Salisbury Plain Training Area Army Basing Programme

SPTA Overarching Travel Plan Report

Dated: 13th March 2015

Army Basing Programme: Infrastructure Delivery Overarching Travel Plan

Document Control Sheet

Change Version Originator Date of Description of change No. No. of change Change 1 Draft 2 ASG 17/12/2014 Text edits – Exec Board Feedback 2 Draft 3 ASG 13/02/2015 Text edits – DIO feedback 3 Draft 4 ASG 27/02/2015 Text edits – GVA feedback 4 Final ASG 13/03/2015 Finalised for issue

Contributors:

DIO Area Project Manager Andy Corcoran & Kevin Rigiani DIO Project Manager: David Snelgrove DIO Planning Mark Limbrick, Stephen Harness Study Team: DIO ABP Infrastructure Delivery Team & PSP WYG Author: Rob Holland and Alistair Gregory, WYG Contributors: WYG SPTA Team Reviewers: DIO PM & Planning Team; Tim Lamacraft WYG

Primary Distribution: DIO PM; DIO ID Team; WYG SPTA Team

Army Basing Programme: Infrastructure Delivery Overarching Travel Plan

Contents

Executive Summary 1 Introduction ...... 1 2 Policy Context...... 6 3 User Groups ...... 7 4 Existing Transport Conditions ...... 10 5 Possible Travel Plan Measures ...... 20 6 Targets & Monitoring ...... 28

Tables

Table 1 – Locations of Personnel and Proposed SLA/SFA within the PAC ‘footprint’ ...... 3 Table 2 – Military Personnel Numbers Following Rebasing ...... 7 Table 3 – Existing Number of Contract Staff on Garrison Each Day (Mon-Fri) ...... 8 Table 4 – Work Locations of Personnel Living in SFA ...... 22 Table 5 – Modal Splits for Personnel Living off-Camp ...... 28 Table 6 – Modal Splits for Personnel Living on-Camp ...... 29 Table 7 – Modal Splits for Personnel Travelling Home at Weekends ...... 29

Figures

Figure 1 – Proposed SFA and Camp Locations Figure 2 – Locations of Existing SFA Figure 3 – Existing Cycle Routes and Rail Stations Figure 4 – Existing Bus Routes Figure 5 – Existing SFA to Camp Movements

Appendices

Appendix A – Schedule of Possible Measures ...... ix Appendix B – Images ...... x Appendix C – Possible Cycling/Walking Scheme ...... xi

Army Basing Programme: Infrastructure Delivery Overarching Travel Plan

Executive Summary

INTRODUCTION

This Overarching Travel Plan (OTP) has been prepared in support of the regular Army’s rebasing proposals for Plain. This OTP follows on from the Framework Travel Plan dated 20th June 2014 prepared in support of the masterplan for the regular Army’s rebasing proposals for . The OTP has been produced to accord with relevant national and local policy documents. It sets out potential measures that could be introduced to influence modal choice with a view to reducing dependency upon the private car. This OTP is a ‘live’ document and will be subject to ongoing monitoring and review for a time period to be agreed with Council (typically 5-years post development completion/occupation).

DELIVERY

A number of possible measures have been put forward to encourage use of sustainable modes by military personnel, MOD civilian staff and contractors to travel to work and to ensure that they have sufficient information to make an informed choice on their mode of travel. These measures are to be investigated further and where feasible/beneficial implemented. Of the measures considered to offer the greatest potential to encourage sustainable travel the following are proposed for further investigation:

1. Allocation of SFA to military personnel working at a local Camp to minimise need to travel by car

2. Cycling/Walking Scheme to identify a route to link Camps with new/existing SFA

3. Provide safe & secure pedestrian and cycle access from new SFA to Camps

4. Improved pedestrian crossings and reduced speeds on roads adjacent to Camps

5. Improved on-camp cycle parking/storage provision

6. Improved bus services to & and improved local bus stop infrastructure

7. Car share scheme for all camp employees (military and civilian)

8. ANPR Camp entry system linked to ‘universal’ parking permits

9. Shuttle bus to provide links to medical/dental centres and railway station

10. Promotion of sustainable travel and resultant health benefits

Army Basing Programme: Infrastructure Delivery Overarching Travel Plan

Site-specific Travel Plans have also been developed as part of the planning application process for the proposed new SFA. These Travel Plans will integrate with the OTP.

There are several challenges associated with identifying modal share targets at this stage:

• There is no up to date travel survey data available for the Camps covered by the OTP.

• Travel and traffic patterns will be subject to change over a period of several years due to rebasing.

• Traffic movements to/from Camps vary due to normal operational requirements.

Establishing a reliable baseline against which modal share targets can be identified is therefore not straight forward and will require the collection of new travel data.

The main objective of the OTP is to reduce military-related car movements on the local highway network during the AM (0800-0900hrs) and PM (1700-1800hrs) ‘highway’ peak periods when the local network is busiest.

For a typical planning application/development scenario travel plan measures are applied to reduce development generated traffic flows to help minimise off-site traffic impacts and thereby reduce the need for and scale of any off-site highway improvements required to mitigate the development.

In this instance, assuming that travel plan reductions only apply to new car trips due to rebasing would underestimate the overall potential benefits because, in practice, travel plan measures would also affect existing military travel to work trips already on the local highway network, in addition to new trips due to rebasing.

However, it is not possible to isolate and quantify existing military-related car trips already on the local highway network so it is not possible to determine the exact benefits that could be achieved through the introduction of successful travel plan measures.

Given these difficulties it is recommended that the most reliable indicator of the success of any travel plan measures will be travel surveys undertaken at the Camps and proposed SFA to establish baseline modal splits and travel behaviour for service personnel and MOD civilian staff. It is proposed that these surveys are undertaken prior to implementation of the OTP and annually thereafter (duration to be agreed with ). The results from these surveys will feed into the OTP and will help to advise production of Annual Monitoring Reports.

Army Basing Programme: Infrastructure Delivery Overarching Travel Plan

Due to the absence of contemporary data to allow a reliable baseline to be established it is not considered appropriate to identify modal share targets at this stage. These will need to be identified and agreed with Wiltshire Council once updated travel surveys have been undertaken.

It is essential that an effective management structure is established from the outset with responsibility and appropriate influence to be able to deliver the measures identified in the OTP. To this end an Executive Board has been established comprising representatives from relevant user groups. The Executive Board held its first meeting on 8th January 2015 and will meet approximately every six months. The Executive Board will oversee the development and delivery of the OTP, the implementation of sustainable transport measures and monitoring and reporting on their effectiveness at achieving targets.

To be effective it is also essential that the cost to implement and maintain the proposed sustainable transport measures is identified and appropriate funding secured. Funding methods will be subject to further ongoing discussion between the OTP stakeholders. However, it is anticipated that the main source will be through the Masterplan Infrastructure Delivery Plan. Where measures cannot be directly linked to new development alternative funding streams may need to be explored (e.g. capital funding from MOD/DIO).

Appropriate funding will also need to be secured to cover ongoing administrative support for the OTP and to cover the cost of monitoring and annual reporting.

The package of possible measures outlined in this report is considered to be robust and appropriate to the development proposals and site locations. Successful implementation will contribute towards reducing peak period car trips to help minimise the traffic impacts of rebasing on the local highway network.

Army Basing Programme: Infrastructure Delivery Overarching Travel Plan

1 Introduction

1.1 PREAMBLE

1.1.1 A Travel Plan is a package of measures designed to reduce the number and length of car trips generated by a development by encouraging use of sustainable travel and by reducing the overall need to travel. Encouraging people to carry out their everyday travel in a more sustainable manner can help to improve health and wellbeing whilst also reducing local traffic congestion and contributing towards improvements in the local environment.

1.1.2 Planning applications for major developments are required to be supported by a Travel Plan and delivery of sustainable transport measures are typically secured and/or funded by means of planning conditions. The ongoing performance of a Travel Plan is also monitored for a period following full completion/occupation of the development, typically for 5 years post implementation.

1.2 TRAVEL PLAN OBJECTIVES

1.2.1 This report sets out a possible package of ‘overarching’ Travel Plan measures with the aim of positively influencing work-related trips as a result of the regular Army’s rebasing proposals for Salisbury Plain. This report does not seek to address the effects of any increased trips by service families and soldiers when not working, although some of the suggested measures would indirectly benefit non-work related travel. This report sets out the area-wide strategy for sustainable travel within Salisbury Plain and covers both the existing Camps and SFA as well as the proposed ‘behind the wire’ development and new SFA proposed as part of rebasing.

1.2.2 The primary purpose of this Overarching Travel Plan (OTP) is to minimise the traffic impacts of rebasing on the local highway network. It follows on from the Framework Travel Plan dated 20th June 2014, prepared in support of the Salisbury Plain Rebasing Masterplan. It is primarily aimed at new military work-related trips; however the proposed measures and initiatives will also positively influence existing military work-related trips, as well as trips made by MOD civilian staff, contractors and other daily commuters to Salisbury Plain Camps.

1.2.3 The OTP focuses on travel between the proposed SFA at Larkhill, Bulford and Ludgershall and the Salisbury Plain Camps that will experience an increase in personnel due to rebasing: Larkhill, Bulford, and Perham Down. Figure 1 shows the location of the proposed SFA development sites and the Camps covered by the OTP.

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Army Basing Programme: Infrastructure Delivery Overarching Travel Plan

1.2.4 All of the Camps covered by the OTP fall within the Project Allenby/Connaught (PAC) ‘footprint’. PAC is a 35-year Private Finance Initiative (PFI) contract between the MOD and Aspire Defence Limited to provide new living and working accommodation and deliver catering, cleaning, maintenance and facilities management services for all Camps within the PAC ‘footprint’. Aspire Defence Limited is therefore an important stakeholder to the Travel Planning process and has been consulted during the preparation of the OTP.

1.2.5 Camp does not result in any new SFA or significant changes in personnel numbers due to rebasing and is therefore not covered by this document. Upavon Camp falls outside of the PAC ‘footprint’ and is geographically more remote with less inter-related travel between the Camps considered in this report. Proposals for any new development to support increased activity at Upavon will therefore be subject to its own travel plan delivered through the planning process.

1.2.6 This OTP should be read in conjunction with the Residential Travel Plans (RTP) prepared in support of the planning applications for each of the proposed SFA development sites. These consider the specific travel issues associated with the proposed SFA and integrate with the OTP.

1.3 PURPOSE

1.3.1 This OTP has the following aims:

• Encourage the use of alternative modes of transport to the private car and to better manage private car usage in order to reduce the impacts for all journeys associated with the rebasing proposals;

• To deliver long-term commitment to changing travel habits by minimising the percentage of single occupancy car journeys associated with the rebasing proposals and maximising the proportion of trips made on foot/cycle, by public transport and by car share;

• Identify and achieve the support of stakeholders for the OTP, and set in place the foundations and culture for a sustainable transport policy, which will develop and grow with time;

• To educate people regarding the health benefits of walking and cycling;

• To seek to reduce traffic generated by the rebasing proposals to a significantly lower level of car trips than would be predicted without the implementation of a Travel Plan; and

• Promote healthy lifestyles and vibrant communities.

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Army Basing Programme: Infrastructure Delivery Overarching Travel Plan

1.4 ARMY BASING PROPSALS

1.4.1 In total around 4,000 extra personnel and their dependents will be rebased to Salisbury Plain. A large proportion of the total number will be junior ranks living in Single Living Accommodation (SLA) and working on Camp. Their travel patterns typically comprise a weekly commute arriving at Camp on Sunday evening/Monday morning and leaving for the weekend throughout the course of Friday. Mid-week travel during the AM/PM peak periods is usually very low.

1.4.2 Personnel with families will be accommodated in Service Family Accommodation (SFA) in the local area and will commute to/from their place of work on a daily basis during the AM/PM peak periods. MOD civilian staff and civilian contractors working on the Camps will also continue to travel between their homes and the Camps during the peak periods.

1.4.3 Delivery of an effective package of sustainable travel measures aimed at reducing the number of both existing and forecast peak period car trips will therefore help to mitigate the impacts of rebasing, reducing the need for off-site highway improvements.

1.4.4 The proposed geographical distribution of personnel and new SLA/SFA is summarised in Table 1 below.

Table 1 – Locations of Personnel and Proposed SLA/SFA within the PAC ‘footprint’ Proposed SFA Location Personnel Increases Proposed SLA Units Dwellings Larkhill 2,053 1,359 444 Bulford 735 571 227 Tidworth 609 351 0 Perham Down/Ludgershall 627 251 246 Total 4,024 2,532 917*

*Note: A further 100 dwellings to be purchased from the open market in Tidworth.

1.5 CONSULTATION

1.5.1 Stakeholders consulted during the preparation of this OTP include:

• Army Basing Team (ABT) • Army Garrisons – Tidworth & Bulford (TNB) and Larkhill (LH) • Defence Infrastructure Organisation (DIO) • Aspire Defence - Aspire Defence Services Ltd (ADSL), Aspire Defence Capital Works (ADCW) • Wiltshire Council (WC) • Highways Agency (HA)

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Army Basing Programme: Infrastructure Delivery Overarching Travel Plan

1.5.2 The OTP has been informed by discussions with the Larkhill and Tidworth & Bulford Garrisons. The purpose of these discussions was to understand travel issues at a local level and to obtain Garrison feedback on a schedule of potential Travel Plan measures in order to understand whether the measures were:

a) Already in existence, or had previously been tried without success. b) Feasible in the military/site specific context. c) Likely to offer meaningful sustainable travel benefits.

1.5.3 The schedule of potential Travel Plan measures was updated to take the Garrison feedback into account and the measures most likely to offer meaningful sustainable travel benefits identified. A copy of the schedule can be found in Appendix A.

1.6 GENERAL OBSERVATIONS FROM ASPIRE TRAVEL PLAN REVIEW

1.6.1 To assist the Travel Plan process Aspire undertook a review of the existing Travel Plans at Larkhill, Bulford and Tidworth Camps which were produced in support of planning applications for PAC development on the Camps. Key observations from the Aspire Travel Plan Review document are:

• Transient Population – the Garrison population is formed of soldiers/civilians, many of whom are on-Camp for a limited period (e.g. only present for training, or are posted on operations abroad etc). As a result there is a lack of vested interest in sustainable transport and a large proportion of the target audience is not motivated to engage in the activity.

• Rail Connectivity – The Salisbury Plain Camps are not well served by the rail network resulting in a need for a car which many live-in soldiers see as a necessity.

• Budgets – to successfully implement sustainable transport measures a budget needs to be allocated for their establishment and on-going maintenance.

• Accountability – there are multiple organisations working on-Camp (Army, DIO, MOD civilian staff, Aspire, civilian contractors etc). Those given responsibility for introducing and promoting sustainable travel measures need to have the necessary accountability and influence across all of these user groups.

• Motivational Factors – for successful Travel Plan measures the target audience need to be informed and measures need to be good value, easy and hassle-free, otherwise users will not be motivated to adopt them.

• Communication – given advances in technology many measures proposed relating to communication have been superseded by the capabilities of smart phones and the internet.

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Army Basing Programme: Infrastructure Delivery Overarching Travel Plan

1.6.2 Key recommendations from the review are summarised as follows:

• Sustainable Transport Board – set up a board with responsibility for travel plan related measures with Garrison/Aspire/LPA/community input. This board needs real influence and accountability to be successful, with funding allocated to manage and deliver the Travel Plan.

• Cycling/Walking Scheme – a potential cycling/walking route between Camps should be investigated to encourage travel by these modes.

• Improved Access Points – Improved access points to Camps would encourage walkers/cyclists to avoid using the car if a gate is closer to their residence.

• Cycle Hire scheme – Identify the potential uptake and costs associated with providing and maintaining a cycle hire scheme to determine whether this would offer value for money.

• Technology – Promote use of relevant technology interfaces (e.g. smart phones, internet hubs) to encourage sustainable travel and provide taxi details, bus timetables, personalised journey planning tools etc.

• Shuttle Bus Service Provision – Evaluate opportunities to provide a shuttle bus link to key SFA sites and the Camps; and encourage subcontractors on-site to use shuttle bus services for their employees. This model is well used by cleaning/catering Tier 2 supplier Sodexo who regularly operate staff pick-ups and drop offs at nominated points. Consider extending this service to subsidised or free travel to local shopping areas and rail stations.

• Reduce Car Parking Provision - Consider reducing existing car parking provision within the camps for daily commuter use as a means of reducing car trips. However, this would need to be introduced in conjunction with other measures to avoid ‘knock-on’ issues such as parking in inappropriate locations on-camp and on the adjacent public highway.

• Monitor Modal Use - The final recommendation relates to ongoing monitoring. This will enable the pattern of use of the various modes of transport to be reviewed and monitored moving forward and to assess the success or otherwise of the measures proposed. Again this would need to be appropriately resourced and budgeted for successful implementation.

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Army Basing Programme: Infrastructure Delivery Overarching Travel Plan

2 Policy Context

2.1.1 This OTP has been prepared with consideration to the following policy documents:

• Transport White Paper: 'Creating Growth, Cutting Carbon: Making Sustainable Local Transport Happen' • The National Planning Policy Framework (NPPF) • DfT – Building Sustainable Transport into New Developments • DfT – A Sustainable Future for Cycling • DfT – Good Practice Guidelines – Delivering Travel Plans through the Planning Process • Wiltshire Local Plan • Third Wiltshire Local Transport Plan (LTP3) • Adopted Wiltshire Core Strategy • Relevant MOD Travel and Design Related Policies (e.g. DREAM)

2.1.2 A key message from both national and local transport policy is one of supporting sustainable development and encouraging development that offers sustainable transport choices to help reduce reliance on the private car. Local policy also seeks to ensure that development is appropriately located and mitigated to avoid any adverse traffic impacts.

2.1.3 The proposed SPTA masterplan has been prepared having careful consideration to these requirements and locations for new SFA have been identified that are close to the work locations of the service personnel who will be rebasing to the area. Consideration has also been given to the availability of school places and accessibility to community facilities and new facilities are proposed close to the new SFA, to meet increased demands. In addition, the detailed design of new SFA will seek to carefully integrate the sites with neighbouring areas, through appropriate site layout and the provision of new pedestrian and cycle infrastructure.

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Army Basing Programme: Infrastructure Delivery Overarching Travel Plan

3 User Groups

3.1 INTRODUCTION

3.1.1 This chapter considers who will be working on the Camps following rebasing.

3.2 ARMY

3.2.1 Soldiers based at Salisbury Plain (existing and proposed) fall into two distinct categories:

• Soldiers living on Camp – predominantly younger, 18 to 25 year old, junior ranks living in Single Living Accommodation (SLA) on Camp. Their travel patterns typically follow a weekly commute, arriving on Camp Sunday evening/early Monday morning and leaving during the course of Friday to travel home for the weekend1. The majority own cars and therefore require parking on site during the week. They live, eat and work on Camp and therefore generate minimal vehicle movements to/from Camp during the weekday AM/PM highway peak periods.

• Soldiers living off Camp – predominantly older, 25 to 55 year old, married soldiers. Typically comprising non-commissioned officers (NCO) and commissioned officers. The majority of families live in Service Family Accommodation (SFA) which is MOD residential housing located in the vicinity of the Camps, with a small proportion living in privately owned accommodation. Their travel patterns typically follow a daily commute, travelling to/from Camp during the AM/PM highway peak periods Monday to Friday. Families living in SFA also have the usual ‘school run’ and other typical household travel requirements. Existing SFA is located across Salisbury Plain as shown in Figure 2.

3.2.2 A summary of the approximate number of soldiers who will be living on and off Camp following rebasing is as follows.

Table 2 – Military Personnel Numbers Following Rebasing

Camp Total Living on-Camp Living off-Camp

Larkhill 3,955 2,571 1,384 Bulford 3,453 2,244 1,209 Tidworth 4,143 2,693 1,450 Perham Down 1,254 815 438.9 Total 12,805 8,323 4,482 Note: On Camp (SLA)/Off Camp (SFA) split assumed as approximately 65%/35% as advised by DIO.

1 Data available for Tidworth and Larkhill Camps (see section 6.1) suggests that circa 85% of soldiers living on-Camp travel home at weekends with the majority travelling home by car (90%)

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Army Basing Programme: Infrastructure Delivery Overarching Travel Plan

3.3 CONTRACTORS

3.3.1 Under the terms of PAC Aspire Defence Services Limited and their civilian sub-contractors provide catering, cleaning, maintenance and facilities management services for all of the Camps covered by the OTP. Current staff numbers are summarised as follows.

Table 3 – Existing Number of Contract Staff on Garrison Each Day (Mon-Fri) ADSL Average Day Attendance on Garrison (Mon- Friday) Other Garrison ADSL Sodexo Babcock Garrison Total Contractors Larkhill 87 194 27 81 389 TidnBul 195 755 13 187 1,150 Total 283 949 40 268 1,539

Notes: 1. Data provided by ADSL. 2. TidnBul Garrison covers Bulford, Tidworth, Perham Down and Netheravon Camps. 3. Excludes New Work Project team.

3.3.2 As can be seen from Table 3 there are considerable numbers of contractors visiting the Camps each day and a large proportion of these movements will occur during the weekday AM/PM highway peaks.

3.3.3 It is worth noting that a shuttle bus service is currently operated by cleaning/catering Tier 2 supplier Sodexo who regularly operate staff pick-ups and drop offs at nominated local points.

3.4 MOD CIVILIAN STAFF

3.4.1 MOD civilian staff work on all of the Salisbury Plain Camps and commute between their homes and their places of work during the weekday AM/PM highway peaks.

3.5 DELIVERIES

3.5.1 In addition to the military and civilian personnel that work on the Camps there are also regular deliveries and refuse collections made by civilian suppliers/hauliers, a proportion of which will occur during the AM/PM peak periods.

3.6 CONSTRUCTION TRAFFIC

3.6.1 There will also be considerable construction traffic activity in the local area as new SFA and on- Camp facilities are constructed to facilitate rebasing. This activity will be temporary in nature and will be subject to separate traffic management and control measures which will be agreed through the planning process. Construction traffic activity is therefore not considered by the OTP.

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Army Basing Programme: Infrastructure Delivery Overarching Travel Plan

3.7 SUMMARY

3.7.1 It is the daily car movements of military personnel, contractors and MOD civilian staff that occur during the AM/PM peak periods that result in the greatest impacts on the local highway network. Reducing this daily car-borne activity is therefore the primary focus of the OTP.

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Army Basing Programme: Infrastructure Delivery Overarching Travel Plan

4 Existing Transport Conditions

4.1 INTRODUCTION

4.1.1 This chapter considers existing transport conditions at each of the Camps and has been compiled based on discussions with the Garrisons and site observations. Images depicting some of the issues discussed can be found in Appendix B.

4.2 LARKHILL

4.2.1 The Barracks at Larkhill is the home of the Royal School of Artillery which is supported by 14 Regiment Royal Artillery. The School provides Phase 2 training for recruits to the Royal Artillery. This training includes gunnery, air defence, surveillance and signals. Trained officers and gunners are then posted to units worldwide and may return to the School as Phase 3 students for frequent refresher courses. A large proportion of military personnel at Larkhill are therefore students who live and work on camp.

Access • The camp is currently served by two vehicular accesses onto the Packway. The eastern access Vehicle Check Point (VCP) is the main Camp access and the western access serves Roberts and Horne Barracks, this is the home to 32 and 47 Regiment, Royal Artillery which is supported by 74 UAS Battery, Royal Artillery.

• Currently there is no signage directing traffic to the current VCPs from the Packway coming into Larkhill from the west. This has caused near misses, confusion and traffic hold ups with visitors to Larkhill.

• No pedestrian/cycle only accesses into the Camp.

• There is insufficient vehicle standing area at the main Camp entrance for vehicles to park while temporary passes are issued at the guardroom; this creates queues and delays particularly in the AM peak.

• HGVs entering Camp via the main gate block the waiting area causing queues onto The Packway.

• Improvements to the existing access arrangements are being investigated as part of the rebasing proposals to address queues at the main gate.

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Army Basing Programme: Infrastructure Delivery Overarching Travel Plan

On-Site Infrastructure • Internal roads and footways are generally of a good standard.

• Low vehicle flows within the Camp mean there is scope for safe shared use by cycles.

• Walking is the main mode of transport around Camp.

• No significant problems with car parking in unauthorised areas of the Camp.

• Covered cycle parking provision is good adjacent to newer buildings.

• Parts of the Camp still have limited or no cycle parking provision.

• Service personnel store cycles in their accommodation due to risk of theft or damage.

Off-Site Pedestrian Facilities • Footways on The Packway adjacent to the Camp are narrow.

• To the west of Larkhill, there are no footways.

• To the east of Larkhill, there is no footway on the southern side of the carriageway. The footway on the northern side provides a continuous route to Durrington.

• The existing footway is narrow in places along The Packway which does not encourage use (particularly by mothers with children/pushchairs/prams etc).

• Anecdotal evidence suggests that traffic speeds and volumes on The Packway are high.

• There is a single ‘Zebra Crossing’ on The Packway (near Alanbrooke Road).

• Anecdotal evidence suggests that personnel can experience difficulty crossing The Packway on foot/cycle from the SFA to the south of the Camp due to high traffic speeds/volumes on The Packway.

• There have been several traffic accidents involving personnel crossing The Packway.

• Some footway/footpath links to existing SFA are incomplete or not direct. For example the most direct walking route from existing SFA on Fargo Road to the south of the Camp is an un-surfaced track across fields.

Off-Site Cycle Facilities • There are currently no dedicated cycle routes in the vicinity of Larkhill Camp (see Section 4.6).

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Army Basing Programme: Infrastructure Delivery Overarching Travel Plan

Public Transport • There are a number of bus stops located along The Packway, the nearest of which are adjacent to the main Camp entrance on both sides of the carriageway.

• Existing bus shelters are old and in a poor state or repair. No seating is provided.

• There is no footway serving the bus stops on the southern side of The Packway.

• Larkhill is served by the X5 service which operates along The Packway calling at Salisbury, , Durrington, Pewsey, Marlborough and . The service operates a 30 minute frequency throughout the day Monday to Saturday and an hourly service on Sundays.

• The X5 service does not travel to Bulford, Tidworth or Perham Down Camps which means Larkhill is not connected to the other Camps by any bus service.

• The X5 service is considered to be expensive and journey times too long when compared to travelling by car.

• A shuttle bus service is currently operated by cleaning/catering Tier 2 supplier Sodexo who regularly operate staff pick-ups and drop offs at nominated points to transport their staff to/from Camp.

4.3 BULFORD

4.3.1 is separated by Marlborough Road which is aligned north to south ‘through’ the Camp. The Camp on the eastern side contains Picton Barracks which is home to the headquarters of the 3rd (UK) Division Headquarters and Signals Regiment. Kiwi Barracks is also located on the eastern side of Marlborough Road and is home to 4th Battalion The Rifles and 3rd Regiment Royal Military Police. The Camp on the western side of Marlborough Road contains Ward Barracks which is home to the headquarters of the 12th Armoured Infantry Brigade and the headquarters of the Special Investigation Branch of the Royal Military Police.

Access • The Camp currently has two vehicle accesses onto Marlborough Road – one serving the western part of the Camp and one serving the eastern part of the Camp.

• Additional pedestrian/cycle only access points are provided.

• As part of the rebasing proposals a new access to the training area will be provided directly from Ward Barracks and this will help to reduce the number of military vehicles using the public highway.

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Army Basing Programme: Infrastructure Delivery Overarching Travel Plan

On-Site Infrastructure • Internal roads and footways are generally of a good standard.

• There are problems with car parking in unauthorised areas of the Camp. The layout of parking areas is not ideal.

• Covered cycle parking provision is good adjacent to newer buildings.

• Parts of the Camp still have limited or no cycle parking provision.

Off-Site Pedestrian Facilities • In the vicinity of the Camp entrances, footways are provided adjacent to both sides of Marlborough Road. Away from the Camp entrances, footway provision is intermittent.

• Two zebra crossings and one dropped kerb crossing are located on Marlborough Road in the vicinity of the Camp entrances.

• Traffic speeds on Marlborough Road are high and Garrison feedback indicates support for improved pedestrian crossing facilities in the vicinity of the main Camp entrances to assist pedestrian movements between Ward and Picton Barracks.

• In the wider Bulford area, footways are generally located adjacent to existing roads. Outside of Bulford, roads are rural in character with no footway provision.

Off-Site Cycle Facilities • There are currently no dedicated cycle routes in the vicinity of Bulford Camp (see Section 4.6).

Public Transport • The nearest bus stops to the Camp entrances are located on both sides of the Marlborough Road immediately to the north of the entrance to Ward Barracks (west side of Marlborough Road).

• Existing bus stops have a lay-by, shelter, timetable information and raised kerb. Footways are provided between the Camp entrances and existing bus stops.

• Bulford is served by the Active8 service which operates along Marlborough Road calling at Salisbury, Amesbury, Tidworth and Andover. The service operates a 15 minute frequency throughout the day Monday to Friday and an hourly service at weekends.

• The Active8 service means Bulford is connected by a bus service to .

• Garrison feedback indicates that the Active8 service is considered to be expensive and journey times too long when compared to travelling by car.

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Army Basing Programme: Infrastructure Delivery Overarching Travel Plan

• A shuttle bus service is currently operated by cleaning/catering Tier 2 supplier Sodexo who regularly operate staff pick-ups and drop offs at nominated points to transport their staff to/from Camp.

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Army Basing Programme: Infrastructure Delivery Overarching Travel Plan

4.4 TIDWORTH

4.4.1 Tidworth Garrison is the largest Camp covered by the OTP and is home to the headquarters of the 1st Armoured Infantry Brigade and its affiliated units.

Access • The main access to the Camp is VCP2 from Bulford Road.

• Insufficient vehicle standing area at VCP2 for vehicles to park while temporary passes are issued at the guardroom creates queues and delays particularly in the AM peak.

• HGVs entering Camp via the main gate block the waiting area causing queues onto Bulford Road.

• Garrison feedback indicated concerns regarding poor visibility from the Camp exit onto Bulford Road. Improved access/egress arrangements are being investigated as part of rebasing to seek to address this issue.

• An additional vehicle access known as ‘Gate 17’ is located to the west of Tidworth Camp and is open between 0700hrs and 1200hrs. HGVs are encouraged to use ‘Gate 17’ but despite this route being signposted from the A338 it is understood that many HGVs continue to use VCP2. The access road to ‘Gate 17’ is an unlit concrete tank track which is used by tracked vehicles. The track is in a good state of repair but it has no road markings and is often muddy in wet weather which deters car drivers from using ‘Gate 17’ to access the Camp.

• No pedestrian/cycle only accesses into the Camp.

On-Site Infrastructure • Internal roads and footways are generally of a good standard.

• There are significant problems with car parking in unauthorised areas of the Camp.

• Covered cycle parking provision is good adjacent to newer buildings.

• Parts of the Camp still have limited or no cycle parking provision.

• Service personnel store cycles in their accommodation due to risk of theft or damage.

Off-Site Pedestrian Facilities • In the vicinity of Tidworth Camp a footway is located adjacent to the northern side of Bulford Road and provides a route to VCP2.

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• There is no footway adjacent to the southern side of Bulford Road other than in the vicinity of the bus stop adjacent to the southern side of the carriageway. A dropped kerb crossing is provided in the vicinity of the bus stop.

• A short distance to the east of VCP2 footways are provided on both sides of Bulford Road and these provide a continuous pedestrian route into the centre of Tidworth and the wider Tidworth area.

• There are no pedestrian facilities along the tank track leading to Gate 17.

Off-Site Cycle Facilities • A shared footway/cycleway is provided adjacent to the A3026 Tidworth Road between Ludgershall and Tidworth. There are no other cycle facilities in the local area (see Section 4.6).

Public Transport • The nearest bus stops to the Camp entrances are located on both sides of Bulford Road immediately to the west of VCP2.

• Existing bus stops have a shelter, seating, timetable information and raised kerb. Footways are provided between the Camp entrances and existing bus stops.

• Tidworth is served by the Active8 service which operates along Bulford Road calling at Salisbury, Amesbury, Tidworth and Andover. The service operates a 15 minute frequency throughout the day Monday to Friday and an hourly service at weekends. The service means Tidworth is connected by a bus service to Bulford Camp.

• Garrison feedback indicates that the Active8 service is considered to be expensive and journey times too long when compared to travelling by car.

• During the peak periods buses stopping adjacent to VCP2 cause queues.

• Tidworth is also served by bus Service 80 but this does not stop in the vicinity of VCP2.

• A shuttle bus service is currently operated by cleaning/catering Tier 2 supplier Sodexo who regularly operate staff pick-ups and drop offs at nominated points to transport their staff to/from Camp.

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4.5 PERHAM DOWN

4.5.1 Perham Down Garrison is the smallest of the Camps covered by the OTP and is home to 22 and 26 Engineer Regiments in .

Access • The Camp currently has two vehicle accesses onto the unnamed road between Perham Down and Tidworth.

• Daily movements in and out of Perham Down Camp can sometimes cause congestion, particularly at school arrival/departure times.

• An additional access for military vehicles is located to the north of the Camp.

• No pedestrian/cycle only accesses into the Camp.

On-Site Infrastructure • Internal roads and footways are generally of a good standard.

• Problems with car parking in unauthorised areas of the Camp.

• Covered cycle parking provision is good adjacent to newer buildings.

• Parts of the Camp still have limited or no cycle parking provision.

Off-Site Pedestrian Infrastructure • In the vicinity of Perham Down Camp, footways are located adjacent to both sides of the road outside the main entrances.

• In the wider Perham Down area, footways are generally located adjacent to existing roads although there is no footway connection to Ludgershall along Somme Road.

• The road between Perham Down and Tidworth has high vehicle speeds, a narrow carriageway, narrow footways and high hedges adjacent to the carriageway. It also has steep gradients in places and is therefore not conducive to walking and cycling.

• Garrison feedback indicates that the lack of pedestrian infrastructure contributes towards people feeling isolated at Perham Down.

Off-Site Cycle Facilities • There are currently no dedicated cycle routes in the vicinity of Bulford Camp (see Section 4.6).

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Public Transport • Existing bus stops are located to the east of the site accesses on both sides of the unnamed road between Perham Down and Tidworth.

• The existing bus stop adjacent to the northern side of the carriageway has a flagpole, timetable information and raised kerb. There is no shelter or seating provided.

• The bus stop adjacent to the southern side of the carriageway is an unmarked stop with just a raised kerb. Footways are provided between the Camp entrances and existing bus stops.

• Perham Down is served by bus Service 80 which operates along the unnamed road between Perham Down and Tidworth calling at Marlborough, Burbage, Tidworth and terminating in Ludgershall. The service operates every 2 hours throughout the day Monday to Saturday. No service is provided on Sundays.

• A shuttle bus service is currently operated by cleaning/catering Tier 2 supplier Sodexo who regularly operate staff pick-ups and drop offs at nominated points to transport their staff to/from Camp.

4.6 NATIONAL CYCLE ROUTES

4.6.1 Although there is currently limited dedicated cycle infrastructure linking the proposed SFA sites and the Camps, there are three National Cycle Routes in the wider area as shown on Figure 3 and summarised as follows:

• Wiltshire Cycleway (National Cycle Route 254) – runs between Amesbury and Everleigh through the study area using quiet, lightly trafficked roads.

• National Cycle Route 45 (NCR 45) - links Chester with Salisbury and passes close to Larkhill, Bulford and Ludgershall using on-road routes.

• National Cycle Route 481 – is a spur off NCR 45 which runs around Salisbury Plain linking Larkhill at its southern end to the NCR 45 west of Upavon using off-road routes.

4.7 PUBLIC TRANSPORT (RAIL)

4.7.1 The nearest manned train station with a taxi rank is in Andover (approx’ 12 miles from VCP2 at Tidworth), Grateley station is closer (approx’ 6 miles) but is unmanned and there is no taxi rank. Salisbury station (approx’ 15 miles) is another option. These stations are all on the West of mainline with services to London Waterloo. Pewsey Station is located to the north

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(approx’ 12 miles from VCP2 at Tidworth) and is on the Berks and Hants line with a connection to London Paddington. Figure 3 shows railway station locations in relation to the Camps.

4.7.2 Ludgershall is served by a rail line. However, this is a freight only line used by the Army to transport vehicles and equipment to/from existing depots in Ludgershall. This rail line does not carry passengers.

4.7.3 Given the distances to the nearest rail stations there are limited opportunities for travelling by rail.

4.8 SUMMARY

4.8.1 Existing sustainable travel opportunities within the study area are of a reasonable standard. Pedestrian infrastructure is available in the vicinity of each Camp although the Garrisons have identified some road safety concerns which should be reviewed as part of the OTP.

4.8.2 Existing cycle infrastructure is limited but there are opportunities for shared on and off-road cycle trips throughout the area.

4.8.3 Larkhill, Bulford and Tidworth Camps are served by a regular bus service, although the same bus service does not operate between all three Camps and feedback from the Garrisons indicates that the service is considered to be expensive and journey times too long in comparison to travelling by car. Perham Down has less developed public transport links.

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5 Possible Travel Plan Measures

5.1 INTRODUCTION

5.1.1 This section identifies a package of possible measures to encourage sustainable travel between the new and existing SFA and the Camps covered by the OTP. The measures are also aimed at encouraging sustainable travel by MOD civilian staff and contractors employed on the Camps when travelling between home and their places of work.

5.1.2 The sustainable travel measures proposed focus on increasing the use of:

• Walking and running for short distance trips. • Cycling for short/medium distance trips. • Bus use for medium distance trips (e.g. inter-Barracks). • Car sharing for longer distance commuter trips (particularly MOD civilian staff).

5.2 TRAVEL PLAN EXECUTIVE BOARD

5.2.1 It is essential that an effective management structure is established from the outset with responsibility and appropriate influence to be able to deliver the measures identified in the OTP.

5.2.2 As outlined earlier there are multiple organisations working on-Camp (Army, DIO, MOD civilian staff, Aspire, civilian contractors etc). An Executive Board has therefore been established with representatives from each of these groups as well as representatives form Wiltshire Council. The Executive Board has been formed to oversee the development and delivery of the OTP and the first meeting of the Executive Board was held on 8th January 2015.

5.2.3 Going forward it is envisaged that the Executive Board meets every six months, although more frequent meetings may be required initially while the OTP process is established. The Executive Board will be responsible for overseeing the implementation of the sustainable transport measures and the monitoring and reporting on the effectiveness of measures at achieving modal split targets.

5.3 FUNDING

5.3.1 To be effective it is essential that the cost to implement and maintain the proposed sustainable transport measures is identified and appropriate funding secured. Funding methods will be subject to further ongoing discussion between the OTP stakeholders. However, it is anticipated that the main source will be through the Masterplan Infrastructure Delivery Plan. Where

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measures cannot be directly linked to new development alternative funding streams may need to be explored (e.g. capital funding from MOD/DIO).

5.3.2 Appropriate funding will also need to be secured to cover ongoing administrative support for the OTP and to cover the cost of monitoring and annual reporting.

5.4 POSSIBLE MEASURES

5.4.1 Possible measures are detailed in Appendix A. The schedule of measures has been divided into three sections. The first section (page 1) details the possible measures that are considered to offer the greatest potential to encourage sustainable travel and are therefore proposed for further investigation. The second section (page 2) details measures that either already exist or will be introduced as an integral part of the SFA and ‘behind the wire’ proposals. The third section (page 3) details measures that have been rejected because they are impractical or unlikely to offer any significant benefit.

5.4.2 Of the measures considered to offer the greatest potential to encourage sustainable travel the following are proposed for further investigation:

1. Allocation of SFA to military personnel working at a local Camp to minimise need to travel by car

2. Cycling/Walking Scheme to identify a route to link Camps with new/existing SFA

3. Provide safe & secure pedestrian and cycle access from new SFA to Camps

4. Improved pedestrian crossings and reduced speeds on roads adjacent to Camps

5. Improved on-camp cycle parking/storage provision

6. Improved bus services to Larkhill & Perham Down and improved local bus stop infrastructure

7. Car share scheme for all camp employees (military and civilian)

8. ANPR Camp entry system linked to ‘universal’ car parking permits

9. Shuttle bus to provide links to medical/dental centres and railway station

10. Promotion of sustainable travel and resultant health benefits

5.4.3 These measures are discussed in the following paragraphs.

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5.5 SFA ALLOCATION

5.5.1 MOD policy states “SFA is to be provided as close as possible to the Service person’s duty station with DIO Ops Housing always attempting in the first instance to offer SFA within 10 mile radius of the duty station”.

5.5.2 To encourage walking and cycling to work this distance should ideally be 2 miles or less. So it is recommended that, where possible, SFA should be allocated as close as possible to the workplace to minimise the need to travel by car.

5.5.3 Across SPTA East the total stock of existing SFA is 4,703 dwellings, of which 4,328 (92%) were ‘let’ or occupied at the time of writing. Considering just Larkhill, Bulford, Tidworth and Perham Down there are approximately 3,000 existing SFA dwellings of which 682 (23%) are in Larkhill, 957 (33%) Bulford, 1,119 (38%) Tidworth and 179 (6%) in Perham Down.

5.5.4 The split of work locations for the service personnel living in these 3,000 existing SFA is summarised in Table 4 below and illustrated in Figure 5. As can be seen below only about half of the existing SFA is occupied by personnel working at the closest camps. If this percentage could be increased more in favour of living and working at the same location the need to travel by car would also reduce.

Table 4 – Work Locations of Personnel Living in SFA

% Percentage of Personnel Working by Location

Total Other Larkhill Bulford Tidworth No. OccupiedNo. SFA Perham Down Larkhill 682 52% 11% 18% 3% 16% 100% Bulford 957 6% 43% 24% 7% 20% 100% Tidworth 1,119 2% 8% 59% 15% 16% 100%

SFA LocationSFA Perham Down 179 2% 9% 37% 34% 18% 100%

5.5.5 It is understood that this may be difficult to administer but this is considered to be the single most effective way of reducing military work-related car trips in the peak periods and should be explored further.

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5.6 CYCLING/WALKING SCHEME

5.6.1 A possible cycling/walking scheme is being investigated by DIO to identify, define and promote routes linking Larkhill, Bulford, Tidworth and Perham Down Camps with local connections to existing and proposed SFA as well as to secondary school in Ludgershall. An initial improvement that will provide a new shared cycle/footway between the Wellington Academy and Perham Down adjacent to Somme Road is currently being designed and is expected to be constructed during 2015.

5.6.2 Preliminary plans depicting a possible cycling/walking scheme can be found in Appendix C. It is anticipated that this could comprise a mixture of on and off-road routes, using a combination of existing public highway and routes across MOD owned land. Where possible this would use existing carriageway with appropriate signing and road marking improvements, with sections of any new construction limited to providing ‘missing links’ and tie-in points to Camps and SFA.

5.6.3 It should be noted that at this stage exact routes, any new/improved infrastructure required, specification, construction costs, delivery responsibilities and delivery timescales have yet to be determined. The scheme indicated in Appendix C should therefore be considered indicative at this stage and further details will be made available as the scheme is worked-up and details agreed with Wiltshire Council.

5.7 SAFE & SECURE PEDESTRIAN AND CYCLE ACCESS TO CAMPS

5.7.1 Improved pedestrian/cycle access points should be investigated to Camps as part of the cycle/footway scheme outlined in Section 5.6 and where possible should be located on key pedestrian/cycle desire lines to ease movements between SFA and Camps. The locations of potential improved access points are shown on the preliminary cycle/footway scheme plans and discussed in the supporting note in Appendix C. Improving the permeability of the Camps in this manner would help to encourage travel on foot/cycle for short-medium distance journeys.

5.8 POSSIBLE IMPROVED PEDESTRIAN CROSSING FACILITIES

5.8.1 Based on garrison feedback improvements to existing off-site pedestrian infrastructure could be provided in order to help encourage travel on foot. It is proposed that further investigation is undertaken to identify the need for, and nature of possible improvements (this requirement is also identified in the site-specific Travel Plan documents prepared in support of the SFA planning applications). Suggested areas for investigation are summarised as follows:

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• Possible additional crossing(s) on The Packway in the vicinity of Larkhill Camp. • Possible widening of footways adjacent to The Packway in the vicinity of Larkhill Camp. • Possible additional crossing(s) on Marlborough Road in the vicinity of Bulford Camp. • Possible provision of a crossing on the unnamed road between Perham Down and Tidworth in the vicinity of Perham Down Camp.

5.8.2 Responsibility for funding and delivery of any measures to address existing issues on the public highway will need to be discussed and agreed with Wiltshire Council.

5.9 MANAGING VEHICLE SPEEDS ON LOCAL ROADS

5.9.1 In order to improve the safety of all road users and assist in encouraging walking and cycling, it is proposed that further investigation is undertaken to identify the need for measures to manage vehicle speeds on the public highway immediately adjacent to the camps (e.g. ‘Gateway’ features, improved signing and road markings, speed cushions, carriageway narrowing and/or chicanes etc). This is considered particularly relevant on The Packway past Larkhill Camp, on Marlborough Road through Bulford Camp, and on the unnamed road between Perham Down and Tidworth as it passes through Perham Down Camp (this requirement is also identified in the site-specific Travel Plan documents prepared in support of the SFA planning applications).

5.9.2 The responsibility for funding and delivery of any measures to address existing issues on the public highway will need to be discussed and agreed with Wiltshire Council.

5.10 ON-SITE CYCLE PARKING AND CHANGING FACILITIES

5.10.1 As part of the ‘Behind the Wire’ proposals, secure covered cycle parking will be provided in close proximity to new building entrances, together with new live-out changing facilities. A review of existing shower/changing and secure storage facilities is also recommended. Adequate facilities should be available to enable personnel to change, have a shower and store clothes etc after they’ve walked/run or cycled to work as the absence of these facilities is a key barrier to travel by these modes. Feedback from the Garrisons suggests that many soldiers store cycles in their accommodation due to fears of theft/damage so the suitability of existing cycle storage facilities should be reviewed and more secure units considered where appropriate. Feedback also suggests there are areas of the Camps that are not well served by cycle parking which leads to cycles being locked to any convenient immovable objects (particularly at Larkhill). New/improved facilities should therefore be considered in areas of the Camps not already well served.

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5.11 POSSIBLE IMPROVEMENTS TO EXISTING BUS SERVICES

5.11.1 Preliminary discussions have been held with Wiltshire Council’s Bus Network Manager to investigate the possibility of extending existing bus services to better serve the Camps covered by the OTP. Both Larkhill and Perham Down camps are currently poorly served by bus services. The view of Wiltshire Council is that the following should be explored:

• extending the existing Andover to Tidworth service to serve Perham Down; and • increasing the frequency of the X5 Service at Larkhill

5.11.2 Wiltshire Council’s view is that extending the Active8 service to Larkhill to provide an east-west link between Camps would not be practical as it would increase journey times and be detrimental to the overall service. It was suggested that a better solution may be to provide a shuttle bus to link Larkhill to other local Camps.

5.11.3 It is therefore proposed that discussions are held with Wiltshire Council and the local bus operators (Wilts & Dorset Bus Company Ltd and Stagecoach) to explore potential options for improving bus connections to the Camps and to determine costs and funding responsibilities.

5.11.4 It is proposed that existing infrastructure at the nearest bus stops to each of the Camps should also be reviewed and upgrades considered, where necessary. This could include providing bus shelters with seating, litter bins, timetable information and raised kerbs (where not already provided). Real Time Passenger Information displays could also be provided at the nearest bus stops to each of the camps and consideration given to displays being provided at strategic locations within Camps. The cost and responsibilities for delivery of this type of infrastructure would need to be discussed and agreed with Wiltshire Council.

5.12 CAR SHARE SCHEME

5.12.1 The predominantly rural nature of Salisbury Plain means that providing viable alternatives to single occupancy car trips is more difficult for longer trips. A strong emphasis should therefore be placed on developing and promoting a car share scheme for use by all Camp employees (i.e. soldiers, MOD civilian staff, civilian contractors).

5.12.2 Car share schemes are most successful where there is a significant pool of registered users from which journeys can be matched. Consideration should therefore be given to a Salisbury Plain-wide car share scheme covering all Camps which is likely to be more effective than Camp-specific schemes.

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5.12.3 There is an existing free car share service that is supported by Wiltshire Council (www.wiltshire.liftshare.com) this should be investigated for suitability first. If this is not appropriate, for example due to security issues, there are several commercial web-based car share solutions available and it is proposed that use of one of these be investigated as a possible alternative.

5.13 POSSIBLE UPDATED ANPR SYSTEM

5.13.1 Discussions with the Garrisons suggest that Tidworth is the only Camp to benefit from an existing Automatic Number Plate Recognition (ANPR) system to assist with the control of vehicles entering the Camp. Feedback confirmed that although the existing system isn’t perfect it helps to reduce the time taken for vehicles to pass through security and is useful for on-site car parking management and identifying when ‘banned’ vehicles are brought back onto camp without permission.

5.13.2 It is therefore proposed that the potential for ANPR systems be investigated for possible installation at all camps to assist in reducing the time taken for vehicles to pass through security thereby helping to reduce delays and associated queues at Camp entrances.

5.13.3 Such a system could also be linked to a ‘universal’ car parking permit system to help reduce the number of people requiring temporary passes and in turn reduce delays and associated queues at Camp entrances.

5.13.4 Reducing congestion and delays at the Camp accesses will benefit all road users and an ANPR system could also provide an effective way of quantifying car movements to/from the Camps for future monitoring of the performance of the OTP. The cost and potential benefits of providing such a system should therefore be explored further to determine whether such a scheme could be supported.

5.14 POSSIBLE SHUTTLE BUS BETWEEN CAMPS

5.14.1 The feasibility of introducing a shuttle bus between Camps should be explored. The Garrisons suggested there would be a demand for such a service for travel to/from the new medical/dental facilities that will be consolidated at fewer locations following rebasing. Such a service could run between the Camps and SFA and possibly serve other functions when demand for these movements is not high, for example providing a link to the railway station on Friday afternoon when ‘on-Camp’ soldiers want to travel home for the weekend.

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5.15 TRAVEL PLAN PROMOTION

5.15.1 A web-based travel information resource could be made available bringing together details of all local sustainable travel options (e.g. bus, train, taxi details, cycle routes etc). This could be provided as an ‘add-on’ to an existing website or as a new resource. Ideally any new/expanded web information should be professionally branded, easy to navigate/use, regularly updated and present information relevant to the daily lives of the target audience. The same web resource could be configured to be easily accessible by smart phones and could incorporate advertising (e.g. local cycle shops, taxi firms etc) which could generate a source of advertising revenue to help pay for the service. The web resource could also offer a convenient tool for undertaking on-line travel surveys. It is therefore proposed that the possible provision of such a web service be explored further.

5.15.2 A web-based resource is considered the most effective means of promoting travel options however, travel information should also be provided on travel notice boards located strategically within the Camps. These should be kept up to date with the latest local travel information.

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6 Targets & Monitoring

6.1 BASELINE MODAL SPLITS

6.1.1 Modal split data has been obtained from the existing Travel Plan documents for Larkhill and Tidworth Camps. No data is available for Bulford or Perham Down Camps. The data was collected in 2004 (Tidworth) and 2008 (Larkhill) and is therefore now out of date however; in the absence of any contemporary data it provides a useful indication of likely existing travel behavior.

Table 5 – Modal Splits for Personnel Living off-Camp Mode of Travel Tidworth (2004) Larkhill (2008) Car alone 52% 77% Car with passengers 5% 9% Car as passenger 3% 5% Walk 16% 0% Bicycle 9% 4% Bus 2% 2% Motorbike 4% 0% Other 6% 3% No answer 3% 0% Total 100% 100% Survey Response Rates 33% 55%

6.1.2 The data suggests that (when considering ‘car alone’ ‘car with passengers’ and ‘car as passenger’) approximately 91% of personnel living off camp at Larkhill travel by car on a daily basis, compared to 60% at Tidworth Camp. This probably reflects the more isolated, rural location of Larkhill and the absence of a bus service connecting the Camp to Bulford and Tidworth where a lot of existing SFA is located.

6.1.3 The data in Table 6 overleaf represents the daily travel of personnel living on Camp (including on-Camp trips). This represents mid-week travel, not travel between the Camp and home at weekends.

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Table 6 – Modal Splits for Personnel Living on-Camp Mode of Travel Tidworth (2004) Larkhill (2008) Car alone 7% 42% Car with passengers 4% 0% Car as passenger 5% 0% Walk 73% 36% Bicycle 5% 19% Bus 0% 0% Motorbike 0% 0% Other 0% 3% No answer 6% 0% Total 100% 100% Survey Response Rate 33% 55%

6.1.4 As could be expected the main mode of travel at Tidworth is walking (73%) with a small proportion of cycling (5%). At Larkhill there is a surprisingly high proportion of car driving (42%), which may be due to an ambiguous questionnaire not differentiating between work and leisure related trips. Cycle use at Larkhill is however higher at 19%.

6.1.5 The travel surveys indicated that approximately 85% of the personnel who live on Camp travel home each weekend. The modal splits for these journeys are summarised as follows.

Table 7 – Modal Splits for Personnel Travelling Home at Weekends Mode of Travel Tidworth (2004) Larkhill (2008) Car alone 35% 79% Car with others 54% 10% Bus or Coach 0% 0% Train 8% 8% Other 1% 3% No answer 2% 0% Total 100% 100%

6.1.6 As can be seen above the majority of personnel at both Camps (approx’ 90% at both) travel to/from home by car each weekend with most of the remaining 10% travelling by train.

6.1.7 Of the personnel who live on Camp the surveys also indicated that only 15% of respondents have access to a bicycle at Tidworth, with approximately 47% at Larkhill. At Tidworth approximately 76% never use the bus, while approximately 89% never use the bus at Larkhill.

6.2 UPDATED TRAVEL SURVEYS

6.2.1 As the modal split data from the existing travel plans is now up to 10 years old it is proposed that new Travel Surveys are undertaken to establish current baseline conditions and that these are undertaken prior to implementation of the OTP and annually thereafter to monitor travel

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behavior (duration to be agreed with Wiltshire Council). Surveys can be either paper, or web- based or a combination of both (details to be agreed with Wiltshire Council).

6.3 TARGETS

6.3.1 Travel Plan Targets are used to assess whether the Travel Plan is meeting its objectives and should be SMART: Specific, Measurable, Achievable, Realistic and Time-bound.

6.3.2 Salisbury Plain is predominantly rural in nature and as such it would be unrealistic to set targets that are too ambitious because there is generally less scope for large reductions in car use given the greater travel distances involved in a rural setting and the relative inaccessibility of more sustainable modes of transport. This is acknowledged in the Wiltshire Local Transport Plan (2011-2026) Smarter Choices Strategy which suggests that where providing viable alternatives to single occupancy car trips is more difficult, typically in more rural settlements, the emphasis should be on sustainable car use (i.e. car share).

6.3.3 Notwithstanding this there are several challenges associated with identifying modal share targets at this stage:

• There is no up to date travel survey data available for the Camps covered by the OTP. • Travel and traffic patterns will be subject to change over a period of several years due to rebasing. • Traffic movements to/from the Camps covered by the OTP vary due to normal operational requirements.

6.3.4 Establishing a reliable baseline against which modal share targets can be identified is therefore difficult.

6.3.5 The main objective of the OTP is to reduce military-related car movements on the local highway network during the AM (0800-0900hrs) and PM (1700-1800hrs) ‘highway’ peak periods when the network is busiest.

6.3.6 For a typical planning application/development scenario travel plan measures are applied to reduce development generated traffic flows to help minimise off-site traffic impacts and thereby reduce the need for and scale of any off-site highway improvements required to mitigate the development.

6.3.7 In this instance, assuming that travel plan reductions only apply to new car trips due to rebasing would underestimate the overall benefits because, in practice, travel plan measures will also affect existing military/MOD civilian travel to work trips already on the local highway network in addition to new trips due to rebasing.

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6.3.8 However, it is not possible to isolate and quantify existing military-related car trips already on the local highway network so it is not possible to determine the exact benefits that could be achieved through the introduction of successful travel plan measures.

6.3.9 Given these difficulties it is recommended that the most reliable indicator of the success of any travel plan measures will be travel surveys at the Camps and proposed SFA to establish baseline modal splits and travel behaviour for service personnel and MOD civilian staff. It is proposed that these Surveys are undertaken prior to implementation of the OTP and annually thereafter (duration to be agreed with Wiltshire Council). The results from these surveys will feed into the OTP and will help to advise production of Annual Monitoring Reports.

6.3.10 Due to the absence of contemporary data to allow a reliable baseline to be established it is not considered appropriate to identify target modal splits at this stage. A suitable target will need to be identified and agreed with Wiltshire Council once baseline data is available.

6.4 MONITORING

6.4.1 It is essential that the impacts of the TP and the benefits achieved are continuously monitored to:

• Identify whether individual aspects of the TP are particularly successful; • Whether the target is being met; and • Whether changes need to be implemented to achieve the target.

6.4.2 The monitoring process should culminate in an Annual Monitoring Report summarising the data collected throughout the year from the individual sites, present the results of travel surveys, monitor progress against targets and discuss potential changes for the forthcoming year. Annual Reports would be submitted to Wiltshire Council. The OTP should evolve in a way that best meets the overall goals of reducing reliance on the private car, minimising the requirement for travel, and achieving a sustainable long-term change in travel patterns.

6.4.3 An ANPR system (as outlined in Section 5.13) would be a useful tool to assist with Travel Plan monitoring.

6.4.4 A key monitoring tool will be the Travel Surveys mentioned in paragraph 6.2.1. Ideally these should be undertaken annually at each of the Camps and SFA sites to provide details on modal splits to help monitor the effectiveness of initiatives and to guide future measures. The Travel Surveys should identify the travel behavior of all military personnel (living on and off Camp) as well as MOD civilian staff and civilian contractors working on the Camps.

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6.4.5 It is proposed that Monitoring Reports are prepared annually to monitor travel behavior before, during and after rebasing (duration to be agreed with Wiltshire Council).

6.5 PROVISION OF FUNDING

6.5.1 Appropriate funding will be necessary to ensure ongoing administrative support for the OTP and to cover the cost of monitoring and annual reporting and it is anticipated that the main source will be through the Masterplan Infrastructure Delivery Plan.

6.6 NEXT STEPS

6.6.1 The OTP will be submitted as a supporting document for the planning applications for the proposed new SFA and ‘behind the wire’ developments. It is anticipated that delivery of sustainable transport measures/initiatives will be a conditional requirement of any planning permission granted.

6.6.2 The Executive Board (see Section 5.2) will be responsible for overseeing the implementation of the sustainable transport measures identified in the OTP and any subsequent monitoring and reporting on the effectiveness of those measures at achieving modal split targets.

6.6.3 The first stage in this process will be to undertake new Travel Surveys at Bulford, Larkhill and Perham Down Camps to establish baseline modal splits for service personnel and MOD civilian staff to enable appropriate targets to be identified. These surveys are planned for Spring 2015.

6.6.4 The possible measures considered to offer the greatest potential to encourage sustainable travel (see Section 5.4) will be investigated and reported back at the next meeting of the Executive Board which is planned for Summer 2015. A package of appropriate measures will then be agreed for implementation.

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Figures

i

Army Basing Programme: Infrastructure Delivery Overarching Travel Plan

Figure 1 – Proposed SFA and Camp Locations

ii Contains data © Crown copyright and database right 2014.

Ludgershall

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LEGEND Tidworth PROPOSED SFA VEHICLE !( ACCESS POINTS E E PROPOSED SFA CAMP MAIN VEHICLE ACCESS E POINTS E Perham Down CAMP LOCATIONS

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ARMY BASING PROGRAMME

PROPOSED SFA AND CAMP LOCATIONS

1:50,000 27.11.14

Figure 1

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Army Basing Programme: Infrastructure Delivery Overarching Travel Plan

Figure 2 – Locations of Existing SFA

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Contains Ordnance Survey data © Crown copyright and database right 2014.

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1:50,000 27.11.14

Figure 4

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Army Basing Programme: Infrastructure Delivery Overarching Travel Plan

Figure 5 – Existing SFA to Camp Movements

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1:50,000 02.12.14

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Army Basing Programme: Infrastructure Delivery Overarching Travel Plan

Appendices

vii

Army Basing Programme: Infrastructure Delivery Overarching Travel Plan

Appendix A – Schedule of Possible Measures

viii Summary of Priority Measures and Suggested Responsibilities for Further Investigation

Suggested Item Description Responsibility for Action Required Timescale Further Investigation

Allocation of SFA to military personnel working at a local Camp to minimise need to travel by End of April 2015 1 DIO (SH) SH to discuss feasibility with DIO Housing representative and understand likely benefits achievable. car (in advance of next meeting to be held in June 2015)

DIO (WYG ) Supported by PAC & James Nevitt (DIO) to provide WYG with further information on potential 'quick wins'. WYG to take professional view on elements to be End of January 2015 2 Cycling/Walking Scheme to link Camps with new and existing SFA Garrison Management delivered as part of SFA applications and identify budget cost ceilings. (for inclusion in SFA planning applications) Team (GMT)

James Nevitt (DIO) to provide WYG with further information on potential 'quick wins'. WYG to take professional view on elements to be End of January 2015 3 Improved camp accesses to enhance Camp permeability for walking/cycling DIO, PAC & GMT delivered as part of SFA applications and identify budget cost ceilings. (for inclusion in SFA planning applications)

WYG to identify potential for provision of new pedestrian crossings and speed control measures at Larkhill, Bulford and Perham Down for End of January 2015 4 Improved pedestrian crossings and reduced speeds on roads adjacent to Camps DIO (WYG) delivery as part of SFA applications. WYG to identify budget cost ceilings. (for inclusion in SFA planning applications)

Review existing cycle parking provision at Larkhill, Bulford, Tidworth and Perham Down Camps. Additional provision to be investigated where shortfalls identified. Cycle parking security to be reviewed and potential improvements identified to seek to address storage of cycles End of April 2015 5 Improved on-camp cycle parking/storage provision PAC & GMT in accommodation blocks. Cost implications to be identified. Provision of changing/showering/locker facilities to be adequate to meet (in advance of next meeting to be held in June 2015) sustainable travel requirements and facilities safeguarded from future cost/budget cuts.

Improved bus services to Larkhill & Perham Down and improved local bus stop WYG to contact local bus operators and Wiltshire Council to investigate feasibility of improving commercial bus services to Camps. Cost End of April 2015 6 DIO (WYG) infrastructure implications to be identified. (in advance of next meeting to be held in June 2015)

Investigate feasibility of using existing 'CarShareWiltshire' service, which is free. Check any potential security implications of military staff End of April 2015 7 Car share scheme for all camp employees (military and civilian) PAC & GMT using this public service. (in advance of next meeting to be held in June 2015)

Identify need for potential improvements to VCP2 at Tidworth. New vehicular access to Larkhill Camp to be investigated as part of 'behind the wire' proposals. Need for improvements to the existing Larkhill Camp main gate to be investigated to minimise queuing. Feasibility of Improved camp accesses at Tidworth (VCP2) and Larkhill, ANPR Camp entry system linked End of April 2015 8 DIO, PAC & GMT introducing an ANPR camp entry system at Larkhill, Bulford, Tidworth and Perham Down Camps to be investigated, with possibility of future to ‘universal’ parking permits (in advance of next meeting to be held in June 2015) expansion to all Army locations across Salisbury Plain (e.g. Andover, Upavon, Warminster etc). Resource and cost implications to be identified.

Investigate use of 'White Fleet' vehicles to provide inter-camp shuttle bus to link medical/dental facilities. Resource and cost implications to End of April 2015 9 Shuttle bus to provide links to medical/dental centres and railway station PAC & GMT be identified. (in advance of next meeting to be held in June 2015)

End of April 2015 10 Promotion of sustainable travel and resultant health benefits PAC & GMT No immediate actions - could be linked to possible 'inter-camp' cycling/walking routes being investigated under item 2 above. (in advance of next meeting to be held in June 2015)

WYG to obtain example survey from Wiltshire Council. WYG to prepare Travel Survey forms and provide to Garrisons to circulate to staff - Travel Surveys DIO (WYG)/GMTs Surveys to be complete by end of April 2015 ASAP. Garrisons to collect survey results and provide back to WYG for anaylsis by end of April 2015.

Key: DIO Defence Infrastructure Organisation PAC Project Allenby/Connaught PFI GMT Garrison Management Team WYG WYG Consultants Salisbury Plain Travel Plan Schedule of Possible Measures

List of Potential Sustainable Transport Measures - With Garrison Feedback

KEY Scores Recommended for Consideration (essential) very high 3.0 Additional Recommendations (desirable) high 2.0 medium 1.0 low 0.5 very low 0.1

Practical for SPTA? Potential Impact Ref Action Pros Cons Comments LH Garrison Feedback TNB Garrison Feedback Benefits Yes No Calc

Walking/Running/Cycling Measures

New cycle/footway - ultimately linking Provides safe route between barracks, encourages Construction cost and potential maintenance Construction of the initial section between Ludgershall and Perham 1  Very High 3.0 Agree Agreed Ludgershall/Perham Down to Larkhill cycling/running/walking liability Down due to start in 2014 Providing safe and convenient routes between Ensure new cycle/footway extends to camp entrances Construction cost and potential maintenance 2 existing SFA and camps will encourage walking in  Very High 3.0 Delivered as part of new Cycle/Footway Scheme Agree Agreed and integrates with local main walking routes liability all weather Providing safe and convenient routes between Provision of new/extended footways to bridge any Construction cost and potential maintenance Could be delivered as part of 'Behind the Wire' works or part of 3 existing SFA and camps will encourage walking in  Very High 3.0 Agree Agreed 'missing links' in the immediate vicinity of camps liability new Cycle/Footway scheme all weather

New/Simplified access to barracks Reduces journey distances, encourages Potential security issues, cost of additional Could be delivered as part of 'Behind the Wire' works or part of 4  Very High 3.0 Agree Agreed (keypad or card entry) walking/running security new Cycle/Footway scheme

Assists pedestrian movements and therefore Could be delivered as part of 'Behind the Wire' works or part of 5 Improved pedestrian crossing facilities outside camps Cost to provide  Very High 3.0 This will have to be delivered by Wiltshire Council Highway Agency. Agreed encourages walking/running. Improves safety. new Cycle/Footway scheme

Measures to address vehicle speeds on roads adjacent Improves pedestrian safety, makes it easier to Measures would need to be introduced by Could be delivered as part of 'Behind the Wire' works or part of 6  High 2.0 This will have to be delivered by Wiltshire Council Highway Agency. Up to a Very High in conjunction with Wilts CC to camps cross roads and access camp. Wiltshire Council as highway authority new Cycle/Footway scheme

Cycle maintenance facility/service/cycle shop provided Allows cycles to be serviced/maintained, Agreed - commercial opportunity. Currently cycle repair shops in 7 Potential cost and resource implications  Low 0.5 Could be operated as a commercial service Agree on camp encourages greater cycle use Lugershall and Amesbury.

Secure cycle parking/storage provided within areas of e.g. Some parts of Larkhill camp have insufficent All new build works under 2020 will come with cycle storage. Improvements to 8 Cost to provide  Medium 1.0 Could be delivered as part of 'Behind the Wire' works Up to High . Cycles expensive. Req for multiple small cycle parking sites camps not already well served cycle parking - addressing will encourage cycling old insufficient existing bike storage will need to be funded.

1.0 Public Transport Measures Providing frequent bus services linking barracks to Relies on commercial operators to provide. Likely Bus journey times do not compare favourably to car, inconvenience 9 New/improved/extended public bus services SFA and local population centres will encourage  High 2.0 Agree Agreed to require significant financial subsidy. of walking from bus stops at main gate may detract from use. greater use Providing shelters, seating and timetables adds to Improved bus shelters/stops in immediate vicinity of Stop infrastructure is susceptable to vanadlism. Ensure stops are located to best serve demands, with appropriate 10 travel comfort and encourages use, relatively low  Low 0.5 Agree Agreed camps Benefits are limited. facilities provided cost Real-time passenger information displays at bus Real-time passenger information at bus stops adjacent RTPI system already exists in Wiltshire, should simply be a case of 11 stops, on website, via text messages and mobile Cost to provide  Medium 1.0 Agree Exists at some stops already - expand and include info at Gd rms etc to camps providing display infrastructure at bus stops phone apps encourage greater bus use

Shuttle bus service between camps Makes use of available White Fleet vehicles, Requires drivers, less convenient than the car for Services between sites to cater for inter-site movements that Already inplace for units throughout Larkhill. Vehicles are booked through Affordability but more work required to assess whether the service would 12  Medium 1.0 (making use of MOD White Fleet vehicles) reduces individual movements of private cars ad-hoc trips would otherwise be undertaken in individual private cars transport booking system. be used.

Mini-bus/shuttle bus (0800-1700hrs) to link camps to Shuttle bus service between camps and medical Makes use of available White Fleet vehicles, Requires drivers, less convenient than the car for 13  Medium 1.0 medical/dental facilities which are to be consolidated in Already inplace for Soildiers. A2020 ABP to build new Med/Dental Ctr Up to High - facilites at Larkhill and Tidworth reduces individual movements of private cars ad-hoc trips Tidworth/Bulford. Already in place for the Civil Service through their Flexible working hours. Makes use of public transport more convenient if Ideally commecial bus timetables should fit with peak commuting Flexible start and finish times in order to meet public Requires adminisatrtion to set up and run. Work However, will probably not work for the Military. 14 there is some leeway on travel times, particularly  Low 0.5 periods. Outside of peak periods there are typically fewer services For some this already exists transport timetables practices may not permit. ADSL & Partners - Working hours are in general as laid out within contractual out of peak periods so some flexibility would be beneficial SoR. 6.0 Car Measures

Introduce SPTA-wide car park permit system to Simplifies entry to camps, reduces queues and Coordination required between all camps (and General reduction in queues and delays will benefit all modes and 15  Very High 3.0 Already inplace through SYSIS system but needs to be harmonised. Agreed simplify camp entry and reduce queues and delays makes camp entry easier for all modes. ideally Army HQ at Andover) will reduce delays on adjacent public roads

Introduce ANPR systems at all SPTA camps to assist Simplifies entry to camps, reduces queues and Would also benefit on-site parking management and monitoring of 16 Cost to provide  Very High 3.0 Agree Agreed with entry control makes camp entry easier for all modes. future travel behaviour

Keep in reserve as a 'stick' measure in case initial travel targets are not met - this measure will not be enforcable (even for military). Larkhill Garrison very much doubt this measure will be enforcable for non-military personnel and so why, therefore, try to enforce a policy on military and not others (unfair). ADSL & Partners - Although majority of workforce currently live outside the 2 Effective measure to reduce car trips and make Requires active management, 'Operational Need' Initially limit restrictions to personnel living within 2 miles of duty Keep in reserve as a 'stick' measure in case initial travel targets are not 17 '2 Mile Parking Ban'  Very High 3.0 Mile restriction, an enforced ban would make recruitment and retention more land available for more productive uses exceptions will apply station as a 'quick win'. met. Further work reqd to develop the concept. challenging adding time on either end of working day for travel and changing. ADSL & Partners currently have limited access to showering facilities (for walkers/cyclists/runners). Would require consultation with workforce and unions etc. Agree first step should be to encourage other means rather than enforce.

Offer incentives for staff to relinquish their car May encourage parking on adjacent roads close Likley to popular with soldiers who live within walking/cycling 18 Voluntary trade- in scheme for car passes  High 2.0 No funding Downgrade to Low - would require management system in place. parking passes (e.g, a free bike, or cash incentive) to the barracks, cost to provide incentives distance of barracks

Already in place for the Civil Service through their Flexible working hours. Spreads traffic flows over a greater time period Stagger working hours to avoid arrival/departure Could be a very cost effective measure for reducing trips in the However, will probably not work for the Military. Not practicall for the bulk of the workforce as the majority are already on 19 and reduces congestion in the peaks thereby Requires changes to working practices.  High 2.0 peaks that coincide with the 'highway peaks' peak hours, thereby avoiding need for highway improvements ADSL & Partners - Working hours are in general as laid out within contractual site (Single soldiers) and need the others to be at work. reducing need for improvements SoR.

Make greater use of existing network of MOD Reduces vehicular activity on the public highway, Agreed - consultation with Def Trg (LandMarc etc) + upgrade of some of 20 Routes may not be suitable for all vehicles  Medium 1.0 Particularly relevant for HGV movements. This will need to agreed with SPTA roads/tracks infrastructure already exists the routes reqd., Requires liaison with Actively enforce HGV delivery routes to most Spreads load between accesses, eases pressure 21 suppliers/contractors/delivery companies and  Medium 1.0 For example - western entrance to Tidworth camp (Gate 17) Already plan in to 2020 rebuld. Will requier signage on main routes into Larkhill. Upgrade to High/Very High approriate camp entry points on off-site highway junctions ongoing policing - resource implication Agreed -= nerw Gd rm and road improvements reqd. NB also shared with Make greater use of the western entrance to Tidworth Spreads load between accesses, eases pressure Requires active management, gate security Access road would need improvement to encourage all year use by 22  Very High 3.0 tracked vehs. Turn off the A338 poss cause for congestion - liaison with camp (Gate 17) for cars on off-site highway junctions implications car drivers (lining/signing/improved drainage etc) Wilts CC Roads reqd.

03/12/2014 Page: 2 of 5 Salisbury Plain Travel Plan Schedule of Possible Measures

Practical for SPTA? Potential Impact Ref Action Pros Cons Comments LH Garrison Feedback TNB Garrison Feedback Benefits Yes No Calc 7.0 Promotion/Other Measures

Establish Travel Plan Executive Board to oversee TP Needs to involve representatives from all key stakeholders. 23 Direct promotion and co-ordination Staff cost  High 2.0 - Agreed - must include local civilain reps and Wilts CC development and delivery Needs a Chairperson

Make travel information available on notice Easily accesible information which may encourage 24 Needs administration  Low 0.5 - - Agreed - in a minor way already happening - addl electric info bds reqd boards/website/mobile ‘phone app etc people to find alternative methods to using a car Provide information on the benefits of walking and Encourages walking and cycling. Promotes healthy 25 cycling including information on cost savings and -  Low 0.5 - - Agreed - chain of command issue activity, low cost health and environmental benefits Example is the EU funded 'From5to4' game . This can be found Promote use of sustainable travel through online Raises awareness of travel options, promotes 26 -  Medium 1.0 here: http://www.f5t4.co.uk/ can be played as individuals or - Agreed mobility game (e.g. http://www.f5t4.co.uk/) sustainable travel and healthy activity, low cost teams, prizes can be awarded to encourage participation

Promote walking and cycling on special days, e.g. car Encourages walking and cycling. Promotes healthy 27 -  Low 0.5 - - Is this practicable? free day, TravelWise week activity, low cost

Encourage "remote accessing" IT systems to allow 28 Reduces the need to travel.  Low 0.5 - Upgrade to High but would only effect a few individuals flexible working from a variety of locations

Provide audio and video tele-conferencing equipment 29 - Shift patterns may not be controllable  Low 0.5 - - In pkace but more facilities reqd and promote use as a travel alternative

Encourage use of public transport for business 30 meetings and encourage staff to co-ordinate meetings - -  Low 0.5 - - Agreed with public transport timetables

Make available compressed working week to 31 - -  Low 0.5 - - Agreed appropriate staff positions

Investigate provision of collection point for shopping Use of internet shopping will help to reduce car Already happens and for SFA inside the wire (Bulford) shopping deliveries 32 -  Low 0.5 - - delivery trips to local shops allowed to individuals SLA

Encourage regular suppplies to arrive outside 'highway 33 - -  Low 0.5 - - Agreed peak' periods to help reduce congestion.

03/12/2014 Page: 3 of 5 Salisbury Plain Travel Plan Schedule of Possible Measures

List of Potential Sustainable Transport Measures - Already Exist or part of SFA/ABP Proposals

KEY Scores Part of ABP Proposals Currently very high 3.0 TBC Part of ABP Proposals 'Behind the Wire' high 2.0 medium 1.0 low 0.5 very low 0.1

Practical for SPTA? Potential Impact Ref Action Pros Cons Comments Benefits Yes No Calc

Walking/Running/Cycling Measures

New SFA located adjacent to places of work to Need to ensure SFA is allocated to personnel 1 Short distances encourage walking and running  High 2.0 Key element of SPTA Masterplan proposals minimise the need to travel by car working at the local barracks

SFA layouts designed to provide good pedestrian Good pedestrain routes will encourage walking 2 -  High 2.0 Key element of SPTA Masterplan proposals connections and running Encourages short and local journeys using 3 New Urbanism (Walkable Neighbourhood) principles sustainable modes of transport such as cycling -  High 2.0 Key element of SPTA Masterplan proposals and walking, low cost

4 New school provision close to new SFA Enables children to be walked to/from school -  High 2.0 Key element of SPTA Masterplan proposals

Simplifies access and encourages walking, running 5 Simplified access to barracks (keypad or card entry) Potential security issues, cost of infrastructure  Medium 1.0 Delivered as part of 'behind the wire' development proposals and cycling

Improve internal footway networks , safe routes within Safe, direct routes will encourage walking and 6 Potential construction costs maintenance liabilities  Medium 1.0 Delivered as part of 'behind the wire' development proposals camps running

Providing shower, changing and locker facilities Construction cost and potential maintenance 7 Changing/showering/storage facilities will encourage walking/running - contributes  High 2.0 Delivered as part of 'behind the wire' development proposals liability towards daily fitness regime

Increase safety and therefore increase numbers 8 Improve lighting along walking routes on site -  Low 0.5 Delivered as part of 'behind the wire' development proposals of pedestrians and cyclists

12.5 Cycling Measures

SFA layouts designed to provide good cycle Availability of convenient, safe cycle routes will 9 -  High 2.0 Key element of SPTA Masterplan proposals connections encourage cycle use for local journeys

Safe/secure/convenient cycle parking facilities Space to accommodate, cost to deliver and 10 Cycle parking facilities  High 2.0 Delivered as part of 'behind the wire' development proposals encourage cycle use potential maintenance liability

Availability encourages cycling, running and Construction cost and potential maintenance 11 Changing/showering/storage facilities  High 2.0 Delivered as part of 'behind the wire' development proposals walking - contributes towards daily fitness regime liability

Cycle parking posititioned closer to buildings than car Prioritises cycle parking over car parking, helps to 12 -  Medium 1.0 Delivered as part of 'behind the wire' development proposals parking encourage cycle use

Public Transport Measures Not all sites suitable for bus penetration due to size SFA layouts designed to permit public transport Enabling bus services to pass through SFA 13 or layout. Service provision dependent upon  Medium 1.0 Key element of SPTA Masterplan proposals - Where appropriate penetration developments will maximise bus use commercial operators. 1.0 Car Measures

Requires administration, cost to provide and Sub-contractors already use mini buses to move staff to/from 14 ‘Pool’ cars for essential work-related trips Reduces need to bring private vehicles onto site  Medium 1.0 maintain camp, also use electric/hybrid vehicles

Improved access/egress arrangments at main camp Minimise vehicle queues and generally make 15  High 2.0 Delivered as part of 'behind the wire' development proposals entrances access easier for all modes.

03/12/2014 Page: 4 of 5 Salisbury Plain Travel Plan Schedule of Possible Measures

List of Potential Sustainable Transport Measures - Rejected Measures - Impractical or Minimal Benefits

KEY Scores Rejected - inpractical or currently in place very high 3.0 high 2.0 medium 1.0 low 0.5 very low 0.1

Practical for SPTA? Potential Impact Ref Action Pros Cons Reason for Rejection Benefits Yes No Calc

Walking/Running/Cycling Measures

Provides resting points for walkers, helps to Generally not required for fit young soldiers, 1 Provide seating/benches (especially on hills)  Low 0.5 Likely to offer minimal benefits. promote walking and healthy activity, low cost susceptable to vandalism

Helps to promote both facillities and access routes Proliferation of signage can be confusing and lead Likely to offer minimal benefits, General direction signage already exists in 2 Pedestrian signage  Low 0.5 and therefore increases awareness to 'clutter' camps.

Encourages running for training and competition. 3 Competitive running/Triathalon club -  Medium 1.0 Already exists Would appeal to competitive nature of soldiers

Walking version of a liftshare scheme, encourages 4 Set up Walk Budi Scheme -  Low 0.5 Likely to offer minimal benefits walking, low cost

Bicycle User Group (BUG) to promote cycle use, Encourages cycle ownership and use. Increases 5 arrange leisure cycle events, teach basic cycle confidence in new cyclists. Promotes healthy -  Medium 1.0 Tried previously - unsuccessful maintenance, provide bicycle safety training etc activity, low cost Encourages cycle ownership and use for training 6 Competitive cycling club and competition. Would appeal to competitive -  Medium 1.0 Already exists nature of soldiers

Helps to promote both facillities and access routes Proliferation of signage can be confusing and lead Likely to offer minimal benefits, General direction signage already exists in 7 Cycle signage  Low 0.5 and therefore increases awareness to 'clutter' camps.

Encourages cycle ownership and use. Promotes Cycle salary sacrifice scheme (e.g. ‘Cycle to Work’) to Requires some administrative support to set up 8 healthy activity, low cost. Relatively simple to  Medium 1.0 MOD unable to participate in salary sacrifice scheme save circa 50% off bicycle and equipment costs and maintain implement and run Benefits scheme for cyclists/ pedestrians (such as free Further promoting healty activity and incentives to 9 access to sports membership/competition entry/ loyalty Administration required, costs to provide.  Low 0.5 Soldiers already have access to free gym and healthcare facilities undertake sutainable modes of transport. points etc) free physio advice etc

Designated access to routes for particular types of 10 Improved road safety for cyclists -  Medium 1.0 Too difficult/impossible to enforce traffic (away from Junction improvement routes)

Provides 'peace of mind' and removes a potential 11 Guaranteed emergency ride home service for cyclists Requires administration, cost to provide  Low 0.5 Already happens - culture of looking after personnel barrier to cycle use, relatively low cost

Reduce car use, particularly on larger sites Informal scheme - theft, cycles left lying around, maintenance 12 Fleet of ‘pool’ cycles for journeys ‘within the wire’ Cost to provide and maintain, theft/mis-use risk  Medium 1.0 (Tidworth and Larkhill), promotes healthy activity Formal - easier to buy a bike, sites not large enough to be benefit

Public Transport Measures Provides for emergency business travel needs for No more sustainable than a private car trip. Cost 13 Set up business account with taxi company people who do not have access to a car (i.e.  Low 0.5 Likley to encourage use for non-emergency purposes to provide. Open to abuse. walkers/cyclists ec)

Encourage greater use of public transport for daily HTD allowance already covers travel from home to duty station - applicable for 14 Provide season ticket loans Administration required, costs to provide.  Low 0.5 commuting bus, rail and car travel costs

An incentive to travel for a lower cost on public 15 Provide HM Forces Railcard/Coach card Administration required, costs to provide.  Low 0.5 Already exists transport and other alternatives to using a car.

Service for MOD personnel only, using White Fleet Requires drivers and vehicles, cost to run on an 16 MOD Shuttle buses between SFA and Barracks mini buses. Services able to enter barracks and  Very High 3.0 Expensive and unlikely to be used by many ongoing basis provide a 'door to door' service Allowing commercial bus services to enter barracks Security issues, cost to provide workable solution, Increased journey times will discourage use, security issues and cost to provide 17 Bus penetration into barrack sites to provide a 'door to door' service will encourage increase in overall journey times as buses circulate  High 2.0 sufficient buses to operate a viable service frequency greater use camps 1.5 Car Measures

Local policy change on Home to Duty Travel (HTD) car Reducing allowance payments would discourage 18 Would require a change to HTD policy  High 2.0 Too 'political' - not possible mileage allowance car use

Reducing allowance payments would discourage 19 Reduce car based business mileage Would require a change to MOD policy  Medium 1.0 Too 'political' - not possible private car use for business mileage

Re-designating site access away from car use (i.e. car Promotes sustainable transport and encourages a 20 Requires significant site layout changes  Medium 1.0 Impractical travels furthest) lower reliance on the private car.

Home to Duty Travel (HDT) allowance may act as 21 Car-share scheme Reduces car trips, low cost  Low 0.5 Only likely to effective if HTD policy is changed. a barrier to use

Allocating spaces for car sharers (e.g. spaces closest to 22 Encourages use of car share, low cost -  Low 0.5 Only relevant if car sharing is promoted buildings)

Guaranteed emergency ride home service for car Provides 'peace of mind' and removes a potential 23 Requires administration, cost to provide  Low 0.5 Only relevant if car sharing is promoted sharers barrier to car share use, relatively low cost

Coordinate military HGV movements to occur outside of Reduces congestion in the peaks thereby reducing 24 -  Medium 1.0 Already happens the 'highway peaks' need for improvements

Reduce availability of car parking, allocate areas for 25 Rationalise and zone car parking at barracks specific users, move parking away from buildings Requires active management, exceptions will apply  High 2.0 Requires too much management and policing to make it less convenient

Promotion/Other Measures High cost in comparison to making information Provide Local Sustainable Travel Packs to new SFA Raises awareness of travel options, promotes 26 available electronically, plus information goes out  Low 0.5 More efficient and effective to make information available electronically residents sustainable travel and healthy activity, low cost of date quickly.

Make available flexi- time working to appropriate staff 27 - -  Low 0.5 Impractical positions Provide incentives for people to walk e.g. free Encourages walking and cycling. Promotes healthy 28 fluorescent gear, discounts at walking/shoe shops, prize Cost to provide incentives  Very Low 0.1 Likely to offer minimal benefits activity, low cost draws etc Provide personal alarms, upon request, for people who Encourages walking and cycling. Promotes healthy May increase perception of risk/danger 29 percieve themselves to be vulnerable for their walk to  Very Low 0.1 Not relevant for soldiers activity, low cost unnecessarily school/work

30 Advertise provision of personalised journey planners - -  Low 0.5 Widely available on Internet

03/12/2014 Page: 5 of 5

Army Basing Programme: Infrastructure Delivery Overarching Travel Plan

Appendix B – Images

ix Images of Existing Sustainable Transport Infrastructure/Issues:

Covered cycle parking at Larkhill Camp Non-covered cycle parking at Larkhill Camp

Typical internal road at Larkhill Camp Narrow footway on The Packway

Covered cycle parking at Tidworth Camp Non-covered cycle parking at Tidworth Camp

Typical internal road at Tidworth Camp Typical cycle/footway at Tidworth Camp

High parking demand at Tidworth Camp Problem parking at Tidworth Camp

Army Basing Programme: Infrastructure Delivery Overarching Travel Plan

Appendix C – Possible Cycling/Walking Scheme

x Bulford

Notes

1. Use of route as a cycleway requires public footpath upgrade to public bridleway or cycleway. 2. Use of route as a cycleway requires public footpath upgrade to public bridleway or cycleway. 3. Links with newly developed accommodation to be established. 4. Links with newly developed accommodation to be established. 5. Investigate scope for improved pedestrian crossing facilities / traffic calming methods. 6. Links with newly developed accommodation to be established.

Camp points of access

A. Gate 22P – Currently has a simplex lock. Open from 0700-2200. CCTV to be costed with link to Ward Guardroom. B. VCP2 – Manned 24hr. Currently capable of accommodating bicycle access. Consideration required to the layout of any cycle path as it approaches the entrance. C. Gate 23P – Simplex lock currently not in operation. Simplex lock can be made operational. CCTV installation to be costed with link to Ward guardroom. D. Gate 13P – As 22P. CCTV costed with link to Picton Guardroom. E. VCP1 – Manned 24hr. Currently capable of accommodating bicycle access. Consideration required to the layout of any cycle path as it approaches the entrance. F. Gate 5P – 24 hour simplex lock. Used by dog walkers, runners. No link to married quarters. Tucked out of the way.

Perham Down

Notes

1. Use of route as a cycleway requires public footpath upgrade to public bridleway or cycleway. 2. Investigate scope for a possible cycleway link. 3. Integrate existing A3026 cycleway. 4. Diverted footpath. Use of route as a cycleway requires upgrade to public bridleway or cycleway. 5. Investigate scope for incorporating existing off-road pavements to improve safety. 6. Investigate scope for improved pedestrian crossing facilities / traffic calming methods. 7. Anticipated link with newly developed accommodation.

Camp points of access

A. VCP – Manned 24hr. Currently capable of accommodating bicycle access. Consideration required to the layout of any cycle path as it approaches the entrance. B. Gate 3V – currently opened and closed as required. Would provide access for married quarters to the north / north east. Would require simplex lock. CCTV (linked to Perham Down Guardroom) to be costed. This should be included in plans for Somme Rd. Pilot, along with suitable crossing for cyclists.

Tidworth

Notes

1. Links with newly developed accommodation to be established. Investigate scope for improved pedestrian crossing facilities / traffic calming methods. 2. Incorporates restricted byway. 3. Investigate scope for incorporating existing off-road pavements to improve safety. 4. Diverted footpath. Use of route as a cycleway requires upgrade to public bridleway or cycleway. 5. Integrate existing A3026 cycleway. 6. Investigate scope for a possible cycleway link. 7. Use of route as a cycleway requires public footpath upgrade to public bridleway or cycleway. 8. Links with newly developed accommodation to be established. Investigate scope for improved pedestrian crossing facilities / traffic calming methods.

Camp points of access

A. VCP1 – Routinely locked except for special events. Simplex lock currently only available to local residents. Could be extended for future use. Pedestrian access here will ease congestion at VCP2. CCTV (linking to Tidworth Guardroom) to be costed. B. VCP2 – currently 24/7 manned access – no change. C. VCP3 – currently 24/7 manned guardroom. Pedestrian gate, buzzer control – no change. D. Gate 14P / Zooch Gate – Currently no simplex. Would require installation of simplex lock. CCTV (linked to Mottan guardroom) costed.

Larkhill

Notes

1. Investigate scope for improved pedestrian crossing facilities / traffic calming methods. 2. Investigate scope for widening existing Packway pavements to enable off-road cycling. 3. Incorporates byway open to all traffic. 4. Incorporates restricted byway.

Camp points of access

A. Main VCP – Manned 24hr. Currently capable of accommodating bicycle access. Consideration required to the layout of any cycle path as it approaches the entrance. B. Opportunity to introduce pedestrian gate with Simplex lock. CCTV to be costed. Gate also opens directly onto the byway that runs around the perimeter.

Garrison to Garrison Cycleway Link Measurements

Larkhill & Bulford Garrison Plan (1:25,000)

Bulford to Larkhill via: A-B-C 6828m A-D-C 6820m A-E-C 6686m

Tidworth, Perham Down and Bulford Garrison Plan (1:35,000)

Tidowrth to Bulford via: F-H-A 5230m F-G-A 5313m

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