Weddle Landscape Design
LANDSCAPE ARCHITECTURE
ENVIRONMENTAL PLANNING
27 Wilkinson Street, Sheffield S10 2GB
Tel (0114) 275 7003
Fax (0114) 275 2884
E-mail
Weddles@dial.pipex.com
HERIOT WATT UNIVERSITY
RICCARTON CAMPUS
GREEN TRAVEL PLAN
JULY 1999
CONTENTS
1.
INTRODUCTION
1.1 Lothian Structure Plan
1.2 Towards a Green Travel Plan for Heriot Watt
1.3 Location
1.4 Movements
1.5 Future expansion
1.6 Green Travel Plan Committee
2.
WALKING / CYCLING
2.1 The Existing Situation
2.2 Future Policy
3.
PUBLIC TRANSPORT
3.1 The Existing Situation
3.2 Future Policy
4.
PRIVATE CAR
4.1 The Existing Situation
4.2 Future Policy
5.
ESTATE VEHICLES
5.1 The Existing Situation
5.2 Future Policy
6.
PREDICTED EFFECTS
7.
CONCLUSION
APPENDICES
Principal Mike F Browell BA MA MLI MI Hort
Founded 1957 by Professor Arnold Weddle PPLI
Division of Landscape Research Office Limited
Company No 2032419 Registered Office as above
VAT NO 173 1366 72
Weddle Landscape Design
LANDSCAPE ARCHITECTURE
ENVIRONMENTAL PLANNING
27 Wilkinson Street, Sheffield S10 2GB
Tel (0114) 275 7003
Fax (0114) 275 2884
E-mail
Weddles@dial.pipex.com
HERIOT-WATT UNIVERSITY
GREEN TRAVEL PLAN
JUNE 1999
1.
INTRODUCTION
1.1 Lothian Structure Plan/Rural West Edinburgh Local Plan
According to the Lothian Structure Plan 1994, clause TP22A
"Councils will invite developers and employers at large scale out of
Centre Business/work and new residential locations to jointly
review the scope for alternative forms of transport to the private
car for journeys to work"
As a major employer at a large scale ‘out of centre’ location, Heriot-Watt
University should set a lead.
This report describes the existing situation, future policy and predicted
effects of a Green Transport Plan.
It is the starting point for internal discussion, and for ongoing dialogue
with the local authority. The objective is for a University wide policy,
providing guidance for all future developments subject to an annual and
agreed review.
Rural West Edinburgh Local Plan was published for consultation in June 1999.
It states that a Green Travel Plan may be required to be submitted for any
development in the North West Fields, ‘setting out how transport demand would
be managed to minimise car trips and maximise public transport usage by
occupants’.
1.2 Towards a Green Travel Plan for Heriot Watt University
Heriot Watt needs to develop an overall policy on travel and transport.
This policy should:Comply with overall Environmental Policy
Be part of Estate Strategy
Promote an environmentally responsible approach to transport issues
Work in partnership with other initiatives
The Green Travel Plan should incorporate the views of all transport users,
and to acheive this, a Green Travel Consultative Group should be formed,
possibly reporting to the Site Conservation Committee.
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1.3 Location
Heriot-Watt University is situated in the Edinburgh Green Belt to the west of
the city. Student, staff, support workers and Research park staff numbers
have risen to 7750 since 1968 as city centre facilities have been relocated
to the out of centre campus. The main transport modes for staff and students
have been buses and private cars. Several city bus routes terminate on the
campus and car parking has been provided with each new development on campus.
The Research Park has developed with a one to one space provision for cars.
Rail transport links are possible from Curriehill Station, situated one
kilometre from the campus. A shuttle bus has been provided in the past but
was not popular.
1.4 Movements
People movements to and from the campus are not the same as a traditional
office complex. Some of the Research Park runs on the model of a 9-5pm
working day but the University campus is very different.
Of a student full time population of 4750, 1750 students live on the campus.
They do not commute, and move within the campus by foot or occasionally by
bicycle. Travel by this group out from the campus is more likely in the
evenings and at weekends. Bus and car are the usual means of travel though a
small number use bicycles. Train or taxis are less commonly used.
3000 students live off campus, mainly in Edinburgh, and travel in at varying
times during the day for lectures and sometimes in the evenings for special
events. There are no set travel times though possibly the greatest numbers
travel in around l0am after the city rush hour and travel back before or
after the evening rush.
Similarly academic staff vary in their travel patterns, while most support
staff travel in during office hours 9-5pm. Others work shift systems.
There are 2000 car spaces on campus and 1000 car spaces on the Research Park.
If it is assumed that 10% of students resident on campus have a car, and that
all car parking spaces are used, journeys can be calculated.
From a total 2000 car spaces, 175 are occupied by resident students, so 1825
cars arrive daily. All 1000 car spaces are used daily on the Research Park.
A total of approximately 2825 cars gives 5650 car movements (in and out) each
day.
There are 6000 people commuting to campus daily. Assuming some car sharing
(50%), then 3750 come by car. The remainder, 2250 come mainly by bus, a
small number by bike, and a smaller number walk or come by train and taxi.
Approximate figures are:Resident on campus, non commuting
Car
Bus
Bike
Walk/Train/taxi
1750
3750
1850
300
100
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These figures need verification.
1.5. Future Expansion
Heriot-Watt University will continue to expand. Student numbers could rise
to over 9500 by the year 2025 and staff to almost 3000. Research Park
employment may increase.
The Riccarton campus works very well as a terminus to several bus routes. It
is noted that new transport modes are proposed to service developments not
too far from the campus, notably a rapid transport system to the airport and
new train stations at South Gyle/Sighthill and Gogar/Maybury.
1.6 Green Travel Plan Committee
It is advised that the University creates a committee to take on the
formulation and annual review of a Green Travel Plan. This will inevitably
be more important as time goes by and will assist in providing the University
with ‘Green’ credentials in the future. It will be important to ensure that
the Estate Office is a member of this committee. The committee should
include representation from University interest groups, student and staff
groups, Research Park representation, and invite outside expertise from local
authority and transport companies. The Committee should be briefed on
current national guidelines.
2.
WALKING / CYCLING
2.1 The Existing Situation
The university development concept adopted at commencement was a strong
central footpath network linking academic in the north and south through the
Core with residential off to the east, and later west. These are dedicated
footpaths with emergency vehicle access only. Several are very wide and
shared with cycles.
The Hermiston Walk main dedicated footpath/cycleway runs north from the
campus along the original north drive to bus stops on the A71.
A loop footpath has been developed around the perimeter through the existing
and new woodlands.
Cycling provision has only become a more important issue quite recently. The
major footpath from the A71 now has a delineated cycleway. Cycle shelters are
now incorporated at each new residential block.
2.2 Future Policy
Continue to maintain a traffic free zone in the central campus area.
A shelter for cycles should be provided at every residence by the year 2002.
A main secure cycle shelter close to the sports facilities with access to
showers for cyclists would be desiraeble.
Traffic calming within the campus for safe cycling on all roadways.
Cycle shelters close to academic blocks on north side of campus.
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Extend pedestrian/cycleway from A71 north to the new interchange at
Gogar/Maybury and the new station proposed at South Gyle/Sighthill. This
would include links to the main canal route east-west, the A8 route and north
to the Forth Road Bridge.
Create a safer pedestrian/cycle route south to the existing station at Currie
and along the C class road to Dalmahoy Mains.
Seek a route supported by the local authority to link to the long distance
cycle network to Livingston.
Make a link from the south east corner of the campus to the pedestrian /cycle
network south to Currie and the Water of Leith route into Edinburgh, and west
into Wester Hailes.
Close to the University a park and ride system is proposed with a major car
park located to the north east of the Research Park. A safe pedestrian/cycle
route to the express bus stop would be desirable.
The University could consider
University of Portsmouth has.
depots around the city sites,
a bike from a rack and return
3.
a cycle pool on the campus such as the
This scheme has 150 cycles located at three
staff and students have smart cards to release
it when they have finished.
PUBLIC TRANSPORT
3.1 The Existing Situation
Several bus routes to and from the city terminate at the James Watt Centre on
the Riccarton Campus including an express route. Shelters are provided. There
is a bus stop at Hermiston Walk on the A71, and another on Riccarton Mains
Road by the Research Park.
There is a rail station at Currie approximately a kilometre distance from the
south-west corner of the campus for local trains to Edinburgh or west through
Livingston.
Campus runs mini buses for groups of students travelling together for field
trips etc.
3.2 Future Policy
Lothian's strategy in their Moving Forward document is to increase journeys
by public transport from 34% to 41% by 2010. A key part of this policy is
the bus network.
Provide clean bus interchange facility close to James Watt Centre with
shelter, shopping, cycle lock-ups, information and notification of when next
bus is due. Interactive intelligent information boards would be appropriate
for a University site.
Provide shelters at the A71 stops and a safe crossing point. A bridge is
planned when the A71 is duelled. It would be important to ensure that this
bridge is pedestrian and cycle friendly.
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Create full loop road through campus and introduce bus stops for the West
Student Village residences and Research Park.
CERT, Central Edinburgh Rapid Transport busway is proposed to pass through
Wester Hailes, South Gyle and Edinburgh Airport. The campus and research park
has a potential travelling population of 4750 students and 1500 staff rising
to 9500 students and 3000 staff by 2025. The campus must be connected at some
time to this rapid transport route to and from the city. A suggestion would
be to create a spur servicing the Park and Ride, the Research Park and the
University. This can only be possible when a campus wide policy on car
parking control is in effect.
Promote new bus routes or modified existing ones to access potential users.
For example direct links created with hospitals, airport, leisure centres and
country sites.
Potential for use of minibuses to shuttle students and staff between campus
sites including Galashiels.
Safer pedestrian and cycle connection to Curriehill Station with secure cycle
store at station. Bus route to station as part of modified bus route.
The University should be able to negotiate reduced rates for season tickets.
According to the DETR Green Transport Plan Guide, Hewlett Packard, South
Queensferry has negotiated a 45% weekly season ticket discount with Scotrail.
Edinburgh Chamber of Commerce has negotiated a 10% annual season ticket
discount with bus operator LRT for ten large local employers.
Other large employers in the locality may have plans that would be worth
joining or partnering. According to the DETR Green Transport Plan Guide
Midland Bank (HSBC) at Edinburgh Park is looking to secure its own bus
service to Livingstone. A scheme like this could be partnered so that a bus
links Livingstone with the University and Midland Bank.
4.
PRIVATE CAR
4.1 The Existing Situation
Cars may freely enter the campus and parking is unrestricted in the Main
Entrance larger car parks. Other car parks closer to the Central Area and
academic buildings have been partly allocated to staff. Some car parks are
barrier controlled.
Parking is discouraged on most roadways. Vehicle access to some residences is
only possible when barriers are opened.
Students have no restriction on use and parking of cars. Permits allow use
of the larger car parks at the edges of the campus. Car parking ratio at
present is 1 space to 3 students/staff.
Research Park employees are all provided with off road car parking spaces.
4.2 Future Policy
A large commercial Park and Ride site is currently proposed on the NE corner
of the campus. This would not be controlled by the University, and will
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prompt changes of car management at Riccarton. There is a clear possibility
that city commuters may use the campus and Research Park for free parking.
Some parking areas should be dedicated to certain uses such as Conference and
Sports Centre and others will be allocated to individual staff.
Progressively other Central Area car parks should become Pay and Display for
short-term use and for visitors.
Students parking should become more restricted to perimeter spaces.
Future residential sites might can become car free residential areas (for
example the south-west corner where the campus is much quieter) with similar
privileges afforded to students as in city car free areas, more open space,
high quality landscape/garden provision.
Car usage with more than one occupant should be encouraged. This might be by
establishing car sharing for trips to other Heriot Watt sites and the city.
Create passenger pick up point on campus and a recognised city centre meet up
point.
Aim for reduction of car space provision ratio from 1:3 to 1:5 staff/students
by 2025.
Introduction of car park permit system for staff and students. Staff initial
reaction to paying for a permit may be negative. If this is introduced,
charges might be low and the funds used to improve services.
Research Park future car space provision to be less rigidly kept 1:1.
Car parking for disabled users in all locations.
University relocation packages can be so managed that for new employees there
is a more generous package for moving to within 5 miles radius of the
university than within 20 miles.
Car mileage rates for University travel should be reconsidered. This could
be changed to a flat rate regardless of engine size. More radically the
normal scale of rates can be inverted with more pence per mile for cars with
a higher mile per gallon and less for cars with a lower mile per gallon.
The DETR Green Transport Guide gives examples of companies who have set up a
car pooling network on the Internet. The University could simply set up this
system whereby employees coming from the same part of town can find each
other on a web page and arrange a car pooling or sharing system.
The University already has a good set of onsite facilities reducing the need
to travel off campus including banks, shops, cafes, laundries etc. There is
scope for more facilities to be added on site.
5.
ESTATE VEHICLES
5.1 The Existing Situation
When the campus was first developed, some Estate Department vehicles were
powered by propane gas/LPG. This was an early consciously ‘green’ decision
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but found to be impractical for mowers and landrover, and most use of LPG has
been phased out. There remain two LPG powered fork lift trucks.
There are a large variety of estate vehicles from tractors to delivery vans
and waste disposal trolleys, mainly diesel powered.
5.2 Future Policy
The University policy for purchase of vehicles might require review. Now
that electric vehicles are far more effective this mode of power should be
considered within the campus to reduce noise and as traffic calming.
It may be appropriate to consider other methods of reducing emissions and
improving efficiency. New purchases should be considered using a ‘green’
checklist. For instance where petrol or diesel is chosen because of no
alternative, then the most efficient engine should be favoured.
LPG or other gas option may be worth considering again for onsite vehicles
especially in the light of government initiatives to reduce costs for gas,
see Appendix 1 on the new tax incentives. The government is now encouraging
wider supply of LPG at filling stations.
6.
PREDICTED EFFECTS
Safe pedestrian routes through the campus.
Cycle friendly roadways with vehicles calmed to a 20mph speed.
The most convenient way of travel to the campus being by bus, particularly
the CERT system providing direct covered access into the Central Area.
Safe pedestrian and cycle routes north south-east and west to nearby rail
connections, shops, recreation and the city.
More multiple use of the private car rather than one driver/one car travel.
Reduced land take on the campus for car parks, increasing open space
provision enhancing the campus parkland setting.
Easy access for disabled to all parts of the campus with disabled parking
available within 25m of every main academic unit.
7.
CONCLUSION
In line with Lothian and the rest of the country Heriot-Watt University must
now consider restriction of private car use and encouragement of public
transport, walking and cycling.
Free unsupervised parking at the Riccarton Campus should be phased out.
Parking permits should be issued for a nominal fee (covering costs initially)
and pay and display for visitors.
At the same time it is important that alternative forms of travel become more
attractive and convenient. The proposal for a modern clean and user friendly
transport interchange is important for the campus. Campus population adds
considerable weight to campaigning for a spur of CERT terminating at
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Riccarton. There are immediate opportunities for linking the campus into the
wider cycle network.
This is the first paper on a Green Travel Plan for Heriot-Watt University.
Wider debate and consultation will inevitably consolidate this start and
build upon it for a more sustainable future.
The individual tenants on the Research Park should be encouraged to join in
the consultation of a campus wide Green Travel Plan contributing their own
ideas and also produce their own Green Travel Plans in line with the
University’s agenda. This is essential for the University campus to work as
one and for the Research Park to be moving in line with Government thinking
for transport in the future.
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TOPICS FOR DISCUSSION
QUESTIONS
What bus numbers (and routes) stop at or near Riccarton campus at present? What
are their frequencies?
Discover bu consultation what tenants on the Research Park require, and keep a
similar set of statistics for informing policy to that on the campus.
Discover what possibilities there might be for partnership with tenants on the
Research Park in developing new alternative modes of transport to that of the
private car.
What interchange is there between the various campus sites for staff and
students? Would a minibus shuttle system be feasible?
What estate vehicles are required in the near future? How appropriate would
electric vehicles be?
Who should be part of the Green Travel Plan Committee committee and who should
such a committee report to?
SUGGESTIONS
Annual University wide questionnaire on travel to University modes, frequencies,
preferences etc.
Publication annually of the results of this questionnaire to fuel University
interest and inform the following years Green Travel Plan agenda.
Formation of a Green Travel Plan Committee. To meet annually.
More Cycle Shelters.
Provide cycle shelter and access to showers at sports complex.
Traffic calming – Road narrowing, gate posts etc in preference to speed ramps.
Link campus with wider cycle and footpath network.
Create cycle pool on campus.
Create Bus interchange at centre of Riccarton, possible link with CERT.
Install bus shelters on the A71 and a safe crossing point for cycles and
pedestrians.
Create loop road and bus shelters for west site residences.
Campaign for spur of CERT to service park and Ride, Research Park and University.
Campaign for new bus routes and modified ones to reach where passenger demand is
known to exist.
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Start inter campus minibus shuttle.
Improve and provide choice of transport to Currie Station.
Negotiate reduced season ticket costs with transport companies.
Partner other local companies, where advantageous, to provide alternative greener
modes of transport.
More dedication of car spaces to staff, conference or sports centre.
Create Pay and Display for visitor, short stay in central car parks.
Increase management and surveillance of parking.
Introduction of staff permits.
Restriction of student parking to perimeter car parks.
Creation of car free residential areas.
Encourage car sharing using the University Intranet.
Disabled parking spaces close to all building entrances.
Reduction of car to student/ staff ratio from 1/3 to 1/5 by 2025.
Review of University relocation package for new employees and mileage allowances.
Improve onsite facilities to reduce daily short journeys.
Review University vehicle purchase policy with a Green Checklist.
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APPENDICES
Appendix 1
March 1999 budget: Help for Green Transport Advice
In the March 1999 budget, the Government introduced a package of seven tax
measures to encourage employers to establish green transport plans and help
employees travel to work without using their own cars.
As from 6 April 1999, there is no tax on the following green commuting benefits
provided by employers:
1. works buses with 17 or more seats which are used to bring employees to and
from work
2. general subsidies to public bus services used by employees to travel to work,
provided the employees pay the same fare as other members of the public
3. bicycles and cycling safety equipment made available for employees to get
between home and work
4. workplace parking for bicycles
In addition:
5. employees who use their own cycles for business travel will be able to claim
capital allowances on a proportion of the cost of the bicycle
6. employers will be able to pay their employees up to 12p per mile tax free for
using their own cycles on business travel; and employees will be able to claim
tax relief of 12p per business mile if their employer provides no payment
7. an existing tax concession will be extended to help employers promote car
sharing. This will allow employers to pay tax free for alternative transport to
get car sharers home in exceptional circumstances, such as domestic emergencies,
working late etc.
Appendix 2
Sources
DETR web site http://www.local-transport.detr.gov.uk/gtp/guide/index.htm
Integrated Transport policy 1997/1998 University of Sheffield
2000 Moving Forward Lothian Regional Council
Lothian Structure Plan Lothian Regional council
Heriot-Watt University Estate Strategy Review 1998 (Draft 3)
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