doc ref: 2565-01-tp01 july 2020 proposed extension to the ......doc ref: 2565-01-tp01 july 2020...

Doc Ref: 2565-01-TP01 July 2020

Proposed Extension to the Existing Allington Integrated Waste Management Facility

Allington IWMF, Laverstoke Road, Allington, Maidstone, Kent

Travel Plan

Prepared on behalf of:

AXIS Camellia House 76 Water Lane

Wilmslow SK9 5BB

Tel: 0844 8700 007

www.axisped.co.uk

http://www.axisped.co.uk/

Proposed Extension to the Existing Allington IWMF Laverstoke Road, Allington, Maidstone, Kent

Travel Plan

2565-01-TP01 July 2020

CONTENTS

1.0 Introduction 1

2.0 Accessibility of the Site by Sustainable Transport Modes 5

3.0 Implementation of the Travel Plan – Key Action Framework 13

4.0 Proposed Travel Plan Measures 21

5.0 Plan Administration 25

6.0 Identifying Targets and Monitoring Progress 27

Appendix A – 2017 Staff Travel Survey


Travel Plan

2565-01-TP01 1 July 2020

INTRODUCTION

1.0 Introduction

This Travel Plan (TP) has been prepared on behalf of FCC Environment (UK) Ltd

(hereafter referred to as ‘FCC’ or ‘the Applicant’) in relation to an application for

development consent in relation to a proposed extension (‘the Proposed Extension’)

to the existing Integrated Waste Management Facility (IWMF, hereafter referred to

as the Existing Station) at Allington, Maidstone, Kent. Together the Existing Station

and the Proposed Extension would form a single Extended Station.

The application site (‘the Site’) is located on land off Laverstoke Road, Allington,

Maidstone in Kent, close to junction 5 of the M20 motorway.

The site location is illustrated on Plan 1.1.

Plan 1.1 – Site Location

The Existing Station already operates a TP (dated July 2017) under Schedule 11 of

the Section 106 Agreement associated with the 2017 planning permission (ref.

TM/17/1223) for the permanent retention of the Existing Station.


Travel Plan

2565-01-TP01 2 July 2020

The 2017 TP sets out clear objectives to encourage, where practical, staff and visitor

travel by alternative modes of travel to the private car and managing HGV traffic

demand to / from the Site.

In light of the Proposed Extension and the associated increase in the workforce, the

purpose of this TP is to supplement the 2017 TP and ensure that the Extended

Station continues to maximise the use of sustainable travel, such as walking, cycling,

public transport and car sharing.

It is considered that by augmenting the 2017 TP with the Proposed Extension TP,

this will result in increased economies of scale and therefore provide greater

opportunities for the implementation of effective TP measures for the Extended

Station.

In order to ensure that more sustainable patterns of transport associated with new

development, Section 5.13.4 of the National Policy Statement for Energy (NPS EN-

1) states that, where appropriate:

“… the applicant should prepare a travel plan including demand management

measures to mitigate transport impacts. The applicant should also provide details of

proposed measures to improve access by public transport, walking and cycling, to

reduce the need for parking associated with the proposal and to mitigate transport

impacts.”

This is also reiterated in Paragraph 36 of the National Planning Policy Framework

(NPPF) which sets out that all developments which generate significant amounts of

transport movement should be required to operate a TP, and the National Planning

Practice Guidance (NPPG) “TPs, Transport Assessments and Statements” identifies

that a TP can positively contribute to:

• 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 development to increase existing road capacity or provide

new roads.


Travel Plan

2565-01-TP01 3 July 2020

NPPG also notes that the delivery of TPs should identify specific required outcomes,

targets and measures, and set out clear future monitoring and management

arrangements - all of which should be proportionate to the level of transport impact

generated. As part of the review of options, TPs should evaluate and consider:

• Benchmark travel data and relevant information about existing travel habits in the

surrounding area;

• Proposals to reduce the need for travel to and from the site via all modes of

transport where practical; and,

• Proposals to enhance the use of existing and improved public transport services

and facilities for cycling and walking.

1.1 General TP Objectives

Travel Planning is a general term associated with the development of a package of

measures and initiatives aimed at promoting more sustainable travel choices and

reducing reliance on the private car. TPs are tailored to the requirements of individual

sites and involve the development of a set of mechanisms and targets that together

enable organisations to reduce the impact of their travel and transport on the local

environment. A TP is often referred to as a ‘living document’ in that it is designed to

be flexible and dynamic, enabling it to change in line with the needs of the

organisation, its staff and business circumstances.

TPs can be developed either specifically to address issues associated with individual

buildings or sites, or to form part of a wider strategy involving Local Authority

initiatives and other surrounding developments. This plan concentrates on those

measures that can be developed specifically at the Extended Station (inclusive of

both the Existing Station and the Proposed Extension). However, the TP is designed

to integrate with initiatives in neighbouring development areas or adjacent

businesses where practical, with the principle aims of the TP to address the following

two key areas:

• Commuter & visitor travel to / from the extended Generating Station with a view

to providing measures to assist in making travel to the Site more viable by

alternative modes to the private car; and

• Management of HGV travel to ensure that operational delivery traffic does not

generate a detrimental impact on local sensitive locations.


Travel Plan

2565-01-TP01 4 July 2020

There could be a large number of benefits that will be derived from the successful

implementation of the TP, for future staff and visitors to the Site as well as the wider

community. These include:-

• Improved health and fitness through increased levels of walking and cycling;

• Increased flexibility offered through wider travel choices;

• The social aspects of sharing transport with others; and

• Improved environment surrounding the site as vehicular movements are

minimised and parking pressures are reduced.

Whilst the Existing Station is currently committed to promoting sustainable transport

solutions, it should be noted that due to the nature of the operations, there is a

general desire to maintain a separable distance between industrial land uses of this

type and residential areas. As a result, there are perhaps only relatively limited

opportunities to encourage staff and visitors to access the Site by sustainable

alternative transport modes to the private car when compared to, for example, a more

urban-based site.

Furthermore, as a result of the 24 hour / 7-day operating hours at the Site, many staff

work on a shift basis which often requires start / finish times outside of traditional

weekday daytime travel periods. Such staff operating hours can have a limiting effect

on the opportunity to use certain travel modes such as public transport or walking.

The above factors should therefore be considered in the assessment of the Site

against TP requirements associated with typical large employment sites.


Travel Plan

2565-01-TP01 5 July 2020

2.0 ACCESSIBILITY OF THE SITE BY SUSTAINABLE TRAVEL MODES

2.1 Introduction

The overarching National Policy Statement for Energy (NPS EN-1) (2011) confirms

the need to secure more sustainable patterns of transport to mitigate transport

impacts associated with new development.

Moreover, Paragraph 103 of the NPPF states that: “Significant development should

be focused on locations which are or can be made sustainable, through limiting the

need to travel and offering a genuine choice of transport modes. This can help to

reduce congestion and emissions, and improve air quality and public health.”

The vast majority of trips accessing the Proposed Extension would be associated

with the transfer of waste and ash to and from the Proposed Extension in HGVs.

Fundamentally, the nature of the development means that the scope for the majority

of trips to be made by non-car modes is limited.

Notwithstanding the above, this section of the TP assesses the accessibility of the

Site by non-car travel modes for prospective employees at the Site. The alternative

travel modes that are considered include the following:

• Accessibility on foot;

• Accessibility by bicycle; and

• Accessibility by public transport.

2.2 Accessibility on Foot

The Institute of Highways and Transportation (IHT, now CIHT) in their document

‘Providing for Journeys on Foot’ states that: “walking accounts for over a quarter of

all journeys and four fifths of journeys of less than one mile.”

The IHT document recognises that although acceptable walking distances may vary

between individuals and circumstances, for commuting trips, a walk distance of 2km

can be considered as the ‘preferred maximum’. This threshold is echoed in the

Manual for Streets.


Travel Plan

2565-01-TP01 6 July 2020

Plan 2.1 shows a 2km walking catchment from the Site, providing an indication of

the residential areas that fall within this threshold. If one assumes a walking speed

of 1.4m/s then the 2km threshold equates to a walk time of around 24 minutes.

Plan 2.1 – 2km Walking Catchment

Although the Site is immediately bound by existing industrial and commercial land

uses, Plan 2.1 shows that the 2km waking catchment also encompasses a large

residential area in Allington. A connection is available from within the north-eastern

part of the Site to the public footpath that runs around the north/east of the 20/20

Business Park to Castle Road which therefore connects the Site and the residential

areas south of the railway line. Plan 2.1 also demonstrates that it will be possible for

pedestrians to travel from within the Site to access the Public Right of Way (PRoW)

to the northeast of the Site which provides a pedestrian route across the M20 (part

of the Medway Valley Walk).


Travel Plan

2565-01-TP01 7 July 2020

It is recognised that many of the staff travelling to the Extended Station would be

working shift patterns. The timings of the shift changeovers (7am and 7pm) are such

that walking may not be perceived as a preferable travel choice during the winter

months when journeys would need to be undertaken in the hours of darkness. It is

therefore anticipated that pedestrian movements associated with staff and visitors to

the Extended Station would be low during this time of year.

Notwithstanding the above, the Site’s location is such that staff and visitors who live

within a reasonable walking distance of the Site can potentially access the Extended

Station on foot during the summer months.

2.3 Accessibility by Bicycle

It is generally accepted that cycling has the greatest potential to substitute for short

car trips, particularly those less than 5km, and to form part of a longer trip by public

transport modes. To demonstrate the Site’s accessibility by cycle, a 5km cycle

catchment has been prepared and is shown on Plan 2.2.

Plan 2.2 – 5km Cycle Catchment


Travel Plan

2565-01-TP01 8 July 2020

Plan 2.2 shows that the 5km catchment includes the whole of Allington and a

significant residential area within Maidstone. This catchment also includes four

railway stations of Barming, Maidstone West (within the Town Centre), Maidstone

Barracks and Maidstone East. This therefore provides employees the opportunity to

undertake multi-modal journeys by rail and bicycle.

Plan 2.3 shows sections of the road network which have dedicated cycle facilities

(i.e. cycle paths or bridleways) in place. These are annotated in blue.

Plan 2.3 – Cycle Facilities on Local Highway Network

Plan 2.3 shows that there are a number of roads with cycle infrastructure in place

which connect with low speed residential streets and provide high quality cycle routes

for commuters.


Travel Plan

2565-01-TP01 9 July 2020

This includes the provision of a cycle lane on Laverstoke Road and St Laurence

Avenue and extending west along the A20 London Road to the Royal British Legion

Village and south along the A20 London Road towards Maidstone.

Plan 2.4 shows the National Cycle Network routes located within the vicinity of the

Site.

Plan 2.4 – Local National Cycle Network

Plan 2.4 demonstrates that the Site lies within a cyclable distance to National Route

17 and Regional Routes 12 and 19. The Site therefore provides for longer journeys

by bicycle.


Travel Plan

2565-01-TP01 10 July 2020

The topography surrounding the Site is generally flat with lightly trafficked streets and

low speed limits which create an environment which is conducive to cycling. The

Existing Station includes covered and secure cycle parking for 6 bicycles as well as

staff showers and changing and locker facilities, within the welfare building which will

be available for use by existing and prospective employees.

As set out in section 2.2, it is considered that the shift changeover times will mean

that demand for accessibility to the Site by cycle will be reduced during the winter

months. Nonetheless, the information presented above demonstrates that the Site is

well situated to provide staff and employees the opportunity to commute by bicycle.

2.4 Accessibility by Public Transport

By Bus

The nearest bus stops to the Site are shown on Plan 2.5.

Plan 2.5 – Bus Stop Locations


Travel Plan

2565-01-TP01 11 July 2020

The Police Traffic HQ and Sir Thomas Wyatt stops are each served by the 71 and

72 bus routes. Details of the bus services that use these stops and their frequencies

are summarised in Table 2.1.

Table 2.1 – Summary of Bus Services

Service Number

Typical Frequency

Route Weekdays Saturdays Sundays

71 Snodland - Lunsford Park - Larkeld -

Allington - Maidstone

Every 30 minutes (from c. 06:15 to c.19:15 and then hourly

until c.23:15

Every 30 minutes (from c.06:15am to c.09:15 and from

c.16:16 to c.19:15). 1 per hour (from

09:16 to 16:16 and from 19:15 to

23:15)

Hourly (between c.09:30am

and c.19:30)

72 Kings Hill - West Malling - East Malling - Larkfield - Allington -

Maidstone

Every 2 hours (from c.07:45 to

18:00)

Every 2 hours (from c.07:45 to

18:00)

No Service

Total No. of Services per hour (Maximum)

3 3 2

Table 2.1 shows that the closest bus stops to the Site are served by 2 bus services

which operate services on weekdays and weekends. Between Monday and Saturday

(inclusive) the bus stops within the vicinity of the site provide up to 3 one-way bus

services per hour, and up to 2 hourly one-way services are provided on Sundays.

These provide connections to local residential areas in Kings Hill, Malling and

Snodland and provide the potential for staff to travel to the Site by bus. Based on the

above, the Site is considered accessible by bus.

As set out in Table 2.1, the bus services within the vicinity of the Site operate from

as early as around 6:15 in the morning and operate as late as 23:15 in the evening

on weekdays and Saturdays. Bus services are more limited on Sundays. The bus

services within the vicinity of the site therefore provide some opportunity for shift staff

to access the site by bus during the week and on Saturdays.

By Rail

The nearest railway station is Barming Railway Station which is located approximately

2.7km to the south-west of the Site and is therefore within a reasonable cycle

distance.


Travel Plan

2565-01-TP01 12 July 2020

Barming provides one service per hour to/from London Victoria and Ashford

international and typically operate from around 06:00 until midnight. The service

stops at a number of residential centres including Swanley, Kemsing and Bearsted.

As such, the existing rail infrastructure provides a realistic opportunity for multi-modal

trips to be made by rail / bicycle.

2.5 Summary of Accessibility

The Site is located within an easy walk of a large residential area which can be

accessed using high-quality pedestrian infrastructure. The whole of Allington Village

and a significant part of the built-up area of Maidstone, including Barming and

Aylesford are contained within a reasonable cycle distance of the Site and there are

high-quality cycle routes between the Site and these residential areas. This creates

conditions that are conducive for staff to cycle to the development.

Bus stops close to the Site are served by up to 3 one-way services per hour which

provide connections to local town centres including Allington and Maidstone.

Additionally, four railway stations are within an easy cycle distance and offer regular

rail services to destinations across the region making multi-modal trips by rail /

bicycle a real possibility.

Based on the above, it is evident that the Site is accessible by sustainable travel

modes and complies with the NPS’s, NPPF and relevant local policies.

Ultimately, the implementation of effective TP measures for commuter and visitor

travel to/from the Site would need to be in the context of the Site’s accessibility by

each of the alternative transport modes and would need to be appropriate to existing

travel patterns and the Site’s local circumstances. This is discussed further in Section

4 of this TP.


Travel Plan

2565-01-TP01 13 July 2020

3.0 IMPLEMENTATION OF THE TP – KEY ACTION FRAMEWORK

3.1 Overview

The headline aim of the TP is to reduce the proportion of single occupancy vehicle

trips and to widen travel choices for residents. The TP would also work towards

reducing the impact of the proposed development on the local highway network.

The implementation of the TP for the Extended Generating Station would be

undertaken over a number of key stages which cover the identification of baseline

travel patterns at the Site, the review and potential renewal of TP measures /

initiatives and the on-going monitoring of the TP.

3.2 Initial Travel Research

It is important that, where possible, TP measures are tailored to meet the operational

requirements of site users - with the principle goal being to introduce practical

initiatives aimed at improving accessibility to the Site for non-car borne trips. This

objective is best achieved through reference to information collected on existing

travel patterns at a development site, which can then be analysed to identify and

establish baseline conditions, understand the propensity for future travel change and

to assist in the selection / refinement of TP measures.

In order to understand the existing staff travel patterns at the Existing Station, surveys

were undertaken in July 2017 as part of the 2017 Site TP, before TP measures were

implemented.

The travel survey data has been used as a proxy to forecast the travel patterns of

existing and prospective staff and visitors associated with the Generating Station

which can be used to inform the implementation of appropriate TP measures aimed

at encouraging the use of sustainable transport alternatives to the private car.

It should be noted that staff and visitor travel surveys would be updated once the

Proposed Extension is fully operational and every year thereafter.

The survey questions are contained in Appendix A and a commentary of the key

results of the travel survey are presented in the following subsections.


Travel Plan

2565-01-TP01 14 July 2020

The survey comprised 54 respondents which represents just over 70% of all full-time

staff based at the Site and includes management (32.1% of respondents),

administration (13.2%), site operatives (39.6%) and other (15.1%) staff. Only one

staff member identified a disability that affected their travel choice.

Time of Travel

Staff were asked as part of the travel survey to provide their arrival and departure

time for the shift they were working for the week of survey. The results are presented

in Table 3.1.

Table 3.1 – Existing Staff Arrival / Departure Times

Time Arrive Depart

06:00 - 06:30 35% (19) 4% (2)

06:30 - 07:00 13% (7) 6% (3)

07:00 - 07:30 9% (5) 4% (2)

07:30 - 08:00 15% (8) -

08:00 - 08:30 17% (9) -

08:30 - 09:00 - 2% (1)

15:30 - 16:00 - 6% (3)

16:00 - 16:30 - 19% (10)

16:30 - 17:00 - 6% (3)

17:00 - 17:30 - 9% (5)

17:30 - 18:00 2% (1) -

18:00 - 18:30 4% (2) 2% (1)

18:30 - 19:00 6% (3) 26% (14)

19:00 - 19:30 - 17% (9)

19:30 - 20:00 - 2% (1)

The data in Table 3.1 demonstrates that there are currently a high proportion of early

starters (48% of staff before 07:00) and later finishers (45% of staff post 18:30). Such

shift patterns therefore impact on the opportunities for these staff members to utilise

public transport connections, which are typically unavailable or operate at low

frequencies during such time periods.

Existing Travel Modal Split

Staff were asked to specify their current mode of travel to work, the responses to this

question are summarised in Table 3.2.


Travel Plan

2565-01-TP01 15 July 2020

Table 3.2 – Existing Staff Modal Split

Travel Mode Modal Split

Car Driver 89% (48)

Car passenger 4% (2)

Walk 2% (1)

Cycle 2% (1)

Taxi 2% (1)

Motorcycle 2% (1)

TOTAL 100% (54)

Review of Table 3.2 demonstrates that 91% of all staff travel to work either as a car

or motorcycle driver, with a further 6% travelling as a car / taxi passenger. Just 4%

of staff either walk or cycle to work, with no staff currently utilising a public transport

option.

Existing Journey Sharing

Staff were asked if they share any part of their work journey with anyone else. One

person stated that they travelled to work with a colleague and another as a car share

journey with a non-work related person.

Home Origin & Travel Modes

Plan 3.1 and Plan 3.2 to this TP illustrate the home origins of staff and their stated

existing travel mode to the Site. A review of these plans demonstrates that the

majority of staff travel from home origins some distance from the Existing Station,

including the wider Maidstone area, Gillingham, Rochester, Crayford and Ashford.

Plan 3.1 – Staff Origin Locations by Travel Mode (Wider Catchment)


Travel Plan

2565-01-TP01 16 July 2020

Plan 3.2 – Staff Origin Locations by Travel Mode (Local Catchment)

Further information regarding staff mode split for journeys to the Site by home origin

travel distance are set out in Table 3.3.

Table 3.3 – Staff Home Origins and Modal Split

Travel Mode 2km 2-5km 5km+ Total

Car driver - 40% (2) 94% (46) 89% (48)

Car passenger - - 4% (2) 4% (2)

Walk - 20% (1) - 2% (1)

Cycle - 20% (1) - 2% (1)

Taxi - 20% (1) - 2% (1)

Motorcycle - - 2% (1) 2% (1)

Total 0% (0) 9% (5) 91% (49) 100% (54)

Review of Table 3.3 demonstrates that no existing staff members live within 2km of

the Existing Station (typical regular maximum walk commute distance) and just 5

staff members live within a 5km cycling distance of the Site. Of those staff based

close to the Site, 2 choose to drive to work, 1 walks, 1 cycles and 1 takes a taxi.

A further 49 members of staff live outside a practical 5km cycle distance of the Site.

46 of these staff members travel to work as a car driver, 2 as a passenger in a car

and 1 rides a motorcycle to work.


Travel Plan

2565-01-TP01 17 July 2020

Opportunity to Utilise Alternative Travel Modes

Staff were asked to specify what alternative travel mode they would likely use if their

usual mode of transport for travel to work was unavailable to them. A summary of

the answers to this question are summarised in Table 3.4.

Table 3.4 – Alternative Staff Travel Modes

Travel Mode Respondents

Car driver 9.3% (5)

Car passenger 18.6% (10)

Walk 3.7% (2)

Cycle 18.5% (10)

Bus 9.3% (5)

Train 3.7% (2)

Taxi 7.4% (4)

Motorcycle 9.3% (5)

Could not use any other mode 20.4% (11)

TOTAL 100% (54)

A review of the staff answers to this question identifies that only 20.4% of staff

consider that they could not access the Site by an alternative travel mode. 35% of

staff noted that they could potentially utilise a sustainable travel mode (18.5% cycle,

3.7% walk, 13% public transport). A further 26% of staff identified that they could

travel to the Site as car or taxi passenger, suggesting some potential to encourage

car sharing.

Reasons for Car Users Choosing to Travel by Car

Those staff who currently travel to the Site by car were asked to specify their reasons

for choosing this mode (48 respondents). The responses to this question are

summarised below, with respondents asked to choose up to two options. The

majority of staff (69% of respondents to the question) stated that they travel to work

by car because it is the most convenient option and a further 50% of respondents

stated that they travel by car as it represented their quickest option.

25% of respondents stated that there was no public transport available to them during

their work travel times, with a further 17% noting that they live / work too far from

convenient bus stops / rail station. 8% highlighted that the frequency of public

transport is too low at their time of travel.


Travel Plan

2565-01-TP01 18 July 2020

Table 3.5 – Reasons for Car Users Choosing to Travel by this Mode

Reasons for using the car Respondents*

Health reasons / disability 2% (1)

No public transport available during work travel 25% (12)

Frequency of public transport too low 8% (4)

Too far to walk to local bus stops / rail station 17% (8)

Too far to walk or cycle from home 25% (12)

Car is most convenient option 69% (33)

Car provides quickest option 50% (24)

Given a lift 2% (1)

Need car during course of the working day 2% (1)

*Percentage stated as a proportion of total respondents to the question (i.e. 48 respondents / 96 answers). Respondents were asked to choose no more than two options to this question

Staff Responses to Measures to Encourage Use of Alternative Modes to the

Private Car

Staff members also provided views on potential measures to encourage greater use

of alternative travel modes to the private car for journeys to / from the Site. Staff were

again asked to choose no more than two responses to these questions, the results

of which are summarised in Table 3.6 and Table 3.7 for public transport initiatives

and walking / cycling measures respectively.

Table 3.6 – Staff Response to Public Transport Initiatives

Initiatives Respondents*

Services running at those times I travel to work 31% (17)

More direct service connecting to where I live 41% (22)

More frequent services 4% (2)

Discount tickets / passes available at work 33% (18)

Free taxi home if asked to work late / family emergency 9% (5)

I would never use public transport to travel to work 41% (22)

*Percentage stated as a proportion of total respondents to the question (i.e. 54 respondents / 86 answers). Respondents were asked to choose no more than two options to this question

Table 3.7 – Staff Response to Walking / Cycling Initiatives

Initiative Respondents*

Improved footpaths / cycle paths on journey to work 52% (28)

Secure cycle parking at work 2% (1)

Better lighting on routes close to work at night-time 15% (8)

Improved changing facilities / showers at work 17% (9)

Free taxi home if asked to work late / family emergency 11% (6)

Interest free cycle loan provided by work 4% (2)

Other Answers 9% (5)

*percentage stated as a proportion of total respondents to the question (i.e. 54 respondents / 78 answers). Respondents were asked to choose no more than two options to this question


Travel Plan

2565-01-TP01 19 July 2020

With reference to public transport initiatives, 41% of respondents stated that they

would never travel by this mode. 41% stated that they could be tempted to use public

transport if there were more direct services connecting to where they live, and 33%

stated that they would be tempted to use public transport if discount tickets / passes

were available at work. 31% of respondents stated that public transport would be

more attractive if there were services running at the times they travel to work.

9% of staff surveyed noted that they would potentially utilise public transport if a free

ride home was available as an emergency back-up. Such an emergency cover

system has been offered to staff as part of the TP.

A review of the responses to walking and cycling initiatives identified that 35% of

respondents to the question would never walk or cycle to work. This is perhaps not

too surprising given the existing identified wide catchment of staff home origins,

many of whom live well outside a typical walk / cycle catchment. The most popular

measures identified by staff were improved footpaths / cycle paths on the journey to

work (52%), improved changing facilities / showers at work (17%), better lighting on

routes close to work at night (15%) and the free emergency taxi home initiative.

Improved walk / cycle provision to the Existing Station, including a dedicated walk

cycle path to St Laurence Road, was implemented at the same time as the

construction of the Existing Facility. However, as part of the TP, the appointed TP

Coordinator (TPC) will look to review any local improvements that can be made within

the Site to connect to this route and consider shower / changing options and the

emergency ride home procedures (see section 4 to this TP).

Potential to Encourage Car Sharing

Staff were asked if they would be prepared to car share as part of their travel to work.

Of the 52 respondents to the question, 42% of respondents stated an interest in a

car share scheme. On the basis of this response, car share initiatives were included

in the TP re-launch.

Of those staff who stated that they would not be prepared to car share and identified

a reason for their view, the following issues were highlighted as a barrier:

• Cannot rely on other staff going off sick.

• Childcare / family commitments.


Travel Plan

2565-01-TP01 20 July 2020

• Family commitments.

• Different working times to most.

• Going out to different places after work.

• Live too far from anyone else.

• Would not want to be tied to specific arrival and departure times.

• Working hours vary considerably depending on what is happening in the plant.

• No flexibility.

In reality, some of these stated reasons may only impact on an individual’s ability to

car share on particular days of the week or could potentially be overcome by more

flexible working arrangements. The Site TPC will therefore investigate / promote car

sharing as part of the TP re-launch and demonstrate the benefits of car sharing to

staff (in terms of environmental benefits, costs savings, etc.) even if only taken-up by

staff members on a ‘part-time’ basis.

3.3 Staff Travel Survey Summary

The 2017 staff travel survey demonstrates that whilst the majority of staff currently

access the Site by private car, the survey results also revealed that the majority of

staff members recognise that an alternative travel mode to the private car does exist

for their journey to work, should a car based option not be available. This would

suggest that there is some potential to seek to encourage more sustainable staff

travel patterns at the Site, albeit there has to be a degree of realism as to the extent

of mode shift that is likely to be available.


Travel Plan

2565-01-TP01 21 July 2020

4.0 PROPOSED TP MEASURES

4.1 Overview

The Existing Station operates a number of measures aimed at minimising the

reliance on the private car and maximising the demand for sustainable travel use.

In light of the Proposed Extension, prospective staff and visitors will therefore also

benefit from these measures, which are broken down into the following three areas:

• On-site physical TP measures;

• Operational TP measures to encourage sustainable staff / visitor travel; and

• Operational TP measures to manage the impact of Site related HGV operation.

4.2 On-site Physical TP Measures

The Existing Station incorporates a number of ‘physical’ measures that are available

to support the use of sustainable alternative transport modes to the private car for

journeys to / from the Site and would also be available to prospective staff/visitors to

the Proposed Extension. These include: -

• 6 secure cycle parking spaces located adjacent to the site entrance and main

office block;

• Suitable changing, showering and locker facilities within development buildings

to encourage staff and visitor use of walking and cycling;

• A staff mess area / food preparation area to encourage staff to stay on-site at

break times, thereby reducing travel demand; and

• A TP Noticeboard / Public Transport Information Point at the Site to advertise

staff travel initiatives and to provide base local public transport timetable

information.

4.3 ‘Operational’ TP Measures to Encourage Sustainable Staff / Visitor Travel

In addition to the basic physical transport facilities at the Existing Station, the

management of staff / visitor travel also helps to meet TP objectives.

The management of travel issues will be achieved through the promotion of a package

of supporting ‘operational’ TP measures, tailored to the stated staff travel demands

identified by the 2017 TP survey.


Travel Plan

2565-01-TP01 22 July 2020

‘Operational’ plan measures provided at the Existing Station as part of the 2017 Site

TP include:

• Liaison with KCC public transport officers and local public transport operators

(Arriva buses, Southeastern Rail, etc) to ensure up to date public transport

information is available for display on the Site TP Noticeboard / Public Transport

Information Point.

• Promotion of suitable travel campaigns to encourage the use of sustainable

transport options - via the promotion of literature and events. Example

information includes details on walking initiatives e.g.: “walk your way to health”

(www.whi.org.uk), cycling and national cycle week (www.sustrans.org.uk,

www.bikeweek.org.uk) and national lift share day (www.liftshare.org/nlsd.asp). A

schedule of travel events to be pursued at the Site will be defined by the Site

TPC.

• Offering an interest free cycle loan system to staff via the DfT Cycle to Work loan

scheme. This scheme allows for businesses to purchase new cycles and cycle

equipment for staff and reclaim the VAT on this purchase. Staff can then

effectively repay the costs of the purchase through a suitable ‘salary sacrifice’

agreement. An example scheme can be found at cyclescheme.co.uk.

• Free fluorescent clothing to be made available on request to all regular staff

cyclists / pedestrians.

• Development of a car sharing scheme. Employees will be encouraged to car

share with other staff members via a staff matching scheme operated by the Site

TPC. Alternatively staff will be encouraged to investigate other car sharing

options (where practical, dependent on staff shift times) including the local

Council supported website https://liftshare.com/uk/community/kent. The

combination of TPs associated with the Existing Station and the Proposed

Extension will be beneficial here, given that there will be a larger car share partner

pool.

• Liaison with KCC TP officer and other TP operators within the local area to

investigate joint ventures, economies of scale and the potential to provide

personalised TPs for permanent staff.

• Guaranteed ‘ride home’ scheme for one-off late night / early morning working or

in personal emergency situations for those staff who choose to take part in the

plan and therefore leave their cars at home. Reasonable staff costs under this

http://www.sustrans.org.uk/

http://www.liftshare.org/nlsd.asp)

https://liftshare.com/uk/community/kent


Travel Plan

2565-01-TP01 23 July 2020

‘ride home’ scheme will be reimbursed by FCC Environment (UK) Ltd, with claims

being managed and reviewed by the Site TPC.

• Ensuring that all new staff at the Site are fully appraised of the TP as part of

formal staff induction procedures.

4.4 Measures to Manage the Impacts of Site Related Operational Traffic

Movements

Operational HGV movements to / from the proposed Extended Station would be the

subject of a number of mitigation measures to ensure that queuing does not occur

onto the local highway network in the interest of highway safety and operation. These

are set out as follows:-

• A proposed new weighbridge arrangement will be specifically designed to

accommodate the anticipated level of HGV movements to the Site;

• The Applicant has been meeting with its customers to discuss adopting a strategy

whereby deliveries are made according to predesignated timeslots, so the waste

is delivered gradually, thereby avoiding any sudden peaks in HGV movements;

• HGV registration numbers will continue to be recorded and the relevant operators

will be contacted to request that their drivers do not arrive before the Site opens;

• The Applicant will modify its operational traffic management plan to ensure that

vehicles queue in all available lanes both before and after the weighbridges. A

member of staff will be allocated to act as a banksman to monitor and manage

drivers during busy periods;

• Given that a new or temporary driver / vehicle will typically take around 30

minutes per vehicle during the first delivery, new drivers will be identified in

advance of their arrival and a strategy will be implemented to ensure that such

drivers do not arrive simultaneously; and

• During busy periods, FCC will open the Site early and encourage HGV drivers to

enter the Site and park off the public highway.

The mitigation measures will be set out within a formal protocol which will be managed

and reviewed by the operations team to ensure that the measures are effective in

controlling waste delivery procedures and avoid vehicles queuing on the public

highway.


Travel Plan

2565-01-TP01 24 July 2020

Furthermore, the operational HGV movements associated with the Existing Station

would continue to be operated in conjunction with Condition 3 of planning permission

TM/17/1223. This states that the maximum number of Heavy Goods Vehicles

entering and leaving the Site shall not exceed a combined total of 582 movements

per day. Furthermore, during the morning and evening peak hours (i.e. 07:30 to 09:00

and 16:30 to 18:00) the number of Heavy Goods Vehicles entering and leaving the

Site shall not exceed a combined total of 52 movements and 24 movements

respectively.

4.5 Plan Implementation

The TPC will be responsible for expenditure and budget control. The TP budget will

be utilised for promoting, encouraging and providing incentives for increasing

sustainable travel. The funds can also be used to cover typical TP administration

tasks such as the design and production of publicity material, guaranteed ride home

fund, and production of site specific travel information.


Travel Plan

2565-01-TP01 25 July 2020

5.0 PLAN ADMINISTRATION

5.1 Introduction

In accordance with the 2017 TP, it is anticipated that the implementation and

management of the TP will be undertaken by the General Manager, who is the

appointed TPC.

The TPC is responsible for implementing plan measures, involving new staff,

maintaining a travel database, monitoring the effects of implementation and acting

on results of the review process.

5.2 Duties and Responsibilities of the TP Co-ordinator

The TPC will act as the main liaison between staff, site management and the KCC

TP Officer with respect to TP matters. The TPC will act as the first point of contact

for staff and other external organisations in all matters regarding employee travel and

the management of physical travel facilities within the Site boundary.

The key roles and responsibilities of the TPC are summarised as follows:

• Setting up and maintaining a car sharing database;

• Liaising with public transport operators and officers at KCC to ensure up-to-date

public transport / general sustainable travel information is available at the Site;

• Ensuring that all staff are aware of the opportunities for public transport / bike

purchase salary schemes and managing staff applications with respect to such

schemes;

• Managing the ‘emergency ride home’ scheme for staff;

• Co-ordinating future monitoring exercises (see section 6 to this TP) and providing

a regular review of progress to officers at KCC.

The TPC will be able to delegate some duties to other suitable nominated staff, as

required, but will retain overall responsibilities for all matters relating to the operation

of the TP.


Travel Plan

2565-01-TP01 26 July 2020

5.3 Key TP Administration Tasks

As part of the future on-going operation of the TP, the following key administrative

tasks will be carried by the TPC:

• Informing KCC of the contact details of the TPC at the re-boot / re-launch of the

TP following the Proposed Extension. Updating of this information should the

TPC role be transferred to an alternative staff member or operating organisation

within the lifetime of the Plan;

• Developing a ‘key contacts’ file of appropriate personnel at other organisations

such as the Local Planning Authority, Local Highway Authority, Public Transport

Operators, etc;

• Making new staff aware of the existence of the Site TP as part of employee

induction procedures; and

• Maintaining a TP noticeboard at the Site to include up-to-date travel information,

timetables, maps and details of travel initiatives such as National Bike Week,

Walk to Work Week, etc.

It will be the responsibility of the TPC to undertake the regular review and monitoring

of the TP by organising and carrying out travel surveys and analysing results where

appropriate. This monitoring and review element is an important part of the TP

process, as it determines whether the TP is successfully meeting targets and informs

any future changes to the TP. Results of the regular monitoring surveys will also be

disclosed to KCC.

Appropriate budget will be made available to the TPC to maintain and manage TP

initiatives and to undertake relevant monitoring surveys and reporting.


Travel Plan

2565-01-TP01 27 July 2020

6.0 IDENTIFYING TARGETS AND MONITORING PROGRESS

6.1 Overview

In order to gain an understanding of the progress / success of the relaunched TP for

the Extended Station, it is important that the monitoring of travel trends at the Site is

undertaken with a view to demonstrating that the Plan is meeting appropriate targets.

Such targets will need to meet the ‘SMART’ requirements – Specific, Measurable,

Achievable, Realistic and Time-related.

Targets are ultimately the measurable goals which will help define whether the TP

has met its overall objectives of reducing private car journeys and managing HGV

operational impacts.

6.2 TP Targets

The level of success that a TP can achieve is dependent upon the setting of

achievable and realistic targets. In the case of the existing TP, targets have been

defined to cover the following elements:

• Staff / Visitor travel modal split; and,

• Adherence, where practical, to the local HGV routing strategy.

Staff Visitor Travel Mode Split

The 2017 Staff Travel Survey at the Existing Station has identified that currently circa

89% of all staff journeys to / from the Site are undertaken as a private car driver.

The TP will seek to focus on reducing this car driver level, with an immediate target

being to try to reduce such staff movements by 10% over the first 5 years post the

re-launch of the TP. The proposed reduction in car driver levels will be achieved by

targeting initiatives such as car sharing, promoting public transport options and

improving walk / cycle accessibility to the Site.

Operational HGV Movements

The Applicant will ensure that HGVs trips to / from the proposed Extended Station

are undertaken in accordance with the proposed mitigation measures set out within

Section 4.4 of this TP.


Travel Plan

2565-01-TP01 28 July 2020

Failure to comply with the relevant mitigation measures by vehicles/drivers will be

logged, investigated and acted upon with driver disciplinary procedures, where

appropriate.

6.3 TP Review Procedure

Review of the operation of the TP and the progress towards key targets will be

delivered via a package of monitoring tasks that will be undertaken in line with the

agreed survey schedule. The following paragraphs identify the nature of the

monitoring work to be undertaken with respect to the key target areas identified.

Staff Visitor Travel Mode Split

Staff and visitor travel mode split will be monitored by updated travel questionnaire

surveys undertaken on an annual basis once the Proposed Extension is fully

operational. The results of these surveys will provide a clear numerical breakdown

of the current travel to work patterns and also collect information on staff attitudes

towards incentives to encourage staff to switch their travel choice to a more

sustainable mode.

The TPC will subsequently analyse collected data and identify any patterns that

indicate where travel changes can be made.

Follow-up travel surveys will be carried out over the lifetime of the Extended Station.

Management of Operational HGV Movements

The success of the proposed mitigation measures associated with the HGV

movements at the Site will be continually reviewed and new or revised measures will

be implemented where necessary. A log of any reports received regarding breach of

these measures will also be maintained by the TPC, along with a record of how the

reports were addressed. This log will be available for inspection by KCC.


Travel Plan

2565-01-TP01 29 July 2020

6.4 TP Review Procedure

A review of the operation of the TP will be undertaken by the TPC in discussion with

KCC officers, based on the results of the monitoring programme. This review will

assess the progress of the TP with respect to targets and consider the take up /

effectiveness of individual measures. The TP review will also identify areas within

the TP that may require change or modification.

It may be necessary to review TP targets based on performance / survey records,

feedback from staff, changes in local transport provision within the immediate area

to the Site and the experience of the TPC in the take up / response of staff to TP

initiatives.

6.5 Mitigation / Enforcement

Should the annual review of the TP performance demonstrate a failure to meet the

appropriate SMART targets identified in section 6.2 of this TP, the following mitigation

/ enforcement measures should be investigated under each of the relevant key action

areas:

• Staff / Visitor Mode Split – Additional awareness campaigns and the

investigation of any other practical measures that could be realistically

implemented at the Site.

• Management of Operational HGV Movements – Improved driver education,

the implementation of new and / or improved mitigation measures where

appropriate and reinforcement of driver disciplinary procedures.


Travel Plan

2565-01-TP01 30 July 2020

APPENDIX A – 2017 STAFF TRAVEL SURVEY

This survey is being undertaken to gain an understanding of existing staff travel trends to the Allington Waste Management Facility. This information will be used to update the Site Travel Plan to support continuing management activities at the site. The survey should be completed only once by each staff member. Please complete the survey based on your travel to work / shift patterns for the week of survey. Once completed, please pass the survey form back to the site manager.

Please be assured that all information will be treated with the utmost confidentiality.

1. What is your home postcode?

2. What time did you / will you arrive / depart from work today? (to the nearest quarter hour)

ARRIVE: DEPART:

3. Which of the following best describes your employment status?

Management

Administration

Site Operative

HGV Driver

Other (please specify)

4. Do you have a disability that affects your travel

arrangements?

Yes No

5. What travel mode do you typically use to travel to work?

Please choose ONE option, your PRIMARY travel mode / the longest element of your journey

Car driver Bus

Car passenger Train

Walk Taxi

Cycle Motorcycle


8. Which of these factors might tempt you to use public transport to travel to work? If you use public transport already, what would you like to see done? Please choose no more than TWO options

Services running at those times I travel to work

More direct service connecting to where I live

More frequent services

Discount tickets / passes available at work

Improvements to footpaths connecting to bus / rail stops

Easier access to timetable / fares information at work

Free taxi home if asked to work late / family emergency

I would NEVER use public transport to travel to work


9. Which of these factors might tempt you to walk / cycle to

work? If you walk / cycle already, what would you like to see done? Please choose no more than TWO options

Improved footpaths / cycle paths on journey to work

Secure cycle parking at work

Better lighting on routes close to work at night time

Improved changing facilities / showers at work

Free taxi home if asked to work late / family emergency

Interest free cycle loan provided by work

I would NEVER walk / cycle to work


6. Do you travel to work with anyone else?

Yes No

If YES, is this your

Spouse

Work Colleague

Car share partner

Other

7. What ALTERNATIVE travel mode could you use if your current primary mode of transport was unavailable? Please choose ONE option

10. What are your main reasons for using a car to travel to

work? Please choose no more than TWO options

Health reasons / disability

No public transport available during work travel times

Frequency of public transport to low

Too far to walk to local bus stops / rail station

Too far to walk or cycle from home

Car is most convenient option

Car provides quickest option

Given a lift

Need car during course of the working day

Would you be prepared to join a formal car share scheme with your colleagues?

Yes No

Could not use any other mode


If no, please state why

Thank you This survey is being undertaken by AXIS on behalf of Kent Enviropower. Should you have any queries regarding this survey please contact

Allington Waste Management Facility Staff Travel Survey

Questions 9 & 10 are to be answered by CAR USERS only

Car driver Bus

Car passenger Train

Walk Taxi 11.

Cycle Motorcycle

[email protected]

mailto:[email protected]

doc ref: 2565-01-tp01 july 2020 proposed extension to the ......doc ref: 2565-01-tp01 july 2020...

Documents