Guidance on Travel Plans for New Development …...East Sussex County Council 1 About this guidance Layout of this guidance 1.1 This guidance seeks a consistent approach to Travel

Guidance on Travel Plans for New Development

East Sussex County Council

September 2008

Travel plan guidance


Contents 1. About this guidance ....................................................................2

Layout of this guidance.......................................................................................................... 2 What is a Travel Plan?........................................................................................................... 2 Use of this guidance .............................................................................................................. 3 Status of this guidance .......................................................................................................... 4 Contact information ............................................................................................................... 4

2. Policy background ......................................................................6 Policy sources ....................................................................................................................... 6 National and regional policies................................................................................................ 6 Local policies ......................................................................................................................... 7 Adjacent authorities ............................................................................................................... 7 Travel Plans and Transport Assessments /Transport Statements and Travel Plan Statements ............................................................................................................................ 7

3. Travel Plans for new developments............................................8 When is a travel plan required? ............................................................................................. 8 Pre-application discussions ................................................................................................. 12 Contacting the County Council ............................................................................................ 13 Assessing Travel Plans ....................................................................................................... 13 Securing Travel Plans.......................................................................................................... 14 Monitoring Travel Plans ....................................................................................................... 16 Monitoring fees (SAM)......................................................................................................... 17 Auditing fees........................................................................................................................ 18 Post-monitoring procedures................................................................................................. 18

4. Producing a Travel Plan ...........................................................20 Travel Plan document structure........................................................................................... 20 Possible Travel Plan measures ........................................................................................... 25 Travel Plan Statements ....................................................................................................... 26

Appendix A: Policy background....................................................28 Appendix B: Monitoring and auditing fees ....................................36 Appendix C: Example s106 clauses to secure Travel Plans ........37 Appendix D: Frequently asked questions .....................................39


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1 About this guidance Layout of this guidance 1.1 This guidance seeks a consistent approach to Travel Plan

implementation across the County. While this guidance is particularly for new development proposals, existing sites may find it useful in producing their own voluntary Travel Plans. It outlines the relevant policy background (Section 2) and sets out the County Council’s procedure for assessing, securing and monitoring Travel Plans through the planning process (Section 3). It also includes a recommended structure for producing a Travel Plan and advice on possible Travel Plan measures (Section 4). Appendix A provides further details on the policy background while Appendix B sets out typical fees for monitoring and auditing, Appendix C includes example s106 agreement clauses and Appendix D gives answers to frequently asked questions.

What is a Travel Plan? 1.2 A Travel Plan is seen by the government as a long-term strategy for

managing access to a development. They focus on promoting access by sustainable modes and are subject to regular review in order to react to changing travel patterns or workforce/residents’ characteristics. An effective Travel Plan can be a useful tool in reducing traffic congestion, increasing accessibility to services, jobs and education, reducing energy consumption and air pollution and encouraging healthier lifestyles. Travel Plans can either be secured by the planning process as a requirement of planning permission or developed voluntarily by organisations wishing to make their existing sites more sustainable.

1.3 Planning applications for all significant development proposals will

require a Transport Assessment (TAs) or a Transport Statement (TS), in accordance with the development size thresholds recommended in government guidance (Guidance on Transport Assessment which accompanies PPG 13). Travel Plans are therefore required if TAs are required as the two documents should be closely linked and interdependent. East Sussex County Council will also seek to ensure that the concepts and principles of a Travel Plan are included as part of smaller scale development proposals in a Travel Plan Statement. A form of Travel Plan will therefore be required for most new developments in East Sussex.

1.4 TAs/TSs assess the transport impacts and define the requirements for

new on and off-site infrastructure associated with the development proposal. This may take the form of the provision of road, public


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transport and pedestrian access, on-site car parking and/or associated proposals e.g. enhanced public transport services, all to help minimise adverse transport impacts. Such requirements are sometimes referred to as “hard” measures.

1.5 TAs/TSs also define the aims and structure of associated Travel Plans.

The measures proposed by Travel Plans to modify travel behaviour and attitudes are known as “soft” measures in this context. The government has also referred to these measures as “Smarter Choices”. Such measures include car-sharing schemes, flexible working hours, the provision of IT systems for staff home-working and/or discounted public transport fares. Travel Plans can add significant value to the mitigation measures resulting from TAs.

1.6 Travel Plans are usually categorised by development type and different

packages of Travel Plan measures will be required for different types and scales of development. The main Travel Plan types are:

• residential • workplace

• institutional eg school, hospital

• visitor attraction eg retail/leisure including sports and

entertainment stadia.

• zonal travel plans that cover a range of land uses e.g. a development combining residential, leisure, office, and retail sectors.

Non-residential Travel Plans are destination-based, generally to reduce car use to a specific destination such as a workplace, school, hospital or visitor attraction. The majority of trips therefore tend to have a common journey purpose. Residential Travel Plans are origin-based, focusing on the single origin (home) where journeys are made to many and varied places for a variety of reasons.

1.7 Travel Plans are usually site-specific but can be established on an

area-wide basis such as with Zonal Travel Plans. Where an area-wide Travel Plan exists, site-specific Travel Plans should act as daughter Travel Plans and develop under the umbrella of the overarching Zonal Travel Plan.

Use of this guidance 1.8 This guidance is intended for use by developers (and their consultants)

as well as service providers applying for planning permission in East


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Sussex. It is also aimed at other relevant local authority practitioners in East Sussex including town planners, transport planners, travel planners, highway engineers and public transport officers, air quality specialists, together with departmental managers and members involved in development control. It may also be of interest to public transport operators.

1.9 The primary focus of this guidance is Travel Plans/Travel Plan

Statements secured through the planning process but organisations wishing to develop Travel Plans voluntarily may also find this guidance useful.

Status of this guidance 1.10 All new development is subject to the statutory planning process as

administered by local planning authorities. East Sussex County Council determines planning applications for waste and minerals as well as service development. The County Council also has a role as Highway Authority and has an advisory role as a statutory consultee in the planning process in respect of highways and transport matters (Development Control).

1.11 One of the aims of ESCC as the Highway Authority is to ensure that

the transport impact of development is mitigated. The use of Travel Plans is an important and useful way to achieve such mitigation. This guidance explains how the County Council secures Travel Plans through the planning process. It is consistent with and supplements relevant policies in the draft Regional Spatial Strategy i.e. the draft South East Plan (including the Sussex coast sub-regional strategy and in the statutory Local Transport Plan (LTP2) 2006-2011 (see Section 2 and Appendix A). Local planning authorities are encouraged to use the Local Development Framework (LDF) process to formally adopt this guidance in Supplementary Planning Documents (SPD) at District/Borough level.

1.12 Prior to publication of this guidance, a consultation exercise was

undertaken among the Districts/Boroughs as Local Planning Authorities and their comments are reflected in the document.

1.13 This guidance will be reviewed periodically in light of new local and

national policy and where experience and use of the guidance requires amendments to practice.


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Contact information 1.14 For further information about this guidance, please contact:

Transport Development Control East Sussex County Council County Hall St. Anne’s Crescent Lewes BN7 1UE Tel: 01273 482254 [email protected]


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2 Policy background Policy sources 2.1 Appendix A provides a full summary of the policy background to Travel

Plans. This Section sets out below the relevant policy sources. National and regional policies 2.2 Planning Policy Guidance Note 13 (PPG 13): Transport (DETR, March

2001) PPG 13 sets out national policy on transport. It advises that TAs and

Travel Plans should be submitted alongside planning applications for all developments expected to have significant transport implications.

2.3 Guidance on Transport Assessment (CLG/DfT, March 2007) Guidance on Transport Assessment (GTA) accompanies PPG 13 and

supersedes the IHT guidelines on TAs. For detailed guidance on securing travel plans through the planning system, GTA refers to the DfT’s web site at www.dft.gov.uk. Guidance includes:

• Using the planning process to secure travel plans: best practice guidance for local authorities, developers and occupiers (ODPM/DfT, July 2002); revised document expected 2007/2008

• Making residential travel plans work: guidelines for new

development (DfT, June 2007).

• Employer Travel Plan Toolkit (ETSU, 2001) 2.4 Other relevant guidance includes:

• Full Guidance on Local Transport Plans: Second edition (DfT, December 2004)

• Circular 5/05: Planning Obligations (ODPM, 18 July 2005) and

Planning Obligations: Practice Guidance (CLG, August 2006) East Sussex County Council will normally use s106 agreements to secure Travel Plans.

• Circular 11/95: Use of Conditions in Planning Permissions (DoE,

20 July 1995). Planning conditions are another way of legally securing Travel Plans

• Draft South East Plan (SEERA, 31 March 2006)

At regional level, the policy context for Travel Plans is provided by RPG9 which is part of the statutory development plan. The advice contained in RPG9 is also included in the draft South


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East Plan submitted to Government by the South East of England Regional Assembly (SEERA) on 31 March 2006.

Local policies 2.5 Local Policies include

• East Sussex and Brighton & Hove Structure Plan 1991-2011 (December 1999)

• The Local Transport Plan 2 (LTP2) for East Sussex 2006 - 2011

• Local Development Frameworks

Adjacent authorities 2.6 Guidance on Travel Plans provided by authorities adjacent to East

Sussex County Council is as follows:

• Brighton and Hove Council: Guidance for the production of workplace Travel Plans – with examples, 3rd Draft – April 2007

• Surrey County Council:

Travel Plans Good Practice Guide for organisations submitting Planning Applications

• West Sussex County Council:

Business Travel Plans Info Pack School Travel Plan Resource and Information Pack Draft Development Travel Plan Policy

• Kent County Council:

A Guide to Travel Plans in Kent Guidance for Planning Officers -January 2008

Travel Plans and Transport Assessments /Transport Statements and Travel Plan Statements

2.7 In summary, Travel Plans are normally required if TAs are required (A Travel Plan Statement may alternatively be required with a Transport Statement). As explained in Section 1, Travel Plans are subsidiary to but a necessary complement to TAs. The TA process is an iterative one and the two documents should be closely linked and interdependent within that process. In providing this guidance, the County Council wishes to minimise complexity and obstacles whilst maximising the delivery of high quality sustainable development.


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3 Travel Plans for new developments When is a travel plan required? 3.1 As explained in Section 1 of this guidance, Travel Plans or Travel Plan

Statements will be required for most new development in East Sussex. All new development is subject to the statutory planning process as administered by local planning authorities. East Sussex County Council as the Highway Authority has an advisory role in this process in respect of highways and transport matters. As transport is the relevant policy context for Travel Plans, the County Council seeks a consistent approach to Travel Plan implementation across the County.

3.2 A consent for new development to take place may be granted in

response to a planning application. Applications may need to be accompanied by supplementary documents. In the highways and transport context, the most important supplementary document is a Transport Assessment/Transport Statement (TA/TS). These are required for all significant new development proposals, as suggested by the development size thresholds recommended in government guidance (Guidance on Transport Assessment). These government-based thresholds are set out in Table 3.1 overleaf and will be interpreted as general guidance by the authorities. Each application is considered on its merits and please note that ESCC is currently formulating local TA guidance in this respect.

3.3 The format and content of a TA/TS should be determined and agreed

with East Sussex County Council prior to the submission of a planning application to avoid confusion and delay, ideally at a scoping meeting (see para 3.6). The County Council believes Travel Plans/Travel Plan Statement can add significant value to the mitigation measures resulting from TAs/TSs.

3.4 In the case of extensions, the Transport Assessment/Transport

Statement and Travel Plan (Statement) should apply to the whole development (extant plus extension) where appropriate. Most extensions would not be self-contained but affect the management and use of the whole site.

3.5 The overall planning process involved is summarised in Figure 3.1

overleaf.


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Table 3.1 Thresholds for TAs and Travel Plans (based on size or scale of land use) Land use Threshold

above which a TA and

Travel Plan is required gross floor area unless stated

otherwise

Threshold above which

a TS and Travel Plan Statement is

required gross floor area unless stated

otherwise A1 Food retail 800 m2 250 m2

A1 Non-food retail 1500 m2 800 m2

A2 Financial and professional services 2500 m2 1000 m2

A3 Restaurants and cafes 2500 m2 300 m2

A4 Drinking establishments 600 m2 300 m2

A5 Hot food takeaway 500 m2 250 m2

B1 Business 2500 m2 1500 m2

B2 General industry 4000 m2 2500 m2

B8 Storage or distribution 5000 m2 3000 m2

C1 Hotels 100 bedrooms 75 bedrooms C2 Residential institutions - hospitals, nursing homes 50 beds 30 beds

C2 Residential institutions – residential education 150 students 50 students

C2 Residential institutions – institutional hostels 400 residents 250 residents

C3 Dwelling houses 80 units 50 units D1 Non-residential institutions 1000 m2 500 m2

D2 Assembly and leisure 1500 m2 500 m2

Others based on pre-application discussions

based on pre-application discussions

Notes: The thresholds reflect those published in Appendix B of Guidance on Transport Assessments (CLG/DfT, March 2007) however these are subject to variation on completion of ESCC local TA guidance. A Travel Plan Statement will be required for smaller scale developments in accordance with the thresholds in GTA for Transport Statements. The detailed descriptions of land use types are also set out in the above Appendix.

Furthermore the above Appendix refers to other situations in which a Transport Assessment/Travel Plan might be needed, based on considerations other than size and scale:


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TA and Travel Plan may be required for

• Development not in conformity with the adopted development plan

• Development that is likely to increase accidents or conflicts between motorised and non-motorised road users, particularly the vulnerable

• development proposed in a location within or adjacent to an Air Quality Management Area (AQMA)

• development generating 30 or more two-way vehicle movements in any hour

• development generating 100 or more two-way vehicle movements per day

• development proposing 100 or more parking spaces • development generating significant freight or HGV movements

per day, or significant abnormal loads per year • development proposed in a location where the local transport

infrastructure is inadequate eg substandard roads, poor pedestrian/cyclist facilities and inadequate public transport provisions

The requirements for these TAs and Travel Plans will be agreed at pre-application or scoping stage and in accordance with ESCC local guidance. Please ensure you contact the Development Control (Transport) section of East Sussex County Council for guidance on Travel Plan requirements if your development falls into one of these scenarios.


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Figure 3.1 The planning process National policy:

PPG 13 (Transport), Circulars 11/95 (conditions) and 05/05 (obligations)

Guidance on Full Local Transport Plans Guidance on Transport Assessment

Using the planning process to secure travel plans

Finalise and Implement Travel Plan

Regional and Local Transport Plans

Regional planning guidance Local Development Framework

Supplementary Planning Documents

Parking standards Pre-application discussions

Is a Transport Assessment required?

No Yes

Agree format of Transport Assessment Agree format of Travel Plan: full or interim

Prepare Transport Assessment Prepare Travel Plan

Prepare Transport Statement Travel Plan statement if required

Planning application submitted Transport Assessment submitted

Travel Plan submitted

Assess planning application

Assess Transport Assessment Assess Travel Plan

Agree conditions and obligations

Determine planning application

Regular Monitoring and Review of Travel Plan


Pre-application discussions 3.6 Pre-application discussions about TA/TSs are the preferred approach

for also defining the content and format of Travel Plans/Travel Plan Statements. For larger and more complex applications these discussions may include Planning Officers and other authorities to ensure a development team approach.

3.7 Pre–application discussions concerning Travel Plans should therefore

address:

• the proposed contents and structure of the Travel Plan • whether the Travel Plan has final or interim status, the latter

sometimes being appropriate in cases including outline applications, speculative and housing developments where the end-user is currently unknown

• which targets or indicators will be set to measure the

performance of the development • whether such targets rely on implementing specific measures in

addition to the infrastructure proposals defined by the TA • the appointment of a Travel Plan coordinator by the developer to

implement the Travel Plan and promote the implemented measures

• the proposed ways of monitoring Travel Plan performance

against any targets set

• the proposed avenues for funding the implementation of initiatives detailed in the Travel Plan

• whether the authorities require the monitoring process to be

backed up by legal agreements that could impose sanctions in the case of non-compliance with targets.

A more detailed consideration of the appropriate form of Travel Plans is set out in Section 4.

3.8 The authorities will base their conduct and input at the pre-application

stage on this document and related guidance. It is therefore important that developers also seek to follow such guidance to help streamline the pre-application process.

3.9 It may be necessary to bring evidence of discussions and proposed

agreements with other transport providers, especially public transport operators, if their services and facilities form an integral part of the


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TA/Travel Plan measures (eg the provision of new rail stations, public transport services, discounted fares). If such proposals are substantial and critical to the success of the development, then ESCC is likely to propose involving these providers in the pre-application discussions directly.

3.10 Applicants should appreciate that the pre-application discussion

process increases clarity and certainty in the planning process. The process is considered an important dialogue rather than an opportunity for authorities to impose obstacles to be overcome by developers. The discussions are therefore of benefit to both the authorities and the developer.

3.11 TAs should ensure that development-related infrastructure and

associated services are appropriate in type, quality and scale; Travel Plans should seek to make best use of that infrastructure by managing some elements of travel behaviour to the mutual benefit of society at large and the site’s occupants and visitors.

3.12 There are therefore numerous potential benefits of the TA/Travel Plan

approach, varying according to circumstances, including:

• safe and effective site accessibility for all by all modes of transport

• improved health and welfare through healthier travel choices.

• reduced energy consumption

• improved local air quality

• better management of car parking pressures

• the opportunity to switch investment from parking and road

infrastructure to production and the environment, as appropriate

• reduced road congestion

• capacity to expand on smaller sites Contacting the County Council 3.13 For the first point of contact at the East Sussex County Council when

setting up pre-application discussions about TAs and Travel Plans see Section 1, paragraph 1.14.


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Assessing Travel Plans 3.14 ESCC is able to check/offer guidance on Travel Plans prior to

submission in line with normal pre-application discussions. When a planning application is formally submitted, the authorities will formally assess the TA/TS and Travel Plan proposals. They will check for compliance with the approaches agreed in the pre-application period and for a demonstration of good practice as set out in government and related guidance in respect of safety, effectiveness and environmental awareness (i.e. that the development will be as sustainable as can realistically be expected).

3.15 At no stage will a Travel Plan be regarded as a means of making a

development acceptable if it is unacceptable in respect of any other relevant policies (see Section 2 for the principal sources and location of such over-arching policies).

3.16 In assessing the Travel Plan particular attention will be paid to Travel

Plan targets to ensure that these are SMART: that is Specific, Measurable, Achievable, Realistic and Timed.

3.17 Where the achievement of targets is clearly dependent on the actions

of third parties, evidence of either robust existing agreements or of the form of proposed agreements will be required. If such an agreement is not possible it will be the responsibility of the developer to find alternatives as necessary to meet the Travel Plan targets they have stated.

3.18 Research indicates that a combination of Travel Plan measures is most

likely to be effective; no one measure is likely to achieve all the potential benefits.

Securing Travel Plans 3.19 The weight given to a TA/Travel Plan will be determined by the County

Council not only by assessing their sustainability credentials but also the degree to which such potential benefits can be legally secured.

3.20 The government considers that planning obligations (s106 agreements

made under the powers of the Town and Country Planning Act 1990) offer more flexibility than planning conditions. Such obligations are negotiated with the developer whereas conditions are generally imposed unilaterally.


3.21 Conditions must meet the acceptability tests set out in Circular 11/95: The Use of Conditions in Planning Permissions (see Section 2/Appendix A). Planning obligations should meet the criteria in Circular 5/05: Planning Obligations and have regard for the associated government guidance (Planning Obligations: Practice Guidance) and

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that issued by the County Surveyors’ Society: CSS Transport-related Planning Obligations Guidance (2007).

3.22 Government guidance suggests that positively worded covenants such

as “the developer shall submit a draft travel plan to the council for its approval” may not be effective as obligations but may be effective as part of a condition. Government guidance offers advice on effective forms of words for conditions and obligations relating to Travel Plans in Appendices F, G and H of Using the planning process to secure travel plans. Example obligations for s106 agreements recently agreed by ESCC are included in Appendix D

3.23 Given the above, the government has identified three possible

approaches to securing Travel Plans:

• a “minimalist” approach whereby a Travel Plan is required as a standard condition as part of the overall practice of the authority (usually for smaller developments that require a Transport Statement and Travel Plan Statement.)

• a “measures” approach which specifies implementing specific

measures possibly backed up by remedies/sanctions if targets or outcomes are not achieved

• an “outcomes” approach that specifies outcomes or targets that

can be subject to sanctions if not met. 3.24 East Sussex County Council will usually take an outcomes approach

secured by legal agreement to ensure all measures and initiatives are delivering the Travel Plan targets and what it set out to do.

3.25 Travel Plans are intended to complement TAs and therefore East

Sussex County Council may advise against granting a planning consent if a Travel Plan that follows the published guidance and practice is not submitted with an application deemed to require a Transport Assessment/Transport Statement.

3.25 The County Council will also be able to use legally imposed sanctions

based on targets if agreed Travel Plans targets are not met. Travel Plans will be monitored and reviewed. It considers that such circumstances would be rare as it is not good practice to recommend granting of planning consents without a degree of confidence that targets and end measures are achievable.

3.26 The County Council therefore:

• supports the government’s “minimalist” approach in relation to smaller developments with a known end-user, with the Travel


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Plan (Statement) secured by a planning condition and designed primarily to increase awareness of sustainable travel options

• supports the government’s “measures” approach for say office

schemes with known end-users, larger residential schemes, hospitals and schools, with the Travel Plan generally secured by a s106 agreement and relying primarily on the effectiveness of car parking controls and other “hard” measures, backed up by “soft” Travel Plan measures and accompanied by targets developed in the TA (incorporating Travel Plan measures)

• supports the use of agreed legal sanctions where, the reviewing

and monitoring of the Travel Plan demonstrates that targets are not being met.

Monitoring Travel Plans 3.27 It follows from the above that the County Council considers it

necessary to monitor the performance of the Travel Plan when a development is operational.

3.28 A baseline travel survey must be carried out at occupation/operation of

the site. It is recognised that an appropriate time for a baseline survey will vary between development types e.g. schools should have parent and pupil travel data very early on, whereas for residential developments it may be more appropriate to conduct a resident survey upon, say, 50% occupation.

A comprehensive baseline survey will inform the implementation of the Travel Plan and assist in determining site specific measures to reduce car use.

3.28 Multi-modal travel surveys should then be carried out annually for five

years following occupation/operation. The standard survey requirement in East Sussex is for a Level 2 TRICS survey (known in this context as SAM: Standard Assessment Methodology). This collects data on:

• on-site car parking supply and usage

• inbound and outbound movements by all travel modes on a

typical day

• car occupancy

• development details including Travel Plan measures.

A non-standard approach to monitoring may be negotiated in special cases.


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The TRICS website can be found at: www.trics.org.

Monitoring fees (SAM) 3.29 The survey cost must be borne by the applicant and the data will be fed

into the national TRICS database. The cost of SAM is detailed in Appendix B. The survey work will generally be undertaken by the TRICS managers (currently JMP Consulting, acting on behalf of the TRICS database owners). This ensures independence, objectivity, consistency and high quality. This monitoring data to be submitted to East Sussex County Council will be used to check the performance of the Travel Plan. The developer should agree the content and cost with JMP. This may vary depending on the size and layout of the development.

Auditing fees 3.30 In addition to the SAM fee, the County Council will also impose an

auditing fee to cover the cost of administering the whole Travel Plan process, including pre-application discussions and assessment of the survey results. These fees are set out in Appendix B and are compatible with those in adjacent authority areas (as are SAM costs. A timetable for assessing the Travel Plan as part of the planning application and completing the legal s106 agreement can be agreed during pre-application discussions.

Post-monitoring procedures 3.31 If the assessment and monitoring of the Travel Plan demonstrates that

the agreed Travel Plan targets have not been met the sanctions agreed, as part of the Travel Plan will be enforced.

3.32 The need to impose previously agreed sanctions will be based

primarily on the SAM survey results relying on its objectivity and independence.

3.33 Sanctions, if imposed, could take a number of forms, including:

• payments to the local authorities to implement previously agreed additional measures to mitigate development impacts (e.g. a new/improved bus service)

• specified works designed to remedy failure to achieve agreed

outcomes (eg a reduction in car parking spaces/increased or upgrade cycle parking)

• payments to the local authorities to implement measures

designed to achieve an agreed outcome (eg a Controlled Parking Zone around the development)


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• changes in site operations in order to meet previously agreed

outcomes (eg preventing occupation of part of the development until specific Travel Plan measures have been carried out, reallocating car parking spaces to car sharers, further promotional activities).

3.34 The level of any sanction will be negotiated on a case-by-case basis

and will be proportionate to the scale of development. East Sussex County Council will normally require that an amount equivalent to 50% of the Local Sustainable Accessibility Improvement Contribution for the development (see the County Council’s SPG “A new approach to developer contributions”) be committed as a bond or similar. In determining sanctions we will also take into account the likely cost to Local Authorities (including any necessary legal and design fees etc) of implementing measures to achieve failed targets.

3.35 As stated above, the County Council will seek to ensure that most new

development will be controlled from the outset so as to preclude the need for potential action involving sanctions.


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4 Producing a Travel Plan Travel Plan document structure 4.1 This Section aims to help developers produce Travel Plans to

accompany planning applications. It sets out the Council’s requirements based on guidance referred to in Section 2. Travel Plan Statement requirements are set out at the end of this section.

4.2 Developers should customise their Travel Plan to address the issues

associated with the particular circumstances of the site and proposed use. Transport assessments (TAs) are important in determining the purpose of a Travel Plan in relation to a particular planning application and will identify how the Travel Plan can help address the impact of the proposed development. The relationship between the TA and Travel Plan is therefore an iterative one, with expected outcomes from the Travel Plan feeding back to the TA.

4.3 The required structure for the Travel Plan is set out below, including

section headings and advice on information to include. Section 1: Executive Summary 4.4 The Executive Summary should summarise the key features of the

Travel Plan. It should also demonstrate the applicant’s commitment to the Plan at a senior management/Board level where applicable and give details of any partnership working to achieve Travel Plan aims.

Section 2: Travel Plan status and timescales 4.5 This Section should state whether the Travel Plan is a final or interim

version. If interim (usually requested for outline applications, speculative developments, housing developments or any other proposal where the end users are not yet known), it should set out when the full details of the plan will be worked up. It should also specify when the applicant will pay the County Council its auditing fee.

Section 3: Background 4.6 This Section should describe the proposed development, including:

• site location (on a map) • development type and scale

• proposed activities

• employees


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• visitor/customer profiles

• student profiles

• resident profiles

• if applicable, nature of existing development to be extended. Section 4: Site travel opportunities 4.7 This Section should provide a summary of the travel opportunities and

likely modal split associated with the site, including:

• existing access provision by all modes • “hard” transport measures associated with the development, as

defined by the TA e.g. on-site car parking provision, dedicated car share spaces, secure cycle parking, bus access, pedestrian provision in immediate vicinity of site etc

• transport shortcomings and/or opportunities to maximise

sustainability identified by the TA that the Travel Plan may be able to address

• scope for Travel Plan measures.

Section 5: Objectives 4.8 This Section should state what the Travel Plan aims to achieve. The

objectives should be derived from the TA (as above) and reflect the broader aspirations of national, regional and local policies as set out in PPG 13, the South East Plan, the Local Transport Plan and local development plans. Example objectives are:

• to reduce the impact and frequency of car travel • to increase the accessibility of the site to a wide range of

people

• to improve the health and wellbeing of staff/residents

• to reduce any transport impacts of the development on the local community.

Section 6: Targets 4.9 This Section should set out the Travel Plan targets, if applicable.

These should be clearly worded as measurements of the objectives and be compatible with the outcomes forecast by the TA/TS, assuming


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implementation of the Travel Plan. Targets need to take account of individual site characteristics as well as policy and what is achieved on other similar sites, both locally and elsewhere. The County Council notes the following Government findings in respect of Travel Plan impacts nationally:

• “Modal shifts of 30% or more are a possibility; 10% to 20% is

now clearly evident in the UK.” (Source: Using the planning process to secure travel plans – Best practice guidance for local authorities, developers and occupiers, ODPM/DfT, July 2002).

The setting of targets must be transparent, realistic and justified. Timed actions such as “introduce a car share scheme by January 2009” should be set out in Section 7 under the package of measures proposed; they should not be considered as targets.

4.10 Targets should be SMART (Specific, Measurable, Achievable, Realistic

and Timed). The following table headings give a preferred structure for setting out targets.

Timescale Objective Target

Note Timescales for achieving targets will vary according to the nature of the development proposed.

Section 7: Travel Plan measures 4.12 This Section should describe a package of measures that will be

implemented to meet the objectives and targets. When describing measures, it is important to state which target they relate to and to specify the action (by whom eg Travel Plan Co-ordinator or Facilities Manager and by when) as suggested by the table headings below:

Target Measure By

whomBy when

Expected cost

4.13 A list of possible Travel Plan measures is given in paragraph 4.24

below. Different packages of measures will be required for different land uses and scales of development. The measures should include a balance of “carrots and sticks” and be flexible over time for example if, users/occupiers change.


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Section 8: Travel Plan Co-ordinator details 4.14 This Section should confirm the appointment of a The Travel Plan co-

ordinator whose full details and contact information should be provided to the County Council, before the development is first occupied (or otherwise agreed) and should be updated with any changes of personnel.

4.15 The Travel Plan Co-ordinator will be responsible for implementing,

progressing, promoting and monitoring the Travel Plan and their appointment is critical to the success of the Travel Plan. They will be the main contact for site users and County Council officers. On sites with more than one occupier, it is preferable for one Co-ordinator to represent all occupiers.

Section 9: Marketing and promotion 4.16 This Section should demonstrate awareness that all of the Travel Plan

measures must be communicated to site users in an engaging way. It should provide an outline of the ways in which the Travel Plan measures will initially be marketed and promoted to all site users. Promotion may need to continuously evolve so that the initial take up of measures does not dwindle over time or that the (planned-for) gradual build-up of impacts is achieved, as specified by such targets.

4.17 Promotion should begin at the first point of contact with the Travel Plan.

For example, a Travel Information Pack should be provided for:

• prospective and actual homebuyers as part of the marketing and sale of homes; or

• for staff, parents and pupils as part of recruitment, enrolment

and induction processes in the case of workplaces and educational establishments.

4.18 Other marketing and promotion techniques include:

• use of site notice boards, company/site intranet • staff travel club

• staff magazines and other in-house publications

• promotional events with competitions and prizes

• promotional materials and ticket sales (for sites with large

numbers of customers/visitors).


ESCC are able to provide advice on promotions as part of its travel choice brand.

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Section 10: Monitoring 4.19 This Section should state that the Travel Plan will be monitored by a

SAM survey per annum for the first 5 years of operation/occupation (see paragraph 3.29 for further information on SAM) and that regular staff/resident surveys will be carried out to ensure the right measures are being promoted and implemented.

4.20 Monitoring of the Travel Plan over time allows its effectiveness - as

measured against targets by defined indicators - to be assessed, reviewed and modified in the light of actual performance. Defined indicators might include:

• vehicle trip reduction • single occupancy vehicle trip reduction

• increase in modal share or change in modal split (or degree of

modal shift)

• amount and occupancy of car parking on site

• amount of car parking (resulting from the development) in surrounding areas.

4.21 SAM monitoring data should be supplied to the County Council as set

out in Section 3, para 3.27 of this guidance. Section 11: On-going management and review 4.22 This Section should outline how the Travel Plan will be resourced and

managed in the longer term, beyond the initial start-up period. It should explain:

• funding allocated: what funding and who by (a bond/surety is

likely to be required for contingencies, including where works are the subject of a staged arrangement with triggers e.g. where sanctions/remedial measures have been identified for non-achievement of Travel Plan targets)

• on-going management: including responsibility for monitoring,

post-monitoring and sanctions (if applicable) • contingencies: how the Travel Plan will continue if the occupier

changes

• for residential sites: handover arrangements from the developer to a management or residents’ group.


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4.23 The on-going management strategy should outline how the Travel Plan

will be brought back on track should it not meet its objectives and targets. Remedial measures/sanctions (as set out in Section 3, para 3.31) may be deemed necessary by the authorities.

Possible Travel Plan measures 4.24 “Soft measures” are techniques for influencing people’s travel

behaviour towards more sustainable options. Travel Plans will require different packages of these for different land uses and scales of development. A list of possible Travel Plan measures is given overleaf: Promotion of practices/facilities that reduce the need to

travel flexible working hours for staff including compressed working week provision of IT systems for staff home-working teleconferencing local recruitment policy for staff notice boards for travel information, including timetables, car sharing etc personalised travel planning for staff, residents and pupils on-site facilities for eating, shopping etc storage for shopping, deliveries etc Reducing car use car parking charges and management, including allocation of parking spaces in a structured manner e.g. a rota (only 4 days out of 5), assessment of need (based on distance from site or need to drive for work or caring responsibilities), preferential parking space allocation for car sharers promotion of car sharing e.g. use of lift share or travelchoice car share database, car sharing matching facility, guaranteed emergency ride home for car sharers, priority parking for sharers, car sharer coffee mornings car club: set up or join an existing or planned service, for use by residents (e.g. www.carplus.org.uk). pool cars for staff highly efficient petrol or diesel or alternative fuel fleet vehicles e.g. electric, electric hybrid, LPG or bio-diesel fuels promoting the choice of alternative fuel vehicles purchased by staff or residents e.g. electric moped or car charging points financial incentives e.g. for not driving, for giving up a parking space Park and Ride: parking in existing public car park on urban fringe, then catching a bus/cycling/walking to site (private shuttle buses should only be used where the needs of the site users cannot be met by a developer contribution to improve existing transport services)

Increasing walking and cycling changing and showering facilities


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lockers for storing outdoor clothing equipment for pedestrians and cyclists pool bicycles bicycle user group discount vouchers for use at cycle shops financial incentives e.g. favourable loans for staff to purchase bicycles, mileage allowances electric bikes cycle training/induction scheme for staff/pupils cycling events cycle maintenance Walking Buses for schools/ “Buddy” walking and cycling/cycle trains Increasing the use of public transport promotion of pedestrian routes connecting with bus stops and rail stations negotiating with operators to achieve service/route improvements favourable loans for season ticket purchase for staff discount/taster vouchers for staff and residents using public transportdiscounted season tickets emergency ride home system for staff using public transport private shuttle bus/ works bus to fill gaps in public transport services for staff and pupils access to public transport information, timetable, boarding points via site notice boards or internet/intranet for staff, residents, pupils and visitors pupil escorts on public buses to improve child safety Provision for powered two-wheelers lockers for storing motorcycle/moped clothing and helmets safe rider training for motorcyclists

4.25 “Hard” measures such as on- and off-site car parking provision and

control, public transport infrastructure and associated proposals, safe pedestrian/cycle access and secure parking for bicycles and powered two wheelers should all be output by the TA, although a Travel Plan may refer to a need to change or enhance such measures to achieve targets.

Travel Plan Statements 4.26 A Travel Plan Statement should follow the principles of a full Travel

Plan. As a minimum it is normally expected to include the following:

• A description the site, its existing and proposed use, the number of residents, employees, visitors

• An assessment of the site’s travel opportunities • Objectives of the Travel Plan Statement, usually derived from

analysis included in the Transport Statement


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• Explanation on the proposed package of Travel Plan measures e.g. a new footway, car park controls, taster bus tickets for residents/employees, discounts for cycling equipment, provision of staff showers on site, links to a local car share club etc.

• A commitment to marketing and promoting the measures, sustainable travel facilities in the local area though for example, welcome packs, web sites, advertising on site


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Appendix A: Policy background National and regional policies A.1 At national level, the following documents provide the policy context for

Travel Plans:

Planning Policy Guidance Note 13 (PPG 13): Transport (DETR, March 2001) PPG 13 sets out national policy on transport. Its objectives are to integrate planning and transport to:

• promote more sustainable transport choices for both people and for moving freight

• promote accessibility to jobs, shopping, leisure facilities and

services by public transport, walking and cycling

• reduce the need to travel, especially by car.

By shaping the pattern of development and influencing the location, scale, density, design and mix of land uses, planning can help to achieve these objectives. PPG 13 advises that TAs and Travel Plans should be submitted alongside planning applications for all developments expected to have significant transport implications.

Guidance on Transport Assessment (CLG/DfT, March 2007) Guidance on Transport Assessment (GTA) accompanies PPG 13. It provides guidance on determining whether an assessment may be required and, if so, what the level and scope of that assessment should be including contents and preparation. In respect of Travel Plans it reiterates PPG 13 and notes that local authorities can help facilitate the development of effective Travel Plans by ensuring that measures in support of them are incorporated in local planning policies, including the Local Development Framework (LDF) and Local Transport Plan (LTP) (see below), and clarified through supplementary planning advice.

For detailed guidance on securing travel plans through the planning system, GTA refers to the DfT’s web site at www.dft.gov.uk. Guidance includes:

• Using the planning process to secure travel plans: best practice guidance for local authorities, developers and occupiers (ODPM/DfT, July 2002); revised document expected 2007/2008


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• Making residential travel plans work: guidelines for new development (DfT, September 2005).

Full Guidance on Local Transport Plans: Second edition (DfT, December 2004) National guidance on producing LTPs (for authorities outside London) is set out in Full Guidance on Local Transport Plans: Second edition. LTPs have a central role in coordinating and improving local transport provision and are produced by the lead Local Transport Authorities (in this case, East Sussex County Council). The purpose of the LTP is to set out how the local transport strategy translates to a policy implementation programme, and a set of targets and objectives, over a particular period (currently the period 2006 – 2011). LTP policies and priorities are expected to be consistent with those set out in the Regional Transport Strategy (RTS).

Circular 5/05: Planning Obligations (ODPM, 18 July 2005) and Planning Obligations: Practice Guidance (CLG, August 2006) Planning obligations (s106 agreements made under the powers of the Town and Country Planning Act 1990) are one way of legally securing Travel Plans. Government policy on planning obligations is set out in Circular 5/05 and accompanying guidance. Circular 05/05 requires that planning obligations should be:

• necessary • relevant to planning • directly related to the proposed development • fairly and reasonably related in scale and kind to the proposed

development • reasonable in all other respects.

These tests are key to securing planning obligations although it should be noted that the Courts have taken a broader interpretation than that of government (eg in what is directly related to the development).

Circular 11/95: Use of Conditions in Planning Permissions (DoE, 20 July 1995)

Planning conditions are another way of legally securing Travel Plans although planning conditions cannot apply to off-site locations whereas obligations can. Obligations are negotiated with the developer whereas conditions are generally imposed unilaterally. Government policy on the use of planning conditions is set out in Circular 11/95. The Circular requires that planning conditions should only be imposed where they are:


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• necessary

• relevant to planning

• relevant to the development to be permitted

• enforceable

• precise

• reasonable in all other respects.

Circular 11/95 also takes account of court decisions and includes “model” conditions.

A.2 At regional level, the policy context for Travel Plans is provided by the

RPG9 (Regional Transport Strategy) and draft South East Plan and the Regional Transport Strategy (RTS) submitted to Government by the South East of England Regional Assembly (SEERA) on 31 March 2006. RPG9 is part of the statutory development plan. The draft South East Plan is the draft Regional Spatial Strategy (RSS), outlining the regional planning framework. It is a full revision of Regional Planning Guidance 9 (RPG9, the current RSS for the South East) to cover the period to 2026. The modifications are expected to be published in summer 2008 and the final version should be published in the following winter. Under the Planning and Compulsory Purchase Act 2004, Local Development Frameworks (LDFs) and Waste and Minerals Development Frameworks will when adopted replace local plans.

A.3 The Communications and Transport chapter of the draft RSS forms the

Regional Transport Strategy (RTS) for the South East. In setting out the long-term regional framework for the development of the transport system in the region, the RTS provides the context within which other relevant regional strategies, including those of the South East England Development Agency (SEEDA), the Highways Agency and the rail industry, should be developed. It also provides the context within which Local Transport Authorities should produce their LTPs. On the subject of Travel Plans, the RTS states:

• Policy T8: Travel Plans and Advice

“All major travel generating developments must have a travel plan agreed and implemented by 2011. Local authorities should ensure that their Local Development Documents and Local Transport Plans identify those categories of major travel generating developments, both existing and proposed, for which travel plans should be developed.


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Local Transport Authorities should also consider piloting the concept of transport planning advice centres for regional hubs in their Local Transport Plans.”

Also of relevance, the RTS states:

• Policy T5: Mobility Management

“The policies and proposals set out in Local Development Documents and Local Transport Plans will seek to achieve a rebalancing of the transport system in favour of non-car modes and will be based on an integrated package of measures drawn from the following: i A comprehensive travel planning advice service ii The allocation and management of highway space used

by individual modes of travel iii The scale of provision and management (including

pricing) of car parking both off and on-street iv An increase in bus priority v Improvements in the extent and quality of pedestrian and

cycle routes vi Charging initiatives vii Intelligent transport systems including the use of systems

to convey information to transport users viii Incentives for car sharing ix Local services and e-services to reduce the need to travel x Changes in ways of working that alter the extent and

balance of future demand for movement xi Improvements to intra- and inter-regional rail services xii Demand responsive transport and other innovative

solutions that increase accessibility xiii Measures that increase accessibility to rail stations. Plans will need to reflect the fact that low delivery from any one of these elements will require a compensatory increase in delivery from one or more of the others.”

Local policies A.5 On a more local level the East Sussex and Brighton and Hove

Structure Plan established the planning policy framework that more detailed Local Plans had to conform to. East Sussex County Council had a joint responsibility with Brighton & Hove City Council to produce the East Sussex and Brighton & Hove Structure Plan 1991-2011, adopted in December 1999.

A.6 Under the new planning system, Structure Plans are proposed to be

abolished and are being replaced mainly by RSSs, but, most of the Guidance on Travel Plans for New Development

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adopted East Sussex and Brighton & Hove Structure Plan has been “saved” under the changeover arrangements of the 2004 Act. It continues to be part of the development plan until the final version of the South East Plan is published in 2008.

A.7 The County Council considers that one important part of the Structure

Plan is the framework it establishes for an integrated Transport and Environment Strategy. This aims to:

• reduce the need to travel, particularly by car • limit road improvements and aim to put longer distance traffic on

safer, purpose-built roads • provide better journeys by bus, cycling and walking, especially in

towns • improve the county’s railway network and services.

More detailed advice on some aspects of planning policy can be found in the County Council’s Supplementary Planning Guidance (SPG) to the Structure Plan:

• A new approach to developer contributions (October 2003) • Parking standards at development (February 2002).

A.8 The Local Transport Plan 2 (LTP2) for East Sussex 2006 - 2011 also aims to deliver the national and local government shared priorities for transport – tackling congestion, delivering accessibility, safer roads, better air quality and other quality of life issues – and to tackle the challenges facing the County over the next five years, thereby achieving the long-term vision and objectives for East Sussex. The long-term vision has been translated into six objectives:

• improve access to services by providing greater travel choices

and influencing land use decisions • manage demand and reduce the need to travel by private car • improve road safety and reduce fear of crime in communities • reduce congestion and improve the efficiency of the transport

network • protect, promote and enhance the environment • improve maintenance and management of the transport

network.


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A.9 In respect of Travel Plans, LTP2 sets out the Council’s travel planning strategy, branded with the tool “TravelChoice”. TravelChoice gives people better information about services, marketing travel options and providing a service for a particular group or location such as a workplace or school. LTP2 acknowledges there is a growing body of evidence that so-called “soft” or “smart” initiatives, in conjunction with demand management measures can be cost-effective in encouraging modal shift and achieving reductions in short motorised trips. The RTS policies on Travel Plans and Mobility Management (see above) have influenced the development of the strategy. The East Sussex Sustainable School Travel Strategy 2007-2011 published in August 2007 has strong links with LTP2 and has been produced in accordance with the Education and Inspections Act 2006. It brings together the various strands of service delivery relating to school transport into a single document and signposts future work that will be undertaken to develop it further.

As part of its travel planning strategy, the County Council:

• will continue to seek new development-related Travel Plans through the planning process

• is working with a number of employers across the county to encourage the development and highlight the benefits of voluntary Travel Plans and, reflecting the RTS policy on Travel Plans, will target all other major travel generating organisations in the county to encourage them to develop and operate their own Travel Plans

• is working with schools in the county to develop their Travel Plans and identify measures which encourage more use of alternatives to the car for school journeys

• has made car sharing a key component of the delivery of the strategy, reflecting the RTS policy on Mobility Management.

Specifically, Travel Plans contribute to meeting a number of LTP2 Targets including those relating to reducing the rate of traffic growth and complementary ones aimed at increasing accessibility to and the attractiveness of using alternative sustainable non-car modes

A.10 Local Development Frameworks (LDF)

Under the Planning and Compulsory Purchase Act 2004, local planning authorities are responsible for producing LDFs, including Local Development Documents (LDDs). The County Council recommends that its local planning authorities use the LDF process to formally adopt this guidance in Supplementary Planning Documents (SPDs) at District/Borough level.


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Appendix B: Monitoring and auditing fees

Monitoring fees (SAM)

B.1 The cost of SAM is typically £3,000 at present. The developer should agree the content and cost with JMP Consulting, acting as manager on behalf of the TRICS database owners.

Auditing fees

B.2 Auditing fees are set out below in Table B.1.

Table C.1 Auditing fees

Land use £4,500 £6,000 A1 Food retail 800 m2 or over* 1200 m2 or over A1 Non-food retail 1500 m2 or over* 2250 m2 or over A2 Financial and professional services 2500 m2 or over* 3750 m2 or over A3 Restaurants and cafes 2500 m2 or over* 3750 m2 or over A4 Drinking establishments 600 m2 or over* 900 m2 or over A5 Hot food takeaway 500 m2 or over* 750 m2 or over B1 Business 2500 m2 or over* 3750 m2 or over B2 General industry 4000 m2 or over* 6000 m2 or over B8 Storage or distribution 5000 m2 or over* 7500 m2 or over C1 Hotels 100 bedrooms or

over* 150 bedrooms or

over C2 Residential institutions - hospitals, nursing homes

50 beds or over* 75 beds or over

C2 Residential institutions – residential education

150 students or over*

225 students or over

C2 Residential institutions – institutional hostels

400 residents or over*

600 residents or over

C3 Dwelling houses 80 units or over* 120 units or over D1 Non-residential institutions 1000 m2 or over* 1500 m2 or over D2 Assembly and leisure 1500 m2 or over* 2250 m2 or over * or less than this if a Travel Plan is required for a smaller development (see paragraph 3.2)

Notes Where an application is for a mixed development, the development type that exceeds the relevant threshold by the greatest percentage will be the basis of the fee. For example, a development with 1000 m2 food retail (25% over threshold) and 4500 m2 non-food retail (100% over threshold) would incur a fee of £6,000. The maximum fee payable is £6,000. Cheques should be made payable to East Sussex County Council and sent to Development Control Transport (see Section 1).


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Appendix C: Example s106 clauses to secure Travel Plans C.1 Prior to the first Occupation of any part of the Development to prepare

and submit to the County Council a draft version of the Travel Plan (“the Draft Travel Plan”) such plan to be based on and consistent with the analysis contained in the Transport Assessment produced to the County Council and dated [ ] (“the Transport Assessment”)

C.2 Not to Occupy or cause or allow to be Occupied any part of the

Development until the Draft Travel Plan has been approved in writing by the County Council

C.3 To prepare for the implementation of the Revised Travel Plan by using

best endeavours to achieve compliance with the Draft Travel Plan. C.4 Following conclusion of the first six (6) months of Occupation of the

Development to prepare and not later than the conclusion of the first eight (8) months of Occupation of the Development submit to the County Council a revised Travel Plan (“the Revised Travel Plan”) which will:-

C.4.1 be based on the Draft Travel Plan; and C.4.2 take account of a staff/student survey undertaken at the time of

preparation of the Revised Travel Plan; and C.4.3 set modal share targets to achieve year-on-year reductions in

car use journeys to and from the Development (“the Travel Plan Objectives”); and

C.4.4 identify measures and initiatives to achieve the Travel Plan Objectives; and

C.4.5 include methodologies for the measurement and monitoring of the Revised Travel Plan

C.5 To use best endeavours to achieve the Travel Plan Objectives from the

date of approval in writing by the County Council of the Revised Travel Plan.

C.6 To measure in accordance with the methodology(ies) detailed in the

Revised Travel Plan the extent to which the Travel Plan Objectives have been achieved at the end of each twelve (12) month period from the date of approval in writing by the County Council of the Revised Travel Plan for a period of five (5) years from the date of the first measurement exercise.

C.7 To produce to the County Council a report on the extent to which the

Travel Plan Objectives are being achieved immediately following each of the measurement exercises described at paragraph 6 of this Schedule.


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C.8 To implement forthwith further suitable measures and initiatives (such

measures and initiatives to be subject to the prior written approval of the County Council) to achieve the Travel Plan Objectives if the monitoring referred to in paragraph 6 of this Schedule reveals the Travel Plan Objectives are not being achieved in full

C.9 If:-

C.9.1 the Owners fail to produce the Revised Travel Plan to the County Council within eight (8) months of first Occupation of the Development; or

C.9.2 on the next monitoring following the implementation of the measures and initiatives referred to in paragraph 8 of this Schedule it transpires that the Travel Plan Objectives are not being achieved in full

on each occasion the Owners shall pay to the County Council all direct and indirect costs on a full indemnity basis of such measures the County Council deem necessary to ensure the Travel Plan Objectives are achieved and for the avoidance of doubt these shall include (but shall not be limited to) the costs and fees of any independent consultant and the administrative expenses of the County Council’s Officers based upon such officers’ hourly rates of charge for the additional time incurred in identifying and implementing the measures deemed necessary to ensure the Travel Plan Objectives are achieved.


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Appendix D: Frequently asked questions Introduction D.1 This concluding section addresses questions that are often posed

about Travel Plans. The responses are generalised and will not necessarily represent the County Council’s formal position in specific cases.

Questions Aren’t Travel Plans simply another obstacle standing in the way of economic and social development? D.2 The local authorities have a duty to facilitate social and economic

development in East Sussex as set out in land use, economic, social and environmental policies outlined by central government and interpreted in more detail locally.

D.3 It is paramount that any such development is as sustainable as

possible. D.4 The County Council supports Travel Plans because they help

maximise sustainability by promoting more sustainable travel choices at a personal level. This is not something that is generally fully addressed by Transport Assessments, although there is no reason in principle why that should not be the case. However, the government considers that an approach based on two specialised documents (a Transport Assessment and a Travel Plan) has the potential to be most effective.

D.5 The developer resources involved in Travel Plan development and

implementation should be proportionate to the overall impact of the development, as indicated in this guidance, and so will reflect development scale, type and location. This guidance specifically discourages unnecessary post-opening monitoring and any associated legal process.

D.6 The County Council therefore considers that a Travel Plan is an

important and appropriate element in the sustainable development process.

I don’t know the end-user of this development; how can I devise a suitable Travel Plan? D.7 This is a widely recognised issue associated with so-called speculative

development. Producing a detailed Travel Plan to suit unknown


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occupants is likely to be a waste of resources and may even discourage suitable occupiers.

D.8 For this reason, this guidance promotes the idea of interim Travel

Plans, possibly with several implementation stages, together with a framework and timetable for a final Travel Plan prepared soon after the development is occupied. The Transport Assessment should have set out the sustainable approach to parking provision, public transport access and access by sustainable modes in any event.

D.9 It is also recognised that occupiers may change over time. Travel Plan

measures should therefore be site-specific as far as possible (and thus common to all occupiers) but allow for additional survey-based measures based on the travel characteristics of specific occupiers. The latter may of course change with a new occupier.

D.10 The advantage of setting out as much of the Travel Plan as possible in

advance of occupation is that it helps minimise subsequent disagreement and is likely to be more effective in encouraging sustainable travel choices from the outset. The possibility of there being multiple occupiers and/or phased development does not change any of the above in principle.

I want to extend my premises; do I need a Travel Plan? D.11 This situation may relate to a development with an extant Travel Plan

or one without. D.12 Being in possession of a consent that did not require a Travel Plan

does not rule out the need for one in future if a new consent is needed for further development or a change of use.

D.13 Any such Travel Plan should generally apply to the whole development

(extant plus extension) as it is assumed that most extensions would not be self-contained but affect the management and use of the whole site.

D.14 The County Council would normally encourage further investment in

existing sites (subject to location, impact etc) as this is far preferable to the possibility of exporting desirable economic activity elsewhere, possibly outside the County altogether. In fact, this question is an excellent example of a case where a Travel Plan may be extremely useful to the applicant. It could help make an existing site accommodate more economic activity by limiting the amount of land needed for car parking. Research tends to show that Travel Plans originating in this way are often the most effective. The applicant would therefore benefit from more productive use of the site and would avoid all the disruption and costs associated with moving to a new site, including the possibility of needing to recruit a new workforce.


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This is a rural area; how can people manage without using a car? D.15 The County Council does not base its Travel Plan guidance on trying to

eliminate car use when this is unavoidable. However it does encourage people to consider the alternatives to car use where circumstances allow; Travel Plans should help increase such opportunities.

D.16 It is fully recognised that East Sussex is largely rural in nature and that

much of this rural land deserves protection from unsuitable development. However, the authorities also encourage appropriate economic development in certain rural areas to make the rural economy more robust whilst seeking to minimise adverse impacts.

D.17 Lower density development, as in rural areas, tends to increase typical

travel distances and reduces the customer base for public transport, rendering it mostly uneconomic, even if partly subsidised. In these circumstances, car use is often the only answer, especially for employees.

D.18 However, the total volume of car traffic and the land required for car

parking can be reduced by encouraging car-sharing, for example and/or providing pedestrian routes from appropriate car parking areas.

D.19 Where car traffic is unavoidable, measures can be put in place to

reduce traffic speeds and to improve the safety of nearby pedestrians. However, the primary source of such measures will be the Transport Assessment.

D.20 Development that relies heavily on passing trade (eg farm shops) can

have low net impacts on the rural environment, provided they are suitably located and on a main road and are not so attractive that they attract large numbers of customers from outside the area, thus adding to traffic growth locally. In such instances, any Travel Plan would usually be more of a marketing strategy than an attempt to influence customer travel behaviour.

D.21 The above are all examples of how aspects of rural development can

be made more acceptable without fundamentally damaging the scope for desirable development. A package of measures in the Transport Assessment and Travel Plan can help achieve this aim.

How will phased development be monitored? D.22 This guidance seeks to minimise the resource implications for the

developer of a Travel Plan once a development is operational.


D.23 In the case of large scale development with several well-defined phases, the County Council may request additional surveys to ensure pre-defined targets for the later stages remain realistic or need

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redefining, or require further measures to ensure compliance. Any such additional requirements should be based on a survey of a completed first phase. If the first phase is operating as planned with the Travel Plan in place and subsequent phases have predictable outcomes on this basis then it is possible no further surveys will be required.

D.24 If subsequent phases are significantly different in travel terms from the

first phase (eg a different land use or type of development) then additional surveys may be required for monitoring purposes.

I’ve just moved in; what do I need to do about the Travel Plan? D.25 The requirements of a Travel Plan will be attached to the planning

consent for the development by agreement (or condition) and pass with the title to the property or lease to new occupiers. This should automatically have become evident during searches or made evident during negotiations and taken into account before the decision to occupy the development was made.

D.26 In the unlikely event that no such information emerged and that the

new occupier has discovered Travel Plan requirements unexpectedly by some other means then the authorities will explain the Travel Plan obligations in general and may direct the new occupier to the relevant officers/service providers for further advice on how best to meet the requirements. At no stage will ignorance in this respect be considered a mitigating factor such that Travel Plan requirements are waived.

D.27 In more normal circumstances, a new occupier unfamiliar with Travel

Plan-related matters but aware there are obligations to be met will be able to seek advice and a degree of technical support directly from the County Council (see contact information in Section 1).


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