proposed relocated stagecoach depot cwmbran … · provided in the institution of highways and...

Stagecoach UK Bus

PROPOSED RELOCATED STAGECOACH DEPOT

CWMBRAN

TRAVEL PLAN

18-00600/TP/02

JANUARY 2019

Stagecoach Depot, Cwmbran

Stagecoach UK Bus Travel Plan

18-00600/TP/02 Corun Associates Ltd

January 2019 Page 1 of 19

DOCUMENT SIGNATURE AND MODIFICATION SHEET

Project Details

Project Title: Proposed Relocated Stagecoach Depot, Cwmbran

Project No: 18-00600 Document No: TP/02

Client: Stagecoach UK Bus

- Name Signature Date

Prepared by

Joseph Cassinelli

January 2019

Checked and

Approved for Issue

by

Matthew Anderson

January 2019

Modification Details

Rev Date Description Checked By

Issued By:

Corun Associates Limited

Swansea

T 01792 229155

E [email protected]





CONTENTS Page

1 INTRODUCTION 4

1.1 Background 4

1.2 Development Proposal 5

1.3 Scope 5

1.4 Objective 5

2 EXISTING CONDITIONS 6

2.1 Site Summary 6

2.2 Pedestrian Facilities 6

2.3 Cycle Facilities 8

2.4 Public Transport Facilities 9

3 LOCAL AND NATIONAL PLANNING GUIDANCE 11

3.1 Overview 11

3.2 Policy Summary 11

3.3 Conclusion 11

4 BASE DATA & TARGETS 12

4.1 Travel Survey 12

4.2 Modal Share Targets 12

4.3 Existing Modal Split 13

4.4 Method of Travel to Work - Census Data for Torfaen (2011) 13

5 SUSTAINABLE TRANSPORT INITIATIVES AND MEASURES 14

5.1 Introduction 14

5.2 Travel Plan Co-ordinator 14

5.3 Pedestrian Travel 14

5.4 Cycle Travel 15

5.5 Car Sharing 15

5.6 Public Transport 15

5.7 Personalised Travel Plan 15

5.8 Follow Up Measures 16

5.9 Awareness and Marketing 16

6 IMPLEMENTATION & MONITORING 17

6.1 Implementation 17

6.2 Monitoring the Travel Plan 17

7 SUMMARY AND CONCLUSION 18

7.1 Summary 18

7.2 Conclusion 18





FIGURES

Figure 2.1 - Site in Local Context with Distance Isochrones (within text)

Figure 2.2 – Local Cycle Infrastructure (within text)

APPENDICES

Appendix A – Sample Staff Survey





1 INTRODUCTION

1.1 Background

1.1.1 This Travel Plan (TP) has been produced by Corun Associates Ltd (Corun) on behalf of

Stagecoach UK Bus to help encourage sustainable travel to their proposed relocated depot

off Somerset Road, Cwmbran.

1.1.2 In order to reduce dependence on single-occupancy car trips associated with the depot, this

Travel Plan will provide an outline of aims and objectives for promoting sustainable travel

and suggestions as to how this can be achieved.

1.1.3 The target audience for this Travel Plan is the staff as such trips are more easily influenced.

However, due consideration will also be given to visitors.

1.1.4 BREEAM guidance defines a travel plan as follows:

A travel plan is a strategy for managing all travel and transport within an

organisation, principally to increase choice and reduce reliance on the

car by seeking to improve access to a site or development by sustainable

modes of transport. A travel plan contains both physical and behavioural

measures to increase travel choices and reduce reliance on single-

occupancy car travel.

1.1.5 The DfT document ‘Making Travel Plans Work’ (2002) states that Travel Plans:

“aim to reduce traffic ‘at source’. They are one of a range of tools that

address transport problems from a new direction: by managing demand

for road space more effectively. These strategies are essential to relieve

the burden of traffic on local communities and meet national targets for

cutting the carbon emissions causing climate change.”

1.1.6 Travel Plans present the opportunity to raise awareness of the consequences of travel

choices, the benefits of alternatives and the opportunity to minimise the impact of private car

travel on the environment.

1.1.7 A Travel Plan is a dynamic process that will evolve over time in accordance with the

changing circumstances of the location and its environment. As such, it is not a one-off

process to be undertaken and completed; rather it is the start of a managed approach, which

takes responsibility for travel and its impacts.

1.1.8 JMP produced a Travel Plan for Stagecoach in 2015, for the then relocation proposal, which

has also been reviewed in preparing this updated Travel Plan. In particular, the Modal Split

data provided by Stagecoach at the time, which will set the base for the Travel Plan targets.





1.2 Development Proposal

Proposed Development

1.2.1 The proposal involves the following:

• a new replacement Depot Floor Area (Ground and First Floors) of 3,020m2;

• Bus parking for 80no. vehicles, 68no. (3m x 12m) and 12no. (3m x 15m);

• Proposed Car Parking 76no. including 66no. standard parking spaces, 3no.

disabled, 3no. electric vehicle spaces, 4no. visitor spaces;

• 6no. motorcycle spaces;

• 10no. cycle spaces (secure cycle store).

1.2.2 The proposed stagecoach redevelopment will replace the existing depot floor area (ground

and first floors) totalling 2,113m2.

1.2.3 There are also 83no. existing bus parking spaces and 30no. car parking spaces on the

existing depot site.

1.3 Scope

1.3.1 This report will discuss the following:

i) the scope and objective of the Travel Plan;

ii) opportunities for sustainable travel;

iii) review of local, regional and national policy guidance;

iv) targets of the Travel Plan;

v) the suggested initiatives and measures to promote accessibility by non-car

modes of travel;

vi) the role of a Travel Plan Co-ordinator; and

vii) monitoring and reviewing procedures.

1.3.2 The Travel Plan has been designed with reference to BREEAM assessment criteria.

1.4 Objective

1.4.1 The primary objective of this document is to encourage modal shift away from single-

occupancy car travel to more sustainable forms of transport.





2 EXISTING CONDITIONS

2.1 Site Summary

2.1.1 The proposed development site is located to the west of Somerset Road. Cwmbran town

centre is located to the southwest of the proposed development site, a distance of

approximately 600m, or approximately 7-minute walking distance.

2.1.2 The site is shown in a local context in Figure 2.1.

Figure 2.1: Site in Local Context with Distance Isochrones

2.2 Pedestrian Facilities

2.2.1 Pedestrian infrastructure in the vicinity of the application site is excellent, as expected for

edge of town centre locations such as this. Within the immediate vicinity of the application

site, on Somerset Road, there are footways on both sides of the carriageways. The same

applies to all roads surrounding the site.





2.2.2 To the south of the site, on Edlogan Way, is an existing controlled pedestrian/cycle crossing

that links the northern and southern footways.

2.2.3 On St Davids Road, approximately 25m north of Trussel Road, is another controlled

pedestrian crossing linking footways on either side. On the southern arm of the St Davids

Road/Edlogan Way/Caradoc Road 4-arm roundabout is another signal-controlled crossing

adjacent to Vue Cinema.

2.2.4 The 4-arm roundabout described above also benefits from uncontrolled crossings with tactile

paving and dropped kerbs on all other arms.

2.2.5 As shown in the extract from DfT’s ‘Inclusive Mobility’ document (2002), the aforementioned

widths of 1.5m are more than suitable for a variety of users, including a wheelchair user and

an ambulant person side by side.

Extract 2.1: Footway widths (DfT ‘Inclusive Mobility’ 2002)

2.2.6 The Chartered Institution of Highways and Transportation document ‘Providing for Journeys

on Foot’ provides the following suggested acceptable walking distances, as shown in Table

2.1.





Table 2.1: Acceptable Walking Distances (IHT)

Town Centres

(m)

Commuting/School/

Sightseeing (m)

Elsewhere/Local

Services (m)

Desirable 200 500 400

Acceptable 400 1000 800

Preferred

Maximum 800 2000 1200

2.2.7 Pedestrian isochrones are shown in Figure 2.1 with distance isochrones for 400m, 800m,

1200m and 2000m, which equates to 5, 10, 15 and 25-minute walk times based on an

average walking speed of 4.8 km/h.

2.2.8 Figure 2.1 demonstrates that the site lies within large residential areas throughout Cwmbran,

employment zones and the town centre, all of which are well within the acceptable walking

distances indicated in Table 2.1. The town centre, which contains numerous amenities, is

approximately 600m to the south-west.

2.3 Cycle Facilities

2.3.1 Cycling provision in the immediate vicinity of the site is excellent with a local traffic free route

provided on Somerset Road and Edlogan Way, which in turn connects to Route 49 of the

National Cycle Network (NCN) found to the west via Edlogan Way, Caradoc Road and

Maendy Way.

2.3.2 Route 49 is 20 miles long and runs through Monmouthshire from Abergavenny to Newport.

The route follows the Monmouthshire and Brecon canal towpath along the River Usk from

the boundary with the City of Newport to Pontymoile Canal Basin.

2.3.3 LTN1/04 identifies that the mean average length for cycling is 4km (2.4 miles), although

journeys of up to three times this distance are not uncommon for regular commuters. As

such, a 12km (7.4 miles) cycle commuter distance normally applies. A 4km cycle distance

covers the whole of Cwmbran. Figure 2.2 below illustrates the local cycle network.

Figure 2.2: Local Cycle Infrastructure

Mapping obtained from Sustrans website www.sustrans.org.uk December 2018.

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





2.4 Public Transport Facilities

Bus

2.4.1 The application site is very well served by public transport, with bus stops available on

Edlogan Way and St Davids Road.

2.4.2 Guidance relating to the accessibility of development proposals to public transport is

provided in the Institution of Highways and Transportation (IHT) document ‘Planning for

Public Transport in Development’ (March 1999). The IHT guidance recommends that:

“‘new developments should be located so that public transport trips involve

a walking distance of less than 400m from the nearest bus stop …”.

2.4.3 The site is well within 400m of existing bus stops, as shown in Figure 2.2. The nearest bus

stops to the proposed Stagecoach depot re-development site are found on Edlogan Way,

approximately 150m to the south.

2.4.4 Numerous bus services are accessible from these bus stops. Table 2.1 below summarises

each weekday service.

Table 2.1 - Bus Service Summary

Service Route Mon-Fri Saturday Sunday

2 Cwmbran -

Croesyceiliog

Approx 3 services

every hour from

0700-1800

Approx 3 services

every hour from

0700-1800

No

8A/8B Cwmbran – Upper

Cwmbran

Approx 2 services

every hour from

0800-1700

Approx 2 services

every hour from

0800-1700

No

21 Blackwood–

Pontypool - Cwmbran

Approx. 1 service

every hour from

1000 until 1800

Approx. 1 service

every hour from

1000 until 1800

No

23 Varteg Hill –

Pontypool - Cwmbran

Approx. 2 services

every hour from

1000 until 1800

Approx. 2 services

every hour from

1000 until 1800

No

30 Blaenavon -

Cwmbran

Approx 2 services

every hour from

0700-1800

Approx 2 services

every hour from

0700-1800

No

63 Chepstow - Cwmbran Approx. 5 services

from 0700 to 1700

Approx. 5 services

from 0700 to 1700 No





X1 Brynmawr - Cwmbran

Approx 2 services

every hour from

0700-1800

Approx 2 services

every hour from

0700-1800

No

X3 Cardiff-Hereford

Approx 4 services

every hour from

0700-2000

Approx 4 services

every hour from

0700-2000

No

X24/24

Blaenavon –

Pontypool –

Cwmbran - Newport

Approx. 4 services

every hour from

0700 to 2300

Approx. 4 services

every hour from

0700 to 2300

No

Note: Data obtained from www.stagecoach.com and is subject to change.

2.4.5 The above services provide excellent links between the site and various urban catchments

within Cwmbran and neighbouring settlements.

2.4.6 The site is therefore concluded to be favourably located to help encourage travel by bus.

Rail

2.4.7 Cwmbran railway station sits to the east of the proposed development, approximately 50m

away. The station is owned by Network Rail and managed by Transport for Wales (TfW). It

sits on the Welsh Marches Line from Newport to Hereford.

2.4.8 The station was refurbished in 2008, which included a new larger car park, new ticket hall,

modern sheltered seating areas and new live departure boards. The booking office is open

six days per week (06:30 - 18:00 weekdays, 08:00 - 18:00 Saturdays); there is also a self-

service ticket machine on offer for use outside these times or to collect advance purchase

tickets.

2.4.9 Services that stop at Cwmbran in both directions are all operated by Transport for Wales

and include the hourly service between Manchester Piccadilly, Cardiff Central and West

Wales and the two-hourly service between Holyhead and Cardiff Central.

2.4.10 Travel by train provides an alternative to private car use, especially for the staff of the

proposed depot. However, shift patterns and unsociable hours may prevent the use of this

mode.

http://www.stagecoach.com/





3 LOCAL AND NATIONAL PLANNING GUIDANCE

3.1 Overview

3.1.1 With regard to the transportation implications of the proposed development, this assessment

examines the development proposal in the context of relevant planning policy guidance at a

national, regional and local level. The following documents have been reviewed:

• Planning Policy Wales (Edition 10, December 2018);

• Technical Advice Note (Wales) (2007) 18 - Transport;

• Wales Transport Strategy (2008); and

• Torfaen Local Development Plan (to 2021), Adopted December 2013.

3.1.2 Consideration is also given to the following legislation, which have an emphasis on

sustainable transport provision:

• Active Travel Wales Act 2013;

• Well-being of Future Generations (Wales) Act 2015.

3.2 Policy Summary

3.2.1 The overarching desire of these policy documents is to promote a modal shift from single

occupancy car travel towards more sustainable modes such as walking, cycling, and public

transport. In order to achieve this, it is recognised that development should be located where

there is good access to high-quality public transport, walking and cycling provision.

3.3 Conclusion

3.3.1 The development site is located near Cwmbran town centre and adjacent to Cwmbran

railway station and is therefore highly accessible to nearby trip attractors and sustainable

travel opportunities for trips further afield.

3.3.2 The site is therefore deemed to be compliant with current transport planning policy and is

able to help reduce single-occupancy private car travel, especially amongst staff. This will

result in environmental benefits (less CO2), social improvements (inclusive mobility and a

healthier population) and economic benefits (less congestion).

3.3.3 Due to the nature of the site use, which will often involve travel by car given the unsociable

hours involved with a split shift 24-hour system, many car trips will be a necessity. However,

staff will still be a key focus of the travel plan.





4 BASE DATA & TARGETS

4.1 Travel Survey

4.1.1 In order to provide a foundation from which future aims can be assessed, it is recommended

that a staff travel survey is undertaken shortly before the proposed depot becomes

operational.

4.1.2 Existing staff will simply migrate over to the new depot site, which lies adjacent to the

existing. Staff travel surveys could, therefore, be undertaken at any time. However, just prior

to the transfer would be preferred.

4.1.3 The information obtained from this survey will help identify poorly performing modes of

travel, and reasons for this. It will also provide an indication of possible initiatives and

measures that could help induce change towards more sustainable forms of travel.

4.1.4 The results of the baseline travel surveys will focus the efforts of the Travel Plan. Useful

information derived from the questionnaires may include, but is not limited to, the following:

• staff place of residence;

• staff shift patterns;

• staff method of travel;

• staff duration of travel;

• barriers to sustainable travel;

• those most willing/able to change their travel habits; and the

• popularity of potential incentives and measures which may encourage staff to

change their mode of transport.

4.1.5 The baseline travel surveys and all future travel surveys must comply with the Data

Protection Act. Personal data must not be used or disclosed in any manner incompatible

with the purpose for which it is collected and the respondents will be informed of the uses of

the data.

4.1.6 A sample survey has been obtained from the DfT document ‘The Essential Guide to Travel

Planning’ (2008) and is provided herein as Appendix A.

4.2 Modal Share Targets

4.2.1 After the collation of base data, appropriate modal share targets should be formulated.

Modal share targets are measurable goals that are set to assess whether or not the

objectives of the plan are being achieved.

4.2.2 Modal share targets are usually set once baseline figures have been established for staff

travel patterns.

4.2.3 The ‘Smarter Choices - Changing the way we travel’ report (2004) states that basic

Travel Plans can expect to achieve a 6-10% reduction in car use whilst Travel Plans

with parking management can achieve reductions of up to 20-25%.





4.3 Existing Modal Split

4.3.1 Stagecoach provided modal split data shown in Table 4.1 below for similar redevelopment

proposal back in 2015. Whilst this data will be updated in due course, and prior to the

proposed relocated depot becoming operational, it forms a useful benchmark upon which

the modal split targets can be set.

Table 4.1: Existing Modal Split – Provided by Stagecoach

Mode of Travel Existing Travel Pattern

Bus 7.3%

Driving a car or van 88.4%

Bicycle 0.80%

On foot 2.7%

Motorcycle 0.80%

All 100%

Note: The data was not broken down into car driver and passenger, data for train travel

was also not considered and is assumed to be 0%.

4.4 Method of Travel to Work - Census Data for Torfaen (2011)

4.4.1 A review of the 2011 Census data for the ‘journey to work’ category is provided in Table 4.2.

Table 4.2: Census (2011) Journey to Work Mode of Travel

Mode of Travel Torfaen (count) Torfaen (%)

Work mainly at or from home 2,614 6.47%

Train 507 1.26%

Bus, minibus or coach 1,896 4.70%

Driving a car or van 28,109 69.62%

Passenger in a car or van 3,081 7.63%

Bicycle 326 0.81%

On foot 3,100 7.68%

All other methods of travel to work 743 1.84%

All 40,376 100%

NB: Based on dataset DC7401EW1a. Excludes not in employment.

4.4.2 As shown in Table 4.2, the majority of journey to work trips in Torfaen are as a car driver

(69.62%). The remaining 30.38% can be considered sustainable trips.

4.4.3 The modal split data provided by Stagecoach is broadly in line with the Census data, albeit

a higher percentage of car use, which is entirely understandable given the unsociable hours

involved when public transport availability is significantly reduced. There is no breakdown of

car passengers provided and, as such, car sharing may form a higher percentage than the

data initially suggests.





5 SUSTAINABLE TRANSPORT INITIATIVES AND MEASURES

5.1 Introduction

5.1.1 This section suggests initiatives and measures that will facilitate and encourage sustainable

travel to and from the depot.

5.1.2 Initiatives and measures should be aimed at staff prior to commencement re-deployment in

order to maximise the opportunity to influence travel patterns. As identified in the DfT

document ‘Making Travel Plans Work’ (2002), new recruits are an important group to target

as travel behaviour is easier to influence from the outset before established travel patterns

are developed.

5.1.3 Whilst the number of staff will remain the same at the proposed new depot, should any new

staff members be brought in, they should be targeted.

5.2 Travel Plan Co-ordinator

5.2.1 A Travel Plan Co-ordinator will be appointed for the site.

5.2.2 The DfT document ‘Making Travel Plans Work’ (2002) suggests that a good TPC is able to

combine commitment, enthusiasm and a pragmatic approach.

5.2.3 The role of the TPC involves overseeing the day-to-day operation of the Travel Plan by

liaising with staff and managing the initiatives as well as setting, monitoring and reviewing

modal share targets.

5.2.4 The TPC’s role and responsibilities will include:

i) leading on the delivery and evolution of the Travel Plan;

ii) representing the face of the Travel Plan – explaining its purpose and the

opportunities on offer, playing a central role in liaison with staff and

customers;

iii) providing travel planning advice;

iv) ensuring the Travel Plan and it’s component parts are being undertaken; and

v) taking a role in monitoring and dissemination of the Travel Plan.

5.2.5 The TPC should undertake travel surveys shortly after being appointed.

5.3 Pedestrian Travel

5.3.1 The TPC will be responsible for promoting safe and convenient walking routes to/from the

depot, as well as the health and environmental benefits of this mode of travel.

5.3.2 In addition, the store will have showers and changing facilities to allow staff who travel via

active modes to change into fresh clothing, if required.





5.4 Cycle Travel

5.4.1 To encourage cycle travel, 10 cycle spaces will be provided in a secure cycle store. These

are to be located in a prominent and convenient location to promote natural surveillance,

encourage and reward use.

5.4.2 The TPC will be responsible for promoting safe and convenient cycle routes in the vicinity.

The health and environmental benefits of this mode of travel should also be championed.

5.4.3 Also, as identified, the store will have showers and changing facilities to allow staff who

travel via active modes to change into fresh clothing, if required.

5.5 Car Sharing

5.5.1 The appointed TPC should promote amongst staff the benefits of car sharing, such as cost

savings, reduced congestion and reduced pollution.

5.5.2 Whilst opportunities may arise within the workplace for car sharing with other staff members,

promotion of larger car sharing facilitators, such as ‘Liftshare’ (liftshare.com) will enhance

these opportunities.

5.5.3 The ‘Liftshare’ car sharing website is a free-to-use car sharing website produced which

enables individuals to register their travel requirements. The system then searches for

matches amongst those already registered, displaying likely matches. The individual is then

free to contact any of these matches online in order to arrange lift sharing.

5.5.4 The advantage of an independent database such as this over an in-house system is that the

potential for lift-sharing opportunities are greatly enhanced if other businesses in the local

vicinity are enlisted.

5.5.5 A description of the scheme and details of how to join will be provided by the Travel Plan

Co-ordinator to existing and new employees, and will also be continually promoted amongst

staff.

5.6 Public Transport

5.6.1 Generally, many workers travel to work by car due to a lack of knowledge regarding the

sustainable transport options available to them. Employees and visitors are far more likely

to travel by bus if they know where the buses travel to and from. This information should,

therefore, be made accessible to all staff/visitors. Given the intended operator, travel via bus

will be championed, whenever possible.

5.6.2 Stagecoach offers all members of staff free travel on Stagecoach services as an employee

benefit.

5.6.3 Furthermore, Stagecoach operates free staff buses during anti-social hours.

5.7 Personalised Travel Plan

5.7.1 The TPC should promote online journey planners, such as Traveline (www.traveline.info).

This journey planner is able to provide specific details of the most appropriate means of

travel to the store by sustainable means; timetables and connections are included.





5.8 Follow Up Measures

5.8.1 If necessary, the following measures should be considered by the TPC to further encourage

sustainable travel:

General

• A travel notice board located in a prominent location should be provided, detailing

public transport services in the vicinity of the development. The TPC should

ensure that timetables for local bus routes are kept up-to-date at all times. The

notice board could also include information on preferred pedestrian and cycle

routes within the vicinity of the depot as well as details of the car sharing website;

• Promotional events to reward travel to the depot via sustainable modes of

transport;

• Dedicated car-share only parking bays.

Public Transport

• The employer could provide car-sharing staff with a ‘guaranteed’ ride home,

should their travel arrangement fall through unexpectedly. A guaranteed ride home

would give staff reassurance to car share, or use public transport.

Cycling

• The formation of a Bicycle User Group (BUG) to assist new cyclists by pairing

them with more experienced cyclists;

• Cycle training;

• ‘Bike Doctor’ sessions;

• A cycle discount voucher for each member of staff to be used towards the

purchase of a bicycle from a local cycle retailer.

Walking

• Route maps;

• Provision of umbrellas/rainproof clothing;

• Personal alarms/self-defence classes.

5.9 Awareness and Marketing

5.9.1 Staff and visitors should be made aware of the Travel Plan at the outset and kept up-to-date

with modal share travel targets and results.

5.9.2 The awareness and marketing of the Travel Plan should continue as a long term, ever-

evolving process.





6 IMPLEMENTATION & MONITORING

6.1 Implementation

6.1.1 The TPC should be appointed as soon as possible, preferably prior to the depot becoming

operational.

6.1.2 The baseline staff/visitor travel surveys and subsequent formulation of targets and measures

should be undertaken shortly after the appointment of the TPC when the depot is fully

operational, and during a neutral time of the year. It is suggested that this survey takes place

within six months of the depot becoming operational.

6.1.3 When baseline data has been obtained, modal share targets should be formed by the TPC

to improve all feasible modes of sustainable travel.

6.2 Monitoring the Travel Plan

6.2.1 The effectiveness of the Travel Plan should be monitored continuously and a re-survey of

staff/visitor travel patterns should take place to determine the effectiveness of the Travel

Plan. The surveys should be taken during the same season as the initial base survey, for

consistency purposes.

6.2.2 Depending on the performance of the Travel Plan, the TPC may need to introduce new

initiatives or measures, as identified in the previous chapter, to influence modal shift towards

more sustainable forms of transport.





7 SUMMARY AND CONCLUSION

7.1 Summary

7.1.1 This Travel Plan (TP) has been produced by Corun Associates Ltd (Corun) on behalf of

Stagecoach UK Bus to help encourage sustainable travel to their proposed relocated depot

off Somerset Road, Cwmbran.

7.1.2 In order to reduce dependence on single-occupancy car trips associated with the depot, this

Travel Plan has provided an outline of aims and objectives for promoting sustainable travel

and suggestions as to how this can be achieved.

7.1.3 The Travel Plan has been designed with reference to BREEAM assessment criteria.

7.1.4 The site benefits from a town centre location and good sustainable transport provision

infrastructure and close proximity to nearby residential catchments.

7.1.5 This document sets out provision for the appointment of a Travel Plan Co-ordinator. The

role of the Travel Plan Co-ordinator involves overseeing the day-to-day operation of the

Travel Plan by liaising with staff/visitors and managing the initiatives. The designated person

is responsible for setting, monitoring and reviewing modal share targets.

7.1.6 A number of potential measures have been suggested to further promote sustainable modes

of travel. These measures should be considered for implementation by the Travel Plan Co-

ordinator.

7.1.7 Travel surveys should be undertaken soon after occupation to determine the modal split of

staff/visitors. Following this, appropriate modal share targets should be formulated and

measures implemented to reach these targets. Repeat surveys will determine the

performance of the Travel Plan.

7.2 Conclusion

7.2.1 This Travel Plan demonstrates the commitment of the Stagecoach towards sustainable

travel choices which will be actively encouraged at the proposed Cwmbran depot. Whilst the

site is favourably located to capitalise on the prevailing sustainable transport infrastructure,

this document provides an outline of how to further increase the modal share of walking,

cycling and public transport.




January 2019 Appendix A

APPENDIX A

Sample Staff Travel Survey

proposed relocated stagecoach depot cwmbran … · provided in the institution of highways and...

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