University of Hertfordshire Travel Plan - Cycle...

University of Hertfordshire Environmental Strategy Travel Plan June 2003

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University of Hertfordshire

Travel Plan


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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


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Contents Foreword .................................................................................................................................. 2 Contents ........................................................................................................................3 Executive Summary.....................................................................................................5 1.0 Introduction............................................................................................................6

1.1 Environmental Strategy ...................................................................................7 1.2 Achievements to Date ......................................................................................7 1.3 Benefits of a Travel Plan for UH .....................................................................7 1.4 The National to Local Context.........................................................................8

2.0 Current Situation.................................................................................................10 2.1 Hatfield Campus ............................................................................................10 2.2 De Havilland Campus ....................................................................................10 2.3 St Albans Campus..........................................................................................11 2.4 Meridian House..............................................................................................11 2.5 Bayfordbury Field Station..............................................................................12 2.6 Staff Travel ....................................................................................................13 2.7 Student Travel................................................................................................13

3.0 Objectives..............................................................................................................14 4.0 Targets ..................................................................................................................14 5.0 Roles and Responsibilities ...................................................................................15

5.1 Senior Management Commitment .................................................................15 5.2 Transport Working Group..............................................................................15 5.3 Implementing Identified Measure Through Key Staff...................................15 5.4 The Need for Resource Allocation for Travel Plan Co-ordination................16 5.5 Staff and Student Consultation ......................................................................16 5.6 Working With Partners ..................................................................................17

6.0 Continual Improvement Programme.................................................................18 6.1 Walking..........................................................................................................18 6.2 Cycling...........................................................................................................19 6.3 Motorcycles....................................................................................................21 6.4 Passenger Transport .......................................................................................21 6.5 Providing Integrated Transport ......................................................................22 6.6 Shuttle Service ...............................................................................................23 6.7 Park and Ride.................................................................................................23 6.8 Train...............................................................................................................23 6.9 Car Sharing ....................................................................................................24

7.0 Parking Management Strategy...........................................................................25 7.1 De Havilland Campus ....................................................................................25 7.2 Hatfield Campus ............................................................................................25 7.3 Users with Disabilities ...................................................................................26 7.4 Taxis...............................................................................................................26 7.5 On-Street Parking...........................................................................................26

8.0 Reducing the Need to Travel...............................................................................27 8.1 Tele-working..................................................................................................27 8.2 Flexitime ........................................................................................................27 8.3 Timetabling and Access to Learning Resources............................................27

9.0 Business Travel.....................................................................................................29 9.1 Reducing Business Car Mileage ....................................................................29 9.2 Visitors...........................................................................................................29 9.3 New Recruits and Freshers ............................................................................29 9.4 Deliveries .......................................................................................................29

10.0 Marketing and Awareness Plan........................................................................31 11.0 Monitoring ..........................................................................................................32


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11.1 Key Indicators..............................................................................................32 11.2 Postcode Analysis ........................................................................................32 11.3 Travel Surveys .............................................................................................33

12.0 Conclusion ..........................................................................................................34 13.0 References...........................................................................................................36 14.0 Appendices..........................................................................................................37 Appendix 1 University of Hertfordshire Travel Plan Targets........................................... 37

Continual Improvement Plan Targets ..................................................................37


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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.


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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 scheme1. 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 http://www.heps.org.uk/pages/transport.asp


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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 Environmental Strategy 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 Environmental Strategy 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 WSP2, to assess transport impacts, as well as producing a transport strategy3. 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. 1.3.1 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


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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. 1.3.2 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. 1.3.3 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 1997. Almost all of this was due to increases in car traffic, which accounted for nearly 82% of all road traffic in 19984. 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 20005. 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 decade6. These actions were reaffirmed at the Third Earth Summit in Johannesburg in September 20027. 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 2010. 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;//www.unfccc.de/resources/docs/conkp 7 UN Commission on Sustgainable Development (2002) World Summit on Sustainable Development Plan of Implementation. Johannesburg. http://www.johannesburgsummit.org/html/documents/summit_docs/2309_planfinal.doc


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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 Paper8, 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 Plan10 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 Plan12 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 http://www.hertsdirect.org/hcc/environment/planning/transplan/loctranspln/ 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.


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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 2005. 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.


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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 attendance13. 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 movement14. 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.


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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.


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2.6 Staff Travel In order to assess the travel habits and attitudes of staff, a travel survey was conducted in February 2002. 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 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

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%

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%


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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 2007


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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 Environmental Strategy 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 Environmental Strategy, 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 Environmental Strategy Committee • To respond to requests for information from the Environmental Strategy 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 Environmental Strategy, the Estates Department, External Relations and the Personnel Department. Specific tasks include developing the Travel Plan and raising awareness through the Environmental Strategy, 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.


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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.


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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 on-street 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 study15. • 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 http://www.heps.org.uk/pages/transport.as


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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 minutes16. 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.


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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 Campus17 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.


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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 plan18, the de Havilland campus

development and the Hertfordshire County Council SPG19 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


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• UH will work in partnership and lobby the local authorities for improved cycling routes. • UH will produce a cycling and walking routes leaflet with maps of safe cycling routes

and the location of facilities on campuses. • UH will investigate opportunities for funding e.g. from the National Cycling Strategy20. • UH will examine the opportunities for establishing discounts for bikes and equipment

with local bike shops for staff and students. 6.3 Motorcycles The use of motorcycles and mopeds should also be seen as environmentally preferable to the car as well as being more space efficient than other vehicles, particularly in terms of parking and congestion. In addition to being more environmentally acceptable, the use of motorcycles and mopeds can benefit employees through lower running costs. • Where appropriate the University will encourage the safe use of motorcycles and mopeds.

This will include the provision of facilities, some of which may be shared with cyclists such as safe and secure parking, as well as changing and storage facilities. Parking for powered two wheelers will be provided free of charge.

• UH will encourage motorcycle and moped users to attend safety training which can be

provided by Hertfordshire County Council Road Safety Unit. 6.4 Passenger Transport Passenger transport such as that provided by buses, train and taxis can help to reduce congestion, make journeys more efficient and have clear benefits over single occupancy car use when compared to environmental impact per passenger. Currently the University campuses are well served by the existing and comprehensive network coverage (with the exception of the Bayfordbury Field Station), especially through the Universitybus network which has developed over time to meet demand from the University. From the results of the staff travel survey 2002, 5% of staff said they used the bus as their primary form of transport and 20% said they used the bus as a secondary form of transport. During the student survey 26% of students used public transport as a primary form of transport and 20% used public transport as a secondary means of transport. During the 2002 staff survey, 27% of single occupancy car users stated that they would use public transport if transport services were improved, 13 % stated that they would use public transport if better information were provided. Many commented on the need for more direct routes including connections from the train station in Hatfield. The post code analysis shown in Figure 6.4 shows the distribution of staff and students within a 20 mile radius of the Hatfield campus. This data will also be combined with information from other site operators on the Hatfield BAe redevelopment site to help identify opportunities for new routes. The Arlington Travel Plan Co-ordinator will administer this. Bus operators in conjunction with Hertfordshire County Council and Welwyn and Hatfield District Council are aiming to further enhance bus service provision to the Hatfield BAe site redevelopment. The aim is to create an attractive network of affordable and reliable services which will provide a genuine alternative to the car. This will be achieved through:

20 The National Cycling Strategy (2002) Cycling Projects Fund http://www.nationalcyclingstrategy.org.uk/


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• Lower fares and easy to use travel cards for the central Hertfordshire area; • New vehicle with enhanced specification; • An attractive network of services providing a direct link to the Business park from most

parts of Hatfield and Welwyn Garden City; • Increase the level of early morning and evening buses • Improved roadside information and more effective promotion of bus services in terms of

publicity material and utilising new technology; • Upgraded bus priority measures • A commitment by bus operators to upgrade customer care training for driving staff. The site developers will partly fund these initiatives in the interest of creating an attractive local bus network21. 6.5 Providing Integrated Transport The Intalink partnership is a collaboration between local authorities, bus and train operators in Hertfordshire which aims to pool resources in order to achieve:

• Better information on bus and rail services in Hertfordshire for the customer • Better awareness of the journey opportunities available to all using passenger

transport • More co-ordination between service providers • A more integrated bus and rail network • Higher standards of information and service provision

• The University will continue to support the Intalink initiative which aims to provide

improved integrated transport and will update and continue to provide information in order to increase passenger numbers for example through the promotion and use of the Universitybus website.

Special offers include explorer tickets and buszone tickets which allow rail passengers discount bus fares for their onward journey. In addition to providing support to these initiatives it is also essential that the University aims to encourage bus use by providing facilities such as covered shelters as well as ensuring bus stops are positioned in convenient locations. There may also be the opportunity to offer better information to passengers through the use of real time data at bus stops and at key locations on campuses such as the Learning Resource Centres, reception areas and student and staff communal areas. Transport operators should consider the feasibility of new technologies which use telecommunications such as wireless application protocol (WAP). • UH will continue to offer subsidised bus fares and annual passes to students and staff. • UH will examine the opportunities for employee and student discounts for the purchase of

public transport season tickets. • • UH will work with transport operators to seek opportunities for incentives such as

proving Carnet block style tickets. 21 Universitybus (2001) Bus Times Hatfield Business Park.


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6.6 Shuttle Service In order to achieve efficient transport links to de Havilland from the Hatfield Campus a shuttle bus service will be implemented. The service between the sites will run every 7.5 minutes between the hours of 7:00 – 18:00 and from 18:00 – 23:00 will run every 15 minutes. This will be accomplished by providing a 15 minute service on the 602 route and a separate dedicated service between the sites. These journeys will use College Lane to link the two sites. Students and staff using the shuttle service between the two sites will travel for free on production of a valid University ID card. • The University will implement a shuttle service between the de Havilland and Hatfield

Campus sites which will be operational from September 2003. As the majority of student socialising facilities will be located on the Hatfield campus a projection of late night student movements should be considered. This should also take into account journeys that may be made using the Roe Hyde Roundabout as a short cut through Ellenbrook to the de Havilland campus especially by students who live in residences on de Havilland campus. One option may be to implement a late night bus service to ferry students in halls of residents between the sites, similar to schemes operated by other institutions such as the University of Cardiff. This would help to reduce the impact on the local community of late night movements by students.

• In conjunction with the UHSU, the University will investigate the feasibility of implementing a late night bus service in order to reduce late night movements by students using the University’s Student Union facilities.

6.7 Park and Ride Currently under proposal and subject to planning permission, a new park and ride facility will be established on Angerland Common. This will comprise over 1000 car parking spaces and parking will be available free of charge to staff and students. A dedicated shuttle bus service will run every 7.5 minutes and will link to Hatfield and de Havilland Campuses. • The University will implement an improved park and ride facility for use by staff and

students by September 2003 (subject to planning permission). 6.8 Train The Hatfield and de Havilland campuses are in close proximity to the Hatfield Railway Station which can easily be reached by bus or bicycle. The area is well served with connections to Central London via Kings Cross and links to Cambridge and Peterborough. Through the use of integrated travel, it is possible to increase the number of people travelling to the campus with part of their journeys made by train. This includes walking, cycling or catching the bus at either end of the journey. It is therefore essential that integrated ticketing, direct services and information are increased to maximise the number of people who are able to travel using the train for at least part of their journey. • UH will work with its partners and provide travel information to increase use of the train

for commuting and business journeys.


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6.9 Car Sharing Car sharing is when two or more people travel to work together instead of in separate cars. This results in reduced travel costs for the individuals as well as reducing the demand for parking on site. For many staff, particularly those working regular office hours, car sharing is a very viable option. During the staff travel survey 2002, a significant proportion of car drivers felt very likely they would participate in a scheme, given help finding a partner or incentives such as car share parking spaces. Although staff and student populations are widely dispersed, the postcode analysis also indicates that a number of staff could easily car share with one another. There is considerable opportunity to link with other employers in the area to enable staff from different organisations situated close by to car share. This would also provide a wider base in which to maximise the number of car sharers. Arlington are currently reviewing car sharing options and databases for the BAe redevelopment site which it will invite site occupiers and surrounding organisations to participate. • UH will evaluate the potential to join any scheme presented by Arlington which may

include the need to provide incentives such as dedicated car share parking spaces and taxis home if let down by car share partner.

It is important that car sharing is presented as a flexible option, for example it may not be possible for car sharers to share every day of the working week. In order to maximise opportunities for car sharing, even if it is only one day a week, it should be emphasised that even car sharing on an ad hoc basis can make a positive contribution to reducing the traffic impact to the University.


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7.0 Parking Management Strategy Where possible single occupancy car use must be discouraged. Providing more car parking space is not a viable option due to capital and operational costs and loss of land use. Even if the number of spaces were to be increased this would lead to increased traffic and congestion in the local area which is unsustainable. It is highly unlikely that the local authority planning department would allow any increase in car parking spaces. Placing restrictions on car parking use for example by charging, can be an effective way of encouraging transfer of single occupancy car users to alternative modes. However it is important that any increases or changes to parking management must be accompanied by a campaign or launch of alternatives to ensure people are made aware of their travel choices. 7.1 De Havilland Campus A Parking Management Strategy22 for the de Havilland Campus has been developed by transport consultants WSP. This takes into account parking issues related to academic facilities, residential facilities, sports and social club facilities available for public use as well as use of the auditorium facilities. The de Havilland Campus Parking Management strategy will: • Implement car parking restrictions • Provide permits for staff and student parking which are non-transferable between the

Hatfield and de Havilland campuses • Implement residents restrictions on the issue of parking permits to students on de

Havilland campuses. Students who reside on the de Havilland campus will not be eligible for a parking permit and will agree not to bring their cars to the area. Students who transgress from the regulations may be subject to removal from University accommodation.

• Work with the local authorities to reduce the impact of parking in residential areas. Under the section 106 agreement the University has contributed to implementing parking measures in residential areas adjacent to the site

• Ensure that the organisers of any special events at the University are made aware of parking restrictions and given information regarding alternative modes.

7.2 Hatfield Campus The Hatfield campus already has a parking permit system in place for staff and students while visitors can park for free provided they receive a parking pass from main reception. This is managed by the Estates Department and is enforced by a dedicated parking officer. However during a recent survey, it was found that the University is among one of the lowest charging organisations for parking charges compared to other institutions. The rates do not reflect the actual cost of car parking such as maintenance and administration costs and the loss of opportunity cost of the land. This in effect means that the University is subsidising car parking which is outside the core business interests of the organisation. In addition, the present system favours driving to work every day once the parking permit has been paid for and any increase in charges is met with resistance from staff. Charges should be made to reflect the actual use of car parks as well as being self-funding, representing the true cost of parking such as maintenance and management costs. Any excess revenue made from parking should be used to fund alternatives. Under the current system, once a person has received a car parking permit, they are inclined to use it as often as possible in order to make full use of their purchase. Under an integrated system, the mode of travel would reflect the use of transport required for that individual on a daily basis. For instance 22 WSP Development Ltd (2001) University of Hertfordshire de Havilland Parking Management Strategy.


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one day they may require their car and the rest of the week would be free to cycle, catch a bus or work at home. In comparison, the cost of the average car parking permit is significantly lower than the cost of the annual bus pass. For many other Universities with successful travel plans, excess funds from car parking charges have been ring-fenced to provide an income stream to promote and implement alternatives. There are also many opportunities for the University to update its parking system in line with technological developments to provide integrated travel, for instance through daily charging by use of the smart cards or by number plate identification systems. These schemes would also allow a variety of data to be captured including daily car park use. • UH is committed to undertaking a major review of car parking management in

consultation with staff and student unions. This aims to consider best practice that could be applied to the University’s situation.

The parking management strategy should aim to provide disincentive to travel by car everyday when alternatives are available therefore creating choice. However the system will allow car parking if the person must drive or is prepared to pay the charges. 7.3 Users with Disabilities Car users with disabilities would be exempt from this process but will still have to apply for their free parking permit from the car parking management office. The promotion and implementation of alternatives will include access considerations and integration for users with disabilities. These considerations will be coordinated with the University’s Equality Unit. 7.4 Taxis During the staff travel survey 2002, 1% of the respondents said that they use taxis for work related journeys. The option of using a taxi means that staff do not have to bring their car to work and where possible employees should be encouraged to share taxis. The University should review this option as an alternative. It may be possible to reduce costs by negotiating with Universitybus or a local taxi company to gain preferential rates through a business contract. This company may also provide the guaranteed ride home for car sharers. • UH will review opportunities to use Universitybus or a local taxi service to provide an

alternative mode of transport for occasional staff travel. 7.5 On-Street Parking The control of on-street parking is a significant issue for the Hatfield and de Havilland campuses. For the Hatfield campus, problem areas such as Woods Avenue and other residential roads adjoining Bishops Rise have suffered from on-street parking. To help alleviate parking by students and staff a University policy and regulation has been implemented which outlines roads surrounding the campus which students are not permitted to park on. There is also a residential only parking along College Lane. For the new campus, the possibility of parking in the Ellenbrook area and the new residential development to the north of the site has been raised as issue. The University is working with Welwyn Hatfield Council who are currently considering parking restriction arrangements in these areas. • UH will encourage local authorities to implement measures to control on-street parking.


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8.0 Reducing the Need to Travel 8.1 Tele-working Working from home already happens on an informal basis at the University of Hertfordshire and it may be possible that more staff could be encouraged to tele-work. Providing employees with appropriate technology would allow staff to work from home or at alternate locations for a proportion of their work time. Consequently this would help to reduce commuter journeys as well as pressure on parking. Added benefits for the employee include reduced travel costs and more control over working hours leading to less stress and job satisfaction. For the University, further advantages of tele-woking may lead to improved productivity, less business mileage and more flexibility for use of office space. Any equipment provided to staff must be adequately covered by insurance for loss or damage and similarly employees using their own equipment should ensure appropriate cover under their home insurance policy. The University should adhere to health and safety guidelines set out by HSE on employees working from home 23 and to guidelines set out by Hertfordshire Business Travelwise regarding tele-work24. Many employees report that they can be more productive when away from the distractions of the office. In order to ensure productivity, working from home should be agreed with line management and staff will need to agree clear working objectives and targets for tele-working which should be monitored regularly.

• The University will identify work functions that could be undertaken from home on a regular basis and evaluate the potential for improved tele-working rates through the Human Resource Strategy.

8.2 Flexitime Introducing a system of flexi-time involves staff working ‘core hours’ but having the flexibility at either end of the working day to allow staff to choose when they start and finish. Under present working conditions the majority of staff are expected to start work at 8.30 am and finish at 5.00 pm resulting in congestion both off and on site at peak rush hour times. Flexitime would spread out arrival and departure times with the provision that sufficient cover is provided during office hours. In many cases, flexitime may result in better office coverage. As well as alleviating congestion, flexitime has a number of benefits including allowing staff to adapt to out of work commitments, such as parental responsibilities or being able to fit journeys around bus and train timetables. In order to allow such a system to operate efficiently, staff may be required to keep a record of their start or finishing times. One option is to implement a ‘clocking in’ system. Care must also be taken not to detract from other initiatives such as car sharing. • UH will review the potential to implement flexi-time working through the Human

Resources Strategy. 8.3 Timetabling and Access to Learning Resources Although the Learning Resources Centres have extremely good opening hours, there needs to be more synergy with lecture schedules and opportunities for staff and students to use alternative transport. There may also be marketing advantages to providing flexibility to lecture times such as increasing the number of lectures that take place outside normal office

23 Health & Safety Executive (1996) Homeworking. Guidance for employers and employees on health and safety. 24 Hertfordshire Business Travel Wise (2001)What Telework Can Do For You. A Guide For Business.


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hours especially to serve part-time courses. This would also help to reduce congestion at peak times. • UH will review timetabling through the Central Timetabling Committee to investigate

opportunities to reduce the impact of transport by students. In addition with the introduction of StudyNet and remote access to the Learning Resources Centre, more students can take advantage of the new information technology resources to conduct research and submit assignments without the need to travel to the University campus. This may also present significant marketing opportunities to recruit more students, especially through distance learning. • UH will encourage the use of information technology by students to help provide

opportunities for study and submission of assignments without the need to travel.


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9.0 Business Travel 9.1 Reducing Business Car Mileage During the 2002 staff survey, 22% of staff said that they used the car during the day to perform their job. In order to identify cost savings and environmental improvements a business travel audit needs to be conducted. In order to reduce the proportion of car use for business, UH will conduct a business travel audit to identify cost savings and environmental benefits including: • All use of company/private vehicles used for business purposes • Use of other modes for business travel • Identification of common journeys • Mileage and fuel consumption • Expenditure on business mileage in vehicles • Insurance costs associated to travel (including premiums and claims made) • Fares for public transport • Mileage and time spent for any walking and cycling business mileage 9.2 Visitors It is essential that the University promotes itself as accessible to visitors through the use of alternative transport and to make visitors aware of limited car parking availability. Visitors should easily be able to access information for example through the UH website to allow them to plan their journey especially through the promotion of public transport links to the campus they are visiting. Where a large influx of visitors is expected, for example on open days and conferences, the promotion of other modes of travel is essential to reduce the impact from car use. Publicising transport routes and visitor maps is critical to assist people with planning their trip and to show that the University is easily accessible and proactive in protecting the environment. 9.3 New Recruits and Freshers It is vital that new staff and students are made aware of the University’s commitment to reduce single occupancy car use and are provided with information on alternative travel. This is particularly important to help over come problems that arise at the beginning of the new term as students come to register for the new academic. Currently, there is severe congestion of local roads and frustration of staff and students queuing to enter or leave University campuses at this time each year. The Environmental Strategy already provides some information through Staff Induction and Freshers Fair although this should be reinforced at a departmental level and through the Students Union when new students and staff join the University.

• UH will ensure the availability of travel information for new students and staff. 9.4 Deliveries The economic and environmental costs of transport have long been recognised by the University’s Purchasing Department and Environmental Strategy. As part of the University’s Purchasing Policy, environmental criteria have been implemented as part of the ordering procedure. This includes the consideration of how services and products should be purchased to reduce transportation costs.


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In order to assist this process the University should establish baseline data on the number of deliveries to review how the level of transport movements could be rationalised. • UH will review the number of deliveries made to University premises in order to establish

the effectiveness of the present system and to investigate opportunities to rationalise the level of deliveries made.


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10.0 Marketing and Awareness Plan The Travel Plan ultimately requires behavioural change in order to reduce single occupancy vehicle use associated with the University. It is therefore important that staff and students do not feel threatened by plans and raising awareness with key audiences, about the nature and extent of current and future traffic problems and solutions, is essential. The University must also respond to ideas and comments and give staff and students the opportunity to express their views in order to engage them in sustainable travel behaviour. It is important that people realise the travel plan is not anti-car but aims to encourage them to travel more wisely as well as offering greater travel choice to people who can use alternatives. Effective promotion and awareness as well as dissemination of information is essential through the delivery of a variety of different media and publicity. Written material will include leaflets, external and internal press releases and poster campaigns. In addition, when publications are produced, such as University prospectuses and events leaflets, emphasis on where to find alternative transport information should be integrated as part of the document. The use of static displays and notice boards at key locations across campuses will also help to reinforce the sustainable transport issue. There will also be extensive signage for facilities such as directions to cycle parking and showers. Communication will include participation in the meetings of the Transport Working Group and other meetings or briefings. Use of the internet and development of web pages will be essential to help provide up to date travel information as well as provide information on facilities and travel links. The University website should also supply up to date maps including the provision of improved public transport information, especially for visitors. Where people can find information is also essential and clear and navigable web sits and links should be provided, for instance linking the University web pages to public transport information and the Universitybus web site. A ‘one-stop shop’ should also be made available for people to visit, telephone or email regarding alternative journeys and the latest travel information. One function of this might be to provide personalised journey planners for existing and new recruits and students. This should include:

• The identification of bus services and location of bus stops near to the person’s residential accommodation and place of work.

• Identification of integrated journeys e.g. train and bus services. • Details and costs of ticketing and any discounts they are entitled to. • Service timetables, both bus and rail. • Details of available walking and cycling facilities and routes if residing within

walking and cycling distance. Conveying the sustainable travel message can also be achieved by dovetailing issues with wider University plans to ensure transport issues are integrated into business objectives and policies. The implementation of an environmental management system approach will help to achieve this. In order to maintain the momentum there needs to be continual promotion of travel alternatives for example through the environmental strategy or special events such as travel days. • UH will develop a marketing plan to raise awareness of travel alternatives and to provide

a co-ordinated approach to the delivery of travel information.


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11.0 Monitoring In order to measure the success of the Travel Plan it is essential to monitor changes in travel behaviour towards the objectives and targets set by the University. The baseline information required to measure progress for staff was collected through the staff travel surveys in March of this year. The student baseline data will be collected in October of this year. Internally senior management will review progress towards targets on an annual basis and data will be reported to the Environmental Strategy Committee and Transport Working Group on a more regular basis. Key information will also be disseminated to staff and students to help maintain momentum and support for the Travel Plan. Externally as part of the section 106 requirements there will be regular meetings with the Arlington Transport Co-ordinator to check progress and implementation of the Travel Plan. In addition, progress towards targets will be shared and disseminated to our partners and the local community. 11.1 Key Indicators The University intends to monitor change against the objectives and targets set out in sections five and six. Key indicators have been identified that will enable the University to measure its success against these objectives and targets:

• Number of people driving alone to the University campuses; • Number of people travelling by alternatives modes; • Number of bikes parked on the University campuses; • Number of people registered on the car sharing database (when established); • Number of people boarding and disembarking at the bus stops on the University

campuses; • Number of staff who have taken up flexi-working; • Number of staff days spent tele-working; and • Number of business miles claimed.

These indicators will be understood through:

• A twice annual snapshot survey of how staff and students arrive at each campus on a single day. These should be conducted in March and November;

• A detailed travel survey of staff and students every three years, to be undertaken at the same time of year on each occasion;

• Bi-monthly audits of the cycle parking facilities to see how many bikes are on site; • Working with Universitybus (hire car use), Key Travel, the Purchasing and Finance

departments to conduct an annual audit of business miles travelled. • Working with Universitybus to monitor quarterly passenger levels on different routes.

11.2 Postcode Analysis In order to review the appropriateness of different measures, an analysis of staff and student postcodes will be undertaken annually. This will be conducted by plotting home postcodes on maps using a computer programme that uses geographical information systems (GIS) to identify where people live. This will output a variety of data such as the distribution of staff and students, where people live in relation to travel links such as bus routes or cycle paths or the potential for people from the same areas to car share. However care will be taken when conducting this analysis to not identify individuals in accordance with the Data Protection Act.


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11.3 Travel Surveys To understand journeys made to and from the site by staff and students it is important to conduct regular surveys of travel patterns and attitudes. The University will undertake a detailed staff and student travel survey every three years, complemented by an annual snapshot survey. This data will be used to inform recommendations based on willingness and potential for change and will help to justify proposals made by providing supporting evidence. The data can also be used to assess change in travel patterns towards agreed targets. The survey will take the form of a self-completed questionnaire, which will allow staff and students to answer questions in confidence. The sample will seek to gain as many responses as possible to give an accurate picture of staff and student travel habits and opinions. In order to allow efficient and convenient collection of the data the questionnaires will be administered using the Internet. This will allow staff and students to answer the questionnaire at their convenience in a secure, confidential, simple and quick manner, which will also be very cost effective to the organisation. Response rates can be low for Internet surveys as the cooperation is voluntary. However, as this is a topical issue especially among staff, it is envisaged that there will be a good response rate and to help maximise this a prize will be offered as an incentive. • UH will monitor travel patterns and attitudes through a three yearly travel survey, and a

twice annual snapshot survey.


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12.0 Conclusion From the analysis conducted into current travel patterns including modal split, people’s attitudes and the evaluation of links routes and facilities, it is clear that there is significant scope to promote and improve opportunities for sustainable travel to the University of Hertfordshire. By implementing a combination of incentives and disincentives through the development of the Travel Plan, a co-ordinated approach to reducing car travel and meeting planning obligations can be achieved. Measures for consideration to meet the headline targets are recommended and 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 As outlined in the continual improvement action plan, many of these initiatives will need to be in place for the opening of the new de Havilland campus before the influx of students and staff who will be in attendance for the opening of the new campus in September 2003. This will help to ensure the car journeys are minimised from the outset of occupation. 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. By working in partnership at a local level on transport issues and communicating with stakeholders the University will receive support, reduce its environmental impact as well as gaining cost efficiencies through reduced congestion and possible funding and sharing of resources to implement common goals. The review indicates that good progress has already been achieved through integrated transport, however this is an on going process through which the University of Hertfordshire can make a valid contribution towards sustainable development. The Travel Plan is presented as a flexible working document for continual improvement and follows a management system framework. This requires regular monitoring and reviews in order to check progress towards targets set.


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The implementation of the University of Hertfordshire’s Travel Plan will provide the opportunity for significant modal change and help to ensure that the traffic impact is minimised to all its campuses.


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13.0 References Department of the Environment, Transport & the Regions (1999) A Better Quality of Life. A Strategy for Sustainable Development for the UK. London: The Stationery Office. Department of the Environment, Transport & the Regions (2000) Climate Change. The UK Programme. London: DETR Department of Transport, Local Government and the Regions (2000) A New Deal for Transport: Better For Everyone. London: DTLR. Department of Transport, Local Government and the Regions (2002) Transport Strategy, Information and Travel Plans http://www.local-transport.dtlr.gov.uk/travelplans/index.htm Department of Transport, Local Government and the Regions (2002) Planning Policy Guidance Note 13, Transport. London: DTLR Energy Efficiency Best Practice Programme (2000) A Travel Plan Resource Pack for Employers. Harwell: EEBPP Environmental Association of Universities and Colleges http://www.eauc.org.uk/ European Union Environment, http://europa.eu.int/pol/env/index_en.htm Hertfordshire County Council (2002) Business Travel Wise http://www.hertsdirect.org/hcc/environment/planning/transplan/travelwise/ Hertfordshire County Council (2000) Local Transport Plan http://www.hertsdirect.org/hcc/environment/planning/transplan/loctranspln/ Higher Education Partnership for Sustainability (2002) Travel Plan Guidance for H&FEE, Forum for the Future http://www.heps.org.uk/pages/transport.asp Oxford Brookes http://www.brookes.ac.uk/services/environment/greenplan/ Scott Wilson (2001) Hatfield Aerodrome Redevelopment. Green Transport Master Plan. Prepared for Arlington Property Redevelopment Limited. Basingstoke: Scott Wilson. United Nations (2001) Kyoto Protocol To The United Nations Framework Convention on Climate Change. http://www.unfccc.de/resources/docs/conkp UN Commission on Sustgainable Development (2002) World Summit on Sustainable Development Plan of Implementation. Johannesburg. http://www.johannesburgsummit.org/html/documents/summit_docs/2309_planfinal.doc University of Hertfordshire (2000) Green Travel Plan Information. http://www.herts.ac.uk/envstrat/emindex.htm Waters, P.E. (1997) Transport Policy and Strategy for the University of Hertfordshire. Vol 1 and Vol 2. Hatfield: University of Hertfordshire Welwyn & Hatfield Council (1999) Hatfield Aerodrome Supplementary Planning Guidance. Welwyn: W&HC Welwyn & Hatfield Council (2002) Transport Information And Travel Links. http://www.hatfield.gov.uk/transport/default.ihtml?step=2&id=52&frontpage=1 WSP (1999) University of Hertfordshire Strategic Transportation Study. Maidstone: WSP


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14.0 Appendices Appendix 1 University of Hertfordshire Travel Plan Targets Headline Targets Reference Action Timescale

S/M/L Responsibility Monitoring / Indicator

HT1 Staff travel mode 70% car, 30% alternative modes L SM/TPC annual survey/3 yearly major survey to establish modal split.

HT2 Student travel mode 27% car, 73% alternative modes L SM/TPC annual survey/3 yearly major survey to establish modal split.

Continual Improvement Plan Targets Ref Action Timescale

S/M/L Responsibility Monitoring / Indicator

Roles and Responsibilities RR1 UH will continue to commit senior management and staff time and

resources to the continual development of the Travel Plan.

L SM Amount of staff time and resources dedicated to Travel Plan implementation and improvement.

RR2 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.

L SM/TWG Meetings of the Transport Working Group/ Attendance lists

RR3 UH will review resource allocation in order to co-ordinate and implement the Travel Plan.

S SM Travel Plan resources allocated. Annual review of effectiveness.

RR4 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.

L SM/TPC Staff time spent in consultation with partners/ attendance of local community meetings


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Walking WC1 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.

S/M SM/TPC Number of on and off site improvements for pedestrians.

WC2 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.

S SM/ED/TPC/ LA

Review conducted, with a further review of recommendations implemented.

WC3 In order to improve pedestrian movements on Hatfield campus the Master Plan for the Hatfield Campus 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.

M/L SM/ED Improvements implemented (subject to planning permission and finance).

WC4 In line with the section 106 agreement on de Havilland, 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 which 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.

S/M SM/TPC Facilities provided (in accordance with County Council Guidance). Levels of use.

WC5 UH will continue 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.

L ES/HS/TPC Number of health walks

Cycling WC6 In conjunction with the Hatfield campus development plan the de

Havilland campus development and the Hertfordshire County Council SPG 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

S/M SM/ED/TPC Number of cycle paths provided. Number of paths linking to planned and established cycle routes Level of cycle parking provision and shelters.


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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 and Hatfield campus development plans following a review of cycle parking provision and facilities.)

Level of cycle related facilities. Levels of use.

WC7 To facilitate interest in cycling a bicycle users group will be formed for the BAe redevelopment site which will be available to cycle users both in and around the area. The Arlington Travel Plan Co-ordinator will administer this which UH will support.

M ATPC UH attendance at meetings.

WC8 UH will continue programme of adult cycle training in conjunction with the Hertfordshire Road Safety Unit.

L TPC/LA Numbers attending training.

WC9 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.

S TPC Review conducted, with a further review of recommendations implemented.

WC10 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.

S ED/TPC Review conducted, with a further review of recommendations implemented.

WC11 UH will work in partnership and lobby the local authorities for improved cycling routes.

M TPC Staff time dedicated to local authority consultation/ meetings attended.

WC12 UH will produce a cycling and walking routes leaflet with maps of safe cycling routes and the location of facilities on campuses.

S/M ES/TPC/ER Leaflet produced and distributed.

WC13 UH will investigate opportunities for funding. S/M TPC

Number of bids submitted and amount of funding received (including in kind contributions).

WC14 UH will examine the opportunities for establishing discounts for bikes and equipment with local bike shops for staff and students.

S/M TPC/SM Review conducted, with a further review of recommendations


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implemented. Motorcycles MC1 Where appropriate the University will encourage the safe use of

motorcycles and mopeds. This will include the provision of facilities some of which may be shared with cyclists such as safe and secure parking, as well as changing and storage facilities. Parking for powered two wheelers will be provided free of charge.

S/M ED/TPC Motorcycle provision. Modal split. Modal count.

MC2 UH will encourage motorcycle and moped users to attend safety training which can be provided by Hertfordshire County Council Road Safety Unit.

M LA/TPC Numbers attending training.

Passenger Transport PT1 The University will continue to support the Intalink initiative which

aims to provide improved integrated transport and will update and continue to provide information in order to increase passenger numbers for instance through the promotion and use of the Universitybus website.

S/M/L UB/PTP/LA/ TPC

Level of information provided. Level of awareness (through survey).

PT2 UH will continue to offer subsidised bus fares and annual passes to students and staff.

L SM/UB Number of bus passes issued. Numbers of passengers with pass.

PT3 UH will examine the opportunities for employee and student discounts for the purchase of public transport season tickets.

M TPC/SM/PE Review conducted, with a further review of recommendations implemented.

PT4 The University will implement a shuttle service between the de Havilland and Hatfield Campus sites which will be operational from September 2003.

S UB Shuttle Service implemented. Number of passengers using the shuttle service.


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PT5 In conjunction with the UHSU, the University will investigate the

feasibility of implementing a late night bus service in order to reduce late night movements by students using the University’s Student Union facilities.

S SM/TPC/ UHSH

Review conducted, with a further review of recommendations implemented.

PT6 The University will implement an improved park and ride facility for use by staff and students by September 2003 (subject to planning permission).

S ED/UB Facility implemented. Numbers of staff and students using the facility.

PT7 UH will work with its partners and provide travel information to increase use of public transport for commuting and business journeys.

S/M PTP /TPC/UB Level of travel information and awareness.

PT8 UH will work with transport operators to seek opportunities for incentives such as proving Carnet block style tickets.

S/M PTP /TPC/UB Number of incentives implemented.

Car Sharing CS1 Arlington are currently reviewing car sharing options and databases

for the BAe redevelopment site which it will invite site occupiers and surrounding organisations to participate. The University will evaluate the potential to join any scheme presented by the organisation which may include the need to provide incentives such as dedicated car share parking spaces and taxis home if let down by car share partner.

ATPC/TPC/ ED

Review conducted. Number of people registered to car share data base. Car share provision of facilities and incentives. Level of awareness.

Car Park Management CP1 UH is committed to undertaking a major review of car parking

management in consultation with staff and student unions. This aims to consider best practice that could be applied to the University’s situation.

S TPC/ED/TWG Review conducted, with a further review of recommendations implemented.

Taxis TA1 UH will review opportunities to use Universitybus and local taxi

service to provide an alternative mode of transport for occasional staff travel.

S TPC Review conducted, with a further review of recommendations implemented.

On-Street Parking OSP1 UH will encourage local authorities to implement measures to control S/M SM/TPC/LA Agreements/schemes


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on-street parking. implemented


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Tele-working TW1 The University will identify work functions that could be undertaken

from home on a regular basis and evaluate the potential for improved tele-working rates through the Human Resource Strategy.

S TPC/PE Review conducted, with a further review of recommendations implemented.

Flexi-time FT1 UH will review the potential to implement flexi-time working through

the Human Resources Strategy. S TPC/PE Review conducted, with a further

review of recommendations implemented.

Timetabling and Access to Learning Resources TLR1 UH will review timetabling through the Central Timetabling

Committee to investigate opportunities to reduce the impact of transport by students.

S/M CTC/TPC Review conducted, with a further review of recommendations implemented.

TLR2 UH will encourage the use of information technology by students to help provide opportunities for study and submission of assignments without the need to travel.

M/L SM/TPC Level of information technology used.

Business Travel BT1 UH will conduct a business travel audit to identify cost savings and

environmental benefits including: • All use of company/hire/private vehicles for business purposes • Use of other modes for business travel • Identification of common journeys • Mileage and fuel consumption • Expenditure on business mileage in vehicles • Insurance costs associated with travel (including premiums and

claims made) • Fares for public transport • Mileage and time spent for any walking and cycling business

mileage • Time spent by staff in organising business travel associated

activities

S TPC/ES/ED Review conducted, with a further review of recommendations implemented.


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NSF1 UH will ensure the availability of travel information for new students

and staff.

S/M TPC/ER/ES Level of information provided for new staff and students

D1 UH will review the number of deliveries made to University premises in order to establish the effectiveness of the present system and to investigate opportunities to rationalise the level of deliveries made.

S TPC/ES/PU Review conducted, with a further review of recommendations implemented.

Marketing and Awareness MA1 UH will develop a marketing plan to raise awareness of alternatives

and to provide a co-ordinated approach to the delivery of travel information.

S TPC/ER/ES Marketing plan produced, with a further review of recommendations implemented.

Monitoring MO1 UH will conduct a full scale student survey at all campuses during

October and November 2002 to provide baseline data

S ES Survey conducted.

MO2 UH will monitor travel patterns and attitudes through an three yearly travel survey, and annual snapshot surveys

L TPC Monitoring conducted.

Key Timescales S Short-term target (by September 2003) M Medium-term target (2004/2005) L Long-term target (2006/2007 and ongoing targets)

Responsibility SM UH Senior Management ES Environmental Strategy ED Estates Department TPC Travel Plan Co-ordinator or Member of Staff Allocated HS Health & Safety TWG Transport Working Group Members LA Local Authorities (Welwyn & Hatfield Council, Hertfordshire County Council, Police, Highways Authority)

UB Universitybus PTP Public Transport Providers SU Staff and Student Unions UHSU University of Hertfordshire Student Union ER External Relations PE Personnel PU Purchasing ATPC Arlington Travel Plan Co-ordinator CTC Central Timetabling Committee


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Plates – to be included in text: (To Be Completed) cycling free breakfast cycling racks/shower facilities health walk Car sharing University bus at bus station/train station Train Congestion picture Are you doing your bit campaign

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