TRANSPORT AND INFRASTRUCTURE PLANNING
Entrust
Rocester School, Rocester
Framework Travel Plan
TRANSPORT & INFRASTRUCTURE PLANNING
Entrust
Rocester School, Rocester
Framework Travel Plan
Birmingham Livery Place, 35 Livery Street, Colmore Business District Birmingham, B3 2PB +44 (0)121 233 3322
Leeds Whitehall Waterfront, 2 Riverside Way Leeds LS1 4EH +44 (0)113 233 8000
London 15 Weller Street London, SE1 1QU +44 (0)20 7234 9122
Manchester 4th Floor Carvers Warehouse, 77 Dale Street Manchester, M1 2HG +44 (0)161 233 4260
Nottingham 5TH Floor, Waterfront House, Station Street Nottingham, NG2 3DQ +44 (0)115 9241100
www.bwbconsulting.com [email protected]
PROJECT NUMBER: NTT2372 REPORT REFERENCE: NTT2372 TP Rev 2
VERSION DATE AUTHOR CHECK APPROVE COMMENTS 1 28.03.2014 James Byrne Tim Cooke Tim Cooke DRAFT
2 02.04.2014 James Byrne Tim Cooke Tim Cooke Planning Version
BWB Consulting Ltd Registered in England 5265863 consultancy | environment | infrastructure | buildings www.bwbconsulting.com ROCESTER PRIMARY SCHOOL, ROCESTER FRAMEWORK TRAVEL PLAN NTT2372 TP REV 2
CONTENTS PAGE Page Number
1.0 INTRODUCTION 1 2.0 TRAVEL PLAN OBJECTIVES AND BENEFITS 3 3.0 EXISTING CONDITIONS 4 4.0 PROPOSED DEVELOPMENT 14 5.0 TRIP GENERATION AND MODAL SPLIT 16 6.0 TARGETS 19 7.0 MEASURES AND INCENTIVES 21 8.0 IMPLEMENTATION AND MONITORING 26
TABLES
Table 1 Bus service summary Table 2 Travel survey results Table 3 Proposed development person trips – additional students and staff Table 4 Proposed development person trips – existing Dove First School Table 5 Proposed development person trips – existing Ryecroft Middle School Table 6 Proposed development person trips – overall site
FIGURES
Figure 1 General site location plan Figure 2 The Dove First School catchment area Figure 3 The Dove First School staff locations Figure 4 Ryecroft Middle School catchment area Figure 5 Ryecroft Middle School staff locations Figure 6 Detailed site location plan Figure 7 Pedestrian catchment area Figure 8 Cycling catchment area Figure 9 SCC cycle map Figure 10 Local bus network
APPENDICES
Appendix A Masterplan Appendix B Benefits of walking promotional leaflet Appendix C Travel to school questionnaires
ROCESTER PRIMARY SCHOOL, ROCESTER FRAMEWORK TRAVEL PLAN NTT2372 TP REV 2
1.0 INTRODUCTION
1.1 BWB Consulting Ltd was commissioned by Entrust to produce a Framework Travel Plan for the proposed development of a new school site off Ashbourne Road, Rocester. The development includes the relocation of the existing Dove Frist School and Ryecroft Middle School to centralise the education facilities within Rocester.
1.1 The proposed development consists of a 4.09 hectare site that would accommodate a one form entry first school (Reception to year 4) and a three form entry middle school (year 5 - 8). The development would result in a total number of 510 students and 56 staff. The scheme also provides additional facilities including sports pitch and a formal car park and access arrangements. The illustrative masterplan is attached as Appendix A.
1.2 In accordance with the Department for Transport’s (DfT) ‘Guidance on Transport Assessment’1, a Travel Plan is required in support of the planning application. Practice Guidelines: Delivering Travel Plans through the Planning Process2 states that 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”.
1.3 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.
1.4 This document has been termed a Framework Travel Plan because the travel survey information could only be collected for the staff and students at the existing schools and may not represent the final mode shares at the new site. Nevertheless, the aim is for the school to take ownership of the Travel Plan post planning and hence this can be undertaken at post planning in the build-up to the new school being opened.
1.5 This Framework Travel Plan therefore predominantly focuses on providing information at this stage on the opportunities for travel to and from the site by sustainable modes, to allow school to then take ownership and make informed decisions about staff and student 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 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 access and parking arrangements. 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 could be implemented to achieve these targets.
1 Guidance on Transport Assessment, Department for Communities and Local Government and the Department for Transport, March 2007 2 Good Practice Guidelines: Delivering Travel Plans through the Planning Process, Department for Transport, April 2009 1
ROCESTER PRIMARY SCHOOL, ROCESTER FRAMEWORK TRAVEL PLAN NTT2372 TP REV 2
Section 8 details the methods for implementation, monitoring and review of the Travel Plan, and the production of the revised Travel Plan.
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2.0 TRAVEL PLAN OBJECTIVES AND BENEFITS
Objective
2.1 The overall objective of this Framework Travel Plan is to minimise the number of single car occupancy trips generated by staff and students at the school, by promoting and supporting the use of alternative modes of travel (walking, cycling, public transport and car sharing).
Benefits
2.2 Guidance suggests that potential local benefits can be achieved when a Travel Plan is designed into a development from the beginning. Some of the potential benefits that this Framework Travel Plan will provide for the staff and students are listed below: a focused approach to influence the travel behaviour of staff and students. the introduction of safe and viable alternatives to 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. provision of practical initiatives, based on regular appraisal of staff and students travel patterns. improved accessibility, safety, and security for people travelling to, from and within the site, particularly venerable road users such as children.
2.3 In addition to these benefits, in line with the ‘Delivering Travel Plans through the Planning Process – Good Practice Guidelines’, the Travel Plan will also seek the following outcomes: reduction in the need for car use, with associated benefits of reduced traffic, congestion, air pollution and accidents. more attractive environments. supporting the viability of local public transport services and helping reduce social exclusion. increased usage and safety of neighbourhood walking and cycling 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.
2.4 By undertaking this Travel Plan, and implementing and monitoring the measures and incentives proposed in this Travel Plan, Staffordshire County Council (SCC), as the local highway authority, should have confidence that the requirements for sustainable travel will be met.
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3.0 EXISTING CONDITIONS
Site location
3.1 The proposed site comprises green field land and is located in the north of Rocester, approximately 5km north of Uttoxeter in Staffordshire (Figure 1).
3.2 The site is bounded by further green field land to the north, east and west of the site and allotments and residential properties to the south. Ashbourne Road and the B5030 form the western and northern perimeters of the site respectively.
Figure 1: General site location plan
Existing use
Dove First School
3.3 The Dove First School is located at the eastern edge of Rocester and accessed via Dove Lane (Figure 1). The school is located in a predominantly residential area comprising mainly of semi-detached and terraced housing. The roads serving the school are narrow and do not benefit from a continuous footway to access the site.
3.4 The existing Dove First School operates a one form entry intake with 77 students. This is expected to increase to 90 in September 2014 and has a maximum occupancy of 100 students. In terms of the staff, there are currently 15 members of staff.
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School catchment area
1.2 The postcodes of the current students at The Dove First School were obtained and plotted to establish the school’s catchment area (Figure 2).
Figure 2: The Dove First School catchment area
1.3 As Figure 2 illustrates, the majority of the students live within the residential areas immediately adjacent to the school within Rocester itself.
1.4 The staff postcodes were also obtained and plotted. The results are shown on Figure 3 below.
Figure 3: The Dove First School staff locations
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Ryecroft Middle School
3.5 Ryecroft Middle School is located to the west of Rocester, 1km south of the Village of Denstone (Figure 1). The school is located adjacent to the JCB plant and served by the main access road. There is limited access to the school by non-car modes as there are no pedestrian footway links to the residential areas of Denstone and Rocester to the north and east respectively.
3.6 The existing school operates a three form entry intake across four school years (Years 5-8) with 197 students, 27 members of staff with an additional 3 kitchen staff and 3 cleaning staff. The predicted number of pupils on roll for September 2014 increases to 211.
1.5 The postcodes of the current students at Ryecroft Middle School were obtained and plotted to establish the school’s catchment area (Figure 4).
1.6 As Figure 4 illustrates, the majority of the students live within the residential areas immediately adjacent to the school within Rocester itself and Denstone. Figure 4 also highlights which students currently travel to the school using the school bus services.
1.7 This indicates that the cluster of students within Mayfield and Alton, all travel to the school via the existing school bus services. These services will continue to operate as part of the proposed scheme.
Figure 4: Ryecroft Middle School catchment area
1.8 The staff postcodes were also obtained and plotted. The results are shown on Figure 5 below. This illustrates that the residential origins of the staff are more widespread than the students which is to be expected with a school. The majority of the staff live within Uttoxeter.
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Figure 5: Ryecroft Middle School Staff locations
Local highway network
3.7 The local highway network is shown in Figure 6 below.
Figure 6: Detailed site location plan
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3.8 Ashbourne Road broadly runs in a north south direction and forms the western perimeter of the site. To the north of the site, Ashbourne Road forms a T-junction with a central gap crossing with the B5030 that provides access to both sides of the B5030 carriageway.
3.9 The B5030 is a single lane carriageway, lit and subject to a 50 mph speed limit. The road provides access to Ashbourne to the north and Uttoxeter to the south of the site. To the north of the T-junction with Ashbourne Road, the B5030 forms a roundabout junction with the B5031, which provides a direct route to the surrounding settlements of Denstone, Alton and Ellastone.
3.10 To the south, Ashbourne Road forms a mini roundabout junction with High Street and Mill Street.
3.11 In the vicinity of the site, Ashbourne Road is approximately 5.8 metres wide, is lit and is subject to a 60 mph speed limit. This speed limit reduces to 30mph on the approach to the residential areas of Rocester. No road markings are present along the site frontage.
3.12 In the vicinity of the Ashbourne Road/High Street/Mill Street mini-roundabout within the centre of Rocester, one-way systems are in place; southbound vehicles must give way to oncoming vehicles travelling north on Ashbourne Road and westbound vehicles on Mill Street must give way to oncoming vehicles travelling east on this link.
3.13 The B5030 (Uttoxeter to Rocester) runs north-east to south-west to the west of the site and links Rocester to Uttoxeter Town Centre to the south, and the A50, just north of Uttoxeter at approximately 4km. In turn, the A50 connects to Stoke- on-Trent to the west and junction 24a of the M1 to the east.
Pedestrian travel
3.14 The Guidelines for Providing for Journeys on Foot3 document describes acceptable walking distances for pedestrians without mobility impairment. They suggest that, for commuting for both staff and pupil trips, up to 500 metres is the desirable walking distance, up to 1,000 metres is an acceptable walking distance and 2,000 metres is the preferred maximum walking distance.
3.15 Figure 7 identifies a 2km walking catchment area from the centre of the site. This demonstrates that all of Rocester and the residential areas of Stubwood and the east of Denstone lie within a suitable walking catchment from the site. The centre of Rocester lies approximately 450 metres from the site.
3.16 There are no existing footways on the Ashbourne Road carriageway in the vicinity of the proposed site. The footways commence approximately 100 metres south of the site on both sides of the carriageway. These vary in width between 1.5 – 2.0 metres wide and are lit. These footways link into the existing provision to the south of the site that extend through the residential areas and the local centre of Rocester.
3 Guidelines for Providing for Journeys on Foot, Chartered Institution of Highways and Transportation 8
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Figure 7: Pedestrian catchment area 3.17 There are no formal pedestrian footways provided along Ashbourne Road to the north of the site along the section of carriageway which has a 60mph speed limit restriction. There is however a pedestrian crossing at the T-Junction of Ashbourne Road/B5030.
3.18 A cycleway/footway is provided across the B5030/Ashbourne Road junction, which links the northern side of Ashbourne Road to the B5031 further north, and also runs adjacent to the B5030 prior to connecting with Station Road and High Street further south. This provides access to the pedestrian footway that can be used to access the JCB plant and the existing Ryecroft Middle School.
3.19 As shown in Figure 6, the site is well served by a network of road side footways to the south that provide access to the local residential areas of Rocester. There is however a need to extend this footway to the site access to provide an unbroken link to serve the site. In addition to this, there are limited opportunities to the north of the site for pedestrian travel and additional facilities would be required. The implications of this will be discussed in detail in Section 4.
Cycle based travel
3.20 NPPF specifically encourages developers and local planning authorities to maximise the potential for travel by bicycle. The DfT publication LTN 1/04 - ‘Policy, Planning and Design for Walking and Cycling’ states that there are limits to the distances generally considered acceptable for cycling. The mean average length for cycling is 4km (2.4 miles), although journeys of up to three times this distance is not uncommon for regular commuters. It is widely considered that cycling has the potential to substitute for short car trips particularly those under 5km, and form part of a longer journey by public transport.
3.21 Figure 8 shows a 5 kilometres catchment area, based on a straight line distance from the centre of the site. This would mean cyclists can reach Denstone,
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Ellastone, Norbury, Marston Montgomery, Waldley, Combridge, Croxden and Alton.
Figure 8: Cycling catchment area
3.22 Details of local cycle routes have been obtained from East Staffordshire Council and an extract of their cycle map for the area is shown at Figure 9. This identifies High Street, Station Road, Hollington Road and Stubwood Lane as advisory cycle routes.
3.23 In addition to the cycle route provided adjacent to JCB Headquarters, as shown, an additional route is available in Denstone, linking Denstone Lane to the north, and running adjacent to the River Churnet north of Alton and towards Oakmoor.
3.24 Overall the site is reasonably accessible to cyclists, particularly from the south and west where a network of cycle routes is provided.
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Figure 9: SCC cycle map
Bus based travel
3.25 In line with current local and national transport objectives, particularly of encouraging modal shift away from the private car and increasing accessibility through sustainable travel, public transport has a major role to play. The IHT’s ‘Guidelines for Planning for Public Transport in Developments’ (IHT 1999)4 recommends that the maximum walking distance to bus routes should not exceed 400 metres. Measures to facilitate the use of public transport are therefore an integral part of good land use and transport planning.
3.26 The nearest bus stops are located on either side of Ashbourne Road, just south of the junction with Northfield Avenue, at a distance of approximately 150 metres from the site access (Figure 2). As such, bus stops are located well within the recommended walking distance in accordance with the IHT’s guidelines. The bus stop serving southbound services is in the form of a shelter with seating/standing room. No sheltered accommodation is provided for northbound services, however this is due to the lack of space to accommodate such infrastructure. These bus stops are served by two services, the SWIFT and 32A.
3.27 Additional bus stops are located approximately 300 metres south adjacent to Church Lane which are served by the 4 service.
3.28 Both sets of bus stops can be accessed within a short walk of the site and can be accessed via the existing network of road side footways within the vicinity of the site. The local bus route network in relation to the site is shown on Figure 10 and a summary of the bus services is provided in Table 1 below.
4 Guidelines for Planning For Public Transport In Developments’, Chartered Institution of Highways and Transportation, 1999 11
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Figure 10: Local bus network
Service Frequency Service Route Monday-Saturday Sunday Uttoxeter- 0705, 0855 then 1/hr Ashbourne-Derby from 1000-1805hrs SWIFT Derby- No Service 1/hr from 0809 - Ashbourne- 1838hrs Uttoxeter 1 every 1-2hrs 0712- Hanley-Cheadle- 1 every 2hrs 1031- 1937hrs. Then Alton-Uttoxeter 1836hrs 2254hrs 32A 0655 then 1 every 1- Uttoxeter-Alton- 1 every 2hrs 0916- 2hrs 0925-2015hrs. Cheadle-Hanley 1716hrs Then 2322hrs. Rocester- 0735hrs 4 No Service Uttoxeter (Mon-Fri only) Table 1: Bus services summary
3.29 The SWIFT bus service is operated by Trent Barton and routes from Derby to Uttoxeter via Markeaton, Mackworth, Kirk Langley, Brailsford, Spitalhall, Ashbourne, and Denstone prior to reaching Rocester. During the week, the Uttoxeter to Derby service operates at an hourly frequency, from 0705-1805hrs and provides access to a number of residential areas within the vicinity of the proposed school site. The southbound service operates hourly from 0809- 1838hrs. No service operates Sundays.
3.30 The 32A service is operated by First Potteries Ltd and routes from Hanley to Uttoxeter via Cheadle and Alton. Monday to Saturdays, the southbound service operates one bus every one/two hours during the period 0712-1937hrs. The northbound service operates at the same frequency during the period 0925- 2015hrs. Sundays, one bus operates every two hours.
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3.31 Service 4 is operated by Arriva Midlands and routes between Rocester and Uttoxeter. The service only accesses the bus stops at the Ashbourne Road garage, however the stops are located within a suitable walking distance from the site.
3.32 As part of the current operation of the Ryecroft Primary School, there are three school bus services. These include:
272 – Wootton and operated by Marsons 297 – Serves Mayfield and operated by JST 298 – Serves Alton and operated by Glovers
3.33 As part of the proposed scheme, these services will continue to operate.
3.34 Overall the site is reasonably well located to encourage travel to and from the site by bus. The bus stops are located within walking distance guidelines and are situated on pedestrian desire lines to and from the site once the footway has been extended to the site access. The available bus services and existing school services provide reliable services to the local neighbouring residential areas to the school and the wider destinations.
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4.0 PROPOSED DEVELOPMENT
Development proposals
4.1 The proposals are for the development of a new school site off Ashbourne Road, Rocester. The development includes the relocation of the existing Dove Frist School and Ryecroft Middle School to centralise the education facilities within Rocester.
4.2 The proposed development consists of a 4.09 hectare site that would accommodate a one form entry first school (Reception to year 4) and a three form entry middle school (year 5 - 8). The development would result in a total number of 510 students and 56 staff. The scheme also provides additional facilities including sports pitch and a formal car park and access arrangements. The illustrative masterplan is attached as Appendix A
4.3 The existing schools currently have a total of 274 and 47 students and staff on site. The proposed development and centralisation of the schools would result in an additional 236 students and 8 members of staff. It is important to note that the growth in student and staff numbers will be gradual over a seven year period as the first year admission progresses through the school with new intakes each year following on.
Site access
4.4 Vehicle access to the proposed development will be achieved via a newly constructed access along Ashbourne Road that forms the western perimeter of the site. The proposed site access arrangements are shown in Drawing NTT/2372/110 Revision P1.
4.5 The access will benefit from 6.0 metre corner radii and a 5.5 metre wide carriageway width. The internal road layout will form a loop network to allow vehicles to drive in access the site and egress in forward gear.
4.6 At the site access, the standard school zig-zag road markings will be provided on the carriageway to inform drivers that there is be no waiting at the site access.
4.7 The section of carriageway fronting the site is subject to a 60 mph speed limit that extends between the B5030 and the residential edge of Rocester at which point it reduces to 30mph. As part of the proposals, the speed limit of Ashbourne Road will be reduced and the 30 mph speed limit will extend passed the site.
Pedestrian Access
4.8 The section of Ashbourne Road that forms the western perimeter of the site does not currently have any pedestrian footway infrastructure in the vicinity of the site. The proposed scheme has a package of measures to increase the pedestrian permeability of the site.
4.9 The scheme will provide a new 2 metre wide footway along the eastern side of the Ashbourne Road carriageway. This will link into the existing network of road side footways to the south of the site that form a comprehensive network of routes within Rocester. This footway will not prejudice the site access to the proposed residential site that is located adjacent to the southern perimeter of the site. In addition to this there will be a managed crossing with drop kerb tactile crossings along Ashbourne Road to the south of the site to facilitate pedestrians crossing the road from the western side of the carriageway.
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4.10 To the north of the site, there is limited pedestrian access to the neighbouring residential area of Denstone. The scheme proposes to install a 2 metre wide footway along the eastern side of Ashbourne Road to extend to the junction with the B5030. This will also require a footway along the B5031 as there are currently no pedestrian facilities along this section of road. This section will also require lighting.
On-site car parking
4.11 The final quantum of parking for the residential units will be provided in accordance with the relevant parking standards for all new developments contained within East Staffordshire Borough Council’s Supplementary Planning Guidance (SPG) report5.
4.12 A summary of the vehicle and cycling parking standards is given below: School 1 car space per 10 students (maximum) 1 cycle place per 10 staff (minimum) 1 cycle place per 10 students (minimum)
4.13 In terms of the number of mobility impaired spaces, the standards require one space for every employee who is mobility impaired in addition to the two bays or 5% of the total capacity, whichever is greater.
4.14 Based on the proposed development numbers and a total register of 510 students, the scheme could provide a total of 51 vehicle and 57 cycle spaces. The proposals will provide a total of 50 car parking spaces inclusive of three visitor spaces and two disabled spaces. Further to this, the scheme will provide 60 secure covered cycle spaces.
5 East Staffordshire Borough Council – Draft Supplementary Planning Guidance : Parking Standards. 15
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5.0 TRIP GENERATION AND MODAL SPLIT
Introduction
5.1 A breakdown of the scheme in terms of student and staff numbers is given below: Actual increase in students and staff – 236 students and 8 staff Existing Dove First School – 77 students 15 staff Existing Ryecroft Middle School – 197 students and 33 staff Overall school – 327 students and 56 staff
5.2 It is important to note that not all the trips associated with the new school will be new to the network, the majority of trips already take place to access the existing schools. The only location on the network at which point 100% of the trips will be new, will be the site access.
5.3 The proposed development and centralisation of the schools would actually result in an additional 236 students and 8 members of staff. For the purposes of the traffic generation the additional students and staff have been split equally between to the two school sites. This would result in an additional 118 and 4 students and staff at both schools.
5.4 The Transport Statement identified that the additional students and staff would result in the following vehicle trip rates: Morning peak (0800 to 0900) 95 arrive 89 depart 184 two-way Afternoon peak (1500 to 1600) 89 arrive 89 depart 178 two-way Evening peak (1700 to 1800) 0 arrive 6 depart 6 two-way
5.5 The figures above however, do not take into account the effect of this Travel Plan on the vehicle trip generation of the site.
Modal split and person trip generation
5.6 The Transport Assessment identified the following modal splits (Table 2) for the existing schools through the travel surveys.
Dove First School Ryecroft Middle School Mode Pupils Staff Pupils Staff Car 41.0% 46.7% 30.1% 79.1% Bus 1.0% 0.0% 35.7% 6.7% Walk/Scooter 57.0% 46.7% 21.0% 6.7% Rail 0.0% 0.0% 0.0% 0.0% Car share 1.0% 0.0% 3.5% 0.0% Bicycle 0.0% 6.6% 9.7% 0.0% Park and walk 0.0% 0.0% 0.0% 0.0% Table 2: Travel survey results
5.7 The journey to school travel survey detailed above is therefore considered appropriate to use to derive the expected likely person trip forecast for the school once it is fully occupied. The morning peak hour is considered to the busiest period as students and staff would arrive at the school at the same time. This would represent the worst case assessment. A summary of the total person trips associated with the additional students and staff is provided below in Table 3.
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AM Peak 0800-0900 Mode Arrive Depart Two-way Car 95 89 184 Bus 40 0 40 Walk/Scooter 180 89 269 Rail 0 0 0 Car share 5 0 5 Bicycle 13 0 13 Park and walk 0 0 0 Total 333 178 511 Table 3: Proposed development person trips – additional students and staff
5.8 The Existing Dove First School has 77 students and 15 staff and is currently situated off Dove Lane. The modal splits derived from the travel surveys have been used to establish the likely person trip forecast for the existing school’s operations. A summary is provided in Table 4 below.
AM Peak 0800-0900 Mode Arrive Depart Two-way Car 38 31 69 Bus 1 0 1 Walk/Scooter 95 44 139 Rail 0 0 0 Car share 1 0 1 Bicycle 1 0 1 Park and walk 0 0 0 Total 92 31 123 Table 4: Proposed development person trips – existing Dove First School
5.9 The Existing Ryecroft Middle School has 197 students and 33 staff and is currently situated adjacent to the JCB factory. The modal splits derived from the travel surveys have been used to establish the likely person trip forecast for the existing school’s operations. A summary is provided in Table 5 below.
AM Peak 0800-0900 Mode Arrive Depart Two-way Car 98 69 167 Bus 67 0 67 Walk/Scooter 74 36 110 Rail 0 0 0 Car share 6 0 6 Bicycle 21 0 21 Park and walk 0 0 0 Total 230 69 299 Table 5: Proposed development person trips – existing Ryecroft Middle School
Overall generation
5.10 The likely total person trips generated by the overall development is summarised in Table 6 below. It is important to note that a significant proportion of the trips
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detailed below will not be new to the network and will already be accessing the existing schools.
AM Peak 0800-0900 Mode Arrive Depart Two-way Car 231 189 420 Bus 108 0 108 Walk/Scooter 349 169 518 Rail 0 0 0 Car share 12 0 12 Bicycle 35 0 35 Park and walk 0 0 0 Total 735 358 1,093 Table 6: Proposed development person trips – overall site
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6.0 TARGETS
Introduction
6.1 As the proposed school has not yet been built, the School Travel Plan will use the modal splits derived from the travel surveys undertaken at the existing school sites to identify initial specific targets upon which the success of the Travel Plan will be judged. This is considered appropriate in the absence of travel surveys from the staff, students and parents from the new site. However, travel surveys will be undertaken first occupation of the school to establish the baseline modal splits and to refine the targets as required.
Proposed targets – Staff
6.2 The initial targets for the staff at the school are as follows: 10% reduction in the proportion of staff travelling as single occupancy car passengers over a five year period from the opening of the new school. All staff will be aware of the Travel Plan.
6.3 The above target would be applied to the car driver percentage confirmed as part of the travel surveys carried out at the school following development. The survey process is further explained in Section 8.0.
6.4 Whilst detailed targets will be set once the school is operational, a number of measures will be put in place prior that time to try and work towards achieving the above target from the outset. Details of these measures are given in Section 7.
6.5 Every member of staff is to be aware of the objectives of the Travel Plan, how to contact the Travel Plan Co-ordinator, and that the Travel Plan Co-ordinator can advise staff on alternative travel options for all types of journeys, within two weeks of moving to the development.
Targets – Parents and Students
6.6 The initial targets for the students and parents at the school are as follows: 10% overall reduction in the proportion of students travelling to school by car trips over a five year period from the opening of the school. All parents and junior students will be aware of the Travel Plan.
6.7 The key target of the Travel Plan for students is to achieve a 10% overall reduction in the proportion of students travelling to school by car trips over a five year period from the opening of the new school.
6.8 These are initial targets and may be revised based on the outcomes of detailed staff and student travel surveys prior to the redeveloped school becoming operational as part of the next stage of the process. The details of the surveys and the process of monitoring progress towards achieving the Travel Plan Targets are detailed in Section 8.
6.9 All parents should are be aware of the objectives of the Travel Plan, how to contact the Travel Plan Co-ordinator, 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.
6.10 In addition to this, the junior students in Years 3 – 8 should also be made aware of elements of the Travel Plan in terms of the measures outlined in Section 7 that are aimed at promoting sustainable trip generation.
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6.11 These are initial targets and may be revised based on the outcomes of detailed staff and student travel surveys prior to the redeveloped school becoming operational as part of the next stage of the process. The details of the surveys and the process of monitoring progress towards achieving the Travel Plan Targets are detailed in Section 8.
6.12 Whilst the detailed targets will be set once the redeveloped school is operational, a number of measures will be in place prior to that time to try to work towards achieving the above target from the outset. Details of these measures are given in Section 7.
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7.0 MEASURES AND INCENTIVES
Introduction
7.1 This section details the measures and incentives that could be implemented to achieve the aims, objectives, and targets detailed in Sections 2 and 6. The site is reasonably accessible to pedestrians, cyclists and public transport users. Nevertheless, the following measures will be implemented by the school just prior to, and during occupation, in order to promote and support the use of sustainable travel modes, including walking, cycling, public transport use, and car sharing. The Travel Plan will promote the use of alternative travel modes to minimise car dependency to achieve the targets detailed in Section 6.
7.2 These measures focus on providing staff, students and parents with the appropriate information to allow them to take ownership and make informed decisions about their travel choices. However this promotion will need to be undertaken in a sensitive manner, so that it is not viewed as a mandatory requirement but rather an information process which allows them to make informed decisions on their selected transport mode whilst highlighting the benefits of alternatives to the private motor car. This is vitally important in order to avoid any potential for staff and parents to view this process as overbearing and intrusive.
7.3 The measures relate to the potential for reducing the need to travel, and where travel is necessary, promoting and increasing travel by walking, cycling, public transport and car sharing, amongst all staff, students and parents. The methods for implementing, monitoring, and reviewing the success of these measures are detailed in Section 8.
Travel Plan promotion
7.4 To facilitate continued promotion and awareness raising a Travel Plan Co- ordinator will be appointed and act as a point of contact for all staff, students and parents requiring information. The Travel Plan Co-ordinator will promote any national events supporting sustainable travel to and from the school.
7.5 The role of the Travel Plan Co-ordinator will be undertaken by a member of staff at the school.
7.6 The Travel Plan Co-ordinator will liaise with the School Governors’ to make sure that the requisite level of strategic support is provided to allow the school to achieve the targets set.
7.7 All staff, students and staff will be regularly informed of the Travel Plan. This will include providing details of the Travel Plan on the school website and letters to parents and incorporating updates on sustainable travel events and green travel benefits on Travel Information Boards, which could be provided in the entrances to the school building and could provide the following: information on the benefits of walking and cycling a pedestrian and cycle route map including distances to various destinations up to date public transport information including routes and timetables.
7.8 The Travel Plan could also be promoted in the school curriculum, including benefits of exercise and choosing how to travel. A health and wellbeing group could also be formed to promote activities to encourage walking and cycling to school. A ‘park and stride’ week and a ‘share a ride’ week could also be promoted. The school will also take part in National and local events such as walk to school week and cycle to school week.
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7.9 Details of the Travel Plan and sustainable travel options will be provided to staff and students joining the school, by correspondence to the staff and students including links to the relevant sections of the school website and Travel Plan.
7.10 For visitors, all leaflets/correspondence will be detailed with links to the website page dedicated to travelling to the site sustainably.
Measures to control car parking demand
7.11 As detailed in Section 4, there will be 50 car parking spaces inclusive of 3 visitor and 2 disabled provided at the school within the main car park.
7.12 Staff parking spaces could be allocated on the basis of need, considering alternative travel choices, employment role and personal circumstances. For example, those employees who live too far from the school to walk or cycle and are unable to reasonable travel by public transport are likely to be allocated spaces in preference of able bodied employees living within walking distance. Car sharers will also be prioritised to ensure that the staff Travel Plan target is met.
7.13 The school would monitor inappropriate parking in the vicinity of the site access and on existing ‘keep clear’ road markings. Car registrations of vehicles parking inappropriately could be photographed and displayed on the schools noticeboard / website to control such parking behaviour.
Measures to encourage walking
7.14 A Personal Journey Planner (PJP) could be undertaken by all staff (starting with the teaching staff) to highlight walking as a potential mode of travel for those who live within a suitable walking distance of the site. Using government guidelines, staff could be informed of pedestrian routes to the school. The Travel Plan Co- ordinator could undertake this prior to occupation and the scheme could be marketed and promoted via staff meetings, via induction talks at the start of the year, through generic email to staff, and a poster on the Travel Plan notice board in the staffroom.
7.15 The Travel Plan Co-ordinator could potentially look at arranging a prize draw for all staff that undertake the PJP, with relevant prizes awarded. The Travel Plan Co- ordinator could look at undertaking case studies of staff successfully completing sustainable journeys rather than using the car as single occupancy vehicle users.
7.16 The Travel Plan Co-ordinator could look at setting up a guaranteed ride home for staff that walk into work and need to undertake an emergency journey back.
7.17 The Sustrans website (www.sustrans.org.uk) provides free walking leaflets and booklets promoting walking. All leaflets will be available prior to occupation and could be marketed and promoted via the PJP sessions, staff meetings, Travel Plan Co-ordinator induction talk and the school website.
7.18 Promotion of the Walk to school web site www.walktoschool.org.uk. The walk to School campaign’s aim is to encourage all parents, children and young people to make walking to school part of their daily routine. This provides a resource for planning walking journeys to schools using both maps.google.co.uk/maps and www.walkit.com and provides details the different benefits that walking can bring. The promotional leaflet is attached as Appendix B and can be distributed to parents.
7.19 The school will also liaise with the road safety team at SCC to talk about topical issues e.g. dark mornings in autumn etc. and hold special assemblies to talk to the children. 22
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7.20 Undertake kerbside training with the help of parents and staff to help teach younger children on roads safety issues. This can be introduced to the curriculum within the Personal Social and Health Education (PSHE) curriculum.
7.21 Implement a walking bus to the school. This can be set with the student’s postcodes and targeted at student clusters. The database can be maintained by the Travel Plan Co-ordinator.
7.22 The school will affiliate itself with a number of initiatives that SCC operates. Such schemes include:
Staffordshire Safer Roads Partnership o The Staffordshire Safer Roads Partnership (SSRP) was set-up in 2001 to make a positive contribution to achieving the Department of Transport's target to reduce the number of people killed and seriously injured by 40 per cent by 2010. The Partnership consists of Staffordshire Police, Staffordshire County Council, Staffordshire Fire and Rescue Service, Stoke-on-Trent City Council, Highways Agency, Her Majesty's Court and Tribunals Service, Staffordshire Ambulance Service and the three Primary Care Trusts within Stoke-on- Trent and Staffordshire. Their aim is to reduce casualties through education, training, publicity, enforcement and engineering. The Road Safety & Sustainable Travel Unit is responsible for road safety education, training and publicity aimed at reducing the number of people who are killed or seriously injured on Staffordshire's roads. The school will affiliate itself with the Safer Routes to School Scheme. As part of this, the walk to school scheme is an international campaign to encourage more children to make the daily journey to and from school on foot. The benefits of walking include: o It is an opportunity for parents and careers to teach and develop their children's road safety skills. o It gives schools the opportunity to reinforce the road safety messages and skills talked about in the classroom. o Walking is healthy exercise and less stressful than driving. o Walking reduces the dependency on private cars for regular school journeys. o A way of reducing traffic congestion, especially outside schools. o Better air quality. Traffic fumes contribute to air pollution and asthma attacks increase when the air quality is poor. o On the whole children are more alert and aware when they arrive at school 7.23 The National Travel Survey (NTS) 20126 is the primary source of data on personal travel patterns in Great Britain. This has shown that for journeys to primary schools less than 1 mile in length, 84% of trips are by foot.
7.24 A review of the existing school’s catchment areas indicate that the relocation of the Dove First School does not have an impact on the level of students and staff that live within an acceptable walking distance. In total, 83% and 57% of the students and staff live within one mile walking distance of the proposed new location. There is significant opportunity therefore to increase the number of student s and staff who walk to the site.
7.25 In terms of the Ryecroft Middle School, the relocation to the Ashbourne Road site results in an increase of the number of students that live within walking distance from to 27% from 15%.
6 National Travel Survey 2012 – Statistical Release 30 July 2013 Revised September 2013 23
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Measures to encourage cycling
7.26 The following measures to promote cycling would be undertaken by the Travel Plan Co-ordinator prior to occupation. The Travel Plan Co-Ordinator could seek information on local and national events, promotions, cycle maps and cycle training that may be available by contacting SCC’s Cycling Officer. SCC’s Travel Plan Officer should be able to provide cycling paraphernalia which can be passed onto the Travel Plan Co- ordinator. The information could be put on the website and Travel Information Boards. This could include a cycle map of the local area and leaflets. The Travel Plan Co-ordinator could download the cycle map which will highlight all the routes (on road, off road etc), which could be put on notice boards and on the website page highlighting sustainable travel. Secure cycle parking will be provided and the use of cycle parking facilities will be monitored and additional cycle parking spaces will be provided should demand warrant it. The Monitoring Report will also be an indicator of the potential take up. Changing facilities and showers will also be provided. The school could provide interest free cycle loans to staff via the Government’s tax free cycle purchase scheme. The school website could include a section on providing updated information on the benefits of cycling, as well as a cycle route map including distances to various destinations. The school could provide cycle proficiency test for the older students in Years 6 - 8. The Travel Plan Co-ordinator could stock up on puncture repair kits in the staffroom for use by any staff member or student if they suffer a puncture.
Measures to increase public transport
7.27 The school website could include a section providing up to date bus information including routes and timetables. A link can be provided to the SCC bus information page www.staffordshire.gov.uk/transport/publictransport/buses/ homepage.aspx and the journey planning website www.traveline.info. The respective information could be put on Travel Information Boards and school website. The Travel Plan Co-ordinator will update the information at regular intervals. The information could be further marketed and promoted through staff meetings, the PJP sessions, induction sessions, and a generic email from the Travel Plan Co-ordinator.
7.28 The Travel Plan Co-ordinator will liaise with SCC’s Public Transport Officer and the local bus operators to ensure that information remains valid. The Travel Plan Co- ordinator will bring to the attention of SCC’s Public Transport Officer and bus operators any issues raised periodically by staff and students to ensure that use of bus services for travel to the school is maximised.
7.29 The Travel Plan Co-ordinator could investigate the potential for discounted bus tickets for staff during discussions with bus operators. The school could also investigate possible support with public transport travel for qualifying students.
7.30 The existing School buses will continue to serve the site and will be managed as part of the Travel Plan process.
Measures to increase car sharing
7.31 The school will implement and maintain a staff car share database. Alternatively, staff who are interested in car sharing will be encouraged to register with other county and nationwide car share websites such as www.carshare.com, www.shareacar.com and www.liftshare.com.
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7.32 Information about the benefits of car sharing will be provided and references to the excel spreadsheet on www.cuttingyourcaruse.co.uk which calculates how much individual’s spend on motoring, and how much they would save by car sharing.
7.33 The Travel Plan Co-ordinator will actively encourage car sharing between staff with similar home locations and the benefits of car sharing will be advertised on the school website and on the Travel Information Boards. Staff using the car sharing scheme will get priority of the car parking available on site.
7.34 An emergency taxi lift home service could be operated for those staff who have travelled by sustainable modes of transport, but are stranded through no fault of their own. For example, qualification would apply in the instance a car sharing passenger’s driver has been taken ill and has no way of travelling home at the end of the day.
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8.0 IMPLEMENTATION AND MONITORING
Implementation
8.1 The Travel Plan Co-ordinator will initially be responsible for introducing the Travel Plan to the staff members, students and parents. Full contact details of the Travel Plan Co-ordinator, including their name, addresses (postal and email) and telephone number, will be supplied to SCC, as the Local Highway Authority, as soon as their appointed. SCC will be informed of any changes to the Travel Plan Co-ordinator contact details, which may occur for whatever reason.
8.2 The role of the Travel Plan Co-ordinator, which will begin from the date construction first begins, will be to: promote the Travel Plan to existing staff members, students and parents act as a point of contact for all staff, students and parents 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 take a key role in the monitoring and review of the Travel Plan.
Monitoring
8.3 The majority of measures to reduce car use, and promote walking, cycling, public transport and car sharing will be implemented during the construction process or within one month of occupation. This will allow people to assess the potential to travel by alternative modes of travel, and allow a sustainable travel culture to emerge.
8.4 In order to monitor the Travel Plan, travel surveys of the staff and students will be undertaken once the school has opened. Appendix C includes draft staff and student travel survey forms.
8.5 The surveys will be produced by the Travel Plan Co-ordinator, and the content of the surveys will be agreed with SCC prior to issue. The surveys would determine the baseline modal split and travel patterns for each member of staff and each student, the uptake of any measures and incentives proposed in this Travel Plan, and help identify any further measures that need to be investigated and proposed.
8.6 A monitoring report will be compiled by the Travel Plan Co-ordinator once the school is in operation.
8.7 The monitoring report will then be completed again in a neutral month the following year and on an annual basis, and the results summarised and issued to SCC. The report will include an introduction, the annual survey results including analysis of trends against previous years, and the brief details of measures implemented and issues arisen throughout the year. The report would also include any new initiatives that are proposed for the forthcoming year.
8.8 The Monitoring Reports and hence details of the survey results will be issued to the staff and students at The Bemrose Primary School by the Travel Plan Co- ordinator to ensure they are aware of the Travel Plan progress.
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APPENDIX A – MASTERPLAN
APPENDIX B – BENEFITS OF WALKING PROMOTIONAL LEAFLET
Why Walk to School?
Walking to school has many benefits, not only is it good for your health and the environment, but it’s also fun and a great opportunity to socialise with your child, so why not try and include a ten minute walk in your journey to school.
1. Saves money Walking to school instead of driving saves, on average, £400 per year1 One in five cars in the morning rush hour is on the school run.2
2. Develops your children’s independence, road safety and social skills Walking can help develop independence. Children will learn road safety skills which will help them with the journey to secondary school later in life3 Children who walk to school have better knowledge of their local area and get to spend more time with their class mates: In a study by Living Streets, 84 per cent of the children who walked to school often meet up with classmates on the way to school, while only 66 per cent of those who were driven to school had the opportunity to do so4 Walking to school improves children’s social development in future years.5
3. It’s healthy Children need at least 60 minutes (1 hour) of physical activity every day.6 The journey to and from school is an ideal time for children and other family members to be active.7 According to the NHS, 9 out of 10 children could grow up with life threatening diseases such as cancer, Type 2 Diabetes and heart disease partly because they aren’t getting enough exercise8 Children who generally travel to and from school by car, bus or other vehicle are more likely to be overweight at age five than those who walk or cycle.9
4. It’s better for the environment People in cars regularly suffer three times as much pollution as pedestrians because they are sitting in the line of the exhaust fumes from the car in front10 One person switching five journeys of fewer than 2 km a week from the car to walking would reduce their carbon footprint by 86 kg a year.11
1 Based on approved mileage rates from the Inland Revenue 2 National Travel Survey (Department for Transport 2009) 3 Backseat Children: How our Car Dependent Culture Compromises Safety on our Streets (Living Streets May 2008) 4 Backseat Children: How our Car Dependent Culture Compromises Safety on our Streets (Living Streets May 2008) 5 Beyond Public Health: Benefits of Walking on Children’s Social Development (Tolley, R 2003: Centre for Alternative and Sustainable Transport) 6 Start Active, Stay Healthy: A Report on Physical Activity for Health from the Four Home Countries’ Chief Medical Officers. (Chief Medical Officers of England, Scotland, Wales, and Northern Ireland July 2011) 7 Foreward by Chief Medical Officer; Evaluation of WoW Scheme for Living Streets (Wavehill 2009) 8 Change 4 Life. Available at http://www.nhs.uk/change4life/Pages/WhyWhat.aspx, accessed August 2011 9 Millennium Cohort Study Briefing 14: Childhood Overweight and Obesity (Based on Chapter 13 of Children of the 21st Century (Volume 2): The First Five Years- Lucy Jane Griffiths; Summer Sherburne Hawkins; Tim Cole; Catherine Law and Carol Dezateu) 10 Road User Exposure to Air Pollution: A Literature Review (Environmental Transport Association 1997) 11 Transport Energy and Emissions: Urban Public Transport (Stephen Potter 2004, in David Hensher and Kenneth Button, Handbook of Transport and the Environment, Volume 4, Pergamon/Elsevier)
www.walktoschool.org.uk e: [email protected] t: 020 7377 4900
Living Streets is the national charity that stands up for pedestrians. With our supporters we work to create safe, attractive and enjoyable streets, where people want to walk.
Living Streets (The Pedestrians Association) is a Registered Charity No. 1108448 (England and Wales) and SC039808 (Scotland), Company Limited by Guarantee (England & Wales), Company Registration No. 5368409. Registered office 4th Floor, Universal House, 88-94 Wentworth Street, E1 7SA. APPENDIX C – TRAVEL TO SCHOOL QUESTIONNAIRES
Hands Up Survey
Class: Year Group: Date:
Q1) How do you usually travel to school?
Q2) If you had a choice, how would you like to get to school?
Q1: To School Q2: Preferred Mode
Car
Bus
Walk or Scooter
Rail
Car Share *
Bike
Park and Walk **
* Car share = people in one car from more than one house ** Park and Walk = the walk must be for at least 800 metres
Staff Travel Questionnaire
1) How do you travel to work?
2) What is your postcode?
3) How far do you travel to work (one way)?
Less than 1 mile Less than 2 miles
Less than 5 miles Over 5 miles
4) What mode of transport would you use if your first choice was unavailable?
5) If you do not already do so, what would encourage you to cycle to work?
Secure cycle storage Owning a bike/use of a bike
Shower facilities Being more confident riding on the road
Incentives to cycle Other – Please state
6) If you do not already do so, what would make you consider walking to work?
7) If you drive to work, would you consider joining a car share scheme?
Yes, possibly No
8) Do you have any ideas for improving the journey to school?
9) Your school is working to make the journey to and from school safer and more sustainable. Would you consider joining the School Travel Plan Working Group?
Yes, possibly No
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