green travel plan

8/7/2019 Green Travel Plan

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The St Bot o lph Bui ld ing

Travel Plan Framework



The St Botolph Building Travel Plan Framework

Contents

1 Introduction 1

2 Proposed Development 2

2.1 Transport Facilities 2

3 Policy and Reference Material 3

3.1 National Policy & Guidance 3

3.2 Regional and Local Policy and Guidance 3

4 Local Transport Network 5

4.1 Public Transport Accessibility 5

4.2 Pedestrian and Cycle Access 5

4.3 Advantages of the Site and the Development 5

5 Objectives 6

5.1 Outcomes 6

5.1 Objectives 6

6 Travel Plan Co-ordinator and Travel Plan Group 6

7 Travel surveys 7

7.1 Survey Methodology 7

7.2 Baseline Modal Split 8

8 Targets 9

9 Travel initiatives 10

9.1 Walking Initiatives 10

9.2 Cycling Initiatives 10

9.3 Public Transport Initiatives 11

9.4 Motorcycling Initiatives 11

9.5 Car Parking Initiatives 11

9.6 Working Practice 12

9.7

Deliveries

1210 Monitoring, review and reporting of the Plan 13

10.1 Monitoring of the Travel Plan 13

10.2 Review and Reporting of the Travel Plan 13

Figures

Figure 1 Site Location and public transport services Figure 2 Local Cycle Network Appendices

Appendix A Example Staff Travel Plan Survey




Page 1

1. I n t roduc t ion

The objective of a Travel Plan is to develop a set of practical measures and initiatives that can enable

organisations to reduce the impact of travel on the environment. The Travel Plan encourages the use

of sustainable modes of transport in order to reduce car dependency of staff and visitors to the site.

The Travel Plan will be prepared by the building manager on behalf of the building owners. The

building management team will use reasonable endeavours to encourage occupiers of the building to

adopt the proposed travel measures as part of the Travel Plan.

This document sets out the outline of the Travel Plan that will be introduced at The St Botolph Building

in the City of London.




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2. Proposed Developm ent

The proposed development is located in the City of London and is bounded by Stoney Lane,

Houndsditch and St Botolph Street. The proposed development will provide approximately 73,358m2

gross external area (GEA) of office space and 2,424m2

It is estimated that over 3,000 staff could be employed in the new building. As the site is in a highly

accessible location in the City of London (CoL), it is expected that most of the staff will commute by

public transport. The remainder will walk, cycle and use private transport. The capacity of the car

park in the basement is planned to have only 15 parking spaces and therefore this will significantly

limit the number of staff driving to the site.

GEA of retail space provided at ground, lower

ground and basement level.

Figure 1 shows the site location.

2.1 Transport Facilities

Vehicular access to the proposed development will be from St Botolph Street, from which a basement

parking area will be accessed.

A total of 15 car parking spaces, with three of these designated as disabled bays, are included in the

development scheme. In addition, 100 motorcycle spaces and 294 bicycle spaces are provided in the

basement level. Cycle facilities are provided alongside the bicycle parking which includes showers,

lockers and changing rooms.

A drop-off area for visitors is provided at the site with access to and from White Kennet Street. 14

external bicycle spaces for visitors will be provided in the drop-off area.

There are a number of public transport facilities within close proximity to the proposed development

including Underground stations, a National Rail station, DLR and bus services.

It is anticipated that over 90% of the future site population will use National Rail, Underground and bus

services as the main and final mode of travel to the site.




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3. Pol icy and Reference Mater ia l

Travel Plans reflect a desire to respond to increasing concerns over the current travel environment.

Society’s approach to individual and group travel choices in recent years has led to dramatic growth in

car use. A Travel Plan can assist in rationalising individual travel choices within a community

framework, making the best use of all travel modes to systematically address the local and national

concerns.

3.1 National Policy & Guidance

The Office of the Deputy Prime Minister (ODPM) and the Department for Transport (DfT) produced

Using the Planning Process to Secure Travel Plans as best practice guidance in July 2002, which

provides advice on establishing the form of the Travel Plan and Travel Plan content. This guidance

has been used in the preparation of this Travel Plan Framework.

In relation to Travel Plans for workplaces, the DfT has produced The Essential Guide to Travel

Planning (DfT, 2007) and a Workplace Travel Plan Evaluation Tool (2002), which provides a step-by-

step self-assessment check list for developers and employers.

The Walking and Cycling Action Plan , produced by the Department for Transport (DfT) in 2004

promotes the elevation and greater prioritisation of pedestrians over highway and transport planning

with pedestrians in most instances on top of the transport modal hierarchy, followed by cyclists, public

transport and lastly private vehicles.

In relation to the promotion of walking and cycling, the main objectives of the Action Plan are to:

• Create places that people want to walk and cycle in;

• Provide high quality facilities for safe walking and cycling;

• Promote educational resources, training and marketing to influence travel behaviour; and

• Monitor success through better targets and indicators.

3.2 Regional and Local Policy and Guidance

The London Plan is the Mayor’s spatial development strategy, produced by the Greater London

Authority (GLA), and was published in February 2004. The Plan was revised in February 2008 as The

London Plan – Spatial Development Strategy for Greater London Consolidated with Alterations since

2004 . The document consolidates all alterations since 2004. In line with government transport policy,

it emphasises the need to integrate transport and planning to promote more sustainable modes of

transport than the private car.

Both the London Plan and the Mayor’s Transport Strategy develop the national policy approach in

putting emphasis on achieving a sustainable city. Policy 3C.1 ‘Integrating Transport and

Development’ states that:

‘The Mayor will work with TfL, the government, boroughs and other partners to ensure the integration

of transport and development by:

• Encouraging patterns and forms of development that reduce the need to travel, especially

by car;

• Seeking to improve public transport, walking and cycling capacity and accessibility where

it is needed, for areas of greatest demand and areas designated for development and

regeneration, including the Thames Gateway, Central Activities Zone, Opportunity Areas,

Areas for Intensification and town centres and other parts of suburban London in which

improved access is needed;

• In general, supporting high trip generating development only at locations with both high

levels of public transport accessibility and capacity, sufficient to meet the transport




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requirements of the development. Parking provision should reflect levels of public

transport accessibility (see Annex 4 on Parking Standards); and

• Encouraging integration of the major transport infrastructure plans with improvements to

the public realm, particularly in key areas around major rail and Underground stations and

interchanges, using land assembly powers where necessary.’

Policy 3C.17 of the London Plan sets targets for limiting traffic growth, including a projectedreduction in traffic of 15 per cent in central London over 10 years from 2001. For inner London and

outer London town centres the requirement is for zero growth and in the rest of outer London

there should be a reduction in the rate of traffic growth from 7.5 to 5 per cent.

Policy 3C.2 of the London Plan states that:

‘Developments with significant transport implications should include a Transport Assessment and

Travel Plan as part of planning applications. Developers and planning authorities should refer to

TfL’s guidance on Transport Assessments. All developments that exceed thresholds defined in

TfL guidance on Workplace Travel Plans and Residential Travel Plans should have a Travel Plan.’

At the more local level, CoL requires travel plan commitments for certain developments as part of

the planning application process and has produced a Travel Plan Advice Note to assistdevelopers. CoL’s Unitary Development Plan (CoL, 2002) states that:

‘Travel Plans may vary in content and objectives, for example: to increase the use of walking,

cycling and public transport; to develop more environmentally friendly delivery and freight

movements; or to reduce single occupancy car usage’.




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4. Loca l T ranspor t Netw ork

4.1 Public Transport Accessibility

The proposed development is extremely well served by public transport networks, including London

Underground, Docklands Light Railway (DLR) and National Rail services. There are four London

Underground (LUL) stations in close proximity to the site, which provide access to five LUL lines and

the DLR. There are two stations providing access to National Rail services within walking distance of

the site. There are approximately 20 bus routes within five minutes’ walk providing over 150 buses

per hour during the peak times.

The proposed Crossrail line will serve Liverpool Street station, providing direct services connecting

the Thames Valley, West End and Paddington in the west to Liverpool Street, Stratford and the

Thames Gateway in the east.

Local bus stops and LUL/rail stations are shown in Figure 1.

4.2 Pedestrian and Cycle Access

The proposed development has a high level of pedestrian accessibility along St Botolph Street,

Houndsditch and Stoney Lane with wide pedestrian footways located along either side of each of

these carriageways. Pedestrian footways are also found on all the roads in the area surrounding the

proposed development. There are few marked pedestrian crossings on the streets directly

surrounding the proposed development, with one being located near the junction of Houndsditch and

Stoney Lane and a signalised crossing on St Botolph Street adjacent to the proposed development.

There is also an extensive network of subways in the local area. The nearest entrance to the network

is on the south western side of Houndsditch. The network is not fully accessible to disabled users and

it is understood that the City of London proposes the gradual replacement of the subways with at-

grade facilities. With this in mind, a lift to subway level has been incorporated into the development.

A number of roads close to the proposed development are either signed for cyclists or have been

recommended by experienced cyclists. These routes are included in the London Cycle Network

guides and maps and include Leadenhall Street, Fenchurch Street and Liverpool Street. The cycle

facilities along these roads include dedicated cycle lanes and advanced cycle stop lines at many of

the junctions.

Figure 2 shows the location of the proposed development with the local cycle networks.

4.3 Advantages of the Site and the Development

The Travel Plan takes into account the excellent site location, pedestrian routes, public transportaccessibility, limited parking and full provision of bicycle parking and cycling facilities.




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5. Object ives

5.1 Outcomes

A Travel Plan aims to develop a set of practical initiatives and measures that reduce the negative

impacts of travel and promote sustainable transport. The overarching outcomes of the final TravelPlan for the site will seek to:

• Influence the travel behaviour of employees and visitors for the benefit of the local

environment;

• Encourage travel by public transport, cycle and by foot by improving their attractiveness;

and

• Promote healthy lifestyles.

5.2 Objectives

The site specific objectives of the Travel Plan respond to the outcomes through linking the

development to the surrounding community by the strong promotion of walking and cycling,

specifically through:

• Positively promoting walking and cycling commuting trips to and from the site;

• Promoting the provision of local amenities in the local area to encourage a reduction in

the length of trips and unnecessary use of the local transport network; and

• Promoting pedestrian and cycling facilities in the local area to facilitate journeys that do

not require private or public transport.

Travel planning is about helping people to make sustainable travel choices. It is a cogent strategy

for promoting realistic and high quality sustainable transport in order to improve the travel

environment for the benefit of all users.

6. Travel Plan Co-ordinat or and Tr avel Plan Group

A Travel Plan Co-ordinator will be appointed by the building managers on behalf of M1 Limited to

deliver the objectives of the Travel Plan as set out in Section 5.2. The Travel Plan Co-ordinator will

act as the first point of contact for the City of London regarding the implementation of the Plan, or on

any other issues relating to the Travel Plan. The appointed Travel Plan Co-ordinator will be the

Building Manager.

In order to ensure that the measures included in the Travel Plan are made known to employees and

implemented efficiently, the Travel Plan Co-ordinator will encourage the occupiers to appoint a senior

employee to act as their representative in a Travel Plan Group.

The Travel Plan Co-ordinator will chair meetings of the Travel Plan Group. The Travel Plan

Coordinator will use reasonable endeavours to encourage the future occupier to adopt the proposed

travel measures as part of the Travel Plan.

The Travel Plan will be marketed to new occupiers of the building via information leaflets as part of an

induction pack for the new building. If appropriate, the Travel Plan Group will take on responsibility for

further marketing of the plan to visitors and staff (e.g. via the company intranet and internet sites) and

for the implementation of new initiatives.

The Travel Plan Co-ordinator will seek information from the City of London about local travel networks,

campaigns and initiatives and make the Travel Plan Group aware of these.




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7. Travel surveys

In order to identify employee travel characteristics, the Travel Plan Co-ordinator will encourage

participation in employee travel surveys.

The surveys will enable the following information to be ascertained:

• Areas of residence of employees;

• Journey characteristics;

• Modes of transport; and

• Patterns of arrival and length of stay of delivery and service traffic.

7.1 Survey Methodology

Surveys will be undertaken using the multi-modal trip database TRAVL’s standardised survey

methodology (MVA, 2007) with results submitted to CoL. A Travel Survey Form will be circulated to all

site users (in hard and / or electronic format, as appropriate) for the purposes of Travel Planmonitoring.

An example travel survey is provided in Appendix A. This survey could be conducted on paper, or by

means of a company intranet or internet webpage.

As part of the gathering of data for the Travel Plan, supplementary questions on business travel will

be encouraged in the travel surveys so as to ascertain the number of trips, mode of travel and any

opportunities to reduce vehicular traffic to and from the new offices.

In addition to the consideration of information on staff travel, the Travel Plan will seek to collect data

relating to the number and modal split of visitors to the offices and the number and type of delivery

traffic in order to carry out an audit of service traffic. The Travel Plan Co-ordinator and the Travel

Plan Group will make arrangements to acquire the relevant data from the occupiers of the building to

obtain an understanding of the various travel patterns of visitors and delivery trips.

A daily record of the service traffic movements will be conducted during a typical week to obtain the

details. The information on delivery and service traffic that will be sought will include type of supplier

(to seek opportunities for consolidating regular visits), patterns of arrival and departures (to avoid

peak periods) and types of vehicles used by the suppliers (for any assessment of vehicle-related

emissions).

All surveys will be iTRACE compliant. This is a monitoring tool established by TfL and requires a

common set of data to be captured for the Travel Plan surveys. iTRACE Web allows meaningful

reporting on modal shifts and comparisons of Travel Plans between sites.




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7.2 Baseline Modal Split

Almost all site users are expected to use sustainable modes of transport to access the site. Table 7.1

summarises the predicted modal split of trips generated by the proposed development, based on the

similar travel trends in other offices in central London

Table 7.1: Anticipated baseline modal split

Transport Mode Anticipated Mode Share

Walk and Public Transport

(Bus)

(LUL/Train)

(Walk)

90%

(8%)

(80%)

(2%)

Cycle 7%

Motorcycle 2%

Car Driver and Passenger 1%

Taxi 0%

Total 100%

Note: Numbers subject to rounding

The actual mode split of trips generated by the development will be determined from the first

Travel Plan survey. The findings of the travel surveys will then be compared with the modal splits

estimated in the Travel Plan Framework and used as the basis for refining the appropriate targets

as part of the review process.




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8. Targets

The initial target figures for the Travel Plan are to be based on the estimated modal share of future

trips identified in Section 7. As identified in Section 7, the actual mode split of trips generated by the

development will be determined from the first Travel Plan survey.

The majority of trips to and from the proposed development will be made by sustainable modes of

transport made either on foot, cycle, or public transport.

The SMART Travel Plan targets and indicators will be formulated based on the findings from the first

Travel Plan surveys carried. It is the intention that the Travel Plan shall be an evolving document that

will be reviewed and updated regularly and the refined where necessary.

The draft targets are directly related to the objectives outlined in Section 5 and are provided in Table

8.1.

Table 8.1: Draft Travel Plan Targets and Indicators

Outcome Indicators Targets

Number of trips made on foot, bycycle or by public transport to and

from the development.

Maintain the mode share of walk, cycle and public transport trips, as set out in the DTP, at 90% for

employee trips over a five year period

Number of trips made by cycle to

and from the development.

Achieve a modal share for cycling of 10% within

five years

Mode share for single occupancy

vehiclesMaintain no more than 1%

All targets identified in Table 8.1 have been designed to be SMART, namely Specific,

Measurable, Achievable, Realistic and Time Bound.

The monitoring programme for the targets is provided in Section 10.

The development will be constructed in one phase and therefore the target modal share

associated with development will be applied to the full build out of the development.

The Travel Plan Coordinator would discuss objectives with CoL as part of the review process

identified in Section 10. The Travel Plan would be updated accordingly once the new measures

had been agreed with CoL.




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9. Travel in i t ia t ives

The future occupiers of the building will be encouraged to consider the following types of initiatives.

These initiatives will be reviewed with reference to findings from the initial travel surveys.

9.1 Walking InitiativesThe site is located within a dense and high quality local pedestrian network. It is anticipated that most

employees will arrive at the site on foot.

In order to encourage the continued high level of walking to and from the site the building manager

will provide information about local walking routes and facilities, in particular information on pedestrian

routes in the area.

9.2 Cycling Initiatives

The site is located within close proximity to both London Cycle Network and London Cycling Guide

routes. In order to encourage cycling the following facilities will be provided and maintained:

• Secure and sheltered cycle parking for bicycles within the building;

• Shower and changing facilities; and

• Provision of information to employees and visitors related to cycle routes (such as the City

of London and TfL London Cycle Guides), cycle safety and security and cycle training

providers.

In addition to the facilities above, the occupiers of the building will be encouraged to consider the

following initiatives:

• Interest free bicycle loans to enable staff to purchase bicycles and spread the payments

out over a period of time;

• Negotiation of discounts with local cycle shops for staff purchases and maintenance;

• Joining schemes such as ‘BOOOST’ which provide information to employers on assisting

employees with the purchase of cycles, and about the associated tax advantages offered

by the government;

• Provision of ‘pooled’ cycles to encourage staff to consider cycling and for use for business

trips;

• Payment of a cycle mileage allowance for employees using their own cycles for business

trips; and

• Setting up Cycle User Clubs; these enable cycle users to meet to discuss problems and

issues that may arise and offer staff who may not be confident enough to cycle on their

own to pair up with fellow cyclists who cycle along a similar routes.




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9.3 Public Transport Initiatives

The site is served by excellent public transport links to the rest of Greater London and beyond and it

assumed that the great majority of trips to the local area will be made by public transport.

The building manager will prepare a general set of links to online travel information services

appropriate for the location and make this available to all companies occupying the building. The

companies will be encouraged to consider the following initiatives:

• Provision of up-to-date local public transport maps, timetable information and transport

information website addresses for employees and visitors on employee notice boards and

company intranet sites, with links to the building manager’s general travel information

guide to encourage staff and visitors to use public transport instead of private cars or

taxis;

• Provision of an induction pack detailing sustainable travel options, to be used in staff

induction processes;

• Provision of public transport information with invitations to meetings for visitors; and

•

Provision of interest-free season ticket loans to enable staff to spread season ticketpayments over a period of time.

9.4 Motorcycling Initiatives

Motorcycling provides a more fuel-efficient alternative to the use of the car and public transport. For

this mode of transport the following provision will be made:

• A total of 100 secure and covered parking spaces for motorcycles in the basement of the

new building; and

• Provision of information about motorcycle safety and security by the City of London

Police.

9.5 Car Parking Initiatives

The number of car parking spaces provided within the development is limited and spaces will be pre-

allocated and carefully managed to ensure access for disabled drivers. It is likely that the majority of

spaces will be for designated users within the tenant organisations, with the possibility of a small

number of spaces remaining available for visitor use.

Where the use of pool cars is essential to the business of the occupier they will be encouraged to

consider the use of low energy or electric vehicles, facilities for which will be provided by the building

manager if required.

It is considered impractical to introduce car sharing schemes for employees, given the low number of

car park spaces available to employees.




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9.6 Working Practice

Depending on the nature of the business of the occupier it may be possible to adopt working practices

that minimise the number of trips both to and from work and within the working day. The occupiers of

the building will be encouraged to consider:

• Operating a flexitime policy to enable employees to adjust their working day to avoid peak

public transport travel times;

• Home working allowing employees to work at home when appropriate and thereby

reducing commuter travel; and

• The use of teleconferencing to allow employees to conduct meetings by video

conferencing equipment and to reduce the number of business trips. This will benefit

organisations economically.

The occupiers will be encouraged to refer to the Smarter Working Guidance prepared by TfL or to

consult with organisations such Work Wise UK, which provides advice on flexible working practices.

9.7 Deliveries

The strategy for the service area on this site is based on a managed system for deliveries. The

building managers will seek to control deliveries to the site and to minimise the number of service

vehicles arrivals by means of shared deliveries. Data collected regularly on delivery traffic patterns will

be available to assist in identifying opportunities where reductions in goods vehicle movements may

be possible.




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10. Moni tor ing, rev iew and repor t ing of t he Plan

10.1 Monitoring of the Travel Plan

The building manager will encourage participation in an employee travel survey on initial

occupation of the building in order to establish employee travel characteristics.

In accordance with the planning permission for the development, the building manager will

encourage the Travel Plan to be implemented for a period of five years with a regular review of the

Travel Plan by the Travel Plan Group. An initial survey will be undertaken within three months of

50% floorspace occupation. Additional surveys will be undertaken in years three and five following

the first Travel Plan survey with snapshot surveys as required.

The Group will be encouraged to arrange for ongoing travel surveys to be undertaken every two

years after the first five years of the operation of the Travel Plan. An audit of the service traffic

activity will be made by reference to data received for tenants and to daily records of vehicle

movements that are obtained during surveys of a typical week.

10.2 Review and Reporting of the Travel Plan

The results of the travel surveys and any additional feedback from employees, the Bicycle User

Groups and visitors on transport-related matters will be considered within the Travel Plan Group.

Improvements which could encourage the use of environmentally friendly travel options will be

identified.

Amendments or modifications to the measures introduced through the Travel Plan will then be

considered. The Travel Plan Group will review the objectives of the Travel Plan and seek to set

targets for any agreed actions that the Group consider should be carried out to further encourage

trips to the site to be made by more sustainable modes of transport.

Results and ideas on areas of improvements will also be made available to the City of London

where appropriate.



FIGURES

Figure 1 Site Location and public transport servicesFigure 2 Local Cycle Network



Appendix A

Example Staff Travel

Plan Survey



M1 Limited St BotolphsTravel Plan Framework

Page A1

A1 Ex am ple St af f Travel Plan Survey

Q1 Which company do you work for?

Q2 Where do you start your journey to work from?

Full Postcode ________________________________

Town/County ________________________________

Q3 At what time do you usually arrive at/leave work on an average day?

Arrive ______________________________

Leave________________________________

Q4 What is your main mode of transport to work (in terms of distance)?

○ Bus ○ Motorcycle/Moped

○ Underground ○ Taxi

○ Rail ○ Cycle

○ Car Driver ○ Walk

○ Car Passenger ○ Other _____________________________

Q5 Do you usually use other modes of transport to work as well as the main mode ticked in Q4?

○ No (go to Q6) ○ Yes (please tick all that apply)



○ Rail ○ Cycle○ Car Driver ○ Walk

○ Car Passenger ○ Other ______________________________________

Q6 If you travel by Rail or Underground on any part of your journey, what is the LAST station that youuse?

○ Monument ○ London Bridge

○ Bank ○ Liverpool Street

○ Fenchurch Street ○ Aldgate

○ Cannon Street ○ Aldgate East

○ Moorgate ○ Other ______________________________________

Q7 How long does it currently take you to travel to work?

○ 0-15 minutes ○ 45-60 minutes

○ 15-30 minutes ○ 60-90 minutes

○ 30-45 minutes ○ longer than 90 minutes

Q8 Which of the following measures would encourage you to cycle to work in the future? (If youalready cycle to work which would you most like to see improved/introduced?)

Please select up to 3 responses and rank them from 1 to 3, where 1 is most important

More dedicated cycle lanes between home and work

More showers and changing facilities at work

Improved cycle parking and security at work

Introduction of interest free cycle loans towards the purchase of a cycle

Other _________________________________________________________



M1 Limited St BotolphsTravel Plan Framework

Q9 On average how many work related trips do you make from the office per week?

Q10 When travelling for business purposes from the office, what is the FIRST mode of transport (notincluding walk) that you usually use on leaving the office?



○ Rail ○ Cycle

○ Car Driver ○ Other ______________________________________

○ Car Passenger

Q11 What best describes your present position within your organisation?

○ Director ○ Professional

○ Senior Manager ○ Administrative Support

○ Manager ○ Other (please specify) ___________________________________

Q12 Are you:

○ Male?

○ Female?

Q13 Which age group do you fall into?

○ Under 25 ○ 45-54

○ 25-34 ○ 55 or over

○ 35-44

Q14 Do you have a mobility impairment that affects your journey to work?

○ Yes

○ No

Please use the space below for any travel/transport related comments or suggestions that youwould like to add.

green travel plan

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