INDIVIDUAL TRAVEL PLAN

Transcription

1 INDIVIDUAL TRAVEL PLAN Plot 12, Phase 1B (South) Reserved Matters Application Brent Cross South Limited Partnership October 2017

2 Contacts Brent Cross South Limited Partnership 4 Stable Street London N1C 4AB ARUP 13 Fitzroy Street London W1T 4BQ

3 Brent Cross South Limited Partnership Brent Cross South: Plot 12, Phase 1B (South) BXS-ARP-1BS-XX-RP-TP-3014 Issue 24 October 2017 This report takes into account the particular instructions and requirements of our client. It is not intended for and should not be relied upon by any third party and no responsibility is undertaken to any third party. Job number Ove Arup & Partners Ltd 13 Fitzroy Street London W1T 4BQ United Kingdom

4 Contents 1 Introduction Background Planning context Scope of travel plan Approach Contact details Travel plan structure 5 2 The proposed development Description of the development Site access Opening times 6 3 Existing and baseline transport facilities Introduction Pedestrian and cyclist amenities Public transport network Highway network context Plot 12 transport proposals 17 4 Aims and objectives Sustainable transport Aims of the Travel Plan Objectives of the Travel Plan Site specific Travel Plan objectives 20 5 Baseline mode splits and targets Introduction Baseline person trips Monitoring Targets 24 6 Travel plan measures Introduction Design measures for reducing car dependency initiatives 28 7 Management of the Surveys and consultation Marketing the 32 Page

5 8 Monitoring and review Introduction Monitoring Reporting 33 9 Action plan 35 Tables Table 1: RMTR supplementary documents Table 2: Proposed Plot 12 indicative residential mix Table 3: Proposed Plot 12 indicative area schedule by land use Table 4: London Underground line peak hour frequencies Table 5: Local bus service frequencies Table 6: Rail service frequencies at Cricklewood Railway Station Table 7: Infrastructure to be delivered in Phase 1B (South) Table 8: Highway network improvements Table 9: FTP and transport matrix phase mode share projections (% person trips) Table 10: Plot 12 trip generation by land use Table 11: Section 73 Permission residential modal split Table 12: Plot 12 multi-modal trip generation Table 13: Plot 12 mode split future year targets Table 14: Cycle parking minimum standards and provisions for Plot 12 Table 15: Action plan Figures Figure 1: Plot 12 context plan Figure 2: Existing pedestrian and cycle networks Figure 3: Baseline bus transport network in relation to Plot 12 Figure 4: Indicative Phase 1 bus routeing within BXS Figure 5: Transport networks context for Plot 12 Figure 6: Proposed pedestrian and cycle routes within Plot 12 Drawings Drawing 1: BXS-ARP-SK-TP-0173-P02

6 1 Introduction This document has been prepared on behalf of BXS Limited Partnership ( BXS LP ) to discharge Condition 2.1, of the S.73 Permission (ref. F/04687/13), for Plot 12, Phase 1B (South) of the BXC Masterplan. Condition 2.1 requires the submission of an ( ITP ) for a Phase or Sub-Phase prior to the submission of the first Reserved Matters Application for that Phase or Sub-Phase. Separately, BXS LP is making a Reserved Matters Application for the redevelopment of Plot 12, which falls within Phase 1B (South). Phase 1B (South), in addition to Plot 12, comprises other development / infrastructure, as follows: Claremont Park; Clitterhouse Playing Fields; Claremont Avenue; Claremont Road Junction North; High Street South (East Works); and Orchard Lane. The above development/ infrastructure were previously located in Phase 1A (North) and have recently been formally re-phased into Phase 1B (South). They already benefit from Reserved Matters consents. Therefore, this Individual Travel Plan relates only to the development proposed for Plot 12 since this is the only development within Phase 1B (South) not benefiting from a Reserved Matters consent. Should the Local Planning Authority approve this document, the discharge of Condition 2.1 would be complete for the full extent of Phase 1B (South). 1.1 Background This report has been prepared by Arup on behalf of BXS Limited Partnership (BXS LP) to provide transport planning and highways infrastructure services to support a Reserved Matters Application ( RMA ) for Plot 12 and the adjacent streets and public realm (which form part of Phase 1B (South) of the S73 Permission). Brent Cross South ( BXS ) is the southern element of the Brent Cross Cricklewood ( BXC ) regeneration. To support the Reserved Matters Transport Report ( RMTR ) for Plot 12 (within Phase 1B (South)), hereafter referred to as Plot 12, a number of supplementary documents are being submitted. These are outlined in Table 1. Page 1

7 Table 1: RMTR supplementary documents Document S73 Condition Document ref. Reserved Matters Transport Report 37 BXS-ARP-1BS-XX-RP-TP-3012 Servicing and Delivery Strategy 1.22 BXS-ARP-1BS-XX-RP-TP BXS-ARP-1BS-XX-RP-TP-3014 Pedestrian and Cycling Strategy 2.8(a) BXS-ARP-1BS-XX-RP-TP-3015 Phase Car Parking Strategy and Standards 11.2 BXS-ARP-1BS-XX-RP-TP-3016 This report sets out the (ITP) for development in Phase 1B (South), which comprises Plot 12, under Condition 2.1 of the Section 73 Permission dated 23 July 2014 (ref F/04687/13) ( S73 Permission ) and part discharge of Condition The ITP supports the RMTR for Plot Planning context The S73 Permission is the current outline permission for the regeneration of BXC. The S73 Permission establishes the principles and parameters for the development and creates a framework of control to ensure that the BXC development is carried out in a manner which is consistent with, inter alia, the transport impacts forecast in the consented BXC Transport Assessment (BXC05, October 2013). The S73 Permission divides the BXC development into seven indicative phases. Phase 1 is further subdivided into sub-phases, including Phase 1B (South) by the S73 Permission. Prior to the submission of RMAs for each phase of the development, the Section 106 (S106) Agreement sets out the requirement to provide a Phase Transport Report (PTR), in accordance with Condition 37 of the S73 Permission. Each RMA then needs to be accompanied by an RMTR and a suite of supporting documents, including a Travel Plan. Condition 37.1 requires the submission and approval of a scoping report prior to the submission of any Transport Report associated with the proposed development. A scoping document addressing this condition and setting out the proposed methodology for the RMTR and associated supporting documentation, including this ITP, for Plot 12 has been submitted to and approved by London Borough of Barnet ( LBB ) (planning reference 17/4015/CON). The structure and requirements of the various transport reports are set out in Schedule 17 of the S106 Agreement, which includes provision for an Individual Travel Plan. In addition to this, the Phase 1 Phase Transport Report (PTR:P1), RMTR and strategy documents submitted in support of RMAs for Phase 1A(North), 1A(South) and 1B(North) have been reviewed and incorporated appropriately. Recent re-phasing applications relating to Phase 1A(North), Phase 1A(South) and the new Thameslink Station are also reflected in this document. A list of relevant applications and reports is presented in the RMTR, along with the S106 Agreement and planning condition extracts. Further details on the planning context and relevant S73 documents are also provided within the RMTR for Phase 1B (South). Page 2

8 A Framework Travel Plan ( FTP ) was prepared and approved under the S73 permission. The FTP sets out the envisaged site-wide mechanisms for maximising the potential for sustainable travel by users and occupiers of the site. The FTP provides a framework within which travel behaviour of users of BXS can be managed. With regard to ITPs, the FTP states that the ITPs will identify the specific packages of measures need to achieve the aims, objectives and targets of the FTP. This ITP has been prepared with due regard to the aims, objectives and targets identified in the FTP. The aims, objectives and targets set in this ITP are consistent with and contribute to achieving the aim, objectives and targets set out in the FTP through measures specific to Plot Scope of travel plan This ITP refers specifically to Plot 12, which consists of 292 residential units, as well as 686sqm (GEA) of flexible retail (A1/A3) land use and 117sqm (GEA) of café (A3) land use. A small housing office is also to be located on the site. The site is bounded by High Street South (East Works) to the north, Claremont Park Road (Part 1) to the south, and tertiary routes to the east and west of Plot 12. All of these roads are part of the BXS development, and are yet to be constructed. Figure 1 shows Plot 12 in the context of the consented Phase 1 infrastructure. Page 3

9 Figure 1: Plot 12 context plan 1.4 Approach This ITP has been produced with due regard to Transport for London s (TfL s) latest Travel Plan Guidance, which is available on the TfL website. The ITP will form the basis of a more detailed travel plan to be developed further by the management of the proposed development prior to taking up occupation in cooperation with BXS LP as Master Developer. This version of the ITP, Version 1, has been prepared to support the RMTR for the proposed development of Plot 12. The ITP has been prepared by Arup on behalf of the applicant, and should be read in conjunction with the RMTR for Plot 12. Page 4

10 1.5 Contact details Below is a summary of the current information regarding the overall responsibility for the ITP. Organisation name: Organisation address: This Travel Plan has been prepared by Arup on behalf of BXS Limited Partnership (BXS LP). The Travel Plan is the property of Brent Cross South Limited Partnership. 4 Stable Street, London. N1C 4AB Local Planning Authority: London Borough of Barnet (LBB). Address of development: Brent Cross South Phase 1B (South) London NW2. Travel Plan prepared by: Arup, 13 Fitzroy Street, London, W1T 4BQ Responsibility: Until appointment of the Travel Plan Coordinator, this Travel Plan will be the responsibility of a named individual (to be advised). Ultimately, responsibility of the Travel Plan would pass to a named director/senior manager at the development. 1.6 Travel plan structure This ITP is structured as follows: Section 2 provides a description of the proposed development; The existing transport infrastructure in the vicinity of the site is set out in Section 3; Section 4 sets out the aims and objectives of this ITP; Preliminary targets are set out in Section 5; Proposed travel plan measures are set out in Section 6; Section 7 sets out how the travel plan will be managed; Travel plan monitoring and review is summarised in Section 8; and The final section, Section 9, contains the action plan. Page 5

11 2 The proposed development 2.1 Description of the development Plot 12 will comprise a mixed use development for 292 residential units across two buildings and ancillary housing office, flexible retail, café, basement, car parking and plant with associated landscaping, access and layout. The proposed residential unit mixes are presented in Table 2 whilst the proposed area schedule by land use is shown in Table 3. Table 2: Proposed Plot 12 indicative residential mix Residential mix Studio 1-Bed 2-Bed 3-Bed 4-Bed All Total Table 3: Proposed Plot 12 indicative area schedule by land use Land use Gross internal area (m²) Gross external area (m²) Residential 28,522 31,214 Café/ Flexible retail Housing office Other ancillary space 5,845 6,066 Total 35,135 38, Site access Vehicular access to Plot 12 will be provided via a one-way route through the plot. Access will be provided by the tertiary routes, which run from and to Claremont Park Road (Part 1), which connects to the existing Claremont Road. Brent Cross Shopping Centre, the A406, A41, M1 and Cricklewood are all accessible from High Street or Claremont Road. The site access and wider context is shown in drawing BXS-ARP-SK-TP-0173-P02. When Plot 12 is complete, pedestrians and cyclists will also be able to make use of these access points, in addition to locations on High Street South (East Works), to the north of Plot 12. Pedestrians and cyclists will have convenient access to the new Thameslink Station to the west, Brent Cross Underground Station to the east and Brent Cross Shopping Centre and Bus Station to the north via a series of new connections, primarily along Claremont Park Road (Part 1), Marble Drive, High Street South (East Works) and the Living Bridge. 2.3 Opening times At this stage it is difficult to provide detailed information in respect to opening times. However, due to its nature, the residential portions of the development will be operational 24 hours per day. It is envisaged that the associated flexible retail units will have typical retail opening hours, as will the Whitefield Estate housing office. Page 6

12 3 Existing and baseline transport facilities 3.1 Introduction This chapter presents a review of the existing transport conditions relevant to the development proposals in the context of the existing development within the proposed Plot 12 boundary. The overall accessibility of the site has been assessed with respect to public transport, pedestrian, cycle and vehicular access and presents the 2017 position illustrating the connectivity of the site with the surrounding area. Baseline and future transport proposals are also discussed. 3.2 Pedestrian and cyclist amenities As presented in transport document BXC05 approved as part of the S73 Permission, existing pedestrian and cycle connectivity across BXC, and in particular BXS, is limited beyond its immediate area. The location of the site in relation to the A406, A41, A5 and M1 corridors as well as the Midland Mainline (MML) railway and Cricklewood railway lands to the west essentially isolates the existing development within the proposed Plot 12 boundary from the surrounding area by cycle or on foot. The existing pedestrian and cycle networks are presented in Figure 2. Page 7

13 Figure 2: Existing pedestrian and cycle networks Pedestrian amenities Within the immediate area associated with the Plot 12 development, pedestrian links through Clarefield Park and Clitterhouse Playing Fields as well as along Claremont Road provide local connections to the west as far the existing Midland Mainline Railway (MML). Approximately 400m from the site, the railway severs the BXS site from the A5 and residential areas further to the west, south and east, while pedestrian links to Brent Cross Shopping Centre and Bus Station to the north are via footways along Claremont Road and Brent Terrace. Access to Tesco and the Hendon Leisure Centre to the east is via Claremont Road and Marble Drive. Page 8

14 3.2.2 Cycle amenities Cycle facilities are currently poor with little connectivity between the site and the wider Brent Cross area. Several designated cycle routes and combined cycle/pedestrian routes are provided in the wider BXS site, some of which form part of the TfL cycle network, although wayfinding is poor. In general, provision between the BXS site and the adjacent residential areas is constrained by the existing major transport corridors, the A406 North Circular Road to the north, MML and A5 to the west and the A41 Hendon Way to the east. The southern boundary of the BXS site however sits against permeable residential areas. The majority of cycle provision is on road, with locally signed routes along Claremont Road, Prayle Grove, Brent Terrace and Tilling Road. There are some combined pedestrian/cycle facilities, in particular via the pedestrian bridges across the A406 and at the A5 and M1 junctions and underpasses at the A41 and MML, however in these instances cyclists are required to dismount to minimise conflict with pedestrians. The proposed Cycle Superhighway CS11 is expected to start in central London and provide improved connections between the centre of London and Swiss Cottage for cyclists along the A41. To the north of Swiss Cottage, TfL has aspirations to extend the CS11 route in the direction of Brent Cross, however further investigation and discussion with stakeholders is expected to be required. The nearest Quietway route is Q3, between Regent s Park and Gladstone Park (approximately 1.75km to the southwest of Plot 12). that the intention for Q3 will be to connect with CS11 in the northwestern corner of Regent s Park. Further information on pedestrian and cycle facilities associated with Plot 12 is presented in the Pedestrian and Cycle Strategy for Plot Public transport network Public transport accessibility level TfL s WebCAT interface provides existing (2011) and future forecast (2021 and 2031) public transport accessibility level (PTAL) mapping for Greater London. Areas are graded from 1a (poor public transport accessibility) to 6b (very good public transport accessibility). Reviewing the area covered by BXS Phase 1B(South), the PTAL across the site range from 1a (on Clitterhouse Playing Fields) to 5 (near the A406 North Circular Road), and is equal to 2 in the centre of Plot 12. The future forecasts do not yet show any PTAL increases directly associated with the BXC development as they will result from developerdelivered improvements not yet taken into account in TfL s WebCAT forecasts. In the wider context, the PTAL increases closer to Brent Cross Underground Station and Brent Cross Bus Station to the north, and Cricklewood Railway Station to the south. Similarly, this will also be the case when trains begin to serve the proposed Brent Cross Thameslink Station to the west of the site. The lowest PTAL in the immediate vicinity of BXS Phase 1B (South) lies to the south, near Clarefield Park and to the west of Brent Terrace. The PTAL across BXS is a Page 9

15 reflection of the limited walking links and lack of through pedestrian connections between sections of public highway at present as well as the relatively limited bus and rail services that are therefore within an acceptable walking distance London Underground services One London Underground Station, Brent Cross (Northern Line, Edgware branch), is within 960m walking distance of the site. The peak frequencies of services through this station are highlighted in Table 4. Table 4: London Underground line peak hour frequencies London Underground line Available from Direction Peak hour frequency Morden (south) 12 per hour Northern Brent Cross Kennington (south) 12 per hour Edgware (north) 24 per hour London bus services A range of bus services are accessible via Brent Cross Bus Station; full detailed analysis was presented in Section 3 of the PTR:P1 including origin-destination data and passenger flow analysis. Within the context of BXC, substantial upgrades to Brent Cross Bus Station are also proposed; while the direct impact on services is not yet known, it is expected that there will be some minor changes to existing bus routes including improved bus journey time reliability as a result of the new bus station. Further discussion on this is provided towards the end of this section. In close proximity to the proposals for Plot 12, bus routes 189, 102 and C11 currently operate along Claremont Road, towards Brent Cross Bus Station to the north, and Cricklewood or Golders Green to the south as shown in Figure 3. Their weekday daytime frequencies are set out in Table 5. Table 5: Local bus service frequencies Bus service Local bus Stops Route Weekday daytime frequencies Claremont Way (on Claremont Road) Mapledown School (on Claremont Road) Brent Cross Shopping Centre Portman Street/Marble Arch Station Brent Cross Shopping Centre Edmonton Green Bus Station 08:00-19:00: every 8-11 minutes towards Brent Cross Shopping Centre 06:00-19:00: every 7-10 minutes towards Portman Street/Marble Arch Station 07:00-21:00: every 6-10 minutes towards Brent Cross Shopping Centre 07:00-19:00: every 6-10 minutes towards Edmonton Green Bus Station Page 10

16 Bus service Local bus Stops Route Weekday daytime frequencies C11 Brent Cross Shopping Centre Archway Station 08:00-21:00: every 6-10 minutes towards Brent Cross Shopping Centre 08:00-20:00: every 6-10 minutes towards Archway Station Figure 3: Baseline bus transport network in relation to Plot 12 Changes to the highway network associated with Phase 1 of BXS provide alternative bus routeing options, further details of which are provided later in this document. Once the new highway network is in place these bus routes are proposed to divert along Claremont Avenue towards Brent Cross and the new bus station via New Tempelhof Avenue. Buses are not proposed to serve the section Page 11

17 of Claremont Road north of its junction with Claremont Avenue. To facilitate this change to bus routeings, new bus stops are to be provided on School Lane, High Street South (East Works) and New Tempelhof Avenue in addition to the existing stops on the southern section of Claremont Road. The current indicative bus routing at Phase 1 is shown in Figure 4 below. Figure 4: Indicative Phase 1 bus routeing within BXS National rail services No changes have been implemented in respect of National Rail lines in the vicinity of the site, and no changes are proposed as part of the development of Plot 12. The information presented within BXC05 and PTR:P1 remains relevant, with access to Cricklewood Railway Station to the southwest provided via Claremont Road and the A407. Page 12

18 Thameslink services from Cricklewood Railway Station are operated by Govia Thameslink Railway, and run between Luton/St Albans and Sutton via St Pancras. The rail service frequencies at Cricklewood Railway Station are set out in Table 6. Table 6: Rail service frequencies at Cricklewood Railway Station Rail service Route AM peak (08:00-09:00) frequencies (all directions) PM peak (17:00-18:00) frequencies (all directions) Thameslink 2 (TL2) Luton, Wimbledon and Sutton Thameslink 3 (TL3) Thameslink 4 (TL4) St Albans, Mitcham and Sutton Kent Committed public transport improvements In addition to the provision outlined above, a number of interventions to the wider public transport network are expected to be delivered by the BXC Development Partners and TfL over similar timescales to Plot 12. While the interrelationship of these timescales is not an absolute, the delivery of new and improved transport infrastructure will provide additional benefits to residents and visitors to BXS. A number of assumptions have been made in relation to the timeline for delivery of Plot 12, surrounding streets and related BXC infrastructure. These are: Plot 12 and surrounding infrastructure will be fully built out by December 2021; The Living Bridge will be opened in November 2021; Brent Cross Bus Station will be operational in November 2021; and The Brent Cross Thameslink Station will be opened by March Brent Cross Thameslink Station The new Thameslink Station consented as part of the outline BXC development is now proposed to be delivered as part of Phase 2(South) with an intended opening year of This new station will provide an additional stop on the Thameslink line, providing a similar service to that of Cricklewood Station at four trains per hour in each direction. In addition to the station, some elements of highway infrastructure are also proposed to be delivered alongside the station opening, completing connections from Phase 1 and the existing residential areas to the east via Claremont Park Road for walking, cycling and public transport. Brent Cross Bus Station As part of the improvements to Brent Cross Shopping Centre, the existing bus station is to be replaced with a new facility providing additional capacity for both through and terminating bus routes. This is due to open in 2021, concurrent with Page 13

19 the completion of Plot 12. Improved accessibility from both Brent Cross Shopping Centre and BXS via the Living Bridge and New Tempelhof Avenue results in a potential improvement in PTAL levels by providing a more direct walking route than the existing arrangement. This brings Plot 12 and later BXS plots within 640m walking distance of at least 14 different bus routes including 24 hour services, before any changes to routes or frequencies that TfL may introduce due to the development of BXS. Wider TfL network improvements As mentioned in Section 3.3.1, TfL s WebCAT interface is used to determine existing and future PTAL analysis, from which an understanding of a location s public transport accessibility can be established. Within this, a number of wider committed network improvements for the forecast years of 2021 and 2031 are applied, albeit that these do not include developer-funded schemes such as those related to BXC, unless they have already been implemented. Currently WebCAT shows a 3% increase in bus frequency across all services, plus an additional 16 trains per hour on the Northern Line in the AM peak at Brent Cross Underground Station by National Rail services at Cricklewood Station show an additional 1.3 trains per hour in the AM peak by 2031; the new Thameslink Station at Brent Cross is not currently represented in WebCAT. 3.4 Highway network context Phase 1B (South) forms the first substantial sub-phase of development within BXS to deliver plot development. This includes a number of infrastructure items previously consented prior to the re-phasing. The re-phasing application for Phase 1A (North) (Application ref: 16/7490/CON) transferred the six infrastructure items summarised in Table 7 from Phase 1A (North) to Phase 1B (South). These comprise the main infrastructure elements within Phase 1B(S). Table 7: Infrastructure to be delivered in Phase 1B (South) Item Claremont Avenue Claremont Road Junction North Orchard Lane High Street South (East Works) Clitterhouse Playing Fields (Part 1) Claremont Park Improvements S73 consented sub-phase Phase 1A (North) Delivery sub-phase Phase 1B (South) The extent of the additional highway network proposed as part of Plot 12 is minor, introducing tertiary routes to the east and west of plot 12 which provide local connections between the plot and the S73 Permission consented highway network. As such the highway network comprises three main elements providing connections to Plot 12: the existing highway network comprising in part Claremont Road and Tilling Road but also the wider network; Page 14

20 the consented highway network improvements presented in Table 8 plus Claremont Park Road (part 1) within Phase 1A (South); and the highway network improvements directly proposed under the RMA for Plot 12. The highway network proposed as part of development of Plot 12 comprises tertiary routes between Plots 11 and 12 and between Plots 12 and 13. They connect with Claremont Park Road (Part 1) to the southeast. The above highway network improvements are summarised in Table 8. Table 8: Highway network improvements Highway name Consented Delivered High Street South (East Works) Orchard Lane Claremont Avenue Phase 1A(North) Phase 1B(South) Claremont Park Road Roads between Plots 11 and 12 and between Plots 12 and 13 Phase 1A (South) Phase 1B(South) A submission for minor amendments have been submitted to the alignment of High Street South (East Works) in relation to Claremont Avenue under Condition 1A of the Phase 1A(North) RMA along with the junction of High Street South (East Works) / Claremont Avenue / School Lane as outlined earlier in this report. Similarly, minor amendments to Claremont Park Road (Part 1) have been submitted in order to better relate to the proposals for Plot 12. The resultant public highway network at completion of Plot 12 is shown in detail in drawing BXS-ARP-SK-TP-0173-P02. The wider transport networks context is presented in Figure 5. Page 15

21 Figure 5: Transport networks context for Plot Baseline highway network Claremont Park Road (Part 1) connects the proposed Plot 12 tertiary routes to both the existing and approved networks, notably Claremont Road, Claremont Avenue, High Street South (East Works), School Lane and Orchard Lane. Claremont Road is a key north-south distributor which connects Clitterhouse Playing Fields and the existing residential areas to the south to the southern end of the consented highway network where it becomes Claremont Avenue (at the junction with Orchard Lane and Claremont Park Road). The northern section of Claremont Road which connects to Tilling Road remains in Phase 1A (South), and is connected to the Phase 1A (South) element of School Lane. It is presently a two-way single carriageway street with a 30mph speed limit and footways on both sides. Responsibility for the road lies with LBB. Page 16

22 The consented Claremont Avenue is proposed to provide a north-south connection between Tilling Road and New Tempelhof Avenue to the north and Claremont Road to the south. Within Parameter Plan 002 Transport Infrastructure it is allocated as a primary route; it is shown under the drawings to be a two-way 30mph single carriageway road, with segregated cycle tracks and footways on both sides. Under the S73 Permission Orchard Lane is proposed to replace the section of Claremont Road between the junction with Claremont Avenue and Prayle Grove. It is classified within Parameter Plan 002 as a managed vehicular route, and is proposed to be a two-way single carriageway road. Within the context of the S73 Permission this serves as access for residents of Prayle Grove as well as the new school which would potentially occupy Plot 27 in the future immediately northeast of the junction of Claremont Avenue / Orchard Lane / Claremont Park Road (Part 1). High Street South (East Works) connects the consented Claremont Avenue to New Templehof Avenue and is allocated as a public transport route in the final stage within Parameter Plan 002. Within the consented layout for Phase 1, it is shown as a two-way single carriageway road connecting to New Templehof Avenue. The S73 Permission envisages this as part of a bus priority corridor along with School Lane in the end state; under the analysis in PTR:P1 this is considered suitable for all traffic in Phase 1 due to the low volumes of traffic associated with the relatively low volume of development within BXS. 3.5 Plot 12 transport proposals Highway layout The consented highway layout for Phases 1A(North) and 1A(South) provides the key links to the existing highway network for Plot 12. The context of Plot 12 and the various sub-phase elements of the highway network and wider development are presented in further detail in the RMTR for Plot 12. Direct access for vehicles to Plot 12 is to be provided via a non-adopted route through the plot. This route is 3.7m wide, with localised widening to accommodate the movements of large refuse and pantechnicon-type vehicles. Access from Claremont Park Road (Part 1) is provided along the southwest side of the plot, passing between the two buildings and re-joining Claremont Park Road (Part 1) to the south east. This route is one way, allowing vehicles to access residential parking at basement level as well as a limited number of on-street parking spaces and loading areas, as seen in drawing BXS-ARP-SK-TP P02. No vehicle access is proposed from High Street South (East Works). In terms of walking and cycling access, the routes from, to and through Plot 12 are intended to be accessible for all users, avoiding steps and noticeable level changes. Pedestrian access from High Street South (East Works) and Claremont Park Road (Part 1) is physically unrestricted, with the pocket park between the north and south buildings providing play space for the residents of Plot 12 as well as access to the Temporary Open Space for visitors and residents alike. Page 17

23 The Temporary Open Space proposed on Plot 11 ahead of completion of Claremont Park will also be accessible from the tertiary adjacent to Plot 12, with the north eastern road sharing a boundary with this space. No dedicated cycle route provision within the boundary of Plot 12 is proposed. Cyclists using the roads and spaces related to Plot 12 will be expected to share space with pedestrians and vehicles as and where appropriate; wider cycle provision implemented as BXS is developed will ensure that there is a range of routes available for cyclists. This is intended to cater for a breadth of cyclists ability and confidence levels in order to provide not just for confident cyclists to use dedicated faster routes, but also to encourage less confident cyclists, families and those new to cycling to undertake shorter trips within BXS and the wider network by bicycle. The proposed pedestrian and cycle networks are shown in Figure 6, overleaf. Page 18

24 Figure 6: Proposed pedestrian and cycle routes within Plot 12 Page 19

25 4 Aims and objectives 4.1 Sustainable transport This ITP is focussed on residents, visitors and employees at the proposed development. The measures suggested within this ITP are intended to encourage travel by modes of transport more sustainable than private car. 4.2 Aims of the Travel Plan The overarching aims of this ITP seek to: Influence the travel behaviour of residents, visitors and employees; Encourage travel by cycle, on foot and by public transport by highlighting their accessibility and availability; Minimise the number of single-occupancy car trips generated by the proposed development; and Promote healthy lifestyles, sustainable travel and vibrant communities. 4.3 Objectives of the Travel Plan This ITP responds to the aims by setting out measures and strategies which are targeted at: Minimising car use; Making alternative travel modes to the car very accessible and user friendly; Reducing the environmental impact associated with vehicle movements by raising travel awareness and encouraging travel by more sustainable modes of transport and minimising the number of single occupancy vehicle trips; Linking the development to the surrounding community by the strong promotion of walking, cycling and public transport, thus minimising the impact of the new development on the highway infrastructure in the vicinity of the proposed development; and Promoting the existing public transport connections in the area including National Rail services, London Underground services and London Bus services. 4.4 Site specific Travel Plan objectives In line with guiding policy, the following preliminary objectives have been prepared for Plot 12. As the ITP is an evolving document, these will be continually reviewed and at this stage are as follows: To encourage a greater number of people to undertake their journeys by cycle and on foot; To encourage a future modal shift towards sustainable modes and encourage a reduction in the use of the private car and single occupancy vehicle trips; and Page 20

26 To facilitate the opportunities to achieve a healthy lifestyle for all those travelling to the site (residents, guests and employees). The ITP is about assisting people in finding ways to travel sustainably. It is a cogent strategy for providing and promoting realistic, high quality alternatives to travel by private car to improve the travel environment for the community as a whole. Page 21

27 5 Baseline mode splits and targets 5.1 Introduction In order for the ITP to succeed, and to enable a measurement of success, indicative targets have been set which allow for the assessment of its measures and data. Such targets need to be Specific, Measurable, Achievable, Realistic and Timed (SMART) ensuring that wherever possible targets for modal split can be achieved. Within the Framework Travel Plan submitted as part of the S73 application, a set of preliminary targets were developed for each phase which also fed into the Table 11 of the Transport Matrix. As development within a sub-phase, Plot12 will contribute to the overall mode share for Phase 1 as for the wider scheme. The FTP mode share projections by phase are replicated in Table 9. Table 9: FTP and transport matrix phase mode share projections (% person trips) Mode P1 P2 P3 P4 P5 P6 P7 Bus Rail London Underground Private car (incl passenger) Walk Cycle Other (incl taxis) Total Baseline person trips The total number of person trips that Plot 12 is expected to generate on opening are set out in the RMTR that this document supports, and are summarised in this section. The total person trips for each mode are presented in Table 10. Table 10: Plot 12 trip generation by land use Peak hour period In Out Total AM peak (08:00-09:00) Residential Office AM peak total PM peak (17:00-18:00) Residential Office PM peak total Page 22

28 The initial estimated modal split, taken from the S73 Permission and as set out in the RMTR, is applicable to both the AM and PM peak hours and is shown in Table 11. Table 11: Section 73 Permission residential modal split Residential modal split AM peak hour (08:00-09:00) PM peak hour (17:00-18:00) In Out In Out Car driver 38% 36% 39% 38% Car passenger 13% 15% 14% 13% HGV / coach 0% 0% 0% 0% Motorcycle 0% 0% 0% 0% Pedal cycle 0% 0% 0% 0% Taxi 0% 0% 0% 0% Walk 19% 19% 18% 19% Bus 13% 15% 14% 13% Underground 6% 4% 4% 6% Rail 13% 11% 11% 13% All modes 100% 100% 100% 100% These modal splits have been applied to the Plot 12 residential and office trip generation shown in Table 10. It should be noted that trips associated with the retail uses are expected to be undertaken as part of other trip purposes and have therefore been excluded to avoid double counting of trips. The resulting multimodal trip generation for both the AM and PM peak hours is given in Table 12. Table 12: Plot 12 multi-modal trip generation Mode AM peak hour (08:00-09:00) PM peak hour (17:00-18:00) In Out Total In Out Total Car driver Car passenger HGV / coach Motorcycle Pedal cycle Taxi Walk Bus Underground Rail All modes Further detailed analysis is presented within the RMTR which looks not only at the residential mode share presented within the S73 Permission documents, but Page 23

29 also at 2011 Census Method of Travel to Work mode share data. Both of these sources shows a very low cycle mode share, resulting in no cycle trips when applied to the volume of proposed development. Part of the aspirations set out in this Travel Plan are to increase cycle mode share, while there is also an expectation that the provision of cycle infrastructure as part of the baseline scenario will increase the volume of cycle and pedestrian through trips on the highway network. Reviewing the predicted mode split for Plot 12 in relation to the overall Phase 1 mode split, the proposals for Plot 12 predict a lower percentage of car-based trips (51-53% fewer trips) than that projected for Phase 1 as a whole. Plot 12 is expected to see higher use of public transport, walking and cycling based on existing behaviour and London wide trends, and, as such, will contribute favourably to the wider Phase 1 mode share targets. Retail trips are not included in this analysis as the nature of the retail uses is likely to contribute pass by trips rather than additional trips to and from Plot 12. Local active trips will be generated by these land uses and Plot 12 provides appropriate walking and cycling facilities to accommodate these trips. 5.3 Monitoring Monitoring of the ITP will be undertaken throughout its duration and, if necessary, changes to the implementation of the ITP or the type of measures that it includes can be made to ensure that the overall targets are achieved within the timeframe set. In order to measure and monitor actual behaviour against the predicted volume and mode split, a travel survey will take place within one year of first occupation. Residents will be surveyed via questionnaire and a sample of visitors will be surveyed upon arrival to the site, data collected can be used to set specific ITP targets. TRICS compliant monitoring travel surveys will be undertaken annually, consistent with the requirements of the approved FTP, until such time as the targets set out in this ITP have been met. As the ITP is an evolving document the targets will be continually reviewed and revised in agreement with the reviewing authorities should it be evident that the set targets are not wholly relevant to the site. 5.4 Targets The overall strategy of the ITP is to increase the number of walking and cycling trips where practical, as well as attaining a high proportion of public transport use in relation to trips by private car. Taking Plot 12 in the context of baseline and committed transport improvements, targets have been set out as shown in Table 13. The initial target mode shares presented will be subject to change as these figures are based upon the current best estimate of mode splits for the development before Page 24

30 opening of the new Thameslink Station and completion of the new bus station and connection via the Living Bridge. The initial travel survey within one year of occupation will update the estimated mode split to a confirmed baseline. Once this data has been obtained, the future year targets can be amended (if required) in line with the proportions presented. For the purposes of this ITP, Year 1 refers to the first year following the initial surveys in which the development is fully complete. However, given that the initial set of mode shares have sought to take account of existing travel patterns in the immediate area, it is considered that the initial targets and proposed mode shifts will provide a sound basis for the continued development of the ITP. If by the end of a particular year the data collected indicates that mode shares are not following the aspired patterns, the Travel Plan Co-ordinator (TPC) will assess which measures have been effective and which ineffective. They will then make further decisions with regards to which measures to maintain and which to replace with alternatives. Likewise, if it appears that the targets are not sufficiently challenging, or indeed too challenging, the Travel Plan Co-ordinator will revise these in consultation with LBB. Table 13: Plot 12 mode split future year targets Mode % Mode share Baseline 1 year 3 years 5 years Bus 15% 16% 20% 20% Rail 11% 11% 12% 15% London Underground 4% 4% 4% 4% Private car (including passengers) 51% 49% 42% 37% Walk 19% 19% 20% 20% Cycle 0% 1% 2% 4% Other modes (including taxis) 0% 0% 0% 0% Total 100% 100% 100% 100% Page 25

31 6 Travel plan measures 6.1 Introduction This ITP represents a long term strategy to promote more sustainable travel associated with the proposed development site. This section focusses on travel related to the journeys of residents, visitors and employees. 6.2 Design measures for reducing car dependency The development includes measures embedded within the design to influence travel patterns of future residents, visitors and employees. These are summarised in the following sub sections Walking access The proposed development will sit within an area of good connectivity, with good links to existing networks, as well as new infrastructure providing improved connections to the wider area, which will support measures to promote walking. Pedestrian points of access to the site are located in accordance with key pedestrian desire lines and to provide connections to the public transport nodes and the wider local area. Closer to Plot 12 completion, consideration will also be given to the inclusion of signs at key points within the site to improve wayfinding to public transport stations and stops as well as important destinations within the wider local area. Additionally, the improved public realm will create a pleasant environment to walk through and therefore encourage people to walk and access public transport. As part of the wider development at BXC, this network will expand and the public realm will become more desirable to pedestrians. For example, the Living Bridge will connect Plot 12 with Brent Cross Shopping Centre and Brent Cross Bus Station, and new roads and public realm areas will provide attractive links to Brent Cross Underground Station and the proposed Brent Cross Thameslink Station Cycling access and cycle parking facilities At present, dedicated cycle links are poor, or poorly signed. As part of the highway network improvements proposed to be completed at the time of occupation of Plot 12 cycle provision along Claremont Park Road (Part 1), through Claremont Park and within the scope of the Plot 12 tertiary routes are all expected to promote increased cycle use for residents and visitors alike as well as proposed dedicated cycle provision on Claremont Avenue, Templehof Avenue and School Lane. Provision for cycle parking spaces will be made in accordance with the London Plan (2016) standards, as set out in Table 14. Page 26

32 Table 14: Cycle parking minimum standards and provisions for Plot 12 Land use Long-stay cycle parking requirement Long-stay cycle parking minimum provision Short-stay cycle parking requirement Short-stay cycle parking minimum provision Residential Studio/1-bed: one space per unit All others: two spaces per unit 517 spaces One space per 40 units 7 spaces Flexible retail (A1 food, A2-A5 as the higher requirement) One space per 175m² GEA 5 spaces One space per 40m² GEA 20 spaces Total spaces - 27 spaces Long-stay (resident and employee) cycle parking will be provided within the building, whilst short-stay (visitor) cycle parking will be integrated into the public realm and spaced to suit the needs of all types of cycles, including non-standard ones (such as recumbent, cargo, tandem, hand, with trailer and tricycles). Sheffield type stands in the public realm will be at 1m centres, with up to five short stay stands grouped together (see Figure 3.4 of Section of the London Cycling Design Standards (October 2016)). Long stay resident cycle parking will be provided in a series of cycle stores at basement level near the main building cores. These stores are accessed via the main lifts within each core Public transport access The site is close to a range of public transport services, which are accessible by foot. These include London Underground and bus services. A new and expanded Brent Cross Bus Station, improved bus interchange at Brent Cross Underground Station, improvements to the existing Cricklewood Railway Station and interchange, and a new Thameslink Station within the BXS boundary are also proposed. Both the bus station and Thameslink Station are expected to be completed and operational around the time or very shortly after completion of Plot Car access Plot 12 will be provided with residential car parking at a ratio of 0.5 spaces per residential unit (excluding 35 spaces allocated for the Whitefield Estate Replacement units) to foster travel behaviour that favours the most sustainable modes of transport from the outset. The flexible retail and ancillary housing office uses will serve the local community and, as such, will not be provided with dedicated car parking spaces. Page 27

33 6.3 initiatives The following measures will be investigated to enhance accessibility by alternative means of transport and could be promoted by the future management of the proposed development Resident Welcome Packs Consideration will be given to the distribution of Resident Welcome Packs upon occupation of the residential units. These Welcome Packs would include travel choice information including: Public transport maps, routes, timetables and fares; Details of private hire vehicle (minicab) operators; Walking and cycling maps; Information on cycle superhighways and the London cycle hire scheme; and An explanation of the health and environmental benefits of utilising sustainable modes of transport, particularly walking and cycling Notice boards Additional transport information could be provided on notice boards. These could be displayed in prominent locations that are accessible to residents, guests and staff of the proposed development, such as in residential reception areas and outside the flexible retail units. These may take the form of or include a large monitor, displaying live information on public transport, weather and air quality Website The management of the proposed development will be encouraged to post additional transport information on an online portal that is accessible and convenient for residents and staff Measures to facilitate walking The management of the proposed development will facilitate the following initiatives as appropriate to further promote walking amongst residents and staff: Provide a map showing walking routes and indicating distances and times to the most common destinations nearby, such as the shopping centre, schools and transport interchanges; Make personal alarms available to residents and employees who may have concerns with issues of personal safety; Raise and promote awareness of the health benefits of walking through promotional material; and Page 28

34 Contribute to the organisation of a site-organised walking school bus to local schools. This would involve a group of children living within the proposed development walking to school together, led by a parent or number of parents Measures to facilitate cycling The management of the proposed development will facilitate initiatives to encourage residents and staff to cycle on a regular basis: New bicycles or a voucher to the value of 200 to contribute towards new bicycles or repairs/servicing; Negotiation of discounts with local cycle shops for purchases and maintenance; Setting up a Bicycle User Group (BUG); these enable cycle users to meet to discuss problems and issues that may arise and offer opportunities for staff and residents that may not be confident enough to cycle on their own to join a Buddy Scheme where people can pair up with fellow cyclists who cycle along similar routes. The plot management will support the provision of maps showing routes (and indicating distances and times) to the most common destinations nearby in order to encourage residents to cycle Measures to facilitate public transport use Plot 12 will be reasonably well served by public transport on opening, with the new Thameslink Station expected to be operational within a similar timeframe to completion of Plot 12, and the Living Bridge providing a direct connection to the new bus station at Brent Cross Shopping Centre. To make residents and employees aware of the services available to them, public transport information should be easily accessible for all residents, employees and visitors. Real time information is proposed to be provided at the new Bus Station as well as at upgraded bus stops in the vicinity of the site. Links to TfL s live feeds should be provided via the development s website as well as through welcome packs and noticeboards. The site wide FTP also recommends provision of an Oyster card to the first residents in each new residential unit credited for travel within Zones 1-4 for a period of a year at no cost to residents in order to promote public transport use Measures to minimise car use As part of the proposals for Plot 12, car parking is proposed to be provided at a ratio of 0.5 spaces per residential unit. The management of the proposed development will support the following initiatives to reduce the amount of travel by single car occupancy amongst residents and staff: Residential parking spaces to be charged for through their leases; Page 29

35 Residents of the proposed development not being able to apply for LBB residents parking permits; Provision of car club facilities within the development to reduce the need for residents of BXS, other residents in nearby areas and employees of the commercial floor space to own a car; Encourage and aim to provide mechanisms for incentives for car sharing to reduce the number of vehicles entering the site; and Giving priority to parking space allocation for car sharing and electric vehicles. These measures will also support the promotion of active travel and public transport modes by reducing the attractiveness of private car use alongside the improvements to walking, cycling and public transport Measures to manage demand The management of the proposed development will facilitate the following initiatives to reduce the need to travel by private car, including: Promoting all sustainable transport options (walking, cycling and public transport) that can be used to travel to and from the proposed development; Encouraging travel in off peak hours through fare promotions, parking tariffs, etc; Through the Servicing and Delivery Strategy: Opportunities to consolidate servicing and delivery trips to minimise the number of trips made to and from the site each day; Restricting deliveries at certain times of the day (morning and evening peak hours); and Considering hiring FORS (Fleet Operator Recognition Scheme) certified freight companies for deliveries during the procurement process. FORS is a TfL accreditation scheme that aims to ensure that fleet operators work lawfully and to promote best practice to improve freight delivery in London and beyond. Page 30

36 7 Management of the In order to maximise the chances of success, it is important to have a clear implementation strategy, identifying roles and responsibilities to maintain the momentum of the ITP. Prior to the occupation of the proposed development, a Travel Plan Co-ordinator will be appointed to oversee the implementation and monitoring of the ITP. The Travel Plan Co-ordinator will have overall responsibility for: Establishing and co-ordinating an ITP Steering Group with meetings as required; Identifying key milestones, deliverables and a programme to oversee the development and implementation of specific initiatives; Developing and disseminating appropriate marketing / information materials; Overseeing implementation of ITP measures in a timely manner; Liaising with any appropriate groups/organisations (e.g. LBB s Travel Plan Officer) to ensure co-ordinated working; Undertaking appropriate monitoring of the ITP, including any appropriate review and revisions; Monitoring and reviewing progress and identifying targets for taking the ITP forward; Ensuring that the work of the ITP is co-ordinated with other activities of the proposed development, as well as BXS as a whole; and Ensuring that there is sufficient amount of time to spend on the ITP and perform all their duties. Both the Travel Plan Co-ordinator and ITP Steering Group will play an important role in liaising and collaborating with the other local Travel Plan Co-ordinators and Steering Groups, particularly those associated with the other land uses within the proposed development and the local area. 7.1 Surveys and consultation The full transport needs of the occupiers of the proposed development cannot be ascertained at the moment and this will not be possible until the site is developed and occupied. However, to develop the ITP for the early occupants of the development, a travel survey will be carried out within one year of first occupation. A travel survey for residents, visitors and employees will be conducted to understand the travel details of all site users, including: The frequency and length of journeys made; The time of day; The origin and destination of the journeys made; The modes of transport used; and Page 31

37 The reasons for travel. The survey will also ask questions about attitudes to the different modes of travel and barriers to their use. The information gathered from this survey will be used to understand the needs and requirements of Plot 12. The travel surveys will be undertaken within 12 months of first occupation and will be repeated annually until such time as the targets have been met. The survey will be used to monitor the progress of the ITP, identify new measures, adjustments to existing measures and any other issues relating to transport. 7.2 Marketing the A key objective of the ITP is to ensure that all residents, visitors and employees of Plot 12 are kept informed of the various travel choices and facilities that are available to them. The ITP will be marketed to residents, visitors and employees of the proposed development via posters, information leaflets and both internal and external websites. Page 32

38 8 Monitoring and review 8.1 Introduction An important part of any travel plan is the on-going monitoring and reviewing of its effectiveness. It is important that a travel plan is not just a one-off event but a continually evolving process. Regular monitoring and reviewing will help to gauge progress towards achieving targets and objectives, and if necessary, allow the ITP to be refined and adapted in order to improve. 8.2 Monitoring The first ITP monitoring survey will be carried out within one year of first occupation of the proposed development, and annually thereafter until such time as the targets have been met. The survey will be analysed against a number of indicators in order to establish how well the ITP measures are achieving its aims and if any modifications are required to better meet these objectives. Monitoring of the ITP will be based upon feedback forms which will have been distributed to residents and staff in their welcome packs, as well as regular TRICS style surveys, travel diaries, etc. linked to the annual monitoring programme. This will allow for site-specific travel characteristics to be reconfirmed to which the targets set can be reviewed and adjusted accordingly. The monitoring will be the responsibility of the Travel Plan Co-ordinator. Based on published TfL guidance the monitoring will include the following elements as a minimum: Multi-modal counts of all trips undertaken to and from the site; Full site audit; Parking counts (all vehicles including bicycles); and Uptake of travel planning measures. Based on the relevant thresholds set out by TfL, the ITP will be monitored using methodologies consistent with TRICS. The monitoring exercise will be overseen by the Travel Plan Co-ordinator and carried out by an independent field company. 8.3 Reporting A full monitoring report will be prepared by the Travel Plan Co-ordinator and will be issued to all relevant stakeholders including LBB. The report will include comprehensive details of all survey data and measures which have been implemented. A key element of the report will be comparing the surveyed mode share to the targets set; if the data shows that the targets have not been met or are not on course to be met, the report will outline the reasons behind this and how the matter will be resolved. Page 33

39 In order to make the results accessible to residents, employees and visitors, who are all stakeholders in the ITP, a summarised version of the report will be distributed. This can also be made available to other local interest groups and through the annual Monitoring Strategy update. Page 34

40 9 Action plan The programme for the development and implementation of the ITP will be dependent on clear communication with residents, guests and employees, and a thorough understanding of the travel issues of each user group. It is highly dependent on the ability of the Travel Plan Co-ordinator to liaise efficiently with all parties concerned. An indicative Action Plan for the five year monitoring period is given in Table 15. An updated Action Plan will be produced when the buildings are occupied. Page 35

41 Table 15: Action plan Objective Target Measure Timescale Responsibility Monitoring progress towards target Cost ITP management and promotion To encourage accessibility to the proposed development by sustainable means Appointment of Travel Plan Co-ordinator Inform LBB of Travel Plan Co-ordinator appointment Prior to occupation Within one month of appointment The developer/ Management company The developer/ Management company/ Travel Plan Coordinator Successful implementation of ITP Successful implementation of ITP Medium Low Install notice boards Prior to occupation The developer/ Management company Progress towards mode split targets Low Set up intranet page Upon first occupation The developer/ Management company/ Travel Plan Coordinator Progress towards mode split targets Low Carry out travel surveys Within one year of first occupation Travel Plan Coordinator Progress towards mode split targets Medium Carry out monitoring surveys and update ITP if necessary Annually following first monitoring survey until such time as the ITP targets are met Travel Plan Coordinator Progress towards mode split targets Medium Page 36

42 Objective Target Measure Timescale Responsibility Monitoring progress towards target Cost To encourage a greater number of people to undertake journeys by bicycle and on foot Increase mode share of walking to 20% Provide maps/ leaflets and other wayfinding information for residents/staff Upon first occupation Travel Plan Coordinator Mode share of walking Low Encourage individual commercial occupiers to provide umbrellas for staff Within one year of first occupation Travel Plan Coordinator Mode share of walking Low Encourage individual commercial occupiers to provide personal alarms to staff if requested Within one year of first occupation Travel Plan Coordinator Mode share of walking Medium Increase mode share of cycling to 4% Provide cycle parking Prior to first occupation The developer/ Management company Mode share of cycling Medium The provision of cycles or cycle vouchers for residents Within one year of first occupation The developer/ Management company/ Travel Plan Coordinator Mode share of cycling High Negotiation of discounts with local cycle shops for Within one year of first occupation Travel Plan Coordinator Mode share of cycling Low Page 37

43 Objective Target Measure Timescale Responsibility Monitoring progress towards target Cost resident s purchases and maintenance Setting up a BUG for staff and residents Within one year of first occupation Travel Plan Coordinator Mode share of cycling Low Promote public transport use Increase public transport use to 35% Providing up-to-date public transport information for residents, guests and staff Within one year of first occupation Travel Plan Coordinator Mode share of public transport Low Consider provision of free 12 month Zone 1-4 Oyster cards for the first residents Within one year of first occupation The developer/ Management company/ Travel Plan Coordinator Mode share of public transport High Minimise car use Reduce car use to 37% Residential parking spaces to be leased not owned Upon first occupation The developer/ Management company Mode share of private car Low No LBB parking permits to be issued to residents or commercial occupiers Upon first occupation The developer/ Management company Mode share of private car Low Page 38

44 Objective Target Measure Timescale Responsibility Monitoring progress towards target Cost Establish access to a car club Upon completion of development The developer Mode share of private car Low Manage trip demand Reduce the need to travel, particularly by private car Promotion of alternative travel modes Upon first occupation The developer/ Management company/ Travel Plan Coordinator Reduction in overall trip numbers, mode share of private car Low Reduce the volume of servicing and delivery trips Implementation of measures in Servicing and Delivery strategy Upon completion The developer/ Management company/ Travel Plan Coordinator Reduction in overall trip numbers Low Page 39

45 Figures

46 Figure 1: Plot 12 context plan

47 Figure 2: Existing pedestrian and cycle networks

48 Figure 3: Baseline bus transport network in relation to Plot 12

49 Figure 4: Indicative Phase 1 bus routeing within BXS

50 Figure 5: Transport networks context for

51 Figure 6: Proposed pedestrian and cycle routes within Plot 12