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Hartlepool Borough Council

Transport Assessments

and Travel Plans

Supplementary

Planning Document

January 2010

Transport Assessments and Travel Plans

Supplementary Planning Document 2010

FOREWORD

This Supplementary Planning Document is the first to be prepared under the new spatial

planning system – the Hartlepool Local Development Framework, introduced in the

Planning & Compulsory Purchase Act 2004.

The document promotes good practice in support of the Council’s vision for sustainable

development. It gives guidance additional to that set out in the Hartlepool Local Plan

with regard to transport and accessibility by encouraging a choice of transport options

for new development which are safe, efficient, clean and fair. The guidance seeks to

minimise the need to travel and to improve accessibility by providing real alternatives to

the private car.

The document encourages developers to take account of transport issues at an early

stage in the preparation of development proposals and describes what measures should

be taken to achieve the transport objectives through the implementation of Travel Plans.

Mayor of Hartlepool Borough Council

September 2009

Transport Assessments and Travel Plans Supplementary Planning Document

_______________________________________________________________

Contents

No Subject Page No

Foreword

1 Introduction 1

1.1 Purpose of the Supplementary Planning Document 1

1.6 What are Transport Assessments and Transport

Statements?

1.9 What are Travel Plans? 2

1.11 Policy Context 2

1.19 Outline of the Supplementary Planning Document 4

2. When are transport assessments / transport

statements and travel plans required?

3. Pre-application discussions 11

3.3 Transport Assessments/Statements 11

3.9 Travel Plans 13

4. Preparing a transport assessment and mitigation plan 14

4.1 Introduction 14

4.5 What should be covered in a Transport Assessment 15

4.9 Mitigation Measures 17

5. Preparing a transport statement 19

6. Preparing a travel plan 20

Appendix 1 Planning Policies 25

Appendix 2 Pre-application discussion form 26

Appendix 3 Preparing a Transport Assessment 28

Appendix 4 Preparing a Transport Statement 32

Appendix 5 Key components to be incorporated into a

Travel Plan Framework

Table 1: Indicative Thresholds for Transport Assessments

and Transport Statements and Travel Plans

1. Introduction

Purpose of the Supplementary Planning Document

1.1 The Hartlepool Local Plan, adopted in April 2006, includes a range of objectives

which seek to support sustainable development by giving a choice of transport

options which are safe, efficient, clean and fair. These objectives are translated

into specific policies which seek to minimise the need to travel and to improve

accessibility by providing real alternatives to the private car.

1.2 This Supplementary Planning Document, which will become part of the

Hartlepool Local Development Framework,

provides guidance on how the

Borough Council will implement the Hartlepool Local Plan policies (set out in

Appendix 1) relating to Transport Assessments and Travel Plans which seek to

secure measures to reduce the need for private car travel in new developments.

1.3 The Travel Plans document has been subject to a Sustainability Appraisal and a

screening report under the Habitats Regulations 2000 (HA) to ensure that any

significant adverse affects on the environment have been identified. In the case

of the Habitats Regulations the possible impacts on internationally protected

conservation sites (European Sites) have been carefully assessed.

1.4 Current government guidance encourages discussions at an early stage in the

formulation of development schemes prior to the submission of any planning

application. Consequently, developers who intend to bring forward proposals for

development should have regard to the advice in this document as it sets out

requirements at both the early stage and through measures which might be

included at the issue of planning permission and during implementation of the

proposals.

1.5 Travel Plans and Transport Assessments are required for all major development

proposals that will generate significant additional journeys in accordance with the

provisions of Department for Transport Circular 02/2007 and the requirements in

the Guidance on Transport Assessment (GTA) published in March 2007. These

will demonstrate that the strategic road network will be no worse off as a result of

the development.

What are Transport Assessments and Transport Statements?

1.6 A Transport Assessment is a comprehensive and systematic process that sets

out at an early stage, transport issues relating to a proposed development and

identifies what measures will be taken to deal with the anticipated transport

impacts of the scheme. Such measures may include the preparation and

implementation of Travel Plans. The Assessment highlights how it is intended to

improve accessibility and safety for all modes of travel, particularly for

alternatives to the car such as walking, cycling and public transport. The

Transport Assessment will be submitted alongside a planning application.

The Local Development Framework comprises a portfolio of spatial planning documents and will

ultimately replace the Hartlepool Local Plan

Failure to submit a Transport Assessment where one is needed would mean that

a planning application may not be validated and thus not be considered.

1.7 In some cases, the transportation issues arising out of the development

proposals may not require a full Transport Assessment to inform the process and

identify suitable mitigation measures. A simplified or basic report in the form of a

Transport Statement may be sufficient. A Transport Statement is appropriate

when a proposed development is expected to generate relatively low numbers of

trips or traffic flows and would have only a minor impact on transport.

1.8 Table 1 at the end of Section 2 below sets out indicative thresholds for

developments likely to require Transport Assessments or Transport Statements.

What are Travel Plans?

1.9 A Travel Plan is a package of measures to assist in managing the transport

needs of an organisation. The main objective of a Travel Plan is to provide

incentives for users of a development to reduce the need to travel alone by car to

a site. A successful Travel Plan will enable greater travel choice, reduce

dependency on the private car and widen the means of accessibility for visitors

and staff. Therefore the key to a Travel Plan is influencing travel behaviour,

whilst achieving a shift towards increased use of sustainable travel modes e.g.

walking, cycling, public transport, train or car sharing for one or two days a week.

1.10 Travel plans are more appropriately viewed in terms of a process rather than as

a one-off document and should contain a package of measures to encourage

alternative and more sustainable modes of transport to be used for commuting,

schools journeys and business trips.

Policy Context

1.11 The main national, regional and local policy documents relevant to the subject

matter of this Supplementary Planning Document are as follows:

1.12 Planning Policy Statement 1 (PPS1) sets out the Government’s key principles

for delivering sustainable development including the need to address the causes

and potential impacts of climate change, for example by reducing the need to

travel by private car.

1.13 Planning Policy Guidance Note 13 (PPG13) emphasises the link between

planning and transport policy. The objectives of PPG13 are to integrate

planning and transport at the national, regional and local level to promote more

sustainable transport choices. They help promote accessibility to jobs,

shopping, leisure facilities and services by public transport, walking and cycling,

and seek to reduce the need to travel, especially by car. The Government

considers that a Transport Assessment and Travel Plan should be submitted

alongside planning applications that are likely to have significant transport

implications. Transport Assessments are normally produced by developers and

are used by decision makers in the planning process, to determine whether

developments are acceptable in transport terms.

1.14 The Regional Spatial Strategy (RSS) for the North East provides a long term

strategy for the spatial development of the region and identifies the priorities for

transport investment. It incorporates the Regional Transport Strategy (RTS) to

ensure the integration of land use and transport planning. The RSS sets out

four main themes, under which the locational strategy is developed:

• delivering economic prosperity and growth,

• creating sustainable communities,

• conserving, enhancing and capitalising on the region’s natural and built

environment, heritage and culture, and

• improving connectivity within and beyond the region.

1.15 Policy 54 of the RSS requires that travel plans seeking to maximise travel by

public transport, cycling and walking should be prepared for all major

development proposals that will generate significant additional journeys. At

prestige employment sites (including Wynyard) and regional Brownfield mixed

use developments (including Victoria Harbour) consideration should be given to

developing a co-ordinated approach for the whole site.

1.16 Hartlepool’s Local Transport Plan (LTP) describes the long-term strategy for

the Borough and sets out a programme of transport improvements to be

delivered over the period 2006-2011 to address identified transport problems.

These improvements will contribute towards delivering the shared priorities for

Local government and achieve the long-term vision for Hartlepool. This will be

achieved by the following aims:

• to promote social inclusion by ensuring that everyone can access the key

services and facilities that they need;

• to improve the overall safety and security of the transport system for

everyone;

• to ensure that traffic congestion does not hinder continued economic growth

and regeneration;

• to reduce the environmental impact of transport on air quality, noise and

climate change.

1.17 The promotion and implementation of Travel Plans contributes towards all of

these aims, particularly delivering accessibility and tackling congestion. The

LTP includes a wide range of local targets by which the success of the plan will

be judged. These include access to local facilities by public transport, area wide

traffic flows, cycling trips and bus and rail patronage.

1.18 The Hartlepool Local Plan (2006) contains specific policies relating to Transport

Assessments and Travel Plans (policies Tra19 and Tra20) and the general policy

(GEP9) on Developer Contributions – these are set out in full in Appendix 1. In

addition the need for Travel Plans is highlighted in the policies relating to the

development of the major employment sites (policies Ind1 to Ind4).

Outline of the Supplementary Planning Document

1.19 The following sections of this supplementary planning document set out guidance

on when Transport Assessments or Transport Statements and Travel Plans may

be required to be prepared as part of the planning application process. Section

3 highlights the need for developers to enter into discussions with the Council

early in the process.

In the preparation of proposals developers, in order to ascertain any

requirements the Council may have regard to assessing the transport

implications of their schemes and to identify the measures to ameliorate these

and thus to enable appropriate amendments which would satisfy planning

requirements.

The final three sections of this document provide guidance on the preparation of

Transport Assessments, Transport Statements and Travel Plans.

2. When are Transport Assessments / Transport Statements

and Travel Plans required?

2.1 This section of the Supplementary Planning Document provides some guidance

on thresholds and other aspects of proposed developments which are likely to

lead to the requirement for the preparation of Transport Assessments (including

Transport Statements) and Travel Plans. Table 1 at the end of the section sets

out the indicative thresholds which the Council will have regard to in respects of

both levels of Transport Assessment and also travel plans.

Transport Assessments/Transport Statements

2.2 As noted in the Introduction to this guidance, Transport Assessments and the

more basic Transport Statements (for developments having a less significant

effect on travel patterns) set out the transport issues relating to a proposed

development and identify measures to deal with the anticipated transport

impacts.

2.3 The Hartlepool Local Plan seeks to ensure that Transport Assessments are

submitted at the initial development stage (policy Tra19

). The need for, and the

level of, formal Transport Assessment will be determined in consultation between

the developer and the Borough Council and, where the development might affect

the wider Strategic Road Network (SRN), the Highways Agency. Accordingly,

pre-application discussions should be held with the Local Planning Authority to

determine whether a Transport Assessment or a Transport Statement is required

(see section 3). With respect to any development which could impact upon the

A19 trunk road, the Highways Agency (in accordance with Circular 02/2007)

would require to be consulted upon any application for development that would

cause a material impact on the Strategic Road Network.

2.4 As a guide, Table 1 at the end of this section sets out indicative thresholds for

developments which may require the submission of either a Transport

Assessment or a Transport Statement. The land use classes referred to in the

table are in accordance with those of the Town and Country Planning (Use

Classes) Order 1987 as amended, although not all uses are specified particularly

with regard to mixed use development. The thresholds are based upon scenarios

which would typically generate 30 two-way peak hour vehicle trips

[1]

. Whilst

there is no suggestion that 30 two-way peak hour vehicle trips would, in itself,

cause a detrimental impact, it is a useful point of reference from which to

commence discussions.

2.5 The thresholds are for guidance purposes and should not be read as absolutes.

In some circumstances, a Transport Assessment may be appropriate for a

smaller development than suggested by the thresholds in Table 1. In others, a

Transport Statement may be appropriate for a larger development than

suggested by these thresholds - for example, where there is an extant

See Appendix 1

permission for one form of development, but an alternative development that

involves a smaller projected transport impact is now proposed.

2.6 Further, there are quantitative and qualitative matters related to a proposed

development and its location that need to be taken into account in assessing its

transport implications and in deciding whether or not a Transport Assessment or

Transport Statement will be required. In general, Transport Assessments are

likely to be required for developments which are:

• are not in conformity with the development plan;

• generate 30 or more vehicles movements in any hour;

• generate 100 or more vehicle movements per day;

• are likely to increase accidents or conflicts among motorised users and

non-motorised users, particularly vulnerable road users such as children,

disabled and elderly people;

• generate significant freight or HGV movements per day;

• are proposed in a location where the local transport infrastructure is

inadequate e.g. substandard roads, poor pedestrian/cyclist facilities and

inadequate public transport provisions;

• are proposed in a location within or adjacent to an Air Quality Management

Area (AQMA)

2.7 There may be other factors which would lead to the need for a Transport

Assessment or Transport Statement to be prepared, thus it is very important that

contact is made with the Council early in the process of drawing up a

development proposal – see Section 3.

Travel Plans

2.8 The Borough Council has an obligation to assess the transportation impact of all

development proposals to ensure that they can satisfactorily be integrated into

the transport network. Planning Policy Guidance Note 13 requires the

submission of Travel Plans alongside planning applications that will have

significant transport implications. Travel Plans provide, together with Transport

Assessments, the mechanism for assessing and managing access to sites and

can help improve accessibility, both to and from the site, and to local amenities

and services.

2.9 Travel plans are strategies for managing multi-modal access to a site or

development, focusing on promoting access by sustainable modes. They can

assist in reducing traffic congestion, widening accessibility, and reducing air

pollution. A Travel Plan should contain a package of measures to encourage

alternative and more sustainable modes of transport to be used for commuting,

schools journeys and business trips. These may include travel by bus, rail,

bicycle, motorcycle, walking or car sharing.

There are currently (2007) no Air Quality Management Areas in Hartlepool.

2.10 There are five levels of Travel Plan as follows:

• Travel Plan Framework: an interim travel plan to be used where outline

planning consent is being sought and where the end-users are unknown.

The Travel Plan Framework, based on predicted data, should specify

measures to be implemented before the occupation of the development as

far as possible and include a framework and timetable for the final and

approved travel plan, based on more accurately predicated data. In the

case of a speculative development that will be occupied under leasehold

arrangements the approach is to secure from the developer a commitment,

in principle, to the eventual implementation of a Travel Plan by eventual

occupiers. In respect of freehold arrangements, the final implementation of

a Travel Plan would be the responsibility of the end occupier and the

process of negotiating a Travel Plan may need to be undertaken at a later

stage;

• Minimalist Travel Plan: to be used for small-scale developments where

the end user is known and where the transport implications are not

substantial, but are nevertheless important to control. Minimalist plans

involve the commitment to a range of soft measures such as marketing and

promotion of sustainable travel options, sometimes referred to as ‘Smarter

Choices’;

• Measures Travel Plan: this involves developing a comprehensive Travel

Plan containing a range of measures or actions to be provided within an

agreed timetable. The advantage of identifying and implementing

measures gives the developer more certainty in terms of conditions and/or

obligations to be met. The disadvantage is that the measures may not fully

achieve any of the desired modal split / shift targets;

• Outcomes Travel Plan: this involves developing a comprehensive Travel

Plan that relates to defined and agreed sets of targets or outcomes. They

are different from a Measures Travel Plan, as they focus their attention on

specific outcomes and they allow more flexibility in the choice of actions to

achieve modal shift or modal spilt targets. This approach is used when

there is less confidence in the effectiveness of measures to achieve a mode

shift. Outcomes Travel Plans require the agreement of sanctions if targets

are not met. Where the desire is to achieve a modal shift the Travel Plan

must include a range of actions that will be effective in achieving targets, to

avoid remedies or sanctions;

• Area Wide Travel Plans: Numerous small developments on one site may

individually not require a travel plan, but together the cumulative transport

implication means an Area Wide Travel Plan will be required for the entire

site. This will require each occupier, and new occupiers, to prepare and

implement subsidiary Travel Plans as appropriate to their particular use and

travel characteristics. It should be administered by an agent of the

developer / site manager.

2.11 Developers have an important role to play in encouraging sustainable

travel and will be required to submit a Travel Plan with all applications likely to

generate significant amounts of travel. Policy Tra20 of the Hartlepool Local

Plan

states that Travel Plans should be prepared for all major developments and

other developments likely to lead to an increase in travel. The Local Plan

includes a table setting out thresholds for some types of major development.

However, government guidance on thresholds for all use classes has been

published since the Local Plan was prepared. This supplementary planning

document therefore uses the more recent government advice on thresholds for

Travel Plans as it is more comprehensive and also relates to the preparation of

Transport Assessments.

2.12 Travel Plans may also be required in other circumstances such as:

• for smaller developments comprising jobs, shopping, leisure and services

which would generate significant amounts of travel in, or near to, air quality

management areas, and in other locations where there are local initiatives or

targets set out in the Development Plan or Local Transport Plan (LTP) for

the reduction of road traffic, or the promotion of public transport, walking and

cycling. This particularly applies to offices, industry, health and education

uses.

• proposals for small to medium extensions to existing businesses which

would result in an increase in the number of employees or visitors. Over

time the transport impacts of an original use can change substantially. In

these circumstances the introduction of a Travel Plan may allow

organisations to reassess the costs and benefits of their existing travel

patterns.

• proposals for a site where there are a number of users (at the time of

application) and which is not already implementing a Travel Plan.

• where a Travel Plan would help address a particular local traffic problem

associated with a planning application, which might otherwise have to be

refused on local traffic grounds

2.13 Thus whilst Travel Plans are usually produced as a response to the identification

of issues within Transport Assessments or Transport Statements, this is not

always the case.

2.14 The scope and content of a Travel Plan will relate to the unique circumstances of

a development site and should be the subject of discussions with the Borough

Council early in the process of preparing a development scheme (see Section 3

paragraphs 3.7 - 3.9).

See Appendix 1

Table 1: Indicative Thresholds for Transport Assessments/Transport

Statements and Travel Plans

(Areas are gross floor space)

Land Use Use/Description of Development

Assessment

Transport

Statement

Transport

Assessment/

Travel Plan

Food Retail

Retail sale of food goods to the

public – Food Superstores,

Supermarkets, Convenience Food

Stores.

<250 sqm

>250 <800

sqm

>800 sqm

Non-food

Retail

Retail sale of non-food goods to

the public; includes Sandwich Bars

(Sandwiches or other cold food

purchased and consumed off the

premises); Internet Cafes.

<800 sqm

>800<1,500

sqm

>1,500 sqm

Financial &

Professional

Services

Financial Services – Banks,

Building Societies and Bureau de

Change, Professional Services

(Other than Health or Medical

Services) – Estate Agents &

Employment Agencies, Other

Services – Betting Shops,

Principally where services are

provided to visiting members of the

public.

<1,000 sqm

>1,000<2,500

sqm

>2,500 sqm

Restaurants

and Cafe’s

Restaurants and Cafés – Use for

the sale of food for consumption on

the premises.

Excludes Internet Cafés (now A1).

<300 sqm

>300<2,500

sqm

>2,500 sqm

Drinking

Establish-

ments

Use as a Public House, Wine-Bar

or other Drinking Establishment.

<300 sqm

>300<600

sqm

>600 sqm

Hot Food

Takeaway

Use for the sale of hot food for

consumption on or off the

premises.

<250 sqm

>250<500

sqm

>500 sqm

Business

(a) Offices other than in use within

Class A2 (Financial & Professional

Services) (b) Research and

Development - Laboratories,

Studios (c) Light Industry

<1,500 sqm

>1,500<2,500

sqm

>2,500 sqm

General

Industrial

General Industry (Other than

Classified as in B1), The Former

“Special Industrial” Use Classes,

B3 – B7, are now all encompassed

in the B2 Use Class.

<2,500 sqm

>2,500<4,000

sqm

>4,000 sqm

Storage or

Distribution

Storage or Distribution Centres –

Wholesale Warehouses,

Distribution Centres &

Repositories.

<3,000 sqm

>3,000<5,000

sqm

>5,000 sqm

Land Use Use/Description of Development

Assessment

Transport

Statement

Transport

Assessment/

Travel Plan

Hotels

Hotels, Boarding Houses & Guest

Houses, Development falls within

this class if “no significant element

of care is provided”.

<75

Bedrooms

>75<100

Bedrooms

>100

Bedrooms

Residential

Institutions -

Hospitals,

Nursing

Homes

Used for the provision of

residential accommodation and

care to people in need of care.

<30 Beds >30<50 Beds >50 Beds

Residential

Institutions -

Residential

Education

Boarding Schools and Training

Centres.

<50

Students

>50<150

Students

>150 Students

Residential

Institutions -

Institutional

Hostels

Homeless shelters,

accommodation for people with

learning difficulties and people on

probation.

<250

Residents

>250<400

Residents

>400

Residents

Dwelling

Houses

Dwellings for individuals, families

or not more than six people living

together as a single household.

Not more than six people living

together includes – students or

young people sharing a dwelling

and small group homes for

disabled or handicapped people

living together in the community.

<50 units >50<80 units >80 units

Non-

residential

Institutions

Medical & Health Services –

Clinics & Health Centres, Crèche,

Day Nursery, Day Centres &

Consulting Rooms (not attached to

the Consultants or Doctors house),

Museums, Public Libraries, Art

Galleries, Exhibition Halls, Non-

residential Education and Training

Centres, Places of Worship,

Religious Instruction & Church

Halls.

<500 sqm

>500<1,000

sqm

>1,000 sqm

Assembly &

Leisure

Cinemas, Dance and Concert

Halls, Sports Halls, Swimming

Baths, Skating Rinks,

Gymnasiums, Bingo Halls &

Casinos. Other Indoor and Outdoor

Sports and Leisure Uses not

involving motorised vehicles or

firearms.

<500 sqm

>500<1,500

sqm

>1,500 sqm

Others

For example: Stadium, Retail

Warehouse Clubs, Amusement

Arcades, Launderettes, Petrol

Filling Stations, Taxi Businesses,

Car/Vehicle Hire Businesses & the

Selling and Displaying of Motor

Vehicles, Nightclubs, Theatres,

Hostels, Builders Yards, Garden

Centres, PO's, Travel and Ticket

Agencies, Hairdressers, Funeral

Directors, Hire Shops, Dry

Cleaners

Discuss with

appropriate

highway

authority

Discuss with

appropriate

highway

authority

Discuss with

appropriate

highway

authority

3. PRE-APPLICATION DISCUSSIONS

3.1 The Borough Council strongly encourages developers to discuss proposed

schemes prior to submitting planning applications. Pre application discussions

can help ensure that the application process runs more smoothly as any

problems may be resolved prior to submission. Failure to address any problems

may delay the planning process or could lead to a refusal. Such discussions

should cover a range of environmental matters and other considerations which

are relevant to the proposals. The possible effect of a development on the local

transport network would form an important part of any such pre-application

discussions. The previous section gives guidance on the circumstances when

Transport Assessments or Statements and Travel Plans may be required.

3.2 Where development is likely to have a material impact on the Strategic Road

Network it will be important to liaise with the Highways Agency at an early stage.

The coverage and the detail of the Transport Assessment need to be agreed with

the Highways Agency.

Transport Assessments / Statements

3.3 Where developments are likely to have some transport implications, these must

be assessed. The precise scope and detail of such an assessment will vary

depending on the site location, the scale and the nature of the development. As

noted previously, there are two levels of Transport Assessment:

• Transport Statement – should be used for a development which has

relatively small transport implications;

• Transport Assessment – should be used for a development which has

significant transport implications.

3.4 There may be a need to include specific assessment of environmental impacts

that could arise out of an incremental rise in transport related noise, air quality or

other pollutions as a result of development proposals. Consideration of other

impacts might include those affecting biodiversity and geodiversity, and impacts

on soil and water. The aim will be to identify potential breaches of statutory

thresholds and mitigation measures to address such impacts.

3.5 A pro-forma for the identification of basic information on proposed schemes has

been developed, completion of which would assist pre-application discussions.

This pro-forma can be found at Appendix 2.

3.6 The key issues to be addressed during any pre-application consultations include

the following:

• planning policy context of the development proposals;

• catchments or study area for the proposed development;

• assessment years - year of opening and horizon year(s);

• assessment of public transport capacity, walking/cycling capacity and the

road network capacity;

• person trip generation and trip distribution methodologies and/or

assumptions;

• measures to promote sustainable travel;

• mitigation measures (where applicable) – scope and implementation

strategy,

3.7 In preparing a Transport Assessment the following considerations will be

relevant:

a) Encouraging Sustainable Access

• Reducing the need to travel, especially by car – reducing the

need for travel, reducing the length of trips, and promoting multi-

purpose or linked trips by promoting more sustainable patterns of

development and more sustainable communities that reduce the

physical separation of key land uses;

• Improving sustainable transport choices - by making it safer

and easier for people to access jobs, shopping, leisure facilities

and services by public transport, walking, and cycling;

• The accessibility of the location -the extent to which a site is, or

is capable of becoming, accessible by non car modes, particularly

for large developments which involve major generators of travel

demand;

• Other measures which may assist in influencing travel

behaviour) - achieving reductions in car usage (particularly single

occupancy vehicles), by measures such as car sharing / pooling.

High Occupancy Vehicle lanes and parking control;

b) Managing the existing network

• Making best possible use of existing transport infrastructure

- for instance by low cost improvements to the local public

transport network and using advanced signal control systems,

public transport priority measures (bus lanes), or other forms of

Intelligent Transport Systems to improve operations on the

highway network. It should be noted that the capacity of existing

public transport infrastructure and footpaths is finite, and in some

areas overcrowding already exists;

• Managing access to the highway network - taking steps to

maximise the extent to which the development can be made to ‘fit’

within the available capacity by managing access from

developments onto the highway network;

c) Mitigating residual impacts

• Through improvements to the local public transport network,

and walking and cycling facilities – for example, by extending

bus routes and increasing bus frequencies, designing sites to

facilitate walking and cycling and developing links to the wider

rights – of - way network and cycle routes.

• Through minor physical improvements to existing roads – It

may be possible in some circumstances to improve the capacity of

existing roads by relatively minor physical adjustments such as

improving the geometry of junctions etc. within the existing

highway boundary;

• Through provision of new or expanded roads - It is considered

good transport planning practice to demonstrate that the other

opportunities above have been fully explored before considering

the provision of additional road space such as new roads or major

junction upgrades.

3.8 Consideration of these matters should take place at an early stage in the process

of preparing a development proposal, so that work on developing the Transport

Assessment can help inform, and be informed by, discussions about the location

of the site and the scale and mix of uses proposed. Sections 4 and 5 provide

guidance on the content of Transport Assessments and Transport Statements.

Travel Plans

3.9 Section 2 sets out the thresholds over which developments will be required to

produce Travel Plans and notes that there are other instances where Travel

Plans may be required. Developers are thus encouraged to consult with the

Borough Council at an early stage, before submission of a planning application,

to determine whether a Travel Plan is required. Travel Plans should not be

considered as an isolated component of the process, instead they should be

recognised and considered as part of the pre-application process.

3.10 It is critical for planning officers and developers to know when a Travel Plan is

required as the preparation of a Travel Plan can be a material consideration in

the determination of planning applications. The weight to be given to a Travel

Plan in a planning decision will be influenced by the extent to which it materially

affects the acceptability of the development proposed and the degree to which it

can be lawfully secured. The granting of planning permission may be dependant

on the production of a satisfactory Travel Plan prior to occupation of the

development and creating a successful Travel Plan may take some time. Early

consultation is important as it may influence the design of any final scheme and

may have resource implications that should be identified early on in the

development of the scheme.

3.11 The level of Travel Plan will be determined in consultation between the developer

and the relevant authorities. Section 6 provides further information on preparing

Travel Plans.

3.12 For all developments with a material impact on the Strategic Road Network, the

supporting Travel Plan should be forwarded to the Highways Agency for review

and agreement.

4. PREPARING A TRANSPORT ASSESSMENT AND MITIGATION

PLAN

Introduction

4.1 A detailed Transport Assessment will be required where a proposed development

is likely to have significant transport and related environmental impacts on the

study area. The study area for a proposed development should be determined

in discussion between the developer and the Borough Council. It will generally

depend on the type and scale of the development, and early consultations with

the Borough Council will assist in defining its extent. A description of the study

area should include reference to the site location, the local transport network and

relevant transport features.

4.2 Wherever pre-application consultation identifies a need for a Transport

Assessment, it is good practice to agree, as part of the pre-application

consultation, the preparation of a scoping study before the Transport Assessment

is begun. A scoping study should identify the issues the assessment will

address, the methodologies to be adopted, additional supporting data required,

and the extent of the assessment area. An agreed scoping study will help to

reduce the potential for misunderstandings about the form of the Transport

Assessment and avoid abortive work. It does not preclude varying the

assessment to reflect the findings of survey results or more detailed analysis.

However, it is recommended that any significant variations are agreed with the

appropriate authorities

during the development of the Transport Assessment.

4.3 A Transport Assessment should address the following issues in an iterative

manner as illustrated in Figure 4.1:

• Reducing the need to travel, especially by car - ensure, at the outset,

that thought is given to reducing the need to travel by a careful

consideration of the types of uses (or mix of uses) and the scale of

development to promote multipurpose or linked trips.

• Sustainable accessibility - promote accessibility by all modes of travel, in

particular public transport, cycling and walking; assess the likely travel

behaviour or travel pattern to and from the proposed site; and develop

appropriate measures to influence travel behaviour.

• Dealing with residual trips – provide accurate quantitative and qualitative

analyses of the predicted impacts of residual trips from the proposed

development and ensure that suitable measures are proposed to manage

these impacts.

• Mitigation Measures – ensure as much as possible that the proposed

mitigation measures discourage avoidable physical improvements to

highways and promote innovative and sustainable transport solutions.

The appropriate authorities are the Local Planning Authority, the Local Highway Authority and, if there

are likely to be traffic impacts on the Strategic Road Network, the Highways Agency.

Figure 4.1: Typical Assessment Process

4.4 An iterative approach may be necessary where initial work on a Transport

Assessment indicates that revisions may be necessary to the proposed

development, or to the approach taken to the issues in paragraph 4.3 above.

The iterative approach ensures that the stages of the assessment are not

approached in isolation, but that the full implications of each stage are considered

and revisions made to either the development proposal or to any of the measures

considered at the other stages. Where revisions are made, their implications in

turn are considered across the whole proposal. The final outcome is a Transport

Assessment that improves the development proposal to achieve the optimum

sustainability.

What should be covered in a Transport Assessment?

4.5 The principal matters to be included in a Transport Assessment are:

• introductory facts and background data including the policy

framework, the existing position with respect to the proposal site

and baseline transport data, an assessment of the capacity of the

existing public transport infrastructure and the cycle, footway and

road networks, and full details of the development proposal; and

• an appraisal of the impact of the proposed development.

Where the assessment confirms that a development will have material

impact on the highway network, measures to mitigate such effects will need

to be agreed prior to the granting of planning permission.

4.6 Introductory Facts and Background Data

• full details of the development proposal including its size, scale and

phasing, hours of operation where applicable, and proposed access and

servicing arrangements and parking strategy together with any traffic

impacts of site construction works.

• details of the planning and transport policy framework as it affects the

development proposal, indicating how the proposal will help to deliver the

aims and objectives of the development plan (the North East Regional

Spatial Strategy and the Hartlepool Local Plan

), and how it responds to

relevant Government planning policy guidance and statements.

• details of the existing site conditions including existing and permitted

land uses in the vicinity and existing access considerations;

• basic transport information on existing travel patterns and facilities,

traffic flows and accident history, together with:

• an assessment of the capacities of the existing public transport

infrastructure and of the cycle and footway and road networks;

• traffic forecasts;

• an analysis of accident records and other safety considerations.

Such assessments will help to inform the later stages of the Transport

Assessment process in respect of determining modal split, travel plan

objectives and, in appropriate cases, what enhancements, if any, are

required to the public transport, local cycleway and footpath and road

networks, as part of an overall mitigation package. These assessments

should be undertaken using the appropriate analytical tools and

methodologies as agreed with the relevant authorities.

In undertaking the above assessment, the assessment year(s) in respect

of capacity analysis for the transport network should be consistent with the

size, scale and completion schedule of the proposed development, and

that of other major developments in the vicinity of the site, as well as

planned improvements to the transport system. The appropriate horizon

assessment year should be agreed with the relevant authorities during

pre-application consultations.

Under the new planning system introduced in the 2004 Planning and Compulsory Purchase Act, the

2006 Hartlepool Local Plan will remain as part of the Development Plan until at least April 2009.

4.7 Appraisal of the Impact of the Development - this involves an assessment of

the development proposal’s impact on:

• the environment – including its impact in terms of noise, the emission of

greenhouse gases, effects on biodiversity and geodiversity and on

important nature conservation and historic sites, and on the townscape

generally, and on physical fitness and journey ambience. Any potential

environmental impact that would breach a statutory limit should be

addressed;

• safety – including the potential for traffic accidents and perception of

personal insecurity;

• economy – including impact on regeneration initiatives, journey times, user

costs and the various costs of the development;

• accessibility – including access to the transport system and to the local

area in terms of the beneficial or detrimental effect on the wider community

using accessibility modelling techniques.

• Integration – including the potential for the integration of different modes of

transport, the relationship of the proposal with wider Government initiatives

(e.g. on environmental sustainability and health), and with local, regional

and national planning policies, and the effects on social inclusion/exclusion.

The analysis period should reflect the person trip generation characteristics of the

proposed development as well as conditions on the adjacent transport system. It

should be related to known and anticipated peak patterns of demand for both the

transportation system and development-generated trips.

4.8 The Borough Council has developed a checklist against which the contents of a

Transport Assessment are checked. This is set out in Appendix 3.

Mitigation Measures

4.9 The information provided at the pre-application stage and in the Transport

Assessment will be reviewed by the local highway authority and/or the Highways

Agency, as appropriate, with the aim of determining the type and scope of

mitigation measures to be provided. This process will be undertaken in

conjunction with the Local Planning Authority.

4.10 Typically, mitigation could be required where the proposed development is likely

to impact adversely upon the transportation system and/or result in breaches of

statutory environmental limits.

4.11 Where mitigation is proposed, and following agreement on the scope of mitigation

to be provided, the relevant authorities will require or recommend that either

appropriate conditions be attached to any planning permission that may be

granted and/or a planning obligation

should be agreed. The conditions or

obligations should specify the improvements that will be required to

accommodate the proposed development’s trips by all modes and should also

ensure the safety of all road users, including non-motorised users or vulnerable

users. Conditions or obligations may require that necessary mitigation measures

be completed before work on the development site itself commences if

construction traffic is a major issue, or before first occupation of units on the site.

4.12 In all cases, the transport mitigation plan or package of measures should focus

on maximising sustainable accessibility to the development. At the outset, the

mitigation plan should consider measures such as:

• improvements to development site layout to facilitate walking and cycling

as well as accessibility to the local public transport infrastructure;

• improvements to walking and cycling provisions in the vicinity of the

development site; and

• improvements to the local public transport network

4.13 If the mitigation measures require physical improvements to the highway network,

the developer should ensure that in any design of mitigation works, appropriate

design guides and parameters are used. Road Safety Audits will be likely to be

required for all development related highway works and when produced, should

be conducted in compliance with the relevant standards.

4.14 In respect of the strategic road network, proposed mitigation measures should

provide capacity that is comparable to the general capacity of that part of the

network, and not for example, seek to produce a junction with significantly more

capacity than the surrounding strategic road network.

A planning obligation (or Section 106 agreement) is a legal agreement attached to the approval of a

planning permission through which the applicant and others with a legal interest in the land agree to

undertake or pay for additional works or adhere to restrictions which could not be dealt with by planning

condition alone. A separate mechanism for providing highway improvements to the Strategic Highway

Network is via a Section 278 agreement under the Highways Act as detailed in Circular 02/2007.

5. PREPARING A TRANSPORT STATEMENT

5.1 The information provided in the pro-forma at the pre-application stage of a

development proposal will normally determine whether a more basic form of

Transport Assessment (i.e. Transport Statement) will be required rather than a

more detailed Transport Assessment. This will be the case where a proposed

development has some, but less significant, transport implications.

5.2 A Transport Statement should set out the transport issues relating to a proposed

development site (existing conditions) and details of the development proposals

(proposed development) but like a full Transport Assessment it must demonstrate

that the development is acceptable in terms of accessibility, congestion and

potential for sustainable travel to the site.

5.3 The Borough Council has developed a checklist against which the contents of a

Transport Statement are checked. This is set out in Appendix 4.

5.4 Existing Conditions - the developer should provide a full description of:

i. existing site information – describing the current physical

infrastructure and characteristics of the site and its surroundings,

including existing, permitted or potential uses of the site and other

land in the vicinity and existing access arrangements; and

ii. baseline transport data – background transport data and current

transport infrastructure details, including a qualitative description of

the travel characteristics of the existing site and existing public

transport provision, a description and functional classification of the

highway network in the vicinity of the site and an analysis of the

injury accident records.

The above information should be accurately established to assist in the

understanding of the context of the development proposal.

5.5 Proposed Development - the developer should also provide a full

description of the proposed development within the Transport Statement

including details of the development, the layout of the site and access to it,

travel movements in the vicinity of the site, sustainable transport provision,

parking strategy, and the transport impacts of site construction and freight

movement.

5.6 Proposed Mitigation Measures – a brief description of proposed mitigation

measures should be provided that could be incorporated to help address any

transport issues that may arise from the development.

5.7 However, not all proposed developments that are considered to require a

Transport Statement would necessarily need all of the above matters to be

considered. Therefore, it is important that the scope of the Transport Statement

is agreed at the pre-application discussion stage between the developer and the

Borough Council.

6. PREPARING A TRAVEL PLAN

6.1 Travel Plans will be unique to any site and there is no standard format or content.

In general Travel Plans should have measurable outputs, and should set out the

arrangements for monitoring the progress of the plan, as well as the

arrangements for enforcement in the event that agreed objectives are not met.

They might be designed for the applicant only, or be part of a wider initiative

involving other developments in the area. The different levels of Travel Plan are

set out in paragraph 3.3 above.

6.2 The following general steps are recommended when developing a Travel Plan:

STEP 1 – Introduction and Existing Site Information

6.3 This is an essential part of preparing a Travel Plan for assessing transport

facilities on the site and transport links to it. This information should be

accurately established to understand the context of the development proposal.

In general, the following information will be required:

• the context for the development and reference to national guidance set out by

DfT, regional policies in the Regional Spatial Strategy (RSS) and the Regional

Transport Strategy, together with local policies for transport.

• any requirements imposed through the planning process

• details on the type and size of the development in terms of number of

employees, car parking spaces, (if known);

• an assessment of the current transport situation - using the findings from the

Transport Assessment (if undertaken);

• details of proposed development in relation to the surrounding transport

system and site access arrangements;

• consideration for the accessibility to the site and access to key services for

employees.

STEP 2 – Baseline Transport Data

6.4 Transport data that will be required will include information on existing public

transport provision, a qualitative description of the travel characteristics of the

existing site, including pedestrian/cyclist movements and associated facilities,

and an analysis of local travel behaviour.

6.5 A baseline survey should be undertaken to collect such data on current transport

methods and also to find out which incentives to adopt and the alternative modes

that would be acceptable and likely to be most effective. Proposed questions

within the survey need to be submitted to the Borough Council prior to carrying

out the survey. The method of conducting the survey will be up to the developer,

however an attempt should be made to ensure maximum return. For example,

offering entry into a prize draw for participants has proved successful.

6.6 In respect of a new development, there should be a commitment to conduct an

employee travel survey six months after occupation, to establish mode share of

commuter travel.

6.7 When an occupier is new to the area, or where travel patterns are unknown, data

from the 2001 Census should be used to set a baseline. Alternatively, the

Transport Assessment may contain an estimate of trip generation and mode split.

In this instance this data should be included within the Travel Plan. It is

essential that the methodology used in determining trip generation and mode split

is transparent and logical.

6.8 In cases where existing development sites are being extended, current travel

patterns should be surveyed to provide baseline data. For expansion of existing

developments this should be undertaken at the earliest opportunity, although

where completely new development is involved this should be undertaken six

months after the opening of the development. The assessment of the results will

lead on the choice of measures likely to be most effective in achieving the

targets.

STEP 3 – Setting Targets

6.9 The Travel Plan should set clear objectives reflecting its broader goals, and

ensure that it meets any planning requirements of the Borough Council and of the

Highways Agency.

6.10 Targets correlating to these objectives should be established. They

should be SMART (Specific, Measurable, Achievable, Realistic and Timed).

Targets will vary according to the particular circumstances of the site and will

depend to a large extent on existing travel patterns, local transport infrastructure

and the availability of parking on or near to the site For new developments with

an unknown end user, targets will need to reflect the development.

6.11 Targets will be monitored and in the event that they prove to be inappropriate

there will be scope to set new targets following the first review of the Travel Plan,

usually after six months.

STEP 4 - Drafting the Travel Plan

6.12 The Travel Plan can then be drawn up and relevant measures included, based on

the survey data, an audit of existing conditions and the type of Travel Plan

required. The different levels of Travel Plan are defined in paragraph 3.3 above.

In the case of a speculative development that will be disposed of to a freehold

occupation, the approach is to bind successors in title to the implementation of a

Travel Plan. To these ends an interim Travel Plan (Travel Plan Framework)

should be agreed with the applicant, the developer, or their agent, before

planning application is determined. The developer will be responsible for

passing the requirement for a Travel Plan onto the occupier whether the occupier

rents, leases or buys all or part of the development

STEP 5 - Submission and Approval of the Travel Plan

6.13 Travel Plans are an integral part of the planning application process. The

submission of Travel Plans and their approval are a part of the iterative process

of demonstrating how developments do not unduly increase car usage.

The travel plan framework should be in place prior to use and occupation of the

new development.

6.14 The Travel Plan will be need to be approved in writing by the Borough

Council. The developer is required to submit 4 paper-based copies and an

electronic version should also be provided.

6.15 The Borough Council will use the checklist at Appendix 5 to assess Travel Plan

Frameworks which will be required where end users are unknown.

6.16 Travel Plans will be secured by either planning condition(s) and/or planning

obligations (Section 106 agreements) attached to the planning permission. Hard

measures, such as the provision of bus shelters, cycle storage facilities and

improved pedestrian access, will normally be secured by way of a planning

condition. Other measures within the Travel Plan, which can include for example

car parking management, the phasing of works, the appointment of a Travel Plan

Coordinator, survey and monitoring arrangements, will usually be dealt with by

way of a Section 106 Agreement.

6.17 In general, Travel Plan Frameworks and Minimalist Travel Plans will be secured

by planning condition, whilst Measures, Outcome and Area-wide Travel Plans will

be secured by Section 106 Agreements.

STEP 6 – Implementation and Management of the Travel Plan

6.18 Implementation of the Travel Plan includes a series of appropriate measures that

the developer is committed to undertake over the next three years to achieve

associated targets, including both demand restraint and positive incentives, to

use sustainable transport modes.

6.19 As noted above, in the case of speculative development, where end users are

unknown, an agreed Travel Plan Framework will bind the developer to passing on

the requirement for a Travel Plan to subsequent occupiers of the development.

Where occupiers are known, but are new to the area, the agreed Travel Plan

should be implemented within six months of the occupation of the site. Where

an existing occupier is extending on site, any new Travel Plan associated with a

permission to extend should be implemented on, or shortly after, occupation on

the new site extension.

6.20 An important aspect of implementation is the appointment of person/s from within

the organisation responsible for the success and running of the Travel Plan,

known as the Travel Plan Coordinator. This appointment will usually be

required as part of the agreed Travel Plan. The post needs to be of sufficient

seniority to undertake tasks such as chairing steering groups. The appointment

does not to be a new one but instead, it may be a case of extending the job

profile of an existing employee. The Council must be informed as soon as the

post holder changes. The Local Authority will ensure that there is support and

commitment to the development of the travel plans process from its initial stages

onwards.

6.21 The role of the Travel Plan Coordinator will be to manage the implementation of

the Travel Plan, liaise with the Council and provide monitoring information as

agreed. The role will include:

• overseeing the development and the implementation of the Travel Plan

• obtaining and maintaining support from senior managers, staff and union

representatives in the promotion of the travel plan;

• implementing an effective branding and promotional campaign to promote

the Travel Plan to all employees;

• setting up and coordinating a Travel Plan Steering Group;

• acting as a point of contact for the Travel Plan and keeping staff informed

with up to date information;

• organise workshops and induction seminars to educate existing and new

staff;

• arrange for travel surveys to be undertaken by all employees at agreed

intervals;

• returning agreed monitoring data to the Council.

STEP 7 – Monitoring and Review

6.22 A monitoring arrangement should be agreed between the developer and the

Borough Council. .

6.23 The occupier will monitor and review the workings of the Travel Plan

annually and submit a written report to the Council, at a mutually agreed

date. Any revision to the Travel Plan required as a result of monitoring should

be done in conjunction with Borough Council.

6.24 Monitoring is necessary to assure the Council that the aims and actions in the

Travel Plan continue to be realised at the target dates. If this is not the case a

revised plan will need to be submitted for approval and it shall be open to the

Council to suggest reasonable ways of improving the effectiveness of the plan.

Enforcement

6.25 The implementation and enforcement of initiatives within the Travel Plan is

essential. Travel plans, without effective implementation of initiatives, run the

danger of becoming a paper exercise which only plays lip service to sustainable

transport objectives. Travel Plans should therefore set out arrangements for

enforcement where agreed objectives are not met.

6.26 If, during the course of implementing the Travel Plan, there is a disagreement

between the occupier and the Council over whether the targets are being met,

then an arbitrator shall be approached. The arbitrator should be competent in

legal matters and acceptable to both parties. The outcome of any arbitration

shall be binding to both parties. Costs would be shared equally between the two

parties.

6.27 To ensure that agreed measures are delivered and that any failure to deliver

outcomes can be remedied, it will be normal practice to include sanctions within

the Section 106 Agreement relating to the Travel Plan. Sanctions can take a

number of forms for example:-

• payments to the Council to implement previously agreed measures;

• specified works that are expected to remedy the failure to achieve

outcomes; and/or

• specified payments to the Council to achieve the agreed outcome e.g. the

implementation of a car parking zone around the development.

7. APPENDIX 1: RELEVANT LOCAL PLAN POLICIES

Policies of the Hartlepool Local Plan which are most relevant to this

Supplementary Planning Document are as follows:

7.1 Policy Tra20: TRAVEL PLANS

Travel plans should be prepared to accompany proposals for major

developments and other developments likely to lead to an increase in travel.

Consideration will be given to the use of planning conditions and/or legally

binding agreements to secure the improvement of public transport, cycling and

pedestrian accessibility within and to the development.

7.2 Policy GEP9: DEVELOPER CONTRIBUTIONS

The Borough Council will, where appropriate, seek contributions from developers

for the provision of additional works deemed to be required as a result of the

development. Contributions may be required for:

♦ highway and infrastructure works,

♦ improvements to public transport and the pedestrian and cycleway network,

♦ the layout and maintenance of landscaping and woodland planting,

♦ the layout and maintenance of open space and play facilities,

♦ the provision of neighbourhood parks,

♦ works to enhance nature conservation features,

♦ additional measures for street cleansing and crime prevention,

♦ the acquisition and demolition of surplus housing stock,

♦ the rationalisition of retail facilities; and

♦ any other community facilities deemed necessary by the local authority as a

result of the development.

Contributions may necessitate developers entering into legal agreements with

the Borough Council

APPENDIX 2:

PRE APPLICATION DISCUSSION FORM

This form is designed to assist in pre-application discussions on proposed

developments. Completion of this form is voluntary

Developer/Agent Details

Name: Company:

Address:

Telephone: Facsimile:

Email:

Development Details

Brief Description (Including existing site use):

Location:

Address (if known)

Size (eg., GFA, No. of

Units)

Opening Year(s):

Please tick the applicable box from the questions below. YES NO

(i) Is the development Residential with more than 50 units?

(ii) Is the development Non-residential with a GFA of over 500 sqm?

(iii) Is the development likely to generate over 30 vehicle trips per hour?

(iv) Is the development likely to generate over 10 HGVs a day?

Signed:

Date:

The completed form should be sent to:

Sustainable Travel Officer

Department of Neighbourhood Services

Bryan Hanson House

Hanson Square

HARTLEPOOL

TS24 7BT

APPENDIX 3: PREPARING A TRANSPORT ASSESSMENT

A detailed Transport Assessment will be required where a proposed development

is likely to have significant transport and related environmental impacts.

Considerations

1 Existing Site

Information and

Proposed

Development

• A site location plan and drawings that show the

proposed development site layout and use in

relation to the surrounding area and

transportation system.

• The permitted and existing use of the site.

• A detailed description of the existing land uses in

the vicinity of the site, including development

plan allocations or potential future uses in the

case of undeveloped sites.

• Existing site access layout and access

constraints, where appropriate, describing

arrangements, locations and methods of linkage

to transport infrastructure for all modes of travel.

• Scale of the development, such as number of

residential units or gross floor area (site area in

hectares).

• Proposed hours of operation, including weekly

profile, weekends where appropriate, over a 16

or 24 hour period.

• Proposed parking strategy (number of spaces,

parking layout, ratio of operational to non -

operational spaces, disabled parking, motorcycle

parking, cycle parking).

• Developers or promoters of the site should

establish the level of activity of the site and

results should be included within this section of

the TA.

• Whether the location of the site is within or near

to a designated Air Quality Management Area

(AQMA).



2 Baseline

Transport Data

• The quantification of the person trips generated

from the existing site and their modal distribution,

or, where the site is vacant or partially vacant,

the person trips which might realistically be

generated by any extant planning permission or



permitted uses.

• Existing public transport facilities (including

frequency of services, location of bus stops/train

stations, park & ride facilities) in the study area.

• The current level of patronage or usage on the

public transport network in the vicinity of the site.

• Existing pedestrian and cycle facilities in the

vicinity of the site.

• Pedestrian and cyclists movements in the vicinity

of the site.

• A description and functional classification of the

road network in the vicinity of the site.

• Current traffic flows on links and at junctions

within the study area.

• Identification of the critical links and junctions on

the highway network, with calibrated capacity

tests to reflect existing conditions.

• For the study area, establish the current personal

injury accident records for the most recent three-

year period, or five years if this is considered to

be more appropriate.

• A summary of planned transport improvements

within the study area (including type of

improvement, implementation schedule and

sponsoring agency or highway authority).

• Identify current peak periods on the adjacent

road network and, as required, daily traffic flow

data to and from the development site or in the

vicinity of the site.

• Levels for air quality and noise for the highway

network at the site entrance and any other

locations where statutory limits might be

breached by additional development traffic.

Further supplementary information may be required to

take account of local conditions and other material

considerations.



3 Public

Transport

Assessment

• Available capacity of the existing public transport

infrastructure relevant to the proposed

development.

• An assessment should be made of the capacity



of the existing public transport structure relevant

to the proposed development.



4 Walking /

Cycling

Assessment

• An assessment should be made of the

accessibility of those walking and cycling to the

proposed development.



5 Road Network

Assessment

• An assessment should be made of the available

vehicular capacity on the road network in the

vicinity of the site to establish the potential impact

from the development.

• This assessment should include recent counts

(normally surveyed within the last 3 years) for

peak period turning movements at critical

junctions.

• Traffic data should reflect normal traffic flow

conditions on the transport network in the vicinity

of the site. It should also take account of holiday

periods, typical weather conditions, tourist areas

etc.



6 Safety

Considerations

and

Accident

Analysis

• Identify any significant highway safety issues and

provide an analysis of the accident history of the

area for recent years.

• Accident records should be compared with local

average accident rates, or where SRN is

involved, it is recommended that appropriate

national statistics are used in comparison.

• Road Safety Audit should be undertaken for any

proposed change to the existing highway layout

as a result of any mitigation measures proposed.



7 Development

Trip Generation

• The first step in quantifying the impact of the

proposed development on the transportation

system is to provide an estimate of the person

trips (for all modes) that are likely to be

generated by the development.



8 Appraising the

Impact of the

Proposed

Development

• Impact on the environment, including noise,

atmospheric pollution of differing kinds, impacts

on countryside, wildlife, biodiversity, geodiversity,

ancient monuments and historic buildings.

• Impact on accessibility with concerns to the

ability by which people can reach different

locations and facilities by different modes.



9 Travel Plans

• It is difficult to be too prescriptive in the scope

and content of a Travel Plan. The findings from

the Transport Assessment will be used to identify

the current transport situation and determine the

type of Travel Plan to be submitted along with the

planning application.



10 Mitigation

Measures

• A description of the proposed mitigation

measures should be included that could

be incorporated to help address any

transport issues that have arisen in

relation to data collected.

• Any mitigation measures should be

discussed with council officers before the

submission of any application.

APPENDIX 4 - PREPARING A TRANSPORT STATEMENT

A Transport Statement should set out the transport issues relating to a proposed

development site (Existing Conditions) and details of the development proposals

(Proposed Development).

Considerations

1 Existing

Conditions

• Existing site information – describing

the current physical infrastructure and

characteristics of the site and its

surroundings.

• Baseline transport data – background

transport data and current transport

infrastructure details.



2 Existing Site

Information

• A site location plan that shows the

proposed development site in relation to

the surrounding area and transport

system.

• The permitted and existing use of the

site.

• The existing land uses in the vicinity of

the site, including development plan

allocations, or potential future use in the

case of undeveloped sites.

• Existing site access arrangements

including access constraints, where

appropriate.

• Whether the location of the site is within

or near a designated Air Quality

Management Area (AQMA).



3 Baseline

Transport Data

• A qualitative description of the travel

characteristics of the existing site,

including pedestrian and cyclist

movements and facilities, where

applicable.

• Existing public transport provision,

including frequency of services, location

of bus stops/train stations, park & ride

facilities.

• A description and functional

classification of the highway network in



the vicinity of the site.

• An analysis of the injury accident

records on the public highway in the

vicinity of the site access for the most

recent three-year period or five-year

period if the proposed site has been

identified as within a high accident area.



4 Proposed

Development

• Plans and drawings showing the

proposed site layout, particularly the

proposed pedestrian and vehicular

access points into the site.

• The proposed land use.

• The scale of development such as

numbers of residential units and/ or

gross floor area (GFA), subdivided by

land use where appropriate.

• The main features (design layout and

access points) of the development.

• The person trip generation of the

proposed development and distribution

of trips across mode.

• A qualitative and quantitative

description (based on recent site

observations) of the travel

characteristics of the proposed

development, including pedestrian and

cyclist facilities/movements, in the

vicinity of the site.

• Proposed improvements to site

accessibility via sustainable modes of

travel such as provision/enhancement

of footpath and cycle path linkages,

public transport improvements, and

servicing arrangements where

appropriate.

• A proposed parking strategy

and

internal vehicular circulation (including

number of spaces, parking

accumulation, parking layout in relation

to other site elements, ratio of

operational to non-operational spaces,

method of car park operation, overspill



parking considerations, disabled

parking, motorcycle parking, cycle

parking, taxi drop-off points).

• Residual vehicular trip impact.

• The transport impacts of site

construction.

• The transport impacts of freight or

service operations.

• If the site of the proposed development

has a current use or an extant planning

permission with trip patterns/volumes,

the net level of change that might arise

out of the new proposals should be set

out.



5 Mitigation

measures

• A description of the proposed

mitigation measures should be

included that could be

incorporated to help address

any transport issues that have

arisen in relation to data

collected.

• Any mitigation measures should

be discussed with council

officers before the submission of

any application.

The above requirements are not exhaustive and there may be a need for supplementary

information which takes account of local conditions as well as other material considerations. It is

important that the scope of the TS is agreed at the pre-application discussion stage between the

developer and appropriate authorities.

In conjunction with the parking layout and provision, the car parking strategy will demonstrate

how car parking will be managed and will deal with issues such as reserved areas for disabled

and car sharing scheme members.

APPENDIX 5: KEY COMPONENTS TO BE INCORPORATED INTO

A TRAVEL PLAN FRAMEWORK

To be used where outline-planning consent is being sought and where the end-users are

unknown. (This provides a structure for the initial framework travel plan and supplementary

travel plan to be developed within a given timescale)

Section

1 Introduction

• Sets the context for the development and makes

reference to local policies for transport.

• Includes any requirements imposed through the planning

process.



2 Development

Site Information

• Details on the type and size of the development in terms

of number of employees, car parking spaces, (if known).

• Using the findings from the Transport Assessment (if

undertaken) to assess the current transport situation.

• Should include a site location plan that shows the

proposed development in relation to the surrounding

transport system and site access arrangements.

• Consideration should be made for the accessibility to the

site and access to key services for employees.



3 Baseline

Transport Data

• Analysis of local travel behaviour to provide baseline

data and an estimate of new demand arising from the

development.

• As this is a new development, commitment to conduct

an employee travel survey six months after occupation,

to establish mode share of commuter travel.

• A qualitative description of the travel characteristics of

the existing site, including pedestrian/cyclist movements

and associated facilities.

• Existing public transport provision, including frequency of

services, location of bus stops/ train stations and park

and ride facilities should also be considered.



4 Objectives,

Targets and

Indicators

• Sets clear objectives reflecting the broader goals of the

Travel Plan and will ensure the Plan will meet any

planning requirements.

• Targets should correlate to objectives and be SMART

(Specific, Measurable, Achievable, Realistic and Time-

bound) and should relate to particular circumstances of

the site.

• When an occupier is new to the area, or where travel

patterns are unknown, data from the 2001 census

should be used to set a baseline or where available,

TRICS data.

• Six months after occupation of the development, a travel

survey will need to be conducted to provide more

accurate data.



5 Implementation

• Includes a series of appropriate measures that the

developer is committed to undertake over the next three

years to achieve associated targets, including both

demand restraint and positive incentives, to use

sustainable transport modes and the appointment of a

Travel Plan coordinator.



6 Management of

the Travel Plan

• Outlines the management of the plan to ensure its

longevity beyond the initial period of operation, including

the role of the Travel Plan Coordinator and commitment

to the establishment of a Corporate Steering Group.

• Proposed methods of communication with employees

e.g. Focus Groups / Intranet etc. Includes proposals for

a marketing and promotion strategy identifying key

milestones e.g. launch of the Travel Plan.



7 Monitoring and

Review

• Clearly identifies a designated person who is responsible

to oversee the implementation of the Travel Plan,

including responsibility for managing the travel plan.

• Clarifies how performance will be measured e.g. criteria

for monitoring and review.

• Makes reference to timescale for completing the

baseline survey, appointments of the Travel Plan

Coordinator and a monitoring and review framework.



Bryan Hanson House

Hanson Square

Hartlepool

TS24 7BT

www.hartlepool.gov.uk

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