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PMG

De Braose Close Danescourt

Interim Travel Plan

June 2018

REPORT CONTROL

Document: Travel Plan

Project: Radyr Court Road

Client: PMG

Job Number: 173547

File Origin: /tt/file_convert/5b6528b57f8b9a6c178e3d7b/document.docx

Document Checking:

Primary Author Dafydd Thomas Initialled: DT

Contributor Initialled:

Review By Matt Thomas Initialled: MT

Issue Date Status Checked for Issue

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Contents

1 INTRODUCTION............................................................................................................3

Background........................................................................................................3Interim Travel Plan Scope...................................................................................3Aim of the Interim Travel Plan............................................................................3This Document...................................................................................................3

2 EXISTING SITUATION....................................................................................................5

Site Location................................................................................................................5Walking..............................................................................................................7Cycling..............................................................................................................13

Public Transport.........................................................................................................16Bus Services......................................................................................................16Rail Services.....................................................................................................18

Local Highway Network..............................................................................................19Radyr Court Road.............................................................................................19Danescourt Way...............................................................................................20De Braose Close................................................................................................20

3 PROPOSED DEVELOPMENT.........................................................................................21

Development Composition.........................................................................................21Vehicular Access.........................................................................................................21

4 TRAVEL PLAN OBJECTIVES AND TARGETS...................................................................22

Objectives..................................................................................................................22Benefits......................................................................................................................22Targets.......................................................................................................................23

Action Targets..................................................................................................23Aim Targets......................................................................................................24Interim Targets.................................................................................................24

5 TRAVEL PLAN STRATEGY.............................................................................................25

Management.............................................................................................................25Travel Plan Coordinator..............................................................................................25Marketing and Consultation.......................................................................................26

6 MEASURES AND INITIATIVES......................................................................................27

Introduction...............................................................................................................27Travel Pack.................................................................................................................27Public Transport.........................................................................................................27Walking and Cycling...................................................................................................27Other Measures and Incentives..................................................................................28

De Braose Close Travel Plan 1H:\Projects\W170000\173547 - Radyr Court Road\WordJune 2018

7 MONITORING AND REVIEW........................................................................................29

Reporting...................................................................................................................29

8 ACTION PLAN.............................................................................................................30

Figures

Figure 2.1 - Site Location Figure 2.2 - Local Facilities Figure 2.3 - Walking and Cycling Routes Figure 2.4 - 15 & 30 Minute Walking Isochrones Figure 2.5 - Cycle Routes Figure 2.6 - 15 & 30 Minute Cycling Isochrones Figure 2.7 - Bus stops in the immediate vicinity of the site Figure 2.8 - Local Highway Network Figure 4.1 - Indicative Masterplan


1 INTRODUCTION

Background

1.1 Vectos is retained by PMG to provide traffic and transportation advice in relation to the

proposed residential development at De Braose Close, Danescourt

1.2 The proposed development consists of 40 residential dwellings with vehicular access from De

Braose Close.

Interim Travel Plan Scope

1.3 The Interim Travel Plan (ITP) is a strategy setting out the sustainable travel options and

measures for the proposed development at the site.

1.4 This ITP is a live document, and will be further updated once baseline travel surveys have

been completed. These baseline travel surveys will be undertaken annually following

meaningful occupation of the proposed development.

Aim of the Interim Travel Plan

1.5 The main aim of this ITP is to put in place the management tools deemed necessary to

enable people to make more informed decisions about their travel on the environment. This

is set achieved by setting out a strategy for eliminating the barriers which prevents people

from using sustainable modes which in effect can self-manage single occupancy vehicular

use.

1.6 The strategy needs to be long term as changing travel habits takes time and will only occur

through a combination of incentives, improve facilities, government initiatives, and changes

in individual attitudes.

1.7 The ITP is a live document and it will develop with input from Cardiff County Council (CCC),

The Travel Plan Coordinator, the applicant and other key stakeholders necessary.

This Document

1.8 This ITP has been written as a stand-alone document and contains all the relevant

information needed to effectively implement and monitor the full ITP


1.9 The remainder of this document is as follows;

Section 2 – describes the existing accessibility of the site;

Section 3 – outlines the proposed development;

Section 4 – sets out the objectives and benefits of the TP;

Section 5 – sets out the Travel Plan Strategy

Section 6 – sets out the sustainability measures that could be implemented to help

achieve the objectives and targets of the Interim Travel Plan;

Section 7 – outlines how the monitoring and review programme will ensure the Interim

Travel Plan to continue to progress; and

Section 8 – sets out the Action Plan for the Interim Travel Plan.


2 EXISTING SITUATION

2.1 This section of the report provides the context of the site in relation to its general

surroundings and movement characteristics of the surrounding area.

Site Location

2.2 The site is located within Danescourt, an outer suburb of western Cardiff. It is some 2.4km to

the south of Radyr and some 2.8km to the north of Fairwater. The site is also located

approximately. 5.3 km north of the centre of Cardiff.

2.3 The site is bound to the west by residential properties at Danescourt, to the north and east

by the River Taff, Taff Trail, railway line and green land and to the south by further residential

properties and open green land.

2.4 Figure 2.1 indicates the site location in a local context.

Figure 2.1 – Site Location


Local Facilities

2.1 The site is well placed in terms of access to nearby local facilities and services such as

schools, medical services, restaurants and public transport provision. A summary of the local

facilities within the vicinity of the site is set out in Table 2.1 and the local facilities are

illustrated in Figure 2.2.

Table 2.1 – Local Facilities

Figure 2.2- Local Facilities


Local Facility Distance from centre of the site (metres)

Cycling Time (mins)

Walking Time (mins)

Public Transport Bus Stops on Danescourt Way 480 2 6

Danescourt Railway Station 1125 4.5 14Llandaff Railway Station 1610 6.5 20

Schools Danescourt Primary School 490 2 6Hawthorn Primary School 1530 6.4 19

Radyr Comprehensive School 1290 5.5 16Ysgol Gyfun Gymraeg Glantaf 1450 6 18Forte School of Music (Cardiff) 480 2 6

Leisure / Sports Facilities Radyr Lawn Tennis Club 1285 5.5 16

Llandaff North Rugby Football Club 805 3.5 10Pub / Restaurants / Food

The Radyr Court (Pub) 650 3 8The Posh Fish and Chips Company 965 4 12Domino’s Pizza Cardiff – Llandaff 965 4 12

Local Shops Co-op Food Llandaff – Radyr Court 650 3 8

Lidl 1500 6 18.5Medical Centres

Danescourt Pharmacy 655 3 8Medivet The Vets Llandaff North 1610 6.5 20

Llandaff North Medical Centre 1290 5.5 16Local Areas

Radyr 2400 10 30Llandaff North 2010 8.5 25

Fariwater 2800 11.5 35Cardiff 5300 22 66

Pedestrian and Cycle Provision

2.2 The local area offers an excellent framework for non-motorised modes of travel and is served

by good quality pedestrian routes within attractive environments.

2.3 Within the vicinity of the site, there are shared footways/ cycleways, local streets conducive

to cycling and various Public Rights of Way (PRoW) including the Taff Trail.

Walking

2.4 Pedestrian footways are present along Danescourt Way which lies within the vicinity of the

site and is equipped with local facilities and public transport links. These footways are

considered to be of a good state of repair, with street lighting and dropped kerbs where

required. There are also pedestrian crossing points available in the form of zebra crossings

and uncontrolled.

2.5 Pedestrian footways are also present on De Braose Close, which is accessible via the

northern point of the site. These footways are continuous on De Braose Close and run

throughout the Danescourt Estate. Street lighting and dropped kerbs are present.


2.6 De Braose Close also includes pedestrian steps and footway which heads to the north of

Danescourt. This footpath runs along residential properties at Timothy Rees Close and is

accessible from this road as well as from Goodwin Close. It adjoins onto a Public Rights of

Way which connects with Heol Isaf to the north west of Danescourt and residential

properties at Radyr to the north as well as a footpath which connects to Radyr

Comprehensive School. This footpath is illustrated in Figure 2.3.

2.7 Photograph 2.1 shows the footway on De Braose Close as well as the pedestrian steps to the

PRoW connecting Danescourt and Radyr.

Photograph 2.1 – Pedestrian facilities at De Braose Close


2.8 There are a number of Public Rights of Way (PRoW) in the vicinity of the area and these

along with other walking and cycling routes in the vicinity of the site, are illustrated in Figure

2.3.

Figure 2.3 – Walking and Cycling Routes

2.9 The Public Rights of Way (PRoW) are accessible via De Braose Close to the north of the site,

Radyr Court Lane to the south of the site and from the Taff Trail to the immediate east of the

site. The PRoW to the immediate east of the site is labelled as Radyr No.56. and it is shown in

its current condition in Photograph 2.2.

Photograph 2.2 – Public Rights of Way No.56


2.10 Further east to of the site and adjacent to the River Taff is PRoW route number 52 (as shown

on Figure 2.3). This connects with Radyr Court Road to the south and runs along the River

Taff to the north. It also connects the site with the Taff Trail. The route varies between a

rough and smooth terrain. This is connected to the PRoW within the immediate vicinity of

the site via a tunnel which runs underneath the railway line. This connectivity is shown in

Photograph 2.3.


Photograph 2.3- Access to PRoW

2.11 A shared footway/ cycleway is also provided to the east of site in the form of the Taff Trail.

As mentioned, this can be accessed directly through the PRoW and tunnel and it can also be

accessed via Radyr Court Lane (where is this?) which leads to PRoW no 52 that runs parallel

to the river.

2.12 The Taff Trail is considered to be an excellent transport link for pedestrian and cyclists

heading south in to Cardiff city centre or northwards to Tongwynlais and further local

communities. The Taff Trail and its connectivity with other walking and cycling routes is

shown in Figure 2.3.

2.13 The site is therefore is considered to be well-located in terms of proximity and access by foot

to local transport links and local amenities.


2.14 The propensity for people to walk or cycle depends on individual preferences and

circumstances. These circumstances might include, for instance, the purpose of the journey,

the attractiveness of, and activity along, the route, the weather, and the cost of alternatives.

2.15 The thrust of land use and transport policy is to promote and encourage the choice of

walking and cycling above all else where travel needs to occur. Therefore, it is both

reasonable to assume that waling is a viable and growing means of travel, and that new

development, such as this one, should be designed to promote and encourage it.

2.16 In practice, the distance that any individual is likely to choose to walk, depends on that

individual and their circumstances, but it fair to assume that over time, given current policies

to promote community, health, wellbeing and active travel, the propensity for individuals to

walk, and to walk further, will increase.

2.17 Figure 2.4 indicates the indicative walking isochrones of 15 and 30 minutes walking time

to/from the site assuming a comfortable average walking speed of 3mph.


Figure 2.4 – 15 & 30 Minute Walking Isochrones

Cycling

2.18 Cycling infrastructure within the vicinity of the site includes advisory local routes, National

Cycle Network Route 8 and local roads conducive to cycling.

2.19 Radyr Court Road, which runs within close proximity of the site is labelled as an advisory

cycle route. It is lit for the most part, considered to be of a good width and of a good state of

repair and links with Danescourt Way. Cycling infrastructure on this road also includes a U-

Chicane which is used for ease of movement and speed calming for cyclists, as well as a

gateway which is used as traffic calming for vehicles. Cardiff Council advises that the most

northern section of this road, at its junction with Danescourt Way, is a “Walk your bike” area,

due to its naturally steep gradient.

2.20 The ‘U-Chicane’, as well the additional gateway, on Radyr Court Road is shown in

Photograph 2.4.


Photograph 2.4 – Cycling Infrastructure on Radyr Court Road

2.21 The Taff Trail also runs within the vicinity of the site on the eastern side of the River Taff. It is

an off road shared footway/ cycleway that is also part of National Cycle Network Route 8.

2.22 These excellent cycling routes within the vicinity of the site are illustrated in Figure 2.5.


Figure 2.5 – Cycle Routes

2.23 In practice, the distance that any individual is likely to choose to cycle, depends on that

individual and their circumstances, but it is fair to assume that over time, given current

policies to encourage community, wellbeing, health and active travel, the propensity for

individuals to cycle, and to cycle further will increase. This is also very much in line with

Cardiff Council’s Transport Strategy which seeks to encourage all journeys by sustainable

modes of transport.

2.24 Figure 2.6, indicates the 15 & 30 minute cycling isochrones to/from the site, assuming a

comfortable average cycle speed of 9 mph. Sustrans has suggested that up to 5 miles in an

appropriate distance for cycle commuting. At 9mph, this equates to 33 minutes covering a

wide area from the site.

2.25 This demonstrates that areas such as Canton, Llandaff North and Fairwater are all within a 15

minutes commute from the site with other areas such as Llanishen and Cardiff city centre

within a 30 minute cycle from the site.


Figure 2.6– 15 & 30 Minute Indicative Cycling Isochrones

Public Transport

Bus Services

2.26 The nearest bus stops to the site are located along Danescourt Way approximately. 480

metres from the centre of site via Radyr Court Road. All bus stops along this road are

equipped with concise timetable information, with a number of stops also including shelters

and benches.

2.27 The location of these bus stops in relation to the site is illustrated in Figure 2.7 and a

summary of the local bus services is set out in Table 2.2.


Table 2.2 – Bus Services

Number Route First Bus Last Bus Frequency (mins) Provider M-F S S

63 Cardiff – Radyr and Morganstown

07:40 23:27 20 20 60 Cardiff Bus

Radyr and Morganstown – Cardiff

07:12 22:45

63A Cardiff – Danescourt 09:04 n/a n/a n/a 60 Cardiff Bus Danescourt – Cardiff 06:15 09:11

64 Cardiff City Centre – Heath Hospital via Whitchurch

07:56 18:26 120 60 120 Capital Links/Cardiff

Bus Heath Hospital – Cardiff City Centre via Whitchurch

06:20 20:40

65 Cardiff City Centre – Heath Hospital via Whitchurch

06:57 19:20 120 n/a n/a Capital Links/Cardiff

Bus Heath Hospital – Cardiff City Centre via Whitchurch

09:24 19:40

122 Tonypandy - Cardiff 06:51 22:59 15 15 30 Stage coach South Wales Cardiff – Tonypandy 07:29 23:28

2.28 The quality, frequency and affordability of bus services are important factors which people

evaluate as part of their selection process for mode of travel for day to day activities for

example, commuting and social purposes.

2.29 The site is well served by at least 7 buses an hour (both directions), to Cardiff City centre and

other sources of employment and hence can be considered to be highly accessible by bus.


Figure 2.7 – Bus Stops in the immediate vicinity of the site

Rail Services

2.30 Danescourt Railway Station and Llandaff Railway Station are both within close proximity of

the site (as shown in Figure 2.2). Danescourt Station is located approximately 480 metres to

the south of the site and accessible via Beale Close whilst Llandaff Station is located

approximately 1.4 km to the east of the site and accessible via the Taff Trail. Llandaff is

served by the Valleys line whilst Danescourt is served by the City Line.

2.31 The stations provide frequent services to Cardiff Central, Coryton, Barry Island, Merthyr

Tydfil, Aberdare, Bridgend and Treherbert as demonstrated in Table 2.3.

Table 2.3 –Rail Services

Danescourt Station Llandaff Destination Journey

Time (mins)Frequency

(mins)Direct

Service? Y/NJourney

Time (mins)

Frequency (mins)

Direct Service? Y/N

Barry Island 60 20 N 44 15 YMerthyr

Tydfil12 30 N 55 30 Y

Aberdare 90 30 N 54 30 YCardiff Central

12 30 Y 13 8 Y


Coryton 35 30 Y 32 30 NBridgend 38 30 N 50 15 Y

Treherbert 90 39 N 56 39 Y

2.32 Table 2.3 demonstrates that a number of destinations can be reached from Danescourt

Railway station and Llandaff Railway Station and therefore the site benefits from good rail

connections.

Local Highway Network

2.33 The location of the site in the context of the local highway network is shown in Figure 2.8.

Figure 2.8 – Local Highway Network

Radyr Court Road

2.34 Radyr Court Road runs to the south of the site and is accessed via Llandaff Bridge/ A4054. It

is a no through road which terminates adjacent to Danescourt Way. At its southern end, the

road is a two lane carriageway with street lighting and footways. Closer to the vicinity of the

site, the road is narrower and effectively a shared surface for vehicles, pedestrians and

cyclists, includes hedges on either side of the road and is unlit. However, at this point of the


road there are also occasional road widenings for passing points. As previously mentioned

and shown in Photograph 2.4, there traffic calming infrastructure provided on this road, in

the form of a ‘U-chicane’ for cyclists and a gateway for vehicles.

Danescourt Way

2.35 Danescourt Way is the main road within Danescourt. It connects a number of residential

properties with nearby local facilities and public transport provision. It is subject to a 30 mph

speed limit with a reduction to 20 mph at some points due to its proximity to local schools.

The road is considered to be of a good state of repair and has streetlighting and footways on

either side of the road.

De Braose Close

2.36 De Braose Close connects the northern section of the site and provides access to a number

of residential properties with street lighting and footways present.. The road is a no through

road with a turning head at its eastern end at the northern end of the site and a priority

junction with Timothy Rees Close at its northern end.


3 PROPOSED DEVELOPMENT

Development Composition

3.1 The proposed development comprises 40 residential dwellings with vehicular access from De

Braose Close.

3.2 An indicative masterplan for the outline permission is shown in Figure 4.1.

Figure 4.1 – Indicative Masterplan

Vehicular Access

3.3 Vehicular access to the site will be via De Braose Close via the turning head at the end of the

existing road.

3.4 It is proposed to provide a continuation of De Braose Close with a 5.5m carriageway and a

3m footway/cycleway on the northern side of the road.

3.5 There will be no vehicular access from Radyr Court Road although the linkages to the site

from Radyr Court Road via the PRoW will be maintained as a strong pedestrian / cycle link.


4 TRAVEL PLAN OBJECTIVES AND TARGETS

Objectives

4.1 This ITP is primarily aimed at reducing the dependence of on car travel by residents.

Therefore, the main objectives of this ITP are to;

Identify the modal split for residents;

Identify the barriers, both perceived and real, that affect modal choice;

Review and update the package oh physical measures and management procedures

which are being implemented to encourage residents and visitors to travel by

sustainable modes of travel.

4.2 Past experience has shown that Travel Plans can bring economic, environmental, health and

social benefits to residents travelling to and from a site as well as local people living and

shopping in the area. The key benefits which can result following the implementation of a TP

are outlined below:

Economic – more sustainable travel modes can save money, increasing the critical mass

using public transport can make services more viable, and car sharing can significantly

reduce travel costs.

Environmental – a reduction in car journeys made to and from the site reduces the level

of air and noise pollution in and around the site.

Health – by adopting more sustainable modes of travel, such as walking or cycling,

people’s physical and mental well-being improves and they lead a healthier lifestyle.

Social – people are not cocooned in their cars and interact with other individuals on

their journey to and from the site. Increased pedestrian and cycle activity makes an area

feel safer.

Benefits

4.3 The achievement of the objectives will bring about a wide range of benefits for residents

businesses and the wider community.

4.4 The resident benefits will be:

Health benefits associated with walking and cycling including reduced levels of stress;


The opportunity to save money by using alternative modes of travel to the car; and

Improved quality and reliability of journeys.

4.5 The benefits to businesses and the wider community could be:

A step-change in travel attitude which should lead to reductions in vehicular generated

traffic on the local highway network and a contribution towards overall reduction in

travel emissions, and improved journey time reliability.

Targets

4.6 The success of the ITP is measured by whether it achieves its objectives through set targets

which will be identified following the initial survey and which will be advised to CCC.

4.7 The targets, which are related to the objectives, can be ‘action’ targets or ‘aim’ targets.

Action targets set out specific commitments to implement measures within certain

timescales to ensure delivery. Aim targets provide numerical goals for modal shifts.

4.8 All targets will be SMART (Specific, Measureable, Achievable, Realistic, Time-bound).

Action Targets

4.9 The action targets are set out in the Action Plan (section 8) and include the following key

milestones;

The Travel Plan will be formally launched on an individual basis as properties are

occupied;

Provision of a ‘Travel Information Pack’ for each dwelling upon occupation;

The baseline survey will be conducted at a key handover stage and the results will be

reported within 3 months of beneficial occupation and details advised to Cardiff Council.

An updated version of the Travel Plan will be produced with an updated Action Plan

following the baseline surveys. This updated Travel Plan will have clear aims and

objectives which outline modal shift targets after a year of monitoring; and

A monitoring survey will be undertaken on the anniversary of the baseline survey which

will monitor the modal shifts of residents.


Aim Targets

4.10 The Travel Plan will be monitored for a period of a year from beneficial occupation. Once the

baseline travel survey results have been analysed, specific targets will be set according to the

monitoring programme set out in Section 8 and details advised to CCC. The main target will

be to reduce dependency on the private car with the resultant change impacting modal

change in sustainable modes of travel.

Interim Targets

4.11 The baseline mode split figure should be taken from the result of the baseline survey, which

will be undertaken within 12 months of beneficial occupation.

4.12 At this stage, the observed mode split recorded in the 2011 Census has been used as a guide

as to what the likely baseline mode split may be although it may be that the modal split is

less reliant on the private car as the sustainable travel ethos of CCC’s aspirations take hold.

The 2011 Census data for ‘Method of Travel to Work is set out in Table 4.1. The census data

is representative of the area, “W02000392: Cardiff 026 MSOA”, where the proposed

development is located.

Table 4.1 – Method of Travel to Work

4.13 Within 12 months of beneficial occupation of the development the baseline survey will be

undertaken to establish baseline travel patterns. The full Travel Plan will be finalised and

targets agreed with CCC as necessary.


Method of Travel to Work Mode Split Work at or mainly from home 0%

Underground, metro, light rail or tram 0%Train 6%

Bus, minibus or coach 8%Taxi 0%

Motorcycle, scooter or moped 0%Driving a car or van 62%

Passenger in a car or van 5%Bicycle 5%On-foot 13%

Other method of travel to work 0%

5 TRAVEL PLAN STRATEGY

Management

5.1 The role of Travel Plan Coordinator (TPC) has not yet been allocated, however a suitable

person will be appointed prior to beneficial occupation. CCC will be notified of the TPC’s

contact details.

5.2 The TPC, and the necessary costs for administrating the Travel Plan, will be funded by the

developer.

Travel Plan Coordinator

5.3 The Travel Plan will fund a Travel Plan Coordinator (TPC) for a period of 2 years from first

beneficial occupation of the development. After 2 years, the development is expected to be

complete with a significant proportion of dwellings sold and hence a critical mass of

residents will have been involved / exposed to the TPC and sustainable measures. At this

point, it is considered that the ethos of green travel and its associated benefits will be

supported by the local community.

5.4 The primary functions of the TPC will include:

Liaison with the local community;

Development of transport initiatives;

Liaison with the local planning and highway authorities;

Liaison with public transport operators;

The incorporation of sustainable travel measures to residents through a range of media,

including for example newsletters, emails and websites;

Inform residents of local car sharing schemes

Promoting the benefits of home delivery services;

Production, distribution and monitoring of Smarter Travel Information Packs;

Scheduling of a Green Travel Users Forum or similar;

Maintenance of all necessary systems, data and paperwork for the development;

Promotion and organisation of taxis and taxi minibuses;


Providing residents of the development, and others within the local community, with

details on how they can travel, including accessing their place of work, schools, shops

and others in a sustainable manner;

Acting as a single point of contact for all transport, access and travel related issues for

residential units within the development; and

Liaison with CC.

5.5 Increasing travel awareness so that people can make informed travel choices is a key role of

the TPC. The TPC will work closely with officers at CCC to promote any initiatives the council

may have.

5.6 The TPC will work with the developer to ensure that all occupiers of the development equally

receive sustainable travel information and benefits from travel plan incentives.

Marketing and Consultation

5.7 Prospective residents and occupiers will, where possible, be encouraged to access the site

via sustainable transport modes. Information will be provided as to how to get to the site.

5.8 People will be made aware of the Travel Plan on the commencement of their residence on

the site. The details of the Travel Plan, its objectives in enhancing the environment, and the

role of individuals in achieving these objectives will be explained.

5.9 A ‘Travel Information Pack’ will be provided. This will contain the key element of the Travel

Plan and sustainable transport information and other relevant travel information.


6 MEASURES AND INITIATIVES

Introduction

6.1 This section of the ITP outlines the specific physical and management measures to be

implemented. The implementation of these measures, which include awareness initiatives

and infrastructure provision, is considered to be the core of the ITP.

Travel Pack

6.2 All employees, upon commencement of their employment, will be provided with a Travel

Pack. This will include the following information:

Name and contact details of the TPC and the availability of the TPC to speak with

employees;

An introduction to the Travel Plan, its purpose and a summary document;

Information on the health benefits of using active modes of transport;

Bus route map and timetables and any other public transport information;

Maps showing walking and cycling routes to the site;

Any company policy related to travel; and

Details of any cycle discounts and local schemes.

Public Transport

6.3 Details of local bus and rail services will be made available to staff where possible through

the use of information boards in prominent positions.

6.4 National Rail and Traveline Journey Planner websites and enquiry phone numbers will also

be promoted through all relevant means.

6.5 The TPC will investigate the possibility of obtaining interest free season ticket loans to allow

staff to spread the cost of travelling by public transport.

Walking and Cycling

6.6 The following measures are proposed in order to promote walking and cycling to and from

the site:


All staff will be provided with a Travel Pack which will include maps of local walking and

cycle routes and information;

High quality cycle parking will be provided at convenient and visible locations within the

site and update will be monitored;

The TPC will raise awareness of the health benefits of walking and cycling;

If there is sufficient demand a Bicycle User Group (BUG) will be set up by the TPC to

provide suggestions for further improvements to encourage cycle use;

Details of participation in the government’s tax saving cycle scheme

(cyclescheme.co.uk), or similar such scheme, to provide employees with tax-free

bicycles.

Other Measures and Incentives

6.7 Measures to raise travel awareness will be promoted by the TPC. National events such as

those listed below will be promoted:

National Liftshare Week;

Walk to Work Day; and

National Bike Week.


7 MONITORING AND REVIEW

7.1 The Travel Plan is part of a continuous process for improvement, requiring monitoring,

review and review to ensure it remains relevant to commercial units. This chapter sets out

the proposals for monitoring and review of the Travel Plan.

7.2 All monitoring will follow the most up to date DfT and TfL best practice guidance and will be

the responsibility of the TPC to ensure company with these guidance documents.

7.3 Monitoring surveys will be undertaken annually on the anniversary of the initial baseline

travel survey. The baseline survey represents the start of the travel plan for monitoring

purposes and is known as Year 0.

7.4 Additional monitoring of the following is also useful to judge whether the implementation or

proportion of certain measures needs to be modified. The following factors should be

monitored on a constant basis:

Demand for additional cycle parking facilities; and

Comments received from employees relating to the operation and implications of

the Travel Plan.

7.5 Information gathered through the monitoring process will be recorded for input to the

annual review (outlined below). The information will be made available to CCC Travel Plan

Officers.

Reporting

7.6 An annual TP review will be undertaken every year for a period of 2 years, or less if agreed

with the Local Planning Authority, to assess the progress of the Plan. This will outline the

results of the survey, measures that have been implemented and any suggested changes to

targets and measures as a result of the survey data. The report will also incorporate the

results of monitoring throughout the preceding period. The report will be issued to CCC as

appropriate.


8 ACTION PLAN

8.1 The Action Plan outlined below in Table 8.1 sets out the measures included within the

interim Travel Plan that are directed at influencing sustainable travel.

8.2 The Action Plan will be revised every year following each Annual Travel Plan Review.

Action Responsibility Timeframe Agreement of Travel Plan with

Cardiff Council (CC)Vectos / PMG Prior to construction

Baseline Travel Survey (full survey) PMG Completed (Year 0) within 12 months of meaningful occupation

Travel Plan document agreement and completion

PMG Within 6 months of completion of initial surveys

TP Launch PMG Prior to first occupation Implementation of measures PMG Prior to first occupation

Information provision PMG Prior to first occupation Awareness raising of sustainable

transportPMG Prior to first occupation

1st Monitoring survey PMG Year 1 Review and reporting 1 PMG / CCC Year 1 survey result analysis

Review need to continue monitoring PMG / CCC Year 1 Full Review PMG / CCC Within 2 months of Year 1

monitoring survey result analysis Annual Review PMG / CCC Annually for 2 years


FIGURES

APPENDIX A

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force a line break if required

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