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ANNEX E
Travel Plans
E1. The national thresholds given for the requirement of
travel plans (in relation to transport assessments) are
based on development type and unit size. At the local level
greater innovation can be used to assist decision making by
generating an 'accessibility map'. This would identify
general zones of high, medium and low accessibility for a
given area. These must also be justified by carrying out an
accessibility analysis for the development plan area, which
can be undertaken as part of a local plan review. Any local
variation in thresholds should be documented in the local
plan. The local plan should also identify specific sites
for which the planning authority considers a travel plan
will definitely be required.
E2. A travel plan is a site specific package of
practical measures (for example targets and initiatives)
which minimise negative impacts of travel and transport and
aims to co-ordinate transport with wider policy issues
(such as the environment and social inclusion) into a
co-ordinated strategy. These measures provided by the
developer and/or occupier can be categorised as:
- Basic
e.g. car pooling / cycle leasing.
- Organisational
e.g. flexi time.
- Disincentive
e.g. parking management.
- Luxury
e.g. company buses.
- Communication / marketing
e.g. leaflets / posters to disseminate
information.
Further information on travel plans can be found in
'Travel Plans: An Overview' (Scottish Executive, 2002) at:
http://www.scotland.gov.uk/library5/transport/tpao.pdf
E3. Those aspects of travel on which individuals place
the highest significance should be incorporated into the
measures chosen to influence mode, for example time and
convenience. An initial survey will identify the current
behaviour of staff and their opinions for possible change.
The plan should consist of a package of complementary
'carrot' and 'stick' measures that act as incentives and
disincentives.
E4. The content of a travel plan should be agreed in
conjunction with the Local Authority and reflect the aims
and objectives of the Council as a whole. The use of
measures is to meet targets which have been derived from
the transport assessment or the Local Transport Strategy.
Without targets a travel plan becomes an act of good
faith.
E5. The plan should encourage change in a manageable way
for those it is targeting. It should be practical and
realistic in its aims. Most people are already multi-modal
in their travel behaviour therefore this will often mean
small incremental changes for which the travel plan should
have mechanisms in place to ensure the change is sustained
in the long term.
E6. It is not always the case that the most resource
intensive travel plans have the most effect on mode share.
Research has demonstrated that travel plans:
- Containing only marketing and promotion are
unlikely to achieve any modal shift.
- With car-sharing and cycle measures may achieve
3-6% reduction in drive alone commuting.
- With the above measures plus large (30%+) discounts
on public transport plus works buses may achieve around
an 8-13% reduction in drive alone commuting.
- The combination of all the above measures plus
disincentives to car use may achieve a larger (15-20%+)
reduction in drive alone commuting.
E7. An example of exceptional commitment would
include:
- An annual budget for measures per employee of
£200.
- Senior management being prepared to lead by
example, giving up reserved car parking spaces and
changing mode.
- Support from the developer for a network of buses
to serve the proposal, coupled with fare reductions of
at least 30%.
E8. Local authorities are encouraged to develop a
weighting for different trip reduction measures relevant to
their local circumstances, that they and developers can
utilise when designing a proposal. A generalised example is
given below, however in practice figures will be dependent
on the specific context of the proposal.
Measure | Score |
|---|
Major new public transport
infrastructure | 3 |
|---|
Minor new infrastructure
i.e. bus stops, cycle racks | 1 |
|---|
1-2 new or enhanced public transport
services | 2 |
|---|
More than 2 new or enhanced public transport
services | 2 |
|---|
Reductions in prices of public transport
services by 30% or more | 3 |
|---|
Restrictions on effective parking
availability | 5 |
|---|
Annual budget for measures per employee or
(retail/leisure) 50m
GFA |
|---|
Not stated | 0 |
|---|
<£10 | 1 |
|---|
£20-£50 | 2 |
|---|
£50-£100 | 3 |
|---|
>£100 | 4 |
|---|
Promotional activities
i.e. green transport week | 1 |
|---|
Consultation with staff | 2 |
|---|
Public transport information | 1 |
|---|
Car sharing scheme: |
|---|
paper based (notice boards) | 1 |
|---|
computer access and self registration | 2 |
|---|
E9. The score indicates a likely level of car trip
reduction that can be achieved with those measures at sites
in the local area. They should be based on empirical local
evidence on the effectiveness of measures. The scores and
resultant levels in single occupant trip reduction are then
calculated as follows:
- 8 or less: 3 - 5%
- 8 - 16: 5 - 10%
- 16+, which must include parking restrictions: 10 -
15%.
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