DCC/REB/28
A380 South Devon Link Road (Kingskerswell Bypass)
Public Inquiry
Supplementary Orders
Devon County Council’s Response to
Proof of Evidence on behalf of Torbay Friends of the Earth
(Obj 185): OBJ/TFOE2(185)/P/1
Response by Paul Ewings
1.0 Introduction
1.1
1.2
Mr L Short, on behalf of Torbay Friends of the Earth, in his proof of evidence refers to
a letter dated 28th January 2008 addressed to The Transport Minister. He objects to
the Scheme on a number of grounds:
•
The traffic conditions along the existing A380 between Penn Inn and Kerswell
Gardens are exaggerated.
•
The traffic lights at Jurys Corner are the main cause of congestion.
•
There is no basis in evidence that building roads stimulates economic growth.
•
There would be an increase in pollution for people living along the A380.
•
There has been no study to identify the affect of bus passes on travel
demand.
•
The junctions at each end of the Scheme would cause as much congestion as
they solve.
This Response (DCC/REB/28) to the Proof of Evidence of Mr L Short, on behalf of
Torbay Friends of the Earth (OBJ/TFOE2(185)/P/1) has been prepared by Paul
Ewings. A number of the grounds for objection have already been addressed and do
not arise by reason of the Supplementary Orders. Where the grounds are the same
as those raised earlier, the earlier responses in other Proofs of Evidence or in
Rebuttal are referenced in this response.
2.0 The traffic conditions along the existing A380 between Penn Inn and Kerswell
Gardens are exaggerated.
2.1
In his letter dated 28th January, Mr Short describes his experience of travelling along
the A380 and lists various extracts from the Herald and Express Newspaper in
relation to experiences of delay.
2.2
In his proof of evidence at Appendix IV, Mr Short raises queries regarding David
Black’s Proof of Evidence (DCC/P/4):
2.3
DCC/P/4 section 3 provides an analysis of the conditions on the A380. Traffic data
from long term Automatic Traffic Counters have been analysed annually, monthly and
hourly. All three analyses show that the variation in flows is not typical for such a
route, indicating that the route is operating at or close to capacity for much of the
day. Further analysis on journey times in section 3.9 show that the route has poor
average journey times and poor journey time reliability, showing the effect that such
high flows are having on the route. Section 4.3 provides an analysis of side road
traffic. Flows have been shown to increase dramatically during the peak periods on
these routes, highlighting the effect that conditions are having on traffic, causing
vehicles to reroute onto less appropriate roads.
2.4
The details provided in DCC/P/4 provide significant evidence of the inappropriate
conditions on the A380 and demonstrate that the road is not fulfilling its function as
Regionally Significant Route.
3.0 The traffic lights at Jurys Corner are the main cause of congestion.
3.1
David Black in his Proof of Evidence (DCC/P/4 at section 3.10) explains that Jurys
Corner is not the main bottleneck on the road, it is in fact the A380, with its numerous
side road accesses and high friction, which causes most significant problems.
3.2
With reference to DCC/P/4, Section 3 it can be seen the existing A380 between Penn
Inn and Kerswell Gardens has a number of capacity constraints where congestion
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occurs. More specifically, these are the southbound merge south of Penn Inn, the
northbound merge north of Kerswell Gardens, Jurys Corner junction and the capacity
of the link itself.
3.3
Junction models have also been built for the junctions at both Penn Inn and Kerswell
Gardens which show that each junction would operate within capacity.
3.4
The work completed as described in DCC/P/4 paragraph 15.2 shows it is not
possible to improve the flow of traffic via ‘more sensitive traffic light sequencing’ due
to the lack of capacity on the on the A380 corridor.
4.0 There is no basis in evidence that building roads stimulates economic growth.
4.1
Ian Harrison’s Proof (DCC/P/2 Section 5) identifies the important role transport plays
in the economy and the strong links between them was confirmed recently in the
Eddington Study.’
4.2
This is also addressed in Rob Hetherington’s Proof of Evidence (DCC/P/5) at Section
5, paragraph 4.2.2 and paragraph 6.1.6.
5.0 There would be an increase in pollution for people living along the A380.
5.1
The existing and future conditions for those living along the A380 are described in
Bethan Tuckett-Jones’ Proof of Evidence (DCC/P/10). At paragraph 6.4.3 it
concludes that there would be a net reduction in population exposure to air pollution.
5.2
Bethan Tuckett-Jones’ Proof of Evidence (DCC/P/10) also provides an assessment of
the change in carbon emissions anticipated with the Scheme. As stated in
DCC/REB/10, paragraph 6.2, the overall effect would be neutral.
6.0 There has been no study to identify the affect of bus passes on travel demand.
6.1
The issue of demand management and travel planning is addressed in David Black’s
Proof of Evidence (DCC/P/4, section 14.2). The analysis concludes in paragraph
14.2.10 that ‘demand management, personalised travel planning and travel plans are
actively taking place throughout Devon and in the Newton Abbot areas. Further work
on this element of the transport strategy will continue, subject to funding being
available. However, these measures will take a considerable time to achieve and
even a 10% reduction in demand is not sufficient to remove the current levels of
congestion or demand for the Scheme’.
7.0 The junctions at each end of the Scheme would cause as much congestion as they
solve
7.1
The capacities of Penn Inn roundabout and the signalised junction at the southern
end of the Scheme (the junction with the Torbay Ring Road) are examined in
paragraphs 10.2.19 and 10.2.20 of DCC/P/4 and at DCC/INQ/34 and DCC/INQ/35.
The links and the junctions would operate within capacity in 2028.
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