REDEVELOPMENT OF
CARR’S MILL,
BATH
FRAMEWORK TRAVEL PLAN
FEBRUARY 2008
REDEVELOPMENT OF CARR’S MILL,
BATH
FRAMEWORK TRAVEL PLAN
PREPARED FOR
FMW CONSULTANCY LIMITED
TRYM LODGE
1 HENBURY ROAD
WESTBURY-ON-TRYM
BRISTOL
BS9 3HQ
FEBRUARY 2008
CONTENTS
1
INTRODUCTION ............................................................................. 1
2
EXISTING CONDITIONS ................................................................ 2
3
SCOPE & OBJECTIVES ................................................................. 9
4
MEASURES .................................................................................. 10
5
TARGETS ..................................................................................... 13
6
MONITORING AND ENFORCEMENT .......................................... 17
Carr’s Mill, Bath
Framework Travel Plan
1
INTRODUCTION
Brief
1.1
FMW Consultancy have been appointed by Classico Rural to prepare a Framework Travel
Plan (FTP) to accompany a planning application for the proposed redevelopment of the
Carr’s Mill site in Bath. This report should be read in conjunction with the accompanying
FMW Transport Assessment (TA).
1.2
The redevelopment proposals comprise of the construction of approximately 106 residential
units and 1,500sqm. of B1 office space.
1.3
The FTP is intended to outline a series of potential suitable measures and objectives
designed to encourage staff, residents, and visitors to use more environmentally friendly
modes of transport than the private car when making journeys to and from the site. It
provides a mix of incentives to travel by public transport, on foot and by bicycle, and
disincentives to driving a car as a single occupant.
1.4
The Travel Plan has a set of clear objectives which underpin the purpose for having a Travel
Plan and guide the selection of Travel Plan measures.
1.5
It is anticipated that a full Travel Plan will be required as a condition of the planning consent.
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Framework Travel Plan
2
EXISTING CONDITIONS
Local Transport Network
2.1
The application site is located on the western urban fringe of the World Heritage City of Bath.
The location of the site is illustrated within Figure 1 of the TA.
2.2
The site is bounded to the south by the Lower Bristol Road and to the north by the River
Avon. To the west of the site is a small row of terraced residential housing called Rackford
Place and to the east by an office development, Weirside Court, currently occupied by the St.
John Ambulance organisation.
2.3
The local centre of Twerton High Street is located within 200 metres to the south of the site
and Bath City Centre is located approximately 2.5 kilometres to the east.
Road Network
2.4
The application site is considered to have good access to the local and wider highway
network being located on the A36 Lower Bristol Road, one of two main distributor roads
leading from the centre of the city of Bath in a westerly direction.
2.5
Lower Bristol Road is the preferred route for heavy goods vehicles (HGVs) through the city as
the alternative A4 (Newbridge Road) is not suitable for HGVs. Thus the Lower Bristol Road
carries a wide range of all vehicle types.
2.6
To the west of the site at Newbridge, the A36 merges with the A4 which provides direct
access to Keynsham and Bristol and is commonly used as a route to and from Wells via the
A39.
2.7
Lower Bristol Road is predominantly commercial in nature with a range of office and retail
units located between Bath city centre and the A4 Newbridge junction. However, there is
some terraced housing fronting the road to the east of the Weston Lock Retail Park.
2.8
Lower Bristol Road is subject to a 30mph speed limit for its entire length through the urban
area and 60mph at the urban fringe some 400m to the west of the site.
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Framework Travel Plan
Pedestrians and Cyclists
2.9
PPG13 states that walking is the most important mode of travel at the local level and offers
the greatest potential to replace short car trips, particularly those that are less than 2km in
length.
2.10
Figure 2 and Table 1 below demonstrates the range of essential services, and facilities in the
vicinity of the site. These include a diverse array of employment types and access to a choice
of public transport facilities including Oldfield Park Rail Station. Figure 3 illustrates 2km and
5km radii.
Facility / Service / Opportunity
Approximate Walking
Distance
Employment
Twerton High Street
200m
Bath Bus Depot
<200m
Weston Lock Retail Park
<200m
Lower Bristol Road
100m – 2000m
Locksbrook Road
<500m
Brassmills Trading Estate
<500m
Bath Royal United Hospital
1100m
Green Park Station
1500m
Bath City Centre
2500m
Health
Moss Pharmacy
250m
St Michael’s Doctor Surgery
<500m
St Michael’s Dental Surgery
<500m
Bath Royal United Hospital
1100m
Education
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St Michael CofE Junior School
500m
Twerton Infants School (with Nursery
provision)
500m
Newbridge Primary School
600m
Hayesfield School Technology College
1400m
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Framework Travel Plan
Oldfield School
1600m
Leisure
Royal Victoria Park
2000m
Bath City Centre
2500m
Bath Sports & Leisure Centre
2800m
Food Retail
Spar, High Street, Twerton
250m
Sainsbury’s Supermarket
1400m
Table 1 – Local Facilities
2.11
Lower Bristol Road offers adequate provision of wide footways (typically 2.4m width in the
vicinity of the development site). In addition the key junction at Twerton High Street offers
signalised pedestrian crossings. Twerton High Street can also be accessed via a central
refuge island on Lower Bristol Road and a pedestrian only path through a railway arch to the
west of the site. There is potential to upgrade the existing refuge island crossing to a zebra
crossing if necessary.
2.12
PPG13 states that cycling has the potential to substitute for short car trips, particularly those
under 5km, and form part of a longer public transport journey. The site offers plentiful cycling
opportunities with National Cycle Route 4 (NCR4) less than 500m from the site. NCR4 can be
accessed from either of the footbridges at the Weston Bus depot or Fielding’s Road and
affords access to Bath and Bristol city centres. The cycle route network is illustrated in Figure
4 contained within this report.
2.13
The topography of this site is very flat in relation to the town centre and other employment
opportunities and therefore conducive to cycling, which makes it a viable mode of travel for
commuting or leisure purposes. NCR4 is particularly well used for commuting in the peak
hours and the leisure routes towards Saltford and Bathampton are in demand during the off
peak and weekends.
Public Transport
2.14
Bus services within the immediate vicinity of the site provide a realistic alternative to private
car use. First Bus operate the No.5 service on a 10 minute frequency to and from Bath City
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centre, serving Twerton High Street, through the arch at Mill Lane (less than 20m from the
site) and eastbound along Lower Bristol Road towards the city.
2.15
The nearest bus stop to the site is on Twerton High Street. Alternatively there is a pair of
stops 200m to the east at the Weston Lock Retail Park. Service No.5 and many other local
services operate from these stops including service No.42 to the RUH. Safe access to these
stops is afforded by signalised pedestrian crossing points easing movement across a busy
junction.
2.16
Table 4 below summarises the frequency of services available from bus stops within 200m
walking distance from the site. This equates to only a 5 minute walking time based on the
Institute for Highways and Transportation (IHT) average walking speeds. The service routes
and stops are shown in Figure 5.
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Route
Days of
Operation
AM Peak
Frequency
First
Bath Spa Rail St - Lower
Bristol Rd - Twerton Whiteway
Mon Sun
5
5
5
0552 / 2322
20A
First
Bath Bus St – Weston Twerton
- Fox Hill – Bath Uni –
Widcombe
Mon Sat
2
1
1
0719 / 2159
20C
First
Bath Bus St - Widcombe –
Bath Uni - Fox Hill Twerton - R.U.H. – Weston
Mon Sat
1
2
1
0707 / 2152
42
Abus
Odd Down Park & Ride
– RUH
Mon Fri
2
2
2
470
R.C.
Newbridge
- St Gregory's School
Mon Fri
Once a day
0825 (S/B)
1535 (N/B)
752
B&NES
Bath - Chew Magna
- Bishop Sutton
Wed
Only
Once on
Wednesday
1354 (W/B)
1006 (E/B)
970
Faresave
r
Culverhay School - R.U.H.
- Newbridge
Mon Fri
Once a day
1518
972
Faresave
r
Ralph Allen School Culverhay School Twerton - R.U.H.
- Weston
Mon Fri
Once a day
1550
A7
Abus
Longwell Green - Twerton
Wed
Only
Once on
Wednesday
1300 (S/B)
1010 (N/B)
A11
Abus
Longwell Green Southdown
Tue
Only
Once on Tuesday
1150 (S/B)
0930 (N/B)
First / Last
Bus
Operator
5
PM Peak
Frequency
Daytime
Frequency
(hr)
Service No
Carr’s Mill, Bath
Framework Travel Plan
0738 / 1908
(S/B)
0651 / 1846
(N/B)
R.C. = Ryan’s Coaches. B&NES = Bath & N. E. Somerset Council
Table 4 – Existing Bus Services
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2.17
A number of the above services provide easy access to Bath Spa Rail station and Bath
central bus station, an area of the city which is currently undergoing large scale
improvements and re-development.
2.18
The central bus station provides connecting services to Chippenham, Trowbridge and
Midsomer Norton as well as National Express services to a range of destinations across the
country including London, Birmingham and towns in the far South West of the country.
2.19
Oldfield Park rail station is situated approximately 1km from the proposed re-development,
which is considered well within maximum walking and cycling distances recommended by
PPG 13. Oldfield Park station provides direct services to Bath Spa, Keynsham and Bristol
where connecting services to London Paddington, Birmingham New Street and Exeter St
David’s are available.
2.20
Oldfield Park Station is situated within an existing residential area lying to the south of Lower
Bristol Road. The station provides up to date timetables and a passenger operated
information point. Sheltered seating is supplied as is sufficient cycle parking provision.
2.21
The close proximity of the site to Oldfield Park station will provide residents and site users
with a viable alternative to private car use for trips to and from a range of destinations both
locally and for journeys further afield.
2.22
The frequency and average journey times for services from both Oldfield Park and Bath Spa
stations are summarised below in Tables 5 and 6.
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Frequency
AM Peak
PM Peak
Off Peak
Duration
(average mins)
Bath Spa
2
2
1
2
Bristol Temple Meads
3
3
2
15
Filton Abbeywood
3
2
1
25
Westbury
2
2
1
32
Cardiff Central
3
2
2
80
Weymouth
1
1
3 during
inter-peak
126
Portsmouth Harbour
2
1
1
169
Destination
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Table 5 – Rail services from Oldfield Park
Frequency
AM Peak
PM Peak
Off Peak
Duration
(average mins)
London Paddington
3
2
2
91
Bristol Temple Meads
5
5
4
17
Filton Abbeywood
5
2
2
25
Westbury
2
2
2
26
Cardiff Central
4
2
2
80
Weymouth
1
1
1
150
Portsmouth Harbour
3
1
1
165
Taunton
2
4
2
80
Weston-super-Mare
2
2
2
55
Destination
Table 6 – Rail services from Bath Spa
Summary
2.23
The above section identifies that the proposed development site is very accessible by
non-car modes of travel and will therefore offer future residents and visitors a viable
choice of travel modes which in turn will help to reduce the use of the private car.
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3
SCOPE & OBJECTIVES
Scope
3.1
The Travel Plan will seek to manage the overall transportation impacts of the development by
seeking to influence resident and visitor travel behaviour and their choice of travel mode. The
Travel Plan will seek to encourage and promote travel by sustainable modes (walking,
cycling, public transport and car sharing) whilst also actively discouraging single occupancy
car travel.
3.2
The Travel Plan will be the overarching means of ensuring that the development is as
sustainable as possible and does not negatively impact upon the surrounding transport
networks.
Objectives
3.3
The headline objective of this Travel Plan is to:
Seek to minimise the number of single occupancy car journeys made to the site, to
promote travel by the more sustainable modes of transport, and to manage the overall
transport impacts of the development.
3.4
Beneath this headline objective it is possible to identify several other related objectives as
follows:
To ensure that the predicted vehicular trip rates remain worst case and are regularly
lower than predicted;
To ensure that parking demand does not exceed supply; and
To promote travel by the more sustainable modes of transport.
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4
MEASURES
4.1
In order to meet the Travel Plan objectives outlined earlier, a number of measures will be
implemented to encourage travel by sustainable modes and dissuade single occupancy car
use. Such measures are known as ‘carrots’ and intended to provide the necessary incentive
for people to travel more sustainably. The proposed measures are outlined below:
Travel Plan Coordinator
4.2
A Travel Plan coordinator will be appointed to implement and manage the travel plan on a
day to basis. The coordinator will be responsible for implementing the various measures
discussed in this Travel Plan and ultimately, ensuring that the identified targets are met. The
coordinator will be a first point of contact for residents and the developer, dealing with issues
and problems that may arise, obtaining any particular transport information that may be
requested, liaising with the local authority and public transport operators as necessary, as
well as preparing and analysing the travel surveys.
4.3
The coordinators role is an all encompassing one and the person or organisation appointed
will manage all aspects of the Travel Plan for a period of 5 years. After this period,
responsibility for the running of the Travel Plan should be passed to the residential
management company.
Sales Staff
4.4
Sales staff will be fully briefed about local travel information and will actively promote the
site’s sustainable credentials and the existence of the Travel Plan to prospective purchasers.
The sales office will include a display of a variety of travel information including bus route
maps, timetables, and a plan of Bath showing the location of key facilities and time in minutes
to the facilities from the site in minutes.
Walking
4.5
Each household will be provided with an umbrella so as to encourage walking during
inclement weather. Additionally, households will be provided with high visibility clothing and
personal attack alarms so as to encourage walking trips at all times of the day. Each
household will also be provided with a pedometer, along with information promoting the
health and environmental benefits of walking as opposed to driving a car. Maps showing local
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walking routes to key facilities such as the town centre will be provided as part of a resident
‘Welcome Pack’.
Cycling
4.6
A discount will be negotiated at a local cycle store entitling residents to discounted purchase
of cycles and cycling equipment. Additionally, each household will be provided with a voucher
worth £50 redeemable at a local cycle store (no cash alternative or change). 1 secure and
covered cycle parking space will be provided per dwelling. Maps showing local cycle routes
will also be provided within the ‘Welcome Pack’.
4.7
A Bicycle Users Group (BUG) should also be established, to act as a forum for discussing,
any particular local site-related cycling issues which could then be reported back to the Travel
Plan coordinator.
Public Transport
4.8
Each household will be provided with a voucher worth £50 redeemable for public transport
tickets (both bus and rail). This shall apply only to the first occupants of each dwelling.
Additionally, local bus and rail service timetables and route maps will be included within the
‘Welcome Pack’ for each dwelling. The Travel Plan coordinator will also seek to negotiate a
discount with the operators on local bus services for residents.
Car Sharing
4.9
In order to promote car sharing, information about the B&NES car share scheme
(www.bathcarshare.co.uk) would be included within the residents’ ‘Welcome Pack’.
Additionally, people who state on their travel surveys that they are interested in car sharing
would be contacted by the appointed Travel Plan coordinator who would endeavour to match
people up depending on the types of journeys they regularly make and destinations travelled
to.
Provision of Information
4.10
As mentioned above, each household would be provided with a ‘Welcome Pack’, which, as
well as containing the various vouchers for cycle purchases and public transport tickets,
would also contain a wealth of information in relation to sustainable travel. This will include
comprehensive bus and rail information such as timetables and route maps, and would also
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include walking and cycling maps showing the location of key facilities and the optimum
routes by which to reach them on foot and by bicycle. Internet links to appropriate travel
websites would also be provided in the Welcome Pack. The ‘Welcome Pack’ would be
provided for the first new occupants of each dwelling.
Offer of a personal visit from the Travel Plan Coordinator
4.11
Each household will be offered a personal visit from the coordinator (free of charge) to
discuss any particular travel issues that they may have and provide advice on the various
modes of transport. The coordinator will endeavour to deal with all reasonable requests from
residents and try to obtain any information necessary.
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5
TARGETS
5.1
In order to establish whether a travel plan is working successfully it is necessary to identify a
set of targets. These should relate very clearly to the objectives. It will be necessary to
identify separate targets for the residential and office elements.
5.2
The Transport Energy Best Practice Guide for Travel Plans identifies that travel plan targets
should be SMART:
5.3
Specific
Measureable
Achievable
Realistic
Time-bound
It is possible to identify two different types of travel plan targets; action-type targets and aimtype targets.
5.4
Action-type targets are non-quantifiable targets and take the form of actions that need to be
achieved, usually by a certain date. Action type targets are generally a little easier to achieve
than aim-type targets (as they usually involve implementing one particular specific element or
event) and can be useful in ensuring some easy wins and enhancing the momentum of the
travel plan. It is suggested that the action type targets could apply equally to the residential
and office uses.
5.5
Possible action-type targets for the Carr’s Mill site include:
Appoint a Travel Plan coordinator within 3 months of the first occupation of the
development;
Undertake a travel survey of staff and residents within 3 months of the travel plan being
adopted;
Set up a car sharing database within 6 months of the travel plan being adopted;
To have negotiated public transport (bus and rail) discounts for all staff and residents
within 6 months of the travel plan being adopted;
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To have negotiated cycle purchase discounts for all staff and residents within 6 months of
the travel plan being adopted.
5.6
Aim-type targets are quantifiable targets. Without such quantifiable targets it is difficult to
measure the effectiveness of the travel plan or to identify any aspects which are not working
particularly well, or, conversely are achieving better than expected results. It is important
however to be careful not to set overly stringent targets initially, as if they are not met, this
can cause the travel plan to lose momentum and create a sense that it is not working and
therefore not worthwhile.
5.7
A travel plan should be seen as long term process and very much a live document to be
refined over time, responding to the changing travel characteristics of site users. It should not
be seen as a one-off event. Separate aim-type targets have been identified for the office and
residential uses.
Residential Targets
5.8
The Transport Energy Best Practice guide identifies that targets should be based on the
results of the travel survey to ensure their appropriateness. However, in the absence of
actually survey data, reference has been to 2001 census ‘Method of Travel to Work’ data for
the ‘resident population’ to determine existing modal splits for the Twerton ward of Bath. The
data produces the following modal splits:
Car (on own): 45%
Car (as passenger): 7%
Bus: 16%
Train: 2%
Cycling: 3.3%
Walking: 17%
Motorcycle: 1.5%
Taxi: 1%
Work from Home: 6%
5.9
The data indicates high mode shares for walking and bus which is reflective of the site’s good
accessibility to employment facilities on foot, and the good level of bus service in the vicinity
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of the site. It is suggested that these existing modal splits for the Twerton ward form the initial
targets for the application site within 2 years of the opening of the development. It should be
noted that the data only applies to commuting trips and does not take account of other
journeys such as the school run etc. However the journey to work modal splits provide a good
indication of how residents travel, particularly during peak periods. These target modal splits
would apply to the traditional AM (0800-0900) and PM (1700-1800) peak periods only.
5.10
The suggested target beyond 2 years will be to achieve annual increases in the mode share
for walking, cycling, public transport and car sharing, and annual reductions in the mode
share for driving single occupancy vehicles.
5.11
It will be necessary to review these targets following the staff survey and as the Travel Plan
develops so as to ensure that they remain relevant and achievable. The travel survey will
also help to refine the targets based on the existing mode splits.
Office Targets
5.12
As with the residential targets, the 2001 census data is a useful starting point. The ‘Method of
Travel to Work’ data for the ‘daytime population’ of the Twerton ward produces the following
modal splits:
Car (on own): 57%
Car (as passenger): 5%
Bus: 6%
Train: 1%
Cycling: 3%
Walking: 17%
Motorcycle: 1.5%
Taxi: 1%
Work from Home: 9%
5.13
These modal splits exhibit a higher share for single occupancy car driving and a significantly
lower share for bus travel. Mode shares for walking, cycling and rail use are broadly similar to
the resident population data. It is suggested that these existing modal splits for the Twerton
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ward form the target modal splits for the Carr’s Mill site to be achieved within 2 years of the
adoption of the travel plan.
5.14
Beyond 2 years, the suggested target is to achieve annual increases in the mode share for
walking, cycling, public transport and car sharing, and annual decreases in the mode share
for single occupancy cars.
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6
MONITORING AND ENFORCEMENT
6.1
The progress of the Travel Plan will be regularly monitored, with the monitoring being
undertaken by the appointed Travel Plan coordinator. The following monitoring techniques
will be used:
Annual residents Travel Survey;
Peak Hours Travel Survey (0700-1000 and 1600-1900) (all modes) every 6 months;
Car park occupancy surveys
One Week Automatic Traffic Count annually; and
Annual report summarising the above produced by the coordinator submitted to local
highway authority and developer.
6.2
The annual report will demonstrate progress towards meeting the travel plan targets identified
above and enable the highway authority to make an assessment as to whether the plan is
working satisfactorily. Whilst every effort will be made by the developer to achieve the targets
set out above, no sanctions or penalties are proposed should the targets not be achieved
within the target dates. It is anticipated that this will be deemed acceptable by Bath and North
East Somerset Council.
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