London Fire Brigade Travel Plan 2013/2018

Transcription

1 London Fire Brigade Travel Plan 2013/2018 November 2013

2 Foreword by Sue Budden Director of Finance and Contractual Services (senior management champion for environment and sustainability) I am pleased to introduce the London Fire Brigade s second Travel Plan. Travel and transport is recognised as a significant aspect of our operations; it involves not only how LFB operates its own vehicles but also how staff travel to work every day. This Travel Plan outlines our approach to managing the impact of this on the environment, our staff and the community we serve for the next five years. We had some great successes with our last Travel Plan and our latest staff travel survey has shown positive results, with 19.48% of respondents cycling to work, compared to a national average of just 2.9% recorded in the 2011 Census. This achievement is even more significant when the recognised constraints of our organisational role as an emergency responder are taken into account, and shows our commitment to supporting sustainable transport. For the first time in this plan we have introduced targets on business travel and awareness, to accompany our target to increase walking and cycling on the commute to work. To achieve these, we have outlined the on-going commitments, established by our last Travel Plan, and a range of new measures are also introduced. I very much hope that we can all play our part to support this plan wherever possible. Page 2 of 33

3 Contents Introduction...4 Objectives...6 Recognised Constraints...7 Transport Achievements and Measures to Date...8 HQ Staff Travel Survey Targets, Monitoring and Review On-going Commitments Future Measures Appendix A Policy Context Appendix B Staff Travel Survey 2013 Analysis Appendix C Headquarters (Union Street) Site Audit Appendix D Business Audit Page 3 of 33

4 Introduction About Us The London Fire and Emergency Planning Authority (LFEPA) is one of the functional bodies (FBs)of the Greater London Authority (GLA) and has statutory responsibility for fire fighting and fire safety in the Greater London area. The London Fire Brigade (LFB) is one of the largest fire-fighting organisations in the world, protecting people and property from fire within the 1587 square kilometres of Greater London which has a resident population of 8.2 million, increased by another 500,000 during working hours. There are approximately 6550 employees working for the LFB, including approximately 5570 operational fire fighting staff based across our 113 fire stations, 100 control staff and a further 840 nonoperational staff across LFB, with around 600 of these based at our headquarters in Southwark. Running a 24/7 full time Fire and Rescue Service brings with it operational imperatives that require the need for flexibility and mobility of its Fire Officers. Therefore many operational staff and operational support staff at HQ need to be able to travel independently and carry kit to an emergency incident, which can necessitate vehicle use to deliver an effective service. We are here to make London a safer city. Our vision is to be a world class fire and rescue service for London, Londoners and visitors and we aim to be the leader on sustainable development within the UK Fire and Rescue Service, as it is recognised that as one of London s largest employers, we have other responsibilities to meet. This, our second travel plan, addresses our approach to one of those other areas of responsibility over the next 5 years. About Travel Plans A Travel Plan is a general term for a package of measures tailored to the needs of individual sites and organisations. The principal aim of this Travel Plan is to enable LFB to reduce the impact of its travel and transport on the environment, without compromising operational effectiveness and to provide overall corporate direction to all of our sites. Drivers for the Travel Plan Although travel is essential for delivery of LFB s operations, it is also recognised that travel has negative impacts on the local and global environment and LFB has a responsibility to minimise our contribution. Journey times can double due to congestion, which can be followed by a frustrating hunt for a parking space. Air pollution from traffic worsens asthma and respiratory ailments. Additionally the transport sector generates CO 2 emissions, which is the principal greenhouse gas causing climate change. Central Government is encouraging more sustainable travel through various regulations, policies and guidelines, which should improve travel choice and conditions. There are also a number of regional policies and existing internal policies/issues that the implementation of this Travel Plan will help to deliver (please see Appendix A for details of the policy context). In response to these national, regional and local policies, and our impact on the environment and local travel conditions, LFB has produced our second Travel Plan to help manage and reduce that impact and improve travel choices for staff. It will encourage staff to consider lower impact travel options and aims to support the operational effectiveness of our business whilst reducing our impact on the environment and congestion on local roads. Page 4 of 33

5 Benefits of the Travel Plan A Travel Plan offers real benefits, not only to our organisation and employees, but also to the community we serve. The wide ranging benefits impact positively upon all 6 of the key themes outlined by the brigade s Sustainable Development Strategy. Benefits More healthy and productive workforce from increased fitness incentives such as cycling and walking Equality and Social Inclusion Sustainable Development Strategy Themes Health, Environment Climate Community Safety and and its Change Safety Wellbeing Resources Economic Prosperity Integrated accessibility considerations Reduction in traffic congestion and car parking demand in London Reduced car traffic on the roads will also reduce the risk of road traffic accidents in the area as there will be fewer potential conflicts. Time/Energy/Cost Saving by reduction in unnecessary journeys Improved local air quality resulting in a healthier atmosphere and reduction in the emissions that worsen asthma and respiratory ailments Reduction of CO 2 and other emissions into the atmosphere Reduction in impacts at a national/global level such as climate change Reduction in noise pollution and dirt in the local environment Complimentary to the brigade s Environmental Management System Influencing change in suppliers and other organisations Page 5 of 33

6 Objectives The main objective of this Travel Plan is to minimise environmental impacts resulting from LFB s travel and transport. It is recognised that in order to provide a cost effective, efficient and effective emergency service some operational staff need the use of a car and this is taken into consideration (please see Recognised Constraints section for full details). LFB will strive to help staff choose more sustainable options, where practicable, such as walking and cycling, by providing the facilities and information to do so. 1 To reduce environmental, social and business impacts associated with travel and transport. 2 To promote sustainable travel and raise awareness of travel choice amongst employees. 3 To provide leadership by example to other organisations in London and to other Fire and Rescue Services. Page 6 of 33

7 Recognised Constraints The following constraints currently create challenges for travel planning at LFB: 1. The nature of LFB s business as an emergency responder means that our first priority is to minimise the risks, and impact of fire and other hazards. 2. London s status as a world city, and in particular the reputation of LFB, means that we attract staff from across a wide geographical area, resulting in commuting distances that can be relatively high when compared to other UK organisations. 3. Shift and standby patterns for operational staff leads to a substantial number of staff working during anti-social hours when there may be infrequent or no public transport and cycling and walking may be considered unsafe. However, shift patterns do mean that a considerable amount of travel to and from work is completed outside of peak hours, reducing LFB s contribution to congestion on roads and overcrowding on public transport. 4. Due to contractual requirements it is challenging for some staff to walk, cycle or use public transport because of on call duties and equipment/kit requirements, necessary to maintain operational effectiveness. Page 7 of 33

8 Transport Achievements and Measures to Date As this is the brigade s second Travel Plan, much progress has already been achieved on the transport agenda. To demonstrate our position to date and monitor the change since the last travel plan, a Transport Site Audit of the Headquarters building at Union Street (Appendix C) and a Transport Business Audit (Appendix D) have been completed. Fleet LFB currently has 544 fleet vehicles. In 2012/13 fuel costs were 1,310k and the fleet produced 3.49 tonnes of carbon dioxide (CO 2 ). A major vehicle investment programme ensured that all our frontline vehicles were Euro 3 compliant by February 2008, in line with the requirements of the Mayor of London s Low Emission Zone (LEZ). By 2012/ per cent of our fleet is Euro 4 compliant and 5.72 per cent is Euro 5 compliant. Full data on our fleet is reported in our Sustainable Development Annual Report and is summarised in Table 1 below. Table 1: Fleet Data Fleet Data 2008/ / / / /13 Total No. LFEPA vehicles [i] Total diesel fuel used by LFEPA frontline fleet (L) % Pre Euro N 3 /N 2 /M % % Euro I N 3 /N 2 /M % % Euro II N 3 /N 2 /M % % Euro III N 3 /N 2 /M % % Euro IV N 3 /N 2 /M [ii] % % Euro V N 3 /N 2 /M % Fleet CO 2 Emissions (Kg) 4,969,274 4,103,274 4,011,939 3,800,065 3,491,554 [i] The replacement of our Heavy Demountable Chassis vehicles with bespoke bulk foam and hose layer units has enabled further reduction [ii] 2010/11 Euro figures do not add up to 100 per cent due to incomplete data on our fleet. Car Schemes (Grey Fleet) LFB s Grey Fleet is made up with our lease, essential and casual car user schemes. The car schemes are available to staff who are deemed by the Brigade to be users whose duties are of such a nature that it is either essential for them to have a car at their disposal or beneficial (depending on the nature of their role). Page 8 of 33

9 A full Car Scheme review was undertaken in late 2011, covering all our schemes. The review led to the introduction of a policy which restricts vehicles to less polluting models. Vehicles must be rated at 150g/km CO 2 or less on all schemes. The Brigade lease car subsidy is set at 4790 if the car is rated at up to 120 g/km CO 2, or 2395 (50 per cent rate) if the car is rated between 121g/km CO 2 and 150g/km CO 2. Full data on our grey fleet is reported in our Sustainable Development Annual Report and is summarised in Table 2 below. Table 2: Grey Fleet Data Grey Fleet Data 2008/ / / / /13 Grey fleet miles[iii] 2,235,905 2,223,232 2,645,017 2,319,869 1,534,335 Grey Fleet CO 2 emissions 740, , , , ,459 (Kg) [iii] Grey fleet miles provided in reports prior to 2009/10 were estimated using an average annual mileage per vehicle, from 2009/10 actual miles are reported taken from expenses claimed. Home to office car mileage was withdrawn as a part of the Invest to Save agreement 2012, which accounts for the significant drop in grey fleet miles claimed over the last year. Electric Vehicles (EVs) We have been actively working to identify opportunities to introduce EVs in our fleet for a number of years, successfully introducing six hybrid vehicles in After over five years of use, the EVs proved uneconomical at the time of their replacement, however, we have continued to look for opportunities to introduce them into our fleet. Since 2008 we have undertaken trials of the Modec 5.5t, Mitsubishi MIEV, Nissan leaf, Toyota Prius, Toyota Plugged in Prius and most recently the Vauxhall Ampera as a result of our participation in the Energy Savings Trust (EST) Plugged in Fleets Initiative (PIFI). The Plugged in Fleets Initiative [PIFI] LFB participated in a recent PIFI project aimed at encouraging the take up of electric vehicles in business by providing a practical and real-world insight into where and how electric vehicles (EVs) could be adopted. The analysis completed considered the financial and operational viability of EV s together with an assessment of the infrastructure implications. Opportunities were identified for the use of EVs in operational duties within the Water Team fleet and also for the Duty Transport Officers (DTO). Whilst the technology identified can meet our requirements, the vehicles remain financially unviable at present. The infrastructure report from EDF Energy did however show that it is feasible to install charging infrastructure at our sites. Electric Vehicle Charging Infrastructure We know that introducing EVs into our fleet is a case of when rather than if and are therefore submitting an application for the installation of charge points at 79 Brigade sites. Installing charge point infrastructure at a majority of our sites will be a significant step towards future-proofing the Brigade for the introduction of EVs into our fleet and supporting our on-going trials of EVs. It would also support those staff on our lease scheme that are early adopters of EVs, signal to staff that EVs are a viable option, and show commitment to the Mayor s wider agenda. Page 9 of 33

10 FIRED up London Fire Brigade and the City of Ghent, Belgium are cooperating in a three-year project, which focuses on innovation in procurement as a way of improving the environmental performance of fire service fleets. It is co-financed under the Competitiveness and Innovation Programme of the European Commission, with full details publically available on a dedicated website Parking 191 car parking spaces were originally identified for qualifying staff at Union St and Southwark Training Centre. Since the last travel plan was published, this has been reduced to 133, which represents just over a 30 per cent reduction in car parking spaces available at our headquarters. Logistics Significant progress has been made on the rationalisation of deliveries through our Brigade Distribution Centre. A logistics review was undertaken and the Logistics Efficiency Project Report was produced in September This resulted in the reduction in our vehicles/distribution routes from 8 to 6 and brought the distribution of many items in-house. Cross-docking is sought for all new contracts requiring distribution. Walking and Cycling Of the 1566 employees, who completed our 2013 travel survey, 16.41per cent staff live within 5 miles of their workplace, a distance generally considered appropriate for walking or cycling. However, per cent of employees responding to our survey reported walking or cycling to work as their main mode of transport. LFB has implemented a number walking and cycling measures: Free lockers are available for staff to store their cycling gear at Union Street Headquarters and all Fire Stations; Showers are available at all sites; Walking and cycling route maps are provided for staff and visitors for all sites; Mileage rates paid for cycling for business travel have been increased from 2 pence per mile to 20 pence per mile; Bikes 4 Work Scheme, which began in 2008 offers employees tax free bicycles and cycling equipment. The scheme has been run 7 times to date, with 3,587 orders made; Covered, secure cycle storage is provided for staff to store their bicycles at the majority of sites; Commitment to provide secure, covered and well lit cycle rack storage facilities for a minimum of 4 cycles or 10 per cent of building users plus a minimum of 10 per cent of building visitors, whichever is greater, has been added to our Standard Station Design Brief; Assessment of cycle storage facilities has been added to our programme of internal Health, Safety and Environment Premises Audits; Staff are supported to use the Barclays Cycle Hire scheme for short journeys. For journeys of up to 30 minutes the Brigade will reimburse evidenced usage at a rate of 1 per day. Air Travel Staff travelled 161, miles by air in 2012/13. This represents an increase on the previous year and a change in the decreasing trend shown over the previous four years as summarised in Table 3 below. Page 10 of 33

11 Table 3: Air Travel Data Air Travel 2008/ / / / /13 Miles Travelled 162, , ,662 36, , CO 2 from Air Travel (kg) 32,731 30,735 19, , , Overseas air travel requires formal approval by our Commissioner and is not encouraged. Furthermore, LFB has committed to carbon off-set the small amount of necessary air travel incurred since 2011/12. Awareness Raising A range of initiatives have been undertaken to promote sustainable travel and raise awareness of travel choice amongst employees including: Travel surveys completed biennially with promotional s sent to all staff and supporting intranet articles; Volunteer Green Champions scheme developed with approximately 200 volunteers currently registered, receiving a range of training and regular communications such as newsletters; Transport information posters created for stations; Sustainable transport integrated into Climate Week observations in 2013, including free guided walks for Southwark Training Centre/Union Street Headquarters based staff; Walk to Work Week observed and promoted for 4 years in 2009, 2010, 2011, 2012; Over 500 pedometers and 50 foot care kits and shoe bags given away to staff pledging to Walk to Work; Bike Doctor sessions provided annually at Southwark Training Centre/Union Street Headquarters for the past 3 years and at a further 3 fire stations; Bike Week promoted every year to coincide with Bikes4Work scheme promotion; Toolbox Talks on Eco-driving and Alternative fuels developed for Green Champions. Page 11 of 33

12 HQ Staff Travel Survey 2013 In order to assess travel habits, enable consultation and raise awareness, staff travel surveys are conducted biennially. The latest travel survey invited 6550 employees to respond and ran for one month starting in June During this period 1566 responses were recorded on the electronic database (a 23.91per cent return rate). Of those responses 445 were from non-operational staff and 1,121 were from operational staff. This has provided comparison figures for our previous 2011survey, allowing us to observe trends and changes please see Appendix B for the full HQ Staff Travel Survey Report. Journey to Work The main mode of transport to commute to work was by single occupancy car travel for per cent of all respondents. Public transport represented just over 24 per cent, per cent cycle to work and 3.13 per cent of all respondents walk to work (Figure 1). Figure 1: Main Mode of Transport to Work Walk 3.13% Other 0.51% Cycle 19.48% Motorbike 6.07% Car Driver (Alone) 42.59% Train 14.50% Underground 7.02% DLR/Tram 0.19% Bus/Coach 2.81% Car Passenger 0.38% Car Driver (With Others) 3.32% When asked about alternatives to single occupancy car/motor vehicle journeys only 8 per cent of respondents indicated that there were no alternatives. The preferred method for an alternative travel option was public transport (44 per cent), followed by cycling (20.79 per cent). The main reason for the choice of travel method was that it was the quickest method (28 per cent). In response to what would encourage staff to cycle or walk to work, good cycle routes (31.74 per cent), good weather (24.07 per cent) and mileage allowance for cycling (20.43 per cent) were the options which were rated highest in the list of incentives, others such as changing and shower facilities were also noted. Where distance was felt to be prohibitive to cycling, some respondents suggested possible ways to break up their journey s, by providing comments such as: The distance I travel from home to work is too far to cycle but I would like the opportunity to park my vehicle part way on my journey and cycle in the rest Page 12 of 33

13 Cheaper travel was the most significant option that would encourage more people to consider public transport over car travel (35.07 per cent). Business Travel Business travel was carried out by just over 68 per cent of all respondents per cent of respondents who travel for business did so less than once a month. However, just over 11 per cent of respondents who travel for business do so every day. Other LFB premises were visited most frequently (65.27 per cent). The most frequent distance travelled in a week on business travel was less than 2 miles. The highest proportion of respondents reported to use public transport (56.17 per cent) when travelling on business, which is high when considering just over 42% use the car as their main mode of transport to work. However, per cent use a private vehicle when travelling on business, 8.91 per cent use lease/essential cars, 6.41 per cent use fleet vehicles, 1.86 per cent are car passengers and only 1.76 per cent cycle and only 1.49 per cent walk. Car Sharing per cent of respondents using the car/motor vehicle as their main mode of transport to work indicated that there was nothing that would encourage them to car share, however, per cent indicated that there were factors that would encourage them to car share, with the highest being finding someone who lives close by (22.92 per cent) and finding someone who shares the same working pattern (12.84 per cent) per cent of respondents noted that they already car share. Electric and Hybrid Vehicles 1.47 per cent of respondents indicated that they already drive an electric and/or hybrid vehicle as their main mode of transport to work. Of the respondents who do not drive an electric and/or hybrid vehicle, per cent indicated that cost was a limiting factor and per cent of respondents noted that the lack of charging points near home and work was a concern, preventing them from driving an electric vehicle. Awareness When asked about awareness of brigade schemes and facilities, familiarity was low across a range of initiatives to support sustainable travel. Only per cent of respondents were aware of video conferencing facilities and only per cent were aware of teleconferencing facilities. The greatest awareness was noted for Bikes 4 Work, with per cent of respondents being familiar with the scheme (Figure 2). Figure 2: Awareness of Schemes/Facilities % 90.00% 80.00% 70.00% 60.00% 50.00% 40.00% 30.00% 20.00% 10.00% 0.00% 24.90% 22.16% 91.51% 47.45% 53.70% 5.36% Page 13 of 33

14 Survey Conclusions What is clear from the survey is that there is a fairly widespread use of the more sustainable forms of transport (public transport, walking and cycling). Despite the recognised restraints of our organisation, we have a particularly high percentage of staff (19.48%) cycling to work as their main mode of transport, when compared to the 2011 Census results in which just 2.9% (760,000)of the UK population stated they cycled to work. When broken down by local authority, Hackney was the only London borough to appear in the 2011 Census s top five highest proportion of people cycling to work at 14.6%, and LFB s cycle rate is outperforming even this. This can likely be attributed to our successful Bikes 4 Work Scheme and a healthy and active workforce culture. The proportionately high percentage (42.59%) of staff commuting via single-occupancy car travel, is still significantly lower than the 57.5% (15.3 million) of the UK population who stated they travelled to work by driving a car or van in the 2011 Census. However, despite the positive results observed, the survey does suggest that there may be some opportunities to reduce the environmental impact of our travel further still. There is clear potential around car sharing, electric vehicles and raising awareness of the facilities and schemes we already have in place. Page 14 of 33

15 Targets, Monitoring and Review These Travel Plan targets and initiatives to support leadership, are derived from consideration of the current position and what is reasonable in light of operational constraints. Progress against these will be reviewed biennially through travel surveys. Where appropriate, targets will be revised upwards for any targets that are easily met. This Travel Plan will be reviewed every 5 years. Monitoring data will be reported annually in our Sustainable Development Annual Reports, published on our website. Travel Mode Air Travel 12/13 Position 161, miles in 2012/13 CO 2 from Air Travel (kg)32,097 in 2012/13 Target/ Initiative to Support Leadership Zero emissions through off-setting Monitored Expenses Claims Off-setting contributions Walking and Cycling 22.61% of employees responding to our 2013 survey walk or cycle to work as there main mode of transport 3,587 orders made on Bike Scheme since 2008 (including bike accessories) total value of approximately 2.3 million 10% increase from 2011 baseline in staff walking or cycling to work as their main mode of transport by 2018 Staff Survey Monitoring uptake of Bikes 4 Work Scheme Only 22.16% of respondents were aware of teleconferencing facilities 20% increase in awareness of teleconferencing facilities by 2018 Staff survey Business Travel Fleet When travelling on business in the 2013 survey: 56% use public transport (56%) 23% use a private vehicle 8.91% use lease/essential cars 6.41% use fleet vehicles 1.86% are car passengers 1.76% cycle 1.49% walk In 2012/13: 544 fleet vehicles Spent 1,310,686 gross on fuel Produced 3,491,554 kg CO 2 5% increase in use of walking, cycling or public transport for business travel Establish emissions monitoring process for NOx and PM10s Mileage Claims Staff Survey Monitoring uptake of Bikes 4 Work Scheme Fleet composition Fuel Spend Fleet CO 2 emissions Page 15 of 33

16 On-going Commitments Several on-going commitments will be maintained in order to support our Travel Plan Objectives. Objectives To reduce environmental, social and business impacts associated with travel and transport To promote sustainable travel and raise awareness of travel choice amongst employees To provide leadership by example to other organisations in London and to other Fire and Rescue Services Commitment We will ensure all new and revised brigade policies are assessed for travel impacts through the Sustainable Development Impact Assessment process We will off-set carbon emissions from all flights through an off-setting scheme (such as DEFRA s) We will continue to reduce deliveries to fire stations, utilising our distribution centre and our cross-docking system We will continue to provide a Bikes 4 Work Scheme We will provide Bike Doctor services at least annually for headquarters office We will ensure the provision of secure, covered and well lit cycle rack storage facilities for a minimum of 4 cycles or 10% of building users plus a minimum of 10% of building visitors, whichever is greater through our Station Design Brief Continue to trial electric vehicles with a view to identifying potential vehicles to introduce into fleet We will complete a biennial travel survey of staff at all LFB sites We will report biennially on travel survey results and progress of travel plan implementation to Corporate Management Board We will continue to produce communications for all staff and provide information to promote sustainable travel choices and initiatives e.g. Bike-Week, Barclays Bikes, public transport choices, via our intranet and internal publications We will conduct awareness raising activities of our existing and new policies, provisions and facilities, using our volunteer Green Champions, Toolbox Talks and events We will continue to provide an interest free season ticket Loan Scheme We will publish fleet performance data and travel survey data, in our externally available Sustainable Development Annual Report We will maintain the BREEAM credits for Travel Plan and Cycling as Priority credits for LFB for all new builds and major refurbishments, including the credits TRA3-TRA8 To maintain Bronze level accreditation with the freight Operators Recognition Scheme Delivery Team/ Department Sustainable Development Sustainable Development Procurement HRD Sustainable Development Technical Service Support (TSS) Technical Service Support (TSS) Sustainable Development Sustainable Development Communications Sustainable Development HRD Sustainable Development Technical Service Support (TSS) Technical Service Support (TSS) Page 16 of 33

17 Future Measures A variety of future measures will be implemented across LFB sites in order to achieve our Objectives and Targets. Measures will be implemented over the following timescales; Short should be achieved within 18 months. Short may mean it is achieved at one site in this timeframe and then another site may be targeted. Medium should be achieved within 2-3 years. Medium may mean it is achieved at one site in this timeframe and then another site may be targeted. Long should be achieved within 5 years. Target Area Beneficiary Employees Travel Plan Measures Timescale Delivery Department/ Team Flexible and Smart Working Practices Nonoperational Evaluate potential to improve Electronic Working facilities and practices such as webinar facilities and video conferencing, to reduce the need to travel Recommend a Home Working policy, to reduce the need to travel or travel at peak times and to support employees with accessibility issues Long Medium ITC HRD Managing our Estate Operational Implement and support individual Travel Plans for any new/major refurbishment Fire Stations as have been developed under planning conditions Expand the transport site audit beyond HQ, utilising station based green champions to complete site audits Long Long Property/ Sustainable Development Team/ PFI Provider Sustainable Development Team Operational Review emissions limits for vehicles permissible within car schemes and incentivise with increased subsidy for lower emission vehicles, in line with HMRC rates, as and when they change Long HRD/ Procurement Fleet and Car Schemes Investigate the viability of establishing a car sharing resource Medium Sustainable Development Team Operational Engage with the market to identify an innovative approach to improve the efficiency of fire service vehicles and reduce the environmental impact of our fleet, through the EU funded FIRED-uP project. Medium Procurement / Technical Service Support (TSS) Page 17 of 33

18 Target Area Beneficiary Employees Travel Plan Measures Timescale Delivery Department/ Team Operational and Public Introduce Cycle Safety provisions for vehicles into our fleet Long Technical Service Support (TSS) Achieve Gold Standard of the Freight Operators Recognition Scheme Long Technical Service Support (TSS) Operational Improve the quality of data we hold in relation to our fleet, with a view to establishing a reliable baseline for air pollution (including CO 2 emissions, NO X and PM 10 ) Medium Technical Service Support (TSS) Operational Investigate potential for operational kit storage to reduce kit carrying requirements for those on longer term standby s who choose to cycle Long Operations, Prevention and Response Driving Practices Review Policy Parking of non- Authority vehicles, including motor or pedal cycles, on Authority premises, to consider the inclusion of provision for parking applications to be made for outer London stations, allowing the inner London part of a journey to be cycled for those employees living further afield (including an assessment of whether this would positively or negatively effect miles driven i.e. those using public transport might be encouraged to drive part of their journey) Short HRD/ Technical Service Support (TSS) Amend Policy 514 Subsistence and Public Transport Expenses, to include a limiting distance to travel on Authority business using single occupancy car travel Short HRD Operational Agree revision to Policy 813 Driving Whilst on Authority Business, to include commitment to Eco-driving to reduce emissions within the driver training programme Short Operational Procedures Eco-driving Operational Implement changes to include ecodriving to reduce emissions within the driver training programme to reflect internal policy Medium HRD/Training Implement Eco-driver e-learning for all car scheme users Medium Sustainable Development Page 18 of 33

19 Target Area Beneficiary Employees Travel Plan Measures Timescale Delivery Department/ Team Team Investigate opportunities for installing Charging Points on brigade sites Short Sustainable Development Team Electric Vehicles Subject to ensuring compliance with relevant HMG ICT security standards and controls (relating to the management of end-user devices) investigate the potential use of electric vehicle and charge point apps such as Polar Network accessed through brigade issued mobile phones Short ITC Participate in Mayor s Cleaner Vehicles Initiative Long Technical Service Support (TSS) Introduce restrictions into Policy 514 Subsistence and Public Transport Expenses, to ensure ALL flights require Commissioner approval and not just those picked up by Policy 596 Arrangements for Overseas Travel Medium HRD Air Travel Amend Policy 514 Subsistence and Public Transport Expenses, to specify that all flights should be booked through the brigade s current travel booking agency Medium HRD Review Policy 596 Arrangements for Overseas Travel to include a minimum distance or time for journeys made by air Long Democratic Services Investigate partnership opportunities to signpost staff to cycle proficiency training Medium Sustainable Development Team Cycling and Walking Evaluate the potential of developing corporate links with/promotion of digital cycling tools such as Pleasecycle Subject to ensuring compliance with relevant HMG ICT security standards and controls (relating to the management of end-user devices), investigate the potential use of cycling and walking apps such as Strava, Medium Short Sustainable Development Team ITC Page 19 of 33

20 Target Area Beneficiary Employees Travel Plan Measures Timescale Delivery Department/ Team Stravel, Citymapper and MapMyWalk accessed through brigade issued mobile phones Public Transport Pending the outcome of the Central Government trial (where part time workers can buy reduced rate travel for the days that they work) implement any necessary changes to the season ticket loan scheme for part-time workers Long HRD Set targets with key suppliers to reduce their emissions On-going Sustainable Development Group/Procure ment Suppliers Operational and Public Introduce emissions targets into our fleet service contract Introduce Cycle Safety provisions for vehicles into key contracts Long Long Procurement Procurement Require Key Suppliers to achieve the Freight Operators Recognition Scheme Bronze accreditation Long Procurement Page 20 of 33

21 Appendix A - Policy Context Travel plans are an integral part of the Government s policy for the creation of sustainable communities at the national, regional and local level. They are key elements of national transport, planning and housing policies as well as at the regional, local and organisational policy level. National Policy Context The Transport White paper Creating Growth, Cutting Carbon: Making Sustainable Local Transport Happen clearly supports and encourages the development of Travel Plans and states: The Government wants to encourage and enable more sustainable transport choices. Enabling choice is epitomised by the nudge concept, which works with human behavioural tendencies to encourage good choices. To count as a nudge an intervention must be easy and must not forbid choice. In transport terms, this might be exemplified by reducing unnecessary signs, posts and other street clutter to improve road safety and encourage walking, by travel planning, or by presenting information in such a way as to encourage choice. The policies of Central Government regarding sustainable transport policies are set out in Planning Policy Guidance Note 13: Transport (PPG13). Paragraphs of PPG13 give a clear indication of Central Government s intention to promote the widespread use of Green Transport Plans amongst businesses. PPG13 notes that The Government wants to help raise awareness of the impacts of travel decisions and promote the widespread use of Travel Plans amongst businesses, schools, hospitals and other organisations. Local authorities are expected to consider setting local targets for the adoption of Travel Plans by local businesses and other organisations and to set an example by adopting their own plans. In addition to the promotion of Travel Plans PPG13 also outlines Central Government s commitment to reducing the number of single occupancy trips by requiring Local Authorities to actively encourage more trips to be completed by public transport, walking and cycling. Regional Policy Context The Mayor s Spatial Development Strategy (The London Plan) (2011) outlines 6 key objectives, 2 of which directly support the development of Travel Plans: A city that becomes a world leader in improving the environment locally and globally, taking the lead in tackling climate change, reducing pollution, developing a low carbon economy, consuming fewer resources and using them more effectively. A city where it is easy, safe and convenient for everyone to access jobs, opportunities and facilities with an efficient and effective transport system which actively encourages more walking and cycling, makes better use of the Thames and supports delivery of all the objectives of this Plan. Specifically, the Indicative List of Transport Schemes in the London Plan notes that there should be Increased use and power of travel plans for workplaces, schools and individuals. The main source of policy on transport is the Mayor s Transport Strategy (MTS) (2010) which outline various policies to encourage sustainable travel. In Proposals 53 and 62 the Mayor commits to promoting Travel Plans in order to promote walking and cycling. In Proposal 96 the Mayor commits to promoting Travel Plans (as a part of a range of Smarter Travel Initiatives) to encourage more use of lower carbon transport modes, eco-driving practices, better vehicle maintenance and flexible working patterns to reduce CO 2 emissions. Page 21 of 33

22 Furthermore, The Climate Change Mitigation and Energy Strategy (CCMES), published in 2011, sets out the Mayor s ambition to reduce CO 2 emissions across London by 60 per cent from 1990 levels by Chapter 9 requires the GLA Group to reduce corporate CO 2 emissions in line with the overall target. In addition to delivering saving CO 2, it is recognised that taking action across the FBs helps to reduce the organisations energy bills, improve energy resilience, and demonstrate leadership in order to enhance the Mayor s reputation and influence. Specifically Policy 15 focusses on reducing CO 2 emissions from transport in the GLA group and Action 15.1 requires the production of a Green Travel Plan (GTP) per organisation which sets out a series of actions to encourage more sustainable forms of transport for employee and business travel. Local Policy It is recognised that London Borough of Southwark, home to our headquarters building, endorses Central Government s policies for the purpose of reducing the reliance on the private car and affecting a shift in travel mode, away from the use of the private car. For example through Southwark s Transport Plan 2011 travel plan development is strongly encouraged: Travel plans have become an essential tool for the delivery of travel behaviour change. They are increasingly important in helping us to understand why and how people travel and in identifying tools that can help broaden travel choice. LFB Policy LFB S plans are set out in the Fifth London Safety Plan (LSP5) ( ) which sets out our vision to be a world class fire and rescue service for London, Londoners and visitors. It outlines 6 strategic aims for our organisation. Our sixth strategic aim Principles cuts across and underpins everything we do. It covers partnerships, equality and diversity, safety and sustainability. LFB further demonstrates our commitment to sustainability through our Sustainable Development Strategy. The Strategy sets our key objectives for embedding sustainability through all of our activities, delivering financial savings as well as wider social, economic and environmental benefits to Londoners as part of our day to day work, and specifically it sets out our commitment to Travel Planning. Page 22 of 33

23 Appendix B - Staff Travel Survey 2013 Analysis 1. Introduction 1.1 A travel survey was carried out on a possible 6550 employees and ran for one month starting on 1 June During this period 1566 responses were recorded on the electronic database (a per cent return rate, which is very satisfactory). Of those responses 445 were from nonoperational staff and 1121 were from operational staff. 1.2 This is the third staff travel survey to be carried out, with the first being completed in 2007 and the second in However, the 2007 survey was limited to the 924 employees based at our previous 3 main Headquarters buildings along the Albert Embankment and is therefore not directly comparable and is therefore not referenced in the below analysis. 1.3 The second staff travel survey was carried out on a possible 6966 employees and ran for one month starting on 1 June During this period 1597 responses were recorded on the electronic database (a 23 per cent return rate). Of those responses 503 were from nonoperational staff and 1094 were from operational staff. 1.4 The survey was advertised on Hotwire (intranet), Shout, Manager s Update and via an to all staff. It was also incentivized with prizes including a top prize of a bike per cent of respondents were based at the Union Street Headquarters building. 1.6 An analysis of the data has been carried out and the main observations are detailed below. 2. Work Pattern 2.1 The predominant work pattern was shift related (watch based), which accounted for almost per cent of respondents per cent of respondents indicated a day related (office hours) work pattern. 3. Commute to Work 3.1 The main mode of transport to commute to work was by single occupancy car travel for per cent of all respondents (Figure 1). 3.2 Public transport represented just over 24 per cent of all respondents per cent of all respondents cycle to work (includes 268 operational and 37 nonoperational) per cent of all respondents walk to work (includes 31 operational and 18 non- operational). Figure 1: Main Mode of Transport to Work Walk 3.13% Other 0.51% Cycle 19.48% Motorbike 6.07% Car Driver (Alone) 42.59% Train 14.50% Underground 7.02% Page 23 of 33 DLR/Tram 0.19% Bus/Coach 2.81% Car Passenger 0.38% Car Driver (With Others) 3.32%

24 3.5 Reasons for main method of transport from the 2013 survey data are summarised, and compared to the results from the 2011 survey, in Table 1 below. Table 1: Main Method of Commute to Work Main Method of Transport to Work Number operational Staff Number Nonoperational Staff % operational Staff % Nonoperational Staff % Total Car driver (alone) % 49.7% 18.20% 18.9% 42.59% 40 Car driver (with others) % 3.8% 2.70% 3.6% 3.32% 3.8% Car passenger % 0.1% 1.12% 0.4% 0.38% 0.2% Bus/ coach % 1.4% 6.29% 7.2% 2.81% 3.2% Underground % 2.9% 19.55% 18.1% 7.02% 7.7% DLR/ Tram % % % Train % 8% 37.53% 35% 14.50% 16.5% Motorbike % 7.5% 1.57% 3.4% 6.07% 6.2% Cycle % 23.1% 8.31% 9.5% 19.48% 18.9% Walk % 2.7% 4.04% 3.8% 3.13% 3.1% Other % 0.7% 0.22% 0.2% 0.51% 0.6% Riverboat % % % Total % 100% 100% 100% 100% 100% 3.6 Of the 586 operational staff stating lone car journeys as their main method of transport, 108 of them stated the reason for this was on call duties and 28 stated operational transport. 3.7 Of the 81 non- operational staff stating lone car journeys as their main method of transport, 18 of them stated that the reason for this was business requirements. 3.8 Of the 725 staff driving to work alone or with passengers as their main mode of transport, only 55 of these are based at HQ, and only 13 of those are non-operational. 3.9 Just fewer than 84 per cent of cars used were identified as private vehicles, 11 per cent were identified as either Lease or Essential Car Users When asked about alternatives to single occupancy car/motor vehicle journeys only 8 per cent of respondents indicated that there were no alternatives. The preferred method for an alternative travel option was public transport (44 per cent), followed by cycling (20.79 per cent) Almost all vehicles were parked within brigade car parks and parking was without charge The average journey to work time on the main method of transport was 57mins Almost 45 per cent of all respondents identified that they also used a second method of transport to commute to work. These were mainly walking (15 per cent) or single occupancy car travel (6 per cent). 4. Reason for Transport Method 4.1 Respondents were allowed to choose multiple reasons for their transport choices. The main reason for the choice of travel method was that it was the quickest method with per cent choosing this response. 4.2 Reasons for choosing transport methods from the 2013 survey data are summarised, and compared to the 2011 results, in Table 2. Page 24 of 33

25 Table 2: Reasons for Transport Method Reason For Choosing Normal Journey to Work Number operational Staff Number Nonoperational Staff % operational Staff % Nonoperational Staff % Total Distance % 14.44% 41.76% 19.48% 39.97% 16.03% Cheapest % 19.65% 35.82% 13.92% 46.42% 17.85% Quickest % 23.31% 57.80% 36.18% 55.94% 27.36% Vehicle required primarily for on call duties Vehicle required primarily for operational transport Business requirement (non operational use) Combine with other activity % 10.15% 1.32% 1.19% 7.60% 7.33% % 3.38% 0.66% 0.20% 2.17% 2.38% % 0.82% 3.96% 4.37% 2.11% 1.94% % 1.83% 3.08% 1.39% 3.26% 1.69% Exercise/Health % 14.81% 19.34% 8.55% 23.50% 12.84% No Alternatives % 6.76% 14.73% 11.13% 10.03% 8.14% Giving Somebody a Lift % 0.27% 1.32% 0.00% 1.72% 0.19% Other % 4.57% 1.54% 3.58% 1.72% 4.26% Personal accessibility % 0.00% 4.40% 0.00% 3.51% 16.03% requirements Total Incentives to Walk or Cycle to Work 5.1 In response to what would encourage staff to cycle or walk to work, Good cycle/walking routes (31.74 per cent), good weather (24.07 per cent) and mileage allowance for cycling (20.43 per cent) were the options which were rated highest in the list of incentives to encourage cycling, others such as changing and shower facilities were also noted. 5.2 Cheaper travel was the most significant option that would encourage more people to consider public transport over car travel (35.07 per cent). 6. Business Travel 6.1 Business travel was carried out by just over 68 per cent of all respondents per cent of respondents who travel for business did so less than once a month. However, just fewer than per cent of respondents who travel for business do so every day. 6.3 Other LFB premises were visited most frequently (65.27 per cent). 6.4 The most frequent distance travelled in a week on business travel was less than 2 miles. 6.5 The highest proportion of respondents use public transport (56.17 per cent) when travelling on business. However, per cent use a private vehicle when travelling on business (Figure 2), 8.91 per cent use lease/essential cars, 6.41 per cent use fleet vehicles, 1.86 per cent are car passengers and only 1.76 per cent cycle and only 1.49 per cent walk. Page 25 of 33

26 Figure 2: Form of Transport Usually Used When Travelling on Business 80.00% 70.00% 60.00% 50.00% 40.00% 30.00% 20.00% 10.00% 0.00% Operational Non- Operational per cent of respondents who travelled for business did so alone and per cent of respondents who travelled for business stated that the most bulky or heavy item required when travelling were papers/documents, with a further 4 per cent noting nothing. 7. Car Sharing per cent of respondents using the car/motor vehicle as their main mode of transport to work indicated that there was nothing that would encourage them to car share per cent of respondents using the car/motor vehicle as their main mode of transport to work indicated that there were factors that would encourage them to car share, with the highest being finding someone who lives close by (22.92 per cent) and finding someone who shares the same working pattern (12.84 per cent) per cent of respondents using the car/motor vehicle as their main mode of transport to work noted that they already car share. 8. Electric and/or Hybrid Vehicle per cent of respondents using a car/motor vehicle as their main mode of transport to work indicated that they drive an electric and/or hybrid vehicle. 8.2 Of the respondents who do not drive an electric and/or hybrid vehicle, per cent indicated that cost was a deciding factor per cent of respondents noted that the lack of charging points near home and work was a concern, preventing them from driving an electric vehicle. Page 26 of 33