TRANSPORT & INFRASTRUCTURE PLANNING Stoford Properties Ltd West Midlands Ambulance Service Oldbury Travel Plan

www.bwbconsulting.com West Midlands Ambulance Service Oldbury Travel Plan December 2020 SHID-BWB-GEN-01-RP-TR-0003_TP_S2_V1

TRANSPORT & INFRASTRUCTURE PLANNING Stoford Properties Ltd West Midlands Ambulance Service Oldbury Travel Plan

Birmingham Livery Place, 35 Livery Street, Colmore Business District Birmingham, B3 2PB T: 0121 233 3322

Leeds Whitehall Waterfront, 2 Riverside Way Leeds, LS1 4EH T: 0113 233 8000

London 11 Borough High Street London, SE1 9SE T: 0207 407 3879

Manchester 11 Portland Street Manchester, M1 3HU T: 0161 233 4260

Nottingham 5th Floor, Waterfront House, Station Street Nottingham, NG2 3DQ T: 0115 924 1100

December 2020

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West Midlands Ambulance Service Oldbury Travel Plan December 2020 SHID-BWB-GEN-01-RP-TR-0003_TP_S2_V1

DOCUMENT ISSUE RECORD

Document Number: SHID-BWB-GEN-01-RP-TR-0003_TP_S2_V1 BWB Reference: BMT 2472

Date of Revision Status Author: Checked: Approved: Issue

Issue 1 15/12/20 S2 Kacper Borowiec Lewis Thomas Andy Passmore

Notice

This document has been prepared for the sole use of the Client in accordance with the terms of the appointment under which it was produced. BWB Consulting Limited accepts no responsibility for any use of or reliance on the contents of this document by any third party. No part of this document shall be copied or reproduced in any form without the prior written permission of BWB.

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West Midlands Ambulance Service Oldbury Travel Plan December 2020 SHID-BWB-GEN-01-RP-TR-0003_TP_S2_V1

CONTENTS

1. INTRODUCTION ...... 5 Instruction ...... 5 Definition of a Travel Plan ...... 5 Introduction to this Travel Plan ...... 5 2. TRAVEL PLAN BENEFITS AND OBJECTIVES ...... 7 Introduction ...... 7 Travel Plan Aims and Objectives ...... 7 3. EXISTING CONDITIONS ...... 8 Site Location ...... 8 Existing Use ...... 8 Local Highway Network ...... 8 Sustainable Travel and Local Facilities ...... 10 Public Transport ...... 13 4. DEVELOPMENT PROPOSALS ...... 17 Introduction ...... 17 Vehicular Access ...... 17 Pedestrian and Cyclist Access ...... 18 Parking Provision ...... 18 5. MODAL SPLIT ...... 19 6. TARGETS ...... 20 Introduction ...... 20 Proposed Targets ...... 20 7. MEASURES AND INCENTIVES ...... 21 Introduction ...... 21 Measures and Incentives – Promoting Awareness Raising ...... 22 Measures and Incentives – Encouraging Other Modes ...... 23 Measures and Incentives – Car Sharing ...... 23 8. IMPLEMENTATION AND MONITORING ...... 25 Implementation ...... 25 Monitoring...... 26

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West Midlands Ambulance Service Oldbury Travel Plan December 2020 SHID-BWB-GEN-01-RP-TR-0003_TP_S2_V1

FIGURES

Figure 1. Site Location Figure 2. Local Highway Network Figure 3. 2km Pedestrian Isochrone Figure 4. 5km Cycle Isochrone Figure 5. Local Cycle Routes

TABLES

Table 1. GPJF Acceptable Walking Distances Guidance Table Table 2. Recommended Maximum Walking Distances to Bus Stops Table 3. Summary of Weekday Bus Services Table 4. Summary of Saturday Bus Services Table 5. Summary of Sunday Bus Services Table 6: Local Rail Services (Sandwell & Dudley Station) Table 7: Local Rail Services (Langley Green Station) Table 8. Modal Splits

APPENDICES

APPENDIX 1: Masterplan

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1. INTRODUCTION

Instruction

1.1 BWB Consulting (BWB) has been instructed by Stoford Properties Ltd (the Client) to provide highways and transport advice and prepare a Travel Plan (TP) report to support an application for a proposed operational hub and major incident response centre for the West Midlands Ambulance Service (WMAS) on Shidas Lane, Oldbury.

1.2 The proposed site layout is shown in Appendix 1.

1.3 This report presents the Travel Plan (TP) for the development and should be read in conjunction with the Transport Statement.

1.4 This TP outlines the proposed targets and measures with the objective of reducing car travel for staff employed at the site. The TP also includes measures to provide students/visitors with information on how to travel to the site sustainably.

Definition of a Travel Plan

1.5 A Travel Plan is a living document that sets out ways in which an organisation can reduce the number of vehicle trips to their site by promoting more sustainable travel options. It is site specific and considers the unique needs and interests of employees, visitors, and deliveries in the context of the local environment and transport network.

1.6 A Travel Plan involves the development of agreed targets and outcomes which are linked to an appropriate package of measures aimed at reducing the need to travel, encouraging more sustainable travel, and reducing car use, for all trips to and from the development. The Travel Plan process also includes continuous monitoring, review, and refinement over time, as travel survey data is collected to determine trends in travel patterns. A Travel Plan is therefore a living document that will be continually updated.

Introduction to this Travel Plan

1.7 This TP has been prepared to address travel by car to the Site.

1.8 The overarching objective of this TP is to minimise the number of car trips generated by staff.

1.9 This TP is structured as follows:

• Section Two details the benefits and objectives of the TP • Section Three details the site location and existing opportunities for travel to and from the site. • Section Four details the proposed development. • Section Five details the forecast trip generation of the proposed development. • Section Six sets the Travel Plan targets.

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• Section Seven details the measures and incentives to encourage the use of sustainable modes of travel, in the context of the site’s location; the existing opportunities for sustainable travel and the likely operation of the development. • Section Eight includes methods for implementing, monitoring and reviewing the TP and the travel patterns of the development

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2. TRAVEL PLAN BENEFITS AND OBJECTIVES

Introduction

2.1 Central Government and Local Authorities are placing increasing emphasis on the need to reduce the number, and length, of motorised journeys and encourage greater use of alternative means of travel. This means that the use of modes such as walking, cycling, and public transport should be promoted over car use. Travel Plans are therefore becoming increasingly important.

Travel Plan Aims and Objectives

2.2 This TP will focus on maximising sustainable access to the development and facilitating smarter journey choices. In doing so, it sets out how to reduce the number of daily car trips generated by the site, thereby reducing the potential impact on the local highway network.

2.3 National Planning Policy Framework and the Department for Transport guidance set out in detail the Central Government Guidance with respect to Travel Plans.

2.4 This TP will aim to meet the objectives contained within the guidance documents, and to:

• Achieve the minimum number of car movements to and from the development; • Reduce the need for travel to and from the site, which would have many positive effects such as: o Reducing pressure on the surrounding highway capacity, particularly at peak times; o Cutting carbon emissions and their contribution to climate change; o Reducing road danger and protecting vulnerable road user; o Reducing the cost of works on the highway or other transport infrastructure; o Encouraging more active travel with associated health gains; o Improving local air quality; and o Reducing noise pollution. • Address the access needs of site users, by supporting walking, cycling and public transport; and • Provide adequately for those with mobility difficulties.

2.5 Hence, the overarching objective of this TP is to minimise overall car mileage by reducing the car dependency of employees to and from the proposed development. The measures proposed as part of this TP will also help raise awareness of sustainable travel options to students/visitors.

2.6 This TP represents good practice and provides an educational tool to help change perceptions about the convenience and benefits (economic, environmental and health) of not using the car where alternatives exist.

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3. EXISTING CONDITIONS

Site Location

3.1 The development site is located to the east of Shidas Lane, Oldbury. The site is situated within an industrial estate and is bound with Rounds Greed Road to the north, industrial warehouses to the east, Portway Road to the south and Shidas Lane to the west. Figure 1 shows the site location.

Figure 1. Site Location

Existing Use

3.2 The site is an unoccupied parcel of land comprising tree lined waste ground.

Local Highway Network

3.3 Shidas Lane is an illuminated single carriageway road, with footways on both sides. The road is predominately industrial in nature and subject to a 30mph urban speed limit.

3.4 Shidas Lane serves Sandwell Council Refuse Centre, which operates between the hours of 0800 and 1600, 7-days a week. The refuse centre has the following access arrangements, all of which are simple priority-controlled T-junctions:

• the main access is the most southernly junction with advisory KEEP CLEAR road markings for northbound traffic.

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• The two-lane public entrance to the household recycling centre is located approximately 75m north of the main access with advisory KEEP CLEAR road markings for northbound traffic also provided. • Two public egress points located approximately 20m and 95m north of the public entrance respectively. • A gated HGV access is located approximately halfway between the two public egress points

3.5 To the north of the development site, Shidas Lane connects with Rounds Green Road, Taylors Lane and Brades Lane to form a compact 4-arm roundabout. Taylors Lane is a cul-de-sac providing further access to Sandwell Council Refuse Centre and several industrial buildings, whilst Rounds Green Road is a bus route for Service 12/12a and provides a route to the A457 Dudley Road, which also forms part of the West Midlands Key Route Network. Brades Lane provides an alternative route to the A457 Dudley Road and the A4123 Wolverhampton Road.

3.6 To the south Shidas Lane joins Portway Road to form a compact 3-arm roundabout. Portway Road is also an illuminated, single carriageway road with footways on either side. It is industrial in nature, subject to a 30mph speed limit and is also a bus route served by Transport for West Midlands Services 3, 3A and 20.

3.7 To the west, Portway Road connects with the A4123 Wolverhampton Road to form a traffic signal-controlled crossroads. The A4123 forms part of the West Midlands Key Route Network and is a main arterial route between Birmingham, Wolverhampton and Dudley.

3.8 To the east, Portway Road connects with the A4034 Churchbridge to form a priority controlled left in/left out junction. The A4034 forms part of the West Midlands Key Route 2 Network and the left in/left out junction provides routes to the site from the Birchley Island and M5J2, as well as to Oldbury, Smethwick and Birmingham.

3.9 A detailed plan of the local highway network is shown in Figure 2.

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Figure 2. Local Highway Network

3.10 On-site observations reveal congestion can occur in the vicinity of the site during peak periods, with queuing at the A4123 Wolverhampton Road/Portway Road signal- controlled junction, in particular. However, as shown on Figure 2, the site is surrounded by a network of local roads with several connections to the West Midlands Key Route Network, thereby providing traffic with various routes to/from the site.

Sustainable Travel and Local Facilities

Pedestrian Travel

3.11 The Guidelines for Providing for Journeys on Foot (GPJF) document describes acceptable walking distances for pedestrians without mobility impairment. GPJF suggests that the maximum walking distance for commuting is approximately 2km.

3.12 GPJF states that an average walking speed of approximately 1.4m/s (5km’s/hr) can be assumed. The walking distance thresholds for commuting and other facilities set out in the GPJF document (within table 3.2) are summarised below in Table 1.

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West Midlands Ambulance Service Oldbury Travel Plan December 2020 SHID-BWB-GEN-01-RP-TR-0003_TP_S2_V1

Table 1. GPJF Acceptable Walking Distances Guidance Table

Suggested Acceptable Walking Distance Journey Purpose (Metres)

Desirable 500

Acceptable 1,000

Preferred Maximum 2,000

3.13 Figure 3 identifies a 2km walking distance from the proposed development site.

Figure 3. 2km Pedestrian Isochrone

3.14 Figure 3 shows that Oldbury and parts of southern West Bromwich and Dudley are within walking distance of the site. Furthermore, the isochrone covers parts of Birchfield and Blakeley Hall. Various shops and amenities are also within a short walk of the site including Sainsburys, McDonalds, Oldbury Green Retail Park & Costa Coffee.

Cycle Travel

3.15 Local Transport Note (LTN) 1/02 (Cycle Infrastructure Design) states that:

3.16 “Recent growth of cycling recorded in central London and other towns and cities following programmes of investment have illustrated that there is significant potential for change in travel behaviour and that more people cycle for everyday journeys where

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acceptable conditions are provided. Two out of every three personal trips are less than five miles in length – an achievable distance to cycle for most people, with many shorter journeys also suitable for walking. For schoolchildren the opportunities are even greater: three quarters of children live within a 15-minute cycle ride of a secondary school, while more than 90% live within a 15-minute walk of a primary school.”

3.17 Figure 4 shows a 5km cycling distance centred at the proposed development site.

Figure 4. 5km Cycle Isochrone

3.18 Figure 4 shows that the cycling isochrone covers the whole of Oldbury as well as areas of West Bromwich, Smethwick, Warley, Blackheath, Rowley Regis, Dudley and Tipton.

3.19 The local cycle routes in the immediate vicinity of the site are shown below in Figure 5.

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Figure 5. Local Cycle Routes

3.20 Figure 5 shows that there is a number of local “Signed cycle routes on public highway” as well as “Traffic calmed or 20mph zone” roads within site proximity, with the main route located at Rounds Green Road to the north of the site.

3.21 This identified cycle route connects with Sandwell & Dudley Railway Station and National Cycle Network (NCN 81) located approximately 2.8 kilometres to the northeast of the site, which provides a route to Wolverhampton and Birmingham City Centre via the canal towpath.

Public Transport

Bus Services

3.22 The Guidelines for Planning for Public Transport in Developments, states that “generally walking distances to bus stops in urban areas should be a maximum of 400m and preferably no more than 300m”. However, the Buses in Urban Developments1 guidance advises a more rigorous approach to catchment area planning as displayed in Table 2.

Table 2. Recommended Maximum Walking Distances to Bus Stops Situation Maximum Walking Distance Core bus corridors with two or more high-frequency services 500m Single high-frequency routes (every 12 minutes or better) 400m Less frequent routes 300m Town/city centres 250m

1 Buses in Urban Developments, Chartered Institution of Highways and Transportation, 2018

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West Midlands Ambulance Service Oldbury Travel Plan December 2020 SHID-BWB-GEN-01-RP-TR-0003_TP_S2_V1

3.23 The site benefits from access to the following bus stops, which are indicated on Figure 2:

• Rounds Green Road - bus stops for service 12/12A are located along the site frontage. The westbound bus stop benefits from a layby, shelter and timetable information. The eastbound bus stop is indicated via use of signpost with timetable. • Portway Road – bus stops for services 3/3A and 20 are provided approximately 100 (westbound) to 125 metres (eastbound) west of the site boundary. Both bus stops are indicated by signposts with timetable information.

3.24 Table 3, Table 4 and Table 5 provide a summary of the weekday and weekend bus service provision available within the vicinity of the proposed development site. It should be noted that these timetables are based on reduced COVID-19 services.

Table 3. Summary of Weekday Bus Services First Service Last Service Service number and Daytime route ‘Inbound’ ‘Outbound’ ‘Inbound’ ‘Outbound’ Frequency Route Route Route Route

3 - West Bromwich – 05:45 06:20 22:30 22:35 30mins Merry Hill

3A – West Bromwich – 06:50 06:55 19:51 20:05 30mins Blackheath

12 – Dudley - 05:10 06:15 22:45 23:35 15mins Birmingham

12A – Dudley - 06:16 07:32 18:25 17:45 30mins Birmingham

20 – Oldbury - 09:35 10:00 16:35 17:00 60mins Bearwood Note: Timetable information obtained (December 2020), First/ last service based on time service arrives/leaves the nearest bus stop to the development site.

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Table 4. Summary of Saturday Bus Services First Service Last Service Service number and Daytime route ‘Inbound’ ‘Outbound’ ‘Inbound’ ‘Outbound’ Frequency Route Route Route Route

3 - West Bromwich – 05:45 06:57 22:30 22:30 30mins Merry Hill

3A – West Bromwich – 10:05 07:27 18:05 19:07 30mins Blackheath

12 – Dudley - 05:30 06:20 22:45 23:35 40mins Birmingham

12A – Dudley - 06:16 07:00 18:39 17:32 40mins Birmingham

20 – Oldbury - 09:35 10:00 16:35 17:00 60mins Bearwood Note: Timetable information obtained (December 2020), First/ last service based on time service arrives/leaves the nearest bus stop to the development site.

Table 5. Summary of Sunday Bus Services First Service Last Service Service number and Daytime route ‘Inbound’ ‘Outbound’ ‘Inbound’ ‘Outbound’ Frequency Route Route Route Route

3 - West Bromwich – 09:54 08:52 22:30 22:35 60mins Merry Hill

3A – West Bromwich – 10:50 10:22 16:50 16:22 60mins Blackheath

12 – Dudley - 07:15 08:05 22:45 22:35 35mins Birmingham

12A – Dudley ------Birmingham

20 – Oldbury ------Bearwood Note: Timetable information obtained (December 2020), First/ last service based on time service arrives/leaves the nearest bus stop to the development site.

3.25 The above information demonstrates that the site is well served by public transport, with frequent services covering the majority of day running throughout the week and accessible via nearby bus stops.

Rail Services

3.26 The nearest railway station to the site is Sandwell & Dudley Railway Station which is located approximately 1.6 kilometres northeast from Shidas Lane. Furthermore, Langley Green railway station located approximately 2.5 kilometres to the east of the site is also available.

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3.27 Table 6 and Table 7 show a sample of key destinations available from Sandwell & Dudley and Langley Green railway stations.

Table 6: Local Rail Services (Sandwell & Dudley Station) Approx. Weekday Daytime Destination Approx. Journey Time Frequency London Euston 60mins 1h 38mins Birmingham New Street 15mins 11mins Shrewsbury 60mins 1h 02mins Wolverhampton 10mins 13mins Note: Timetable information obtained (December 2020)

Table 7: Local Rail Services (Langley Green Station) Approx. Weekday Daytime Destination Approx. Journey Time Frequency Birmingham Snow Hill 30mins 13mins Worcester Foregate Street 90mins 52mins Stourbridge Junction 30mins 17mins

3.28 Table 6 and Table 7 show that the nearby railway stations provide good connectivity with central Birmingham, as well as connections in the direction of London, Wolverhampton, Shrewsbury and Worcester.

3.29 Bus services 3 and 3A both route past Sandwell & Dudley Railway Station and services 12/12A route in close proximity to Langley Green Railway Station. As such, rail travel could form part of a multi modal travel options with either cycle or bus.

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4. DEVELOPMENT PROPOSALS

Introduction

4.1 The proposed development will be an WMAS operational hub to complete their network across the region. The site will host the Hazardous Response Team (HART) for the region, with maintenance for the fleet, stores distribution and teaching facilities for ambulance staff, with the objective of improving response times on the border between the Black Country and Birmingham.

4.2 HART comprises specialist paramedics who are able to operate in challenging and often dangerous situations such as collapsed buildings, in fast moving water, working at height or in confined spaces, and also deal with patients who have been exposed to chemical, Biological, Radiological or Nuclear incidents.

4.3 The proposed site accords with WMAS baseline operational activity requirements for Ambulance 999 services, and its location meets the national guidelines for HART responses serving Birmingham City Centre and Birmingham International Airport.

4.4 A copy of the indicative site layout is included within Appendix 1.

Vehicular Access

4.5 It is proposed that the site will be accessed via two vehicular access points.

4.6 The main site access (Site Access A) is proposed to be taken from Shidas Lane approximately 35m north and 40m south of the main access for the adjacent refuse centre and public access respectively. The access is proposed to form a priority- controlled T-junction with yellow box marking at the frontage so movements in and out of the site are not blocked by traffic.

4.7 The main site access will comprise a 7.3-metre-wide carriageway with 15 metres kerb radii to provide for HGV movements. The access will also benefit from 2 metres wide footways on both sides of the carriageway.

4.8 The secondary site access (Site Access B) is an operational requirement for the WMAS and will be taken from Rounds Green Road in approximately the same location as the existing site access. The secondary access will comprise a 7.3 metres wide carriageway with 9 metres kerb radii and will be gated. The access is proposed to form a priority- controlled T-junction with yellow box marking at the frontage so movements in and out of the site are not blocked by traffic.

4.9 Both Rounds Green Road and Shidas Lane are subject to 30mph speed limits. Subsequently, based on Manual for Streets guidance (MfS), 43m visibility splays should be provided from both accesses. Subsequently, drawing SHIDS-BWB-GEN-XX-DR-TR- 101_S2_P1 provides an outline to the visibility assessment which has been undertaken for the purpose of this report. As outlined within the drawing, the required visibility splays can be achieved at both accesses.

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Pedestrian and Cyclist Access

4.10 Access can also be made for both pedestrians and cyclists via both vehicular accesses, providing permeability so sustainable modes within the surrounding area.

4.11 Furthermore, the site will be designed in line with the disability discrimination act to allow safe and convenient access for disabled and visually impaired users such as the provision of accessibility ramps, tactile paving and dropped kerbs.

Parking Provision

4.12 The Sandwell Metropolitan District Council Supplementary Planning Document (SPD October 2006): The Preparation of Transport Assessments and Travel Plans, Business contains no advice on the parking requirements for a bespoke development, such as that proposed. Consequently. the parking provision has been based on the specific requirements of WMAS.

4.13 WMAS has confirmed it requires 365 standard parking spaces, with a further 70 long wheel base (LWB) parking spaces for operational vehicles. WMAS has advised that the parking will be allocated as follows:

Staff and Visitors (Total 264 spaces)

• HART – 62 staff and 18 spaces (100% overlapping shift change) • OPS - 324 staff and 192 spaces (based on 40% overlapping shift change) • Distribution - 21 staff and 21 spaces • Fleet – 2 staff and 2 spaces • Training – 61 staff and 31 spaces as 50% giving training at other hubs

Students (101 spaces) • Students – 140 students and 105 spaces (based at 72% modal share)

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5. MODAL SPLIT

5.1 Information has been provided by WMAS on the modal split of similar sites and as such, it has been assumed that 90% of operational staff journeys will be made by car as a ‘car driver’.

5.2 Subsequently, to provide a representation of the forecast modal split of the remaining trips which are anticipated at the development site, the Census Journey to Work data has been analysed. The site is located within the Sandwell 021 Middle Super Output Area.

5.3 The resulting forecast modal split of staff trips to/from the proposed development are summarised below in Table 8.

Table 8. Modal Splits Method of Travel to Work Modal Split

Car Driver 90.0%

Bus, minibus or coach 4.8% On foot 3.0% Bicycle 0.7% Train 0.7% Motorcycle, scooter or moped 0.5% Taxi 0.2% Other method of travel to work 0.1% Total 100% Source: Nomis – Office for National Statistics

5.4 Table 8 indicated that approximately 5.5% of remaining staff trips are likely to be made using public transport and 3.7% by walking / cycling.

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6. TARGETS

Introduction

6.1 The modal split detailed in Section 5 represent a sound basis to assess the overall capacity of the existing transport infrastructure (undertaken as part of the Transport Statement), and hence it is appropriate to use these proportions to identify initial specific targets upon which the success of the TP will be judged.

Proposed Targets

6.2 The targets for the TP are therefore as follows:

• Target 1 - The development will promote the opportunities and benefits of sustainable modes of travel, with the aim to achieve a 10% reduction in the staff car driver modal share within five years of first occupation (this is detailed further below). • Target 2 – All staff will be made aware of the Travel Plan

6.3 With regards to Target 1, the proportion of car driver trips will be reduced by 10%. The indicative driver modal share based on existing operational sites is 90%. Consequently, the target car driver modal share is 81%.

6.4 This will be complimented by an increase in the proportion of car sharing and cycling modes in particular.

6.5 As detailed in Section 8, the targets will be updated annually based on the results of the staff travel surveys.

6.6 The second target of the TP is that all staff will be made aware of the Travel Plan, including how to contact the Travel Plan Co-ordinator to discuss their options for sustainable travel. This will also include promoting the alternative methods of travel to the site to customers through the website, staff inductions and other promotional literature.

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7. MEASURES AND INCENTIVES

Introduction

7.1 Prior to setting out the measures proposed to achieve the Travel Plan targets, it is worthwhile highlighting that there are practicalities in the operation of emergency response employment sites that should be recognised. For example, the nature and hours of operation and the variety of shift patterns, will have a significant effect on the travel mode that each member of staff chooses to use to travel to and from work. Staff will be more inclined to use their cars to travel to and from work if they are travelling late at night/after dark.

7.2 Furthermore, staff may choose their travel mode to fit around other commitments, such as picking their children up from school etc. This will again have again a significant effect on the travel mode that each member of staff chooses. Therefore, measures and incentives proposed in this TP have been carefully considered to address the needs of the staff who travel both inside and outside the peak hour periods.

7.3 The following sections detail the specific measures and incentives that could be implemented at the development. The measures will be implemented in conjunction with employee engagement in order to meet the main TP objective of minimising car trips and overall vehicle mileage. The TP will promote the use of alternative travel modes to minimise car dependency and achieve the targets detailed in Section 6.

7.4 The measures relate to the potential for reducing the need to travel, and where travel is necessary, promoting and increasing travel by walking, cycling, public transport and car sharing. The methods for implementing, monitoring, and reviewing the success of these measures are detailed in Section 8.

7.5 To provide accurate and clear timescales for the implementation of the TP, its associated measures, incentives and targets, are linked to the construction and occupation of the new development. Immediate measures refer to those that will be implemented prior to the occupation of the new development. Short-term measures refer to those that will be implemented during the first six months of occupation and medium-term measures refer to those that will be implemented between six and twelve months of occupation.

7.6 This section details the measures that could be implemented. Implementation of measures will be managed and monitored by the Travel Plan Co-ordinator; whose role is detailed in Section 8.

7.7 All measures will be reviewed and monitored on a regular basis. It will be the responsibility of the Travel Plan Co-ordinator to monitor the TP and introduce new measures, and/or modify existing measures should staff travel habits dictate. This is also detailed further in Section 8.

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Measures and Incentives – Promoting Awareness Raising

7.8 The TP will focus on the promotion of the sustainable travel opportunities to and from the site. It is essential that the travel opportunities are clearly highlighted and promoted to all employees to allow people to choose alternative modes of travel.

7.9 The first stage will be the appointment of a Travel Plan Co-ordinator (IMMEDIATE). The Travel Plan co-ordinator (TPC) role will likely be undertaken by a member of staff at the site.

7.10 The TPC has responsibility for the management and implementation of the process of engaging with future staff (as well as students/visitors to the site) as part of the commitment to the Travel Plan process. The TP will also be promoted to any new staff, as part of the interview process, and with any formal job offer (IMMEDIATE).

7.11 All staff will be provided with detailed information about the transport facilities to and from the site through Travel Welcome Packs issued by the TPC prior to them starting their employment. (IMMEDIATE). The Welcome Packs will include:

• Pedestrian and cycle route map, with key locations (such transport interchanges, local facilities, short-cuts etc) and the distances and journey times to key destinations • Information on the local bus routes, service timetables, stop locations, and fares • Contact details for the Travel Plan Co-ordinator • Information on any incentives available to encourage employees to travel sustainably, and how employees can obtain these incentives (see below) • Public transport information, including a bus and train route map and the latest timetable information. The Welcome Pack will also include full details of the range of tickets available. The links to the public transport information will be included within the Travel Welcome Pack • Advertise journey planning websites and apps, such as www.nationalrail.co.uk which provide up to date timetable and route information as well as journey times, costs modal interchange advice • Contact details and a location map showing local car hire and taxi companies. • Advertise details of relevant car share schemes and the TravelWise Sandwell webpage (https://www.sandwell.gov.uk/info/200284/roads_travel_and_parking/1830/travel wise_in_sandwell) where you can find information for making journeys by low carbon and healthy methods of transport • The Travel Plan Co-ordinator will also make themselves available to provide personalised travel advice to the employees if required. (IMMEDIATE).

7.12 After initial communication, the awareness raising process will be maintained through notice boards within the building. The Travel Plan will be made available on the internal intranet system and promoted via the internal communication platform. (IMMEDIATE). This will allow the information to be seen by all staff. The TPC will be responsible for ensuring that the information is kept up to date.

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7.13 Regular surveying of staff travel patterns, in the form of travel surveys, will also maintain Travel Plan awareness. This is detailed further in Section 8.

7.14 The TP and possible modes of sustainable travel will also be introduced to any visitors to the development. This will be achieved by providing information detailing how they can reach the site by sustainable modes through the company’s website and promotional literature (SHORT TERM).

7.15 By implementing these measures, all staff and students/visitors will have the necessary information regarding the local pedestrian and cycle routes, and public transport services, to allow them to realistically consider the use of these modes of travel.

Measures and Incentives – Encouraging Other Modes

7.16 To encourage walking and cycling, the health benefits of travelling by these modes would be published on the staff notice boards and internal intranet/communication platforms (SHORT TERM).

7.17 The notice boards and internal intranet/communication platforms will also provide information produced for the welcome packs including a pedestrian and cycle route map and information on the local bus routes, service timetables, stop locations, and fares (SHORT TERM).

7.18 Parking for motorbikes and cycles will be provided on the site and the use of the spaces will be monitored to ensure that these spaces are sufficient to cater for demand (IMMEDIATE).

7.19 To encourage cycle travel, staff showers and changing facilities will be provided (IMMEDIATE).

7.20 The TPC will investigate implementing a cycle to work scheme where employees are able to enter into a salary sacrifice scheme to purchase a bike at a discount (SHORT TERM)

7.21 The TPC will investigate providing a stock of low-cost items to encourage active and sustainable travel, such as high visibility clothing, umbrellas, bike lights, locks and puncture repair kits. (SHORT TERM)

7.22 Provide an emergency ‘get you home’ service in the event of emergency/ sickness for staff not travelling to work in their own car. (SHORT TERM)

Measures and Incentives – Car Sharing

7.23 The Travel Plan Co-ordinator will promote existing car sharing services such as www.liftshare.com. This site does not require members to necessarily have a car as some existing members will offer lifts in exchange for a contribution towards fuel costs. Alternatively, an intranet-based equivalent could also be set up for the development itself and managed by the TPC for the development if preferred.

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7.24 Web based Car Sharing allows users to log in, state where they are travelling to and from, and whether they are seeking or providing a lift, and the days and times they are willing to car share.

7.25 The following measures will also be undertaken to maximise the potential for car sharing at the development:

• Promote the potential financial savings that staff and students/visitors will make by sharing their car through information presented on noticeboards and the internal intranet and communication platforms. (SHORT TERM) • Organise events for car sharers to be introduced to each other, (SHORT TERM) • Investigate the effectiveness of potential provision of priority 2+ parking spaces on site for the use of car sharers only.

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8. IMPLEMENTATION AND MONITORING

Implementation

8.1 In order to co-ordinate the overall implementation, monitoring and review of this TP, a Travel Plan Co-ordinator will be appointed. This role will require part-time involvement and will commence prior to the opening of the new development. The role will continue for a minimum of five years post-occupation.

8.2 The TPC will be the key point of contact for travel matters. Therefore, their name, address, email and telephone number will be provided to the local authority upon appointment.

8.3 The role of the TPC will be to:

• Oversee the development, promotion, and implementation of the measures; • Design and implement continuous effective marketing and awareness, raising strategies to promote the car share scheme. For example, they will be responsible for the effective communication of information on the staff notice boards and internal intranet/communication systems etc. The information will be compiled by the TPC to ensure that all staff and students receive the same relevant information; • Act as a point of contact for all staff, students/visitors, and/or suppliers who require information; • Co-ordinate data collection exercises and monitoring procedures which are required to develop the Travel Plan; • Analyse travel questionnaires, including trends against previous years, and determining what further measures, if any, could be promoted; and • Ensure measures can be implemented and promoted. This includes allocating a budget for the Guaranteed Ride Home scheme if required.

8.4 If a bespoke car share database was to be set up, this is likely to include the following tasks:

• Ensuring the software is suitable for the Travel Plan Co-ordinator’s purpose and up to date; • Ensuring data protection issues are adequately covered; • Maintaining the quality of the data contained within the system; • Promoting and developing the car sharing database among staff; • Monitoring effectiveness; and • Producing management reports on usage.

8.5 Hence, the initial implementation of the Travel Plan would involve a time commitment from the TPC prior to the occupation as they undertake tasks such as the production of the Welcome Packs and the setting up of the Travel Information Board/s.

8.6 The TPC must have time dedicated annually to undertake and analyse the travel survey results. General implementation of the Travel Plan should take a small ongoing time

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West Midlands Ambulance Service Oldbury Travel Plan December 2020 SHID-BWB-GEN-01-RP-TR-0003_TP_S2_V1

commitment involving dealing with any employee/student enquires and periodically updating the marketing information and promoting the Travel Plan. Hence, a member of staff should be able to undertake the TPC role without there being a requirement to include the TPC role in their job description or provide separate funding for the role.

Monitoring

8.7 The majority of measures to reduce car use, and promote walking, cycling, public transport, and car sharing will be in implemented during the construction process (referred to as immediate in Section 7), or within one month of occupation (referred to as short term in Section 7). This will allow people to assess the potential to travel by alternative modes of travel and allow a sustainable travel culture to emerge from the offset.

8.8 In order to monitor the Travel Plan, travel surveys will be undertaken by all staff within 3 months of first occupation. The surveys will be undertaken on an annual basis and will be produced, issued, collated and analysed by the TPC.

8.9 The travel survey will include single and multiple-choice questions, such as:

• Gender; • Age; • Home location; • Working hours; • Usual mode of travel to site; • Reasons for using that mode; • Travel Plan awareness; and • What measures and incentives might further encourage the use of sustainable modes of travel to and from work and during the day.

8.10 The monitoring program will also include the following data recorded annually, as a minimum, by the TPC:

• Usage of cycle parking (number of occupied stands); • Demand for car parking (number of spaces occupied); • The level of inquiry and use of the car share scheme, and demand for car share spaces; and • Informal comments made by employees and students/visitors regarding the operation of the Plan.

8.11 From the initial travel survey analysis and the hard data collection, the Travel Plan targets will be amended/agreed and further measures introduced as required. The Travel Plan will then be updated and expanded as necessary, as part of the ongoing evolution of the Travel Plan process.

8.12 An Annual Monitoring Report will be prepared by the TPC and provided to the local authority Travel Plan Officer for a period of five years. Each year, the Travel Plan will also

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be reviewed and updated, so that the targets can be re-evaluated, and any appropriate improvements made.

8.13 The Annual Monitoring Reports will also be made available to employees within the development. This could be either as hard copies or as a digital copy for everyone to view. This is important so that individuals can see how their travel choices align with the measures of the Travel Plan.

.

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West Midlands Ambulance Service Oldbury Travel Plan December 2020 SHID-BWB-GEN-01-RP-TR-0003_TP_S2_V1

APPENDICES

West Midlands Ambulance Service Oldbury Travel Plan December 2020 SHID-BWB-GEN-01-RP-TR-0003_TP_S2_V1

APPENDIX 1: Masterplan

© 2019 webbgray NOTE: THIS DRAWING IS © COPYRIGHT OF WEBB GRAY LTD AND SHOULD NOT BE REPRODUCED WITHOUT PERMISSION.

ALL PROPOSALS ARE SUBJECT TO CONFIRMATION FOLLOWING DETAILED TOPOGRAPHICAL SURVEY AND GROUND INVESTIGATION WORK.

IT HAS BEEN ASSUMED THAT OTHER THAN WHERE SHOWN THE SITE IS ESSENTIALLY FLAT WITH NO EASEMENTS TO ABOVE OR BELOW GROUND SERVICES.

ALL PROPOSALS ARE SUBJECT TO CONFIRMATION FOLLOWING LIAISONS WITH RELEVANT LOCAL AUTHORITIES.

PRELIMINARY INDICATIVE DRAWINGS MAY BE BASED UPON INFORMATION FROM VARIOUS SOURCES, THE ACCURACY OF WHICH CANNOT BE GUARANTEED.

WHERE BOUNDARIES ARE SHOWN THESE ARE AS ADVISED BY THE CLIENT AND ARE FOR GENERAL GUIDANCE ONLY. WHILST PLOTTED WITH REFERENCE TO LAND REGISTRY DATA WHERE AVAILABLE AND INTERPOLATED AS PHYSICAL FEATURES ON SITE WHERE POSSIBLE, THEY ARE NOT INTENDED TO REPRESENT DEFINITIVE SITE EXTENTS OR LEGAL OWNERSHIP.

ALL DIMENSIONS AND SETTING OUT COORDINATES TO BE CHECKED ON THE PROJECT SITE BEFORE WORK IS COMMENCED OR MAKING ANY SHOP DRAWINGS.

IF THIS DRAWING HAS BEEN RECEIVED ELECTRONICALLY IT IS THE RECIPIENTS RESPONSIBILITY TO PRINT THE DOCUMENT TO THE CORRECT SCALE. ALL DIMENSIONS ARE IN MILLIMETRES UNLESS STATED OTHERWISE IT IS RECOMMENDED THAT INFORMATION IS NOT SCALED OFF THIS DRAWING. THIS DRAWING SHOULD BE READ IN CONJUNCTION WITH ALL OTHER RELEVANT DRAWINGS AND SPECIFICATIONS.

Fence (Refer to P-111)

SCHEDULE OF MATERIALS

Ramp Up EXTERNAL WORKS

1 - MACADAM SURFACING Fence (Refer to P-111) 3 - THERMOPLASTIC PAINT LINING ETC. Fence (Refer to P-111) - COLOUR - BLACK/GREY SELF COLOUR WITH LINING TO CONVENTION

2 - CONCRETE FEATURE PAVING MARSHALS WOBURN RUMBLED PAVING

Site Access / Egress B 1 TWO WAY (ENTRANCE AREA FOOTPATHS+COURT YARD) OR SIMILAR - COLOUR - BRINDLE TWO WAY Parking Deck - Refer to separate drawing for details 3 - CONCRETE SURFACING / ROAD Ramp - COLOUR - LIGHT GREY SELF COLOUR Down 3 MANUAL SWING 1 4 GATES TO ACCESS 4 - STRUCTURED LANDSCAPING access as per highways Fence (Refer to P-111) - (PLEASE REFER TO SEPARATE consultants details DRAWING BY LANDSCAPER)

Retaining Wall 1m 5 - CRIBLOK STYLE RETAINING WALL STAIR -(PLEASE REFER TO STRUCTURAL ENGINEER DRAWINGS) 1 1 b REFER TO SEPARATE FENCING DRAWING TWO WAY b 3 staff/ training/ visitor parking REFER TO SEPARATE LANDSCAPE ARCHITECTS 1 Generator 2 DRAWINGS AND DETAILS FOR DETAILS OF PLANTING ETC 3 cyc 1 2 TWO WAY PLANNING APPLICATION BOUNDARY Canopy 3 1 Retaining Wall 2.8m 3 SITE ACCESS / EGRESS 5 large vehicle spaces

Plant L.A. ADOPTED HIGHWAY 1 Canopy b 1 1 4 b SINGLE b SLIDING AND PEDESTRIAN ONE WAY b GATE GROSS INTERNAL FLOOR AREAS BY FLOOR 5 b GROUND 4,517m2 / 48,620ft2 Fence (Refer to P-111)

ONE WAY FIRST inc mezz 1,505m2 / 16,200ft2 9 large vehicle spaces b

OUT SECOND 1,060m2 / 11,410ft2 b BI PARTING b SLIDING GATE TOTAL 7,082m2 / 76,230ft2 b courtyard b 2 b b 3 Visibility CAR PARKING c.365 SPACES b Splay LWB PARKING c.70 3 SITE AREA c.7.02 acres (2.84 ha) b GRP Gas 3 6.5m underside of haunch portal frame areas b Kiosk b b 4

b Retaining Wall 1m Site Access /

Retaining Wall 4.2m b GRP Sub access as per highways Egress A Fence (Refer to P-111) consultants details b ONE WAY

b 3 fuel b tank 4 Dropped Kerb Access 4 b Canopy b b 5 Existing Boundary Wall to b b b be reduced to 50mm b b

below adjacent ground TWO WAY TWO b level. b b b b Canopy Retaining Wall 1.8m b b b b b b ONE WAY

Retaining Wall 4.5m b b b b b b 4 b b 3 3 Retaining Wall 2.9m 4 45 large vehicle spaces HGV turning circle A Issued for Planning. 15/12/20 AB DLD Revision Description Date Drawn Checked Client:

Retaining Wall 4.5m Wall Retaining 4 5 Training Equipment Project: 5 by end user. Retaining Wall 3.9m West Midlands Ambulance Service, Oldbury

Retaining Wall 4.8m Fence (Refer to P-111)

Drawing Title: Site Plan

Webb Gray Ltd Chartered Architects 75-77 Colmore Row webbgray Birmingham B3 2AP t: 0121 616 6030 f: 0121 616 6031 e: [email protected] w: www.webbgray.co.uk

Scale @ A1: Date: Designed: Drafted: 0 10 20 30 40 50 60m 1:500 12/11/20 DLD AB

Job No: Drawing No: Revision: Scale 1:500 8383 P-002 A P L A N I G

www.bwbconsulting.com