West Northamptonshire Joint Core Strategy · RPS Document Ref : B888 3 West Northamptonshire Joint...

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West Northamptonshire Joint Core Strategy

Pre-Submission Joint Core Strategy Representation

Northampton South SUE

Transport Representations

RPS Document Ref: B8883

West Northamptonshire Joint Core Strategy

Pre-Submission Joint Core Strategy Representation

A Submission by Bovis Homes Limited

March 2011

Transport Representations

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This Technical Note is submitted by Bovis Homes Limited (BHL) as part of representation to the Pre-Submission West Northamptonshire Joint Core Strategy (WNJCS) prepared by the West NorthantsJoint Planning Unit (WNJPU) published February 2011. The representation is made specifically withthe objective of supporting the identification of land at Collingtree (Northampton South SustainableUrban Extension) as a location for growth.

It is noted that land at Northampton South Sustainable Urban Extension (SUE) is identified as one ofseven growth areas included within the Pre-Submission document. The WNJCS states that ‘theSUEs identified at Northampton represent the most sustainable and sequentially preferable locationsfor new development beyond the existing urban area’ (paragraph 12.20).

This document sets out why the site at South Northampton is an appropriate site in transport terms toaccommodate an urban extension, referring to the outcomes of discussions with NorthamptonshireCounty Council and the Highways Agency, in their capacity as highway authorities, with regard to theaccess strategy and modelling of highway impacts.

1.1 Introduction

1.1.1 This document considers the suitability of the location of the Northampton South SUE,Collingtree for additional residential development. It discusses the site’s accessibility relativeto other local employment, education and key services and the potential for improving thesustainable credentials of existing development in the Collingtree area including East andWest Hunsbury. It describes the proposed strategy for access, movement and managing thedemand for travel associated with development at the designated Northampton South SUEsite, Collingtree.

1.1.2 The Northampton South SUE has a proposed allocation for about 1,000 dwellings. This issupported as being entirely deliverable from, subject to planning permission being granted,2013/2014. However, an enlarged allocation of up to 1,400 dwellings can readily beachieved through the use of land to the west of the allocated site.

1.1.3 Accessibility modelling software ‘Accession1’ has been used to calculate journey times tolocal services and key destinations, a key indicator of accessibility. Areas with loweraccessibility levels have been identified enabling the development of targeted pedestrian,cycle and public transport infrastructure which will enhance the sustainable accessibilitylevels of the site.

1.2 Existing Situation

1.2.1 The site is located approximately 4.5km to the south of Northampton Town Centre andimmediately north of the M1 motorway. The western boundary of the WNJPU proposed siteis formed by agricultural field boundaries. The farmland to the west is severed by the‘Northampton Loop’ of the West Coast Main Line railway. The agricultural fields to the westcould be included as part of the proposed SUE development if the enlarged allocation of upto 1,400 dwellings was to be taken up. The southern boundary of the site is formed by theM1. To the east and north the site abuts the residential developments of Windingbrook Roadand Rowtree Road, and Collingtree Golf Course, with direct road links to the Strategic RoadNetwork beyond.

1Accession is a Geographical Information System (GIS) developed on behalf of the Department for Transport (DfT) to calculate

accessibility between given origins and destinations. It utilises digital road networks and up-to-date public transport data tocalculate journey minimum times by foot, cycle, car, public transport or combination of modes.

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Access

1.2.2 Existing access to the site can be achieved from the east and south via Public Rights of Way,informal accesses and agricultural accesses. The existing highway network also abuts theproposed development site at several locations on Rowtree Road and Windingbrook Lane. APublic Footpath crosses the southern sector of the site, linking the settlements of MiltonMalsor and Collingtree. The footpath also bridges the M1 motorway and supplements as anagricultural access between Maple Farm to the south of the motorway and agricultural land tothe north. A section of the site’s eastern boundary is also formed by a designated Bridlewayconnecting East Hunsbury with the village of Collingtree.

1.2.3 Rowtree Road functions as a local distributor road to the south of the East Hunsburydevelopment, extending between Towcester Road in the west and A45 London Road in theeast. Rowtree Road meets Hill Drop Road, Hill Farm Rise and Penvale Road at variousintervals along its length which also serve as local collector roads on north-south alignments.The residential roads of Butts Road and Windingbrook Lane intersect at a four armroundabout with Rowtree Road at its eastern extent.

1.2.4 The existing network of pedestrian and cycle paths constructed through the adjacentresidential estate of East Hunsbury provides a high level of permeability and direct routes tolocal amenities including the local centres. Within East Hunsbury, pedestrian and cyclefacilities are of a high standard, comprising several ‘greenways’, providing routes segregatedfrom motorised traffic. The ‘greenways’ allow continuity of pedestrian and cycle links acrossseveral heavily trafficked roads, including the A45, connecting with the wider cycle networkand Route 6 of the National Cycle Network.

1.2.5 The existing development at East Hunsbury connects with the strategic and local roadnetwork at four locations. Rowtree Road meets the A45 London Road at a grade-separatedjunction, in a ‘dumbbell’ arrangement. The junction is the principal traffic intersection betweenEast Hunsbury and the M1 and A45 southbound, and consequently deals with significantdemand during the peak hour periods. A segregated left slip lane between Rowtree Roadand London Road (northbound) provides significant capacity for traffic towards the towncentre and key employment areas in the north-east sectors of Northampton. In the northernsection of East Hunsbury, Penvale Road meets A45 Mere Way at a left-in left-outarrangement providing an alternative route to the town centre via Towcester Road to thewestern sectors of Northampton. The two remaining routes connect with Towcester Road tothe west of the existing residential development, in the form of two priority ‘T’ junctions. .

1.2.6 The A45 London Road provides a link between the M1 Junction 15 to the south-east of thesite and Northampton Town Centre to the north. The A45 is heavily used by traffic accessingthe town centre and ‘Through Traffic’ to the north-eastern sectors of Northampton.

1.2.7 The M1 provides the principal route for traffic accessing Northampton from the south, northand north-west. The M1 also serves traffic departing the town to strategic destinationsincluding Milton Keynes, London, Leicester, Coventry and Birmingham.

Public Transport

1.2.8 A number of successful bus services operate in the south of Northampton; a dedicated routeserves the area of East Hunsbury and provides a half-hourly link with Northampton towncentre. The remaining services provide access to locations such as Towcester, Brackley,Milton Keynes and Peterborough from stops located on the Towcester Road and A45 LondonRoad. The combined existing bus network does not however adequately connect theexisting residential development at East Hunsbury with the major employment locations

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around Northampton, including Grange Park and Brackmills Industrial Estate. The currentattractiveness of public transport for access to local education, employment, leisure, shoppingand interchange is therefore limited, resulting in a high local level of dependency on trips byprivate car.

1.2.9 Northampton Rail Station is located on the western edge of the town centre, approximately4.3km north of the site. The station is situated on the ‘Northampton Loop’ of the West CoastMain Line and provides direct and frequent access to locations such as Birmingham, London,Rugby, Coventry and Milton Keynes. No direct bus services serve the rail station from theEast Hunsbury area. However frequent bus connections are possible from Greyfriars BusStation and the rail station can be accessed by foot from the town centre. Cycling providesan alternative means of accessing the rail station via the existing network of on-road, advisoryand segregated cycle routes through Merefield and Far Cotton. Sheltered and secure cycleparking for up to 40 cycles is provided at the station.

Local Facilities

1.2.10 The area of East Hunsbury is currently served by a range of education, employment, leisureand retail facilities. Accessibility to these facilities, by means other than private car, variessignificantly across the estates. ‘Accession’ accessibility modelling software has been usedto calculate journey times to local services and key destinations, a key indicator ofaccessibility.

1.2.11 Blacky More and Merefield Local Centres currently serve the existing community of EastHunsbury and incorporate a number of convenience shops, a supermarket, a petrol fillingstation, various takeaway-food shops, public houses and chemists. Further local facilities aredistributed throughout the East Hunsbury area, including three Doctor’s Surgeries, a DentalSurgery, a leisure centre and two primary schools.

1.2.12 Secondary and post-16 education facilities are located within easy access of the majority ofthe existing residential development by foot and by cycle. The area of East Hunsburyprincipally falls within the catchment area of Abbeyfield School, located immediately north ofthe A45 Mere Way. However, the Caroline Chisholm School and Northampton High Schoolfor Girls also provide alternative secondary education facilities, both located to the east of theA45 London Road. Higher order goods and services can also be accessed from variouslocations, including the town centre and St James and Nene Valley retail parks, all served bythe existing bus network.

1.2.13 The Northampton Multi Modal Study (NMMS) (2004) identifies access to key employmentsites, including Grange Park and Brackmills Industrial Estate as being constrained by the lackof direct and frequent orbital services from residential areas located around Northampton2.Review of the existing public transport services operating to the Grange Park and Brackmillsemployment sites indicates that this constraint is still apparent. The effect of this omission ispresented graphically in Figure 1.1, which shows the output produced by accessibilitymodelling software ‘Accession’ in terms of journey times to Grange Park.

1.2.14 Figure 1.1 illustrates that journeys by public transport to Grange Park from the existingresidential areas of East Hunsbury can be completed within 30 to 40 minutes. The travel timeis extended disproportionately because passengers are required to interchange betweenservices; this also reduces the attractiveness of travelling to the existing employmentopportunities by public transport. Similarly, Figure 1.2 illustrates journeys by public transport

2Ove Arup & Partners Ltd (2004) Northampton Multi Modal Study (NMMS) pp.21

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to Brackmills Industrial Estate from the residential areas west of the A45 are also constrainedby the existing bus network. Several key residential areas, including Merefield and WestHunsbury are located in excess of 40 minutes travel time by bus from Brackmills and requirepassengers to interchange between services.

1.3 Access and Movement Strategy

Achieving Sustainability

1.3.1 Development of the proposed SUE at Northampton South, Collingtree will facilitate thedelivery of a high-quality, cost-effective and sustainable public transport based solution toserve existing and proposed residential, education, employment and retail areas. Acomprehensive and viable strategy to deliver public transport directly to Northampton Southhas already been scoped and assessed with Public Transport Strategy officers atNorthamptonshire County Council (NCC) and will ultimately see the delivery of a highfrequency service between the new development at Northampton South and NorthamptonTown Centre, as shown in Figure 1.3.

1.3.2 The proposed route has been established in accordance with NCC’s Transport Strategy forGrowth, comprising a direct link with the town centre and operating at a frequency of 15minutes throughout the day. The service would enter the proposed development fromRowtree Road and follow a linear route using a combination of both residential streets anddedicated greenways through to the south-eastern boundary of the site. All of the proposeddwellings within the SUE site will be located within 400 metres safe walking distance of a pairof marked bus stops. The integration of a public transport corridor through the developmentwill attract a level of patronage sufficient to support high frequency bus services, as well asensuring that an efficient service to other residential and employment sites is created andmaintained.

1.3.3 To further encourage modal transfer and assist the wider strategy for growth inherent in theWNJCS, the proposed bus service will extend during peak commuting times to serveemployment sites at Grange Park, Brackmills Industrial Estate and Bedford Road. Theproposed service will complete several circuits of the extended route during the morning peakperiod in the direction of Brackmills Industrial Estate (via Grange Park, Caroline ChisholmSchool and Northampton Business Centre) and a reverse of the circuit in the evening peakperiod. Both route variations would rejoin the main route at Windingbrook Road, maintaininga 15 minute headway between services. The route will serve a catchment population ofc.16,000 people, as well as significantly improving linkages to principal education,employment, leisure and shopping areas.

1.3.4 The introduction of the proposed public transport strategy would result in a significantimprovement to the sustainability of the area which would bring about sustainableaccessibility improvements for both existing and proposed residents. The introduction of wellplanned bus services and complementary links will have a significant effect in reducing boththe number of trips by car generated by the proposed development, and also the existingnumber of vehicle trips on the highway network, offering a realistic opportunity to achievedemonstrable modal shift.

1.3.5 The provision of a reliable bus service will be underpinned by the introduction of a robust,target driven Travel Plan, ensuring appropriate promotion of the new services and alternativesustainable travel options available to all local residents. The Travel Plan will include apackage of incentives aimed at encouraging modal shift away from private car use amongstboth existing and new residents. The Travel Plan will adopt a target of a 20% shift away fromprivate car trips, in line with the modal shift targets set out in NCC’s Transport Strategy for

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Growth. The Travel Plan will also aspire to the target of achieving a private car modal split ofno more than 40%. This target is in line with the aspirational target set out in the WNJCS forall new developments, particularly SUEs. The proximity of local education, employment,leisure and retail facilities, together with the existing sustainable transport infrastructurelocated within the vicinity of the site and the proposed public transport facilities that will beintroduced as part of the Northampton South SUE will support the identification of realisticand attainable modal shift targets.

1.3.6 Whilst the Travel Plan will be aimed primarily at managing demand for travel by residents ofthe proposed development, it is intended to extend the remit of the Travel Plan by introducingretrospectively other travel planning initiatives which aim to manage demand generated bythe substantial existing residential and commercial developments in the surrounding area.

1.3.7 Accessibility assessments indicate that the positive impact arising from the introduction ofpublic transport links between Northampton South, Northampton Town Centre and thepreviously mentioned employment sites that would be delivered as a result of thedevelopment of Northampton South SUE would be far reaching. Diagrams showing theoutput from Accession modelling and a brief summary are included later in this section.

Proposed Access Strategy

1.3.8 Access to the proposed development would be achieved by the formation of high qualityhighway infrastructure to cater for the residual traffic generated by the demand forindependent travel by car, public transport and movement of goods. A number ofopportunities to provide access to the site have been identified and will be promoted toensure permeability to and from the site.

1.3.9 Preliminary investigations indicate that the site could be linked to the existing highwaynetwork by two individual road connections and to the public footpath network by a number ofroutes. No vehicular access is proposed to the west or south of the site where the existinginfrastructure creates significant constraints. Furthermore, no access will be made to thesouth-east of the site thereby minimising the traffic impact on Collingtree and to help retain itsvillage character.

1.3.10 Vehicular access to the wider highway network could therefore be achieved at two points:Rowtree Road, in the form of a new roundabout junction with Lichfield Drive; andWindingbrook Lane, at the location of the existing Club House. These two access pointswould be adopted and constructed to offer sufficient highway capacity whether the proposedallocation of about 1,000 dwellings or the enlarged allocation of up to 1,400 dwellings isadopted.

1.3.11 The highway access points will enable the potential to restrain traffic movement through thesite and maximise pedestrian and cycle permeability. Existing public footways andbridleways crossing the site will be enhanced and, if necessary, diverted to encourage theiruse for local journeys. A route specifically designed to receive buses will be developedthrough the site, potentially incorporating bus gates and dedicated links, to enable the swiftand unimpeded passage of buses.

1.3.12 High quality walking, cycling and public transport links will be integrated into the developmentto connect the residential elements to the new Local Centre, employment land, primaryschool (if it is to be provided as part of the SUE rather than contributions to off-site provision),green infrastructure and public footpath network, thereby reducing the need for car travel foremployment, retail, education and leisure purposes. Internal pedestrian and cycle routes willbe integrated into the green infrastructure of the site to provide high quality segregated linear

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routes. Pedestrian and cycle links will be enhanced and extended to connect with existingnetwork provision.

1.3.13 Priority measures for sustainable modes will be incorporated throughout the developmentand the concept of Safe Routes to School will be incorporated into the development from theoutset to promote road safety and sustainability.

1.4 Transport Impact and Mitigation

1.4.1 As part of the ongoing investigations into the development of the site a full TransportAssessment (TA) will provide further information on the appropriate access strategy forthe site. The TA will include a full assessment of the transport impacts resulting from thedevelopment and will specifically consider the demand for travel and the associatedtraffic flow. The TA will identify suitable mitigation measures to ensure the potentialimpacts of the development remain within acceptable parameters, ensuring that noadverse impacts on the safety of road users are felt due to the development and that thefree flow of traffic on the highway network is maintained.

1.4.2 Early discussions with the Highway Authorities reveal that there is solid support for awell planned sustainable extension at the Northampton South site. Transport Plannersat both NCC and the Highways Agency (HA) are aware of the lack of sustainabletransport opportunities available for local residents, particularly those whose place ofwork is in the eastern employment zones. The Transport Planners are also aware thatthe delivery of a meaningful future sustainable transport solution to Northampton Southis wholly reliant on funding that will only become available through the contributionsassociated with development of the land under consideration at the Northampton SouthSUE site.

1.4.3 Analysis confirms that the introduction of a successful bus service will have a significanteffect on both the trip generation for the proposed site and the existing vehicle trips onthe network. Background vehicle traffic will be reduced and trip rates both for thecommitted and proposed development will be restrained. The inclusion of a new localcentre and potential primary school adjacent to existing development at Collingtree willassist in managing the demand for travel associated with daily routines.

1.4.4 Travel Planners from both Highway Authorities have indicated that the proposed SUEdevelopment at Northampton South, if supported by a robust, target based Travel Planincorporating a monitoring programme, remedial measures and initiatives to managedemand for travel, particularly by private car, would be acceptable. Capacity analysisundertaken to date indicates that relatively minor improvements at local junctions wouldproduce sufficient spare capacity to allow the phased introduction of development,initially of a modest scale, comprising around 300-400 dwellings. This quantum ofdevelopment could be delivered with the first phase of the proposed Public TransportStrategy in compliance with NCC’s Transport Strategy for Growth as described inSection 1.3.

1.4.5 Transportation work has been undertaken in isolation of the Northamptonshire StrategicTransport Model (NSTM) which is currently under review by NCC and the HA to ensureits suitability to inform the future conditions resulting from the Core Strategy. It isintended that the NSTM will ultimately be used by the County Council to assessindividual development proposals and highway infrastructure schemes. The NSTM willeffectively combine and update the previous strategic models developed to assess thehighways within the county; the North Northamptonshire Highway Model (NNHM) andthe West Northamptonshire Multi-Modal Model (WNMMM).

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1.4.6 The HA has also developed a model for the M1 and the A45 corridor aroundNorthampton using VISSIM. This model was initially developed to determine a strategy toaccommodate development allocated in the extant Local Plans. The model is now beingupdated to assess the implications of the additional Core Strategy growth on thestrategic network. It is anticipated that this VISSIM model will also need to be used toassess the impact of the Northampton South SUE.

1.4.7 To inform an initial assessment of the likely highway impacts of the proposedNorthampton South SUE development manual traffic surveys where commissioned tocollect data for inclusion in the analysis. To assess the future situation, backgroundtraffic growth was applied globally using TEMPRO. Both the traffic data and the growthrates have been found to be more onerous than the model flows generated by theWNMMM. The surveyed data, with TEMPRO growth applied, therefore provides a morerobust assessment of the local highway network.

1.4.8 Once NCC’s NSTM and the HA’s VISSIM model are completed and made available toassess highway impacts of individual developments BHL will commit to investing in useof the models to establish the potential highway impacts of the proposed development ofthe Northampton South SUE.

1.4.9 In the context of deliverability, initial assessments indicate that the site has the ability todeliver a significant quantum of housing growth with a comparatively limitedinfrastructure burden, which would be the case for either a proposal of about 1,000dwellings allocation or the enlarged allocation of up to 1,400 dwellings. Discussionshave taken place with NCC with respect to the public transport strategy and it isunderstood that determining the most appropriate solution will be an iterative process.

1.5 Future Accessibility

1.5.1 The proposed introduction of an on-site Local Centre and some local employmentopportunities will significantly increase accessibility for pedestrians and cyclists toconvenience goods, services and jobs from within the proposed development and theneighbouring residential areas.

1.5.2 Access to key destinations, such as Northampton Town Centre, Rail Station and GeneralHospital, will be significantly improved following the introduction of the proposed bus service.Figure 1.4 illustrates the impact of the proposed bus service on accessibility to local facilitiesfrom the proposed development, including local retail, employment, leisure and healthfacilities The Tesco Extra supermarket at Merefield will be accessible within 10 minutes of thesite as well as a wide range of existing community facilities at Blacky More and MerefieldLocal Centre. Secondary education facilities at Abbeyfield School will be accessible within 20minutes of the site by bus and Caroline Chisholm School within 30 minutes. The proposedbus service will provide a realistic alternative for residents to access a wide range of facilitiesby means other than private car. Accessibility to the employment land at Northampton Southwill also benefit significantly from the proposed bus service, as shown in Figure 1.5.

1.5.3 The proposed bus service will also provide a new connection for residents of East Hunsburyand the proposed Northampton South SUE development with existing employment land atGrange Park and Brackmills to the west of the A45 London Road. The proposed service hasthe potential to significantly increase the population catchment within 20 and 30 minuteintervals of Grange Park, including access from the residential areas of Blacky More andMerefield. This is demonstrated when comparing Figures 1.6 and 1.7.

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1.5.4 Similarly, journey times to Brackmills Industrial Estate will be significantly improved fromexisting residential areas to the east of the A45, such as Wootton, Grange Park as well asparts of East Hunsbury which are currently in excess of 40 minutes travel time. This isdemonstrated when comparing Figures 1.1 and 1.2.

1.6 Conclusions

1.6.1 It is considered that mixed use development at the Northampton South site can deliver anintegrated Sustainable Urban Extension to the existing residential development of EastHunsbury and Collingtree. The proposed SUE site has the potential to facilitate a significantimprovement in the existing levels of accessibility and will increase opportunities for travel bynon-car travel modes.

1.6.2 It is considered that with only relatively minor improvements at local junctions, sufficient sparecapacity on the local highway network could be achieved to allow the phased introduction ofdevelopment at the Northampton South SUE. The initial development could deliver the firstphase of the proposed Public Transport Strategy in compliance with NCC’s TransportStrategy for Growth if released at a sufficient scale.

1.6.3 It is considered that through delivery of a package of realistic travel planning initiatives, publictransport improvements, minor highway improvements and new and improved pedestrianand cycling infrastructure, the development of the Northampton South site can deliver aparticularly Sustainable Urban Extension which will, in addition, provide significant benefits toa broad catchment of existing residents.

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Highfield House, 5 Ridgeway, Quinton Business Park, Birmingham, B32 1AFT: 0121 213 5500 F: 0121 213 5502 W: www.rpsgroup.com

NORTHAMPTON SOUTH SUE COLLINGTREE

SCALE: NTS

EXISTING ACCESSIBILITY TO GRANGE PARK (EMPLOYMENT) FIG 1.1

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10 minutes

20 minutes

30 minutes

40 minutes

Journey Times by PUBLIC TRANSPORT

to Grange Park

Rail Station

TOWNCENTRE

Greyfriars Bus Station

Grange Park

NORTHAMPTON NORTHAMPTON SOUTH SUESOUTH SUE

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SCALE: NTS

EXISTING ACCESSIBILITY TO BRACKMILLS INDUSTRIAL ESTATE FIG 1.2

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10 minutes

20 minutes

30 minutes

40 minutes


to Brackmills Industrial Estate

Rail Station

TOWNCENTRE


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KeyKey

Development Site

Proposed Bus Route (15 min frequency)

Proposed Route Extension (peak periods only - 30min frequency)

Out-of-service route

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SCALE: NTS

PROPOSED BUS ROUTE FIGURE 1.3


Caroline Chisholm School


Bedford Road Terminus

Grange Park

Dedicated bus routethrough development site

Northampton Rail Station

Windingbrook Road terminus

PM

AM

10 minutes

20 minutes

30 minutes

40 minutes


from Northampton South

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SCALE: NTS

FUTURE ACCESSIBILITY TO LOCAL FACILITIES FIG 1.4

10 minutes

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30 minutes

40 minutes


from Northampton South

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NORTHAMPTON SOUTH SUE COLLINGTREE FUTURE ACCESSIBILITY TO LOCAL FACILITIES FIG

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SCALE: NTS


Caroline Chisholm School


Grange Park

Rail Station

Blacky More Local Centre

Northampton General Hospital

Netto Supermarket

Tesco Extra Supermarket

Danes Camp Leisure Centre

Abbeyfield School

St James Retail Park

Princess Marina Hospital

Proposed Local Centre

TOWNCENTRE

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SCALE: NTS

FUTURE ACCESSIBILITY TO NORTHAMPTON SOUTH FIG 1.5

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umbe

r AR

1614

62.

10 minutes

20 minutes

30 minutes

40 minutes


to Northampton South

Rail Station

Proposed Local Employment

TOWNCENTRE



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FUTURE ACCESSIBILITY TO GRANGE PARK (EMPLOYMENT) FIG 1.6

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to Grange Park

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TOWNCENTRE



Grange Park

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SCALE: NTS

FUTURE ACCESSIBILITY TO BRACKMILLS INDUSTRIAL ESTATE FIG 1.7

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20 minutes

30 minutes

40 minutes


to Brackmills Industrial Estate

Rail Station

TOWNCENTRE




West Northamptonshire Joint Core Strategy · RPS Document Ref : B888 3 West Northamptonshire Joint...

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Transcript of West Northamptonshire Joint Core Strategy · RPS Document Ref : B888 3 West Northamptonshire Joint...