University of Hertfordshire. Travel Plan

Transcription

1 University of Hertfordshire Travel Plan - 1 -

2 Foreword Transport has been a significant business and environmental issue for the University of Hertfordshire for many years, possibly as far back as its days as Hatfield Technical College. The location of the University in the context of the road and public transport networks in Hertfordshire has resulted in staff, students and visitors being heavily reliant on personal car use. As the University expanded in the early 1990s, commuting to the University, inter site travel and parking were recognised as the University s most significant environmental impacts. Steps were taken to reduce car use by promoting and offering alternative travel options. Indeed, the University is the only higher education institution to own and run a bus company. Today Universitybus successfully serves staff, students and the local community across Hertfordshire and into North London. With the relocation of the Hertford and Watford campuses to the new de Havilland campus on the Hatfield British Aerospace re-development site, the University welcomes the opportunity to work with the local authorities, the developers and neighbouring businesses to reduce transport impacts for the benefit of the local community and the environment. The University s Travel Plan clearly lays out our commitment to achieving integrated transport for Hatfield and makes an important contribution to our sustainable development policy. This document outlines how we intend to reduce our impact on transport by enhancing what is already in place as well as providing a co-ordinated approach to implementing and promoting alternative transport for our staff, students and visitors. The University is continually seeking the views of staff, students and the wider community on how to develop our policies in this area still further and we would welcome comments on the Travel Plan Philip Waters Secretary & Registrar Partners Arlington Property Development Limited Energy Efficiency Best Practice Programme/Steer Davies Gleave Environmental Association of Universities and Colleges Hatfield BAe Site Business TravelWise Forum Hertfordshire Business TravelWise Hertfordshire Constabulary Hertfordshire County Council Public Transport Operators St Albans District Council University of Hertfordshire Students Union Universitybus Welwyn Hatfield Council - 2 -

3 Contents Foreword... 2 Contents...3 Executive Summary Introduction Achievements to Date Benefits of a Travel Plan for UH The National to Local Context Current Situation Hatfield Campus De Havilland Campus St Albans Campus Meridian House Bayfordbury Field Station Staff Travel Student Travel Objectives Targets Roles and Responsibilities Senior Management Commitment Transport Working Group Implementing Identified Measure Through Key Staff The Need for Resource Allocation for Travel Plan Co-ordination Staff and Student Consultation Working With Partners Continual Improvement Programme Walking Cycling Motorcycles Passenger Transport Providing Integrated Transport Shuttle Service Park and Ride Train Car Sharing Parking Management Strategy De Havilland Campus Hatfield Campus Users with Disabilities Taxis On-Street Parking Reducing the Need to Travel Tele-working Flexitime Timetabling and Access to Learning Resources Business Travel Reducing Business Car Mileage Visitors New Recruits and Freshers Deliveries Marketing and Awareness Plan Monitoring

4 11.1 Key Indicators Postcode Analysis Travel Surveys Conclusion References Appendices...37 Appendix 1 University of Hertfordshire Travel Plan Targets Continual Improvement Plan Targets

5 Executive Summary As a major employer and business in Hertfordshire, the University has a significant impact on the environment, quality of life and economic diversity of the local area. For a long time the institution has recognised transport as a significant issue and the University is committed to working in partnership with local authorities and neighbours to achieve a reduced impact on transport in the district. The University s Travel Plan has been prepared with the intention of showing how the University can act as an environmental champion within its local community and build on the success it has already achieved in tackling the travel issues related to its campuses. With the development of the new de Havilland campus on the Hatfield British Aerospace (BAe) re-development site, the University has the opportunity to take a co-ordinated approach and build on the initiatives and studies already implemented. The overall aims are to further enhance alternative transport promotion and provision and to reduce the impact of single occupancy car use. The headline targets for the Travel Plan are to achieve a modal shift in single occupancy car use to 70% for staff and 26% for students. The University is confident this can be accomplished through a continual improvement programme of initiatives and actions which will lead to increases in the use of alternative travel. Measures for consideration to reduce the number of single occupancy car journeys include: Ensuring roles and responsibilities for travel management within the organisation, with continued commitment from senior management Resource allocation to facilitate and co-ordinate the Travel Plan Work with partners to find joint travel solutions Improvements and promotion of walking routes and facilities Improvements and promotion of cycling routes and facilities Provision for motorcycles where appropriate Promoting integrated passenger transport with support for public transport operators and possible route changes Providing subsidised fares for students and staff A shuttle service to link the de Havilland and Hatfield campuses A new Park & Ride scheme (subject to planning permission) Promoting links between the de Havilland and Hatfield Campus through the shuttle service and improved walking and cycling routes A car sharing scheme A parking management strategy with a commitment to review car parking charges Ensuring access and promotion of sustainable travel for users with disabilities Encouraging local authorities to implement measures to control on-street parking Promotion of tele-working where appropriate Review the opportunities afforded by flexi-time (especially with respect to support staff) Review of timetabling and continued flexible access to learning resources to promote sustainable travel Reduce the proportion of car use for business travel Ensuring availability of information for new staff and students and visitors Reducing unnecessary journeys for deliveries The University will also continue to work with its partners to find joint solutions to travel issues in the area. An essential part of the Travel Plan will include marketing alternative transport to staff, students and visitors to raise awareness of travel choices across the University s community. The success of the proposed measures will also be closely monitored on a regular basis to check progress towards targets set

6 1.0 Introduction Along with many other higher education institutions, the University of Hertfordshire has suffered from the impacts of transport. These include pollution and congestion, annoyance of neighbours through on-street parking, valuable space taken up by campus car-parks, the costs of maintaining and administering campus car-parks and the loss of staff time due to congestion and parking difficulties. Many higher education institutions suffer similar problems and the sector is taking a proactive approach to tackle transport issues specifically tailoring solutions to their individual situations. Indeed many have developed environmental management systems with transport issues as the flagship initiative. Additionally, government strategy encourages the production of travel plans which set out objectives to reduce dependence on the car and which take a co-ordinated approach in the delivery of policies and initiatives which drive alternative transport and reduce the need for single occupancy car use. At the local level, travel plans are now a requirement of local authority planning departments for new developments. These combined pressures have resulted in many universities having to produce travel plans as part of planning agreements and as an active way to manage their impact on transport associated to their circumstances. At Bristol University a review of car parking management led to the realisation that the organisation was spending much more on car parks than it was receiving in income. This deficit meant car paring was being subsidised by the core business of the institution. Now car park charges reflect the actual cost of car park management and maintenance. At Edinburgh University the organisation has implemented an Integrated Travel Policy and in response to planning requirements is implementing travel action plans which include targets to reduce the proportion of single occupancy car journeys as well as commitments to invest resources into promoting more sustainable forms of transport. Oxford Brookes University have also implemented a travel plan as part of their planning agreements, working in partnership with local transport providers to provide direct routes for staff and students to the University. The organisation also operates a zoning policy which excludes staff and students living within a certain radius from parking on University campuses. Leeds Metropolitan University suffers from limited parking and encourages it staff, students and visitors to use other forms of transport to travel to its campuses. This includes promoting walking, cycling and passenger transport through an effective marketing campaign which also includes a travel website for people to make informed decisions as to how they travel to the organisation. The University of Surry has also assigned resources and responsibilities to reduce its impact on transport as part of its travel plan. Due to its limited car parking capacity it has introduced day tickets for parking as well as promoting alternative transport which includes an effective car sharing scheme 1. There is a range of car parking schemes across the HE sector, however during a recent survey, it was found that the University of Hertfordshire was among one of the lowest charging organisations for parking charges compared to other institutions. The University of Hertfordshire has for sometime encouraged and promoted the use of alternative transport. It can also clearly demonstrate senior management support and commitment as well as assigning roles and responsibilities in order to achieve effective management of transport issues. However, with the development of the de Havilland campus and its close proximity to the Hatfield campus there is a need to produce a travel plan which addresses both the planning requirements set out for the new campus and the impacts related to transport issues on the University s other campuses. This Travel Plan primarily focuses on the Hatfield and de 1 Higher Education Partnership for Sustainability (2002) Travel Plan Guidance for H&FEE, Forum for the Future

7 Havilland campuses where the majority of transport issues have arisen but also takes into account the St Albans campus, Meridian House and the Bayfordbury Field Station. 1.1 The University has long been considered at the forefront of the higher education sector with regard to initiatives concerned with environmental strategy. In the recent Business in the Environment Index of corporate Environmental Responsibility for the East of England, the University s score was top of the higher education sector for the region. The University s sustainable development policy aims: To promote greater awareness of environmental issues through its curricula and endeavours to reduce the damaging impact of institutional practice. These concerns now form an integral part of the University s with transport being identified as one of the most significant aspects for the organisation to manage and monitor. 1.2 Achievements to Date The University is extremely proud of its achievements to reduce its overall impacts due to transport. It remains the only University to own and manage its own bus company with the specific aims of providing affordable and reliable transport for students, staff and the local community. For some time the University has recognised transport as a major business issue and has already conducted studies, such as those carried out by transport consultants WSP 2, to assess transport impacts, as well as producing a transport strategy 3. The University s Environmental Strategy has organised a number of initiatives to raise staff and student awareness of alternative travel modes. These include working with the university s Health and Safety Office to promote and organise health walks for staff and students and providing a programme of adult cycle training in conjunction with the Hertfordshire Road Safety Unit. Major progress includes the development of the Universitybus system and the Park and Ride scheme that contribute to reducing the impacts of transport. However with the development of the new de Havilland campus, the legal requirement to produce a travel plan and continuing impacts created by car use, there is now a need to produce a travel plan that will encompass the Hatfield campus as well as the other University campuses. 1.3 Benefits of a Travel Plan for UH Introducing the Travel Plan will bring a number of economic, social and environmental benefits to the University Better for Business Many organisations that have introduced travel plans have benefited from increased productivity generated by a healthier, more motivated workforce. The University will also be able to benefit from cost savings, reduced congestion and reduced demand for car parking. Ultimately this will also help improve access for employees, students, visitors and deliveries. Due to financial pressures, more and more students are choosing to stay at home or near home and commute to their place of study. Hertfordshire is no exception and benefits from its close 2 WSP (1999) University of Hertfordshire Strategic Transport Study. Maidstone: WSP 3 Waters, P.E. (1997) Transport Policy and Strategy for the University of Hertfordshire. Vol 1 and Vol 2. Hatfield: University of Hertfordshire - 7 -

8 proximity to substantial populations including north London boroughs, South Bedfordshire, South Cambridgeshire and West Essex. Exploiting good transport networks as well as providing improved travel links to these populations could assist in recruitment and help to overcome problems of access to the institution. Introducing a travel plan that reduces single occupancy car use may also open up opportunities to bid for funding and will support plans made for future expansion Better for the Environment and Community The environment can benefit from improved air quality, less noise and pollutants, and a reduced contribution to national and global environmental impacts such as climate change. For the local community, reducing the University s transport impacts will help them to enjoy reduced congestion, reduced journey times, improved transport services and travel links as well as helping to reduce overspill parking in residential areas Better for Individuals Creating and improving travel links and alternative transport will help to provide choice to both staff and students. The University s community can look forward to and benefit from improved health, cost and time savings, reduced stress and a general improvement in quality of life. The travel plan is not anti car use but aims to encourage and provide realistic travel choices to those who could use alternatives. Even if individuals leave their cars at home only one day per week, this achieves a 20% decrease in travel impact. 1.4 The National to Local Context Increases in road traffic have produced unsustainable levels of congestion and pollution affecting the environment, people s health and quality of life. In the UK there was a 65% increase in motor vehicle traffic between 1980 and Almost all of this was due to increases in car traffic, which accounted for nearly 82% of all road traffic in Indeed Hertfordshire has one of the highest car ownership rates in the country with traffic growth in the county expected rise by more than a third of its current rate in the next twenty years. The effects of transport can be experienced at a local level through poor air quality, noise, busier roads, loss of habitats and, at a global level, emissions such as carbon dioxide from vehicles are contributing towards climate change. The economy is also suffering as journeys by road are becoming slower and more unreliable causing problems for business and stress to drivers. Internationally, nations are coming together to help tackle the problem of climate and the impact of transport is cited as a major contributor. At the Earth Summit in Rio de Janeiro in 1992, world leaders agreed voluntary targets of measures to return emissions of carbon dioxide and other green house gases to 1990 levels by The Kyoto agreement in 1997 took this further and was signed by many developed countries who agreed to address the threat of global warming by making a commitment to reduce green house gas emissions over the next decade 6. These actions were reaffirmed at the Third Earth Summit in Johannesburg in September The European Union has a legally binding target to cut emissions by 8% against 1990 levels, and the UK has agreed to cut its emissions by 12.5%. In addition, the UK aims to cut emissions of carbon dioxide by 20% below 1990 levels by The UK's climate change programme sets out the domestic response to the worldwide obligation to 4 Energy Efficiency Best Practice Programme (2000) A Travel Plan Resource Pack for Employers. EEBPP: Harwell 5 Department of the Environment, Transport & the Regions (2000) Climate Change. The UK Programme. London: DETR 6 United Nations (2001) Kyoto Protocol To The United Nations Framework Convention on Climate Change. http;// 7 UN Commission on Sustgainable Development (2002) World Summit on Sustainable Development Plan of Implementation. Johannesburg

9 tackle climate change. This includes integrated policies and measures which set out targets to cut emissions from transport, the main aims of which are to cut road traffic emissions through more fuel efficient vehicles and reducing people's need to travel by car. The Government's integrated transport policy will also help to reduce congestion and promote more sustainable modes of transport. This has been laid out as part of the Government s Transport White Paper 8, which aims to implement integrated transport systems, fiscal incentives and taxes as well as using planning conditions and urban design which lends itself to sustainable transport. Key measures to reduce pollution from transport include tighter emission standards for new vehicles, different rates of duty to encourage greater use of alternative fuels, annual increases on fuel duty and vehicle excise duty concessions for cleaner lorries and buses. These programmes and measures will help to improve air quality and reduce congestion as well as generating significant health and economic benefits. The promotion of sustainable transport is reinforced by Planning Policy Guidance 13 (PPG13) 9, which seeks to deliver the Government s integrated transport strategy through land use planning. In order to achieve policy and regulatory requirements in transport, local authorities are required to prepare Local Transport Plans of which Hertfordshire County Council Plan 10 has three main objectives in line with the Government s White Paper: To reduce the need for the movement of people and goods through integrated land use planning, the promotion of sustainable distribution and the use of telecommunications To provide a transport system which provides access to employment, shopping, education, leisure and health facilities for all those without a car and those with impaired mobility To raise awareness and encourage the use of alternative modes of transport through effective promotion, publicity and information. Locally, Welwyn & Hatfield Council have integrated sustainable transport objectives including policies from the New Deal for Transport white paper and the County Council Strategic Plan and Local Transport Plan into the re-development of the British Aerospace (BAe) site in Hatfield. The Transport Strategy is outlined in the Hatfield Aerodrome Supplementary Planning Guidance (SPG) 11 of which the Green Transport Master Plan 12 for the area focuses. In accordance with sustainability objectives, a reduction in private car use will be sought through the introduction of quality passenger transport services, facilities for cyclists and pedestrians as well as imposing car parking restrictions. In addition, as part of the Section 106 planning agreement for the site, individual organisations are required to produce green travel plans to help identify the needs of its employees and to encourage sustainable transport. 8 Department of the Environment, Transport & the Regions (2000) A New Deal for Transport: Better For Everyone. London: DETR. 9 Department of Transport, Local Government and the Regions (2002) Planning Policy Guidance Note 13, Transport. London: DTLR 10 Hertfordshire County Council (2000) Local Transport Plan 11 Welwyn & Hatfield Council (1999) Hatfield Aerodrome Supplementary Planning Guidance. Welwyn: W&HC 12 Scott Wilson (2001) Hatfield Aerodrome Redevelopment. Green Transport Master Plan. Prepared for Arlington Property Redevelopment Limited. Basingstoke: Scott Wilson

10 2.0 Current Situation The following section outlines the current situation and summarises the site assessment of travel issues related to the University campuses. 2.1 Hatfield Campus The Hatfield campus is located to the south west of Hatfield Town centre, between the residential area of South Hatfield and the A1 (M) as shown in Map 2.1. The campus serves approximately 12,000 students and some 1,800 staff. It comprises both academic and residential buildings with large open areas for recreation and a small area of woodland named Hazel Grove that locally is of high conservation value. A view of the campus is given in Map 2.2. The academic, sports and student union facilities comprise a large number of individual buildings, giving an overall gross floor area of some 72,700m². Parking facilities provide over 1600 spaces for staff and student parking. Before the closure of the current Park and Ride scheme, the facility was handling between 400 and 500 cars each day. The residential part of the campus provides 2,800 bed spaces, with a further 384 beds provided in off-campus blocks, with a further projection of 4,500 beds by There are over 400 parking spaces for residential students. The University also owns a number of other properties within Hatfield providing further residential parking spaces. On the Hatfield campus there are three main approaches for staff and students to access the campus: from Roehyde Way, onto college lane; along College Lane at the northern end of the campus; and from Bishops Rise on to the access road to the Halls of Residence The only access for staff and visitor cars onto the Hatfield campus is from the A1001 Roehyde Way and its junction with College Lane which is principally used for vehicular access. There is a bus barrier at the northern end of College Lane and this acts as a bus lane, thus restricting entrance by private car to the campus. However, the turning point adjacent to the bus barrier is used as an informal drop off and pick up point for car passengers. This entrance also provides important access for pedestrians and cyclists. The Bishops Rise entrance comprises a gate house primarily used by pedestrians and cyclists as well as being used for emergency access. The primary highway network around Hatfield Campus is subject to peak period congestion with significant back-up of traffic at the major junctions on the A1 (M), the Roehyde Junction (Junction 3) adjacent to the campus and the Jack Oldings Junction (Junction 4) to the north of Hatfield. The Roehyde Junction and Comet Way are significantly congested during peak periods resulting is substantial queuing from the A1 (M) and also along the A414 Comet Way junction to Roehyde roundabout. This congestion results in a significant impact to traffic movements entering and leaving the site. 2.2 De Havilland Campus The de Havilland campus will incorporate the Business School and the Faculty of Humanities and Education from the amalgamation of the Hertford and Watford campuses. The new campus is a 48 acre site providing academic, residential, sports and leisure facilities

11 The initial academic buildings will cater for the move of the two faculties as well as providing a Learning Resources and Conference centres. The residential accommodation will provide residences for 1,600 students. In agreement with the planning restrictions set out in the Section 106, there will be no parking provided for residential students. The sports facilities will cater for indoor activities through sports halls, fitness areas and a swimming pool. There will also be a number of outdoor facilities including sports pitches and tennis courts. In addition there will be an auditorium. Many of the sports and leisure facilities will also be accessible to the local community. The plan for the campus is shown in Map 2.3. The number of students expected to move to the new campus will be approximately 3,750, including those studying on full time and part time courses. The number of students present on campus will vary on a day to day basis. It has been estimated that daily totals of around 1,550 students could be in attendance 13. Some 300 staff are expected to be based at the de Havilland campus in the move from the Watford and Hertford campuses. The main entrances to the de Havilland campus will be via the principle gateway at the Bishops Square Roundabout, from St Albans Road via the Ellenbrook roundabout and via the new roundabout opposite the new residential area. All these entrances will provide cycle and pedestrian crossing facilities which link to existing and proposed cycle routes and footpaths as well as to new bus routes. During a study conducted by Transport Consultant WSP the impact of the new campus was assessed in terms of increases on traffic movement 14. The analysis showed that traffic levels at the Roehyde junction will increase by 3% in peak hours and that at the Comet Way junction will increase by 8%. These numbers will be reduced significantly when alternative schemes such as the Park and Ride facility are implemented. 2.3 St Albans Campus St Albans campus provides facilities for the Faculty of Law which includes teaching blocks and the law court. There are 60 staff and over 1000 full and part-time students based on St Albans campus. The campus has limited car parking which is allocated for staff use and designated parking for disabled users. Car parking for students is available in and around the city via a substantial number of car parks, although commuting by car can be difficult given the congested road network. St Albans is served by excellent passenger transport which includes extensive bus routes which serve the campus as well as the nearby train station which is within easy walking distance. The campus is also within walking distance of the city centre and many students make use of local walking routes. There is also a sheltered secure area for bicycle parking. 2.4 Meridian House Meridian House which provides facilities for the Faculty of Health and Human Sciences, has a central location in Hatfield town centre. There are over 30 part and full time staff based at Meridian House. Student numbers vary depending on teaching and arrangements. 13 WSP Development Limited (2001) University of Hertfordshire de Havilland Campus Parking Management Strategy. 14 WSP Development Limited (1999) University of Hertfordshire Strategic Transportation Study

12 There is limited parking supplemented by informal parking in town centre car parks next to the site. The area is well severed by the local bus network and bus stops are within a short walking distance of the facility. Bus routes provided also connect to the Hatfield Railway Station which is a short distance away. 2.5 Bayfordbury Field Station The Bayfordbury fieldwork station is primarily used by the Faculty of Natural Sciences. There are 3 permanent staff and between 10 and 12 research students based at the Field Station although numbers are increased when events and practical work take place. A visit to Bayfordbury is included for prospective Natural Sciences students on University and Faculty Open Days and a bus is provided for these visits. Facilities include laboratories and an observatory with plenty of provision for car parking. The area is served by public transport although due to the field station s remote location, this is infrequent. Car sharing is encouraged where possible and, to reduce student car movements, a bus is provided from Hatfield campus when practical work is timetabled

13 2.6 Staff Travel In order to assess the travel habits and attitudes of staff, a travel survey was conducted in February All employees from all campuses were invited to participate in the survey. 543 completed surveys were received, representing over a quarter of all staff. Results for the primary mode of transport from the 2002 staff travel survey are shown in Figure 2.1 and single occupancy car use was the highest at 82%. Fig. 2.1 Staff Primary Mode of Transport Staff Primary Mode of Transport Bicycle 2% Bus 5% Car (driver) 82% Car (passenger) 3% Motorcycle 0.5% Other 0.5% Train (+other) 1% Walking 6% 2.7 Student Travel A student travel survey was carried out during November and December 2002 to assess student travel habits and attitudes. This was conducted through an internet questionnaire receiving over 650 responses. The results of the primary mode of transport are shown in Figure 2.2 with the most popular mode of transport being single occupancy car use at 37%. Fig.2.2 Student Primary Mode of Transport Student Primary Mode of Travel Bicycle 4% Bus 19% Car (driver) 37% Car (passenger) 2% Motorcycle 0.5% Other 0.5% Park & Ride 1% Train (+other) 5% Walking 31%

14 3.0 Objectives The University of Hertfordshire will commit to: Reduce environmental, social and business impacts associated with transport use by reducing unnecessary journeys to and from University campuses made by single occupancy passenger vehicles. Implement measures which will maximise the number of people choosing to walk, cycle, travel by public transport, car share or use other alternatives. Make the campuses of the University more accessible, both physically and perceptually. Seek opportunities to reduce the impact of transport associated with the delivery of goods. Promote sustainable integrated transport and raise awareness of travel choices. Work with, lobby and support our partners to seek alternative travel opportunities and solutions. Monitor and measure progress towards targets. 4.0 Targets The key headline targets have been set in line with the five year target for employment-related trips related to the Hatfield BAe redevelopment site Green Transport Master Plan. Car reduction is the most important with the other categories being more flexible in terms of actual modal split. Employee Journeys Mode Target Modal Split Time Car 70% By 2007 Other modes (including car passenger, pedestrians, cycles, public transport) 30% By 2007 Student Journeys Mode Target Modal Split Time Car 27% By 2007 Other modes (including car passenger, pedestrians, cycles, public transport) 73% By

15 5.0 Roles and Responsibilities 5.1 Senior Management Commitment The University can without doubt show senior management support and commitment to the Travel Plan through resource allocation and staff time dedicated to reducing the University s transport impacts. For example there is top level responsibility for transport with senior management representation on the University s Transport Working Group as well as regular attendance at local community meetings. 5.2 Transport Working Group Formerly the Car Park Management Group, the Transport Working Group is a sub committee of the Committee, reformed to reflect changing circumstances and a need for a co-ordinated approach towards developing the Travel Plan. Members of the group include senior management representatives, representatives from each of the recognised trade unions and staff from the, Health and Safety and Community Liaison. The terms of reference for the group are as follows: To develop a green transport policy and supporting annual action plans To meet regularly to discuss progress To carry out environmental reviews in the specialist area of transport To identify opportunities for improving environmental performance To suggest environmental improvement targets To co-ordinate improvement projects in the specialist area of transport To identify environmental training needs To contribute to the environmental management training programme in the specialist area of transport To report to the Committee To respond to requests for information from the Committee To fulfil the formal role of a channel of communication between Management and recognised Trade Unions over the University s scheme of parking management To report into the University s standing Joint Negotiating & Consultative Committees (JNCC s) on all relevant matters relating to the scheme of parking management. UH will continue to provide the Transport Working Group to help implement and review progress of the Travel Plan. This will meet at least three times per year. 5.3 Implementing Identified Measure Through Key Staff Along with the members of the Transport Working Group there are a number of key staff who will be involved with the delivery of the Travel Plan. This includes representatives from the, the Estates Department, External Relations and the Personnel Department. Specific tasks include developing the Travel Plan and raising awareness through the, management of car parking through Estates and staff, student and local community awareness through External Relations and consideration of staffing and union implications through the Personnel Department. UH will continue to commit senior management and staff time and resources to the continual development of the Travel Plan

16 5.4 The Need for Resource Allocation for Travel Plan Co-ordination In order to achieve the successful implementation, co-ordination and monitoring of the travel plan, it is important that resource is allocated. This could be done within the organisation, or associated to the University, with roles and responsibility designated to drive forward proposed targets which have to be met, including those set by the local authority which are legally binding. In order to achieve effective management and continual improvement of the plan it is essential that resource is allocated to: Oversee the development and implementation of the plan Obtain and retain senior management commitment and support from senior managers, staff, unions and students. Design and implement effective marketing and awareness campaigns to promote travel initiatives, including web site and other technology management. Co-ordinate and maintain the effectiveness of the Transport Working Group. Data collection, monitoring and measurement of travel habits and attitudes to assess the achievement of targets set as well as identifying new ones. Act as a point of contact or provide a one stop shop for staff, students and visitors requiring travel information. Co-ordinate management of different aspects of the travel plan by working closely with different departments such as personnel, estates, marketing and Universitybus. Represent the University and liase with external organisations and groups such as Arlington, Welwyn & Hatfield Council, Hertfordshire Business Travel Wise and local transport operators. Present a business case to secure a budget for the travel plan development as well as securing resources and funding from external sources. Recommend improvements for business travel to reduce economic and environmental costs. Recommend a car parking strategy which is self funding to ensure car parking is not being subsidised by core business as at present. A post within Universitybus would be appropriate to meet the demands of this Travel Plan and the future demands that will be imposed by the local authority for the proposed developments on the Hatfield campus. The University will review the need to provide dedicated resource in order to ensure the successful implementation and co-ordination of the Travel Plan. 5.5 Staff and Student Consultation Consultation with staff and students on a regular basis is essential to help to raise awareness of transport issues as well as overcoming resistance to change. Already a number of campaigns, surveys and press releases have taken place which have increased awareness and consultation of staff and students as to their views and travel habits. In order to keep staff and students interested, this must be maintained to help sustain enthusiasm and momentum. In order to contend with sensitive issues such as restrictions on car parking spaces, the University will ensure that incentives and alternatives are in place to help reduce car use. Opportunities to promote the alternatives will be taken so that staff and students are aware of their realistic and affordable travel choices

17 5.6 Working With Partners The University recognises the significant contribution it can make to reduce the transport impact in its area and working with its partners will seek joint solutions and opportunities to help solve the transport problem. For example the University hosted the first BAe redevelopment site TravelWise Forum where it was recognised that there are many opportunities to pool resources in order to implement initiatives which would be beneficial to all organisations involved. The University is also seeking joint solutions with local communities and authorities over onstreet parking. Many staff state the need to collect and drop off children as a reason for needing to drive to work. The University should work in partnership with local authorities to improve journeys to schools as well as providing facilities that offer alternative family travel such as provision for adapted bike parking. The University regularly consults and works with other members of the Environmental Association of Universities and Colleges (EAUC) and the Higher Education Sustainability Partnership (HEPS) in order to establish best practice in finding solutions to the transport problems facing the sector. The recently published HEPS Travel Plan Guidance for H&FEE, sited UH as a best practice case study 15. UH will continue to work in partnership with its stakeholders in order to identify joint travel solutions which will benefit the whole community. Where appropriate it may also lobby for improvements to be made which will contribute to increases in alternative transport. 15 Higher Education Partnership for Sustainability (2002) Travel Plan Guidance for H&FEE, Forum for the Future

18 6.0 Continual Improvement Programme The Continual Improvement Programme sets out the next steps towards sustainable travel, building on what has already been achieved to reduce the University s impact on transport. This section outlines the actions, initiatives and measures that the organisation is committed to implementing as well as detailing recommendations and improvements which will further enhance the Travel Plan. Many of the commitments are specifically focused on the de Havilland and Hatfield campus as this is where the focus of resources needs to be aimed to reduce the overall impact of the University on transport. However many of the broad targets will also include integration with the other campuses. In order to facilitate movement between the de Havilland and Hatfield campuses by alternative transport it is intended that access between the sites will be via College Lane and Cavendish Way. This will be the main route for the Shuttle Service as well as providing enhanced pedestrian and cycling links through dedicated routes and crossing facilities. 6.1 Walking Walking as a form of transport is very sustainable benefiting the environment through reduced car use, benefiting the organisation through reduced car parking demand and with advantages to the individual through increased exercise and reduced stress. From the travel survey 2002, 6% of staff said they walked as their primary form of transport and 6% said they walked as a secondary form of transport. From the student survey 2002, 31% of students said they walked. There is great potential to increase the number of people who walk to the University with 27% of students and 13% of staff living within a one mile radius of the Hatfield campus. Walking times are shown in Figure 6.1 which illustrates how many staff live within 10 minute, 20 minute and 30 minute isochrones of the Hatfield campus. A quarter of students live within a 20 minute walk from the Hatfield Campus and 17% live within a short 10 minute walk. Fewer staff fall within these parameters, with 12% living within a 20 minute walk from Hatfield campus and 6% within 10 minutes 16. Access at College Lane Northern End In order to facilitate pedestrian and cycling movement between the two campuses, it is intended that access between the sites will be via College Lane and Cavendish Way. This entrance already provides important access and improvements should be made to enhance pedestrian and cycling links through dedicated routes and crossing facilities. It should also be noted that this area is used as an informal drop off and collection point for students and staff. UH will support improvements made for pedestrians to link the de Havilland and Hatfield campuses as well as review pedestrian access to the College Lane northern end entrance. Access from Roehyde Way This is the main entrance to the site that is shortly to undergo infrastructure changes to improve vehicular access and safety. This entrance is not pedestrian friendly, and at peak times is extremely congested with buses and cars. In addition, the A1 (M) that runs alongside the western edge of the campus acts as a barrier to pedestrian movement from the west. It is intended that alterations to the Roehyde Roundabout will deter pedestrians and cyclists as well as preventing movements through the Ellenbrook Area which may otherwise be used as a short cut between the Hatfield and de Havilland campuses. 16 Steer Davies Gleave (2002) Review of Walk and Cycle Options for Travel to the University of Hertfordshire

19 However segregated cycle and walking improvements could be made to College Lane at the Roehyde Way entrance or via another entrance to the south end of the campus. This would facilitate links to the existing high quality cycle path that currently stops at the main entrance to the Hatfield campus. This would be of benefit to staff and students living in the Bullens Green area. UH will review cycling and walking access to the south end of the Hatfield campus and will support improvements made to Roehyde Way roundabout and entrance that deter cycling and walking access which could otherwise prove potentially dangerous. Access from Bishops Rise This entrance already provides good access via the security gatehouse for students and staff from the east of Hatfield. However a few people arriving on foot may have parked in adjacent roads causing nuisance to local residents. Pedestrian Movements on Site at Hatfield Campus Currently there are problems with the legibility of cycle and pedestrian routes through the site. The north-south links need to be clarified and reinforced while the east west routes are harder to find and are only used by those who tend to know the site. The rear service road, which is not very suitable for pedestrians and cyclist alike, also acts as a thoroughfare. In order to improve pedestrian movements on Hatfield campus, the Master Plan for the Hatfield Campus 17 outlines a number of improvements which promote coherent and improved pedestrian routes. This includes linking paths to facilities with better navigation and orientation on site. Pedestrian Movements on Site at de Havilland Campus In order to create an attractive and sustainable development, the infrastructure around the site has been implemented to encourage walking and cycling. This includes the improvement of crossing facilities and links to connect the de Havilland and Hatfield campuses as well as to other key locations such as Hatfield town and the station. In line with the Section 106 agreement, UH will undertake to ensure that facilities on site provide for walking and cycling. This includes the endorsement of safe routes and providing equipment such as bicycle parking and other facilities that promote cycling and walking as an attractive option to the car. There may be a need to provide for drying facilities where office space does not allow for the storage of walking and cycling equipment and clothing. UH will continue the programme of health walks to help promote local routes which link to University sites such as the Alban Way and to endorse the health benefits of walking. 6.2 Cycling Cycling as a mode of transport is one of the most sustainable methods of travel that offers cost reduction as well as health and fitness benefits. Currently cycling rates are very low for both students and staff when compared to similar institutions. This may be because of perceived and real safety fears related to the road networks combined with the topography of the land and the lack of facilities and cycle routes. The provision of good quality cycle parking is integral to the development of a cycle-friendly infrastructure. Proximity to the destination is the major influence on cyclists choice of parking location. This is regardless of journey purpose or parking duration, although the relative importance of proximity is greatest where cycles are parked for shorter periods. The 17 Architects Design Partnership (2001) Master Plan for the Hatfield Campus, University of Hertfordshire

20 attractiveness of cycle parking facilities also depends on factors including security, weather protection, ease of use and support for the cycle. Using the post code analysis, cycle times have been plotted to show how many staff and students live within a 10, 20 and 30 minute cycle times from the Hatfield Campus. Cycle times are shown in Figure 6.2 Over a third of staff and students live within a 30 minute cycle journey from the campus. The proportion of students living closer is higher with 30% living within just a 10 minute cycle ride from the campus. 17% of staff also live within a 10 minute isochrone. The five mile radius post code analysis is shown in Figure 6.3. In the travel survey 2002, only 3% of staff cycled as a primary form of transport while a further 3% said they cycled as a secondary form of transport. From the small scale student survey only 3% said they cycled to the University. In the travel survey 2002, 7% of staff indicated that they would reduce their use of the car if there were more cycle paths and 7% would cycle if better facilities such as showers and lockers were provided. In improved weather conditions 9% of staff indicated that they would walk or cycle. From the comments section of the survey a few staff indicated that they would be cycling to the new de Havilland campus when operational. In order to facilitate cycling on the new campus over 900 cycle parking spaces will be implemented with a significant proportion providing covered parking. In conjunction with the Hatfield campus development plan 18, the de Havilland campus development and the Hertfordshire County Council SPG 19 on minimum provisions for cycle parking, UH will ensure: - A logical sequence of dedicated cycle paths through the campuses - Where possible increase safety by segregating cyclists and motorists - Link cycle paths with existing and proposed cycle routes - Where appropriate implement secure bicycle stores and racks - Where appropriate provide showering, changing and storage facilities. (The specifics are/or will be detailed in the de Havilland Campus and Hatfield campus development plans following reviews of cycle parking provision and facilities.) Offsite there are to be a number of major improvements for cyclists such as the provision of dedicated pedestrian and cyclist rights of way, cycle route signage as well as safe and attractive crossing facilities. To facilitate interest in cycling a bicycle users group will be formed for the BAe redevelopment site that will be available to cycle users both in and around the area. The Arlington Travel Plan Co-ordinator will administer this with UH support. UH will continue the programme of adult cycle training in conjunction with the Hertfordshire Road Safety Unit. UH will investigate the options for pool bikes which will allow staff and students to travel between Hatfield and de Havilland campuses, make short journeys for business and to local amenities. The opportunity to provide facilities at other campuses such as St Albans and Meridian House will be considered. For more expensive facilities such as bike lockers UH will investigate the possibility of using the space for advertising to help recoup capital costs of cycle parking. For more deluxe facilities a hire charge could be made. 18 Architects Design Partnership (2001) Master Plan for the Hatfield Campus, University of Hertfordshire. 19 Hertfordshire County Council (2000) Supplementary Planning Guidance. Parking Provision at New Development