1.4 The development work will also provide 30 additional car and 50 cycle parking spaces on the campus.

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1 1. INTRODUCTION AND OBJECTIVES 1.1 This report identifies the travel plan measures that are proposed for the of the which is currently being expanded to provide a new School of Veterinary Science and Medicine. The is located in the village of Sutton Bonington, 10 miles south of University Park on the Nottinghamshire / Leicestershire borer. A location plan is attached at Appendix A. in addition, a copy of the site layout for the new development is also attached at Appendix A. 1.2 As part of the University s commitment to Sustainable Transport Agenda the University is currently developing a University wide Travel Plan which will include the main sites. 1.3 The development work on the site is currently in the construction phase and is due for completion before September This development includes an academic building a clinical sciences building and student accommodation providing 300 additional student bed spaces. 1.4 The development work will also provide 30 additional car and 50 cycle parking spaces on the campus. 1.5 The is an established site and as such has a number of student and staff already working and studying on the site. In order to determine accurate travel patterns and trends associated with the existing operation of the site a detailed staff and student travel plan questionnaire exercise has been undertaken. The actual travel patterns and trends identified from the survey have been used to develop and quantify the targets and measures contained in this document.

2 1.6 The objective of the travel plan is to enable modal choice for users of the site and to reduce single occupancy car trips associated with the buildings on the campus. A travel plan can address different types of travel associated with the operation of a site, including: - Commuter journeys Logistic Movements Staff Travel Student Travel Business Travel undertaken by staff during the working day Visitors travelling to and from the workplace Deliveries and / or contractors 1.7 A travel plan is a specific package of measures tailored to suit the needs of individual sites aimed at promoting greener, cleaner travel choices and reducing single occupancy car journeys. 1.8 It should be remembered, however, that this travel plan is not an anti car initiative but, rather, a tool for offering more choice for travel to the campus, improving the working and study environment and to provide efficient business functions. 1.9 This travel plan includes a range of mechanisms, initiatives, targets, indicators, monitoring, review and change procedures designed to reduce the impact of travel and transport on the environment This travel plan is a working document that must develop and change accordingly to meet the requirements and development of the site.

3 1.11 At the centre of a successful travel plan is partnership. Through working in partnership with other organisations and businesses, including local planning authorities and public transport operators, a range of measures can be identified that reduce the need to travel.

4 2 THE SUTTON BONINGTON CAMPUS 2.1 Background The houses the school of Biosciences and is one of the strongest teaching and research centres for fundamental and applied biological and food science in the UK The School comprises five divisions: Agricultural and Environmental Sciences; Animal Physiology, Nutritional Sciences, Plant Sciences, and Food Sciences. Purpose-designed facilities include a multi-million pound controlled environment building for plant and crop science; specialised state-of-the-art research and teaching laboratories; an extensive glasshouse complex; food processing centre; robotic dairy unit and campus-based University farm The 16 hectare campus, part of a 400Ha land holding, is self contained and provides state of the art teaching and research facilities, student accomodation, a sports centre and essential ammenities including a bank and bookshop The development and expansion work currently ongoing at the site will mean that the School of Veterinary Science and Medicine will open in Septembr 2006 with its first intake of undergraduate students. The development will provide the first new veterinary school in the UK for 50 years The school will provide an innovative flexible course structure combined with the pioneering excellence in science and medicine for which The is world renowned.

5 2.1.6 At the present time, before the School of Veterinary Science is opened, there are approximately 300 permanent teaching staff, 1000 students and 200 postgraduates associated with the Campus. It is understood that the new School when fully operational will generate approximately 500 additional students, with many of these occupying the new 300 bed space accomodation A campus layout plan is attached at Appendix A. 2.2 Campus Location The campus is located in the northern extent of the village of Sutton Bonington which is located approximately 10 miles south of the University Park Campus on the Nottinghamshire / Leicestershire Border Sutton Bonington is a small rural village with approximately 1,600 inhabitants containing small-scale shops, pubs, post office, newsagents, butchers and other facilities associated with a small rural village. The nearest large conurbation to the Campus is Loughborough which is located approximately 4 miles to the south east of the Campus The Campus is accessed via the local road network with the site being approximately 3 miles to the south east of Junction 24 of the M1 Motorway. The Campus is encompassed by College Road which runs adjacent to the western boundary of the site, Landcroft Lane which runs adjacent to the south of the site and Melton Lane to the north College Road acts as the main point of access into the campus with the main reception building being located adjacent to this road. The

6 University Shuttle bus and public bus service operate along College Road. There is an additional vehicular access into the campus from the southern side of the campus off Landcroft lane. 2.3 Site Assessment In order to understand the layout, operation and existing transport provision on the campus a detailed site investigation has been undertaken to identify the types of parking, cycling and public transport facilities that are currently available on the site. In addition, qualitative site assessments have also been undertaken to determine the effectiveness of the various facilities A detailed site layout plan attached at Appendix B contains annotated notes of the information obtained from the site visits Due to the rural location of the site the existing opportunity for travel to the site by modes other than the private car Is limited when compared to the options available at the city centre campuses. The objective of this travel plan will therefore be to identify measures that will encourage staff and students to consider efficient use of their travel mode. CYCLING FACILITIES There are a number of cycling parking facilities around the campus that generally consist of cycle rails or hoops that cyclists can secure their bikes to. (detail of location can be found in Appendix B). The cycle shelter in the main car park on the northern extent of the site

7 provides covered cycle parking. This covered parking provides spaces for approximately 26 cycles as shown in Plate 1 below. Plate 1 Existing sheltered cycle parking Due to the lack of formal marked out parking bays in the main car park it is possible that cars parked cars could obstruct cyclists access into the shelter. Plate 1 above shows a car parked too close to the shelter at the far end that would make it difficult for cyclists to extract their bikes from the shelter A large proportion of the existing cycle parking facilities on the campus generally consist of a small number of cycle hoops at various locations throughout the site usually adjacent to halls of residences or student facilities. For example, simple cycle parking facilities have been provided for 8 bicycles outside the Food Sciences Building, 6 parking facilities between the Food Sciences and Plant Sciences Buildings etc.

8 2.3.7 Plates 2 and 3 below show the general layout and type of cycle parking on the Campus. Plate 2 Existing cycle parking facilities. Plate 3 Existing cycle parking facilities

9 2.3.8 The site visits have shown that some of the cycle parking facilities have been provided at locations that may cause obstruction to pedestrians if cyclists park their bicycles irresponsibly. Plate 4 below shows an example of such parking. Plate 4 Cycle parking in areas where pedestrians may walk The site visits have shown that there are a number of cycle parking facilities interspersed throughout the Campus that provide approximately 106 cycle parking spaces. There were, however, a number of examples of inappropriate cycle parking throughout the campus (i.e. bicycles attached to fences), which would suggest the location of some of the cycle parking needs further consideration Whilst there is obviously a relatively high number of cycle usage on the Campus, which is shown by the amount of cycles parked, there are no

10 cycle route facilities or designated cycle routes on any of the highway network linking with the site. POWERED TWO WHEELER PARKING The site visits have shown that there are currently no dedicated facilities on the campus for powered two wheeled vehicles to be securely parked. There is, however, evidence on site that would suggest that parking for these vehicles is required as there were some instances when scooters were using the cycle parking facilities. PEDESTRIAN FACILITIES Most areas of the campus are serviced via adequate footway facilities for pedestrians and most of the buildings are adequately signed. As mentioned previously, however, there are a number of locations where footways may be obstructed for vulnerable pedestrians, particularly the blind or partially sighted There are some specific facilities provided for blind or partially sighted pedestrians i.e. tactile paving at dropped kerbs The main bus stop on the campus is located in the car park at the northern extent of the site and footway facilities to this bus stop are poor The site visits have also shown that a number of the footway facilities on the public highway adjacent to the site are poor or narrow. A particular example of the poor footway facilities on the highway are shown on College Road. Plate 5 below refers. The footway facility on

11 the western side of College Road is very poor and there is no footway provision at all on the eastern side. Site observations have shown that it is difficult for pedestrian to cross this road due to the speed of vehicles using College Road. Plate 5 Footway Facilities on College Road The Campus sports facilities and complex are located on the western side of College Road and the main element of the campus is located on the eastern side of College Road. There are no facilities on College Road to assist students, staff etc to safely gain access between the two parts of the campus The provision of a pedestrian crossing on College Road linking up the two areas of the Campus would significantly improve road safety for pedestrians gaining access between the facilities. Whilst no formal assessment has been undertaken as part of this Travel Plan, site

12 observations have shown that the requirements of Local Transport Note 1/95 The Assessment of Pedestrian Crossings and Local transport Note 2/95 The Design of Pedestrian Crossings could be achieved. PUBLIC TRANSPORT FACILITIES Due to the rural location of the campus all of the public transport facilities to and from the site are provided by bus. There is an existing bus shelter on the site that provides a good facility for patrons to wait for buses. The bus shelter is located in the car park at the northern extent of the site and is generally where the free hopper bus sets down and picks up patrons. Plate 6 below shows this bus shelter. Plate 6 Bus Shelter.

13 As mentioned previously, however, the footway facilities to this bus shelter are poor as pedestrians will need to walk along the carriageway or through the car park to gain access to the shelter There is also a bus shelter and bus stop facility on College Road immediately adjacent and opposite the main entrance. The facility on the western side of College Road provides a covered shelter facility for patrons to wait but on the eastern side of College Road there is no facility for patrons to wait. On a number of occasion students were observed sitting on the wall adjacent to the entrance possibly waiting for the bus The bus shelter on the western side of College Road is a timber framed shelter and has timetable and other public transport information on display. Analysis of this timetable information and other sources would indicate that the campus is linked by the following services. Details of these services are attached at Appendix C. Rainbow 5. This route operated by Trent Barton provides a service from Nottingham (Broadmarsh Bus Station) to Long Eaton to Sawley to Loughborough and vice versa. The service operates Monday to Saturday and the first bus to depart Nottingham for Sutton Bonington leaves at 6.26 AM and arrives in Sutton Bonington at 7.54 AM. Full details of the service are attached at Appendix C. Service 65. This route is operated by Paul S Winson Coaches and provides a service from the QMC to Nottingham Trent University to Kegworth to Sutton Bonington to Normanton on Soar and vice versa. The service provides four buses a day and the total

14 journey time from Nottingham (QMC) to Sutton Bonington is approximately 40 minutes. Full details of the service are attached at Appendix C. Service 10. This route is operated by Paul S Winson Coaches and provides a service from Castle Donnington to Kegworth to Hathern to Loughborough and vice versa. Sutton Bonington Hopper Bus. This service is a free shuttle bus aimed at staff and students of the University between the and University Park. The service operates Monday to Friday during term time and non term time and also provides a reduced service on Saturdays and Sundays. During term time weekdays the first bus leaves University Park at and arrives at Sutton Bonington at Full details of the service are attached at Appendix C The investigations undertaken for this exercise indicate that the public transport information was not easy to find either on the Nottinghamshire County Council website or the Nottingham University website. Of particular difficulty was information relating to the services operated by Paul S Winson Coaches. CAR PARKING FACILITIES The site inspections have shown that there are 7 car parks on the campus, providing some 390 parking spaces. (Detail of location can be found in Appendix B) regulations state that vehicles can only be parked on the if they

15 are displaying the appropriate car-parking permit, unless they are visitors The site visits indicated that car-parking provision was generally adequate on the Campus. The has adopted a parking management strategy for their Campuses, which involves the issuing of car parking permits and clamping of unauthorised vehicles. In addition, access to the general parking areas on the Sutton Bonington Campus are controlled by barrier access. Whilst car parking in the main car parks was never at capacity there were examples of poor or inappropriate parking. Plate Seven shows an example of the inappropriate parking. Plate 7 Inappropriate parking on the campus The main car parking area on the campus is located on the northern side of the site close to the Wymeswold student residential

16 accommodation. The car park which provides space for approximately 150 cars does not have any formal car parking bays, which can lead to poor parking positions by some motorists Immediately adjacent to the main building and reception area on the campus is a car parking area that provides space for visitor parking. The car park provides space for approximately 30 vehicles with two of the spaces allocated for disabled users. On the occasions when the site investigation work was undertaken this car park was never near capacity An additional parking provision for visitors is also available at a car park near the south laboratory at the southern extent of the site. This car park provides marked parking bays for approximately 112 vehicles, 3 of which have been allocated for disabled users In addition to the car parks mentioned above there are a number of other smaller car parks located throughout the campus which provide an additional 98 spaces, including 7 disabled parking facilities In general the car parking provision on the campus is currently adequate for the existing activities as none of the facilities were ever at full capacity whilst the site visits for this travel plan were undertaken As mentioned previously the main car park in the Campus has not been marked into formal bays. If this was undertaken parking behaviour in the car park would be significantly improved, and it is likely additional numbers could be accommodated.

17 DELIVERY VEHICLES It has been observed that delivery vehicles gain access to the Campus via both College Road and Landcroft Road. Adequate turning facilities are incorporated within the Campus which mean all vehicles can enter and leave the campus in a forward gear

18 3 CURRENT TRAVEL PATTERNS AT THE CAMPUS 3.1 Travel Surveys In order to determine the existing travel trends and patterns associated with the functions of the campus a very detailed travel survey has been undertaken which utilised detailed travel plan questionnaires. Copies of the questionnaires have been attached at Appendix D along with a detailed analysis of the responses In addition, the substantial travel survey has also been undertaken on a University wide scale across all of the campuses. It was essential that this exercise was undertaken across the University as there is a lot of travel interaction between all of the campuses and a survey on the alone would not have identified this interaction The questionnaire process involved an online survey that was available for all staff and students to complete. In addition, a team of enumerators were present on the for a two day period to give out paper based questionnaires and to encourage people to complete them A substantial amount of travel data has been obtained from the analysis of the questionnaire returns, the main trends and patterns associated with the Sutton Bonington campus are summarised in this section. The response rate detail are outlined below Total Number Responses Response Rate Staff % Students %

19 3.1.5 At this stage the travel plan questionnaires obviously cannot include the staff and students that would be working and studying at the School of Veterinary Science as the building will not open until September The exact travel patterns of these will be captured in subsequent surveys. 3.2 Staff Questionnaire Analysis One of the most important elements of the travel plan questionnaire was to determine the modal share of existing journeys of staff to and from the Campus. The existing modal share figures can be used as a basis for developing targets and measures in the travel plan The analysis of the questionnaires show that 74 % of all staff respondents travel to and from work on the Campus in the private car as a single occupancy car journey. 6% of staff travel to the campus in their car but have other employees with them and 3% travel as passengers. 8% of staff use the public bus, 5% walk, 2% cycle and 2% arrive by motorbike. These figures are summarised below in Figure 1.

20 Existing Journey to work Modal Share Car on Own Car Driver - with other employees Car Passenger Motorbike / Scooter Public Bus Train Tram Cycle Walk Taxi Hopper Bus Figure 1 Existing staff journey to work modal share As can be seen from the above figure a large proportion of staff utilise single occupancy car journeys as their main form of travel to the Campus. This is commensurate with the rural location of the Sutton Bonington Campus. The travel plan questionnaire was used to determine what mode of travel staff would use if their usual mode of travel was not available to them. This information is important as it can help determine the culture and aspirations of the staff as to what they consider to be the most suitable alternative form of travel The analysis of the questionnaires show that 16% of respondents would use a single occupancy car journey as their alternative mode of travel, 3% would drive with other employees and 13% would arrive at work as a passenger in a car. 30% of respondents indicated that they would use the public bus as their alternative mode of travel to the Campus, 11% would walk and 14% would cycle. 5% would drive by motorcycle and 8 % would use a taxi. These figures are summarised below in Figure 2.

21 Alternative Journey to Work Modal Share Car on own Car driver-with other emplyees Car Passenger Motorbike/Scooter Public bus Train Tram Cycle Walk Figure 2 Alternative journey to work mode The above figure shows that a large proportion of people would be willing to use other more sustainable modes of travel to the campus if their usual mode of travel was not available, which is predominantly single occupancy car journeys in the private car. The questionnaires have also been used to determine the reasons why members of staff did not use alternative modes of travel to the campus and what would encourage them to use other modes Staff were asked why they do not use public transport (i.e. buses) to travel to and from work. The main reason given by staff was that no services run between their homes on the campus (41%). 28% of respondents indicated that the journey takes too long and 19% indicate that services do not run at the times when they need them. 3% said the services were too expensive and 7% of respondents say the services are unreliable, 1% said that connections were poor and 1% said they work too late to use the bus. This information is shown below in Figure 3.

22 Reasons Why Staff Did Not Use Public Transport To Work No services run between my home area and my work place Services do not run at the times I need to travel Journey takes too long by public transport Unreliable services Fares are expensive Concerns about personal safety Lack of information about available services Poor connections between the rail station and bus services I work late Figure 3 Reasons why staff did not use pubic transport to work The main factor that would encourage staff to use public transport was identified as more direct and more frequent bus routes 52% and 33% respectively. 8% of staff indicated that discounted tickets would encourage them, 4% said better links, 2% said better bus shelters and 1% indicated amended working times would encourage them. This information is summarised in Figure 4 below.

23 Measures To Encourage Public Transport Usage More direct bus routes More frequent bus services Better lighting at bus shelters and footpaths Discount tickets/passes available Better links between bus stop/station and work Better connection from home to station More availability of public transport informtaion Amended working times/patterns Figure 4 - Measures that would encourage public transport The questionnaire was also analysed to determine the reasons why staff members did not cycle or walk to work and to ascertain what measures, if available, would encourage them to use these particular modes. This information is summarised in Figures 5 8 on the following pages.

24 Reasons Why Staff Do Not Cycle To Work Too far to cycle No access to a bicycle Cycling is too difficult for me personally Poor cycle lanes or lack of cycle lanes Lack of facilities (e.g. showers, cycle lockers, parking etc.) Need to visit other offices/buildings during work time Fear of road accident while cycling to work Fears for personal safety Prefer convenience of car Car is quicker Car is easier if carrying items I need to drop off/pick up my children on my way to work Figure 5 Reasons why staff do not cycle to work. Measures To Encourage Cycling Safer and better lit cycle paths on the Journey to work Improved shower and changing facilities at work Iproved locker facilities at work Improved cycle parking at work Arrangements to buy a bicycle at discount Amended working times Cycle training More information about cycling and facilities available to me Events and promotions Figure 6 - Measures to encourage cycling to work

25 Reasons Why Staff Do Not Walk To Work Too far to walk Walking is too difficult for me personally Poor footpaths Lack of changing facilities Need to visit other offices/buildings during work time Fear of road accident Fears for personal safety Prefer comfort of car Car is quicker Car is easier if carrying items I need to drop off/pick up my children on way to work Figure 7 Reasons why staff do not walk to work. Measures To Encourage Staff To Walk To Work Safer and better lit footpaths on the journey to w orks Improved show er and changing facilities at w ork Secure locker facilities at w ork Free personal security alarms Amended w orking times Figure 8 - Measures to encourage staff to walk to work There were a wide range of reasons given by staff why they did not currently cycle to and from work (Figure 5) but the main reason given

26 by respondents was that they live too far from the campus to cycle (35%). Whilst this is a reasonable proportion of the respondents it is not as high as may be expected for such a rural location. This is an opportunity that will be investigated further later in this travel plan. Other reasons given for not cycling include lack of dedicated cycle lanes (9%); fear of road accident (8%); No access to a bicycle (4%); Lack of changing and showering facilities (4%); Car is easier and quicker (20%); need to pick up / drop off children on way to work (6%) Perhaps more importantly the travel plan questionnaire asked respondents to identify the main measures that would encourage them to cycle to and from work. This question was specifically asked as it is likely that the measures identified would have a positive effect on amending individuals travel choice. This information is summarised in Figure 6. The main measure given by respondents that would encourage them to cycle to work would be the provision of cycle lanes on their route to work (46%). 39% of respondents indicated that they would like to see the provision of improved shower, changing and locker facilities at the campus. 10% indicated better cycle parking facilities, 3% amended working times and 2% indicated cycle training. All of these measures should be identified as opportunities that could be investigated in further detail to encourage members of staff to use cycling as an alternative mode of travel to work The same information was also obtained from the questionnaires for walking (Figures 7 and 8). The main reasons given by staff for not walking to work was that it was too far for them to walk (69%) and the car is quicker and more convenient (14%). 4% indicated that the poor footpaths in the area was their reason for not walking, 2% need to visit other sites and 3% have fears for their personal safety.

27 The main measure that staff indicated that would encourage them to walk to work would be improved footpaths on their route to work (61%). 11% indicated improved changing and showering facilities, 6% said secure locker facilities, 6% would like personal security alarms and 17% said amended working times would encourage them to walk. All of these measures should be identified as opportunities that could be investigated in further detail to encourage members of staff to walk to work as an alternative mode of travel The analysis of the above information shows that a large number of the respondents indicated that they live too far from the campus to either consider walking or cycling as an alternative mode of travel. 35% indicated it was too far to cycle and 69% indicated it was too far to walk. The surveys have been analysed to determine the distances that staff live from the Campus. This information is summarised in Figure 9 below. Distance Living From Campus Up to one mile Over 1 mile and up to 2 miles Over 2 miles and up to 4 miles Over 4 miles and up to 10 miles Over 10 miles and up to 20 miles Over 20 miles Figure 9 Distance staff live from the campus.

28 Figure 9 shows that 9% of the staff respondents live within one mile of the campus, 9% live between 1 and 2 miles from the campus, 12% live between 2 and 4 miles from the campus, 26% live between 4 and 10 miles from the campus and 44% live over 10 miles from the campus Recognised industry guidance indicates that most adults should be able to cycle up to 5 kilometres without any significant difficulty. The analysis of the questionnaires show that 30% of respondents live within 4 miles of the campus. And that18% of respondents lives less than two miles from the campus. This group of people provide an opportunity for encouraging cycling and walking to the campus. It should be noted, however, that the rural location of the Campus does provide a perceived barrier to cycling and walking The surveys were also used to determine if people had any problems parking their cars on the campus. 91% of respondents indicate that they do not have any problems parking their vehicles on the campus and all of the staff respondents indicated that they park their vehicles on the campus The travel plan survey also identified the following information: 65% of respondents indicated that they would consider taking part in a car-sharing scheme and that financial incentives or a car sharing club would be the most attractive measure to encourage them to share. 17% of respondents indicated that they never travel off campus as part of their working day, 6% travel daily, 30% travel weekly, and 47 % travel monthly as part of their working day. The most

29 popular location for work trips was University Park with over 63% of respondents indicating this was their main place of visit. Training and research were given as the main reason for needing to travel. Despite the provision of the free Hopper Bus only 30% of respondents used this facility to travel to other sites. 50% of respondents use their private car to make work trips. 30% of respondents indicated that some of their meetings or visits to other sites may not be necessary if video conferencing facilities were available. 8% of respondents indicated that they could use it weekly and 29% of respondents indicated they could use it monthly. 3% of respondents indicted that they could use the facility daily. Approximately 60% of respondents indicated that they would be very or fairly interested in home working if the facilities were available. 78% of these respondents indicated that they could undertake a large proportion of their work from home. 3.3 Student Questionnaire Analysis A separate questionnaire was developed for students as their travel patterns and requirements would be significantly different to that of the lecturers and other employed staff. As with the staff questionnaires the existing modal share figures for the campus are very important as these can be used as a basis for developing targets and measures in the travel plan.

30 3.3.2 The analysis of the questionnaires show that 39% of all student respondents walk to their lectures and 4% cycle. 8% use the public bus and 20% use the free Hopper Bus. 11% travel to their lectures as single occupancy car journeys, 8% travel to the campus with other passengers in their car and 3% arrive as car passengers. 6% arrive by taxi and 1% travel by motorbike. These figures are summarised below in Figure 10. Existing Journey to University Modal Share Walk Cycle Motorbike/scooter Public bus Train Tram Car on ow n Car driver - w ith other students Car passenger Taxi Figure 10 Existing student modal share As can be seen from the above figure a large proportion of students utilise alternative modes of travel to the campus rather than the private car. The travel plan questionnaire was also used to determine what mode of travel students would use if their usual mode of travel was not available to them. This information is important as it can help determine the culture and aspirations of the students as to what they consider to be the most suitable alternative form of travel. The information is summarised in Figure 11 below.

31 Alternative Journey to University Modal Share Walk Cycle Motorbike/scooter Public bus Train Tram Car on ow n Car driver-w ith other students Car passenger Taxi Hopper bus Figure 11 Alternative mode of travel to University Figure 11 shows that 28% of respondents would walk, 11% would cycle and 21% would use the public bus if their usual mode of travel were not available. 7% of respondents indicated that they would use a taxi and 10% would use the hopper bus. Only 4% of respondents indicated that they would use the private car if their usual mode were not available Students were also asked why they do not use public transport (i.e. buses) to travel to and from the campus. The main reasons given by students was that no services run between the campus and their home (15 % of respondents), 18% of respondents indicated that buses do not run at the times that they need them, 28% of respondents indicated that the journey took too long or was unreliable and 19% indicated that the fares were too expensive. 13% of respondents indicated that it was easier and more convenient for them to walk or cycle and 2% said the car was easier. The reasons why students do not use pubic transport is summarised below in Figure 12.

32 Reason Why Students Do Not Use Public Transport to travel to University No services run betw een my home area and university Services do not run at the times I need to travel Journey takes too long by public transport Unreliable services Fares are expensive Concerns about personal safety Lack of information about available services Poor connections betw een the rail station and bus services Easier to w alk/cycle Car is easier Family commitment Figure 12 Reasons why students do not use public transport Perhaps more importantly the questionnaire was analysed to determine the measures that could be implemented to encourage students to use public transport to and from the. The measures suggested by the students are summarised in Figure 13 below. Measures to Encourage Public Transport Usage More direct bus routes More frequent bus service Better lighting at bus shelters and footpaths Discount/Cheaper tickets Better links betw een bus stop/station and University Better access from home to Bus/Train station More availability of public transport information Figure 13 Measures to encourage public transport usage

33 3.3.7 The main measures suggested by the student respondents include discount or cheaper tickets (30%), more frequent and more direct bus routes (57%) and better links between bus stops and the University campus The questionnaire was also analysed to determine the reasons why students did not cycle or walk to University and to ascertain what measures if available would encourage them to use these particular modes. This information is summarised in Figures below. Reasons Why Students Do Not Cycle to University Too far to cycle No access t o a bike Cannot afford a bicycle Cycling is t oo diff icult for me personally Poor cycle lanes or lack of cycle lanes Need better cycling facilities Lack of facilities for cyclists(e.g. showers, cycle lockers, cycle parking etc.) Need to visit other locations during the day Fear of road accident whilst cycling Fear for personal safety Prefer convenience of car Figure 14 Reasons why students do not cycle to University.

34 Measures to Encourage Cycling Safer and better lit cycle paths Improved show er and changing facilities Improved locker facilities Improved cycle parking Cycle Training More info about cycling and facilities available to me Events and promotions Figure 15 Measures to encourage students to cycle to University. Reasons Why Students Do Not Walk to University Too far to w alk Walking is too difficult for me personally Poor footpaths Lack of changing facilities Need to visit other locations during the day Fear of road accident Fears for personal safety Prefer convenience of car Figure 16 Reasons why students do not walk to University

35 Measures to Encourage Walking to University Safer and better lit footpaths on the journey to Uni Improved show er and changing facilities at Uni Secure locker facilities at Uni Free personal security alarms Figure 17 Measures to encourage students to walk to University As with the staff responses there were a wide range of reasons why students indicated that they did not cycle to the campus (Figure 14). The main reason given by students for cycling was that it was too far for them to cycle (35%). 19% of respondents indicated that they either did not have access to a bicycle or they could not afford one. 10% of respondents indicated that there were no cycle routes and 7% indicated that facilities such as parking, lockers, showers etc were not adequate. 10% of respondents indicated that they did not cycle because of fear of road accidents and 7% had fears for their personal safety. 6% of respondents indicated that they preferred the convenience of their car Again, the travel plan questionnaire asked respondents to identify the main measures that would encourage them to cycle to and from the campus. This question was specifically asked as it is likely that the measures identified would have a positive effect on amending individual peoples travel choice. This information is summarised in Figure 15. The main measure given by respondents that would

36 encourage them to cycle to university would be the provision of cycle lanes on their route (44%). 21% of respondents indicated that they would like to see the provision of improved shower, changing and locker facilities at the campus. 26% indicated better cycle parking facilities, 4% indicated cycle training, 3% indicated more information about cycling and 2% indicated events for cycling. All of these measures should be identified as opportunities that could be investigated in further detail to encourage students to use cycling as an alternative mode of travel to University The same information was also obtained from the questionnaires for walking (Figures 16 and 17). The main reasons given by students for not walking to University was that it was too far for them to walk (67%) and the car is more convenient (9%). 12% indicated that the poor footpaths in the area was their reason for not walking, 4% need to visit other sites and 6% have fears for their personal safety The main measure that students indicated that would encourage them to walk to University would be improved footpaths on their route (68%). 12% indicated improved changing and showering facilities, 7% said secure locker facilities and 18% would like personal security alarms. All of these measures should be identified as opportunities that could be investigated in further detail to encourage students to walk to University as an alternative mode of travel The analysis of the above information shows that a large number of the respondents indicated that they lived too far from the campus to either consider walking or cycling as an alternative mode of travel. 35% indicated it was too far to cycle and 67% indicated it was too far to walk. The surveys have been analysed to determine the distances that

37 students live from the Campus. This information is summarised in Figure 18 below. Distance Living From Campus Up to One Mile Over 1 mile and up to 2 miles Over 2 miles and up to 4 miles Over 4 miles and up to 10 miles Over 10 miles and up to 20 miles Over 20 miles Figure 18 Distance students live from the campus Figure 18 shows that 37% of the student respondents live within one mile of the campus, 17% live between 1 and 2 miles from the campus, 6% live between 2 and 4 miles from the campus, 9% live between 4 and 10 miles from the campus and 31% live over 10 miles from the campus These figures show that a large proportion of students live within walking and cycling distance of the campus. There are also a large proportion of students who live some distance from the site but still utilise alternative modes of travel to access the campus The travel plan survey has also identified the following information: -

38 Those students that do use a car to travel to the campus generally stated their reasons for doing so as being more convenient and quicker. A large proportion of the student respondents indicated that they travel between campuses on either a daily basis (44%) or a weekly basis (40%) Only 5% of respondents indicated that they do not travel between campuses. The locations that most of the students are visiting are University Park and the Jubilee Campus. The main modes of travel used by students to undertake these visits is either the public bus (11%) or the Hopper Bus (53%)

39 4 SUMMARY OF TRAVEL PATTERNS AT THE CAMPUS 4.1 Introduction The previous chapter contains all of the detailed information obtained from the travel plan questionnaires. The detailed information is also summarised in various tables and charts at Appendix D. The purpose of this Chapter is to summarise the main trend and patterns that have been identified and to consider the main opportunities for encouraging alternative modes of travel to the Campus. 4.2 Modal Share At present, the main mode of travel by staff to the campus is single occupancy car journeys with 74% of all staff respondents using this mode. Only a very small number of staff respondents indicated that they used public transport or cycling and walking. There were, however, at least 20% of staff respondents who live within reasonable cycling and walking distance of the campus The students, however, already use alternative modes of travel to and from the campus with only 11% of student respondents relying on the private car. Interestingly, a relatively high proportion of students live more than 10 miles away from the campus. This would indicate that accessibility to the Sutton Bonington campus by other modes of travel to the private car is possible, but obviously this will need more investigation The analysis of the staff questionnaire indicates that staff respondents would consider using a range of alternative more sustainable modes of

40 travel if their usual travel mode was not available usually the private car. This would tend to suggest that staff respondents have become dependent on the usage of their private vehicle even though there may be other modes of travel available to them. Obviously, there are a wide range of additional reasons why individuals need the use of their vehicles. The purpose of this travel plan will be to raise the awareness of travel choice rather than being anti car It is clear from the existing modal share figures at the campus, and from the additional questionnaire information, that there is the potential to encourage other more sustainable modes of travel to the site. This travel plan, the measures contained in it and the subsequent processes, will need to address the social elements of travel choice as well as the physical measures. 4.3 Public Transport The use of public transport by members of staff and students is limited when compared to the level of public transport usage at the other Campuses. The rural location of the Campus is obviously a factor that needs to be taken into consideration on this issue As mentioned in the site assessment section of this travel plan the measures available for patrons of the public bus facilities are not commensurate with, or indeed encouraging, higher volumes of public transport usage At present, only 8% of staff respondents and 8% of student respondents indicated that they travel to and from the campus utilising the public

41 buses. 20% of student respondents, however, indicated that they use the free hopper bus service to travel to the campus. The main reasons given by staff and students for not using the public bus were generally the same and include: No Services run between home and University. Services do not run at correct times. Journeys take too long. Fares are too expensive. Easier and more convenient to use other modes. In addition, the measures identified by staff and students that may encourage them to use public transport were generally the same and included: More direct and frequent bus routes. Discounted tickets. Better facilities. Improved links between bus services and University. When considering measures to encourage public transport usage it will be necessary to determine the different travel needs of the students and staff but, generally speaking, the same improvement measures would make a difference for both groups of people. 4.4 Cycling and Walking The analysis of the questionnaires shows that significantly more students walk and cycle to the campus than staff. 39% of student respondents

42 walk to the campus compared to only 5% of staff respondents. This is likely to be due to the fact that a significant proportion of students are resident on Campus. Analysis of the distances respondents live from the University shows that 54% of student respondents live less than two miles away from the campus whereas 18% of staff respondents live less than two miles away. Whilst there is obviously more students living closer to the campus than staff there is the opportunity to encourage staff members living less than 2 miles away to walk or cycle. It should be noted, however, that the rural location of the Campus does provide a perceived barrier to cycling and walking A similar pattern is also applicable to cycling to and from the University Campus. In general, the amount of cycle usage to and from the campus is not as high as would be expected particularly when considering the large amount of staff and students that live within cycling distance The site assessments indicate that facilities on and around the campus to encourage cycling usage could be significantly improved. The measures identified by members of staff and students to encourage cycling usage were broadly the same. These include: Improved cycle routes on the journey to University Improved shower, changing and locker facilities Better cycle parking facilities Cycle Training Access to a bicycle Similarly, the majority for staff and student respondents indicated that improved footway facilities on the routes to the University would

43 encourage them to walk as would changing and showering facilities, personal security alarms etc. 4.5 Car Use The use of single occupancy private car usage to travel to and from the campus was the largest mode of travel by staff. 74% of all staff respondents indicated that they travel to the site by single occupancy car trips. 6% of staff travel to the site by private car but have passengers with them Conversely, only 11% of student respondent s travel to the campus in single occupancy car journeys and 8% travel to the campus with passengers in their car. This would tend to suggest that other modes of travel to the site are clearly available. Again consideration needs to be given to the fact that large proportion of students live on campus or on the University park Campus which has a direct link to Sutton Bonington The vast majority of reasons given by staff for using their private car to travel to and from the campus are issues that provide a perceived improvement to the efficiency and quality of live, including: The car is quicker. The car is easier. The car is easier if carrying items. Need to drop off/pick up children as part of journey The site visits have shown that car parking on the campus is adequate with all car parks on the site busy but never actually observed as being

44 full. Only 8% of respondents indicated that they had difficulty parking their vehicles on campus. It was not clear if these 8% of respondents were not able to park on the campus at all or whether they simply could not park in a convenient location A large percentage of the staff respondents (65%) indicated that they would consider taking part in a car sharing scheme and that financial incentives or the setting up of a car sharing club would encourage them to share. 4.6 Business and Inter Campus Travel There were a very small number of staff respondents (3%) who indicated that they travel to work by private car as they need to travel to other locations as part of their work. It was expected that this generally would tend to be a higher percentage There were, however, 6% of staff respondents who travel to other campuses daily, 30% weekly and 47% who travel monthly. This would tend to suggest that staff might consider there are suitable facilities other than the private car to travel to and from locations during the working day. The main location that staff are travelling to is the University Park with training and research given as the main reasons for travelling Despite the provision of the free Hopper Bus only 30% of staff respondents used this facility to travel to other sites. 50% of respondents use their private car to make the work trips.

45 4.6.4 The vast majority of students travel between campuses during their day. A large proportion of the student respondents indicated that they travel between campuses on either a daily basis (44%) or a weekly basis (40%). Only 5% of respondents indicated that they do not travel between campuses. The locations that most of the students are visiting are University Park and the Jubilee Campus. The main modes of travel used by students to undertake these visits is either the public bus (11%) or the Hopper Bus (53%) Consideration must be given to measures and incentives that encourage staff to travel between campuses in modes other than the private car, particularly as there is a regular free shuttle bus in operation % of staff respondents indicated that some of their meetings or visits to other sites may not be necessary if video conferencing facilities were available. 8% of the respondents indicated that they could use it weekly and 29% of respondents indicated they could use it monthly. 3% of respondents indicted that they could use the facility daily Approximately 60% of staff respondents indicated that they would be very or fairly interested in home working if the facilities were available. 78% of these respondents indicated that they could undertake a large proportion of their work from home.