Sennybridge (Hayle) Ltd

Eastern Gateway, Hayle

Staff Travel Plan

June 2020

Contents

1 INTRODUCTION ...... 1

Background ...... 1 Introduction to the Travel Plan ...... 1 This Document ...... 1 Structure of Report ...... 2

2 POLICY AND GUIDANCE ...... 3

Introduction ...... 3 National Policy ...... 3 National Planning Policy Framework ...... 3 National Guidance...... 3 MHCLG Guidance - Travel Plans, Transport Assessments and Statements (2014) 3 Department for Transport Documents ...... 4 Manual for Streets ...... 5 Local Guidance ...... 5 Local Transport Plan – Connecting Cornwall: 2030 Strategy (LTP) ...... 5 TPs: Advice for developers in Cornwall ...... 6

3 EXISTING SITUATION ...... 2

Site Location ...... 2 Pedestrian and Cycle Accessibility ...... 3 Walking ...... 3 Cycling ...... 5 Bus ...... 6 Rail ...... 7 Summary ...... 8

4 EXISTING TRAVEL DEMANDS ...... 9

Existing Travel Behaviour ...... 9

5 PROPOSED DEVELOPMENT ...... 11

Overview ...... 11 Pedestrians / Cyclists ...... 12 Vehicle Access ...... 12

6 OBJECTIVES, MEASURES AND TARGETS ...... 13

Aim and Objectives ...... 13 Targets ...... 14 Action Targets ...... 14 Aim Targets ...... 15

7 SUSTAINABLE TRANSPORT MEASURES ...... 16

i

Measures – Travel Information Pack ...... 16 Cycle to Work ...... 16 Car Sharing ...... 16 Cycle Training ...... 16 Taxis ...... 17 Other ...... 17 Walking and Cycling ...... 17

8 MONITORING AND REVIEW ...... 18

Monitoring Strategy ...... 18 Reporting ...... 19

9 ACTION PLAN ...... 20

Figures

Figure 2.1 - Travel Plan Pyramid Figure 3.1 - Site Location Figure 3.2 - Active Travel Infrastructure Figure 3.3 - Travel time isochrones for pedestrians Figure 3.4 - Travel time isochrones for cycling Figure 3.5 - Public Transport Map Figure 5.1 - Proposed Development Figure 5.2 - Site Access Appendices

Appendices

Appendix A - Staff Travel Survey

ii

1 INTRODUCTION

Background

1.1 Vectos is appointed by Sennybridge (Ltd) to provide transport and highways advice in relation to the proposed development at Eastern Gateway, Hayle.

1.2 Two new buildings will be two storeys in height and cover 432 sqm Gross Floor Area (GFA) of business workshop (Class B1) floorspace.

1.3 This Travel Plan (TP) is provided in support of the Reserved Matters application pursuant to Outline Planning Permission PA13/01370, for all remaining development areas at Hayle Harbour, together known as Phase Two.

Introduction to the Travel Plan

1.4 A Travel Plan (TP) produced at the planning application stage can play a key role in shaping travel choice at proposed developments, managing future travel demand and reducing reliance on the single occupancy use of the private car.

1.5 One of the UK’s top transport priorities is to reduce transport’s emissions of carbon dioxide and other greenhouse gases with the desired outcome of tackling climate change. To do this our society must improve and encourage the use of sustainable (low carbon) transport and ensure that new development takes place in accessible locations which minimis the need for travel.

1.6 This ethos is embodied in local and national transport policy today. TPs encourage more sustainable journeys. They minimise the impact of additional anticipated traffic arising as a side effect of new developments.

1.7 This TP sets out the specific aims and measures for the proposed development at Eastern Gateway, Hayle.

This Document

1.8 This document takes the form of an overarching TP for the development site.

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1.9 The measures identified within this TP will assist in promoting healthy and sustainable travel to and from the proposed development, and elsewhere within the north Hayle area, in line with local, regional, and national policies.

Structure of Report

1.10 The remainder of the document is structured as follows:

• Section 2 – reviews relevant policy and guidance; • Section 3 – details the existing conditions of the site; • Section 4 – describes the development proposals; • Section 5 – outlines the existing travel demand and patterns; • Section 6 – details the plan objectives and targets; • Section 7 – outlines the sustainable travel measures proposed by the client; • Section 8 – outlines the monitoring and review programme; • Section 9 – sets out an Action plan.

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2 POLICY AND GUIDANCE

Introduction

2.1 This section considers the proposed development and the TP against the backdrop of current national, regional, and local policy, specifically in relation to sustainable travel and the aim of reducing single occupancy vehicular trips and reliance on the private car. It also considers the guidance relating to the production of TPs.

National Policy

National Planning Policy Framework

2.2 The National Planning Policy Framework (NPPF) advises that all TPs should be submitted alongside planning applications which are likely to have significant transport implications.

National Guidance

MHCLG Guidance - Travel Plans, Transport Assessments and Statements (2014)

2.3 The Ministry of Housing, Communities & Local Government guidance defines TPs as long-term management strategies for integrating proposals for sustainable travel into the planning process. They are based on evidence of the anticipated transport impacts of development and set measures to promote and encourage sustainable travel (such as promoting walking and cycling).

2.4 It further states that TPs should, where possible, be considered in parallel to development proposals and readily integrated into the design and occupation of the new site rather than retrofitted after occupation.

2.5 As per the guidance, TPs are primarily to identify opportunities for the effective promotion and delivery of sustainable transport initiatives such as walking, cycling, public transport and tele-commuting, in connection with both proposed and existing developments and through this to thereby reduce the demand for travel by less sustainable modes. Furthermore, TPs should not be used as a means of unfairly penalising drivers.

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Department for Transport Documents

2.6 The Department for Transport [DfT] have produced a number of documents providing guidance on TPs,’ and ‘Good Practice Guidelines: Delivering TPs through the Planning Process (2009)’.

2.7 These guidelines include a TP pyramid, which sets out five key tiers to a successful TP. This Pyramid is reproduced in Figure 2.1.

Figure 2.1 – Travel Plan Pyramid

2.8 Considering the above tiers, the first tier considers site location. This is seen as a key element by the guidance and one that underpins ‘all the other aspects of accessibility of the site’.

2.9 The second tier ‘comprises the fundamental characteristics that need to be incorporated into the design of the site from an early stage to reduce the need to travel and support walking, cycling and bus use’. This effectively relates to the physical measures that can be delivered as part of the development to ensure it ties into the sustainable transport network as effectively as possible.

2.10 The third tier puts in place ‘the resource to facilitate and develop the measures in the plan’. This effectively means the identification of a suitable person to lead the TP process and ensure the effective management and development of the TP.

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2.11 The fourth tier then goes on to consider ‘the services that will need to be obtained for the site’ and primarily relates to the ‘soft’ Travel Planning measures, whilst the fifth and final tier looks at ‘promotion, marketing and awareness raising to ensure adequate take-up of these services and to communicate the TP to site users.

Manual for Streets

2.12 The Department for Transport’s ‘Manual for Streets’ replaced their general road and street design guidance manual ‘DB32’ in 2007 and specifically focuses on lightly trafficked residential streets and highways.

2.13 ‘A key consideration for achieving sustainable development is how the design can influence how people choose to travel. Designers and engineers need to respond to a wide range of policies aimed at making car use a matter of choice rather than habit or dependence. Local transport plans and movement strategies can directly inform the design process as part of the policy implementation process.’

2.14 ‘By creating linkages between new housing and local facilities and community infrastructure, the public transport network and established walking and cycling routes are fundamental to achieving more sustainable patterns of movement and to reducing people’s reliance on the car.’

Local Guidance

2.15 Cornwall Council have several documents pertaining to TPs and their importance in the context of new developments.

Local Transport Plan – Connecting Cornwall: 2030 Strategy (LTP)

2.16 The LTP defines a TP as ‘a long-term plan for an occupier or site that seeks to ensure that the transport impacts of the site are minimised through various travel initiatives. These are articulated in a document that is regularly reviewed. Includes workplace TPs, visitor TPs and school TPs’.

2.17 It further states that:

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• TPs can deliver benefits to employees and the local community. They provide greater travel choice, give those that do not own a car better access to employment and services and reduce parking demand and travel costs; • The whole community benefits from environmental improvements, particularly when TPs result in an overall reduction in motor traffic; • TPs generally include measures to promote walking, cycling and public transport, but can include car sharing schemes; cycling facilities; a dedicated bus service or restricted car parking allocations.

2.18 In regards to Policy 5 within the LTP (‘We will use the local and strategic development control processes to ensure that development is planned, delivered and managed to reduce the need to travel’), this can be achieved by implementing and monitoring TPs.

TPs: Advice for developers in Cornwall

2.19 This is a guidance document which outlines the approach that should be taken in developing and implementing effective TPs delivered in support of a planning application.

2.20 The guidance is a comprehensive document covering key topics such as the definition of a TP, different types of TP, content, monitoring and success factors.

2.21 In the context of this site, the developer will need to look at site and building design to ensure that it incorporates and facilitates access by sustainable modes and will also need to consider improvements to off-site infrastructure, such as providing links to existing cycle routes, providing safe and appropriate crossings. Car parking, both in terms of provision and management, will need to be outlined in the workplace travel plan.

2.22 The document recognises that the travel plan content will vary according to the development, but to be acceptable it must broadly contain all of the following elements:

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• Context • Data including parking provision • Scope and objectives • Measures • Measures to dissuade car use • Target and outcomes • A clear tabular action plan • Default travel plan measures • Defined responsibility for implementation • Monitoring • Marketing

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3 EXISTING SITUATION

3.1 This section of the report includes a description of the site, the existing sustainable transport infrastructure, public transport service provision, the local highway network and the general traffic characteristics of the surrounding area.

Site Location

3.2 The proposed site is located within Hayle, a small town in west Cornwall. The site is located just to the north of Copperhouse Pool, off North Quay. It is a part of the North Quay Phase 2 development.

3.3 The site is bound to the north by Clifton Terrace and the proposed Riviere Fields development, and to the south by Hayle Terrace and north Hayle. It lies directly to the south of North Quay as it crosses Copperhouse Pool.

3.4 The location of the site in a local context is illustrated in Figure 3.1.

Figure 3.1 – Site Location

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Pedestrian and Cycle Accessibility

Walking

3.5 The area is served by good quality pedestrian routes and through attractive and active environment.

3.6 The site is connected to Hayle Town Centre via North Quay which leads south and forms a bridge over Copperhouse Pool. The site is located directly to the northwest of this bridge. This is also a part of National Cycle Network Route 3 (NCN 3). From here, NCN 3 continues south along Penpol Terrace and connects to the town centre. Penpol Terrace has a footway along its eastern edge, street lighting, and a signalised pedestrian crossing to the south allowing for safe and convenient movement for pedestrians.

3.7 There is a Public Right of Way (PRoW) which connects North Quay to Hayle Railway Station. The location of the PRoWs and other Active Travel infrastructure in the area is shown in Figure 3.2.

Figure 3.2 – Active Travel Infrastructure

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3.8 The propensity for people to walk or cycle depends on individual preferences and circumstances. These circumstances might include, for instance, the purpose of the journey, the attractiveness of, and activity along, the route, the weather, and the cost of alternatives. The development provides suitable and convenient connections for pedestrian and cyclists to enable future site users to travel to Hayle and the key local amenities.

3.9 The thrust of land use and transport policy is to promote and encourage the choice of walking and cycling above all else where travel needs to occur. Therefore, it is both reasonable to assume that walking is a viable and growing means of travel, and that new development, such as this one, should be designed to promote and encourage it.

3.10 The distance that any individual chooses to walk depends on that individual and their circumstances, but it is fair to assume that over time, given current policies to encourage community, the propensity for individuals to walk, and to walk further, will increase.

3.11 Figure 3.3 illustrates indicative 15- and 30-minute travel times from the site by foot, assuming a comfortable average walking speed of 5 kmph. This demonstrates that Hayle Town Centre and the nearby harbour is within a comfortable 30-minute travel time from the site.

Figure 3.3 – Travel time isochrones for pedestrians

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3.12 As part of many towns and cities recovery plans from the Covid-19 health crisis they are allocating more highway space for pedestrians and cyclists as it is anticipated that private vehicle and public transport use will reduce for the foreseeable future.

Cycling

3.13 Figure 3.4 illustrates indicative 15- and 30-minute travel times from the site by bicycle, assuming a comfortable average cycling speed of 15 kmph. This demonstrates that Hayle town centre and the nearby harbour is within a comfortable 15-minute travel time from the site. Use of e-bikes would drastically reduce travel time and / or extend the range site users are able to travel.

Figure 3.4 – Travel time isochrones for cycling

3.14 National Cycle Network Route 3 (NCN 3) is a long-distance cycle route that connects Land's End in Cornwall to Bristol and passes through Hayle. In the context of the site it includes King George V Memorial Walk to the east, North Quay and Penpol Road. NCN 3 continues to the

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south towards Penzance and to the north towards Camborne via a mixture of on-road and traffic-free routes.

3.15 Cornwall Council has Active Travel maps available on its website with key walking and cycling routes highlighted. Near the site, NCN is noted as an ‘advisory cycle route’ and there is a ‘traffic free cycle route’ leading southbound from Hayle Terrace to Hayle railway station.

Bus

3.16 The nearest bus stop to the site is located 150m away on Hayle Terrace, ‘St Elwyn’s Church’. It is equipped with a bus shelter, layby and concise timetabling information. The stop on the southern side of the road has a bench and timetabling information also.

3.17 These stops are marked and served by services T1, T2 and 515. The stop is accessible from the site via North Quay with good pedestrian infrastructure along the route.

3.18 A summary of all the services which serve the St Elwyn’s Church bus stop is provided in Table 3.2.

Table 3.2 – Summary of Bus Services in the Vicinity of the Site Time Frequency Service Service Route First Last Mon-Fri Sat Sun Provider Bus Bus Penzance - St Erth - Camborne - Redruth - 08:07 18:07 60 60 60 Chacewater - Truro First T1 Truro - Chacewater - Kernow Redruth – Camborne - 08:20 18:23 60 60 60 St Erth - Penzance Truro - Chacewater - Redruth - Camborne - 08:54 19:53 60 60 60 Carbis Bay - St Ives First T2 St Ives - Carbis Bay - Kernow Camborne - Redruth - 09:34 20:34 60 60 60 Chacewater - Truro Go Hayle - St Erth - 515 09:29 12:34 - - - Cornwall Penzance Buss

3.19 Part of the planning obligations for this development requires the developer to make contributions to a new town hopper service. Internal bus stops are also provided to facilitate

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this. Exact details of the bus service are currently being negotiated with the local authority and will be included within future versions of this document.

Rail

3.20 Hayle benefits from a railway station in the centre of the town and is on the Cornish Main Line, providing rail services to important local and regional destinations such as Plymouth, Penzance, Exeter St David’s, Bristol Temple Meads and London Paddington.

3.21 Hayle railway station benefits from 10 cycle stands and a 25-space car park. It also provides Wi-Fi and has a ramp for train access. There is benched seating.

3.22 The station is managed by Great Western Railway, who also operate most trains to Hayle on the Cornish Main Line between Penzance and Plymouth. In typical off-peak hours, trains from Hayle depart in each direction roughly hourly. At peak times, additional trains call at the station. Several Cross Country trains call at Hayle daily before running northbound towards Scotland. Plymouth-bound trains operate from platform 2, while Penzance-bound trains operate from platform 1.

Figure 3.5 - Public Transport Map

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Summary

3.23 The site is well located to the north of Hayle with good pedestrian and cycle links in the vicinity. There is a bus stop within a 2-minute walk and a train station within a 10 minute walk of the site. All local facilities are accessible via a mix of footpaths, footways and pedestrian crossings where necessary.

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4 EXISTING TRAVEL DEMANDS

Existing Travel Behaviour

Existing Travel Behaviour

4.1 The mode split for journeys to work for people working in Hayle have been used to provide an indication of travel habits in the local area.

4.2 The existing travel patterns for journeys to work by employees working in Hayle (E02003944: Cornwall 057 MSOA area), taken from the 2011 Census Data.

4.3 This useful data provides an understanding of the existing travel behaviour of employees who work in Hayle. Table 4.1 shows the mode splits from this ward, taken from the 2011 Census data.

Table 4.1 – Method of Travel to Work (2011 Census data) % Split Mode E02003944 : England and Cornwall Cornwall 057 Wales Underground, metro, light rail or tram 0% 0% 4% Train 1% 1% 6% Bus, minibus or coach 2% 3% 8% Taxi 0% 0% 0% Motorcycle, scooter or moped 1% 1% 1% Driving a car or van 72% 70% 60% Passenger in a car or van 6% 6% 5% Bicycle 2% 2% 3% On foot 15% 16% 12% Other method of travel to work 0% 0% 0%

4.4 The data summarised in Table 4.1 illustrates that people employed in Hayle currently travel to work in a relatively sustainable manner with a high proportion of 15% of employees travelling to work on foot. A higher proportion of employees travel to work in Hayle by car than compared to the national average. This provides a good opportunity to set realistic targets as a part of the TP to reduce the reliance on private vehicle and promote active travel.

4.5 Whilst this is the most up-to-data available, the above census data is now nine years old. With recent policy and guidance (e.g. National Planning Policy Framework) placing a greater

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emphasis on active travel modes (walking and cycling), as well as public transport, we would expect that more people travel by sustainable travel modes.

4.6 As a result of recent policy and guidance placing a higher emphasis on walking, cycling and public transport (e.g. National Planning Policy Framework) and the plethora of facilities available for walking, cycling and the use of public transport within the local area, would expect the mode splits for sustainable travel to be greater than that reflected in Table 4.1.

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5 PROPOSED DEVELOPMENT

Overview

5.1 The development will form the key entrance space to the east of the full proposed development and will set the tone for design and spatial quality for the wider North Quay site.

5.2 The two new buildings will comprise 432 sqm GFA of ‘business workshop’ (Class B1) floorspace, spread across the floors and will be developed to offer flexibility for a wide range of commercial and leisure uses, related to and in support of the emerging thoughts on improvements in harbour facilities.

5.3 At pedestrian level, it is envisaged that this threshold space will act as a key heritage interpretation area before ‘rounding the headland’ and emerging into North Quay proper.

5.4 The site design is of a pedestrian scale. Walking and cycling is intended to be easy and convenient and vehicle intimidation will be at a minimum.

5.5 A concept drawing of the site’s proposed layout is illustrated in Figure 5.1.

Figure 5.1 – Proposed Development

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Pedestrians / Cyclists

5.6 The overarching aim is to provide an environment in which pedestrians and cyclists will feel as though they are generally at highest priority. To do this, the development will provide the necessary pedestrian and cycle infrastructure within the site.

5.7 A new footbridge at the western end of the site will provide pedestrian access to East Quay. Pedestrian access into the quayside walkway will be via the gate to the west (B). This is shown in Figure 5.1, taken from the Architectural Report.

Vehicle Access

5.8 Shown in Figure 5.2, vehicle access into the compound is proposed to be from North Quay via the gate (A) adjacent to the existing Grade II listed Customs House.

Figure 5.2 – Site Access

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6 OBJECTIVES, MEASURES AND TARGETS

Aim and Objectives

6.1 This Travel Plan is primarily aimed at reducing staff dependence on the private motor car for travelling to the proposed development.

6.2 Objectives of this TP are to promote initiatives that include;

• Encouraging use of sustainable travel modes (which includes all non-single car occupancy modes); • Promoting healthy lifestyles; • Encouraging social inclusion by identifying travel choice; • Minimising the impact of vehicles on the environment; • Promoting sustainability by raising the awareness of environmental damage.

6.3 Experience has shown that Travel Plans can bring economic, environmental, health and social benefits to both staff travelling to and from a site, as well as to local people living in the area. They key benefits which can result following the implementation of a Travel Plan are outlined below:

• Economic – more sustainable travel modes can save money. Increasing the critical mass using public transport can make services more viable, and car sharing can significantly reduce travel costs. • Environmental – a reduction in car journeys made to and from the site reduces the level of air and noise pollution in and around the site. • Health – by adopting more sustainable modes of travel such as walking or cycling, physical and mental wellbeing may be improved and people lead a healthier lifestyle. • Social – people are not trapped in their cars and are able to interact with other individuals on their journey to and from the site. Increased pedestrian and cycle activity make areas feel safer.

6.4 The success of the TP will depend on the provision of TP Coordinator (TPC) who will manage and control the TP initiatives, ensure that the TP evolves, predicts and reacts to change, and uses funds and resources wisely, and in consultation with the community and the Council, to achieve the aim and objectives.

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6.5 This TP expects that the LHA will be supportive of the aim and objectives and will work with the TPC to achieve them.

Targets

6.6 The target for the development will be to initially achieve the current MSOA area modal split with a view to subsequently reducing car dependency by 5% over five years, for staff only. The development modal split will be recorded by an initial travel survey, as detailed in Section 8.

6.7 Depending upon the outcome of the initial travel survey, the car dependency targets can be reviewed with the local authority and amended as necessary by the TPC.

6.8 Targets must be ‘SMART’. This means:

• Site Specific; • Measurable; • Achievable; • Realistic; and • Time related.

6.9 There are two types of targets, namely; ‘Action’ and ‘Aim’ targets. Action targets set out specific commitments to implement measures to ensure delivery. Aim targets provide numerical goals for mode shifts.

6.10 Targets, or outcomes can be reviewed and once achieved will be maintained at no less than that level, subject to review as part of the annual monitoring programme.

Action Targets

6.11 The action targets are set out in the Action Plan (Section 9) and include the following key milestones;

• The TP will be formally launched on an individual basis as properties are occupied; • Provision of a ‘Travel Information Pack’ for each business upon occupation; • A baseline survey will be undertaken and reported within three months of first occupation;

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• Where required, an updated version of the TP will be produced with an updated Action Plan following the baseline surveys. This updated version of the TP will have clear aims and objectives which outline modal shift targets over the five-year period; and • Monitoring surveys will be undertaken on a yearly basis.

Aim Targets

6.12 The TP will be monitored over a period of five years. Aim targets provide numerical goals for modal shift which will be agreed before the final submission of this TP.

6.13 It is considered that a change in car sharing can be achieved through local promotion via the development website, notice boards and using the Liftshare website (https://liftshare.com/uk).

6.14 An increase in Active Travel may be achieved through the provision of high-quality links in the area and within the development which will enable access to local facilities and public transport services within Hayle.

6.15 An increase in cycling may be achieved through the provision of internal pedestrian/cycle links which connect the site to local routes, the potential formation of a Bicycle User Group (BUG) and through the provision of cycle maps.

6.16 The increase in public transport will be achieved through the promotion of the existing and directed bus services by the TPC and the provision of information including maps and timetables.

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7 SUSTAINABLE TRANSPORT MEASURES

7.1 This section details the measures which the TP commits to. The following measures are not exhaustive, and the exact nature of the measures over the lifetime of the TP will be dependent upon the needs of the TP and the results of the Travel Surveys.

7.2 This TP is considered a ‘living document’.

Measures – Travel Information Pack

7.3 The Travel Information Pack for each new member of staff will include information on the following measures to promote sustainable travel for new and existing employees at the development site.

Cycle to Work

7.4 The Travel Information Packs will provide details of local bike shops and major employers who participate in the Cycle to Work scheme.

Car Sharing

7.5 Car sharing aims to match commuting journeys allowing the individuals to benefit from the convenience of a car journey whilst reducing the cost of the journey and the number of vehicles on the network.

7.6 Liftshare is the UK’s largest carpooling network and is available within Hayle and Cornwall. It has a Cornwall-specific car sharing scheme, Carshare Cornwall, available at https://liftshare.com/uk/community/cornwall.

7.7 This information will be included within the Travel Information Pack.

Cycle Training

7.8 Cornwall Council does not currently offer adult cycle training, however they do provide links to training and to improve confidence and skills on the road. The Council promotes the Bikeability website or the Cyclist Touring Club (CTC) website to find instructors. The information is found at https://www.cornwall.gov.uk/cycletraining.

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Taxis

7.9 The Travel Information Packs will include contact details for local taxi companies.

Other

7.10 Notice boards may also be utilised in communal areas to promote sustainable travel to the store, such as car-sharing, and cycling and walking maps for the local area and the contact details of local and national cycling organisations, such as SUSTRANS. This is particularly significant as the site is located along NCN 3.

Walking and Cycling

7.11 There are some inherent advantages that will encourage site users to walk to the site. In summary, these are:

• The site is within walking distance of the northern residential areas of Hayle; • There are good pedestrian and cycle linkages including the proximity of NCN 3; • There is a bus stop within a 2-minute walk and a train station within a 10 minute walk.

7.12 The information packs will highlight the pedestrian routes to and from the site.

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8 MONITORING AND REVIEW

8.1 It is important a thorough TP monitoring system is put in place. The two main reasons for monitoring of the TP are:

• To provide feedback so the TP be updated/refined; and • To measure the levels of success in meeting identified targets.

8.2 A framework for the monitoring and review strategy is outlined in this section.

Monitoring Strategy

8.3 The TP will be monitored on a five-year cycle. The TP will be a living document, allowing for continuous development and refinement which will ensure it remains relevant.

8.4 The monitoring programme will begin with an initial shortened travel questionnaire being issued to the site users within 6 months of the development completion i.e. a baseline survey. The first annual report should be made one year following the baseline survey report. A sample ‘Handover Stage’ travel survey questionnaire is included in Appendix A.

8.5 The monitoring will be undertaken in-house by the TPC using an approved staff survey template.

8.6 Additional monitoring may be useful to ascertain whether different aspects of the Travel Plan need to be modified. These may include:

• Monitoring the level and usage of parking spaces;

• Monitoring the utilisation of cycle stands;

• Monitoring the take up of the car sharing scheme; and

• Recording comments received from staff relating to the operation and implications

of the Travel Plan.

8.7 The survey timetable is as proposed in Table 8.1.

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Table 8.1 – Survey Timetables Description Timeframe Travel Survey Key Handover survey for Baseline Year 0 Travel Survey 1st Monitoring Survey Year 1 Travel Survey 2nd Monitoring Survey Year 2 Travel Survey 3rd Monitoring Survey Year 3 Travel Survey 4th Monitoring Survey Year 4 Travel Survey 5th Monitoring Survey Year 5

8.8 A formalised programme of monitoring, which sets dates of surveys, will be agreed in consultation with Cornwall Council as above once occupation occurs and will continue for a five-year period.

Reporting

8.9 The Travel Plan Review will be undertaken on a yearly basis. Once the initial travel surveys have been undertaken at the store, the first monitoring survey will show whether the trend towards targets being met is achieved and whether the measures implemented are having the desired effect on staff travel.

8.10 This review will involve updating the Travel Plan document if necessary, to consider changes to transport availability, site user, changes in travel patterns, and revisions to targets and measures if deemed necessary.

8.11 The monitoring report will include the following aspects:

• Site name and address; • A summary of the TP; • How and when monitoring information was gathered; • Whether travel patterns are meeting objectives and targets.

8.12 A full comprehensive report will be issued at the last year of the TP.

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9 ACTION PLAN

9.1 The Action Plan outlined below in Table 9.1 sets out the measures included within the Travel Plan that are directed at influencing the travel habits of future site users.

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Table 9.1 - Action Plan Action Type Action Responsibility Timeframe Notes Appointment of Travel Plan This is preferable to be completed within three Management Member of Staff Within three months of development Coordinator (TPC) months of development Survey results will need to be reported back to Planning Authority so targets can be set. The Baseline Travel Undertaken within six months of Baseline travel survey TPC baseline survey represents the Travel Plans Year 0 Patterns development. start point. The TPC is responsible for ensuring a minimum 50% response rate The measures should be agreed with the Local Finalisation of measures to TPC and Planning Authority Within three months of the baseline Planning Authority during the application process; be implemented officers survey. however, the baseline survey might reveal other possible measures to implement. Travel Plan Document Within three months of the completion the Progression Target setting TPC and Planning officers Targets will need to be agreed with the Council baseline survey Within three months of the completion of Travel Plan document This should be completed before Travel Plan TPC the baseline survey completion launch. Revised at Year three after full review This will involve regular monitoring of cycle and Monitoring of measures and TPC On-going motorcycle parking use, and uptake of other initiative take-up measures implemented. First snapshot/monitoring On the first anniversary of the completion of the TPC At Year one survey baseline survey. This will be completed in-house Partial review and reporting Following Year 1 snapshot survey result This will be a partial review focusing on revision of Monitoring, Review & TPC and Planning officers 1 analysis targets and measures where necessary. Reporting Second snapshot/monitoring On the third anniversary of the completion of the TPC At Year three survey baseline survey. Following Year three monitoring survey This will be a partial review focusing on revision of Partial review and reporting TPC and Planning officers results analysis targets and measures where necessary. Third snapshot/monitoring On the fifth anniversary of the completion of the TPC At Year five survey baseline survey.

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This will be a full review at the end of the five year Following Year five monitoring survey Full review and reporting TPC and Planning officers monitoring and review period. The Travel Plan results analysis document will be completely revised. Dependent on the nature of the measure. Physical measures such as cycle parking will be TPC with liaison with From the start of construction and on- implemented during construction. Policy measures Implementation of measures Management Company going will be implemented on an on-going basis. The TPC will need to create a more detailed implementation timetable. Travel packs will contain up-to-date details of bus timetables, route maps and fare information, rail timetables and fare information, cycle and walking Provision of Travel Packs to route maps, information on the benefits of TPC Upon occupation all employees sustainable travel and a brief overview of the Travel Plan. It will also include the TPC’s details and their availability to provide personal travel planning services Implementation These will be provided in prominent communal locations and will be designed in the same format so that employees are able to recognise them Communal Notice Boards Upon occupation and information to be TPC around the site. They will provide the same within site reviewed by TPC every three months information as the travel packs and will be reviewed on a three-month basis to ensure that information is up-to-date The TPC will keep a record of all employees who Personal Travel Planning TPC On-going use the personal travel planning service, and will Service collect feedback The TPC will liaise with local bicycle retails to Explore possibility of On-going (dependent on interest from explore the possibility of obtaining discounts on TPC discounts at cycle retailers employees) bicycles and equipment for employees. The uptake of said discount (if obtained) will be recorded

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The TPC will liaise with public transport operators Explore possibility of On-going (dependent on interest from to explore the possibility of obtaining discounts on discounts on public transport TPC employees) season tickets for employees. The uptake of said routes discount (if obtained) will be recorded The TPC will promote the benefits of cycling Promote cycling through TPC On-going through campaigns such as National Bike Week awareness campaigns and will organise group cycle rides The TPC will promote the benefits of walking Promote walking through through campaigns such as the ’10,000 steps a day TPC On-going awareness campaigns challenge’ and will organise group walking activities

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APPENDIX A

Eastern Gateway - Staff Travel Survey

All information provided is anonymous. Thank you for your cooperation.

Q1 Full home postcode: …………………………

Q2 Gender: Male Female

Q3 Do you work: Full Time Part Time Not in Work

Q4 Age: Under 25 25 – 34 35 – 44 45 – 54 55 or over

Q5 Do you have any disability which affects your travel arrangements? Yes No

Q6 How do you usually travel to work? Bus Bicycle Car driver (on your own) Car driver (with a passenger) Car passenger Walk Motorcycle / Moped / Scooter Train Other

Q7 If you drive to work where do you normally park? On Site Street Other Car Park

Q8 Which of the following do you occasionally use instead of your usual form of transport? Bus Bicycle Car driver (on your own) Car driver (with a passenger) Car passenger Walk Motorcycle / Moped / Scooter Train Other No alternative used

Q9 How long does it usually take for you to travel to and from work? To work From work 0 – 15 min 16 – 30 min 31 – 60 min 61 – 90 min Over 90 min

Q10 If you regularly travel to work by car what is you main reason? Get a lift Health reasons Lack of an alternative Convenience Car essential to perform job Dropping off / collecting children

Q11 Are you prepared to car share? Yes, independently (or already do) Yes, should an in-house scheme be available (or already do) No

Q12 Which of the following changes would encourage you to cycle to work? (If you already do cycle which would you most like to see?)

Safer, better lit cycle routes Improved cycle parking on site Showers on site Discount or loan to buy a bike Cycle training to improve skills Other Nothing

Q13 How can sustainable-mode trips for journeys to school be encouraged?

…………………………………………………………………………………… …………………………………………………………………………………… ……………………………………………………………………………………

Q14 Do you have any comments about your travel patterns? …………………………………………………………………………………… …………………………………………………………………………………… …………………………………………………………………………………… …………………………………………………………………………………… ……………………………………………………………………………………