on the safety and convenience of other users of the transport network.

2.4 PPW also requires that the access to a development should reflect the likely travel patterns

involved. It should ensure that people can reach the development, as far as practicable, by

walking, cycling and public transport, as well as by car (para 8.7.3).



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Technical Advice Note 18 (Transport)

2.5 The Advice Note (TAN 18) elaborates on the relationship between land use planning and

transport infrastructure by outlining a range of key accessibility principles that should inform

future patterns of development.

2.6 In the case of new residential development, sites that are accessible to jobs, shops and

services by modes other than the car and are afforded sufficient capacity on public transport

services are favoured.

2.7 TAN 18 advises that development plans should afford priority to the following:

• promote housing development at locations with good access by walking and cycling to

primary and secondary schools and public transport stops, and by all modes to

employment, further and higher education, services, shopping and leisure, or where

such access will be provided as part of the scheme or is a firm proposal in the Regional

Travel Plan;

• ensure that significant new housing schemes contain ancillary uses including local

shops, and services and, where appropriate, local employment;

• include policies and standards on densities, and parking to achieve higher residential

densities in places with good public transport accessibility and capacity;

• encourage residential layouts that incorporate traffic management proposals such as

home zones, calming measures and 20 mph zones and where appropriate, layouts that

allow public transport to pass through easily; and

• require layouts and densities, which maximise the opportunity for residents to walk and

cycle to local facilities and public transport stops.

Wales Spatial Plan (July 2008 Update)

2.8 The 2008 update to the Wales Spatial Plan (WSP) sets out the planning agenda at a spatial

level. There are five guiding themes which underpin the national vision:

• building sustainable communities;

• promoting a sustainable economy;

• valuing our environment;

• achieving sustainable accessibility; and



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• Respecting distinctiveness.

2.9 New housing growth is expected to be linked to public transport nodes, including walking

and cycling networks.

2.10 Among the main priorities is to make better use of existing transport infrastructure to

achieve sustainable access to jobs and services. This encompasses the need to ensure that

communities are well connected to main public transport corridors, are provided with safe

walking and cycling routes, and use existing road capacity with maximum efficiency.

National Transport Plan (March 2010)

2.11 The National Transport Plan (NTP) provides a basis for taking forward the delivery of an

integrated transport system. It includes a range of aims that are intended to maximise the

benefits associated with improving transport. Many of these are associated with reducing

reliance on the private car and encouraging sustainable travel choices.

2.12 It is suggested in the document that the ‘predict and provide’ approach is outdated. It is

stated in the document that:

“…we need to provide realistic alternatives that enable people to choose the more healthy

and sustainable modes of travel. Putting this into action at the national level means that

opportunities to improve walking and cycling, and integration of different modes of travel,

will be part of how we develop solutions. It means that we should be m aking the most of our

existing network, particularly during periods of high use, in ways that encourage more

sustainable travel”

2.13 The following measures are discussed within the document as being implemented to achieve

the objective discussed above:

• High Occupancy Vehicle lanes;

• Variable speed limits;

• Public transport priority lanes;

• Development the cycle network as part of the wider strategic network; and

• Working with business and industry to make travel related to our economy more

efficient and sustainable.



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2.14 In order to strengthen the development of the sustainable transport system in Wales, the

following proposals are included in the plan:

• 2.1 Sustainable travel centres – to continue to establish travel centres across Wales;

• 2.3 Increasing healthy and sustainable travel choices, including walking and cycling – to

make it easier for people to be less reliant on the private car and to use public transport,

walking and cycling more frequently;

• 2.4 Improving local bus services – To improve the quality and integration of local bus

services;

• 2.6 Improving access to key sites and services – To enable people to access key sites and

services more sustainably, particularly where access is currently difficult;

• 2.7 Managing our road infrastructure – to operate, improve and maintain the trunk road

network to meet our statutory obligations and deliver our strategic objectives.

• 2.8 Improving the safety of the road network – to continue to improve the safety of the

road network, with special emphasis on reducing casualty rates of vulnerable users.

Wales Transport Strategy: One Wales – Connecting the Nation (April 2008)

2.15 In informing the strategic priorities of the NTP, the Wales Transport Strategy (WTS) identifies

a range of outcomes that should be achieved over the long term. These include the need for

improved connectivity and reliability across networks. The following key principles are

identified as critical to the future transport policy agenda:

• achieving a more effective and efficient transport system;

• achieving greater use of the most sustainable and healthy forms of travel;

• minimising demands on the transport system; and

• reducing the impact of transport on greenhouse gas emissions.

2.16 Among the range of intended strategy outcomes is improved access to healthcare,

education, shopping and leisure facilities and the encouragement of healthy lifestyles.

2.17 The goal of the strategy is “to promote sustainable transport networks that safeguard the

environment while strengthening our economic and social life. Our transport strategic

identifies a series of high-level outcomes and sets out the steps for their delivery.”



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2.18 The Transport Strategy links to the Planning Strategy and seeks to “maximise the

consideration of access during the planning of new services and facilities. Influence and alter

travel patterns, promote sustainable travel and contribute to environmental improvements.”

2.19 The sustainable transport themes which underpin the strategy are:

• “Achieving a more effective and efficient transport system;

• Achieving greater use of the more sustainable and healthy forms of travel; and

• Minimising demands on the transport system.”

2.20 The strategy aims to reduce the demands on the existing transport system by “encouraging

home-working, flexible working house, and tele-conferencing as well as full integration of

sustainable modes of transport into developments”.

One Wales: One Planet (May 2009)

2.21 This is the Welsh Assembly Government’s Sustainable Development Scheme which sets out

how the Welsh Assembly Government intends to promote sustainable development in

exercise of the Welsh Ministers’ functions.

2.22 The document states that:

“Sustainable development provides us with the route to development a sustainable and

strong economy that operates within environmental and financial limits, which meets the

needs of all our citizens now and in the future, and is resilient to future change.”

2.23 The Scheme for Sustainable Development has the following purposes:

• “It sets out the Assembly Government’s vision of a sustainable Wales. The vision of a

sustainable Wales, and the supporting definition of a sustainable development (the

process of development to achieve the vision), will be the overarching strategic aim of all

our policies and programmes, across all Ministerial portfolios;

• It confirms that sustainable development will be the central organising principle of the

Welsh Assembly Government, and the steps we will take to embed this approach.

Sustainable development should be a real organising principle, relevant to all sectors of

society. It demands joined-up government with a focus on the long-term and serving the

citizen, directly supporting the aims we have already set in the Wales Spatial Plan and

for Local Service Boards across Wales.”



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2.24 In its description of what a sustainable Wales would look like, the Scheme states that:

“Walking and cycling are much more commonplace. There is greatly enhanced provision for

cyclists and pedestrians within towns and cities, with improved walking and cycling networks,

as well as better street design and traffic management measures. There are fast, reliable,

affordable public transport services connecting major settlements. There are frequent,

reliable mass transit services within cities and more heavily urbanised regions. There is a

coherent network of sustainable transport options within rural Wales. Travel Plans are part of

all new developments. All employers develop and implement Travel Plans.

The ‘school run’ has been replaced by organised school transport or group walking/cycling.

New development and infrastructure is located, designed and constructed for the climate it

will experience over its design life, and to minimise travel needs.”

Active Travel (Wales) Act 2013

2.25 The Welsh Government seeks to enable more people to walk, cycle and generally travel by

more active methods, so that:

• more people can experience the health benefits of active travel;

• we reduce our greenhouse gas emissions;

• we help address poverty and disadvantage; and

• we help our economy to grow by unlocking sustainable economic growth.

Local Policy

Neath Port Talbot County Borough Council LDP (2011 – 2026)

2.26 The Neath Port Talbot adopted LDP 2011- 2026 was adopted in January 2016 and constitutes

the development plan for the authority. The LDP concentrates on the issues that the Council

considers necessary to address in order to protect and enhance the environment of the

County Borough of Neath Port Talbot whilst providing detailed guidance for future

development proposals.

2.27 In terms of transport, sustainability and accessibility the overarching objectives of the LDP

are;



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• OB 21: Increase accessibility, promote active travel and encourage a shift to more

sustainable modes of transport for people and freight.

• OB 22: Reduce impacts of traffic growth and congestion and promote the efficient and

effect use of the transport network.

2.28 Policy TR 2 of the LDP relates to transport and states that development proposals will only be

permitted when the following criteria are satisfied:

• The development does not compromise the safe, effective and efficient use of the

highway network and does not have an adverse impact on highway safety or create

unacceptable levels of traffic generation;

• Appropriate levels of parking and cycling facilities are provided and the access

arrangements for the site allow for the manoeuvring of any service vehicles associated

with the planned use;

• The development is accessibly by a range of travel means, including public transport and

safe cycle and pedestrian routes;

• Transport Assessments and Travel Plans are provided for developments that are likely to

create significant traffic generation.

Parking Standards

2.29 Neath Port Talbot’s vehicular and cycle parking standards are set out in their Supplementary

Planning Guidance published in October 2016 as below.

Table 2.1 – Car Parking Standards

Type of Development Residents Visitors

General Purpose: Houses and Apartments

Houses (and Apartments)

1 space per bedroom

(maximum requirement 3

spaces)

1 space per 5 units

Table 2.2 – Cycle Parking Standards

Type of Development Cycle Parking Provision

Long Stay Short Stay

Residential

Apartments 1 stand per 5 bedrooms No Requirement



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2.30 The guidance stipulates that where communal parking is provided, no more than 12 spaces

should be accommodated in one space.

2.31 It is also set out in the guidance that a more flexible approach to the parking spaces required

may be taken where clear evidence is supplied of lower than normal car ownership levels.

National Guidance

2.32 The Department for Transport [DfT] provide guidance on producing Travel Plans. These

guidelines include a Travel Plan pyramid, which sets out five key tiers to a successful

residential Travel Plan.

2.33 Considering the above tiers, the first tier requires a review of the site’s location. This is seen

as a key element by the guidance and one that underpins ‘all the other aspects of

accessibility of the site’.

2.34 The second tier ‘comprises the fundamental characteristics that need to be incorporated into

the design of the site from an early stage in order to reduce the need to travel and support

walking, cycling and bus use’. This effectively relates to the physical measures that can be

delivered as part of the development to ensure it ties into the sustainable transport network

as effectively as possible.



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2.35 The third tier puts in place ‘the resource to facilitate and develop the measures in the plan’.

This effectively means the identification of a suitable person to lead the Travel Plan process

and ensure the effective management and development of the Travel Plan.

2.36 The fourth tier then goes on to consider ‘the services that will need to be obtained for the

site’ and primarily relates to the ‘soft’ travel planning measures, whilst the fifth and final tier

looks at ‘promotion, marketing and awareness raising to ensure adequate take-up of these

services and to communicate the travel plan to residents’.

Summary

2.37 The proposed development at Parc Newydd, Briton Ferry complies with relevant national

and local policies given its sustainable location. The site;

• Promotes the use of more sustainable travel;

• Promotes walking and cycling for shorter trips;

• Reduces, where practical, the need to travel by car; and

• Supporting necessary infrastructure improvements.



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3 EXISTING SITUATION

3.1 This section of the report reviews the existing accessibility of the area surrounding the site as

a proxy for the potential accessibility of the site itself.

Site Location

3.2 The development site lies within the county borough of Neath Port Talbot, where the town

of Neath is located approximately 2.2km to the north of the site.

3.3 The site is bounded to the north by Hengwrt Community sports centre and open green land,

to the south, east and west by residential properties and other local facilities such as Tyle’r

Ynn Welsh Primary School. The site is some 3.7 km to the south of the centre of Neath as

well as approx. 11 km to the east of Swansea.

3.4 The site location is shown in its local context in Figure 3.1.

Figure 3.1 – Site Location in a local context

Local Facilities

3.5 Figure 3.2 illustrates the site in relation to key local facilities.



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Figure 3.2 – Local Facilities

3.6 As demonstrated in Figure 3.2, a number of schools and local facilities are located in the

nearby area of Briton Ferry as well as further facilities in Neath. The walking and cycling

distances to these local facilities along with journey times are set out in Table 3.1.

Table 3.1 – Local facilities

Local Facilities Distance (metres) Walking Time (mins) Cycling Time (mins)

Bus Stop at Parc

Newydd 90 1 0.5

Bus Stop at Olive

Branch Crescent 805 10 3

Tyle’r Ynn Welsh

Primary School 483 6 2

YnysyMaerdy Primary

School 1609 20 6.5

Llansawel Primary

School 1609 20 6.5

Hengwrt Community

Sports Centre 100 1 0.5

Llansawdd Briton Ferry

Railway Station 1290 15 5

Briton Ferry Town

Council 1130 14 4.5



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Briton Ferry Llansawel

AFC 1770 22 7

Lodge Café 1130 14 4.5

The Crown Inn 1450 18 6

Tesco Express 1609 20 6.5

Nisa Local Stella Store 1770 22 5

Neath Town Centre 3702 46 15

3.7 Table 3.1 demonstrates that the site is well connected and easily accessible by foot and by

bicycle to a wide range of local amenities within Briton Ferry and in the surrounding area.

Local facilities available within a reasonable walking or cycling distance include local shops,

local schools, food stores, as well as the neighbouring town centre of Neath. The site fully

complies with local and national policy in this respect offering real transport choice,

improving health and well-being and being social inclusive.

Walking

3.8 One of the main factors in demonstrating the suitability of a development site is its

accessibility by non-car modes of transport. This helps reduce the reliance on the use of the

private car as well as promoting the aims of ‘smarter’ travel choices.

3.9 The area is served by good quality pedestrian routes and through attractive and active

environments. The local streets are also conducive to cycling. Existing pedestrian facilities in

the vicinity of the site include pedestrian footways and public rights of way (PRoW) further

afield within Briton Ferry.

3.10 One pedestrian/cyclist point of access is provided via Parc Newydd to the site. Parc Newydd

is lit and pedestrian footways are present which are considered to be of a good standard and

at a good state of repair. When disturbed by side streets and local access roads, dropped

kerbs are provided.

3.11 These pedestrian footways continue to the southern side of the development site along

Llansawel Crescent. Dropped kerbs as well as tactile paving are provided on this route to

provide continuous pedestrian connectivity, and the road it is subject to a 20 mph speed

limit. This is all conductive to providing a convenient and attractive pedestrian environment.

On-street parking is provided for residents which does not prohibit pedestrian movement.



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3.12 Public right of ways (PRoWs) are also available within a wider proximity of the site. The local

PRoWs are illustrated in Figure 3.3.

Figure 3.3 – Public Rights of Way

3.13 The site is well located in terms of proximity and easy access by foot or bicycle to a number

of local facilities.

3.14 The thrust of land use and transport policy is to promote and encourage the choice of

walking and cycling above all else where travel needs to occur. Therefore, it is both

reasonable to assume that walking is a viable and growing means of travel, and that new

development such as this one, should be designed to promote and encourage it.

3.15 In practice, the distance that any individual is likely to choose to walk depends on that

individual and the circumstances, but it is fair to assume that over time, given current

policies to encourage community, the propensity for individuals to walk, and to walk further,

will increase.

3.16 The propensity for people to walk or cycle depends on individual preferences and

circumstances. These circumstances might include, for instance, the purpose of the journey

the attractiveness of, and activity along, the route, the weather, and the cost of alternatives.



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3.17 Figure 3.4 shows the walking isochrones of 15 and 30 minutes from the middle of the site

assuming a comfortable average walk speed of 5km/h (3mph). This demonstrates that a

number of local facilities are reachable within a short distance.

Figure 3.4 – 15 & 30 Minute Indicative Walking Isochrones

Cycling

3.18 The existing dedicated cycle infrastructure within Briton Ferry is in its infancy, although local

roads are conductive to cycling. Formal cycling infrastructure in the local vicinity comprises

the National Cycle Network (NCN) route 47, as well as local dedicated routes in Jersey Park.

Cyclists can also utilise the formal link between Bryn Teg and Giant’s Grave Road.

3.19 NCN route 47 runs to the west of the site alongside Neath Canal. The route links Newport

Fishguard, passing through Neath and Carmarthen. This can be accessed from the

development site via a 3 minute cycle south to join it at the northern end of Owen’s Row.



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3.20 National Cycle Route Network 4 also runs to the south of the site. NCN 4 is a long distance

route between London and Fishguard. Both NCN routes are illustrated in relation to the site

in Figure 3.5.

Figure 3.5 – National Cycle Route Networks

3.21 In practice, the distance that any individuals is likely to choose to cycle depends on that

individual and the circumstances, but it is fair to assume that over time, given current

policies to encourage community, the propensity for individuals to cycle, and to cycle

further, will increase.

3.22 Figure 3.6 shows cycling isochrones of 15 and 30 minutes from the site, assuming a

comfortable average cycle speed of 5 km/h (9mph). Sustrans has suggested that up to 5

miles is an appropriate distance for cycle commuting with this equating to 33 minutes at this

speed.



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Figure 3.6 – 15 & 30 Minute Indicative Cycling Isochrones

3.23 As shown in Figure 3.6, Briton Ferry is available within a 15 minute cycle ride, with nearby

neighbourhoods such as Port Talbot ad Neath also achievable by bike within 30 minutes.

Public Transport

Bus

3.24 The nearest bus stop to the site is along Parc Newydd some 90 metres to the west of the

site. This stop is served by buses 202 and 239 and is equipped with a bus shelter and concise



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timetabling information. Further stops are available along Olive Branch Crescent which also

serves buses 57 and 86. The locations of these bus stops are demonstrated in Figure 3.2.

3.25 A summary of the existing bus services in this area are shown in Table 3.2.

Table 3.2 – Summary of Existing Bus Services in the Vicinity of the site

Number Route First

Bus

Last

Bus

Frequency (mins)

Provider Mon-

Fri Sat Sun

57 Swansea – Neath via Briton Ferry 07:45 17:55

60 60 n/a First South &

West Wales Neath – Swansea via Briton Ferry 08:03 17:03

86

Neath – Port Talbot via Briton

Ferry, Baglan Estate 08:15 17:45

60 60 60 First South &

West Wales Port Talbot – Neath via Briton

Ferry, Baglan Estate 07:48 18:11

202 Neath – Briton Ferry 09:23 17:53

30 30 n/a South Wales

Transport Briton Ferry – Neath 09:02 17:32

239 Briton Ferry – Ysgol Bae Baglan

07:15 15:33 n/a n/a n/a South Wales

Transport Ysgol Bae Baglan – Briton Ferry

3.26 The above summary demonstrates that the local area to the site is served by 4 buses an hour

in both directions, allowing for convenient access to Briton Ferry, Neath, Port Talbot and

Swansea.

Rail

3.27 The nearest rail stations are Briton Ferry Railway Station which is located approximately 1.3

km to the south of the site and Neath Railway Station which is some 3.8 km to the north of

the site.

3.28 These stations provide frequent links to Swansea, Cardiff, London Paddington, Manchester

Piccadilly, Milford Haven, Fishguard Harbour, Chester, Tenby, and Pontyclun. A summary of

the frequency of services is provided in Table 3.3.

Table 3.3 – Summary of Rail Services

Origin Destination Frequency Journey Time

Briton Ferry Swansea 60 mins 20 mins



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Cardiff 60 – 120 mins 45 mins

Chester 60 mins 220 mins

Llanelli 60 mins 45 mins

Neath

Swansea 30 mins 15 mins

Cardiff 20 mins 40 mins

London

Paddington 30 mins 170 mins

Manchester

Piccadilly 20 mins 220 mins

Milford

Haven 60 mins 140 mins

Tenby 120 mins 120 mins

Pontyclun 60 mins 50 mins

Existing Travel Patterns

3.29 Table 3.3 summarises the existing travel to work mode for people living in the ward of

“Briton Ferry West”, based on 2011 Census data. The information suggests that 64% of

people travel to work by driving a car or van with 12% travelling as passengers in a car or

van. Approximately 9% walk to work, 1% cycle to work, and 10% travel by bus or train. This

demonstrates that many people currently travel to work by car with a reasonable proportion

travelling by public transport and on foot.

Table 5.1 – Baseline Split 2011 Census Data

Mode Proportion

Work mainly at or from home 2%

Underground, Metro, Light rail, Tram 0%

Train 3%

Bus, minibus or Coach 7%

Taxi 0%

Motorcycle, scooter or moped 1%

Driving a Car or Van 64%

Passenger in a car or van 12%

Bicycle 1%

On-foot 9%

Other methods of travel to work 1%

3.30 A travel survey will be undertaken within 12 months of meaningful occupation of the site

and the results will be used for setting the basline targets which will be copied to NPT. The

undertaking of the basline survey represents the start of the Travel Plan for monitoring



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purposes and is descirbed as Year 0. An example residential travel survey questionairre is

included at Appendix A.



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4 PROPOSED DEVELOPMENT

4.1 The residential development at Parc Newydd, Briton Ferry is designed to a pedestrian scale.

One of the ‘by design’ aims is to create an environment where less people automatically

reach for their cars when leaving their homes.

4.2 The site layout for the site is demonstrated in Figure 4.1.

Figure 4.1 – Masterplan

Pedestrian/Cycle Access

4.3 The aim is to provide an environment in which pedestrians and cyclists will feel as though

they are generally of the highest priority.

4.4 The site is permeable by pedestrians and cyclists, with many dwellings fronting the existing

network. Pedestrian and cycle access locations are also provided via Parc Newydd and

Llansawel Crescent.



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Vehicular Access

4.5 The existing access to the site is via Llanswel Crescent with an additional access provided via

Parc Newydd from the north of the site.

Vehicular Parking

4.6 The parking standards for NTP are set out in Section 2.

4.7 The proposed scheme is for 100% affordable social rented housing, for which there is clear

evidence of lower levels of car ownership. According to Welsh Government’s ‘People,

Licencing and Vehicle Ownership’ report released in 2013 which covers the 2012 period, 53%

of households that are housing association (social rent) do not have access to a car, and of

those which do, only 8% have two or more cars.

4.8 As outlined above, there is clear evidence of lower car ownership levels amongst social

housing tenure properties, and therefore a reduction in parking is entirely appropriate in

accordance with Neath Port Talbot’s SPG parking standards. NPT’s parking standards state

that;

“Appropriate relaxation of the tabled parking requirements may be made following

acceptance of the details of a submitted travel plan, always provided that measures to

enforce compliance with the travel plan are included within a Section 106 agreements”

“For developments where clear evidence has been supplied that car ownership levels will be

lower than normal, a more flexible approach to number of parking spaces may be taken.

Acceptable evidence of this would be a contractual arrangement with tenants to secure low

car ownership levels”.

4.9 The national figures set out above would result in the following requirement for car parking

spaces at this site.

Table 4.1 – Car Availability at Social Housing Sites

Cars Available Total

0 16

1 12

2+ 2



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4.10 The above table indicates that only 14 dwellings would statistically own vehicles, with 2 of

these owning 2 or more. Therefore it is reasonable to provide around 20 spaces for 31

dwellings.

4.11 Further to the above justification for reducing parking spaces on the basis of lower car

ownership levels for social housing, the typical car ownership availability in Briton Ferry has

been assessed; this has also been compared to that in Neath Port Talbot.

4.12 2011 census data has been interrogated to derive the following proportion of car/van

availability set out in Table 4.1.

Table 4.1 – Car/Van Availability by House Type

Cars or Vans Available

Briton Ferry (NPT 013) Neath Port Talbot

House or

Bungalow

Flat,

maisonette,

apartment,

caravan

House or

Bungalow

Flat,

maisonette,

apartment,

caravan

0 28% 62% 21% 60%

1 47% 34% 44% 35%

2+ 26% 4% 34% 5%

4.13 The table above demonstrates that the number of houses and flats in Briton Ferry that do

not own a car/van is higher than the average within Neath Port Talbot. The data also

indicates that the majority of people who live in houses in this area only own one car/van,

and that over half of people who live in flats in this area do not own a car/van.

4.14 Applying the proportions recorded for Briton Ferry in the table above (ignoring the increased

likelihood of lower or no car ownership at social housing sites) to the proposed dwelling

quantum and composition (13 houses and 18 flats), demonstrates that the trend in car/van

ownership levels would necessitate the following number of parking spaces (for residents

only).



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Table 4.2 – Expected Number of Car/Vans Owned

Cars or Vans Available

Briton Ferry (NPT 013)

House or

Bungalow

Flat,

maisonette,

apartment,

caravan

0 4 11

1 6 6

2+ 3 1

Total Cars/Vans 14 8

4.15 The results set out in Table 4.2 indicate that four houses would require 0 cars, 6 houses

would require 1 car, and 3 houses would require 2+ cars (assuming only 1 dwelling requires 3

cars). The same applies to the flats. Therefore, a total of around 21 car parking spaces are

needed for a residential development of this composition within Briton Ferry. With the NTP

requirement for visitor spaces the total number required would be 29 spaces.

4.16 A provision of 40 car parking spaces is less than that required in accordance with the parking

standards, and would equate to just over 1 per dwelling. Considering the local trends and the

increasing propensity to travel by alternative modes than the private car/van, it is reasoned

that a reduction in car parking is justifiable. This reduction is also permissible on the basis

that the site is in a sustainable location, within easy walking distance of a number of primary

schools, local shops, and public transport nodes.

4.17 Cognisant of the above exercise accounting for the bespoke benefits of the site’s location

and the local trend for car/van ownership which is low, it is considered that a reduction in

parking provision is appropriate. The site is readily accessible by public transport and is

located within a socially inclusive area with easy and attractive walking and cycling

connections. The following reductions are hence proposed.

Table 4.3 – Proposed Reduced Parking Requirement

31 dwellings NTP Requirement Reduced Requirement

12 + 1 bed flats 1 1

6 x 2 bed flats 2 1

10 x 2 bed houses 2 1



Visitor Parking 7 8



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Total 67 40

4.18 As per the above table, we consider it appropriate to provide 40 car parking spaces at this

development site, based on 31 dwellings.



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5 OBJECTIVES AND TARGETS

Objectives

5.1 This travel plan is primarily aimed at reducing the dependence of on car travel by residents.

Therefore, the main objectives of this Travel Plan are to;

• Identify the modal split for residents;

• Identify the barriers, both perceived and real, that affect modal choice;

• Review and update the package of physical measures and management procedures

which are being implemented to encourage residents and visitors to travel by

sustainable modes of travel.

5.2 Past experience has shown that Travel Plans can bring economic, environmental, health and

social benefits to resident travelling to and from a site as well as to local people living and

shopping in the area. The key benefits which can result following the implementation of a

Travel Plan are outlined below:

• Economic – more sustainable travel modes can save money. Increasing the critical mass

using public transport can make services more viable, and car sharing can significantly

reduce travel costs.

• Environmental – a reduction in car journeys made to and from the site reduces the level

of air and noise pollution in and around the site.

• Health – by adopting more sustainable modes of travel, such as walking or cycling,

people’s physical and mental well-being improves and they lead a healthier lifestyle.

• Social – people are not cocooned in their cars and interact with other individuals on

their journey to and from the site. Increased pedestrian and cycle activity makes an area

feel safer.

Benefits

5.3 The achievement of the objectives will bring about a wide range of benefits for residents,

businesses and the wider community.

5.4 The resident benefits will be:

• Health benefits associated with walking and cycling, including reduced levels of stress;



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• The opportunity to save money by using alternatives modes of travel to the car; and,

• Improved quality and reliability of journeys.

5.5 The benefits to businesses and the wider community could be:

• A step-change in travel attitude which should lead to reductions in vehicular generated

traffic on the local highway network and a contribution towards overall reduction in

travel emissions, and improved journey time reliability.

Targets

5.6 The success of the Travel Plan is measured by whether it achieves its objectives through set

targets which will be identified following the initial survey and which will be advised to NPT.

5.7 The targets, which are related to the objectives, can be ‘action’ targets or ‘aim’ targets.

Action targets set out specific commitments to implement measures within certain

timescales to ensure delivery. Aim targets provide numerical goals for modal shifts.

5.8 All targets will be SMART (Specific, Measureable, Achievable, Realistic, Time-bound).

Action Targets

5.9 The action targets are set out in the Action Plan (section 9) and include the following key

milestones;

• The Travel Plan will be formally launched on an individual basis as properties are

occupied;

• Provision of a ‘Travel Information Pack’ for each dwelling upon occupation;

• The baseline survey will be conducted at a key handover stage and the results will be

reported within 3 months of meaningful occupation and details advised to NPT.

• An updated version of the Travel Plan will be produced with an updated Action Plan

following the baseline surveys. This updated version of the Travel Plan will have clear

aims and objectives which outline modal shift targets after a year of monitoring; and

• A monitoring survey will be undertaken on the anniversary of the baseline survey which

will monitor the modal shifts of residents.



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Aim Targets

5.10 The Travel Plan will be monitored for a period of a year from beneficial occupation. Once the

baseline travel survey results have been analysed, specific targets will be set according to the

monitoring programme set out in Section 8 and details advised to NPT. The main target will

be to reduce dependency on the private car with the resultant change impacting modal

change in sustainable modes of travel.

Interim Targets

5.11 The baseline mode split figure should be taken from the result of the baseline survey, which

will be undertaken within 12 months of meaningful occupation.

5.12 At this stage, the observed mode split recorded in the 2011 Census has been used as a guide

as to what the baseline mode split may be although it may be that the modal split is less

reliant on the private car as the sustainable travel ethos of NPT’s aspirations take hold.

5.13 Within 12 months of meaningful occupation of the development the baseline survey will be

undertaken to establish baseline travel patterns. The full Travel Plan will be finalised and

targets agreed with NPT as necessary.



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6 TRAVEL PLAN STRATEGY

Management

6.1 The role of Travel Plan Co-ordinator (TPC) has not yet been allocated, however a suitable

person will be appointed prior to beneficial occupation. NPT will be notified of the TPC’s

contact details.

6.2 The TPC, and the necessary costs for administering the Travel Plan, will be funded by the

developer.

Travel Plan Co-ordinator

6.3 The TPC post will remain in post for one year following first meaningful occupation. At the

end of that period, the TPC will train members of the local community to continue to continue

with the Travel Plan management and initiatives. At this stage, it is considered that the ethos

of green travel and its associated benefits will be supported by the local community.

6.4 The primary functions of the TPC will include:

• Liaison with the local community;

• Development of transport initiatives;

• Liaison with the local planning and highway authorities;

• Liaison with public transport operators;

• The incorporation of sustainable travel options into marketing material for the

development;

• Organisation of travel surveys;

• Promotion of sustainable transport measures to residents through a range of media,

including for example newsletters, emails and websites;

• Inform residents of local car sharing schemes;

• Promoting the benefits of home delivery services;

• Production, distribution and monitoring of Smarter Travel Information Packs;

• Scheduling of a Green Travel Users Forum or similar;

• Maintenance of all necessary systems, data and paperwork for the development;

• Promotion and organisation of taxis and taxi minibuses;



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• Providing residents of the development, and others within the local community, with

details on how they can travel, including accessing their place of work, schools, shops

and others in a sustainable manner;

• Acting as a single point of contact for all transport, access and travel related issues for

residential units within the development; and

• Liaison with NPT.

6.5 Increasing travel awareness so that people can make informed travel choices is a key role of

the TPC. The TPC will work closely with Officers at NPT to promote any initiatives the council

may have.

6.6 The TPC will work with the developer to ensure that all occupiers of the development equally

receive sustainable travel information and benefits from travel plan incentives.

Marketing and Consultation

6.7 Prospective residents and occupiers will, where possible, be encouraged to access the site

via sustainable transport modes. Information will be provided as to how to get to the site.

6.8 People will be made aware of the Travel Plan on the commencement of their residence on

the site. The details of the Travel Plan, its objectives in enhancing the environment, and the

role of individuals in achieving these objectives will be explained.

6.9 A ‘Travel Information Pack’ will be provided. This will contain the key element of the Travel

Plan and sustainable transport information and other relevant travel information.

Travel Information Pack

6.10 A Travel Information Pack will be distributed to each household upon occupation, and will

include:

• An explanation of the purpose and benefits of the Travel Plan;

• Contact details for the TPC;

• Maps of walking and cycling routes to key destinations;

• Information on cycle training opportunities;

• Information on walking buses or scoot to school;

• Timetables, route maps and ticketing information for public transport;

• Contact numbers and website details;



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• Car Share Scheme information;

• Contact details for local taxi companies and details of any arrangements brokered by

the TPC (if available);

• Information about working from home;

• Promotion of the benefits of home delivery; and

• Location and contact details of nearby services.

6.11 This list is not exhaustive and, within reason, any additional information which the

community and NPT would like included can be accommodated.



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7 SUSTAINABLE MEASURES

7.1 This section details the measures which the Travel Plan commits to.

7.2 These measures are not exhaustive. The exact nature of the measures is dependent on the

needs of the Travel Plan, and the results of Travel Surveys.

7.3 All of these measures are considered achievable because of proximity to relevant facilities

and availability of suitable routes.

7.4 The Travel Plan is a ‘living document’ which is therefore subject to continuous updates and

reviews.

Travel Information Pack

7.5 The travel information pack will include information on the following measures to promote

sustainable travel for future residents.

Personalised Travel Planning

7.6 The TPC will offer a personalised Travel Planning service for all residents. It is expected that

this will be offered during induction sessions run for residents.

7.7 The TPC will also be able to draw on advice from journey planning websites such as Traveline

Cymru (http://www.traveline.cymru) and Google Maps (www.google.co.uk/maps).

Car Sharing

7.8 Car sharing aims to match commuting journeys allowing the individuals to benefit from the

convenience of a car journey whilst reducing the cost of the journey and the number of

vehicles on the network.

7.9 There a number of prevalent car sharing schemes operating in and around this part of Wales.

‘Sharecymru’ is Welsh Government’s preferred partner (www.sharecymru.com) and

Liftshare is the UK’s largest carpooling network which is also available in this area

(www.liftshare.com).

7.10 This information will be included in the Travel Information Pack.

http://www.traveline.cymru/

http://www.google.co.uk/maps

http://www.sharecymru.com/

http://www.liftshare.com/



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Cycle Training

7.11 The Travel Information Pack will include information on cycle training. Bike Right

(www.bikeright.co.uk) provide cycle training for adults and children, from beginners up to

experienced cyclists and cover a range of bike related skills including cycle maintenance. The

aim is to make cyclists more confident and comfortable cycling on the road.

Scoot to School

7.12 Scoot to School is a SUSTRANS initiative aimed at encouraging children to use a scooter to

get to school. The programme involves scooter training for children, as well as the provision

of scooter parking at school.

7.13 The TPC can work with SUSTRANS to see how this Travel Plan can support the Scoot to

School initiative. The TPC can provide routes, training and encouragement for this, as well as

liaising with local schools to promote this type of travel.

Home Deliveries

7.14 The Travel Information Pack will promote and raise awareness of the potential time, cost and

environmental savings of home deliveries, including supermarket deliveries. Three of the big

four supermarkets, Sainsbury’s, Asda and Tesco, all offer home delivery services. The

majority of online retailers also now offer home delivery services.

Taxis

7.15 The Travel Information Pack will also provide information about local taxi companies.

Broadband

7.16 Each house will be provided with a facility for a broadband connection.

http://www.bikeright.co.uk/



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8 MONITORING AND REVIEW

8.1 It is important a thorough Travel Plan monitoring system is put in place. The two main

reasons for monitoring of the Travel Plan are:

• To provide feedback so the Travel Plan can be refined; and,

• To measure the level of success in meeting identified targets using key performance

indicators.

8.2 A framework for the monitoring and review strategy is outlined in this section.

Monitoring Strategy

8.3 The Travel Plan will be a living document, allowing for continuous development and

refinement which will ensure it remains relevant.

8.4 The monitoring programme will begin with the baseline survey, to be undertaken within 12

months of meaningful occupation of the proposed residential development. Households and

residents will be requested to complete a questionnaire in order to provide baseline travel

data. The questionnaires will monitor the mode splits being achieved for single occupancy

car trips, and those made by sustainable (other) modes.

8.5 The initial development survey represents Year 0 in terms of the monitoring programme. A

subsequent travel survey of the development and local community will be undertaken 12

months after the initial survey. The subsequent travel survey represents the 1st Monitoring

Survey. Monitoring will be undertaken for a year with a review at this time based on the

survey results.

8.6 Additionally, a snapshot survey questionnaire will also be included in the annual survey. An

example snapshot survey questionnaire is included at Appendix A. The snapshot survey will

also include questions on travel to work and travel to school trips in order that modal split

can be reviewed.

8.7 The TPC will use reasonable endeavours to achieve a 70% or more response rate for all of the

travel surveys.

8.8 The survey timetable is as proposed in Table 8.1.



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Table 8.1 – Survey Timetable

Description Timeframe

Travel Survey Initial survey for Baseline Year 0 (Key Handover)

Travel Survey Monitoring Survey Year 1

8.9 A formalised programme of monitoring, which sets dates of surveys, will be established in

consultation with NPT once beneficial occupation occurs.

Reporting

8.10 The results of the monitoring will be reported in writing to NPT within three months of the

completion of the monitoring surveys. An annual Monitoring Report will be compiled which

will outline the results of the monitoring survey and review. The report will be issued to NPT

and retained for records. A revised Action Plan will be submitted on an annual basis as part

of the annual monitoring program and reporting.

8.11 The monitoring report will include the following aspects:

• Site name and address;

• A summary of the Travel Plan;

• How and when monitoring information was gathered;

• Whether travel patterns are meeting objectives and targets; and

• Proposals to further develop the Travel Plan and an update to the Action Plan.

8.12 A full comprehensive report will be issued at following a year’s monitoring of the Travel Plan,

and the need for further monitoring will be reviewed at this time.

Mitigation

8.13 The aim of the Travel Plan is to achieve the appropriate modal shift targets within the dates

defined.

8.14 In the event that the monitoring and review process find any aspect of the Travel Plan is

underperforming and targets are not being achieved, the TPC will instigate a meeting with

NPT Officers. The possible reasons for the failure will be discussed along with what further

improvements that could be implemented at the site in order to meet the targets. An action

plan will be drawn up in order to get the Travel Plan back on track.

Q8 Which of the following do you occasionally use instead of your usual form of transport?

Bus

Bicycle

Car driver (on your own)

Car driver (with a passenger)

Car passenger

Walk

Motorcycle / Moped / Scooter

Train

Other ………………………………….

No alternative used

Q9 How long does it usually take for you to travel to and from work or school?

To work From work

0 – 15 min

16 – 30 min

31 – 60 min

61 – 90 min

Over 90 min

Q10 If you regularly travel to work or school by car what is your main reason?

Get a lift

Health reasons

Lack of an alternative

Convenience

Car essential to perform job

Dropping off / collecting children

Q11 Are you prepared to car share?

Yes, using liftshare (or already do)

Yes, independently (or already do)

No

Q12 Are you aware of the local lift share scheme?

Yes

No



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9 ACTION PLAN

Action Type Action Responsibility Timeframe Notes

Document Agreed

Agreement of

Travel Plan with

NPT

Vectos/Tai

Tarian Ltd

Prior to

Construction

To comply with

S106 agreements

Baseline Travel

Patterns

Baseline Travel

Survey (full

survey)

Tai Tarian Ltd

Completed (Year 0)

within 12 months of

meaningful

occupation

This represents

the start of the

travel plan for

monitoring

purposes and is

known as Year 0.

Document

Completion

Travel Plan

document

agreement and

completion

Tai Tarian Ltd

Within 6 months of

completion of initial

surveys

Agreement of

final document

with NTP.

Implementation

Travel Plan

launch Tai Tarian Ltd

Prior to first

occupation

This represents

the start of the

travel plan for

implementation

purposes

Implementation

of measures Tai Tarian Ltd

Prior to first

occupation

Travel

Information Pack

to be provided to

each resident

upon each

occupation

Information

provision Tai Tarian Ltd

Prior to first

occupation

Information

includes: the

Travel Plan, bus

timetables,

walking and

cycling routes

Awareness

raising of

sustainable

transport

Tai Tarian Ltd Prior to occupation

and ongoing

Campaign and

events to

promote

sustainable

transport will be

included in the

Travel

Information Pack

Monitoring,

Review &

Reporting

First Monitoring

survey (snapshot

survey)

Tai Tarian Ltd At year 1

On the first

anniversary of

the completion

of the bassline

survey



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Review and

reporting 1

Tai Tarian Ltd

& NPT

Year 1 monitoring

survey result

analysis

This will be a

monitoring

report provided

to NPT, it will

update resident

travel patterns

and identify

areas for

improvement

Review need to

continue

monitoring

Tai Tarian Ltd

& NPT Year 1

Review the need

to continue

monitoring

beyond Year 1

Full Review Tai Tarian Ltd

& NPT

Within 2 months of

Year 1 monitoring

survey result

analysis

This will be a

monitoring

report provided

to NPT, it will

update resident

travel patterns

and identify

areas for

improvements.

APPENDIX A

RESIDENT TRAVEL SURVEY LAND AT PARC NEWYDD BRITON FERRY

All information provided is anonymous. Thank you for your cooperation.

Q1 Full home postcode: …………………………

Q2 Gender:

Male

Female

Q3 Are you:

Full Time

Part Time

Q4 Age:

Under 25

25 -34

35 – 44

45 – 54

55 or over

Q5 Do you have any disability which affects your travel arrangements?

Yes

No

Q6 How do you usually travel to work or school?

Bus

Bicycle

Car driver (on your own)

Car driver (with a passenger)

Car passenger

Walk

Motorcycle / Moped / Scooter

Train

Other ………………………………………….

Q7 If you drive to work or school where do you normally park?

On Site

Street

Other Car Park

Q13 Which of the following changes would encourage you to cycle for journeys you undertake? (If

you already do cycle which would you most like to see?)

Safer, better lit cycle routes

Improved cycle parking on site

Showers on site

Discount or loan to buy a bike

Cycle training to improve skills

Other …………………………………………………

Nothing

Q14 Which of the following would encourage you to use the bus for journeys you already

undertake? (If you already use the bus which would you most like to see?)

More frequent services

More reliable services

Improved public transport information

Improved pedestrian conditions around bus station

Bus stops within closer proximity of home / work

Cleaner and more comfortable buses

Improved facilities at bus stops

Cheaper / subsidised fares

Other …………………………………………………………………

None

Q15 Which of the following would encourage you to use the train for journeys you undertake? (If

you already use the train which would you most like to see?)

More frequent services

More reliable services

Improved public transport information

Improved pedestrian conditions around train station

Train stations within closer proximity of home

Cleaner and more comfortable trains

Improved facilities at train stations

Cheaper / subsidised fares

Other …………………………………………………………………

None

Q16 Do you have any comments about your travel?

……………………………………………………………………………………

……………………………………………………………………………………

……………………………………………………………………………………

……………………………………………………………………………………

Documents

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