harlow district council (hdc): enterprise zone...

Harlow District Council (HDC):

Enterprise Zone West

Workplace Travel Plan

07 August 2012

Produced for

Harlow District Council

Prepared by

Transport Planning South

Export House

Cawsey Way

Woking

Surrey

GU21 6QX

UK

T +44 (0)1483 731000

F +44 (0)1483 731003

E [email protected]

Framework Travel Plan 07 August 2012 .doc

© Mouchel 2012

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Document Control Sheet

Project Title Workplace Travel Plan

Report Title Harlow District Council (HDC): Enterprise Zone West

Revision r02b

Status Final

Control Date 07 August 2012

Record of Issue

Issue Status Author Date Check Date Authorised Date

01 Draft LS 17/04/12 IB 17/04/12 IB 17/04/12

02 Final LS 03/04/12 IB 30/07/12 IB 30/07/12

r02b Final LS 07/08/12 IB 07/08/12 IB 07/08/12

Distribution

Organisation Contact Copies

Harlow District Council Andrew Russell 1

Essex County Council David Sprunt 1


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Limitations

This report is presented to Harlow Council in respect of Harlow Enterprise Zone West and may not be used or relied on by any other person. It may not be used by Harlow Council in relation to any other matters not covered specifically by the agreed scope of this Report.

Notwithstanding anything to the contrary contained in the report, Mouchel Limited is obliged to exercise reasonable skill, care and diligence in the performance of the services required by Harlow Council and Mouchel Limited shall not be liable except to the extent that it has failed to exercise reasonable skill, care and diligence, and this report shall be read and construed accordingly.

This report has been prepared by Mouchel Limited. No individual is personally liable in connection with the preparation of this report. By receiving this report and acting on it, the client or any other person accepts that no individual is personally liable whether in contract, tort, for breach of statutory duty or otherwise.


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Contents

Document Control Sheet............................................................................................. i

Limitations .................................................................................................................. ii

Contents..................................................................................................................... iii

Table of figures......................................................................................................... vii

Tables ....................................................................................................................... viii

1 Introduction........................................................................................................ 1

1.1 Introduction.......................................................................................................... 1

1.1.1 Enterprise Zones 1

1.1.2 Site Location 1

1.2 Enterprise Zone Status ........................................................................................ 2

1.3 Structure of the Travel Plan Framework............................................................... 2

2 What is a Travel Plan?....................................................................................... 3

2.1.1 Aim of this Travel Plan 4

3 Travel Plan Policy.............................................................................................. 5

3.1 National Planning Policy Framework (March 2012) ............................................. 5

3.2 East of England Plan - The Revision to the Regional Spatial Strategy for the East

of England (2008) ......................................................................................................... 5

3.2.1 POLICY SS1: Achieving Sustainable Development 6

3.2.2 POLICY SS2: Overall Spatial Strategy 7

3.2.3 POLICY T1: Regional Transport Strategy Objectives and Outcomes 7

3.2.4 POLICY T2: Changing Travel Behaviour 8


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3.2.5 POLICY T4: Urban Transport 8

3.2.6 POLICY T9: Walking, Cycling and other Non-Motorised Transport 8

3.2.7 POLICY T13: Public Transport Accessibility 9

3.2.8 POLICY T14: Parking 9

3.3 Local Development Orders .................................................................................. 9

4 Existing Site Information................................................................................. 10

4.1 Existing Site Information .................................................................................... 10

4.1.1 Site Location 10

4.1.1.1 Templefields Site 10

4.1.1.2 London Road Site 10

4.1.2 Development Site 11



4.1.3 Surrounding Environment 11



4.2 Baseline Transport Data .................................................................................... 12

4.2.1 Local Highway Network 12



4.2.2 Public Transport Provision 12



4.2.3 Pedestrian and Cycle Access 16


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4.2.4 Existing Travel to Work Patterns 16



4.2.5 Site Audit 18

5 Objectives, Strategy and Measures................................................................ 20

5.1.1 Objectives 20

5.2 Travel Plan Framework Strategy and Measures Concept .................................. 20

6 The TPF Measures........................................................................................... 22

6.1 Level 1 - Location .............................................................................................. 22

6.2 Level 2 – Physical Aspects ................................................................................ 22

6.2.1 On-Site 22

6.2.2 Off-site 23

6.3 Level 3 – Site Travel Plan Co-ordinator ............................................................. 24

6.4 Level 4 Services and Facilities........................................................................... 24

6.5 Level 5 – Marketing and Promotion ................................................................... 26

6.6 Possible ‘Soft’ Measures ................................................................................... 27

6.7 Funding and Co-ordination of Mitigation ............................................................ 28

6.8 Targets .............................................................................................................. 28

7 Monitoring and Review.................................................................................... 31

7.1.1 Travel Survey 31

8 Summary and Conclusion and Recommendation......................................... 32

8.1 Recommendation .............................................................................................. 34


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9 Appendix .......................................................................................................... 35


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Table of figures

Figure 4-1: Location of the Proposed Sites ...................................................................11

Figure 4-2: Existing Bus Capacity - Templefields Site...................................................13

Figure 4-3: Existing Bus Capacity - London Road Site..................................................15

Figure 5-1: The Travel Plan Pyramid. Source: DFT Good Practice Guidelines: Delivering

Travel Plans through the Planning Process, April 2009 .........................................21


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Tables

Table 4-1: Bus Services and Frequency - Templefields Site .........................................13

Table 4-2: Bus Services and Frequency - London Road Site........................................14

Table 4-3: Harlow Mill Rail Station Weekday Service Frequencies ...............................16

Table 4-4: Method of Travel to Work - Daytime Population. Census 2001 Mark Hill

North Ward ............................................................................................................17

Table 4-5: Distanced Travelled to Work – Workplace Population. Census 2001 Mark Hall

North Ward ............................................................................................................17

Table 4-6: Method of Travel to Work - Daytime Population. Census 2001 Old Harlow

Ward......................................................................................................................18

Table 4-7: Distanced Travelled to Work – Workplace Population. Census 2001 Old

Harlow Ward..........................................................................................................18

Table 6-1: Preliminary action plan for implementation of the Travel Plan ......................30

Harlow Enterprise Zone

Workplace Travel Plan Framework


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1 Introduction

1.1 Introduction

This Workplace Travel Plan Framework (TPF) is provided in support of the

Enterprise West Essex @ Harlow which was granted Enterprise Zone status by the

Government on 17th August 2011.

1.1.1 Enterprise Zones

Budget 2011 announced that the Government would establish 21 new Enterprise

Zones in local enterprise partnership areas in England. The aim of these zones is to

act as a catalyst for generating employment and attracting investment. This is to be

achieved largely by cutting red tape and bureaucracy associated with the planning

process, providing incentives to business such as discounted business rates, and

maximising technology infrastructure within the zones by providing, for example,

fibre optic high speed broadband.

Of the 21 Enterprise Zones earmarked by the Government, 11 were initially named

by Budget 2011, but these were to be followed by the creation of a further 10 Zones

which were to be selected by a bidding competition, of which HDC applied to be one

of.

Harlow District Council (HDC) developed the bid in partnership with the West Essex

Alliance and other key partners under the name ‘Enterprise West Essex @ Harlow’

which was submitted to Government by the South East Local Enterprise Partnership

(SELEP), and on the 17th August 2011 the Government announced that the bid had

been successful and had been granted Enterprise Zone status.

Within the bid it was highlighted that the Harlow Enterprise Zone would seek to

attract 100 new businesses creating a minimum of 2,500 jobs (though this figure has

now been substantially increased to nearly 9,000 new jobs following the detailed

preparation of the Masterplan and assessment of the Sites’ capacity and potential)

and offer space for office / laboratory development and manufacturing / light

industrial development over the two linked sites on the eastern side of Harlow,

namely Templefields North East (TNE) and London Road.

The stated aim of the Enterprise Zone within the bid was to catalyse development of

the Health & Allied Industries cluster in West Essex, offering space for businesses to

consolidate and expand, and encourage new businesses to the town. The Sites

selected provide an excellent location for ‘spin-out’ businesses from Cambridge,

London and Hertfordshire with first rate connectivity to the sectors, via road and rail,

in those leading edge economies.

1.1.2 Site Location

The Sites cover approximately 51 hectares: 23 hectares at London Road (comprising

the former Nortel campus to the south and a 14ha greenfield site to the north); and

28 hectares at Templefields North East.




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The London Road site is the southernmost of the two and encompasses

approximately 23 hectares of existing built form (9 hectares of the former Nortel

campus and a further 14 hectares of green field land to its north, which was an area

allocated for employment in the Adopted Local Plan). It is anticipated that this Site

will be occupied by research and development and light industrial land uses (B1, B2

and D1 land uses).

The Templefields Site encompasses 28 hectares of land, and is likely to be set aside

for manufacturing and light / heavy industry (B2 land use). This is because the Site is

within an established employment area with warehousing with ancillary offices, some

of which will be retained, and also because the existing infrastructure can

accommodate HGVs and manufacturing and light / heavy industry activity.

1.2 Enterprise Zone Status

Following the successful bid to the government, the Harlow Enterprise was awarded

Enterprise Zone Status on the premise that a Transport Assessment; a Flood Risk

Assessment and an Environmental Impact Assessment were carried out to assess

the feasibility of the proposals for the two Sites within the Enterprise Zone; to assess

any risks to delivery and to plan for and mitigate any foreseen problems.

HDC are now in the process of preparing a Masterplan and a Local Development

Order (LDO) for the two Sites, specifying in greater detail the land uses,

development quanta, parking provision, indicative design and transport infrastructure

requirements amongst other things. Once this is complete, together with the three

assessments listed above undertaken to confirm adequate assessment and planning

for Enterprise Zone, the Enterprise Zone will be ratified by the Secretary of State.

This TPF is an integral part of the Transport Assessment.

1.3 Structure of the Travel Plan Framework

The structure of the TPF will be as follows:

• Section 2 describes what a Travel Plan is and summarises the background

information to provide context to the TP and sets out the aim of the TP.

• Section 3 discusses relevant transport and planning policy which refers to

sustainable transport and Travel Plans;

• Section 4 describes the existing site / transport conditions;

• Section 5 specifies the TPF’s objectives, then the strategy and measures to

achieve these objectives;

• Section 6 details the measures to achieve these objectives;

• Section 7 considers monitoring and review; and

• Section 8 concludes the TPF report.




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2 What is a Travel Plan?

A Travel Plan (TP) is a package of measures tailored to meet the needs of existing

or future development sites (for a range of land uses including residential, work

places, schools, leisure facilities, etc) with a focus on promoting greener, cleaner

travel choices while reducing reliance on the private car. Through the implementation

of a TP, persons undertaking trips are encouraged to use more sustainable or

environmentally friendly modes of travel such as walking, cycling and public

transport.

The generic aims of a TP are:

• to reduce the need to travel by car;

• to minimise essential single occupancy car-use; and

• to maximise the use of other more sustainable forms of travel such as walking,

cycling and public transport by future employees.

This is usually achieved by implementing a range of sustainable transport measures

- simultaneously offering incentives whilst introducing constraints to encourage

sustainable transport practices and bring about modal shift. This is typically known

as a ‘carrot and stick’ approach.

These measures are often referred to as ‘hard’ or ‘soft’ measures; ‘hard’ denoting the

introduction of physical infrastructure changes or transport service improvements,

and ‘soft’ referring to measures without infrastructural form such as the provision of

transport information (transport information packs), incentives (such as discounts on

public transport) or Personalised Travel Planning (PTP) for example.

A well written TP should be a ‘living’ document by which is meant that it should be

flexible, dynamic and able to adapt to the changes in travel patterns of an existing

site.

A Travel Plan Framework (TPF) is intended to form the basis of a Travel Plan

document, for speculative developments or where the likely end user(s) of the

development is unknown (including multi-occupant sites). A TPF therefore provides

the key objectives of the Travel Plan, the type of measures which could be

considered and a suggested monitoring regime to assess the success of the Travel

Plan.

A workplace TPF (as opposed to a residential, area-wide or school TPF), the type of

travel plan used here, is designed as the name suggests, to influence the travel

characteristics of the employees of a development. However it can have a wider

remit and include measures to influence visitor travel to/from the site, business travel

during the day and delivery and service trips generated by the development.




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Workplace travel plans have been shown to encourage more sustainable travel

patterns, and have been demonstrated to bring about a 3%-35% reduction in single

occupancy car travel1.

This workplace Travel Plan Framework is an overarching site travel plan to

encompass both Sites. However, it is expected that all future tenants will be

required to prepare individual workplace travel plans which will encourage individual

occupiers to influence the travel behaviour of their employees. It is anticipated this

will be included within the LDO for the site specifying the requirement for an

individual travel plan as a planning condition.

This Travel Plan has been prepared taking into account national and local best

practice guidance, in particular DfT guidelines, ‘Good Practice Guidelines: Delivering

Travel Plans through the Planning Process (2009).

2.1.1 Aim of this Travel Plan

The workplace TPF aims to introduce a tailored suite of sustainable transport

planning measures and initiatives to minimise the impact of car-based travel to/from

the Sites, creating a sustainable development where employees have a range of

transport options available to them, and who are encouraged and incentivised to

choose these modes of travel.

1 Making Smarter Choices, IHT (Appendix 1)




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3 Travel Plan Policy

The TPF has been developed in the context of national, regional and local policies,

which are reviewed below.

3.1 National Planning Policy Framework (March 2012)

The National Planning Policy Framework (NPPF) sets out the Government’s

planning policies for England and how these are expected to be applied. The NPPF

states that Transport policies have an important role to play in facilitating sustainable

development but also in contributing to wider sustainability and health objectives. It

emphases that the transport system needs to be balanced in favour of sustainable

transport modes, giving people a real choice about how they travel.

NPPF identifies in paragraph 35 and 36 that:

Plans should protect and exploit opportunities for the use of sustainable transport

modes for the movement of goods or people. Therefore, developments should be

located and designed where practical to

• accommodate the efficient delivery of goods and supplies;

• give priority to pedestrian and cycle movements, and have access to high

• quality public transport facilities;

• create safe and secure layouts which minimise conflicts between traffic and

cyclists or pedestrians, avoiding street clutter and where appropriate

establishing home zones;

• incorporate facilities for charging plug-in and other ultra-low emission vehicles;

and

• consider the needs of people with disabilities by all modes of transport.

A key tool to facilitate this will be a Travel Plan. All developments which generate

significant amounts of movement should be required to provide a Travel Plan.

NPPF replaces PPG13.

3.2 East of England Plan - The Revision to the Regional Spatial Strategy for the

East of England (2008)

In addition to PPG13, further guidance on sustainable transport is set out in the

Regional Spatial Strategy for the East of England. This guidance covers the counties

of Essex, Hertfordshire, Bedfordshire, Cambridgeshire, Suffolk and Norfolk.

The East of England Development Plan was created as a result of the Planning and

Compulsory Purchase Act 2004. The act transferred responsibility for strategic land

use and transport planning from county to regional level with county structure plans

being abolished and replaced by Regional Development Plans (known as Regional




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Strategies or RS’s). It is the stated aim of the coalition government to abolish the

East of England Development Plan; however, until this takes place, the RS remains

the most up-to-date comprehensive document framing future development plans for

the whole of the Essex area.

The RS covers the period to 2021 but sets a vision, objectives and core strategy for

the longer term. The relevant objectives related to travel planning and sustainable

transport from the RS are reproduced below, they include:

(i): To reduce the region’s impact on, and exposure to, the effects of climate change

by:

• locating development so as to reduce the need to travel; and

• effecting a major shift in travel away from car use towards public transport,

walking and cycling.

(iii): To realise the economic potential of the region and its people by:

• ensuring adequate and sustainable transport infrastructure.

(iv): To improve the quality of life for the people of the region by:

• ensuring new development fulfils the principles of sustainable communities,

providing a well designed living environment adequately supported by social

and green infrastructure;

• promoting social cohesion by improving access to work, services and other

facilities, especially for those who are disadvantaged;

• promoting regeneration and renewal of disadvantaged areas; and

• increasing community involvement in the implementation of the strategy at the

local level.

(v): To improve and conserve the region’s environment by:

• ensuring the protection and enhancement of the region’s environmental assets,

including the built and historic environment, landscape and water; and

• providing a network of accessible multi-functional green space.

The development has limited potential to bring about a regional modal shift in the

region, or to contribute significantly to the reduce the region’s impact on, and

exposure to, the effects of climate change, or many of the other objectives contained

within the RS, unlike large residential or commercial developments.

The specific policies from the RS are summarised in more detail within the remainder

of this chapter.

3.2.1 POLICY SS1: Achieving Sustainable Development

The strategy seeks to bring about sustainable development by applying:




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(1) The guiding principles of the UK Sustainable Development Strategy 2005:

• living within environmental limits;

• ensuring a strong, healthy and just society;

• achieving a sustainable economy;

• promoting good governance; and

• using sound science responsibly.

Local Development Documents and other strategies relevant to spatial planning

within the region should:

3.2.2 POLICY SS2: Overall Spatial Strategy

The development has limited impact to influence the overall spatial strategy of the

region but can contribute to building on existing concentrations of activities and

physical and social infrastructure and to use growth as a means of extending and

enhancing them efficiently.

The RSS sets out that LDF’s should develop policies which:

• ensure new development contributes towards the creation of more sustainable

communities in accordance with the definition above and, in particular, require

that new development contributes to improving quality of life, community

cohesion and social inclusion, including by making suitable and timely

provision for the needs of the health and social services sectors and primary,

secondary, further and higher education particularly in areas of new

development and priority areas for regeneration.

The following policy extracts are taken directly from the RSS.

3.2.3 POLICY T1: Regional Transport Strategy Objectives and Outcomes

To implement the vision and objectives of the Regional Spatial Strategy, the

following objectives [are specified]:

• to manage travel behaviour and the demand for transport to reduce the rate of

road traffic growth and ensure the transport sector makes an appropriate

contribution to reducing greenhouse gas emissions;

• to encourage efficient use of existing transport infrastructure;

• to enable the provision of the infrastructure and transport services necessary

to support existing communities and development proposed in the spatial

strategy;

• to improve access to jobs, services and leisure facilities.

The successful achievement of the objectives will lead to the following outcomes:

• improved journey reliability as a result of tackling congestion;

• increased proportion of the region’s movements by public transport, walking

and cycling;




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• sustainable access to areas of new development and regeneration;

• safe, efficient and sustainable movement between homes and workplaces,

education, town centres, health provision and other key destinations;

• increased proportion of freight movement by rail;

• improved air quality; and

• reduced greenhouse gas emissions.

3.2.4 POLICY T2: Changing Travel Behaviour

To bring about a significant change in travel behaviour, a reduction in distances

travelled and a shift towards greater use of sustainable modes, regional and local

authorities, transport providers and other delivery agencies should implement

policies to:

• raise awareness of the real costs of unsustainable travel and the benefits and

availability of sustainable alternatives;

• encourage the wider implementation of workplace, school and personal travel

plans;

• introduce educational programmes for sustainable travel; and

• raise awareness of the health benefits of travel by non-motorised modes.

3.2.5 POLICY T4: Urban Transport

Within urban areas, including key centres for development and change and

appropriate market towns, Local Transport Plans, Local Development Documents

and other plans or strategies should identify ways to bring about a shift away from

car use to public transport, walking and cycling. This should be achieved through the

following types of measures, in combination as appropriate to local circumstances:

• capitalising on opportunities provided by new development to achieve area

wide improvements in public transport services, footpaths and cycle networks;

• promoting public transport through quality partnerships or other agreements to

deliver enhanced services, improved interchange, increased access, higher

levels of public visibility, better travel information, and appropriate traffic

management measures; and

• improvements to local networks for walking and cycling, including increasing

the attractiveness and safety of the public realm.

3.2.6 POLICY T9: Walking, Cycling and other Non-Motorised Transport

Provision for walking, cycling and other non-motorised transport should be improved

and developed as part of an integrated strategy for achieving the RTS objectives.

Pedestrian, cycle and other non-motorised transport networks should be managed

and improved to enhance access to work, schools and town centres, and provide

access to the countryside, urban greenspace, and recreational opportunities.

Support should be given to completing the National Cycle Network in the region by

2010, and to linking it to local cycle networks.




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3.2.7 POLICY T13: Public Transport Accessibility

Public transport provision, including demand responsive services, should be

improved as part of a package of measures to improve accessibility. Public transport

use should be encouraged throughout the region by increasing accessibility to

appropriate levels of service of as high a proportion of households as possible,

enabling them to access core services (education, employment, health and retail).

3.2.8 POLICY T14: Parking

Parking controls, such as the level of supply or the charges, should be used as part

of packages for managing transport demand and influencing travel change,

alongside measures to improve public transport accessibility, walking and cycling,

and with regard to the need for coordinated approaches in centres which are in

competition with each other. Demand-constraining maximum parking standards

should be applied to new commercial development. The standards in PPG13 should

be treated as maximums, but local authorities may adopt more rigorous standards to

reinforce the effects of other measures particularly in regional transport nodes and

key centres for development and change.

3.3 Local Development Orders

Enterprise Zone status is conditional upon putting in place a simplified approach to

planning. LDOs can be used as a planning tool by local authorities to reduce

planning control within the Enterprise Zone.

An LDO grants planning permission for the type of development specified in the

Order, and by doing so, negates the need for a planning application to be submitted

by the developer.

LDOs can apply to a specific type of development or permit any development in a

designated area, and may grant planning permission outright or with conditions.

LDOs can support growth by exempting certain development from the need to apply

for specific planning permission; those wishing to pursue such developments can

proceed without the time and cost implications of having to submit a planning

application.

The Enterprise Zone in Harlow will require two separate LDOs, one for the London

Road and the other for the Templefields Site. The LDOs will be designed to facilitate

those businesses targeted within the health and allied industries and advanced

manufacturing sectors. Businesses from other sectors will not be prevented from

locating within the Enterprise Zone, but it is currently anticipated that new

development unrelated to the target sectors will continue to require planning

permission.




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4 Existing Site Information

The existing site conditions, in terms of its location and access to transport

infrastructure and services, are summarised below.

4.1 Existing Site Information

4.1.1 Site Location

4.1.1.1 Templefields Site

The Templefields Site is located approximately 3.5km to the north east of Harlow

Town Centre. It is accessed via River Way and Hart Road. River Way connects with

the A414 Edinburgh Way to the south providing onward access to the A10 in the

west and the M11 in the south east. Hart Road connects with the A1184 Cambridge

Road to the east. However, it is noted that Hart Road does not provide a through

route into the Site.

4.1.1.2 London Road Site

The London Road Site is located approximately 2.8km east of Harlow Town Centre.

It is accessed via London Road. London Road connects with the A414 to the south

via Church Langley Way and via First Avenue / Mandela Avenue to the north. The

A414 provides onward access to the M11 in the south.

The location of the proposed sites is shown in the Figure below.




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Figure 4-1: Location of the Proposed Sites

4.1.2 Development Site


The Templefields Site is located north of the West Anglia Main Line and west of the

A1184 Cambridge Road. The Site is currently occupied by an existing employment

area/industrial estate. The Site encompasses 28 hectares of land.


The Council is preparing two LDOs to cover the 23 ha London Road Site. One LDO

will cover the 9 hectares of the former Nortel campus with the second LDO covering

14 hectares of green field land to the north of the former Nortel site.

4.1.3 Surrounding Environment


The Templefields Site is bounded to the east by the A1184 Cambridge Road; to the

north by a hotel and Public House and the River Stort; to the west by the River Stort;

and to the south by the East Anglia Main Line and Harlow Mill Rail Station.




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The London Road site is bounded to the east London Road; to the north by the Mark

Hall Sports Centre; to the west by the A414; and to the south by London Road and

green open space.

4.2 Baseline Transport Data

4.2.1 Local Highway Network


The Site is accessed from River Way via the A414 Edinburgh Way. River Way is a

two-way local access road with a 30mph speed limit, with no stopping. The A414

Edinburgh Way is a heavily trafficked ‘A’ road linking the town with the A10 in the

west. In the vicinity of the Site Edinburgh Way is a two-way road, with a 40mph

speed limit with no stopping. A segregated pedestrian footway and cycle runs along

the southern side of the carriageway separated by a grass verge.

The Site can also be accessed from Hart Road via the A1184 Cambridge Road,

although it is noted Hart Road does not provide a through route into the Site.

Cambridge Road within the vicinity of Hart Road is a dual lane carriageway, although

reverts to a two-way road just north of Hart Road. Cambridge Road lead to Bishop’s

Stortford.


The Site is accessed from London Road via Church Langley Way in the south and

via First Avenue / Mandela Avenue to the north. London Road is a two-way, 40mph

road with no stopping and footways on both sides of the carriageway. The A414

south of the Site is a 40mph dual carriageway with a bus lane in both directions; the

road reverts to a two-way road north of the Church Langley Way roundabout.

Church Langley Way in the vicinity of the Site is a dual carriageway.

4.2.2 Public Transport Provision

Bus Network


The nearest bus stop to the Templefields Site is located on the A1184 Cambridge

Road immediately south of Harlow Mill Rail Station. This stop is served by bus

routes 510 and 511. An additional bus stop is located on the A414 Edinburgh Way,

immediately east of the roundabout with River Way. This stop is served by bus route

8. A further bus stop is located approximately 960m south of Harlow Mill Rail station

on Station Road. This stop is served by bus route 59. The following tables show a

summary of the weekday (two-way) services for these routes.




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Service Route

AM Peak

(0800-

0900)

PM Peak

(1700-

1800)

First bus

to arrive

at Site

Last bus

to depart

Site

Total

number

of buses

8

Harrow Mill-Old Harlow-Mark Hall-

Town Centre 6 6 0718 1832 64

59

Harlow Town Centre-Leaden

Roding-Chelmsford 1 3 0555 1920 29

510

Harlow-Sawbridgeworth-Bishops

Stortford-Stansted Airport 8 6 0014 2350 103

511 Harlow-Bishops Stortford (Circular) 2 1 0608 1928 37

Table 4-1: Bus Services and Frequency - Templefields Site

A survey of existing bus capacity of the routes which serve the Templefields Site

undertaken Tuesday 28 February 2012 indicates that there is existing spare capacity

between the 07:00-09:00 survey period. Although the available spare capacity

between 08:00-08:14 is significantly less than all other time periods, it is worth noting

that there were still 10 spaces available.

0

20

40

60

80

100

120

07:00

-07:1

4

07:15

-07:2

9

07:30

-07:4

4

07:45

-07:5

9

08:00

-08:1

4

08:15

-08:2

9

08:30

-08:4

4

08:45

-08;5

9

Spare Capacity

Actual Passenger Numbers

Figure 4-2: Existing Bus Capacity - Templefields Site




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The nearest bus stop to the site is located approximately 280m north of the site

access road on London Road. The length of time required to walk to this bus stop is

approximately 3.5 minutes2. This stop is served by bus route 20. An additional bus

stop is located approximately 480m south east of the site access road at the Tesco

store located on Church Langley Way. The length of time required to walk to this

bus stop is approximately 6 minutes. This stop is served by bus route 10 and 20.

The following tables show a summary of the weekday (two-way) services for these

routes.

Service Route

AM Peak

(0800-

0900)

PM Peak

(1700-

1800)

First bus

to arrive

at Site

Last bus

to depart

Site

Total

number

of buses

10

Town Rail Station-Harlow Town

Centre-Church Langley 5 4 0601 2336 98

20

Church-Langley-Old Harlow-Mark

Hall-Harlow Town Centre 4 5 0653 1920 47

Table 4-2: Bus Services and Frequency - London Road Site

A survey of the existing bus capacity of the routes which serve the London Road Site

(Church Langley stop) undertaken Tuesday 28 February 2012 indicates that there is

significant existing spare capacity between 07:00-09:00 survey period.

2 Based on a walking speed of 80m / minute as shown in the PTAL methodology, Transport

Assessment Best Practice, (2010) TfL.




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15

0

10

20

30

40

50

60

70

80

Spare Capacity

Actual Passenger Numbers

Figure 4-3: Existing Bus Capacity - London Road Site

Whilst there are a number of other bus services which operate in close proximity to

both Sites, these are either school bus services, or services which don’t operate

within the weekday AM or PM peak hour, for this reason they have not been included

within the assessment. A map which details all relevant bus routes which serve both

Sites is attached in Appendix 1.

Rail Network

Harlow Mill Station, on the West Anglia Main Line with services operated by Greater

Anglia, is the closest rail station to both Sites contained within the Enterprise Zone. It

is located approximately 2.2km north of the centre of the London Road Site. The

length of time required to walk to the station from the London Road Site is

approximately 27.5 minutes. The station is located approximately 550m south east of

the centre of the Templefields Site. The length of time required to walk to the station

from the Templefields Site is approximately 6.8 minutes.

The existing weekday peak rail service operates with a frequency of 7 trains per hour

between Stratford – Bishops Stortford, Cambridge – London Liverpool Street and

Kings Lynn – London Liverpool Street. On weekends, there are 6 and 4 services per

hour on Saturday and Sunday respectively. Harlow Mill Station had a total number of

persons recorded as passing through the station (entries/exits totalled) of 160,618 in

2009/10 (The Office of Rail Regulation (ORR), 2009-10 Station Usage Report)3.

3 The Office of Rail Regulation (ORR), 2009-10 Station Usage Report.




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16

Route

AM Peak

(0800-

0900)

PM Peak

(1700-

1800)

First train

to arrive

Last train to

leave

Total

number of

trains

Bishops Stortford - Stratford 1 2 0538 2145 32

Cambridge- London Liverpool

St 5 5 0524 0033 85

Kings Lynn - London Liverpool

St 1 - 0836 1633 3

Table 4-3: Harlow Mill Rail Station Weekday Service Frequencies

Harlow Town Rail Station is located west of both Sites, and is also served by Greater

Angelia services. The station has a greater frequency of direct services compared to

Harlow Mill Rail Station. Whilst not located within walking distance of either Site it is

accessed directly from bus routes 10 and 20.

4.2.3 Pedestrian and Cycle Access

Harlow has an excellent network of footways and cycle paths through the town.

National Cycle Route 1, part of the Sustrans cycle network, is located within Harlow

and links Harlow Town Station in the west to the High Street in the east. Appendix 2

shows the existing cycling routes within the town.

4.2.4 Existing Travel to Work Patterns


The site is located within the Mark Hall North ward, which is predominately

industrial/employment uses. 2001 Census data has been reviewed to establish how

the Mark Hall North ward daytime4 population currently travel to work and the

distance travelled to work of the workplace5 population. The results are summarised

in Table 4-4 and Table 4-5 below.

4 The day-time population is defined for people aged 16 to 74, as those people who live and

work in the area (or do not work) and those people who live outside the area and work inside

the area. Source: Neighbourhood Statistics, 2001 Census, Census Area Statistics.

5 The workplace population is defined as the people aged 16 to 74 who are in employment

and whose usual place of work is in the area. Source: Neighbourhood Statistics, 2001

Census, Census Area Statistics.




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Method of Travel to Work Percentage

Works mainly at or from home 1%

Underground, metro, light rail or tram 1%

Train 2%

Bus, minibus or coach 4%

Taxi or minicab 1%

Driving a car or van 70%

Passenger in a car or van 9%

Motorcycle, scooter or moped 1%

Bicycle 4%

On Foot 6%

Other 0%

Table 4-4: Method of Travel to Work - Daytime Population. Census 2001 Mark Hill North Ward

As expected the majority of the daytime population (79%) currently travel to work by

car/van, or as a car/van passenger. Only 17% travel by sustainable transport

modes.

The high mode share of car use coupled with the close proximity of the site to

Harlow Mill Rail Station and existing bus routes are excellent starting conditions to

achieve modal shift through the introduction of sustainable transport measures in a

travel plan.

Distanced Travelled to Work Percentage


Less than 2km 15%

2km to less than 5km 39%






60km and over 4%

Table 4-5: Distanced Travelled to Work – Workplace Population. Census 2001 Mark Hall North Ward

Table 4-5 indicates that currently 15% of the workplace population travel less than

2km to work and 54% travel less than 5km to work. As indicated in PPG13, walking

and cycling has the potential to substitute for short car trips which are less than 5km.




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The site is located within the Old Harlow ward, which is predominately residential

and farm land. 2001 Census data has been reviewed to establish how the Old

Harlow ward daytime population currently travel to work and the distance travelled to

work the results are summarised in Table 4-6 and Table 4-7 below.

Method of Travel to Work Percentage


Underground, metro, light rail or tram 0%

Train 2%

Bus, minibus or coach 3%

Taxi or minicab 1%

Driving a car or van 64%

Passenger in a car or van 6%

Motorcycle, scooter or moped 1%

Bicycle 3%

On Foot 11%

Other 0%

Table 4-6: Method of Travel to Work - Daytime Population. Census 2001 Old Harlow Ward

As expected the majority of the daytime population (70%) currently travel to work by

car/van, or as a car/van passenger. Only 19% travel by sustainable transport

modes.

Distanced Travelled to Work Percentage


Less than 2km 21%







60km and over 2%

Table 4-7: Distanced Travelled to Work – Workplace Population. Census 2001 Old Harlow Ward

Table 4-7 indicates that currently 21% of workplace population travel less than 2km

to work and 41% travel less than 5km to work. As indicated in PPG13, walking and

cycling has the potential to substitute for short car trips which are less than 5km.

4.2.5 Site Audit

On completion of the redevelopment of both Sites a full site audit will be undertaken

(organised by the travel plan co-ordinator). The audit will seek to update information




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19

on available transport links, with a full description of the site and transport facilities.

This will also outline details of transport related problems and identify who on site will

play an active role in the development of the Travel Plan.

Considerations have already been made to ensure that staff can access the site by

sustainable modes. These include:

• The provision of secure parking; and

• Ensuring adequate and safe pedestrian access to the Sites is maintained.




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5 Objectives, Strategy and Measures

Having covered the definition of a TP, the baseline transport conditions and the

policy context, this sections set out the objectives of the TPF.

5.1.1 Objectives

The main objectives of this TPF will be to:

• Reduce the level of private car trips to the proposed Sites;

• Promote sustainable transport choices; and

• Promote healthier lifestyles through walking and cycling.

The success of the strategy depends on a partnership approach between the

developers, the tenants, the Local Authority and other relevant Stakeholders.

5.2 Travel Plan Framework Strategy and Measures Concept

The following section sets out the strategy and measures which will help to achieve

the objectives set out above.

The TPF has been prepared in accordance with DfT guidelines, ‘Good Practice

Guidelines: Delivering Travel Plans through the Planning Process (2009) which

encourages the use of ‘The Travel Plan Pyramid’ to ensure that all aspects required

in the formulation of a Travel Plan are addressed to encourage sustainable travel

modes for a development.

The guidance suggests it can be helpful to view a Travel Plan for a new development

as a pyramid of measures, which is constructed from the ground up, with each new

layer building on the last, all set within the context of the outcomes sought. The

Travel Plan pyramid is illustrated below:




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Figure 5-1: The Travel Plan Pyramid. Source: DFT Good Practice Guidelines: Delivering Travel Plans

through the Planning Process, April 2009

As per the levels presented in the pyramid, the following sets out the suitability of the

Site for sustainable development:

• At Level 1 – the base of the pyramid, the choice of location for development,

provides the foundation for good accessibility, by ensuring proximity to existing

facilities and services, including shops, health facilities, schools and public

transport.

• At Level 2 – are all the physical aspects of the development that can be

expected to influence travel.

• At Level 3 – is the input of a site Travel Plan Co-ordinator to co-ordinate the

ongoing development and management of the plan, including further

measures, awareness raising, monitoring and review.

• At Level 4 – are the services and facilities to be delivered as part of the Travel

Plan to help meet transport needs as appropriate.

• At Level 5 – the top of the pyramid is awareness-raising, marketing and

information. These are measures designed to ensure that people know about

the services and facilities provided through the Travel Plan and to encourage

more sustainable travel.




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6 The TPF Measures

The following measures are proposed using the DfT’s pyramid structure specified in

the previous section

6.1 Level 1 - Location

Level 1 of the guidance has limited applicability given that both Sites are already in

use with plans to improve facilities and maximise usage and utility. The location

cannot therefore be chosen to maximise opportunities for sustainable travel.

Both Sites are accessible by existing public transport facilities. Bus stops located

within 500m of the London Road Site are served by two bus routes. The

Templefields Site is served by four bus routes. In addition, Harlow Mill Rail Station is

located approximately 550m south east from the centre of the Templefields Site.

Whilst the London Road Site is located over 2km away from the Harlow Mill Rail

Station, the two bus routes which serve the London Road Site provide access to

Harlow Town Rail Station.

An existing cycle route runs along London Road providing access to the London

Road Site, the route continues along First Avenue (Mandela Avenue) and provides

access to the town centre.

Walking and cycling accessibility (i.e. ease of access and distance) have a major

role to play in transport in the local environs, particularly for short distance trips (up

to 2km walking and 5 km cycling). Walking is essential for local journeys, and is an

integral part of public transport journeys and some private car journeys. For this

reason, anything that makes these journeys easier, more pleasant, and safer is

beneficial.

The encouragement of cycling is an important aspect of any Travel Plan, particularly

for trips up to 5km. This mode of travel will be particularly useful for residents of the

local area who wish to access the Sites who live within 5km.

As detailed in paragraph 4.2.4 above, 21% of the existing workplace population live

within 2km of the London Road Site, and 41 % live within 5km. Whereas 15% of the

workplace population lives within 2km of the Templefields Site and 54% live within

5km.

6.2 Level 2 – Physical Aspects

A travel plan should include a package of measures aimed at encouraging and

improving the environment for walking, cycling and public transport use as well as

making the best use of car journeys. The following physical measures will

encourage sustainable travel behaviour when utilising / accessing the Sites:

6.2.1 On-Site

Parking Provision




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23

The car parking provision on both Sites will be in accordance with Essex County

Council’s Parking Standards, Design and Good Practice (September 2009).

Cycle Parking

The provision of secure and conveniently located cycle storage will be provided on

both Sites. Signage within each Site will direct cyclist to these storage areas

therefore eliminating impromptu cycle lockups. Cycle parking will be provided in

accordance with Essex County Council’s Parking Standards, Design and Good

Practice (September 2009).

Site Layout and Design

The London Road Site redevelopment includes the provision of a new spine road

into the Site from London Road (north of the existing vehicular access); this connects

to a new link road to the north of the Site which links London Road and the A414A.

In addition, a new pedestrian and cycle only access is provided off London Road,

located between the new spine road and link road accesses. Overall, the London

Road Site will have five key access points for vehicles, pedestrians and cyclists.

The Templefields Site redevelopment includes the provision of a new access road off

the A1184 Cambridge Road (north of Hart Road) which links up with River Way.

Overall, the Templefields Site will have two key access points for vehicles,

pedestrians and cyclists.

The new access routes proposed will facilitate through movements into both Sites.

The on-site street design of both Sites conforms to current Manual for Streets 2

standards. The site layouts are such that they are fully permeable and follow key

desire lines. Pedestrian footways within both Sites allow for the safe movement of

pedestrian.

Site layouts for both Sites are included in Appendix 3.

6.2.2 Off-site

Pedestrians and Cycling

To facilitate sustainable transport accessibility to both Sites an audit of the main

walking and cycling routes which link with existing public transport facilities and

surrounding residential areas has been undertaken. The audit identifies possible

physical improvements to these routes in order to make them more attractive to

potential users. Improvements suggested include footway resurfacing, signing,

provision of dropped kerbs and tactile paving, identification of crossing point

improvements etc. All suggested improvements are included in Appendix 4.

In addition, the proposed new access routes at both Sites will enhance pedestrian

access to existing bus stops.

Buses

It is proposed to make London Road a bus only route between the new link road and

First Avenue (Mandela Avenue)/Gilden Way through the installation of bus gates.




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No further bus infrastructure is proposed off-site, though service improvements /

amendments are proposed in Section 6.4 below.

6.3 Level 3 – Site Travel Plan Co-ordinator

In order for the TPF to be a success, a Travel Plan Co-ordinator (TPCO) will be

identified who will be primarily responsible for implementing and organising the

individual measures contained in the plan. A TPCO is an individual person

responsible for all aspects of researching, developing, marketing and monitoring a

TP. The workload of the TPCO is likely to be variable; therefore a permanent full-

time post is not always necessary. Greater input from the TPCO will be required in

the early stages on occupation. However, further work will be needed to update the

plan at future stages. The TPCO role can be provided by a consultant with

appropriate expertise in Smarter Choices, working on behalf of the Enterprise Zone.

6.4 Level 4 Services and Facilities

Key services and facilities to complement the location and physical design of the

development will also be implemented to further encourage the use of sustainable

transport modes.

Public Transport Improvements

Funding is to be provided for service improvements to the existing bus network so

that both Sites are comprehensively linked to most residential neighbourhoods within

the town. Analysis has been undertaken to assess how the current network could be

adapted to form a revised sample network. The analysis seeks wherever possible to

make use of existing resources, however it is noted that this will require the co-

operation of existing operators, where amendments are suggested for existing

routes. Where routes are suggested for being linked, this is made on the basis of

combining two routes operated by the same company. The proposed sample bus

network for both Sites is included in Appendix 5.

In addition, research suggests marketing initiatives for public transport are at least as

important as service improvements in attracting passengers and influencing travel

behaviour6. Therefore a targeted marketing campaign which is either area-wide or

mode specific will further increase public transport use.

Other service / facilities improvements could include the provision of a car sharing

scheme, commercially operated car clubs, the provision of high speed broadband

access and flexible working.

6 ‘Smarter choices – changing the way we travel’, Sally Cairns, Lynn Sloman, Carey Newson, Jillian

Anable, Alistair Kirkbride and Phil Goodwin, DfT , July 2004.




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We have assumed that that the public transport measures proposed will increase the

existing modal share of public transport (bus 4% and 3% and train 3% and 2% for

the Templefields Site and London Road site respectively) to 15% for the

Templefields and London Road Sites.

Car Sharing

Car sharing is when two or more people, usually who are heading to the same

destination, travel together by car for all or part of a journey. It is also known as lift

sharing. Launching an Enterprise Zone car sharing scheme will contribute to fewer

cars on the road, leading to reduced congestion, less delays, faster journey times

and cheaper motoring.

Car sharing will save both employers and employees time and money, will contribute

to a more pleasant and efficient commute to and from work, and will improve the well

being of staff.

Car sharing has been shown to reduce parking demand and peak time traffic, and

had been demonstrated to bring about a reduction of between 2%-28% in single

occupancy car trips7.

Car Clubs

Car clubs give people access to a vehicle on a pay-as-you-go basis. Cars are

parked in publicly/easily accessible locations.

Car clubs provide the convenience of a car, without the hassle of repairs, servicing,

renewing insurance and parking. This can be for individuals who do not want to own

a car but still have occasional need for one, or for business usage in place of car

pool vehicles. By breaking the link with habitual car use, car clubs reduce

congestion and pollution and increase physical activity.

Car club operators offer new cars for hire by the hour. They are responsible for

providing the vehicles, insurance, roadside rescue and taking care of the cars’

cleaning, maintenance and repair. Cars can be booked by telephone or online, 24-

hours-a-day and are accessed using a smart card and PIN. Billing is done securely

online by credit card, unless paper copies are requested by members.

Technology

The provision of fibre optic high speed broadband at both Sites will allow for

businesses to make use of teleworking, tele-conferencing and video conferencing.

Teleworking is shown to improve employee work/life balance, improve productivity

and staff retention, and can bring about a reduction of between 15-200 car miles per





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week. Additionally, it had been demonstrated to reduce employee sick days by

70%8.

Flexible Working

Flexible start and finish times, allows employees to organise their working days

around public transport, car sharing opportunities, or to avoid congestion. By

travelling outside of peak hours, workers save time otherwise wasted in congestion,

reduce stress and help to cut emissions. It is considered that this will bring about a

reduction of peak hour car trips of 5%.

6.5 Level 5 – Marketing and Promotion

Marketing and a communications strategy are essential and critical to the success of

a TP. Effective marketing goes hand-in-hand with implementing measures and is

designed to ensure that people know about the services and facilities provided

through the travel plan.

Personal Travel Planning

‘Personal Travel Planning’ (PTP) is an approach to delivering customised travel

advice tailored to individual’s journey needs. It seeks to overcome habitual use of the

car, enabling more journeys to be made on foot, bike, bus, train or in shared cars. It

can also seek to discourage unnecessary travel, through the provision of local or

site-specific information. The development of the Enterprise Zone provides an

opportunity to offer personal travel advice when employees have just moved in. At

this point, new travel habits are being established and information about the services

and facilities in the area are essential to achieving sustainable travel choices.

In addition to this, the current programme of Personal Travel Planning being

implemented throughout the town (Fifth Avenue and Mark Hall South) will assist to

lower current town centre vehicular traffic demand with a shifting emphasis towards

sustainable travel.

PTP could help to achieve modal shift and reduce travel demand via the private car

by education and promotion of making sustainable travel choices. A detailed

programme of PTP could be introduced once the Site is fully occupied.

PTP has been shown to encourage more sustainable travel patterns, and had been

demonstrated to bring about up to 11% modal shift away from the private car9.

Within Harlow, the implementation of the PTP programme has demonstrated a 15%

reduction in overall car use, a 59% increase in walking and a 7% increase in bus use

in Mark Hall for journeys to work.






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Publicity

Information relating to the TPF will be publicised on the Sites’ web site and in printed

promotional material. The Site web site will contain information to all visitors and

employees on how to access the site by means other than the car. Information to

include pedestrian and cycle route maps, public transport links and timetables.

Information will be collated by the Travel Plan Coordinator.

Publicity can also include involvement in special travel awareness events such as

Bike Week, Walk to Work Week and Car Free Days.

Welcome Pack

Every new employee / business in the development will be made aware of the TPF

and will receive a welcome pack on occupation. The pack will contain the following:

• Maps showing local bus stops / routes, cycle routes and walking routes to the

Site and the location of local amenities;

• Bus timetables;

• Information on facilities as well as amenities for the disabled; and

• Information regarding the health benefits of walking and cycling.

In order to ensure that TPF objectives continue to be met several years after

occupation, the TPCO will also need to provide a welcome pack for new employees.

After the survey information has been included in the TPF the TPCO should consider

organising a green travel launch event to bring together all the elements of the TPF

and re-advertise it to the Site employees.

6.6 Possible ‘Soft’ Measures

Key measures/initiatives to complement the location and physical design of the


transport modes. Some examples of possible measures are detailed below. It is

important to note that this list is not exhaustive.

• Formation of a Bicycle Users Group (BUG)

• Provide free cycle training to employees of business located within the

Enterprise Zone;

• Assistance to staff in accessing information about safe cycling, appropriate

clothing, local cycle routes etc;

• Provide site map detailing locations of cycle parking;

• Provide local area map detailing public transport links, and cycle routes;




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• Provide public transport information, available direct from the local operators

or the council;

• Identify safe walking routes;

• Participate in ‘Walk to Work’ week;

• Consider the need to provide facilities for those who travel by motorcycle /

moped;

• Develop a ‘how to find us’ guide for visitors showing how the Site can be

accessed by sustainable modes of travel. Include the information on the

Enterprise Zone website.

6.7 Funding and Co-ordination of Mitigation

£1m has been set aside by ECC, which was acquired from the New Hall s106

contribution, originally earmarked for bus lane improvements in Harlow. This

scheme was subsequently financed by ECC and the contribution has therefore been

earmarked to be used for Enterprise Zone mitigation. Furthermore, following

discussions with ECC’s Development Control team, there is a high level plan to co-

ordinate s106 contributions for proposed developments across Harlow to improve

transport across the town. In addition, a proportion of the £67m of revenue

associated with business rates for the Enterprise Zone could be combined with any

s106, coordinated by HDC and ECC to target transport problem areas (roads

suffering from high congestion, or residential areas with poor public transport

accessibility).

The types of measures which the contributions could be used for could include:

• Public Transport Service Improvements;

• Highway Capacity Improvements;

• Implementation of Infrastructure Schemes such are Park and Ride, Bus Rapid

Transit, Provision of Cycle Lanes, Bus Gates, or

• Toward softer measures such as further PTP in residential areas.

These measures are discussed more specifically in the mitigation section of the TA.

All of the mitigation proposals, developer / promoter contributions will need to be

finalised and agreed with ECC development control team following the submission of

the Transport Assessment.

6.8 Targets

Targets are the measurable goals by which we will assess the Travel Plan’s

progress. Objectives and targets should be SMART - Specific, Measurable,

Achievable, Realistic and Time bound and set in light of the results of the travel

survey and with consideration to the local surroundings. Indicators are the elements




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that will be monitored to identify whether the targets have been met and the

objectives achieved. Most targets will be set for between three and five years after

occupation.

The following initial target will be applied to the Workplace Travel Plan Framework

for the Enterprise Zone. The staff travel surveys will be used to set additional robust

targets for the Travel Plan.

• All business located within the Enterprise Zone will need to attain a minimum

sustainable mode share for travel to the site of 30% from three years of

occupation. This target will also be specified within the LDO.

Future iterations of the Travel Plan through annual monitoring will be used to refresh

targets and identify new targets in line with progress and any subsequent

development of the Sites.

A preliminary action plan for implementation of the Travel Plan Framework is

summarised in Table 6-1 below. It is important to note that this action plan is not

exhaustive.

Measures Responsibilities Timescales

Framework Travel Plan

(overarching site travel plan)

Site Travel Plan Co-ordinator Agreed for determination of

the Local Development Order

(LDO), to be reviewed

annually

Individual Workplace Travel

Plans

Lead by tenants’ own Travel

Plan Co-ordinator /

representative with input

from the Site Travel Plan Co-

ordinator.

Within 6 months of first

occupation, to be reviewed

annually.

Travel surveys Lead by tenants’ own Travel

Plan Co-ordinator /

representative with input

from the Site Travel Plan Co-

ordinator.

Initial survey within 6 month

of occupation of new tenant,

then annually for a period of

five years.

Welcome packs Site Travel Plan Co-ordinator Disseminate to new tenants

and staff on occupation

Personalised Travel Planning Site Travel Plan Co-ordinator

with input from tenants own

Travel Plan Co-ordinator /

representative

Within 1 month of first

occupation




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Car clubs Site Travel Plan Co-ordinator

and tenants own Travel Plan

Co-ordinator / representative

in liaison with car club

companies

On-going programme

depending on demand

Car Sharing Site Travel Plan Co-ordinator Access to website available

prior to first occupation

Formation of a Bicycle Users Group (BUG)

Site Travel Plan Co-ordinator On-going programme

depending on demand

Cycle training to employees Site Travel Plan Co-ordinator

in liaison with tenants own

Travel Plan Co-ordinator /

representative

On-going programme

depending on demand

Local area Public transport

and cycle route map

Site Travel Plan Co-ordinator Available prior to first

occupation

Develop a ‘how to find us’

guide for visitors

Site Travel Plan Co-ordinator Available prior to first

occupation

Table 6-1: Preliminary action plan for implementation of the Travel Plan




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7 Monitoring and Review

7.1.1 Travel Survey

Monitoring the TPF will be crucial in ensuring that all information is kept up to date

and relevant to the needs of the visitors and staff. This responsibility for this will rest

with the Travel Plan Coordinator.

The primary tool for monitoring will be through the undertaking of travel survey

periodically. The TPCO will be responsible for organising the travel survey and using

the results to assess how effective the Travel Plan has been in achieving its targets

and objectives. The travel survey will indicate whether there has been a shift in travel

behaviour. Other monitoring exercises, for example counting the number of cycles in

the cycle parking areas or cars in the car park, will be used as an effective indicator

of how successful the Travel Plan is in meeting the targets set.

The results of the travel survey will be used to gauge how the current Travel Plan is

performing. The results will also identify which measures are successful and which

need revising. The Travel Plan measures should be altered based on the results of

the travel to work survey creating an up to date flexible document.




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8 Summary and Conclusion and Recommendation

This Workplace Travel Plan Framework (TPF) is provided in support of the

Enterprise West Essex @ Harlow which was granted Enterprise Zone status by the

Government on 17th August 2011.

The Sites cover approximately 51 hectares: 23 hectares at London Road (comprising

the former Nortel campus to the south and a 14ha greenfield site to the north); and

28 hectares at Templefields North East.

This workplace Travel Plan Framework is an overarching site travel plan to

encompass both Sites. However, it is expected that all future tenants will be

required to prepare individual workplace travel plans which will encourage individual

occupiers to influence the travel behaviour of their employees.

The TPF has been prepared in accordance with DfT guidelines, ‘Good Practice

Guidelines: Delivering Travel Plans through the Planning Process (2009) which

encourages the use of ‘The Travel Plan Pyramid’ to ensure that all aspects required

in the formulation of a Travel Plan are addressed to encourage sustainable travel

modes for a development.

Both Sites are reasonably well located in terms of existing Public Transport facilities.

The car and cycle parking provision on both Sites will be in accordance with Essex

County Council’s Parking Standards, Design and Good Practice (September 2009).

The London Road Site redevelopment includes the provision of a new spine road

into the Site from London Road (north of the existing vehicular access); this connects

to a new link road to the north of the Site which links London Road and the A414A.

In addition, a new pedestrian and cycle only access is provided off London Road,

located between the new spine road and link road accesses. Overall, the London

Road Site will have five key access points for vehicles, pedestrians and cyclists.

It is proposed to make London Road bus only between the new link road and First

Avenue (Mandela Avenue)/Gilden Way through the installation of bus gates. .

The Templefields Site redevelopment includes the provision of a new access road off

the A1184 Cambridge Road (north of Hart Road) which links up with River Way.

Overall, the Templefields Site will have two key access points for vehicles,

pedestrians and cyclists.

In order for the TPF to be a success, a Travel Plan Co-ordinator (TPCO) will be

identified who will be primarily responsible for implementing and organising the

individual measures contained in the plan.




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Key services and facilities to complement the location and physical design of the

development include service improvements to the existing bus network so that both

Sites are comprehensively linked to most residential areas within the town.

Launching an Enterprise Zone car sharing scheme will assist to contribute to fewer

cars on the road, leading to reduced congestion, less delays, faster journey times

and cheaper motoring.

The provision of commercially operated Car clubs on both Sites will give individuals

and/or businesses access to a vehicle on a pay-as-you-go basis.

The provision of fibre optic high speed broadband at both Sites will allow for

businesses to make use of teleworking, tele-conferencing and video conferencing.

Flexible start and finish times will allow employees to organise their working days

around public transport, car sharing opportunities, or to avoid congestion.

The development of the Enterprise Zone provides an opportunity to offer personal

travel advice when employees have just moved in. At this point, new travel habits are

being established and information about the services and facilities in the area are

essential to achieving sustainable travel choices. Personal Travel Planning (PTP)

could help to achieve modal shift and reduce travel demand via the private car by

education and promotion of making sustainable travel choices.

Information relating to the TPF will be publicised on the Enterprise Zone web site

and in printed promotional material. The Site web site will contain information to all

visitors and employees on how to access the site by means other than the car.

Every new employee / business in the development will be made aware of the TPF

and will receive a welcome pack on occupation.

Soft measures/initiatives to complement the location and physical design of the


transport modes will include the formation of a Bicycle Users Group, free cycle

training to employees of business located within the Enterprise Zone; the provision of

local area map detailing public transport links, and cycle route; public transport

information and the identification of safe walking routes etc

An initial target to be applied to the Workplace Travel Plan Framework for the

Enterprise Zone will be that all business located within the Enterprise Zone will need

to attain a minimum sustainable mode share for travel to the site of 30% from three

years of occupation.

The staff travel surveys will be used to set additional robust targets for the Travel

Plan.




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In summary, the measures/targets identified will assist to bring about the following

modal shift:

• Personalised Travel Planning – will demonstrate a reduction of between 11% -

15% in car use;

• Car sharing - will demonstrate a reduction of between 2%-28% in single

occupancy car trips;

• Public Transport Improvements – we have assumed an increase in public

transport modal share to 15% for both Sites;

• Flexible start and finish times - will bring about a 5% reduction of peak hour car

trips;

• As specified in the LDO, all business located within the Enterprise Zone will need

to attain a minimum sustainable mode share for travel to the site of 30% from

three years of occupation.

Cumulatively the impact of the measures detailed above and those contained within

the mitigation section of the Transport Assessment, will contribute to a to a 30%

reduction in car usage compared to the Harlow average for people travelling to the

EZ.

8.1 Recommendation

The Workplace Travel Plan Framework could be expanded to include Area wide

Travel Planning. Area travel plans bring together organisations in a specific

geographical area in order to share resources and ideas for developing and

implementing travel plans and to increase the effectiveness of individual travel plans.




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9 Appendix

Appendix 1: Existing Bus Routes

Appendix 2: Existing Cycle Routes

Appendix 3: Site Layouts

Appendix 4: Cycle Audit

Appendix 5: Sample Bus Network