Transportation
Warth Mill
Framework Travel Plan
Buckhurst Plant hire
September 2010
Prepared by:
Checked by:
Shaun Grima
Consultant
Catherine Zoeftig
Principle Consultant
Approved by:
Andrew Brookfield
Associate Director
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Comments
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Framework Travel Plan
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07.09.10
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2010
Date Created September
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Table of Contents
1
Introduction ....................................................................................................................................................................... 2
1.1
Introduction ............................................................................................................................................................ 2
1.2
Status of this Travel Plan ....................................................................................................................................... 2
1.3
What is a Travel Plan?........................................................................................................................................... 2
1.4
The Purpose of a Travel Plan ................................................................................................................................ 2
1.5
Travel Plan Process............................................................................................................................................... 2
1.6
Key Message of this Travel Plan ........................................................................................................................... 3
1.7
The Role of the FTP .............................................................................................................................................. 3
1.8
The Workplace Travel Plan ................................................................................................................................... 3
1.9
The Residential Travel Plan ................................................................................................................................... 4
1.10
Travel Plan Co-ordination ...................................................................................................................................... 4
1.11
Contents of the Report........................................................................................................................................... 4
2
Development and Parking Proposals .............................................................................................................................. 7
2.1
Introduction ............................................................................................................................................................ 7
2.2
Development Proposals......................................................................................................................................... 7
2.3
Access ................................................................................................................................................................... 7
2.4
Servicing and Emergency Vehicle Access............................................................................................................. 7
2.5
Parking .................................................................................................................................................................. 7
2.6
Summary ............................................................................................................................................................. 10
3
Policy Context ................................................................................................................................................................. 13
3.1
Introduction .......................................................................................................................................................... 13
3.2
National Policy ..................................................................................................................................................... 13
3.3
Local Policy ......................................................................................................................................................... 14
3.4
Summary ............................................................................................................................................................. 15
4
Site Inventory .................................................................................................................................................................. 17
4.1
Introduction .......................................................................................................................................................... 17
4.2
Rail Travel ........................................................................................................................................................... 17
4.3
Bus ...................................................................................................................................................................... 19
4.4
Cycle Access ....................................................................................................................................................... 19
4.5
Pedestrian Access ............................................................................................................................................... 20
4.6
The Irwell Valley Sculpture Trail .......................................................................................................................... 21
4.7
Journey Planning ................................................................................................................................................. 22
4.8
Accessibility Analysis ........................................................................................................................................... 22
4.9
Summary ............................................................................................................................................................. 22
5
Measures.......................................................................................................................................................................... 24
5.1
Introduction .......................................................................................................................................................... 24
5.2
Travel Plan Initiatives Toolkit ............................................................................................................................... 24
6
Management and Monitoring ......................................................................................................................................... 31
6.1
Management ........................................................................................................................................................ 31
6.2
Monitoring ............................................................................................................................................................ 31
6.3
Management Support .......................................................................................................................................... 31
7
Targets and Timescales.................................................................................................................................................. 34
7.1
Introduction .......................................................................................................................................................... 34
7.2
Targets ................................................................................................................................................................ 34
7.3
Monitoring Process .............................................................................................................................................. 34
7.4
Timescales .......................................................................................................................................................... 34
8
Summary .......................................................................................................................................................................... 36
8.1
Summary ............................................................................................................................................................. 36
8.2
Commitment to establishing initiatives ................................................................................................................. 36
Appendix A – Accessibility Questionnaire ................................................................................................................................. 38
1
Introduction
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Introduction
1.1
Introduction
This Framework Travel Plan (FTP) has been prepared on behalf of Buckhurst Plant Hire to accompany the Transport
Assessment (TA) Report in support of an outline planning application to develop the existing site in Rawtenstall, Lancashire for
mixed use. The planning application will be dealt with in two parts, firstly there will be a submission for the residential element of
the scheme (46 units) and secondly there will be a submission relating to the office/retail element of the development. This FTP
accompanies the planning application to develop the residential element of the scheme however the impacts and measures of
the full scheme are included for robustness.
This FTP will take into consideration the full development proposals for the site, ensuring any potential impacts from the
development are appropriately addressed. This FTP will provide an appropriate toolkit of measures and initiatives to ensure the
theme of sustainable development is entrenched upon the design and planning process for the proposed development, to
ultimately minimise the development impacts upon the local highway network.
1.2
Status of this Travel Plan
This FTP accompanies an outline planning application and as such the ultimate occupiers have not been identified at this stage.
This report therefore sets out an initial framework which incorporates a suggested combination of physical measures for the site
(to be established and included during construction) along with softer, managerial measures (to be taken forward on occupation
of the development). The softer measures will be finalised within the Implementation Travel Plan following the results of travel
questionnaire distributed amongst the occupants once they are known.
1.3
What is a Travel Plan?
A Travel Plan provides a strategy for managing travel demand and involves a dynamic process of implementation, monitoring
and review to ensure that it is sustainable over the long-term. The underlying aim of any Travel Plan is to minimise the number of
single occupancy private car trips generated by a development, by encouraging a shift to more sustainable modes of transport,
and as a result mitigating the impact of travel.
1.4
The Purpose of a Travel Plan
The Purpose of a Travel Plan
A travel plan is a way of managing how people travel to a particular area or organisation.
This travel plan addresses:
-
Staff travelling to and from the workplace;
Residents travelling to and from the Warth Mill development; and
Deliveries to and from the development.
The Warth Mill development requires a travel plan as it has:
-
A limited number of parking spaces due to space constraints;
A commitment to the environment;
A commitment to ensuring all residents and workers can easily access the development; and
A commitment to encouraging healthier lifestyles for all.
1.5
Travel Plan Process
A successful travel plan needs to follow a four stage process as indicated in the diagram below. The fourth element of the
process, monitoring, must be undertaken on a continual basis to ensure the long term benefits of the travel plan are enjoyed.
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Figure 1.1 – Travel Plan Process Chart
1.6
Key Message of this Travel Plan
Key Message
The key message that this Travel Plan should present is;
“Small changes by each of us will make big changes for us all.”
1.7
The Role of the FTP
Good accessibility is central to creating sustainable communities and overcoming social exclusion. A travel plan is a way of
setting out how accessibility can be achieved through outlining current facilities and identifying areas for improvement. More
importantly, a FTP sets out targets to enhance accessibility and sustainability as well as identifying measures to achieve such
targets.
The key roles of this FTP are as follows:
-
To ensure that appropriate infrastructure is implemented prior to occupation of the site to encourage sustainable travel;
To establish and provide details of a site specific travel plan co-ordinator;
To develop and present site specific measures and initiatives to encourage a shift to more sustainable travel modes; and
To present a strategy for continuously monitoring and reviewing the sustainable travel initiatives to ensure that they continually
address the needs of staff and residents at the development.
1.8
The Workplace Travel Plan
More specifically the objectives of the workplace travel plan will seek to:
-
Reduce the need to travel to and from the site;
Promote the health and cost benefits of cycling, walking and using public transport;
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Promote the cost benefits of car sharing; and
Enhance safety and security for workers, residents and visitors travelling to and from the site.
1.9
The Residential Travel Plan
The objectives of the residential element of this FTP are as follows:
-
-
Address residents need for access to a full range of facilities for work, education, health, leisure, recreation and shopping. This
will involve providing facilities that reduce the need to travel to a local shop or cash-point,
Reduce the traffic generated by the development,
Promote healthy lifestyles and a sustainable, vibrant local community, and
Encourage good urban design principles that open up the permeability of the development for walking and cycling, linked to
design and access statements.
The key difference between residential and workplace Travel Plans are that they achieve more sustainable travel patterns from
the outset rather than cutting car use incrementally once the residents are in occupation.
1.10
Travel Plan Co-ordination
An interim Travel Plan Co-ordinator has been appointed until such time when the development is taken forward for
implementation. When occupation of the site occurs a permanent co-ordinator will be appointed to conduct the appropriate tasks
outlined within this travel plan.
Travel Plan Co-ordinator (Interim)
Name
Gary Dearden
Email
[email protected]
Contact telephone number
01706 822 731
Role of the Travel Plan Co-ordinator
The final Travel Plan Coordinator (once appointed) will always have a clear link to and the support of a senior management
representative. The Travel Plan Coordinator will be located on site so they can become a familiar face with members of staff,
residents and visitors as someone who is known to 'champion' the sustainable transport measures of the proposed Warth Mill
development.
Specific Duties of the Travel Plan Co-ordinator
The Travel Plan Co-ordinator will undertake the following specific duties:
-
-
Leading on the delivery of the travel plan once approved;
Representing the 'human face' of the travel plan - explaining its purpose and the opportunities on offer.
Liaise at staff management committees or steering groups e.g. to discuss marketing material presented to residents and staff;
Provide personalised travel planning tailored to staff needs;
Promote the individual measures in the travel plan (e.g. a car sharing databases);
Liaise with public transport operators - the coordinator will initiate contact early on to enable bus and train operators to brief
them about services and fares. At a later point, the coordinator will feedback staff and residents opinions to the operators;
Monitor the implementation of the travel plan (e.g. conduct further annual surveys); and
Take a key role in review of the travel plan.
This will be a permanent role for the continued life of the development and will be part time of full time to suit the extent of the
tasks required to keep the travel plan operating smoothly.
1.11
Contents of the Report
Chapter 2: Discusses the development proposed for the site and the parking proposals associated with it;
Chapter 3: Sets out the policy context behind the implementation of a travel plan;
Chapter 4: Provides a detailed inventory of existing amenities both on and in the vicinity of the site;
Chapter 5: Outlines possible measures to reduce the need to travel and improve accessibility;
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Chapter 6: Discusses both management and monitoring of both the workplace and residential elements of the travel plan;
Chapter 7: Discusses the targets and timescales for this travel plan; and
Chapter 8: Provides a summary of the Travel Plan and its findings.
5
2
Development and Parking
Proposals
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2
Development and Parking Proposals
2.1
Introduction
This chapter describes the development proposals, vehicular access to the site, the servicing proposals and the parking
requirements for the scheme.
2.2
Development Proposals
Proposals at the Warth Mill site are for the development of a mixed use scheme. It is intended that the scheme will be dealt with
under two separate planning applications. The first application, to which this report relates, will encompass the residential
element of the scheme. The second element of the scheme, the office and the ancillary retail element, will be dealt with under a
separate application. However for the purpose of assessing the full traffic impact of the scheme all of these elements have been
considered together and assessed within this report.
The residential part of scheme will comprise and include the following elements:
-
46 Housing Units
- 9 two bed houses;
- 23 three bed houses; and,
- 14 four bed houses.
The following elements of the scheme will be implemented via a subsequent planning application but in terms of assessing the
traffic impact have been included within this Transport Assessment:
-
4,790 sq m office building, and
144 sq m ancillary retail unit.
2.3
Access
The primary access to the residential development will be via Warth Old Road. Part of Warth Lane will be promoted as a
pedestrian route to the residential element of the scheme and onward to the Sculpture Trail. Vehicular access to the existing
warehouse along Warth Lane will continue to be maintained alongside this route.
2.4
Servicing and Emergency Vehicle Access
Access from Warth Lane to the proposed residential elements will be restricted by bollards allowing access for emergency
vehicles only. ‘Flat-top’ pad-lockable bollards will be implemented for this purpose to allow fire brigade padlocks to be fitted at
the bottom of each bollard. One key type, held by the fire brigade, is suited to all of the padlocks in the area. Servicing access to
the proposed residences will be required via a 10.5m refuse vehicle via Warth Old Road.
2.5
Parking
The levels of parking proposed for car, cycle, and disabled have been derived by using a combination of Lancashire County
Councils (LCC) prescribed parking standards along with a forecast of the parking accumulation relevant to this development
based upon daily profiles from TRICS.
2.5.1
LCC Accessibility Assessment
LCC’s Joint Structure Plan (adopted in March 2005) presents the authorities approach to parking standards including the use of
an accessibility assessment questionnaire, which calculates a reduction to apply based on an areas proximity to public transport
services and cycling accessibility. An accessibility questionnaire has been undertaken for the Warth Mill site and it achieved a
score of 20, which implies that it is of ‘medium’ accessibility. The parking baseline should therefore be reduced by 5% to 15%.
Table 2.1 - 2.4 presents the levels of parking required under LCC’s parking standards both with and without the reduction. A
copy of the accessibility questionnaire for the parking assessment is enclosed in Appendix A of this Travel Plan Report.
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2.5.2
LCC Parking Hierarchy
LCC’s adopted parking standard (2005) also includes details of a parking hierarchy which appoints local town or village centres in
to levels 1, 2, 3, or 4. Each of these levels has been appointed a different set of parking standards for each use. It has been
deduced that the site at Warth Mill in Waterfoot should be appointed standards commensurate with either level 3 or level 4 as
Rawtenstall is listed under level 3 and Bacup is listed under level 4, whilst Waterfoot is a small village settlement located between
these two locations.
2.5.3
Lancashire County Council Parking Standards – Without Accessibility Assessment
Table 2.1 – Lancashire County Council Parking Standards (no accessibility assessment)
Type of Parking
Standard
Car Parking*
Office
1 car space per 30 sq m gross floorspace
Residential
2 car spaces per dwelling for 2 and 3 bed properties 3 spaces for 4 bed properties.
Retail
1 car space per 20 sq m
*Car parking standards are expressed as maximum levels
2.5.4
Lancashire County Council Parking Standards – With Accessibility Assessment
Table 2.2 – Total Number of Spaces Required Based on Level of Development (no accessibility assessment)
Type of Parking
Facilities
Number Required
Car Parking
Office
4790 sq m
160 (maximum)
Residential
46 units (9 two-bed houses, 23 3-bed
houses and 14 4-bed houses)
106 (maximum)
Retail
144 sq m
7 (maximum)
Total
273 (maximum)
Table 2.3 – Lancashire County Council Parking Standards (accounting for accessibility assessment)
Type of Parking
Standard
Car Parking*
Office
1 car space per 31 to 35 sq m gross floor space
Residential
2 car spaces per dwelling for 2 and 3 bed properties 3 spaces for 4 bed properties. (To be reduced pro
rata (by 5% to 15%))
Retail
1 car space per 21 to 24 sq m
*Car parking standards are expressed as maximum levels
Table 2.4 – Total Number of Spaces Required Based on Level of Development (accounting for accessibility assessment)
Type of Parking
Facilities
Number Required
Car Parking
Office
4790 sq m
137 to 154 (maximum)
Residential
46 units
90 to 101 (maximum)
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Retail
144 sq m
6 to 7 (maximum)
Total
233 to 262 (maximum)
2.5.5
Cycle Parking
LCC also prescribe standards for cycle parking relating to different types of development these are presented within the following
tables. Lancashire County Council requests a minimum of one cycle parking space for each residential unit. Cycle parking
spaces should be secure and covered and can therefore be provided within an outside shed or garage.
Table 2.5 – Cycle and Motorcycle Parking Standards
Cycle Parking**
Office
1 cycle space per 350 sq m gross floorspace
Residential
No Standard – Suggested 1 per unit
Retail
1 cycle space per 200 sq m gross floorspace
Motorcycle Parking
Whole development
Provision should be made within large development sites including those with 25 or more car
parking spaces.
**Cycle parking standards are expressed as minimum levels
Table 2.6 – Cycle and Motorcycle Parking Provision
Cycle Parking
Office
4,790 sq m
14 (minimum)
Residential
46 units
46 (minimum)
Retail
144 sq m
1 space (minimum)
Total
61 (minimum)
Motorcycle Parking
All
Some level of provision should in areas of
parking above 25 spaces.
Suggest 2 (minimum)
2.5.6
LCC Disabled Parking
LCC prescribe disabled parking standards that states 10% of all car parking spaces provided within a development should be
allocated to disabled parking. Based on the car parking assessments above, disabled parking should be provided in the region
of 23 to 26 spaces depending upon the approach taken.
2.5.7
PPG-13
PPG13 advocates that developers should not provide more parking than they think is necessary, “the availability of car parking
has a major influence on the means of transport people choose for their journeys.”
Reducing the amount of parking in new developments is essential as part of a package of planning and transport measures, to
promote sustainable travel choices. At the same time, the amount of good quality cycle parking in developments should be
increased to promote sustainable travel for shorter journeys. Paragraph 5.1 states that in developing and implementing policies
on parking, local authorities should:
1.
Ensure that, as part of a package of planning and transport measures, levels of parking are provided in association with
development will promote sustainable transport choices;
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2.
Not require developers to provide more spaces than they themselves wish, other than in exceptional circumstances which
might include where there are significant implications for road safety which cannot be resolved through the introduction or
enforcement of on-street parking controls; and
3.
Encourage the shared use of parking, particularly in town centres and as part of major proposals: for example offices and
leisure uses (such as cinemas) might share parking because the peak levels of use do not coincide, provided adequate
attention is given at the design stage.
Given PPG 13’s approach to maximum parking levels, the industry standard TRICS database has been interrogated for trip
generation profiles associated to comparable office and retail development. This is to provide details of a more realistic number
of parking spaces based on actual trip generations. This parking accumulation is discussed further below.
2.5.8
Parking Accumulation
Office and Retail
The TRICS database was interrogated for trip rates relating to office and retail uses and a 12-hour profile was also derived in
order to calculate a parking accumulation for the proposal. The results of this assessment are presented in the table below:
Table 2.7 – Car Parking Accumulation Assessment
Time Range
Arrivals
Departures
Accumulation
06:00-07:00
07:00-08:00
08:00-09:00
09:00-10:00
10:00-11:00
11:00-12:00
12:00-13:00
13:00-14:00
14:00-15:00
15:00-16:00
16:00-17:00
17:00-18:00
18:00-19:00
19:00-20:00
20:00-21:00
21:00-22:00
22:00-23:00
23:00-24:00
0
43
84
50
26
22
25
26
22
20
21
22
19
14
13
0
0
0
0
15
18
20
20
22
31
25
22
27
59
76
35
14
13
0
0
0
0
27
93
123
129
129
123
125
125
118
80
25
9
10
10
10
10
10
It can be established from the above assessment that maximum number of parking spaces that would be required for the office
and retail elements of the development would be 129 spaces with the peak occurring between 11:00 and 12:00.
2.5.9
Total Parking Provision at Warth Mill
Combining office and retail parking forecast, with residential car parking this indicates that a total of 219 to 230 parking spaces
should be provided on site. The parking guidance promotes the provision of 23 to 26 spaces being allocated specifically for
disabled persons. The total number of cycle parking spaces (residential, office, and retail) required will be 61 spaces, with a total
of 2 spaces being provided for motorcycle parking.
2.6
Summary
A residential development is proposed with a primary access from Warth Old Road. In terms of the parking assessment for
Warth Mill, LCC’s parking standards; accessibility assessment and parking hierarchy have been taken into account. Final
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parking numbers have been based on a combination of the guidance provided as well as a parking accumulation assessment
undertaken using the industry standard software TRICS. A total 219 to 230 parking spaces will be provided, 23 to 26 spaces
being allocated for disabled persons, 61 cycle parking spaces and 2 motorcycle spaces.
3
Policy Context
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Policy Context
3.1
Introduction
This chapter considers the Warth Mill FTP in the context of relevant national and local planning policy on sustainable travel.
3.2
National Policy
3.2.1
DfT (2008) Delivering a Sustainable Transport System (DaSTS)
The most recent government white paper for transport was produced in November 2008. This document sets out clear goals for
the future of transport, stating that we want our transport system,
-
-
-
To support national economic competitiveness and growth, by delivering reliable and efficient transport networks;
To reduce transport’s carbon dioxide and other greenhouse gas emissions, with the desired outcome of tackling climate
change;
To contribute to improved safety, security and longer life expectancy by reducing the risk of death, injury or illness arising from
transport and by promoting travel modes that are beneficial to health;
To promote greater equality of opportunity for all citizens, with the desired outcome of achieving a fairer society; and
To improve quality of life for transport users and non-transport users, promoting a healthy natural environment.
The document advocates a strong synergy between goals including measures that encourage modal shift to public transport,
cycling and walking. The document states that these are likely to make a positive contribution to economic growth by tackling
congestion, reducing greenhouse gas emissions and enhancing the local environment.
In its strategy to reduce greenhouse gas emissions from transport the white paper advocates making the most of opportunities
for reducing emissions from city and regional and national networks, for example, a package of measures for an urban area may
involve public transport investment, demand management, promotion of smarter travel choices and the use of land use planning
to reduce the need to travel.
3.2.2
ODPM and DfT (2002) Using the Planning Process to Secure Travel Plans
The document provides guidance to local authorities and applicants with respect to both speculative and committed
development. It highlights a need for consistent but flexible approach to Travel Plans and recommends a staged process, with
preliminary FTPs informing more detailed Implementation Travel Plans once the end-user is confirmed.
3.2.3
DETR (2001) Planning Policy Guidance (PPG13) Transport
The objectives of this document are to integrate planning and transport at the national, strategic and local level to promote more
sustainable transport choices.
The key themes in PPG13, of direct relevance to this application are:
-
-
The need to provide accessibility and promote the use of sustainable modes of travel such as public transport, walking and
cycling;
The need to control parking;
The need for appropriate traffic management; and
The adoption of Travel Plans.
Travel Plans should support the delivery of sustainable transport objectives through:
-
Reductions in private car usage particularly single occupancy journeys;
Increased usage of public transport, walking and cycling;
Improved road safety and personal security particularly for pedestrians and cyclists; and
More environmentally friendly delivery and freight movements.
3.2.4
DfT – ‘Essential Guide to Travel Planning’ (March 2008)
This guidance on developing and implementing travel plans replaces the ‘Travel Plan Toolkit’. It draws together the tried and
tested experience of those already in operation, offering a lively and informative overview of what you need to prepare a travel
plan and get it up and running.
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This document states, “We need a transport system that can support the movement of people and goods in a growing economy,
whilst ensuring impacts on both the local and global environment are within acceptable bounds. Travel plans, whether to the
workplace, schools or for leisure provide a means of addressing both of these challenges.”
“A well-designed travel plan can typically cut 15% of commuter car use and may amount to over a million less miles for just a
single company. Combined savings from travel plans across the whole of the UK could amount to millions of tonnes of carbon
dioxide. Whether viewed at the level of the individual employee or company, the local or national economy, or even at the level of
the global environment, travel plans offer us considerable benefits.”
3.2.5
PPG13 – Residential and Commercial
PPG13 ‘Transport’ was revised in March 2001. This document provides advice on how local authorities should integrate transport
and land use planning for all types of development.
The key aim of PPG13 is to ensure that local authorities carry out their land use policies and transport programmes in ways
which help to:
-
Promote more sustainable transport choices both for people and for moving freight;
Promote accessibility to jobs, shopping, leisure facilities and services by public transport; walking and cycling; and
Reduce the need to travel, especially by car.
Consideration of PPG13 is fundamental to development proposals and lies at the core of the Government’s commitments in the
Sustainable Development Strategy to reduce the need to travel with the aim of reducing overall the environmental impacts of
transport.
In order to deliver the objectives of this guidance, when preparing development plans and considering planning applications, local
authorities should:
-
-
-
-
Actively manage the pattern of urban growth to make the fullest use of public transport and focus major generators of travel
demand in city, town or district centres and near to major public transport interchanges;
Locate local and day to day facilities, which need to be near their clients in local centres so that they are accessible by walking
and cycling;
Accommodate housing principally within existing urban areas, planning for increased intensity of development for both
housing and other uses at locations which are highly accessible by public transport, walking and cycling; and
Ensure that development comprising jobs, shopping, leisure and services offers a realistic choice of access by public
transport, walking and cycling, recognising that this may be less achievable in some rural areas.
PPG13 notes that residential developments should exploit opportunities for public transport to provide access to jobs, education,
health facilities, shopping, leisure and local services. Car use should be discouraged by facilitating cycling, walking and public
transport as well as mixed use developments. Additionally new developments should seek to use previously developed land
considering their location and accessibility in order to minimise urban sprawl. The project incorporates many of these desirable
characteristics, being built as a mixed use development on a Brownfield site, close to public transport facilities.
3.3
Local Policy
3.3.1
Lancashire County Council Local Transport Plan (LTP)
Lancashire County Council has worked closely with Borough and District Councils in order to devise a travel plan that meets the
needs and aspirations of the Lancashire community. It is based around a number of objectives which include:
-
Reduce road casualties;
Improve access to jobs and services;
Improve air quality;
Improve the condition of transport infrastructure;
Reduce delays on journeys;
Increase journeys by bus and rail; as well as
Increase active travel.
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3.3.2
Rossendale Local Development Framework (LDF)
Rossendale Borough Council LDF is currently being prepared for consultation. The document is based around a single vision to
define the area by its surrounding landscape and to reduce the inequalities between the East and West of the Borough. This will
be achieved through seven objectives:
-
Improve public transport links;
Meet housing needs;
Create opportunities for people to achieve their aspirations;
Enhance built heritage;
Encourage and support local businesses;
Promote Rawtenstall as the main town centre with focus on regenerating the valley centre; and
Enhance and protect the natural environment whilst increasing its potential and promoting tourism.
3.4
Summary
The proposed development supports the aims and objectives of national policy as set out in PPG 13. Lancashire County Council
and Rossendale Borough Councils strategies advocate increasing accessibility by all modes of travel. The development and
encouragement of alternatives to the car, maximising accessibility, containing congestion levels, improving air quality, improving
road safety and supporting economic objectives are key to this. The proposals for the Warth Mill Development are consistent with
these policies.
4
Site Inventory
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4.1
Introduction
Current Government policy guidance places significant emphasis on the need for sustainable transport modes for all new
developments. This forms part of a long-term strategy to reduce reliance on private car trips. The proposed Warth Mill
development in Waterfoot would concur with this strategy. The following chapter therefore considers access via sustainable
modes of transport to the site, including access by rail, tram, bus, cycle and on foot.
4.2
Rail Travel
4.2.1
Accrington Station
The nearest railway station is Accrington, which is located approximately 12.5km (approximately 8.5miles) about 20 minutes
drive from the site and accessible via the A680. Services run along both the East Lancashire and Caldervale railway lines.
There is an hourly service from Accrington to Blackpool North (westbound) and Leeds/York (eastbound) on the Caldervale Line.
This now also runs hourly on Sundays since the May 2009 timetable change. These services call at Blackburn, Preston,
Poulton-le-Fylde and Blackpool North - westbound and Burnley, Hebden Bridge, Halifax, Bradford Interchange, New Pudsey,
Leeds, Cross Gates, Garforth, East Garforth, Micklefield, Church Fenton (2-hourly) and York - eastbound.
On the East Lancashire Line, Monday to Saturday daytimes, there is an hourly service from Accrington to Blackpool South
(westbound) and Colne (eastbound).
There was also a solitary Mon-Fri morning commuter service from Colne to Manchester Victoria that formerly called here, along
with a corresponding return working during the evening. This was however withdrawn at the May 2009 timetable change (it was
diverted to run to Clitheroe instead).
There is a two-hourly service in each direction on Sundays. These call at all stops (except Salwick), including the major stations
of Preston, Blackburn and Burnley Central. Table 4.1 below summarises the destinations available from Accrington Station.
Table 4.1 - Destinations Available from Accrington Railway Station
Destination
Frequency
Colne
Blackpool North
Blackpool South
York
Every 60 minutes
Every 30 minutes
Every 60 minutes
Every 60 minutes
4.2.2
Rochdale Station
Services are available from Rochdale Railway Station 16.4km, approximately 26 minutes drive from the site. The station is on
the Oldham Loop Line and the Caldervale Line, which was managed by Northern Rail until its closure in 2009. In 2011,
Rochdale will be served by Manchester Metrolink services.
Four services are also available per hour to Manchester Victoria and three to Leeds during the daytime (Monday to Saturday).
Two of the four Manchester trains run non-stop, whilst the other two serve all intermediate stations. One of the latter (which starts
from Rochdale) continues to Bolton and Wigan Wallgate. Eastbound there are two trains that run via Bradford Interchange (one
calling only at Todmorden, Hebden Bridge and Halifax, the other calling at all stations) to Leeds and one via Brighouse and
Dewsbury. In the evenings and on Sundays there is an hourly service stopping at all stations to Manchester Victoria and Leeds
via Bradford. These services are summarised in the table below:
Framework Travel Plan
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Capabilities on project:
Transportation
Table 4.2 - Destinations Available from Rochdale Railway Station
Destination
Wigan Wallgate
Leeds
Oldham
Selby
Manchester Victoria
Bradford Interchange
Halifax
Frequency
Every 15 minutes
Every 20 minutes
Every 30 minutes
Every 60 minutes
Every 15 minutes
Every 30 minutes
Every 30 minutes
Plans to extend Manchester Metrolink light rail network to Rochdale, as part of the "Big Bang" Metrolink expansion project
(Phase 3A) began in 2009. Under these plans, part of the Oldham Loop Line will be converted to light rail operation. Northern
Rail services via Oldham ceased in October 2009, when the line closes to allow this conversion work to start.
A further phase of the project (Phase 3B) proposes the addition of a Metrolink branch via the old branch line via Oldham Central
and the extension of the northern end of the line via a tram line into Rochdale Town Centre.
Proposals to link Rochdale to a light rail system have been put forward since the 1980s but remained unfunded until recently.
Following the rejection of the Greater Manchester Transport Innovation Fund in a public referendum in 2008, Phase 3B of the
project seemed in doubt until new funding from national and local government enabled the project to go ahead.
4.2.3
Rawtenstall Steam Railway Station
The closest railway station to the site is in Rawtenstall which is located approximately 1.65 miles away (approximately 35 minutes
walk) however services from this station operate by steam during weekend and leisure times. Services are available to
Rawtenstall station from Bacup and Bury; this is illustrated in Figure 4.3 below:
Figure 4.3 – Rail Services Available From Rawtenstall
Framework Travel Plan
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Capabilities on project:
Transportation
4.3
Bus
Bus stops are located close to the Northern Boundary of the site along the A681 with an east bound stop located 106m and a
westbound stop located 112m from Stansfield Road. Table 3.3 below summarises the services available directly from these bus
stops.
Table 4.3 - Bus Services from Stops Adjacent to the Site
Route No
Route Description
Frequency
464
ACCRINGTON - RAWTENSTALL - BACUP - ROCHDALE
Every 10 Minutes
482
BURY - RAWTENSTALL - EDGESIDE
Every 30 Minutes
Bus services are operated by the Rossendale transport company under the brand of easyride. A network map is provided in the
image below:
Figure 4.4 – Bus network map
Rawtenstall Bus Interchange is located 2.2km from the site and offers further services throughout the county. Table 4.4 outlines
destinations available from the bus interchange
Table 4.4: Bus Services from Rawtenstall Bus Interchange
Route No
Route Description
11
RAWTENSTALL - OAKLEY - HASLINGDEN - HELMSHORE
12
RAWTENSTALL - HALL CARR - BALLADEN - RAWTENSTALL
244
RAWTENSTALL - HELMSHORE - HASLINGDEN - BLACKBURN
473
BURY - RAMSBOTTOM - RAWTENSTALL - EDGESIDE - WATER
483
BURNLEY - WATER - RAWTENSTALL - BURY - FAIRFIELD
Frequency
Every 60 Minutes
Every 60 Minutes
Every 30 Minutes
Every 60 Minutes
(Evenings Only)
Every 60 Minutes
4.4
Cycle Access
National Cycle Route 91, known as the Lancashire Cycleway is located approximately 1.5 km from the site, running parallel with
the A681. The route forms an orbital route around the region, encompassing Accrington, Blackburn, Burnley, Rawtenstall,
Skelmersdale, Ormskirk and Haslingden. The route primarily consists of on-street sections, though many are fairly rural in nature
crossing Pendle Hill and the Pennines south of Trawden. The route is illustrated in Figure 4.5 below.
AECOM
Framework Travel Plan
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Capabilities on project:
Transportation
Figure 4.5 - Map of Regional Route 91: Lancashire Cycle Route
Cycle Route
4.5
Pedestrian Access
The site is located in a light industrial area and the surrounding roads are subject to a 30 mph speed limit. Pedestrian access
along the main A681 Bacup Road through Rawtenstall comprises footways on both sides. These are of a good width, being of
approximately 2 meters. The on street footways are well lit and the nearest pedestrian crossing is 0.6 km to the east of the site.
This is illustrated in Figure 4.6 below.
Figure 4.6 - Site Location and Pedestrian Facilities
AECOM
Framework Travel Plan
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Capabilities on project:
Transportation
Primary pedestrian access to the site will be gained via a dedicated footpath utilising the existing access located between Warth
Lane and Stansfield Road as illustrated in Figure 4.7 below. The access will provide a continuous route through the site from
Bacup Road towards the residential section of the development.
Figure 4.7 – Dedicated Pedestrian Access to Warth Mill Site
4.6
The Irwell Valley Sculpture Trail
The Irwell Valley Sculpture Trail is a pedestrian route, cycleway and bridleway and is also the largest public art scheme in
England, commissioning both regional, national and international artists. The Irwell Sculpture Trail follows a well established 30mile (48 km) footpath stretching from Salford Quays through Bury into Rossendale and up to the Pennines above Bacup. Twenty
eight environmental art pieces have been created along the Way to form the Irwell Sculpture Trail. These have been
commissioned from developing residencies, community sculptures, international commissions and bursary design competitions.
The route of the sculpture trail falls across the South West side of the Warth Mill site and so will be accessible to residents and
employees. The sculptures included in the vicinity of the site include the following:
Rawtenstall
-
-
-
-
Whispering Wall: Inspired by the waterboard’s installations in the Rossendale Valley, this sculpture brings together elements
of local quarrying, redundant pipe work and the ever-present sound of running water. A 4000 litre underground tank acts as a
central echo chamber for 37 yards (34 m) of pipe radiating outwards to holes cored in the external, riven, flagstone wall.
Drawn by an intense blue light, visible through the holes, the observant passer-by can hear a shifting montage of whispered
voices and sound textures sourced from the local ecology,
Gateway: The materials are steel, mosaic and cobblestone. Railway lines were shaped to form the archway of the gates and
steel panels cut with images of steam train wheels to reflect the usage of the immediate area and local history. Funded by
Groundwork Rossendale, and English Partnerships in association with the East Lancashire Railway,
Willow Tree: This sculpture is a large environmental maze that spreads over a hillside in a series of tunnels. To either side are
large turf kilns: a beehive shaped one from smelting and a ziggurat one for burning charcoal. There are also two detached
chimneys for which Rossendale used to be famous. The sculpture has become an open air environmental classroom, and
The Bocholt Tree celebrates Rossendale's award-winning links with its German twin-town. The sculpture is a symbol of unity
between the people of Rossendale and Bocholt as a reminder to the people of Rossendale that they have friends in other
parts of Europe. Bocholt's civic symbol is the tree. Materials: Painted Metal.
Waterfoot
-
Logarythms: A zig zag traveller's rest for walkers of the Way. The sculpture has a simple mathematical construction,
increasing in length and height as the piece zigzags down the slope. The materials used include logs.
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Capabilities on project:
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Bacup
-
-
Weave: The starting point for this sculpture was the local industrial heritage and in particular the textile industry. The idea for
Weave comes from looking at fabric under a microscope and seeing the threads moving in and out of each other in a woven
pattern. Weave also refers to the local landscape with peaks and troughs like the hills and valley.
Coming Full Circle: The sculpture is a maze enclosure built using dry stone walling with five spiralling walls and five paths with
a quiet, central seat. The pattern of the wall whirlpool mirrors the movement of the wheels turned by water stored in the
adjacent lodges which once powered the local felt factory. The five exits continue as paths meandering through a planted belt
of hawthorn, cherry and apple whose, when in flower, mass of white blossom will give the appearance of turbulent water
around a waterwheel. This sculpture, with an oak tree at its centre, acknowledges the circular motion of time that will return
this land back to woodland.
The council have stipulated the trail route needs to be maintained through the site to continue the connection between Warth
Lane and Stansfield Road. Whilst the council has not stipulated a set route, they have stated that the route’s surroundings must
be aesthetically in-keeping with the rest of the trail and a view of the river is preferable. In light of this, the design of the
development should consider the aesthetics of the route in conjunction with the security of the surrounding property, for instance
the council would object to high walls or security fencing along the section.
4.7
Journey Planning
Individual journeys can be planned at www.transportdirect.info. Transport Direct is the first ever website to provide national
coverage for information about all types of transport.
Transport Direct is the only website that offers information for door-to-door travel for both public transport and car journeys
around Britain. The aim of this website is to provide comprehensive, easy-to-use travel information to help plan journeys
effectively and efficiently. The website enables people to compare public transport options with a car route to find a way of
travelling which best suits their needs. Train and coach tickets can be purchased from affiliated retail sites without having to reenter details. PDAs and mobile phones can be utilised using the latest browser technology (WAP2.0) over a GPRS or a 3G
connection to find out departure and arrival times for railway stations throughout Britain and for some bus or coach stops.
An ongoing development programme is helping to increase the number of travel services available on Transport Direct.
4.8
Accessibility Analysis
The industry standard GIS travel time and access mapping tool, Accession has been used to generate plots illustrating
accessibility from the site both on foot and on public transport (bus and rail). These plots are contained within both Figures 4.1
and 4.2 of this report at the end of this chapter.
4.9
Summary
Access by rail is limited due to the distance of the local commuter railway stations with the nearest one being Accrington which is
approximately 8.5 miles or about 20 minutes drive from the site. Bus services are available every 10 minutes from along the
A681 and Stansfield Road direct to Accrington Town Centre this provides an onward public transport service to the rail station.
These bus stops are located less than 150m away from the site along Stansfield Road where there are a total of 16 services
available per hour. In addition the bus station is located within two miles of the site and this offers further connections by bus
across Lancashire. Regional Cycle Route 91 is located around 1.5 km from the site and it consists of mainly on-street sections
which run parallel with the A681. Pedestrian access will be enhanced by the creation of a dedicated pedestrian route across the
site utilising the existing disused access between Warth Lane and Stansfield Road and providing a continuous route through the
site from Bacup Road. The existing recreational pedestrian route known as the Sculpture Trail will be further enhanced by the
inclusion of an extended route that will enable access to it from Bacup Road via a dedicated on-street section along Warth Lane.
5
Measures
Framework Travel Plan
AECOM
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Transportation
5
Measures
5.1
Introduction
This chapter discusses specific details of measures /initiatives for the travel plan in order to meet the targets outlined in the
following chapter.
5.2
Travel Plan Initiatives Toolkit
Tables 5.1, 5.2 and 5.3 below provide a toolkit of measures to be imposed on the design of the development as well as on
employee and staff travel.
Key:
Potential Initiative for consideration highlighted blue.
Already incorporated into the design of the development highlighted green.
To be established within 3 to 6 months occupation of the site highlighted orange.
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Transportation
Table 5.1 Common Commercial/Residential Initiatives
Travel Plan Initiatives
Identification of Responsibilities
Timescales
Public Transport buses provide a sustainable alternative to the private car.
Produce and disseminate leaflets publicising bus
travel information for workers, and residentsensure this is kept up to date.
The Travel Plan Co-ordinator will be responsible for producing and disseminating
leaflets publicising bus travel information for workers and residents and ensuring
that information on travelling by bus is kept up to date.
This will be established within 3 to 6 months
occupation of the site
Personal journey plan available for residents and
workers and publicised through letter/leaflet
drops
The Travel Plan Co-ordinator will co-ordinate the setup of a personal journey
planning service.
This will be established within 3to 6 months of site
opening
Negotiation of improved bus services, i.e.
altering bus routes.
The Travel Plan Co-ordinator will be responsible for negotiating with third parties
on the improvement of bus services.
Potential initiative for consideration.
Site specific website to be set up offering up to
date timetable information and statistics on the
sites PT and cycle use
The Travel Plan Co-ordinator will assess the potential for a website to be set-up
for the site in liaison with web designers. Funding to be sought from site
developers
Potential initiative for consideration.
The site will be comprehensively lit to increase
the security of pedestrians particularly at night.
Well lit areas will be incorporated into the design of the development
To be incorporated in to the design of the
development.
Provide safe, secure, well-lit and prioritised
pedestrian routes in the vicinity of the
development.
The design of pedestrian routes will be incorporated into the design of the
development
To be incorporated in to the design of the
development.
Promote walking, for workers, residents and
visitors that live or work within 2 miles of the
Warth Mill site.
The Travel Plan Co-ordinator will promote walking for workers, residents and
visitors that live or work within 2 miles of the Warth Mill site.
The promotion of walking for workers, residents
and visitors that live or work within 2 miles Warth
Mill will be undertaken within 3 to 6 months
occupation of the site.
Safe walking routes will be identified through an
accessibility audit and these will subsequently
be presented on a specific walker’s map.
The Travel Plan Co-ordinator to undertake the accessibility audit and
create a map of safe walking routes.
To be completed within 3 to 6 months
occupation of the site.
Walking (best suited to journeys under 2 miles)
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Travel Plan Initiatives
Identification of Responsibilities
Timescales
The provision of safe crossing points, direct
routes, appropriate tactile surfaces, well lit and
signposted to other amenities, public transport
nodes and adjoining offsite pedestrian routes.
The potential for the provision of safe crossing points, direct routes,
appropriate tactile surfaces and well lit and signposted routes will be
considered.
Potential Initiative to be considered by the
Travel Plan Co-ordinator.
Cycling and Motorcycling offers a more environmentally friendly alternative to travel by private car and are more space efficient with respect to parking and congestion.
Provide secure, covered and accessible cycle
parking
A total of 65 Secure and accessible cycle parking spaces will be provided on site
for residents and employees incorporated into the design of the development.
Already incorporated into the design of the
development.
Cycle Demand Management
The Travel Plan Co-ordinator will monitor the usage of cycle parking within the
grounds of the site. The TPC will also alert the developer/site manager to
increased levels of demand and the need for further cycle parking
This will be implemented within 3 to 6 months.
Provide secure, covered and accessible motorcycle parking
A total of 2 secure, covered and accessible motorcycle parking will be provided
as part of the design of this development.
Incorporated into the design of the development.
Provision of safe cycle route maps to and from
the site and key locations within 5km.
The Travel Plan Co-ordinator will be responsible for drawing up safe cycle route
maps.
This will be completed within 3 to 6 months
occupation of the site.
The provision of cycle lanes, direct routes,
appropriate tactile surfaces, well lit and
signposted to other amenities, public transport
nodes and adjoining offsite cycle routes.
The potential for provision of cycle lanes (well lit, signposted and direct
routes and tactile surfaces) to other amenities, public transport nodes
and off site cycle routes will be established by the Travel Plan Coordinator.
Potential initiative to be considered.
Promotion of cycling via leaflets and notice
boards including information on the financial and
health benefits of it.
The Travel Plan Co-ordinator will oversee cycle promotion and update
materials as necessary.
This will be completed within 3 to 6 months
occupation of the site
Promote cycle training for members of staff and
residents.
The Travel Plan Co-ordinator will establish the potential for providing free
cycle training. The training will cover all elements of cycling from
confidence in traffic to basic cycle maintenance.
Potential initiative to be established by the
Travel Plan Co-ordinator
Private Car usage, where there are no suitable alternatives, will be controlled to reduce congestion and ease pressures on parking.
Limit the number of car parking spaces in the
development.
Already incorporated into the design of the development
Already incorporated into the design of the
development.
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Transportation
Travel Plan Initiatives
Identification of Responsibilities
Timescales
Encourage members of staff to share their
journeys to work.
This will include establishing a car share database amongst each of the
businesses located within Warth Mill. Establish the potential and budget for
implementing car share software programme such as car share online by TRL
http://www.trl.co.uk/software/software_products/environment/carshare_online.htm
Site to be set up within 3 to 6 months.
Emergency Lift Home.
The Travel Plan Co-ordinator will establish an emergency lift home procedure for
members of staff who are car sharing
This will be established within 3 to 6 months
occupation of the development.
Availability of Car Share Spaces.
The Travel Plan co-ordinator will establish the potential for car share spaces.
Potential initiative for consideration.
Other Initiatives. Other soft measures can assist in the reduction and the reliance for travel by private cars.
Establish a Working Group or Travel Plan
Group.
A travel plan working group will be established by The Travel Plan Co-ordinator.
Staff and residents will be encouraged to assist with implementing the Travel
Plan. Tasks will include:
-
-
A working group will be established within 3 to 6
months occupation of the site.
Implementing and promoting measures outlined in this table - based on the
results of the staff survey,
Setting targets based on the results of the staff/residents survey, and
Re-setting targets.
Inform Staff, residents and visitors of the health
and fitness benefits of cycling and walking
through posters and notice boards situated in
prominent locations.
The Travel Plan co-ordinator will post notice boards and posters in prominent
locations to inform workers, residents and visitors of the health and fitness
benefits of cycling and walking.
This will be established within 3 to 6 months
occupation of the site.
Provide space in prominent locations for notice
boards and information points on travel by noncar modes of transport.
The Travel Plan co-ordinator will provide space in prominent locations for notice
boards and information points on travel by non-car modes of transport.
This will be put in place within 3 to 6 months
occupation of the site.
National events such as ‘Green Travel Week’
and ‘In Town without My Car Day’ will be held in
order to raise the profile of the Travel Plan with
staff, residents and visitors
The Travel Plan co-ordinator will establish the national events in order to raise
the profile of the travel plan with workers and visitors.
This will be established within 3 to 6 months
occupation of the site.
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Transportation
Table 5.2: Residential Specific Initiatives
Travel Plan Initiatives
Identification of Responsibilities
Timescales
Private Car usage, where there are no suitable alternatives, will be controlled to reduce congestion and ease pressures on parking.
A car club will be created to provide shared use of a
limited number of cars for the local community to
make use of – residents of the site will be able to
use the facility at a discounted rate and the club will
have dedicated parking spaces.
Travel plan co-ordinator to liaise with residents and car club organisers to
establish demand and set up service.
Potential initiative for consideration.
Other Initiatives. Other soft measures can assist in the reduction and the reliance for travel by private cars.
Residential welcome packs will be placed in all new
homes.
These will include, details of the travel plan, maps of safe walking and
cycling routes, maps of cycle parking locations both within the site and
external to it, public transport information and timetables, a selection of
goodies (such as cycle repair kits, pedometers and reflective arm bands),
and money off vouchers from supporting companies for items such as
walking/cycling equipment.
This initiative will be implemented within 3 to 6 months
occupation of the site.
Broadband Internet Access to be provided within all
residential properties to encourage remote working
and home shopping
To be incorporated into design
To be incorporated into design
Free cycle with every housing unit
The developer will consider the opportunity for providing a free cycle with
every housing unit/property sold on the site.
Potential initiative for consideration
Immediate access from the residential development
to the Sculpture Trail (pedestrian route, cycleway
and bridleway).
The development plans already include direct access from the residential
housing development onto the Sculpture Trail
Already incorporated
development.
into
the
design
of
the
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Transportation
Table 5.3: Commercial Specific Initiatives
Travel Plan Initiatives
Identification of Responsibilities
Timescales
Public Transport buses provide a sustainable alternative to the private car.
Provision of salary sacrifice scheme for the
purchase of public transport travel season tickets.
The travel plan co-ordinator will establish a salary sacrifice scheme for This initiative will be established within 3 to 6 months
employees to purchase public transport season tickets on a tax free occupation of the site.
basis.
Cycling and Motorcycling offer a more environmentally friendly alternative to travel by private car and are more space efficient with respect to parking and congestion
Establish a salary sacrifice scheme for the purchase
of a bike.
The travel plan co-ordinator will establish this through a reputable bike
supplier (e.g. Halfords) to enable employees to purchase a cycle of their
choice tax free and pay for it on a monthly basis over the course of six
months to a year.
This initiative will be established within 3 to 6 months
occupation of the site.
Offer further financial incentives such as preferential
insurance rates for cyclists.
The Travel Plan co-ordinator will investigate the potential for introducing
further incentives such as preferential insurance rates for cyclists.
Potential initiative for consideration.
Free cycle checks
The Travel Plan co-ordinator will establish the potential for
conducting free cycle checks through a local cycle supplier and
cycle repair shop.
Potential initiative for consideration.
Private Car usage, where there are no suitable alternatives, will be controlled to reduce congestion and ease pressures on parking.
Charges for Parking/Workplace Parking levy
The Travel Plan co-ordinator to explore the possibility of WPPL/Parking
charges
Potential initiative for consideration.
Initiatives. Other soft measures can assist in the reduction and the reliance for travel by private cars..
Information on how to reach the site via modes
other than the private car will be provided for
workers.
The Travel Plan co-ordinator will establish the provision of information for
workers on how they can reach the site via modes other than the private
car.
To be established within 3 to 6 months of site
occupation.
Staff welcome packs will be provided to all new
starters.
These will include, details of the travel plan, maps of safe walking and
cycling routes, maps of cycle parking locations both within the site and
external to it, public transport information and timetables, a selection of
goodies (such as cycle repair kits, pedometers and reflective arm bands),
and money off vouchers from supporting companies for items such as
walking/cycling equipment.
Potential initiative for consideration.
6
Management and Monitoring
Framework Travel Plan
AECOM
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6
Management and Monitoring
6.1
Management
Residential and workplace travel plans are managed in different styles, which are discussed in more detail below.
6.1.1
Residential Travel Plans
Within residential travel plans, more emphasis is placed on the developer establishing hard/physical measures on site and
encompassing them into the design of the development. The physical measures being incorporated into the Warth Mill
development are discussed in more detail within Chapter 5 of this report and have been agreed with LCC. It is the developer’s
responsibility to ensure these measures are in place prior to occupation of the site.
The developer is also required to provide a Travel Plan Starter Pack to be available to all new residents on occupation of the
development. This will comprise detailed site information including:-
Details of the travel plan,
Maps of safe walking and cycling routes,
Maps of cycle parking locations both within the site and external to it,
Public transport information and timetables,
A selection of goodies (such as cycle repair kits, pedometers and reflective arm bands), and money off vouchers from
supporting companies for items such as walking/cycling equipment.
6.1.2
Work-place Travel Plan
The measures set out in both Tables 5.1 to 5.3 of this report in the previous chapter are applicable to the work-place element of
this Travel Plan. On occupation of the site a Travel-Plan Co-ordinator will be appointed to implement and progress these
initiatives. On occupation travel surveys will also be developed and distributed to all members of staff for completion. Targets
will be established from the results of these surveys and will provide a benchmark for the Travel Plan Co-ordinator to work
towards, in terms of reducing single occupancy car traffic, in conjunction with LCC.
6.2
Monitoring
6.2.1
Residential Travel Plan
Many of the Travel Plan measures will be implemented by the developer on occupation of the site. The residential management
company will however be responsible for monitoring the Travel Plan once the development is complete and fully occupied, and
will deal with any further requests arising from it.
These may include the following:-
Ensuring the ‘toolkit of measures’ has been implemented;
Provision of personalised travel planning tailored to residents' needs;
Liaison with public transport operators; and
Taking on a key role in reviewing the travel plan to confirm the implementation of measures.
6.2.2
Work-place Travel Plan
A Travel-Plan Co-ordinator will be appointed by the occupant of the office development and the Travel Plan co-ordinator will be
responsible for monitoring the plan and staff travel characteristics.
6.3
Management Support
The proposed methodology for management of the site is set out in the tenant’s management plan. It proposes the following:1.
2.
3.
4.
Buckhurst Plant Hire will retain all the freehold title;
Disposals will be by way of long leasehold;
The management of the site will be by a newly created management company, specifically for the management of the
estate as a whole; and
Ordinary shares in the management company will be allocated with the long leaseholds apportioned on an area/value
basis.
AECOM
Framework Travel Plan
Transportation
The purpose of the management company will be:1. To manage the whole estate,
2. To levy service charges for common maintenances, and
3. To manage items such as:
Events,
Travel planning,
Promotions,
Enforcement of Covenants,
New legislation, and
Arrange common maintenance and repair.
32
7
Targets and Timescales
Framework Travel Plan
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7
Targets and Timescales
7.1
Introduction
This chapter sets out broad targets to increase the accessibility and sustainability of the site such as reducing car dependency
and increasing the use of public transport or active modes of transport.
7.2
Targets
As this development is for outline planning permission, and actual development may not take place for some time to come, it is
difficult to assess potential occupants and therefore actual transport behaviour. It would therefore be inappropriate at this stage to
set specific targets relating to modal shift or changing travel behaviour. It is however, more appropriate to outline milestone
targets which are simple, non specific and observational. The site should look to achieve the following:
-
Decrease travel by car, especially single occupancy journeys;
Increase travel by public transport;
Increase travel by cycle; and
Increase travel on foot.
7.3
Monitoring Process
The bullet points below form an initial process for monitoring the success of the Travel Plan by observation.
-
Monitor how many staff and residents use public transport;
Monitor how may staff and residents walk;
Monitor how may staff and residents cycle;
Monitor the extent of travel information provided;
Monitor the level of leaflets or marketing material that goes out in relation to the Travel Plan;
Monitor any changes in levels of use of car, cycle and motorcycle parking; and
Review how many members of staff car share.
7.4
Timescales
Table 7.1 – Implementation Travel Plan Timetable for the Warth Mill development
Action
Timescale
Appointment of a Travel Plan Co-ordinator.
In time for the completion of the development.
Implementation of all measures.
Within 3 to 6 months occupation of The Warth Mill
development
Monitoring of residential and work-place targets (observation).
Ongoing from 3 months occupation of the site. Weekly diary
of reports to be kept on cycle parking usage etc.
Full Travel Questionnaire Survey.
On occupation of the site.
Modal Split Survey (half survey).
Annual (Following date of occupation).
Full Survey (to include demographics and revised measures) to
ensure samples are representative.
Every 3 years (Following date of occupation).
Revised Travel Plan Reports
Implementation Report – Addendum to this report –
Including the results of the travel plan questionnaire
surveys – Following occupation of the development.
Revised Implementation Report – to include revised full
questionnaire survey results. Every Three Years –
Following occupation of the development.
8
Summary
Framework Travel Plan
AECOM
36
Transportation
8
Summary
8.1
Summary
This FTP has summarised the development proposals at the Warth Mill site and a package of measures has been developed to
assist in achieving a reduction in single occupancy car travel. These measures have been discussed in terms of both residential
and work-place specific measures in line with the development proposals. Milestone targets have been implemented as an
interim measure before the results of the staff surveys have been received. A table of timescales for the travel plan process are
also presented in the penultimate chapter.
8.2
Commitment to establishing initiatives
This final paragraph forms the developer’s commitment to establishing the travel plan measures contained within this report and
to taking each of the proposed actions forward.
“The proposed initiatives discussed in this travel plan will be established by a Travel Plan Co-ordinator and every effort will be
made to achieve the targets set”.
Signed:………………….………...................The Agent and (Interim) Travel Plan Co-ordinator (Gary Dearden – Warth Mill
Development)
Appendix A – Accessibility
Questionnaire
AECOM
Framework Travel Plan
Transportation
Appendix A – Accessibility Questionnaire
38