TRAVEL PLAN - Barratt Exeter Planning€¦ · 1.3 A TP is a strategic management tool designed to...

TRAVEL PLANPrepared by InfraDesign on behalf of Barratt Homes (Exeter)

05 January 2016

LAND AT REDWOOD DRIVE & POPLAR CLOSECHADDLEWOOD - PLYMOUTH

TRAVEL PLAN

Client – Barra Homes

InfraDesign Ltd

Office 7 Basepoint, Yeoford Way

Marsh Barton Trading Estate

Exeter, Devon, EX2 8LB

Email: [email protected]

Report Reference 4111

Land at Redwood Drive and Poplar Close

Chaddlewood, Plymouth

Prepared by Rafael Morant – PCL Transport

January 2016

Project Ref: 4111

PCL Transport Planning Ltd Highway, Traffic & Transport Consultants

1st Floor 3 Silverdown Office Park Fair Oak Close Exeter, Devon

EX5 2UX

Tel: 01392 363812 E-mail: [email protected]

Land at Redwood Drive and Poplar Close, Chaddlewood, Plymouth

Framework Travel Plan

11 January 2016

User

For and on behalf of

InfraDesign

mailto:[email protected]

This page is intentionally blank for double sided printing

Land at Redwood Drive and Poplar Close, Chaddlewood, Plymouth Framework Travel Plan

4111 – 11 January 2016 Page i

REPORT CONTROL

Exeter Office: 1st Floor 3 Silverdown Office Park Fair Oak Close Exeter, Devon EX5 2UX

e. [email protected] w. www.pcltransportplanning.co.uk

t. 01392 363812 m. 07818 852241

Report Title: Framework Travel Plan

File Location: C:\Users\User\Dropbox (PCL Transport)\Active\4101-4125\4111 Redwood Drive, Plymouth\Reps 15

Client: InfraDesign

Project Number: 4111

Report Issued: V01 – 29 October 2015

Report Issued: V02 – 11 January 2016

Prepared By: Rafael Morant

Office: Exeter

Checked By: Martin Brady

© The contents of this document must not be copied or reproduced in whole or in part without the written consent of PCL Transport Planning Ltd.


4111 – 11 January 2016 Page i i



4111 – 11 January 2016 Page i i i

CONTENTS

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

Brief .................................................................................................................... 1 Report Structure ................................................................................................ 2

2 POLICY FRAMEWORK ...................................................................................... 3

The Concept of Travel Plan ............................................................................... 3 Policy Background ............................................................................................ 3

National Planning Policy Framework (NPPF) .............................................. 3 National Planning Practice Guidance (NPPG) ............................................ 4

3 EXISTING CONDITIONS ..................................................................................... 6

Introduction ........................................................................................................ 6 Site Location and Description .......................................................................... 6 Local Facilities and Amenities .......................................................................... 7 Pedestrian and Cycle Facilities ........................................................................ 7

Existing Pedestrian Conditions ................................................................... 7 Existing Cycle Conditions ........................................................................... 8

Public Transport .............................................................................................. 10 Bus Services ............................................................................................ 10

4 PROPOSED DEVELOPMENT .......................................................................... 12

Proposed Scheme ........................................................................................... 12 Proposed Vehicle Access ............................................................................... 13 Proposed Walking and Cycling Access ......................................................... 14 Proposed Public Transport Access ................................................................ 15

5 OBJECTIVES AND STRATEGY ....................................................................... 17

Introduction ...................................................................................................... 17 Strategy Overview ........................................................................................... 17 Objectives ........................................................................................................ 17

6 TRAVEL PLAN TARGETS ................................................................................ 19

Targets and Indicators .................................................................................... 19 Implementation ................................................................................................ 20

7 TRAVEL PLAN MEASURES ............................................................................. 22

Introduction ...................................................................................................... 22 Proposed Measures ......................................................................................... 22

Walking and Cycling ................................................................................. 22 Public Transport ....................................................................................... 23 Car Sharing .............................................................................................. 23 Information Provision ................................................................................ 24 Travel Vouchers ....................................................................................... 24

8 MONITORING AND REVIEW ............................................................................ 25

Monitoring of the Travel Plan .......................................................................... 25 Review of the Travel Plan ................................................................................ 25 Remedial Measures ......................................................................................... 26

9 ACTION PLAN .................................................................................................. 27


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10 SUMMARY AND CONCLUSION ....................................................................... 29

Summary .......................................................................................................... 29 Conclusion ....................................................................................................... 29

FIGURES

Figure 1. Site Location Plan ....................................................................................... 6 Figure 2. Local Cycle Network ................................................................................... 9 Figure 3. Bus Stops on Glen Road .......................................................................... 10 Figure 4. Route of Bus Service 21 and 21A............................................................. 11 Figure 5. Illustrative Master Plan ............................................................................. 12 Figure 6. Proposed Site Access............................................................................... 14


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1 INTRODUCTION

Brief

1.1 PCL Transport has been commissioned by InfraDesign to prepare a Framework Travel

Plan (TP) in support of a proposed residential development for up to 190 units in

Chaddlewood, Plympton.

1.2 This report is a framework TP that proposes a series of practical measures to be

implemented by the developer of the site designed to improve sustainability and reduce

single occupancy car use. The TP will combine a range of “hard measures” such as site

design and infrastructure with “soft measures” such as marketing and information

provision.

1.3 A TP is a strategic management tool designed to accommodate a site’s specific

transportation needs. The TP aims to educate people regarding how, why and when

they need to travel. TPs are increasingly playing a significant role in the planning

process. Department for Transport guidance “Using the Planning Process to Secure

Travel Plans: Best Practice Guidance” defines a TP as:

“a strategy for managing multi-modal access to a site or development, focusing on

promoting access by sustainable modes. Effective travel plans can bring benefits

both to existing communities and to new or expanding developments. They can assist

in reducing traffic congestion, widening accessibility and reducing air pollution.”

1.4 The TP seeks to promote the use of alternative modes of transport that will help to reduce

journeys made as the single occupant of a private vehicle for journeys to and from the

site. It provides walking, cycling, public transport and car sharing initiatives in order to

achieve a reduction in the level of additional car borne traffic generated by the proposed

development.

1.5 The measures proposed will aim to achieve more sustainable travel patterns from the

outset in order to take advantage of the fact that travel behaviour change is more likely

to come about when other lifestyle changes such as moving house are occurring, rather

than cutting existing car use.

1.6 Whilst travel surveys have not been undertaken, this framework TP comprises firm

commitments to undertake such surveys as part of the future development of the TP as

soon as the development is occupied and operational.


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1.7 An Action Plan summarising the various measures associated with the TP is provided in

Section 9 of this TP.

1.8 A Transport Assessment (TA) for this site which considers the impact of the development

on the local highway network has also been submitted and should be read in conjunction

with this TP.

Report Structure

1.9 The remainder of this report is set out as follows;

Section 2 – Policy Framework

Section 3 – Existing Transport Conditions

Section 4 – Development Proposals

Section 5 – Objectives and Strategy

Section 6 – Travel Plan Targets

Section 7 – Travel Plan Measures

Section 8 – Monitoring and Review

Section 9 – Action Plan

Section 10 – Summary and Conclusion


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2 POLICY FRAMEWORK

The Concept of Travel Plan

2.1 The Government’s White Paper “A New Deal for Transport: Better for Everyone”

presented to parliament in July 1998 highlighted the importance of Travel Plans. The

Government wishes to “secure widespread voluntary take-up of green transport plans

through partnership with business and the wider community”. They are seen as

providing a “major contribution to easing congestion, especially during rush hour”.

2.2 The emergence of TPs, or green Transport Plans as they have previously been called,

has become an important development in transport policy. It signals acknowledgement

from the Government that much of the environmental improvement that is sought from

the transport sector can only be achieved at the local level.

2.3 TPs represent an important response to this new agenda by encouraging individual

organisations to arrange their travel requirements in such a way that it minimises adverse

environmental impacts. Invariably, this reduces to a simple issue of how best to minimise

the dominant role currently played by the private car without reducing the accessibility of

those who have to use cars.

2.4 In summary therefore, a TP is a management tool that brings together transport and

other organisational issues in a co-ordinated strategy and contains a package of

initiatives to minimise the number and length of car trips generated by a development,

while also supporting more sustainable forms of transport and reducing the overall need

to travel.

Policy Background

National Planning Policy Framework (NPPF)

2.5 The National Planning Policy Framework (NPPF) came into force on March 2012 and

replaced all the previous Planning Policy Statements (PPSs) and Planning Policy

Guidance (PPGs) including PPG13 on Transport.

2.6 The NPPF sets out the Government’s economic, environmental and social planning

policies for England and articulate the Government’s vision of sustainable development,

which needs to be interpreted and applied locally to meet local aspirations.

2.7 The NPPF establishes Travel Plans as ‘‘a key tool” to facilitate these aims. It states in

paragraph 36 that all developments that generate significant amounts of movement

should be required to provide a Travel Plan.


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2.8 Greater detail was provided in the superseded Planning Policy Guidance 13, which

highlighted the need to develop sites that are accessible by all modes: “They should

have good links to public transport and to local facilities and services. The site layout and

design should ensure a high level of permeability for pedestrians and cyclists”.

National Planning Practice Guidance (NPPG)

2.9 The National Guidance refers to the need to reduce adverse impacts on climate change

from new developments. Climate change is one of the core land use planning principles

and is states that “the distribution and design of new development and the potential for

servicing sites through sustainable transport solutions, are particularly important

considerations that affect transport emissions.”

2.10 The NPPG states that for relevant developments Travel Plans and Transport

Assessments/Statements should be prepared to account and mitigate for adverse

impacts arising from new developments.

2.11 The NPPG defines Travel Plans as “long-term management strategies for integrating

proposals for sustainable travel into the planning process. The primary purpose of a

Travel Plan is to identify opportunities for the effective promotion and delivery of

sustainable transport initiatives e.g. walking, cycling, public transport and tele-

commuting, in connection with both proposed and existing developments and through

this to thereby reduce the demand for travel by less sustainable modes. They should not,

however, be used as an excuse for unfairly penalising drivers and cutting provision for

cars in a way that is unsustainable and could have negative impacts on the surrounding

streets.”

2.12 Travel Plans are important as they can contribute to:

encouraging sustainable travel;

lessening traffic generation and its detrimental impacts;

reducing carbon emissions and climate impacts;

creating accessible, connected, inclusive communities;

improving health outcomes and quality of life;

improving road safety; and

reducing the need for new development to increase existing road capacity or

provide new roads.


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2.13 Travel Plans support national planning policy by actively managing patterns of growth in

order to make the fullest possible use of public transport, walking and cycling, and focus

significant development in locations, which are or can be made sustainable.


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3 EXISTING CONDITIONS

Introduction

3.1 This section provides a review of the existing conditions at the site with relation to

transport. This includes a review of the site location and access to local facilities and

amenities.

3.2 The sustainability of the site is considered regarding the provision of alternative modes

of transport to the car, including walking, cycling and bus.

Site Location and Description

3.3 The site is located on the north east area of Plympton. The site is accessed off Poplar

Close and Hickory Drive. The site is bounded by residential development. It is located

1.5kms from the Langage Industrial Estate and less than 2.5kms from Plympton town

centre. The site and its local surrounding area can be seen in Figure 1.

Figure 1. Site Location Plan


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Local Facilities and Amenities

3.4 The development site is conveniently located to access the main facilities needed on a

daily basis. The community facilities found locally are very accessible by walking and

cycling. These facilities include shops and supermarkets, employment areas, schools,

health facilities and public houses.

3.5 In terms of access to employment centres, the Langage Industrial Estate is accessed off

Holland Road, and located within a 15-minute walk or less than 10-minute cycle ride from

the development site. The Newnham Industrial Estate is also within a 10-minute cycle

ride from the development site. Both trading estates are conveniently accessible by

walking and cycling trips.

3.6 In terms of education facilities, the nearest school is the Glen Park Primary School. The

Chaddlewood Primary School is accessed off Westfield and located just over 1km from

the site.

3.7 In terms of health facilities, the Glenside Medical Centre is located on Glenside Rise just

off Strode Road and located less than 2kms from the site and within a 20-minute walk.

3.8 In terms of shopping facilities, a Co-op supermarket is located by the roundabout junction

of Glen Road and Sandy Road at less than 1km from the development site. A Tesco

Express is located less than 1.5kms away and accessed off Westfield just north of the

junction with Glen Road. The town centre in Plympton offers a wide selection of products

and services. It is located at less than 2.5kms.

Pedestrian and Cycle Facilities

Existing Pedestrian Conditions

3.9 The range of available facilities offered in Plympton is appropriate to a market town. The

local services provided comprise shops, schools, leisure facilities and other community

facilities. There are two shopping centres located within a 15-minute walk from the

development site.

3.10 Pedestrian access to the site is appropriate. Poplar Close and Redwood Drive provide

continuous footways on both sides of the road that link the development site with the

surrounding facilities and the local area in Plympton via Glen Road. There is a second

access via Hickory Drive to the south of the site also connected by continuous footways

on both sides of the road.


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3.11 Glen Road provides high quality footpaths and cycle paths on both sides of the road,

with a number of underbridges that allow the crossing of this road on a traffic-free

environment. These footpaths provide direct connections to the town centre and other

main facilities in town, which include two main shopping facilities at the retail park by the

roundabout junction with Steer Park Road and the Tesco store on Westfield.

3.12 Vehicles travel at relatively low speeds in the local area due to the 30mph vehicle speed

limits that apply to the surrounding roads.

3.13 The location of the Glen Park Primary School brings about a significant number of

pedestrian movements in the immediate area to the development site.

3.14 Vehicle parking was observed to take place from the junction between Glen Road and

Hickory Drive to the northern section of Redwood Drive, with parking taking place on

private accesses and turning around on any spaces available, and with residential traffic

unable to circulate during the school peak periods.

3.15 These parking issues were already observed during the “Glen Park Primary School

School Travel Plan – School Gate Report” prepared in December 2007 by Plymouth City

Council, and which referred to the existing vehicle/pedestrian gate at the main school

entrance being closed to vehicles in the AM and PM periods.

3.16 This report stated that the issues observed in Redwood Drive were also applicable to the

residential area located to the west of the school. This report highlighted as a main cause

for concern the inconsiderate parking that could lead to hazard to children and collisions,

and the need for Glen Park Primary School to prepare a School Travel Plan proposing

road safety measures.

3.17 The consultant team has prepared a School Parking Management Plan in liaison with

Plymouth City Council with the aim to improve vehicle circulation along Redwood Drive

during the school peak hours.

3.18 This is included as Appendix G to the Transport Assessment.

Existing Cycle Conditions

3.19 To the north, the site is surrounded by advisory cycle routes to the north via Hickory

Drive, Steer Park Road and Greenwood Park Road that lead to the Newnham Industrial

Estate and Colebrook Village.


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3.20 To the south, Glen Road provides a shared footpath/cycle path that runs on the northern

side of the road and within close proximity to the proposed development. An underbridge

located 600 metres to the south of the site provides access to the National Cycle Network

Route 2. This cycle path runs on the southern side of Glen Road and provides a

continuous link between Plymouth and Ivybridge passing in close proximity to the site.

3.21 The NCN Route 2 provides a high quality purpose built cycle link that is mainly

segregated from traffic and that connects Dover in Kent with St. Austell in Cornwall via

the south coast of England.

3.22 In summary, the areas around the development site are permeated with high quality

footways and provide many off-road opportunities for both pedestrians and cyclists. The

area benefits from excellent provision for both short and long distance travel by these

modes of transport and with all the main education, employment, health and shopping

facilities within Plympton located within the recommended cycle distance of 5kms.

3.23 Figure 2 below shows a plan of Plympton, extracted from the Plymouth City Council web

site, that shows the local cycle network.

3.24 This existing cycle network is also shown in Appendix B to this report.

Figure 2. Local Cycle Network


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Public Transport

Bus Services

3.25 The site is conveniently located to access the local bus services. The nearest bus stops

for the residents of the development site are located to the south of the site on Glen Road

400m away. Glen Road is considered a main bus corridor.

3.26 The eastbound bus stop has facilities which consist of a shelter, seating and timetable

information whereas the westbound stop only has a bus stop flag and timetable

information.

3.27 The services calling at these bus stops provide frequent access to the town centre and

other local amenities. The location of these bus stops is shown in Figure 3 below:

Figure 3. Bus Stops on Glen Road

3.28 Bus services 21 and 21A provide high frequency trips to the town centre in Plympton, to

Plymouth City Centre and to Barne Barton and St Budeaux.

3.29 The bus services provided from the bus stop at Glen Road start at 05:23 hours from

Monday to Friday, and provide a 15-minute frequency between 08:00 and 19:00 hours

and with the last service at 23:28 hours.


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3.30 On Saturdays the services start at 06:23 hours, with a 15-minute frequency between

09:00 and 18:00 hours and the last service provided at 23:38 hours. On Sundays and

Bank Holidays, services run between 08:14 and 22:28 hours, with a 30-minute frequency

from 09:00 to 17:00 hours.

3.31 The full route of bus services 21 and 21A are shown in Figure 4 below.

Figure 4. Route of Bus Service 21 and 21A

3.32 Furthermore, bus services 14 and 22 provide further services from bus stops located

along Ridgeway and Langage. The bus stops are located at approximately 15-minute

walking distance.

3.33 Bus service 14 provides access to Plymstock, Plymouth City Centre, Devonport and

Derriford on an hourly frequency between Monday and Saturday.

3.34 Bus service 22 provides access to Eggbuckland, St Budeaux and Milehouse. This

service offers a daily service from Monday to Sunday oriented to commuting trips

towards Langage in the morning and back in the evening.

3.35 It can therefore be concluded that there is a regular bus service provision accessible

from the site at a reasonable walking distance.


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4 PROPOSED DEVELOPMENT

Proposed Scheme

4.1 The proposed development is for up to 190 residential units on land proposed to be

accessed off several points, which include the eastern section of Poplar Close, which is

a short dead end road accessed from Redwood Drive, the northern section of Hickory

Drive, and the northern section of Redwood Drive. The proposals will also include new

internal infrastructure roads, vehicle parking, footways and footpaths, and public open

space.

4.2 The illustrative Master Plan is shown in Figure 5 below.

Figure 5. Illustrative Master Plan

4.3 The Master Plan is underpinned by the planning policy imperative to ensure that the

proposed development is effectively integrated with transport infrastructure in creating

sustainable patterns of development.


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4.4 The approach taken in developing the Master Plan is founded on giving maximum

encouragement to walking and cycling within the layout of the development. The

inclusion and proximity of high quality pedestrian and cycle routes to the development

will play an important role in connecting the development to their surroundings.

4.5 The layout design will place an emphasis on the principles of “Manual for Streets” in

facilitating a choice of direct and attractive routes for pedestrians and cyclists that are

aligned with key desire lines and take advantage of the attractiveness associated with a

suburban location.

Proposed Vehicle Access

4.6 The proposed vehicle access provides adequate access to the development from the

local road network and seeks to solve the following issues:

Minimise the impact of the new traffic generated by the development site on the

existing local road network.

Accommodate the daily movement of traffic to and from the development site.

Provide a clear and safe environment around the site for all users.

4.7 There are two main vehicular site access points proposed by joining the eastern section

of Poplar Close, and by joining the northern section of Hickory Drive.

4.8 The access roads provided onto the site from these two points will be 5.5m wide with a

1.8m footway on one side of the road and a 0.5m verge on the opposite side. The

proposed width will continue from that found in Redwood Drive, Poplar Close and Hickory

Drive and will allow the passing of two large vehicles as stated in Manual for Streets.

4.9 A secondary access is proposed by joining the northern section of Redwood Drive. This

access will lead to a shared pedestrian/cycle path that will be designed to be used for

emergency services that would be able to access the site by crossing the southern

section of the proposed park area. This will not be used by vehicular traffic on a daily

basis.

4.10 The proposed site access for the main access points off Hickory Drive and Poplar Close

is shown in Figure 6 overleaf. This site access is also shown as Appendix A to this

report.


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Figure 6. Proposed Site Access

4.11 The internal access road will lead to a main internal loop that will provide direct access

to most of the residential properties provided as part of the development. This loop will

also provide connections to a number of internal roads that will enhance permeability

within the central development area, as well as to a number of short dead end roads that

will also provide access to residential units.

4.12 The internal road network has been designed as a shared space where pedestrians and

cyclists will have priority over motorized vehicles. This message has been reinforced by

the design layout, which includes different surface and/or texture arrangements to remind

drivers of the priority given to pedestrians and cyclists over vehicle traffic, and where

straight roads have been avoided to ensure that vehicle speeds are kept within 20mph

to minimise any highway safety concerns.

Proposed Walking and Cycling Access

4.13 The internal pedestrian links will have dropped kerbs and tactile paving to facilitate

movement for people with mobility impairment.

4.14 The proposed site access points off Hickory Drive and Poplar Close will provide a 1.8m

wide footway at the entrance to the site that will be linked to the existing pedestrian

facilities along Redwood Drive, Polar Close and Hickory Drive.


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4.15 The proposed development will have continuous footways along the internal road

network and a number of segregated pedestrian links internal to the site that will enhance

permeability and will connect to the external pedestrian access points via Poplar Close

and Hickory Drive, as well as to the park area. The internal pedestrian network will have

dropped kerbs and tactile paving to facilitate movement for people with mobility

impairment.

4.16 A number of footpaths have also been designed within the park area located to the west

of the residential housing component. These footpaths will provide further external links

onto the northern section of Redwood Drive, which will be also used for emergency

access, as well as to the woodland areas located to the north of the site.

4.17 Furthermore, the internal design allows for informal roads where surface space will be

shared by all road users creating a safe environment for pedestrians and, especially,

cyclists, who are expected to share the internal road network with vehicles. This will

provide better scope for effective integration with the existing built-up areas and offer the

levels of accessibility that are a necessary part of sustainable development.

4.18 The existing pedestrian facilities on the surrounding highway network are considered

suitable to meet the requirements of the residents of the site and achieve a tangible

modal shift.

Proposed Public Transport Access

4.19 Public transport provision is considered important and in respect of this site and the level

of development, the existing bus services are considered suitable to meet the public

transport requirements of the residents and users of the site and achieve a tangible

modal shift.

4.20 Bus stops are located on Glen Road within appropriate distance from the site. High

frequency bus services are provided to the town centre and to Plymouth.

4.21 The 21 / 21A route operates on a frequent basis throughout the week including weekends

with services that start early in the morning and extend well into the evening beyond

typical commuting hours.

4.22 The bus services provided from the bus stop at Glen Road start at 05:23 hours from

Monday to Friday, and provide a 15-minute frequency between 08:00 and 19:00 hours

and with services running up to 23:28 hours.


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4.23 On Saturdays the services start at 06:23 hours, with 15-minute frequency between 09:00

and 18:00 hours and last service provided at 23:38 hours. On Sundays and Bank

Holidays, services run between 08:14 and 22:28 hours, with 30-minute frequency from

09:00 to 17:00 hours.

4.24 On this basis the bus can be seen to offer a genuine alternative to the private car

meaning that many prospective residents will not be necessarily reliant on having a car

for employment, retail or leisure based activities.

4.25 It has been identified that only one of the bus stops has a shelter and displays bus

timetables and routes. The bus stop on the opposite side of Glen Road consists of only

one post and no bus information is displayed. There is no safe pedestrian crossing

provided.

4.26 The developer will be happy to consider contributions for the promotion of bus services

for the residents of the development site and the surrounding area towards the

improvement of accessibility to the bus stop on the opposite side of Glen Road.


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5 OBJECTIVES AND STRATEGY

Introduction

5.1 This chapter outlines the strategy and objectives of the Travel Plan. It also outlines the

role of the Travel Plan Co-ordinator within the Travel Plan.

Strategy Overview

5.2 The strategy will look to manage the travel patterns of the residents of the scheme. The

Travel Plan will provide a package of measures and a means for delivery, mainly through

a Travel Plan Co-ordinator.

5.3 The aim and objectives are based on best practice and policy guidance and provide the

guiding principles of the Travel Plan. The initial aim and objectives for the operational

TP at this site are to reduce car travel to and from the site through promoting and

encouraging the use of alternative sustainable modes of transport.

5.4 The TP for the proposed development will be site specific with the choice of measures

partly determined by the existing opportunities and constraints offered by the site.

However, in order to maximise the impact of the measures in place, it is also proposed

to extend the benefits of the TP as widely as possible and increase the benefit of the

proposed development to residents neighbouring the site.

Objectives

5.5 The main objectives of the Travel Plan will focus on reducing the number of single

occupancy car trips associated with the development by promoting more sustainable

alternatives such as walking, cycling, public transport and car sharing.

5.6 The transport objectives will be:

To promote changes in travel behaviour and travel awareness;

To minimise the effects of transport on the environment and health;

To reduce the need to travel by private car and encourage the use of alternative

means of transport;

To maximise use of sustainable modes for all trips to and from the proposed

development;

To improve accessibility, particularly to non-car users; and


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To ensure a safe and pleasant environment for those wishing to access the site on

foot or cycle.

5.7 These objectives will be achieved through a combination of measures aimed at

discouraging car use and facilitating the use of alternative modes of transport. Targets

for mode split for journeys to and from the site will be set to enable the success of these

measures to be monitored.


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6 TRAVEL PLAN TARGETS

Targets and Indicators

6.1 Generally within Travel Plans a series of targets are identified which will allow the

success of the various measures to be assessed. Setting targets is essential in

assessing whether or not the Travel Plan has been successful and where, if necessary,

improvements / amendments could be made. These targets should be SMART:

Specific;

Measurable;

Achievable;

Realistic; and

Time-bound.

6.2 These will be further discussed with the Travel Plan officer at Plymouth City Council

(PCC) once construction has been completed and the site occupied. At this time surveys

will be carried out of all residents to determine their travel patterns and in particular their

mode of transport.

6.3 The target will be to reduce car usage and the indicator will be the number of single

occupancy car trips that are made by residents. A Travel Survey will be undertaken 6

months after first occupation of the development and the results will be reported to PCC.

Similar reports will be carried out thereafter in order to monitor the progress set out by

the Travel Plan.

6.4 Targets are a method of tracking progress of the objectives in a quantifiable manner.

Travel Plans are evolving documents that need to remain adaptable to changing working

practices and local conditions, therefore the Plan targets will be set annually for five years

after full occupation of the site. These targets will however be reviewed to track progress

and to enable amendments if necessary.


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Implementation

6.5 All new residents will be made aware of the Travel Plan and the responsibilities of the

Travel Plan Co-ordinator (TPC). The costs of the TPC will be funded by the residential

developer. An Implementation Strategy agreed with the County Council will set out

responsibilities and timescales for implementation and monitoring the progress of the

initiatives proposed by the Travel Plan.

6.6 In order to ensure that potential residents of the site are informed about the Travel Plan

and its goals from the earliest stage, the Travel Plan should have a significant presence

within the sales suite of the development, which would include a display outlining the

travel arrangements being implemented and the sustainable travel options for the site.

6.7 The sales staff would receive training, secured by the developer, to promote the Travel

Plan as an asset and a significant selling point of the development. Information and

promotion of the Travel Plan from the outset ensures greater buy-in from future residents

who see it as an opportunity to plan changes in their lifestyle. In addition, it is important

that prospective residents are aware of the transport characteristics of the development

from the outset.

6.8 The TPC will be responsible for the administration of the Travel Plan, the implementation

of the Travel Plan measures, for on-going monitoring of the Travel Plan, and for the

annual review. The TPC will be responsible for:

development of the Travel Plan and its day to day operation;

preparation of resident’s welcome packs;

liaison with PCC Travel Plan officers, residents and developer;

preparation of Full Travel Plan;

organising the Travel Plan surveys;

managing the implementation of the proposed Travel Plan measures;

monitoring and reviewing the interim and agreed targets;

preparation and distribution of the Travel Plan newsletter.

6.9 Three months prior to first occupation of the development, the TPC would be appointed

by the residential developer.


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6.10 It is not possible at this stage to provide contact details and terms of appointment, and

these details will be provided in due course. The requirement to appoint the Travel Plan

Co-ordinator before first occupation and minimum length of appointment would form part

of the Section 106 Agreement.

6.11 Progress reports setting out the results of the travel surveys and comparison with targets

will be provided by the TPC to PCC. The Travel Plan will be reviewed and any revisions

agreed with PCC.

6.12 Monitoring surveys and reports would be produced annually while the TPC role exists.

The monitoring reports would compare the current modal splits and traffic generation

with those outlined in the original Travel Plan. If the targets are not met additional

measures may be implemented over the lifetime of the Travel Plan.


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7 TRAVEL PLAN MEASURES

Introduction

7.1 The TP provides a series of measures that will be implemented and will have regard to

the following hierarchy:

Walking

Cycling

Public Transport

Vehicles.

7.2 The TP will combine site specific ‘hard measures’ related to the provision of infrastructure

works with ‘soft measures’ such as marketing and promotion. The proposed measures

will be appropriate to the site, realistic, and likely to affect travel behaviour. Restrictions

related to the modes wished to be limited will be combined with incentives to attract

people to more sustainable measures.

7.3 The measures set out below are based on the key Travel Plan objective of reducing

single car occupancy journey to work trips along with increasing the use of sustainable

transport and promoting a healthier lifestyle for residents and visitors.

7.4 The measures include those to be implemented prior to occupation of the proposed

development, following occupation and that may be required to assist in meeting targets

if these are not being achieved.

7.5 The Good Practice Guidelines refers to ‘hard measures’ as the “provision of

infrastructure and improvements to highways and public transport networks, including

those to benefit pedestrians, cyclists and other road users”, and ‘soft measures’ as the

“provision of services and information to encourage the use of sustainable transport.

These include new public transport services, changes to working practices, provision of

information and/or a TPC to promote a Travel Plan for a particular use”.

Proposed Measures

Walking and Cycling

7.6 In terms of external access for pedestrians and cyclists, the improvements proposed as

part of the proposed development will link the site with the local pedestrian network in

Plympton.


4111 – 11 January 2016 Page 23

7.7 Residents should be encouraged to either walk or cycle to local facilities and a number

of the following initiatives may be implemented encouraging this type of travel:

Development of the internal layout of the development designed to facilitate

pedestrian connections to the site boundary;

Provision of a series of footpaths on the park area with pedestrian links to the north

of the site;

Contribution towards the provision of pedestrian crossing on Glen Road by the

existing bus stop located within close proximity to the development site;

Provision of cycle parking complying with the requirements of Plymouth City

Council;

Provision of details and travel information on safe pedestrian and cycle routes in

the area;

Provision of advice on cycle safety; and

Encourage the development of a bicycle user group.

7.8 The provision of these improvements means that pedestrians and cyclists will have high

quality options in terms of travelling for work, education, shopping and leisure purposes,

creating a truly viable alternative to the private car.

Public Transport

7.9 Public transport use should be encouraged where possible. The following measures

could form part of the Travel Plan to make the use of public transport more attractive:

Contributions towards the improvement to bus stop on the opposite side of the

road;

Provision of information on public transport services in the area, routes and fares;

and

Encourage participation in national events such as “In Town Without my Car Day”.

Car Sharing

7.10 The level of car use will be established in the initial survey approximately 6 months after

occupation of the proposed development. Residents will be encouraged not to drive and

to car share where appropriate. This may be encouraged by:

Promotion of a car sharing scheme for the residents;


4111 – 11 January 2016 Page 24

Information on the Devon Car Share database, www.carsharedevon.com; and

Provision of information on the financial benefits of car sharing.

Information Provision

7.11 It is clear that the provision of information is key to a successful residential Travel Plan.

No matter how good measures and initiatives may be, if this information is not

disseminated the measures will not be effective or used to their full potential. The main

way of providing information to residents is via an information pack, or ‘travel pack’ that

may be given to each new resident on occupation.

7.12 Travel Packs could be provided to each dwelling providing information on local

walking/cycling facilities, public transport routes in the area and car sharing initiatives.

Travel Vouchers

7.13 A series of contributions towards the promotion of bus and cycle trips will be negotiated

with PCC and will be offered to all households of the development. These will form part

of a planning condition / section 106 agreement.


4111 – 11 January 2016 Page 25

8 MONITORING AND REVIEW

Monitoring of the Travel Plan

8.1 The Travel Plan will be an iterative document that will evolve over the years and will

require a process of monitoring and review in order to check the effectiveness of the

measures that are introduced.

8.2 A survey will be conducted after six months of the first occupation of the development in

order to collect data on travel choices, behaviour for all travel purposes and modes of

transport.

8.3 Preliminary targets can then be set for the development in discussion with the Travel

Plan Officer from Plymouth City Council (PCC). The target is likely to be that single

occupancy car trips should be reduced by 10% within five years.

8.4 Continued monitoring of the travel patterns of the new residents could be achieved by

carrying out a number of travel surveys for five years, which would take place at the end

of years 1, 3 and 5, recording information of how people are travelling, and, more

importantly, what might encourage them to travel differently. After each survey, there

could be liaison with the Travel Plan Officer in order to revise and amend the targets as

necessary.

Review of the Travel Plan

8.5 The framework for reviewing the Travel Plan will comprise the following elements:

The Travel Plan Co-ordinator could undertake a travel survey of residents 6 months

after first occupation of the development;

A report could be prepared with details of the results and analysis of surveys.

Preliminary targets would be revised where necessary to respond to the baseline

survey results. Proposals for improvement and changes to the plan could also be

identified where appropriate and agreed with Plymouth City Council;

Following the initial survey and reporting, the developer could review the plan

informally on annual basis in consultation with PCC. Changes to the Travel Plan

would be made where appropriate; and

A formal review of the TP will take place with the City Council Travel Plan Officer

at the end of the five-year life cycle of the Travel Plan.


4111 – 11 January 2016 Page 26

Remedial Measures

8.6 Should the targets not be met then the Travel Plan Co-ordinator will review them in liaison

with PCC. If considered necessary targets may be amended or further measures

introduced to encourage a reduction in single occupancy journey to work trips with the

agreement of PCC.


4111 – 11 January 2016 Page 27

9 ACTION PLAN

9.1 The Action Plan below details the measures that could be proposed within this Travel

Plan following negotiation with PCC, the timescales for implementation and the

responsibility for delivery of these.

ACTION PLAN

Measure Action Responsibility Timescale

TP Co-ordinator

Appoint TP Co-ordinator Developer Prior to

occupation

Attend Travel Plan review meetings TP Co-ordinator As arranged

Liaison with Plymouth CC TP Officer and

review of TP TP Co-ordinator Annual

Arrange travel surveys TP Co-ordinator Years 0, 1, 3

and 5

Review of TP TP Co-ordinator Years 1, 3

and 5

Report on TP surveys to PCC TP Officer TP Co-ordinator Annual

Promote

Walking and

Cycling

Development of internal layout to facilitate pedestrian connections to the boundary

Developer Prior to

occupation

Contributions towards the provision of new pedestrian crossing on Glen Road

Developer Prior to

occupation

Provision of cycle parking complying with the requirements of Plymouth City Council

Developer Prior to

occupation

Provision of details and travel information on safe pedestrian and cycle routes

TP Co-ordinator On first

occupation

Provision of advice on cycle safety TP Co-ordinator On first

occupation

Encourage the development of a bicycle user group


occupation

Provision of travel vouchers to all households for promotion of cycling trips


occupation

School Parking Management Plan prepared to improve highway safety in the area

Plymouth City

Council As arranged


4111 – 11 January 2016 Page 28

ACTION PLAN

Measure Action Responsibility Timescale

Promote Public

Transport

Contributions towards the improvement of

bus stop on opposite side of Glen Road TP Co-ordinator Ongoing

Encourage participation in national events

such as “In Town Without my Car Day” TP Co-ordinator

On first

occupation

Provision of travel vouchers to all

households for promotion of public

transport trips


occupation

Promote Car

Share

Promotion of a car sharing scheme for the residents


occupation

Information on the Devon Car Share database, www.carsharedevon.com


occupation

Marketing and

Promotion

Prepare and maintain a marketing strategy

to be agreed with PCC TP Co-ordinator

Prior to

occupation

Promote sustainable travel initiatives TP Co-ordinator Ongoing

Provide electronic updates to travel

information and web sites TP Co-ordinator Ongoing

Provide a Travel Pack to all households TP Co-ordinator On first

occupation


4111 – 11 January 2016 Page 29

10 SUMMARY AND CONCLUSION

Summary

10.1 This framework Travel Plan has been prepared by PCL Transport Planning Ltd. on behalf

of InfraDesign in relation to the proposed residential development of up to 190 dwellings

on Chaddlewood, Plympton.

10.2 The site is located in a sustainable location and will be connected by high quality

pedestrian, cycle and public transport links.

10.3 The principal aim of the Travel Plan is to reduce car usage (particularly single occupancy

journeys) and encourage an increase in the use of sustainable modes such as walking,

cycling and public transport.

10.4 An initial travel survey could be undertaken six months after first occupation of the site.

TP targets will be set following this survey. Further travel surveys could then be

undertaken on a further three occasions in order to determine any change in modal split

and uptake of the TP initiatives.

10.5 Central to the success of the Travel Plan would be the appointment of a TP Co-ordinator.

This role could be fulfilled by an employee or person knowledgeable of the area and

business. The appointed individual would be the main driving force behind the TP and

would be provided with sufficient time and resources to manage the Plan effectively.

10.6 This document provides a toolkit of sustainable travel initiatives tailored to this particular

site. These initiatives have particular emphasis on the promotion of walking, cycling,

public transport and car sharing trips.

10.7 The Travel Plan would be an ongoing improvement process including annual monitoring.

Conclusion

10.8 The layout of the site and the transport infrastructure providing access to it is considered

to be conducive to encourage residents to travel via sustainable modes of transport.

10.9 This TP has identified opportunities for sustainable travel that will help encourage modal

shift away from single occupancy car trips, and towards sustainable alternatives.

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