TRANSPORT & INFRASTRUCTURE PLANNING NSPORT & INFRASTRUCTURE PLANNING SOWDEN TRANSPORT GROUP AND INFRASTRUCTURE PLANNING WINDMILL PLACE, LOUGHBOROUGH

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1 TRANSPORT & INFRASTRUCTURE PLANNING SOWDEN TRANSPORT GROUP AND INFRASTRUCTURE PLANNING WINDMILL PLACE, LOUGHBOROUGH NSPORT & INFRASTRUCTURE PLANNING TRAVEL Wilson Bowden PLAN Developments Woodhouse Park Proposed residential development at Nottingham Business Park South, Nottingham Residential Travel Plan

2 TRANSPORT & INFRASTRUCTURE PLANNING Wilson Bowden Developments Woodhouse Park Proposed residential development at Nottingham Business Park South, Nottingham Residential Travel Plan Birmingham Livery Place, 35 Livery Street, Colmore Business District Birmingham, B3 2PB +44 (0) Leeds Whitehall Waterfront, 2 Riverside Way Leeds LS1 4EH +44 (0) London 15 Weller Street London, SE1 1QU +44 (0) Manchester 4th Floor Carvers Warehouse, 77 Dale Street Manchester, M1 2HG +44 (0) Nottingham 5 TH Floor, Waterfront House, Station Street Nottingham, NG2 3DQ +44 (0) PROJECT NUMBER: WBP474 REPORT REFERENCE: WBP474 TP VERSION DATE AUTHOR CHECK APPROVE COMMENTS 1 02/05/2013 R Edwards D Cummins D Cummins Draft issued to Client team 2 17/05/2013 R Edwards D Cummins D Cummins Client comments included. Report issued in draft to NCC. 3 BWB Consulting Ltd Registered in England consultancy environment infrastructure buildings

3 CONTENTS PAGE Page Number 1.0 INTRODUCTION OBJECTIVE, AIMS AND BENEFITS EXISTING CONDITIONS PROPOSED DEVELOPMENT TRIP GENERATION AND MODAL SPLIT TARGETS MEASURES AND INCENTIVES IMPLEMENTATION AND MONITORING 24 FIGURES Figure 1 Figure 2 Figure 3 Figure 4 Figure 5 Figure 6 Figure 7 Figure 8 Figure 9 Figure 10 Figure 11 Figure 12 General site location Detailed site location Aerial photograph Location of recorded PIAs Pedestrian catchment area Cyclist catchment area Local primary schools Local secondary schools and colleges Retail, employment and health facilities Pedestrian/cycle infrastructure Extract of NCC s Cycle Map Local bus services DRAWINGS WBP/474/001 rev P3 Proposed signal controlled access from Woodhouse Way APPENDICES Appendix A Proposed development illustrative masterplan

4 1.0 INTRODUCTION 1.1 BWB Consulting Ltd were commissioned by Wilson Bowden Developments Ltd to produce a Transport Assessment and Travel Plan in support of an outline planning application for the change of use of part of the consented Nottingham Business Park (NBP) site for residential use. 1.2 The NBP was granted planning consent, subject to conditions, for 79,091sqm of B1 office and ancillary use in However, only 17,900sqm of B1 office use has been built and occupied, and all of this development has been on the northern half of the NBP site. Current research confirms that the NBP has not achieved the take-up levels initially envisaged. Given this, the available land on the northern half of the site (which can accommodate a further 21,500sqm) provides an adequate supply of B1 land. Therefore, once built out, there will be a total of 39,400sqm of B1 and ancillary use at the site (=17,900sqm existing sqm forthcoming). This is significantly less than the permitted amount of 79,091sqm, and would leave 39,691sqm (=79,091sqm-39,400sqm) of outstanding consented use still to be developed on the southern half of the site 1.3 As a result, Wilson Bowden Developments are now submitting an outline planning application for the change of use of the permitted employment development on the southern half of the NBP site for residential use. The current proposals are for up to 300 dwellings and associated parking, which would replace the remaining 39,691sqm of consented employment development. The development, which is to be known as Woodhouse Park, will predominantly comprise two to five bedroom family homes. A copy of the illustrative residential development masterplan is contained in Appendix A. 1.4 In accordance with the Department for Transport s (DfT) Guidance on Transport Assessment (March 2007), a Travel Plan is required in support of the planning application. A Travel Plan is a long-term management strategy for an occupier or site that seeks to deliver sustainable transport objectives through positive action, and is articulated in a document that is regularly reviewed (DfT s Good Practice Guidelines: Delivering Travel Plans through the Planning Process - April 2009). Furthermore, as noted in NCC s guidance, Travel Plans are an important tool to help deliver safe, accessible and sustainable communities ( Draft Nottingham City Council guidance document for residential Travel Plans - September 2011). 1

5 1.5 A Travel Plan is therefore a living document that sets out ways to reduce the number of vehicle trips generated by a site. It involves the development of agreed targets and outcomes which are linked to an appropriate package of measures aimed at encouraging the use of more sustainable travel modes, whilst also reducing both the need to travel, and single occupancy car use, for all trips to and from the development. The Travel Plan process also includes continuous monitoring, review, and refinement over time, as travel survey data is collected to determine trends in travel patterns. 1.6 A residential Travel Plan is site specific and considers the unique needs and interests of residents, in the context of the local environment and transport network. Residential Travel Plans are concerned with origin-based travel, with journeys made from a single origin (home) to multiple and changing destinations, with the time, and travel mode, all varying. As a result, a successful residential Travel Plan has the potential to achieve a high proportion of trips by sustainable modes and reduce the number of single occupancy car trips generated by the site. 1.7 This Travel Plan includes all of the necessary contents, and predominantly focuses on providing information on the opportunities for travel to and from the site by sustainable modes, to empower residents and visitors alike to take ownership and make informed decisions about their travel choices. The report is structured as follows: Section 2 of the report details the objective of the Travel Plan, and the benefits that it will provide. Section 3 describes the site, the existing local facilities close to the site, and the existing opportunities for travel by foot, cycle, and public transport. The local highway network is also briefly described. Section 4 outlines the development proposals, including the number of dwellings, and the access for vehicles and non-car users. Section 5 details the journey types likely to be generated by the development, the likely number of vehicle and person trips, and the modal split. Section 6 details the initial targets of the Travel Plan Section 7 details the soft measures and incentives that will be implemented to achieve these targets. Section 8 details the methods for implementation, monitoring and review of the Travel Plan. It is explained that the Travel Plan will initially be implemented, monitored, and reviewed by the Travel Plan Co-ordinator, before responsibility is passed on to a Travel Plan steering group. 2

6 1.8 By undertaking this Travel Plan, and implementing and monitoring the measures and incentives proposed in this Travel Plan, Nottingham City Council (NCC), as the local highway authority, should have confidence that the requirements for sustainable travel will be met. 3

7 2.0 OBJECTIVE, AIMS AND BENEFITS 2.1 Objective The overall objective of this Travel Plan is to minimise the number of new car trips generated by residents and visitors travelling to and from the proposed residential development, by promoting and supporting the use of alternative modes of travel (walking, cycling, public transport and car sharing). 2.2 Aims NCC s guidance also states that the main aims of a successful Travel Plan should include the following aims, which are promoted within this Travel Plan: Reductions in car usage (particularly single occupancy journeys) and increased use of public transport, walking and cycling; Reduced traffic speeds and improved road safety and personal security, particularly for pedestrians and cyclists; and More sustainable delivery and freight movements, including home delivery services. 2.3 Benefits and outcomes The DfT s Making Residential Travel Plans Work details potential local benefits that can be achieved when a Travel Plan is designed into a residential development from the beginning. Some of the potential benefits that this Travel Plan will provide for the residents and visitors are listed below: a focused approach to influence the travel behaviour of residents and visitors; the introduction of safe and viable alternatives to single-occupancy car travel, improving both the availability and choice of travel modes to the site, reducing the number of vehicle trips, and reducing vehicle mileage; increased awareness of the potential for, and advantages of, travelling by sustainable modes of travel, including walking, cycling, public transport, and car sharing; increased awareness of the social, environmental, and economic costs of individual travel choices; a positive change in attitudes towards the use of alternative travel modes; provision of practical information on how to travel by more sustainable transport modes, with integration between different transport modes; 4

8 provision of practical initiatives, based on regular appraisal of resident s travel patterns; and improved accessibility, safety, and security for people travelling to, from, and within the site, particularly vulnerable road users, such as children, the elderly, and disabled In addition to these benefits, in line with the Delivering Travel Plans through the Planning Process Good Practice Guidelines, and the DfT s Making Residential Travel Plans Work, the Travel Plan will also seek the following outcomes: reduction in the overall need for travel to and from the site; reduction in the need for car use, with associated benefits in terms of reduced traffic, congestion, air pollution, and accidents; generation of only the minimum number of car movements to and from the development; more attractive environments; supporting the viability of local public transport services and helping reduce social exclusion; increased usage and safety of neighbourhood cycling and walking routes; opportunities provided to build healthy exercise into daily life; represent good practice and provide an educational tool to help change perceptions about the convenience and benefits of not using the car where alternatives exist; and increased marketability of the development as more households seek to change their travel behaviour. 5

9 3.0 EXISTING CONDITIONS 3.1 Site location The NBP is located to the west of the A6002 Woodhouse Way, in the Bilborough ward in Nottingham. The proposed development site comprises the southern part of the consented NBP site. The general and detailed site locations are shown in Figures 1 and 2 respectively. An aerial photograph of the NBP and the proposed development site is shown in Figure Local highway network The existing employment units on the northern half of the NBP site are accessed via the Woodhouse Way/Lawrence Drive/Mellors Way four arm roundabout. Both Lawrence Drive and Mellors Way are subject to a 30mph speed limit and have double yellow lines on both sides of the carriageway to restrict on-street parking In the vicinity of the northern half of the NBP site, Woodhouse Way is a wide single carriageway road with central hatching. To the north-east of the site, Woodhouse Way joins Mornington Crescent (south) via a large priority-controlled T-junction. There is also a TOUCAN crossing on Woodhouse Way to the south of the junction, and further north, Woodhouse Way joins Mornington Crescent (north) via a traffic signal controlled T-junction. Both junctions and the TOUCAN crossing were provided as part of the planning conditions for the consented NBP In the vicinity of the southern half of the NBP site, and thus adjacent to the proposed residential development site, Woodhouse Way is a wide single carriageway road. It is subject to a 40mph speed limit, and does not have any parking restrictions. There is a TOUCAN crossing, with dropped kerbs, tactile paving, and guard railing, adjacent to the link to Lancaster Way, and within the site frontage. The TOUCAN crossing was provided as part of the planning conditions for the consented NBP To the south-east of the site, Woodhouse Way joins Bilborough Road and the B6004 Strelley Road via a large traffic signal controlled crossroad junction. This junction was upgraded as part of the planning conditions for the consented NBP. 6

10 3.3 Opportunities for pedestrian and cycle travel The Institution of Highways and Transportation (IHT) publication Guidelines for Providing for Journeys on Foot [2000] describe acceptable walking distances for pedestrians without mobility impairment. They suggest that for commuters and school pupils, up to 500 metres is the desirable walking distance, up to 1,000 metres is an acceptable walking distance, and up to 2,000 metres is the preferred maximum walking distance In addition, recent guidance suggests the cyclists are typically prepared to cycle up to 5km for non-leisure journeys, such as those to school or work Figure 4 shows the pedestrian catchment area based on 2,000 metres walking distance from the centre of the site, via footways along the local highway network and via traffic free footpaths. As shown, the pedestrian catchment area includes the Broxtowe and Bilborough areas, and the associated employment, education, retail, health and leisure facilities within the Broxtowe area. All of these facilities would help reduce the need for residents to travel by car Figure 5 shows the cycle catchment area. As shown, a 5km distance from the centre of the site includes the western suburbs of Nottingham (Bilborough, Wollaton, Cinderhill, and Bulwell) as well as Nuthall and parts of Ilkeston, and the associated employment, education, retail, health and leisure facilities In terms of facilities local to the site, Figure 6 shows the nearby nursery, infant and primary schools. As shown, the Seagrave, Melbury, Portland, Westbury, Brocklewood, Mornington, and Horsendale Primary Schools are all within walking distance of the site, whilst the Shepherd and Glenbrook Schools are just beyond walking distance but within cycling distance Similarly, Figure 7 shows the nearby secondary schools and colleges. As shown, the Nottingham University Samworth Academy, Denewood Learning Centre, and Bilborough College are all within walking distance of the site. The remaining schools, including the Hadden Park High School, Trinity Catholic School, Woodland School and Manning School for Girls are just beyond 2km walking distance but within the 5km cycling distance Figure 8 shows the nearby employment, health and retail facilities within walking distance of the site. As shown, the employment includes NBP itself as well as Broxtowe Park Business Centre, in addition to several NCC departments and the 7

11 schools and colleges detailed above. The employment opportunities increase further within the 5km cycling catchment area, and include the University of Nottingham and the Queens Medical Centre (QMC). The health facilities include two health centres, a GP surgery and a dentist. The retail facilities within walking distance include a Co-op supermarket and several smaller convenience stores (including a Co-op, Spar and Premier). The retail facilities increase further within the 5km cycling catchment area The site is therefore well located for pedestrian and cycle trips in terms of distances to the nearby education, employment, health and retail facilities With regards to pedestrian and cycle infrastructure, there are wide, street-lit footways provided throughout the constructed parts of NBP, as well as a footway/cycleway that runs diagonally through the NBP and connects to Woodhouse Way to the north east of the proposed development site There is also a wide street-lit segregated footway/cycleway along the eastern side of the A6002 Woodhouse Way to the north-east of the site, which terminates at the existing TOUCAN crossing adjacent to the proposed development site. This was provided as part of the planning conditions for the consented NBP, and is shown in the aerial photographs in Figure 9, and the extract of NCC s Nottingham Cycle Map shown in Figure 10. Directly to the east, there is a wide footway With regards to crossing facilities, there are two TOUCAN crossings on the A6002 adjacent to the NBP site, as detailed in Section 3.2 and shown in Figure 9. These were constructed to discharge the planning conditions for the NBP The existing northern crossing includes appropriate dropped kerbs, tactile paving and guard railing, and accommodates pedestrian trips to and from the north. The southern crossing is smaller, but also includes appropriate dropped kerbs, tactile paving and guard railing. From the TOUCAN crossing, there is a narrow, unlit route connecting through to Lancaster Way. There are wide street-lit footways on both sides of Lancaster Way, which connect to a wider network of footways throughout the residential areas to the east of the site. As shown in Figure 9, Lancaster Way and the connecting routes are designated as roads recommended for cycling, and can therefore be used for trips to and from the east Overall, given the areas and facilities contained within acceptable walking and cycling distance of the site, and the existing pedestrian and cycle infrastructure provided along the desire lines, it is considered that there are good opportunities for pedestrian and cycle travel to and from the site. 8

12 3.4 Accessibility by bus The IHT publication Guidelines for Planning for Public Transport in Developments states that the maximum walking distance to a bus stop should not exceed 400 metres. However, the guidelines also note that the 400 metres walking distance should be treated as guidance, to be achieved where possible by services that operate at regular frequencies and along direct routes. It is more important to provide services that are easy for passengers to understand and are attractive to use than to achieve slavish adherence to some arbitrary criteria for walking distances Paragraph 3.81 of the 6C s Design Guide Highways, Transportation, and Development [November 2011], which is adopted by NCC and NsCC, notes that the walking distance should not be more than 800 metres As indicatively shown in Figure 13, there is one marked bus stop on Lawrence Drive within the NBP. This is in the form of a shelter with seating and timetable information, and is within 400 metres walking distance of the proposed residential development. The bus stop is served by the Worklink 3 (W3) service. The service is one-way, and runs from the city to the NBP in the morning peak period (arriving at 0725, 0745, 0815 and 0845 hours), and returns in the evening peak period (departing from NBP at 1531, 1601, 1645, 1715, 1745 and 1815 hours). Based on a review of the timetable, the existing morning journey takes 30 minutes, and the evening return journey takes 32 minutes. NCC have confirmed that the two buses that run this route are used elsewhere during the day In addition, the Service 33 routes directly passed the site on Woodhouse Way and into the NBP to stop at the bus stop on Lawrence Drive, and is thus within walking distance. Service 33 runs between QMC and Phoenix Park P&R, via Wollaton, Bilborough College and Assarts Farm. From the QMC, there are a number of bus services routing into the city centre, allowing onward travel. In addition, there are opportunities to use the tram to travel to and from the city centre, at Phoenix Park and Bulwell. The Service 33 runs at an hourly frequency in each direction, between 0645 and 1848 from Monday to Saturday In addition, as shown in Figure 13, there are bus stops on both Cranwell Road and Barwell Drive, directly to the east of the site, and within walking distance. These bus stops are in the form of a flag and pole, and are approximately 350 metres walking distance from the centre of the proposed residential development site on the southern half of the NBP. 9

13 3.4.6 These bus stops are served by the Local Link 3 (L3). Service L3 runs between the QMC and Strelley at a frequency of one bus per hour between approximately 0930 and 1630 hours Further east, there are also several bus stops on Flamsteed Road. Flamsteed Road acts a public transport corridor catering for a number of bus services. The bus stops on Flamsteed Road are approximately 750 metres walking distance from the centre of the proposed residential development site. Hence, in accordance with the 6C s design guidance, the bus stops are within walking distance of the majority of the site, although beyond the recommended 400 metres The bus stops are in the form of shelters with seating and timetable information, and include raised kerbs with tactile paving. Public transport users would be able to access the bus stops on Cranwell Road and Flamsteed Road via the TOUCAN crossing on the A6002, and along the footways on Lancaster Way The bus stops are served by Services 76, 77/77C/N77, and 78. The services run between the city centre and Strelley, with Services 77 and 78 being the most regular and frequent Service 77 runs every 7-10 minutes throughout the day from approximately 0500 to 2330 hours from Monday to Saturday (with the N77 running hourly through the night). The Service 77 runs at a 15 minute frequency on Sundays Service 78 runs every 15 minutes throughout the day from approximately 0630 to 2330 hours from Monday to Saturday. The Service runs at an hourly frequency on Sundays Overall, from Monday to Friday, there are limited bus services in the morning and evening peak periods within 400 metres walking distance of the site. This is because the W3 is one-way, whilst the L3 does not operate in the peak hours, and the Service 33 runs on an hourly frequency. However, there are in excess of 11 bus services, or one bus every 5 minutes, on Flamsteed Road, approximately 750 metres from the site. There are therefore some are opportunities for bus travel to and from the development. However, as noted by NCC, this must be improved as part of the proposed residential development. This is detailed further in Section 4. 10

14 3.5 Summary The proposed development site comprises the southern half of the consented NBP. The site is accessible by a range of sustainable travel modes. Given the areas contained within acceptable walking distance of the site, and the existing pedestrian infrastructure including footways and crossings, there are good opportunities for pedestrian travel. Similarly, given the areas contained within cycling distance and the existing cycle infrastructure, including off-road cycle routes and TOUCAN crossings, there are good opportunities for cycle travel between the site and the local area. In addition, there are some opportunities for public transport travel, with one bus per hour within 400 metres walking distance and approximately one bus service every five minutes within 750 metres walking distance of the site. There are a number of education, employment, health and retail facilities within walking and cycling distance of the site. As a result, the proposed development is well located for residential development Nevertheless, sustainable travel measures will be provided as part of the development proposals to increase the accessibility of the site for pedestrians, cyclists and public transport users. This is detailed further in Section 4. 11

15 4.0 PROPOSED DEVELOPMENT 4.1 Development proposals The development proposals comprise the replacement of 39,691sqm of consented employment use with up to 300 new residential dwellings on the southern half of the NBP site The proposed residential development will comprise a mix of 2, 3, 4, and 5 bedroom houses, including some affordable housing and elderly person s bungalows. A copy of the proposed development illustrative masterplan is contained in Appendix A It is understood that the proposed development will be constructed in phases, with a build rate of approximately 50 dwellings per year. It will therefore take approximately six years to complete the development. It is understood that the first phase of the residential development will be accessed from Woodhouse Way, and that the link road connecting through to Lawrence Drive will be built as part of phase 3 to Parking Given that the application is outline only, it is not necessary to specify the exact number of allocated and unallocated car parking spaces that will be provided as part of the residential development Nevertheless, the car parking provision will be provided in accordance with the likely car parking demand, to prevent any unnecessary on-street parking within the site and any off-site parking The forecast parking demand will be calculated using the Department for Communities and Local Government Residential Car Parking Research (May 2007), as required in the 6C s Design Guide Highways, Transportation and Development (November 2011). This method calculates the likely car parking demand based on the dwelling size, type and tenure, the location and local levels of car ownership, and the number of allocated and unallocated parking spaces In accordance with NCC s guidance, consideration will be given to the provision of charging points for electric vehicles, should this be required in the future. This 12

16 would be designed with advice from NCC, and could be implemented with the funding support that is potentially available In addition, the majority of houses will have garages and space to provide secure cycle parking. 4.3 Access As shown in the masterplan contained in Appendix A, the proposed development will be accessed via the existing Woodhouse Way/Lawrence Drive/Mellors Way roundabout, and via a new traffic signal controlled T-junction on Woodhouse Way. The two accesses will be connected via an internal link road The proposed Woodhouse Way/site access signal controlled junction is shown in Drawing WBP/274/001 revision P3. As shown, the junction will include pedestrian crossing facilities on the site access and Woodhouse Way (N) arms. The site access arm will also include a 45m cycle lead-in lane and advanced cycle stop line. Cyclists travelling to and from the north and south will therefore be able to use the advanced cycle stop line and cycle on the Woodhouse Way carriageway In addition to the main site access junctions and the internal link road, a smaller, low-key junction is proposed on Lawrence Drive, in the vicinity of the existing public right of way. As discussed and agreed with NCC, this route will provide a shared surface arrangement, and will be lightly trafficked with limited access taken from it. 4.4 Sustainable travel As part of the development proposals, footways will be provided on both sides of the internal link road. These will connect to the existing infrastructure on Lawrence Drive and, via a new crossing, on Woodhouse Way. Away from the main spine road, the proposed development will include roads with footways on one side only, and roads with a shared surface arrangement The proposed Woodhouse Way/site access signal controlled junction will include pedestrian crossing facilities, with dropped kerbs and tactile paving on the Woodhouse Way (N) and site access arms. 13

17 4.4.3 In addition, a pedestrian only route will be provided through to Lawrence Drive, to facilitate both pedestrian journeys and journeys to and from the existing bus stop on Lawrence Drive As part of the development proposals, it is also proposed to provide funding towards improved bus services at the site. The public transport improvement strategy is based on discussions held with NCC s Public Transport Officer, Mark Garlick, between February and May As a result of these discussions, it is proposed that as part of the development proposals, funding will be provided to improve the W3 so that it runs on a twoway basis in the peak periods, at an approximate frequency of one bus every 30 minutes. The W3 will also be extended to run on a two-way basis throughout the day (i.e. the inter-peak between 0900 and 1600 hours), at a frequency of one bus per hour. The improved W3 will be diverted along the link road through the site, and will be a benefit to both new residents at the development, and existing bus users along the length of the W3 route The proposed funding will be provided for two and a half years from first occupation, and build upon the existing funding already provided as part of the NBP development, as well as the funding currently provided by NCC to support the existing service. Based on the calculations of likely revenue generation (both within the development and from public transport users along the length of the W3 bus route), the W3 will be fully commercial (self-funding) at the end of the funding period In addition, as part of the public transport improvement strategy, it is proposed to maintain the Service 33 at its existing frequency, but to divert it through the site once the internal link road has been built (instead of routing up and down Lawrence Drive as currently occurs) As a result of these improvements, there will be a total of three bus services per hour (approximately one every 20 minutes) in the peak periods, and two bus services per hour (approximately one every 30 minutes) running through the development and thus within 400 metres of every new dwelling In addition to the bus contributions, one pair of bus stops, with raised kerbs, shelters, seating and timetable information will be provided within the development site to ensure that every dwelling is within 400 metres walking distance of a bus stop. These bus stops will allow access to both the W3 and the 14

18 33. Until the link road comes forward, a temporary bus stop will be provided on Woodhouse Way to accommodate bus users within the first phases of the development. This will include appropriate dropped/raised kerbs, and a shelter with timetable information. Once the link road has been constructed, this bus stop will be removed In accordance with NCC s guidance, in order to help reduce the need for residents to travel, consideration will be given to the provision of high speed broadband within the dwellings. This would allow residents to work at home/undertake home shopping etc and thus reduce the need to travel In addition, in accordance with NCC s guidance, consideration will also be given to the provision of not at home delivery schemes. This could comprise individual or communal areas where deliveries can be left securely when the resident is not able to receive them in person. 15

19 5.0 TRIP GENERATION AND MODAL SPLIT 5.1 Introduction As detailed in Section 1, residential Travel Plans are concerned with origin-based travel, with journeys made from a single origin (home) to multiple and changing destinations, with the time, destinations and travel mode all varying Nevertheless, there will be four main types of journeys made to and from the development, as follows: journeys from home to work journeys from home to education journeys for leisure/recreation purposes, including non-food shopping journeys from home to food shops. 5.2 Vehicle trips The Transport Assessment identified that the proposed development would generate the following peak hour vehicle trip rates (per dwelling): 0800 to 0900 hours arrive depart two-way 1700 to 1800 hours arrive depart two-way Based on these trip rates, the proposed development with 300 dwellings, could generate the following vehicle movements: 0800 to 0900 hours 53 arrive 157 depart 210 two-way 1700 to 1800 hours 149 arrive 107 depart 255 two-way However, these figures do not take into account the effect of this Travel Plan on the vehicle trip generation of the site. 5.3 Modal split and person trip generation Using the mode of travel to work data from the 2011 National Census, the Transport Assessment suggests that the following modal split will occur at the residential development: pedestrians 7.0% cyclist 2.2% bus 14.5% tram 1.7% 16

20 train 0.4% motorcycle 0.9% taxi 0.5% vehicle drivers 67.1% vehicle passengers 5.7% Based on this modal split, the proposed development with 300 dwellings, would generate the following peak hour two-way person trips: Car driver Passenger Motorcycle Bus Train Tram Bicycle On foot 67.1% 6.2% 0.9% 14.5% 0.4% 1.7% 2.2% 7.0% The above modal split and person trip generation does not take into account the effects of this Travel Plan. Nevertheless, it is considered that the existing and proposed routes in and around the site would be able to accommodate the increase in pedestrian, cycle and public transport movements. 17

21 6.0 TARGETS 6.1 Introduction Section detailed the likely modal split and person trip generation of the development. The modal split shows a car driver proportion of 67.1%, and a single occupancy car driver proportion of 60.9% (= 67.1% - 6.2% passengers) However, there is significant evidence to suggest that Travel Plans, and the promotion of sustainable travel modes, have a significant impact on the modal split of a development and the proportion of car trips Section Four of DfT s Guidance on the Assessment of Travel Plans (December, 2005), is entitled Developing credible Travel Plan targets. Paragraph 4.4 of the guidance states that once the baseline modal split has been established, i.e. the modal split that would occur if there was no Travel Plan in place, (as detailed in Section 5.3.1), the next step is to establish how the Travel Plan could reduce car use The guidance notes that a strong relationship exists between the potential for changes to the modal split and the measures and incentives proposed in the Travel Plan, and therefore provides guidance on the setting of appropriate and realistic targets. The relationship is as follows: a plan containing only marketing and promotion is unlikely to achieve any modal shift a plan with the above plus car sharing and cycle measures could achieve a 3-5% reduction in drive alone commuting a plan with the above measures plus discounts on public transport, works buses, additional public transport links, could achieve around a 10% reduction the combination of all of the above measures plus disincentives to car use could achieve a 15-30% reduction in drive alone commuting The guidance notes that only in very exceptional cases will the reduction be greater than this. The document that this quote is taken from has since been archived. Nevertheless, it is considered that the research findings are still relevant, and that it helps put the targets proposed in this report into context In addition, reference was made to the more recent The Effects of Smarter Choice Programmes in the Sustainable Travel Towns report (February, 2010). In 18

22 summary, Darlington, Peterborough, and Worcester implemented a programme of measures between 2004 and 2009 with the aim to reduce car use. A key finding was that car driver trips per resident of the three towns together fell by 9% between 2004 and Proposed targets In line with the above research, the following targets will be in place from the outset: Target 1 - The development will have 100% Travel Plan awareness (this is detailed further in Section below) Target 2 - The development will promote the opportunities and benefits of sustainable modes of travel, with the aim to achieve a 15% reduction in the single occupancy vehicle car driver modal share, by the end of the five year post occupation monitoring period With regards to Target 1, every resident between the age of 16 and 74 years is to be aware of the objective of the Travel Plan, how to contact their Travel Plan Coordinator, and that the Travel Plan Co-ordinator can advise residents on alternative travel options for all types of journeys, within two weeks of moving to the development With regards to Target 2, the 15% reduction in the single occupancy vehicle trips will be complimented by an increase in the proportion of walking, cycling, public transport and car sharing travel modes, and also by a reduction in overall travel To quantify, a 15% reduction in the 60.9% single occupancy vehicle car driver modal share will equate to a 9.1% reduction, and thus a single occupancy car driver modal share of 51.7% In terms of vehicle trip generation, a 15% reduction in the number of single occupancy car trips will equate to the following maximum number of single occupancy car trips being generated by the 300 dwellings, calculated as follows: AM PM Arrive Depart 2-way Arrive Depart 2-way Vehicle trip generation from Section 5 (includes vehicles with passengers) Total number of vehicles with passengers (modal split from Section 5.3.1) Total number of single occupancy vehicles (excluding vehicles with passengers) Total number of single occupancy vehicles with 10% reduction in place Number of single occupancy drivers shifted

23 7.0 MEASURES AND INCENTIVES 7.1 Introduction As concluded in Section 3, the site is in a sustainable location, with opportunities for travel by foot, cycle, and public transport. As detailed in Section 4, the provision of footways through the site, an additional pedestrian crossing on Woodhouse Way at the proposed site access junction, and the provision of a new bus service through the site and bus stops within the site will further improve this In addition, to these hard measures, further soft measures will be implemented by the Developers prior to and during occupation, in order to promote and further support the use of sustainable travel modes, including walking, cycling, public transport use, and car sharing. As detailed in Section 1, the measures focus on providing residents with the appropriate information to empower them to make informed decisions about their travel choices This promotion will be undertaken in a sensitive manner, so that it is not viewed as oppressive by residents, but rather as a helpful, informative process which allows them to make informed decisions on their selected transport mode and the benefits of each mode. This is vitally important in order to avoid any potential for residents to view this process as overbearing and intrusive. 7.2 Developer commitments The following measures will be funded and implemented by the Developers during the construction process and prior to occupation: Appointment of the Travel Plan Co-ordinator, to co-ordinate the implementation and monitoring of the Travel Plan. The Travel Plan Coordinator role will be undertaken by a Sales Advisor. The role will commence when the construction of the first residential dwelling begins until one year after the occupation of the final dwelling. The Travel Plan Co-ordinator will therefore be involved throughout the construction, marketing, sale/rent, and occupation processes. The Travel Plan Co-ordinator will then give a Travel Plan briefing to all other sales/marketing staff associated with the development. This will involve the Travel Plan Co-ordinator explaining the Travel Plan and the travel opportunities at the site to their other sales/marketing staff, so that they can also inform all potential residents about the Travel Plan process, and answer 20

24 any questions that they may have. This will help to ensure that the residents are fully aware of the Travel Plan process when they buy/rent the dwellings. The Travel Plan will be promoted in the marketing and promotion of the site. The green transport credentials of the site will be sold as an attractive benefit for new residents. Provide funding for travel welcome packs for each household, containing walking, cycling and public transport information, to promote the use of these modes, and also where possible, reduce the need to travel. The travel welcome packs will be compiled by the Travel Plan Co-ordinator prior to first occupation, and issued by the Travel Plan Co-ordinator to residents on occupation, as detailed in Section 7.3. Provide funding for each household that has purchased a dwelling to be supplied with a voucher for two free six month public transport passes (for example, Kangaroo passes, which are multi-modal and suitable for bus, tram and train travel). Given the nature of the targets proposed within this Travel Plan, the vouchers will only be issued to households that could realistically use public transport for their journeys to and from work or school in the morning and evening peak periods. 7.3 Travel Plan Co-ordinator commitments The following measures will be undertaken by the Travel Plan Co-ordinator following occupation, in order to maintain Travel Plan promotion and awareness raising: Induction sessions for new households. o Each newly occupied home will receive a voluntary induction visit, at which their Travel Plan Co-ordinator makes contact, takes the householders through the travel opportunities of the site, and explains about the Travel Planning process. o The Travel Plan Co-ordinator will also explain how households in the newly purchased dwellings can request the voucher the two free six month public transport passes. This includes explaining that the voucher scheme is available to households that could realistically use public transport to travel to and from work or school in the morning and evening peak periods. 21

25 Travel Welcome Packs, given to residents by the Travel Plan Co-ordinator upon occupation. These will be funded by the Developer 1, and produced by the Travel Plan Co-ordinator: o Promotional information on the benefits of walking, cycling, public transport use, and car sharing, and the social, environmental and economic costs of each mode. o A pedestrian route map to key destinations, such as local shops and schools etc, with distances and journey times. o A cycle route map to key destinations, with distances and journey times. The map will also show the location of any public cycle parking facilities. o Public transport information, including a bus route map, and the latest bus and rail timetables. The Welcome Pack will also include details of the range of tickets available, and the costs of these tickets. Contact details where further information can be obtained, including website addresses, will also be included. o Contact details and a location map showing local car hire firms, and taxi companies, based on postcode information. o Information about the benefits of car sharing, and references to the excel spreadsheet on which calculates how much individual s spend on motoring, and how much they would save by car sharing. o Advertise details of relevant car share schemes, such as and o Contact details of local supermarkets and retail outlets that provide a home delivery service. This would result in a reduction in the need to travel. o Information about home working and home shopping. o Contact details of the Travel Plan Co-ordinator, and NCC s Travel Plan Officer To facilitate continued promotion and awareness raising, the Travel Plan Coordinator will also act as a point of contact for all residents and visitors requiring information. The Travel Plan Co-ordinator will promote national events, such as national bike to work week and walk to work day. Where necessary, the Travel Plan Co-ordinator will direct residents to contact NCC s Travel Plan Officer for 1 Funding will be provided by the developer, but as stated within NCC s guidance some assistance in the form of access to existing services and marketing material may be available from Nottingham City Council, partners and transport operators. 22

26 further information and advice. The Travel Plan Officer s contact details are as follows: Matthew Price Nottingham City Council 4 th Floor Loxley House Station Street Nottingham NG2 3NG Tel: matthew.price@nottingham.gov.uk 23

27 8.0 IMPLEMENTATION AND MONITORING 8.1 Implementation The Travel Plan Co-ordinator will initially be responsible for introducing the Travel Plan to the prospective/confirmed residents. Full contact details of the Travel Plan Co-ordinator, including their name, addresses (postal and ) and telephone number, will be supplied to NCC as soon as they are appointed. NCC will be informed of any changes to the Travel Plan Co-ordinator contact details, which may occur for whatever reason The role of the Travel Plan Co-ordinator, which will begin from the date construction first begins until one year after the occupation of the final dwelling, will be to: promote the Travel Plan to potential and confirmed residents; act as a point of contact for all residents and visitors requiring information represent the human face of the Travel Plan explaining the purpose and the opportunities on offer, including the travel welcome packs and the induction sessions; and take a key role in the monitoring and review of the Travel Plan The Travel Plan Co-ordinator will also need to: liaise with sales and marketing staff regarding the Travel Plan, so that they can also promote it as a positive extra benefit for new residents; liaise with sales and marketing staff so that they are fully informed each time a dwelling is sold/rented, and when the new household will move in, in order to allow them to arrange the induction session/delivery of the travel welcome pack; liaise with the Travel Plan Co-ordinator at the NBP In accordance with NCC s guidance, to assist in the management of a successful Travel Plan, the transition of ownership and responsibility should be planned prior to site occupation. Whilst the developer may not remain involved in the day to day operation of the travel plan following occupation, they will remain ultimately responsible for its success or failure. Therefore, towards the end of their role, the Travel Plan Co-ordinator will seek to establish a Travel Plan Steering Group, to demonstrate ongoing community responsibility for sustainable travel. The Steering Group will be created to allow the residents to continue to pursue the sustainable travel objectives and services long after the Travel Plan Co-ordinator role ceases (one year after last occupation). It is envisaged that the Steering 24

28 Group will comprise local residents, and a representative from NCC will also be invited to join. Given that this Travel Plan focuses on providing residents with information to make informed decisions, any measures and incentives required to achieve and maintain a positive modal split and a reduced number of vehicle trips will be minimal. Therefore, the role of the Steering Group will mainly be to coordinate the monitoring and review strategies, and produce the Annual Monitoring Reports (see Section 8.2). 8.2 Monitoring The majority of measures to reduce car use, and promote walking, cycling, public transport, and car sharing will be in implemented during the construction process, or within one month of occupation. This will allow residents to assess the potential to travel by alternative modes of travel, and allow a sustainable travel culture to emerge from the start In order to monitor the Travel Plans, travel surveys will be undertaken at each household within three months of their occupation. They will therefore be undertaken as part of a wider post-occupation survey process undertaken by the Travel Plan Co-ordinator to ensure that they receive feedback on the development from the new occupants. This will be more efficient and result in a higher response rate than waiting until one year after initial occupation The surveys will be produced by the Travel Plan Co-ordinator, and would determine the baseline modal split and travel patterns of each household, and thus at the site as a whole, the uptake of any measures and incentives proposed in this Travel Plan (including the uptake of the voluntary induction visits, and the free vouchers), and help identify any further measures that need to be investigated and proposed A monitoring report will be compiled by the Travel Plan Co-ordinator once 50 dwellings are occupied, using the results of the surveys completed to date The surveys and monitoring report will then be completed again in a neutral month the following year and on an annual basis for five years, and the results summarised and issued to NCC. The report will include an introduction, the annual survey results including analysis of trends against previous years, and brief details of measures implemented throughout the year The Monitoring Reports and hence details of the survey results will be issued to the residents by the Travel Plan Co-ordinator to ensure residents are aware of the progress being made by the Travel Plan. This will also help to ensure that 25

29 residents are engaged in the plan and encouraged to take on increasing responsibility for its delivery Remedial measures could be implemented in the event of a shortfall in the progress towards agreed targets. These could include: extending the role and responsibilities of the Travel Plan Co-ordinator; relaunching the Travel Plan; providing additional promotional activities to promote sustainable travel; and other Travel Plan measures. However, such measures should not be required because, as detailed in Section 1, a Travel Plan is a living document, and therefore, in accordance with DfT s guidance, effective review mechanisms should enable the plan to be adjusted and avoid the need for invoking any default mechanisms or resorting to enforcement action. 26

30 N Consented Nottingham Business Park site Land for proposed residential development 1km Project Title WOODHOUSE PLACE, NOTTINGHAM General site location BWB Consulting Ltd Fifth Floor Waterfront House 35 Station Street Nottingham NG2 3DQ Tel: FAX: Project No. Drawn Checked Scale Drg. No. WBP474 RE Approved DAC PW Date AS SHOWN FIGURE 1

31 WOODHOUSE WAY N Consented Nottingham Business Park boundary Land proposed for residential development 250m Project Title WOODHOUSE PLACE, NOTTINGHAM Detailed site location BWB Consulting Ltd Fifth Floor Waterfront House 35 Station Street Nottingham NG2 3DQ Tel: FAX: Project No. Drawn Checked Scale Drg. No. WBP474 RE Approved DAC PW Date AS SHOWN FIGURE 2

32 N Consented Nottingham Business Park boundary (79,091sqm consented but only 17,900sqm built so far) Indicative areas for consented B1 development to be built (21,500sqm forthcoming) Land proposed for residential development (300 dwellings proposed to replace 39,691sqm consented B1 development) Project Title WOODHOUSE PLACE, NOTTINGHAM Aerial photograph BWB Consulting Ltd Fifth Floor Waterfront House 35 Station Street Nottingham NG2 3DQ Tel: FAX: Project No. Drawn Checked Scale Drg. No. WBP474 RE Approved DAC PW Date AS SHOWN FIGURE 3

33 20 N 11 1, 3, 16, , SITE 5, KEY 4, 13, 18, 19 Slight Serious Fatal 7, 9 Project Title WOODHOUSE PLACE, NOTTINGHAM Location of recorded PIAs BWB Consulting Ltd Fifth Floor Waterfront House 35 Station Street Nottingham NG2 3DQ Tel: FAX: Project No. Drawn Checked Scale Drg. No. WBP474 RE Approved DAC PW Date AS SHOWN FIGURE 4

34 N 2km Land proposed for residential development Project Title WOODHOUSE PLACE, NOTTINGHAM Pedestrian catchment area BWB Consulting Ltd Fifth Floor Waterfront House 35 Station Street Nottingham NG2 3DQ Tel: FAX: Project No. Drawn Checked Scale Drg. No. WBP474 RE Approved DAC PW Date AS SHOWN FIGURE 5

35 N 5km SITE Project Title WOODHOUSE PLACE, NOTTINGHAM Cyclist catchment area BWB Consulting Ltd Fifth Floor Waterfront House 35 Station Street Nottingham NG2 3DQ Tel: FAX: Project No. Drawn Checked Scale Drg. No. WBP474 RE Approved DAC PW Date AS SHOWN FIGURE 6

36 N 7 8 KEY Consented Nottingham Business Park boundary 1. Seagrave Primary School 2. Melbury Primary School 3. Westbury School (7-16yrs) 4. Brocklewood (Nursery, Infant and Junior Schools) 5. Shepherd School 1 6. Glenbrook Nursery and Primary School Land proposed for residential development 7. Mornington Primary School 8. Horsendale Primary School 9. Portland Primary School (just south of Bilborough College) km Project Title WOODHOUSE PLACE, NOTTINGHAM Local primary schools BWB Consulting Ltd Fifth Floor Waterfront House 35 Station Street Nottingham NG2 3DQ Tel: FAX: Project No. Drawn Checked Scale Drg. No. WBP474 RE Approved DAC PW Date AS SHOWN FIGURE 7 6

37 N KEY 1. Hadden Park High School 2. The Trinity Catholic School 3. Woodland School (3-16yrs) 4. Manning School for Girls 5. Ellis Guildford School 6. Nottingham University Samworth Academy (11-19yrs) 7. Bilborough College 8. Denewood Learning Centre (5-18yrs) 5 Land proposed for residential development 2km km Project Title WOODHOUSE PLACE, NOTTINGHAM Local secondary schools and colleges BWB Consulting Ltd Fifth Floor Waterfront House 35 Station Street Nottingham NG2 3DQ Tel: FAX: Project No. Drawn Checked Scale Drg. No. WBP474 RE Approved DAC PW Date AS SHOWN FIGURE 8

38 KEY N Premier Supermarket Strelley (convenience store) 2. Co-op supermarket 3. Woodfield Stores (convenience store) 4. Spar 5. Nottingham Business Park 6. Broxtowe Park Business Centre 7. RHR Medical Centre 5 8. Doctors surgery 9. Strelley Health Centre 10. Smilestyle Dental Centre 6 7 Land proposed for residential development m Project Title WOODHOUSE PLACE, NOTTINGHAM Retail, employment and health facilities BWB Consulting Ltd Fifth Floor Waterfront House 35 Station Street Nottingham NG2 3DQ Tel: FAX: Project No. Drawn Checked Scale Drg. No. WBP474 RE Approved DAC PW Date AS SHOWN FIGURE 9

39 N Footway/cycleway Land proposed for residential development 500m Project Title WOODHOUSE PLACE, NOTTINGHAM Pedestrian/cycle infrastructure BWB Consulting Ltd Fifth Floor Waterfront House 35 Station Street Nottingham NG2 3DQ Tel: FAX: Project No. Drawn Checked Scale Drg. No. WBP474 RE Approved DAC PW Date NTS FIGURE 10

40 N Land proposed for residential development Project Title WOODHOUSE PLACE, NOTTINGHAM Extract of NCC s cycle map BWB Consulting Ltd Fifth Floor Waterfront House 35 Station Street Nottingham NG2 3DQ Tel: FAX: Project No. Drawn Checked Scale Drg. No. WBP474 RE Approved DAC PW Date AS SHOWN FIGURE 11

41 N KEY 28/N28 SITE 33 35/35B c N77 78 L3 L11 W3 Bus stops Project Title WOODHOUSE PLACE, NOTTINGHAM Local bus services BWB Consulting Ltd Fifth Floor Waterfront House 35 Station Street Nottingham NG2 3DQ Tel: FAX: Project No. Drawn Checked Scale Drg. No. WBP474 RE Approved DAC PW Date AS SHOWN FIGURE 12

42 E E E F G F G F G H H H WILSON BOWDEN DEVELOPMENTS NOTTINGHAM BUSINESS PARK PROPOSED SIGNAL CONTROLLED ACCESS FROM WOODHOUSE WAY PRELIMINARY WBP/474/001 P3

43 APPENDIX A PROPOSED DEVELOPMENT ILLUSTRATIVE MASTERPLAN

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45 1