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Luton Napier Gateway,

Travel Plan

Ref: 210210/H Jenkins Date: 15th April 2021 Version: 1.0

Table of Contents

1.0 Introduction ...... 3

2.0 Policy review ...... 10

3.0 Existing site accessibility ...... 14

4.0 Travel plan objectives, targets and indicators ...... 22

5.0 Travel Plan strategy...... 24

6.0 Travel Plan measures ...... 27

7.0 Monitoring and review ...... 30

8.0 Action Plan ...... 32

Page 2 of 33 1.0 INTRODUCTION

1.1.1 Conisbee has been commissioned by SSRE Investment 2 Limited to produce a Framework Travel Plan (TP) to support the proposed development at Napier Gateway, Luton.

1.1.2 Napier Gateway is located within the wider Napier Park site, a 24.5 hectare (60.5 acre) mixed-use development, to the south-east of Luton town centre. The Napier Gateway site comprises a total area of approximately 2.8 hectares (6.9 acres).

1.1.3 The proposals include:

• A total of 401 residential dwellings, consisting of:

o 109 one-bed one-person apartments o 135 one-bed two-person apartments o 74 two-bed three-person apartments o 83 two-bed three-person apartments

• 1,315m² of A1-A5 uses including a convenience food store and small units likely to be food and beverage establishments; and, • 738m² leisure gym.

1.1.4 The location of the site is shown in Figure 1.1 below.

Page 3 of 33 Figure 1.1 Site location

1.2 Background

1.2.1 This Framework Travel Plan has been produced to discharge Condition 20 of planning permission 16/00900/FULEIA.

1.2.2 Condition 20 states:

‘Prior to the occupation of the development hereby permitted the Framework Travel Plan(s) for the Residential and Non-Residential elements of the proposed development shall be submitted to and approved in writing by the Local Planning Authority in consultation with the Local Highways Authority and Highways . The submitted Framework Travel Plan(s) for approval shall include the following:

i). The identification of targets for trip reduction and modal shift;

ii). The methods to be employed to meet these targets;

iii). The mechanisms for monitoring and review;

iv). The mechanisms for reporting;

v). The penalties to be applied in the event that targets are not met;

vi). The mechanisms for mitigation;

Page 4 of 33 vii). Implementation of the Travel Plan to an agreed timescale and its operation thereafter;

viii). Mechanisms to secure variations to the Travel Plan following monitoring and reviews.

Reason: In the interests of promoting sustainable travel and to ensure the M1 continues to serve its purpose as part of a national system of routes for through traffic, to satisfy the reasonable requirements of road safety on the A5 Trunk Road and connecting roads in accordance with Section 10 of the Highways Act 1980. To accord with the objectives of Policies LP1, T3 and T8 of the Luton Local Plan and the guidance of National Planning Policy Framework’.

1.3 Description of development

1.3.1 This section outlines the proposed development including proposed amendments to the approved 2016 Napier Gateway (16/00900/FUL) development. This amendment includes changes to the number of residential dwellings, and the level of on-site car and cycle parking provision.

1.3.2 The proposed site layout is identified in Figure 1.2 below.

Figure 1.2 Proposed development

Page 5 of 33 1.4 Development proposals

1.4.1 The development proposals are set out in Table 1.1 below.

Table 1.1 Schedule of development Development Land use proposals (Units/GFA) One-bed one-person apartment 51 One-bed two-person apartment 32 Two-bed three-person apartment 18 Two-bed four-person apartment 25 A1-A5 uses 1,315m² Leisure/Gym 738m² 1.5 Site access

1.5.1 As part of the wider Napier Park site, a new spine road in to the site has been constructed, with a new traffic signal-controlled junction at the southern end of the road on to Kimpton Road. The new junction, which was part of the approved s278 agreement for the Napier Park site, includes formalised pedestrian crossing facilities across both Kimpton Road and the spine road/site access.

1.5.2 The proposed access arrangements remain unaltered from the (2016) consented scheme.

Vehicular access

1.5.3 Primary vehicular access to the proposed development is to be gained via the new spine road leading to Kimpton Road, with a priority junction from the spine road serving the main vehicular link into the Napier Gateway site.

1.5.4 A secondary site access point is proposed directly from Kimpton Road into a servicing and short-stay parking area fronting Residential Building A (RBA). This access is also being delivered as part of the approved Section 278 works and takes the form of a ghost island priority junction. This route will provide a two-way carriageway approximately 6m in width with 6m corner radii to accommodate deliveries and servicing to the proposed retail units.

1.5.5 There is a further vehicular access point proposed for the site, which comprises a service only access point from the existing GM Vauxhall access road. It is understood that infrequent trips associated with the proposed development will be allowed to use the access, including drop-offs at the hotel and refuse vehicles servicing the site.

Page 6 of 33 Pedestrians

1.5.6 The primary access to the site for pedestrians and cyclists is from Kimpton Road, and as part of the wider Napier Park masterplan a new pedestrian route will be created from the St Annes Hill area to the north of the site, through the Napier Park development to connect with Luton Parkway Station to the south. A number of secondary pedestrian routes connect the various elements of the site.

1.5.7 The proposed access arrangements remain unaltered from the (2016) consented scheme.

1.6 On-site car and cycle parking provision

1.6.1 As part of the revised development proposals, it is proposed to provide a total of 127 car parking spaces on-site, as follows:

• 97 spaces for (401 dwellings) in Residential Building A (RBA) – this equates to 0.24 spaces per dwelling, which is equivalent to the parking provision associated with this building within the (2016) consented scheme. These spaces will be provided in a temporary car park until the permanent car park is constructed as part of Residential Building B; and, • 30 short-stay space for the retail and gym uses.

1.7 Cycle parking provision

1.7.1 In accordance with the Luton Local Plan (2011-2031) residential cycle parking provision requires a total of one space per unit for the first 10 units, then one space per five units for the remainder.

1.7.2 The Luton Local Plan also states that cycle parking for other non-residential developments attracting a significant number of people would need to be agreed with the Council.

1.7.3 As part of the development, it is proposed to provide 88 cycle spaces for the residential use and 10 for the retail/gym use, in accordance with the Local Plan standards.

1.8 Refuse and servicing

1.8.1 As with the (2016) consented scheme, it is anticipated that the refuse will be collected by the local authority, using a large 4-axle refuse vehicle, that will access the site via the spine road, route through the site, and then exit on to existing GM Vauxhall Access Road.

1.8.2 Servicing to the retail units within RBA, will be serviced from the dedicated service area/short-term parking area in front of RBA, which is accessed directly from Kimpton Road.

Page 7 of 33

1.9 Travel Plan benefits

1.9.1 A Travel Plan (TP) is a long-term management strategy for an organisation or site that seeks to deliver sustainable transport objectives. A TP identifies an appropriate package of initiatives and measures to promote sustainable travel at a specific location, and sets out an action plan to implement these measures and monitor their success.

1.9.2 Travel plans can assist in increasing accessibility and improve transport conditions at the local level whilst helping to reduce congestion, local air pollution, carbon emissions and noise.

1.9.3 A growing body of evidence suggests that physical activity contributes to mental and physical wellbeing. The promotion of active travel (walking and cycling) as part of a travel plan enables people to enjoy these health benefits as part of their daily routine.

1.9.4 This Travel Plan aims to encourage the use of sustainable travel modes through assessing the existing opportunities for sustainable travel and establishing measures to promote and support these modes and reducing the number of single occupancy vehicle trips.

1.9.5 The primary focus of this Travel Plan is travel by residents and staff, as well as visitors to the development.

1.9.6 This document provides an overview of the existing conditions and transport arrangements at the site and sets out the measures that can be introduced in order to meet the Travel Plan objectives.

1.9.7 This Travel Plan will be regularly reviewed, reflecting that a Travel Plan is a continuous process for improvement, requiring monitoring and revision to ensure that it remains relevant and effective. The development is to be constructed over four years, with an anticipated completion date of 2022. This document will next be fully revised after five years’ of opening, 2027.

1.10 Structure of the report

1.10.1 Following this introductory section, the Travel Plan is structured as follows:

• Section 2 sets out the policy context for the development; • Section 3 summarises the existing conditions around the site; • Section 4 sets out the objectives, targets and performance indicators for the site; • Section 5 describes the travel plan strategy, including management roles and responsibilities;

Page 8 of 33 • Section 6 details the proposed measures to encourage sustainable travel and help meet the targets; • Section 7 identifies the travel plan monitoring process; and, • Section 8 sets out the Action Plan.

Page 9 of 33 2.0 POLICY REVIEW

2.1.1 This section of the Transport Statement sets out the relevant current national, regional and local transport planning policy relevant to the proposed development

2.1.2 Current transport policies at the national, regional and local level are built around the central themes of long-term sustainable development, sustained investment in transport and improved accessibility at all levels. These policies promote continued economic growth through the provision of an efficient and reliable transport system, a reduction in traffic congestion, improvements in highway safety, and enhancements to the accessibility of sustainable modes of travel.

National Planning Policy Framework (NPPF) February 2019

2.1.3 The new NPPF revision was published in February 2019, which is the second revision (following the July 2018 revision), since 2012. At the heart of the NPPF is a presumption in favour of sustainable development. This document ‘provides a framework which locally- prepared plans for housing and other development can be produced’.

2.1.4 To achieve sustainable development there are three overarching independent objectives, which need to be pursued in mutually supportive ways. The NPPF defines the delivery of sustainable development through three objectives:

• Planning for a strong, responsive and competitive economy (an economic objective); • Planning for strong, vibrant and healthy communities (a social objective); and, • Planning for protecting and enhancing the natural, built and historic environment (an environmental objective).

2.1.5 The NPPF recognises that transport issues should be considered from the earliest stages of plan-making and development proposals, so that:

• Potential impacts of the proposed development on transport network can be addressed; • Opportunities from transport infrastructure and changing transport technology and usage are realised, in relation to the scale, location or density of the development that can be accommodated; • Walking, cycling and public transport opportunities are identified and pursued; • Environmental impacts of transport and traffic can be identified, assessed and taken into account, including opportunities for avoiding and mitigating any adverse effects; and,

Page 10 of 33 • Provision of high-quality places, where patterns or movements, streets, parking and transport considerations are integral to the design.

2.1.6 It is recognised that the planning system should manage growth in support of these objectives. It is also considered that major developments should be located in sustainable locations, where a choice of alternative modes of travel are offered. This can improve air quality, health and well-being, as well reduce congestion and emissions. It is also recognised that that opportunities to maximize sustainable transport will vary between urban and rural areas and this should be taken into account.

2.1.7 Planning policies should:

• Support an appropriate mix of uses, and minimise the number and length of journeys needed for employment, education, leisure, shopping and other activities; • Actively engage with local highway authorities, transport infrastructure providers, operators and neighbouring councils so that investments and strategies for sustainable transport and development patterns are aligned; • Identify and protect sites and routes which could be critical in developing infrastructure to widen transport choice, and realise opportunities for large developments; • Provide high quality walking and cycling networks and support facilities such as cycle parking; and, • Provide for any large-scale transport facilities that need to be located in the area, and the infrastructure and wider development required to support their operation, expansion and contribution to the wider economy.

2.1.8 When assessing new developments, consideration of the following should be taken into account:

• Appropriate opportunities to promote sustainable transport modes, based on the type and location of development; • Safe and suitable access to the site can be achieved for all users; • Any significant impacts from the development on the transport network (in terms of capacity and congestion), or on highway safety, can be cost effectively mitigated to an acceptable degree.

2.1.9 Development should only be refused on highway grounds if there would be an ‘unacceptable impact on highway safety, or the residual cumulative impacts on the road would be severe’. Therefore, new applications should:

Page 11 of 33 • Prioritise pedestrian and cycle movements (within the scheme and with neighbouring areas), and encourage the use of public transport, by maximising the catchment area for public transport services and provision of appropriate facilities; • Address the needs of people with disabilities and reduced mobility; • Create safe, secure and attractive places that minimise the conflict between vehicles and vulnerable road users, and respond to local character and design standards; • Allow for the efficient delivery of goods, and access by service and emergency vehicles; and, • Enable charging of plug-in and ultra-low emission vehicles in safe, accessible and convenient locations.

2.1.10 It states that all developments that generate significant amounts of movement should be required to provide a travel plan, and the application should be supported by a Transport Assessment or Transport Statement so that the impacts of the proposals can be assessed.

Travel plans, transport assessments and statements in decision taking (2014)

2.1.11 This advice, issued by the Department for Communities and Local Government, considers when transport assessments and transport statements are required, and what they should contain. Transport assessments and statements are ways of assessing the potential transport impacts of developments and may propose mitigation measures where these are necessary to avoid unacceptable or ‘severe’ impacts. This advice states that an assessment can positively contribute to the following:

• Encouraging sustainable travel; • Lessening traffic generation and its detrimental impacts; • Reducing carbon emissions and climate impacts; • Creating accessible, connected, inclusive communities; • Improving health outcomes and quality of life; • Improving road safety; and, • Reducing the need for new development to increase existing road capacity or provide new roads.

2.2 Local Policy

Luton Borough Council Local Transport Plan (LDP) 2011-2026

2.2.1 Local Transport Plan 2011-2026 sets out goals in which transport will play a role to:

Page 12 of 33 • Support economic growth by improving connections and journey reliability, making Luton more attractive for businesses; • Protect the environment by promoting less environmentally damaging ways of travelling; help make communities safer by reducing the number and severity of road traffic casualties; promote health by enabling people to walk or cycle more, and by reducing air pollution; and, • Support vulnerable people and reduce inequalities by improving and ensuring equitable access to key services.

2.2.2 The Luton Borough Council Local Plan states that managing congestion is an important part of creating an efficient transport network and supporting the local economy. It also states that:

• In managing congestion, priority will be given to delivering measures along those corridors where the highest levels of congestion occur, including the corridor between Luton and /, and routes between Luton town centre and residential areas in the north and east of the town; and • Smarter choices to encourage modal shift and reduce congestion while improving passenger transport services should be made.

2.2.3 The Plan sets out key initiatives in Luton, in conjunction with surrounding councils, that wish to target:

• Proposals to manage congestion in the three priority corridors identified in Policy 1 of the LTP strategy and set out in the Council’s Network Management and Congestion Strategy; • A range of travel planning initiatives as set out in Policies 3 and 6 of the LTP Strategy; • Various safety and personal safety initiatives as set out in policies 10-14 of the LTP Strategy; • A range of initiatives to increase active travel (building on current work with Sustrans and the Council’s health strategy) and quality of the environment, as set out in Policies 15 and 16 of the LTP Strategy; and • Schemes to improve the connectivity between the rest of the town and key development sites starting up in the period 2011-15, including Napier Park.

Page 13 of 33 3.0 EXISTING SITE ACCESSIBILITY

3.1.1 This section of the report sets out the accessibility of the site in terms of walking, cycling and public transport.

3.2 Site location

3.2.1 Luton is a large town located in , approximately 18 miles south-east of Milton Keynes, 10 miles east of Stevenage and 30 miles north-west of London City Centre. The location of the site, together with the local highway network is shown in Figure 3.1 below.

Contains Ordnance Survey data © Crown copyright and database rights (2017) Figure 3.1 Site location and local highway network

3.2.2 The site is bounded by:

• Vauxhall car plant to the north and east; • Kimpton Road to the south; and, • Redrow Homes residential development to the west.

Page 14 of 33 3.3 Accessibility

3.3.1 The site is accessible by walking, cycling and public transport, as described in the following paragraphs.

Walking

3.3.2 The site is located approximately 1.5km south-east of Luton Town Centre with a substantial network of footways to public transport facilities, local amenities and employment facilities located in south-east Luton. There is also a direct pedestrian footpath provided from the site to Parkway train station to the south.

3.3.3 There is a mixture of formal and informal crossing facilitates in the vicinity of the site with dropped kerbs, tactile paving and a pedestrian refuge island.

3.3.4 The Chartered Institution of Highways and Transportation (CIHT) ‘Providing for Journeys on Foot’ indicates that the desirable walking distance for leisure and entertainment is 500m, the acceptable walking distance is 1km, and 2km is the preferred maximum.

3.3.5 Figure 3.2 below shows the local amenities within a 2km walking distance of the site, divided in 200m bands.

Contains Ordnance Survey data © Crown copyright and database rights (2017) Figure 3.2 Local amenties within walking distance of the site

3.3.6 It can be seen from Figure 3.2 above that the site is within walking distance of a range of local amenties, including:

Page 15 of 33 • Luton town centre and two major retail cores; • Pubs and restaurants; • Employment; • Education; • Recreational grounds; • Places of worship; and, • Community services.

Cycling

3.3.7 The site benefits from being located within close proximity to a number of the National Cycle Networks (NCN), including NCN 6 and NCN 606. These are shown in Figure 3.3 below.

Contains Ordnance Survey data © Crown copyright and database rights (2017) Figure 3.3 National Cycle Network

3.3.8 NCN 606 is located approximately 920m to the north-west of the site and can be accessed via Luton-Dunstable Busway. In the vicinity of the site this route by-passes Luton town along a largely traffic free route, and connects with NCN 6 further to the north-west.

3.3.9 NCN 6 is located appproximaltey 1.2km to the south-west of the site. NCN 6 is a long- distance, traffic free route, which provides access from London to Cumbria. In the vcinity, the route provides access to St Albans and Watford to the south, and Milton Keynes and Northampton to the north. The route continues to Machester and Lancaster (further to the north), and will eventually connect with London when the route is complete.

Page 16 of 33

3.4 Public transport

Bus services

3.4.1 The proposed development is located within close proximity to bus services in Luton as shown in Figure 3.4 and described in Table 3.1. The site is located within walking distance to the Luton-Dunstable Busway (approximately 640m), where 24-hour services to London Luton Airport, and an ‘early to late’ service to Dunstable are provided.

Contains Ordnance Survey data © Crown copyright and database rights (2017) Figure 3.4 Public transport network

Table 3.1 Bus routes and frequency

Nearest bus Route no. Route Frequency stop to site (m) Vauxhall Road 100 40 Luton - Stevenage Every 40 mins 757 40 Luton - Luton Airport - London Every 2 hrs A 40 Luton Train Station - London Luton Airport Every 20 minutes Luton Airport Parkway 612/366 350 Luton - Hatfeild 2 per day 44/45 350 Luton - Stevenage One every two hours

3.4.2 The data presented in Table 3.1 above shows that the site is located within walking distance of a number of frequent bus services that provide connections to the surrounding area (including Stevenage, Dunstable, London City Centre and Luton Airport).

Page 17 of 33 Rail services

3.4.3 The site is located approximately 300m north of Luton Airport Parkway railway station, which provides regular connections to Luton town centre and Bedford Station to the north, and St Albans, London St Pancras, Gatwick and Brighton to the south. The service runs approximately every five minutes throughout the day. There are 120 cycle storage spaces and a multi-story car park provided at the station.

3.5 Local highway network

Table 3.2 Description of the local highway network Description Kimpton Road/Windmill Road Single carriageway, local distributor road which can be accessed via Windmill Road/A505/St Mary’s Road roundabout junction to the north- Description west, and via A1081/Airport Way/Vauxhall Way roundabout to the east. Footways are provided along both sides of the carriageway. Width 13m adjacent to proposed site access Speed limit 30mph Street lighting Yes Crossing facilities Yes, dropped kerbs and tactile paving at all major junctions Bus route Yes The road is fronted by light industrial, retail units and hotel developments Character along the southern edge of the carriageway, and new residential development along the northern edge of the carriageway. On-street parking Double yellow lines along length of road A505 A dual carriageway, distributor road, which can be accessed via St Mary’s Road/Windmill Road/ Green Road roundabout to the east, and Description via Hatters Way/Telford Way tear roundabout to the west. Footway are generally provided on both sides of the carriageway. Width Generally 16m Speed limit 30mph Street lighting Yes Yes, formal and informal crossings with dropped kerbs, tactile paving and Crossing facilities a pedestrian refuge island Bus route Yes The road is fronted by industrial, retail and commercial units along both Character sides of the carriageway On-street parking Double yellow lines along length of road A1081/New Airport Way Dual carriageway, urban distributor road which can be accessed via Description Kimpton Road/Airport Way roundabout to the north, and via M1 junction 10 to the south. There are no footways provided. Width 28m Speed limit 70mph Street lighting Yes Crossing facilities None present Bus route Yes

Page 18 of 33 Urban dual carriageway acting as a local distributor road for Luton airport. The purpose of this dual carriageway is to connect the M1 motorway to Character the south with Luton airport. There road is mainly fronted by commercial and open space. On-street parking No restrictions present

3.6 Baseline travel surveys

3.6.1 Prior to undertaking an initial travel survey, once the site is occupied, it is necessary to establish a baseline upon which Travel Plan targets will be set (refer to Section 4 for details of these targets).

3.7 Person trip generation

3.7.1 The likely trips generated by the proposed development have been based on the trip rates agreed as part of the 2016 planning application (ref 16/00900/FUL), which included the following assumptions agreed with Luton Borough Council:

Internal trips

• 10% internal trips assumed for retail floor areas; and • 10% internal trips assumed for leisure uses.

Pass-by trips

• 25% pass-by trips assumed for the A1 (retail) uses; and • 10% pass-by trips assumed for the A3 (retail) uses.

Mode shift

• 35% mode shift assumptions for residential floor areas: • Airport expansion – 20% reduction in peak hour flows; • Improved bus/cycle/pedestrian links to the station – 10% reduction in peak hour flows; and, • Travel Plans – 5% reduction in peak hour flows • 20% mode shift assumed for hotel uses: • Improved bus/cycle/pedestrian links to the station – 10% reduction in peak hour flows; and, • Travel Plans – 5% reduction in peak hour flows • 5% mode shift assumed for A1 (retail) uses – Travel Plan; • 5% mode shift assumed for A3 (retail) uses – Travel Plan; • 5% mode shift assumed for health centre uses – Travel Plan; and, • 5% mode shift assumed for leisure uses – Travel Plan.

Page 19 of 33 3.7.2 The methodology used to calculate the adjusted trip rates is presented in Appendix A, and trip rates and resultant vehicle generation is outlined in Table 3.3 below

Table 3.3 Vehicle trip rates and resultant vehicle generation Arrival Depart Total No. of No. of Total no. of Time period Units/gfa trip trip trip arrivals departs movements rate rate rate Weekday 8am-9am Residential 401 0.053 21 0.172 69 0.225 90 A1 retail 1,315m2 0 0 0 0 0 0 Gym/fitness 738m2 3.143 41 2.849 21 5.992 44 Total – AM 63 90 134 Weekday 5pm-6pm Residential 401 0.185 74 0.086 34 0.272 109 A1 retail 1,315m2 0.844 11 0.603 8 1.448 19 Gym/fitness 738m2 6.68 49 7.367 54 14.047 104 Total - PM 135 97 232 Saturday 1pm-2pm Residential 401 0.098 39 0.111 45 0.209 84 A1 retail 1,315m2 0.965 13 0.844 11 1.809 24 Gym/fitness 738m2 8.743 65 7.859 58 16.601 123 Total - Saturday 117 114 230

3.7.3 It can be seen from the table above that the proposed development is likely to generate up to 134 vehicle movements (two-way) in the weekday AM (8am-9am) period, up to 232 vehicle movements (two-way) in the weekday PM (5pm-6pm), and up to 230 vehicle movements (two-way) in the Saturday peak (1pm-2pm).

3.7.4 Baseline travel surveys will be carried out within three months of the site being substantially occupied. Substantially occupied is defined as 75% of residential dwellings being occupied and 75% of commercial floor space being occupied. All travel surveys at the site will be iTRACE or TRICS compliant and will record data regarding the number of travel movements by mode, number of deliveries and audit of parking facilities and use.

3.8 Mode split data

3.8.1 Data has been gained from NOMIS Office for National Statics (2011) to show how people in the surrounding area travel to work. This data shows that approximately 63% of those that live within the lower super output area (LSAO E01015719), in which the site is located travel to work by car, with approximately 27% travelling sustainable modes, including walking, cycling and public transport.

3.8.2 It should be noted, however, that during the time the census was undertaken there was a relatively small volume of residential dwellings within the LSAO. Furthermore, due to the site’s sustainable location, with close proximity to a range of local amenities and public transport facilities, it is anticipated that car use will be relatively low, which is reflected in the proposed car parking provision on site.

Page 20 of 33 3.8.3 Therefore, for this reason, to calculate the anticipated future mode share, the vehicle trip generation presented in Table 3.3 above has been compared against the total person trip generation based on sites within the TRICS 7.8.1 database.

3.8.4 This shows that vehicle trips generated by the proposed development will contribute to approximately 20% off all vehicle trips, with approximately 80% of residents, staff and visitors travelling to the site by sustainable modes of travel, including walking, cycling and public transport.

Page 21 of 33 4.0 TRAVEL PLAN OBJECTIVES, TARGETS AND INDICATORS

4.1 Introduction

4.1.1 An outcome approach is used for this Travel Plan, with specific outcomes linked to targets. This section sets out the overarching aims and specific objectives for the Travel Plan, as well as targets for the short and medium term, through which progress towards meeting the overall targets will be measured.

4.1.2 Objectives are the specific statements that define the measurable outcomes of the Travel Plan and give it direction and focus. Targets are the measurable goals by which progress can be assessed. Targets have been set which will be reached within the period covered by the current Travel Plan, 2027. In addition, interim targets have also been set.

4.2 Aims and objectives

4.2.1 The primary focus of this Travel Plan is to increase the proportion of journeys by active travel modes and reduce the number of single occupancy vehicle trips. Due to the parking provision on the site, it is anticipated that the majority of residents on the site will use sustainable modes, as car ownership will be low.

4.2.2 Ensuring that facilities and support are in place is vital to the success of the Travel Plan. This Travel Plan assists in achieving national and local policy aims, and has the potential to benefit the site and its local community.

4.2.3 The specific objectives for this Travel Plan are to:

1 - Increase the share of journeys made on foot, by bicycle and public transport;

2 - Reduce single occupancy vehicle trips associated with the development;

3 - Address the access needs of all site users, by supporting walking, cycling and public transport to promote healthy lifestyles and sustainable communities;

4 - Improve awareness amongst residents about the different travel options and facilities available.

4.2.4 Targets are the measurable goals by which the progress of the Travel Plan will be assessed. Targets are essential for monitoring the progress and success of the Travel Plan. The targets are set out in Table 4.1 below, and are to be achieved within five years of the launch of the Travel Plan in 2022. Indicators are the elements which will be measured in order to assess progress towards the targets. The baseline values are based on the mode splits set out in Section 3 above. These targets will be updated with the results of the initial travel surveys that will be undertaken following substantially occupied of the site.

Page 22 of 33 Table 4.1 Travel plan targets Mode split (%) Target Indicators Baseline Interim (and specific objectives met) Target value target Aim targets All trips made by car (as driver) 20 19 18 Increase the use of active travel modes All trips made by sustainable modes of (1,2) travel including walking, cycling and 80 81 82 public transport Action targets Appoint a TPC (1,2,3,4) Appointment confirmed n/a Produce a Travel Welcome Pack (4) Complete and issue pack n/a Address the access needs of site users by implementing measures and policies Take up of initiatives n/a to support walking, cycling and use of public transport (3) Improve awareness amongst site users of alternative travel options, policies and n/a n/a availability of facilities (1,4) Provide cycle and car parking, including Installation of cycle and car parking n/a wheelchair accessible spaces (3) spaces Promote alternatives to single vehicle Take up of initiatives n/a occupancy trips (2)

4.2.5 These targets are based on the likely trip generation generated by the proposed development, based on the vehicle trip rates agreed as part of the 2016 planning application (ref 16/00900/FUL) and person trip generation based on the TRICS trip generation database. Initial surveys carried out at substantial occupancy will establish accurate baseline data upon which targets can be set.

4.2.6 The scope for reducing single occupancy car trip is based on:

• Decreased use of single vehicle trips by encouraging low car ownership through limited car parking availability; • Increased walking through improvements of pedestrian routes to local facilities and range of facilities within easy walking distance including mixed-use facilities on-site; and, • Increased use of public transport given excellent access to public transport.

Page 23 of 33 5.0 TRAVEL PLAN STRATEGY

5.1 Introduction

5.1.1 This Travel Plan strategy sets out the stages by which the Travel Plan will be developed and implemented and contains the following key elements;

• Securing the resources (including time) that are necessary to develop and implement the Travel Plan; • The programme of implementation of the Plan; • Managing the Plan including the roles and responsibilities of the Travel Plan Co- ordinator; • Identifying and engaging with partners; and, • Marketing the Plan.

5.2 Travel Plan funding

5.2.1 The funding of the Travel Plan will be the responsibility of the developer, SSRE Investment 2 Limited, with the Travel Plan secured as a condition of the planning consent. The developer is fully committed to the implementation of this Travel Plan and its maintenance over a five-year period.

5.3 Implementation programme

5.3.1 The implementation programme provides a clear timescale for how and when different aspects of the Travel Plan will be implemented, and by whom. Table 5.1 below sets out the implementation programme.

Page 24 of 33 Table 5.1 Travel Plan implementation Action Target Implementation of physical measures including During construction, prior to first occupation cycle and car parking Appointment of TPC Prior to first occupation Production of travel pack and other information Completed prior to occupation Launch of Travel Plan Upon first occupation Issue travel pack To be provided on each unit’s occupation Baseline (iTRACE or TRICS compliant) travel Within 3 months of substantial occupation survey Travel Plan amended with survey results and target Within 1 month of ITS setting, to be submitted to Luton Borough Council Year 1 initial (iTRACE or TRICS compliant) travel Year 1 of Travel Plan survey Submit Year 1 initial survey results and amended Within 1 month of initial travel survey travel plan to Luton Borough Council Year 3 interim (iTRACE or TRICS compliant) travel Year 3 of Travel Plan survey Submit interim survey results and amended travel Within 1 month of interim travel survey plan to Luton Borough Council Year 5 final (iTRACE or TRICS compliant) travel Year 5 of Travel Plan survey Full review at end of year 5 and submit final report Within 3 months of final travel survey to Luton Borough Council

5.4 Managing the Plan; roles and responsibilities

Travel Plan Co-ordinator

5.4.1 The success of travel plans is dependent on nominated individuals being given appropriate time and resources. A Travel Plan Co-ordinator (TPC) will need to be appointed to manage the Travel Plan, introduce new initiatives, ensure delivery of the Travel Plan and monitor its effectiveness.

5.4.2 It is likely that the TPC role will be fulfilled by a member of the developer’s organisation (who would undertake the role as part of their wider responsibilities within the organisation), or via an appointed consultant. The TPC will need the support of the residents’ committee and the management of the commercial units to fulfil these duties.

5.4.3 This Framework Travel Plan is prepared by Helen Jenkins of Conisbee ([email protected]) who will be responsible for this plan until a Co-ordinator is appointed prior to first occupation. Contact details: Conisbee, 1-5 Offord Street, London, N1 1DH (020 7700 6666).

Page 25 of 33 Partners and stakeholders

5.4.4 Travel plans need partnerships for success. Organisations need to work with a number of partners and internal stakeholders during the implementation process. It is expected that all partners will make an active contribution to the process. The TPC will be a central figure in establishing partnerships and maintaining links and lines of communication and partners may include Luton Borough Council, public transport operators, residents’ group and the management of the commercial units.

5.5 Marketing and travel information

5.5.1 Marketing and awareness raising strategies form an important part of all travel plans. They raise awareness of travel options and the benefits of more sustainable and active travel. To be successful the Travel Plan will need promotion and marketing to highlight the benefits and opportunities it provides.

5.5.2 The first step towards behavioural change is for an individual to understand and consider the options which are realistically available to them and the benefits and disadvantages of each. One barrier to behavioural change is a lack of knowledge about these options. Therefore, complete and easy to understand information about travel data is an essential ingredient of any travel plan. Once the travel options and facilities are known, then targeted marketing will help encourage residents and visitors to use them.

5.5.3 Marketing can be used through various stages of the Plan development including:

• Production of a Sales Brochure which highlights the sustainable nature of the development’s location and facilities; • Production and distribution of the welcome travel packs; • Introduction of measures and initiatives; and, • General promotional campaigns to highlight the financial, social and environmental benefits associated with sustainable travel options.

5.5.4 The measures set out in Section 6 could be introduced to ensure efficient and extensive dissemination of travel options information using a variety of techniques including printed materials, electronic media and through activities and events. Specific communication tools and techniques used to promote the Travel Plan could include:

• Printed materials - posters, flyers, newsletters and notice boards; • Electronic media - Travel Plan published on website and/or emails to site users, including: • supporting national campaigns

Page 26 of 33 • Public transport timetables, routes, fares (e.g. www.traveline.co.uk, www.nationalrail.co.uk) • Bicycle information (e.g. www.sustrans.gov.uk, www.bikehub.co.uk and www.cyclestreets.net) • Car-sharing databases (www.liftshare.com) • Social media sites providing up-to-date travel information • Providing information about all travel options and the benefits of choosing sustainable travel modes in a new residents’ pack • Articles and information on the Luton Borough Council’s website

6.0 TRAVEL PLAN MEASURES

6.1.1 This section of the Travel Plan is key to successfully delivering effective travel change. A package of measures and initiatives has been designed to meet the targets of the Travel Plan. Table 6.1 and Table 6.2 below lists the measures that will be considered to encourage more sustainable travel to the site for residents, staff and visitors to the site.

6.1.2 The measures listed below are designed to make sustainable travel choices easier and more affordable. This will reward sustainable travel users and ensure this mode share is increased.

6.1.3 Welcome travel packs will be produced and made available to residents and commercial units on first occupation. A key role of the Travel Pack will also raise awareness of the sustainable travel initiatives being implemented through the Travel Plan and the travel options available.

6.1.4 Travel Packs may include the following:

• TPC contact details; • Aims, objectives and targets of the Travel Plan; • Walking and cycling routes; • Cycle parking; • Local cycle shops; • Cycle training; • Public transport information; • Information on car clubs; • Car sharing; and, • Local services and facilities.

Page 27 of 33 Table 6.1 Measures and initiatives to promote sustainable travel: Residential Strategy Measures Easy access, movement and permeability is incorporated in the design of the site. Promote safe, local walking routes through distribution of local route maps in the travel pack and include on webite/notice board. Contact the local authority for Initiatives to information on local walking routes. support walking Provide information on route planners e.g. Walkit. Promote awareness raising events like Walk to Work Week. Raise awareness of health and financial benefits of walking through distribution of literature to encourage walking. Provide information on walking times, rather than distances, and convert to “calorie map”. Provide convenient, secure and well-lit cycle parking. Raise awareness of health and financial benefits of cycling through promotional literature. Initiatives to Highlight safe cycling routes which can be used to access local facilities. support cycling Promote events like National Cycle to Work Week. Regular cycle repair workshop events. Cycle equipment vouchers. Promote cycle training. Provide clear public transport information regarding services and location of facilities in travel pack. Post information on location of facilities on public notice Initiatives to board. support use of Promote use of route planners. public transport Issue initial residents with a trial public transport pass on first occupation. Provide information about carrying cycles on trains. Provide information on nearby parcel collection points. Provide high speed broadband connections to encourage working from home Reducing the where possible. need to travel and Provide information on car sharing databases. car ownership Promote home deliveries. Provide high speed broadband to enable working from home. General Ensure sales staff are aware of sustainable travel benefits of site’s location. promotion

Page 28 of 33

Table 6.2 Measures and initiatives to promote sustainable travel: Retail/gym Strategy Measures Easy access, movement and permeability is incorporated in the design of the site. Promote safe, local walking routes through distribution of local route maps in the travel pack. Contact the local authority for information on local walking routes. Provide information on route planners e.g. Walkit. Hold promotional events, e.g. inter-departmental/company pedometer challenges and promote awareness raising events like Walk to Work Week. Initiatives to Raise awareness of health and financial benefits of walking through distribution support walking of literature to encourage walking. Provide information on walking times, rather than distances, and convert to “calorie map”. Consider providing showers/changing/drying facilities/lockers for storing clothes. Set up a walking buddy scheme to match potential walk to work partners. Provide pool umbrellas to assist staff caught out by a rain shower on the way home. Provide occasional incentives, e.g. active traveller’s breakfast. Provide convenient, secure and well-lit cycle parking for short and long-stay use. Raise awareness of health and financial benefits of cycling through promotional literature. Distribute route maps showing local cycle routes and include in the travel pack. Sustrans are sources of information on cycle routes and general cycling advice Promote events like National Cycle to Work Week. Initiatives to Organise on-site cycle repairs, e.g. Dr Bike. support cycling Provide salary sacrifice scheme for cycle purchase. Attempt to negotiate a staff discount with a local cycle shop. Arrange cycle training and bike buddy scheme for less experienced cyclists, to increase their confidence by cycling to work with a more confident colleague (refer to Better by Bike for local free cycle training providers). Establish a Bicycle User Group to discuss cycling issues and events. Provide occasional incentives, e.g. active traveller’s breakfast. Provide clear public transport information regarding services and location of facilities. Post information on location of facilities in the travel packs and provide staff with links to a journey planner. Initiatives to Promote use of route planners. support use of Where possible, introduce some flexibility within working hours to allow staff to public transport co-ordinate their working hours with public transport services. Issue staff on starting work with a trial public transport pass. Provide salary sacrifice scheme to purchase public transport season ticket. Policy of using local suppliers where possible. Deliveries Select suppliers that can deliver multiple items. Develop a sustainable travel lottery. Choose a day, say each month, and pick a site user at random, if this person travelled by means other than by single- occupancy vehicle then they win a prize. If not, the prize rolls over to next month. Inclusion of sustainable travel information and incentives in induction package for General new recruits. promotion Ensure sales staff are aware of sustainable travel benefits of site’s location. Consider adopting a local recruitment policy. Consider setting up a car-sharing database. Provide a free taxi home for all active travel/public transport/car sharers in the event of an emergency.

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7.0 MONITORING AND REVIEW

7.1 Introduction

7.1.1 The Travel Plan is a continuous process for improvement, requiring monitoring, review and revision to ensure that it remains relevant to the organisation and those living, working and using this site. This document sets out the plans for monitoring and review of the Travel Plan over five years from substantial occupancy, which is likely to be 2022 to 2027. The monitoring and review of the Travel Plan will be the responsibility of the TPC who will arrange travel surveys, collate the resulting information, review progress towards meeting targets, recommend new initiatives if required and submit the monitoring reports to Luton Borough Council.

7.2 Travel Plan launch

7.2.1 It is anticipated that this Travel Plan will be launched in 2022, to coincide with the start of the development. The launch of the Travel Plan will occur within one month of substantial occupation of the total residential elements.

7.3 Travel surveys

7.3.1 Travel surveys (iTRACE or TRICS compliant) will be undertaken in the baseline and Years 1 (initial), 3 (interim) and 5 (final) of the Travel Plan (as shown in Table 7.1). This will enable the Travel Plan to be monitored to see how successful it has been in inducing modal shift, and enable a review of the current measures so they can be adjusted and new measures introduced where necessary. The data collected during these surveys may include:

• Multimodal counts; • Parking surveys; • Occupier surveys; • Deliveries and servicing.

7.3.2 It is likely that an independent travel survey company will be appointed to carry out these surveys.

Page 30 of 33 Table 7.1 Monitoring plan Data collection and Key information When/how frequently By whom reporting Baseline - within 3 months Response rate TPC (using of substantial occupation Baseline, initial, interim Mode share iTRACE or TRICS Initial - Year 1 and final travel surveys Barriers to use of compliant survey Interim - Year 3 sustainable mode methods) Final – Year 5 Travel survey results Baseline survey report Setting targets Within 1 month of baseline and Travel Plan TPC Any revisions to survey amendments (if required) measures Usage of travel plan Number of webpage hits Annually TPC/IT internet web pages Use of car and cycle Site audit (if site On first occupation and parking, lighting on TPC situation/facilities change) years 1, 3 and 5 footways, etc. Records of new travel New initiatives Annually TPC plan initiatives Travel survey results Years 1, 3 and 5 (within 1 How targets are being month of initial and interim Monitoring report met TPC and 3 months of final travel Any revisions to surveys) measures

7.4 Reporting

7.4.1 The Travel Plan will be amended, with targets set, following the baseline travel surveys. This report will be submitted to Luton Borough Council for approval. Subsequent monitoring reports, in years 1, 3 and 5, will be submitted following the completion of the initial, interim and final surveys.

7.4.2 The results of the travel surveys and of any review of the Travel Plan will be reported to Luton Borough Council’s officers.

7.4.3 Key surveys and/or monitoring findings and updates to the Travel Plan will be disseminated and published to occupiers where appropriate.

Page 31 of 33 8.0 ACTION PLAN

8.1 Introduction

8.1.1 The Action Plan brings together all the measures outlined in this Travel Plan and sets a timescale for implementation that runs over five years.

Action plan

8.1.2 Implementation of the majority of the actions will be the responsibility of the TPC. The Action Plan is outlined in Table 8.1 below.

Page 32 of 33 Table 8.1 Action Plan Action Target date Funding Responsibility Provision of physical measures SSRE Investment 2 SSRE Investment 2 (to include cycle and car parking Limited Limited Prior to first occupation provision, walking and cycling routes through development etc.) SSRE Investment 2 SSRE Investment 2 Secure funding of the TP Prior to first occupation Limited Limited SSRE Investment 2 SSRE Investment 2 Appointment of TPC Prior to first occupation Limited Limited Production of travel pack and Completed prior to SSRE Investment 2 TPC other information occupation Limited SSRE Investment 2 Carry out site audit Upon first occupation TPC Limited SSRE Investment 2 Launch of Travel Plan Upon first occupation TPC Limited To be provided on each SSRE Investment 2 Distribution of travel pack TPC unit’s occupation Limited Upon first occupation and SSRE Investment 2 Promotion of ‘soft’ TP measures TPC then ongoing Limited Baseline (iTRACE or TRICS SSRE Investment 2 Within 3 months of compliant) travel survey to be Limited TPC substantial occupation undertaken Amended Travel Plan with survey SSRE Investment 2 results and target setting, to be Within 1 month of the Limited TPC submitted to Luton Borough baseline travel survey Council Initial (iTRACE or TRICS SSRE Investment 2 compliant) travel survey to be Year 1 of the Travel Plan Limited TPC undertaken Submit initial monitoring report to Within 1 month of the initial SSRE Investment 2 TPC the Luton Borough Council travel survey Limited Interim (iTRACE or TRICS SSRE Investment 2 compliant) travel survey to be Year 3 of the Travel Plan Limited TPC undertaken Submit interim monitoring report Within 1 month of the SSRE Investment 2 TPC to the Luton Borough Council interim travel survey Limited Final (iTRACE or TRICS SSRE Investment 2 Year 5 of the Travel Plan TPC compliant) travel survey Limited Full review and submission of SSRE Investment 2 Within 3 months of the final monitoring report to Luton Limited TPC results of the Year 5 survey Borough Council Recommend any need for further SSRE Investment 2 As part of the final measures or continued monitoring Limited TPC monitoring report to meet Travel Plan targets

Page 33 of 33 Appendices Appendix A Appendix A – Vehicle trip rates

Table A below outlines the agreed vehicle trips that have been extracted from Table 6.2 of the Transport Assessment (rev A) produced in support of the 2016 application (16/00900/FULEIA), together with the schedule of development proposed as part of the 2016 application.

Table A - 2016 agreed trips Vehicle trips Units/floor Land use Weekday Saturday area 0800-0900 1700-1800 1300-1400 Arrive Depart 2-way Arrive Depart 2-way Arrive Depart 2-way Residential 685 36 118 154 127 59 186 67 76 143 Hotel 209 30 60 90 53 27 80 19 18 37 A1 Retail 1658 0 0 0 14 10 24 16 14 30 A3 Retail 2949 41 12 53 19 31 50 0 0 0 Medical Centre 4613 10 12 22 30 17 47 8 8 16 Gym 1018 32 29 61 68 75 143 89 80 169 149 231 380 311 219 530 199 196 395

The resultant vehicle trips rates, outlined in Table B below, have been determined by dividing the number of vehicles in Table A by the number of units/keys (for the residential and hotel uses) or by multiplying the number of vehicles in Table B by 100, and then dividing by the gross floor area (for the retail, healthcare and leisure/gym uses).

Table B - 2019 trip rates Vehicle trip rates Units/floor Weekday Saturday Land use area 0800-0900 1700-1800 1300-1400 Arrive Depart 2-way Arrive Depart 2-way Arrive Depart 2-way Residential 876 0.053 0.172 0.225 0.185 0.086 0.272 0.098 0.111 0.209 Hotel 209 0.144 0.287 0.431 0.254 0.129 0.383 0.091 0.086 0.177 A1 Retail 1605 0 0 0.000 0.844 0.603 1.448 0.965 0.844 1.809 A3 Retail 2855 1.390 0.407 1.797 0.644 1.051 1.695 0.000 0.000 0.000 Medical Centre 4613 0.217 0.260 0.477 0.650 0.369 1.019 0.173 0.173 0.347 Gym 780 3.143 2.849 5.992 6.680 7.367 14.047 8.743 7.859 16.601