The University of Manchester

Green Travel Plan

2006 - 2011

Directorate of Estates April 2007 Foreword by Professor Bob Munn Vice-President Teaching and Learning and Chairman of the Sustainable Development Steering Group

Universities are in a special position in relation to sustainable development: they can research it, they can teach it, and they can foster it in their operations. The University of Manchester is working to meet its responsibilities across this broad range of activities, and in particular recognises transport as a significant aspect of its operations, along with others such as energy use. Transport involves not only how the University operates its own vehicles but also how staff and students get to the campus every day. This Green Travel Plan is our response to those topics for the next five years.

One problem with major issues like global warning is that they are so huge that we may feel unable to do anything about them. No one of us can solve the problem, but each of us can play a part in solving it, and the Green Travel Plan offers ways of doing that. It shows us how we can contribute, setting targets to raise our aspirations and to help us see how we are doing. So can I encourage you to use greener forms of transport where possible – walking or cycling, sharing a car, or switching to public transport.

Professor Bob Munn Vice-President Teaching and Learning

Page 2 of 31 Table of Contents

Section Title Page

Foreword by Professor Bob Munn 2

1. Executive Summary 4

2. Introduction and Aims 6

3. Drivers for the Travel Plan 7

4. Achievements to Date 8

5. Existing Public Transport Facilities 16

6. HEP Staff Travel Surveys 17

7. Travel Plan Measures 2006 - 2011 18

8. Vehicular Movement and Highway Modifications 22

9. Monitoring and Review Mechanisms 23

10. Travel Plan Co-ordinator and Support 23

11. Provision of Travel Information 24

12. Marketing 24

13. Appendix A – Staff Travel Survey 1999 26

Appendix B – Staff Travel Survey 2005 29

Page 3 of 31

1. Executive Summary

The University of Manchester, through the establishment of the Sustainable Development Steering Group in 2005, recognised that it has a duty to ensure that its teaching and research activities (together with other activities such as estate/campus management and community engagement) need to be carried out in the context of its commitment to sustainable development.

In 2000, The University developed its first Green Travel Plan, in support of its commitment to sustainable development and the need to address transport and car parking issues as part of the major re-development of the Campus. The Green Travel Plan is a set of initiatives to encourage employees and students to use modes of travel other than the single occupant private car.

This updated Green Travel Plan aims to consolidate the progress that has already been made and to continue to encourage travel to and from the University by modes other than single occupancy car use. It sets out short (2007), medium (2007-9) and long term (2009-11) objectives in order to achieve this. It will also begin to address student travel. Fleet management and policies to reduce the need to travel (such as e-learning and flexible working) will be researched and implemented where appropriate. Targets will be set and regularly monitored, against which the success of the Travel Plan can be measured,

Some of the short, medium and long term objectives for the University over the next five years include:

ƒ Continued support and investment in Green Travel initiatives such as the Oxford Road Link - including a proportion of funding to provide free inter campus travel. ƒ Additional facilities for cyclists and walkers. The University intends to spend over £400,000 on pedestrian routes, £410,000 on cycling routes, £290,000 on cycle storage and £100,000 on new shower and changing facilities over the life of this Plan. ƒ Introduction of new car parking charges that will give financial and operational incentives to encourage car sharing. ƒ Further development of the Discounted Public Transport Ticketing Scheme and Interest Free Loan Facility. ƒ Journey planning workshops. A series of workshops where staff can come along and have a public transport journey planned for them, get advice on the best tickets to purchase and can be signposted to the interest free loan scheme. ƒ Develop the University of Manchester into a local public transport interchange with upgraded and coded bus stops. ƒ Investigate running the 147 bus fleet vehicles and University fleet vehicles on 50% Bio-diesel or 100% vegetable oil. ƒ Lobby the City Council, GMPTE, and GMPTA to re-regulate public transport and gain overall control of bus/train and tram provision. ƒ Work with operators and the GMPTE/GMPTA to ‘clean up’ the fleet of buses on the Oxford Road Corridor.

Page 4 of 31 ƒ Investigate the development of Smart Card Technology and integration with public transport ticketing. ƒ Investigate the relationship and possible integration of the Green Travel Plan into Flexible Working/Work Life Balance corporate strategies. ƒ Produce a student travel plan for the University of Manchester. ƒ Work with the City Council to integrate the newly formed cycling routes as part of the Public Realm works into the wider city cycle network.

The University will continue to work with Higher Education Precinct (HEP) Partners, Manchester City Council, GMPTE, the Local Community and other agencies to optimise the effectiveness of this Travel Plan and its successful implementation. By making the resources available to fully implement the Travel Plan, the University is demonstrating its commitment to working with its neighbours to minimise disruption to them through its activities.

Page 5 of 31 2. Introduction and Aims

Introduction

The University is a member of the Higher Education Precinct (HEP) Partnership that includes the Royal Northern College of Music (RNCM), Manchester Metropolitan University (MMU) and the Central Manchester and Manchester Children’s NHS Trust (CMMC). The HEP Steering Group also includes representation from both Manchester City Council (MCC) and the Greater Manchester Transport Executive (GMPTE). Since June 2002, the partner organisations have jointly employed a full time Travel Plan Co-ordinator to develop the Travel Plan for all organisations. The HEP Steering Group, consisting of members from all the above organisations, operates to a Memorandum of Understanding which sets out its role and that of the Travel Plan Co-ordinator.

A Travel Plan is a general term for a package of measures tailored to the needs of individual sites. The principal aim of this Travel Plan is to allow staff, students and visitors to easily access the site via all modes of transport but with an emphasis on public transport, cycling and walking, thus reducing reliance on the car as a mode of transport to and from the workplace. It involves the development of a set of mechanisms, initiatives and targets that – together – can enable the organisation to reduce the impact of travel and transport on the environment, whilst also bringing a number of other benefits to the organisation as an employer of staff.

A Travel Plan is a dynamic process that will grow and develop with time, and in accordance with the changing circumstances of the individual partner organisations and the environment in which it operates. The development of a Travel Plan for each organisation will help to encourage staff and visitors to use more environmentally-friendly alternatives to single occupancy driving, at least for some of their journey. It should contain a mix of incentives and disincentives to be successful e.g. car-sharing, promoting more use of public transport, encouraging walking and cycling, restricting on-site car parking spaces and supporting alternative work practices which reduce the need to travel.

Aims

Encouraging and facilitating the use of alternative modes of transport to the single-occupant car as a means of commuting to work will:

ƒ reduce the pressure on the use of car parks; ƒ free up land to implement the Estate Master Plan; ƒ reduce the volume of traffic, with associated environmental benefits; ƒ reduce instances of on-street parking in residential areas; and ƒ ensure that the University complies with national and local government policy on transport.

Page 6 of 31 3. Drivers for the Travel Plan

Below are provided drivers to justify the continued support for a Green Travel Plan.

Loss of Car Parking and Growing Population

With the opening of the new multi-storey car park, car parking capacity is back to its original position before Phase 1 of the capital programme works began. However the projected increases in student and staff numbers will make the successful implementation, promotion and ongoing monitoring of the Travel Plan crucial to achieve the long term aim of reducing single car occupancy trips to the University both for staff and students.

Knowledge Capital

Knowledge Capital, is an initiative that has the potential to create a truly world class city that delivers on the Government’s dual goals of prosperity and social equity. In recent years the City of Manchester has experienced vast regeneration and transformation, which brings with it an unprecedented opportunity to boost this dynamic and sustainable economic powerhouse by fully maximising the city’s unique assets, centred on knowledge and new ideas. The drive to increase economic activity based on our Knowledge Capital will lead to an increase in staff and student numbers within the HEP, and the need to sensibly manage the way they travel to this area.

Residential Parking Problems

It has been highlighted by the City Council’s Planning Department and local ward members that there are ongoing issues with staff and students parking inconsiderately in residential areas around the University. This will be addressed by a mixture of parking enforcement schemes and the successful implementation of the staff and student Travel Plan.

Talloires Declaration

The University of Manchester has recently signed up to the Talloires Declaration, which is a ten point action plan for incorporating sustainable development principles across all aspects of colleges and universities. It was developed by the Association of University Leaders for a Sustainable Future in 1990, and since that time has been signed by over 300 institutions in 40 countries. Transport and reducing the reliance upon the Single Occupancy Vehicle will apply to both Section 1 (Increase Awareness of Environmentally Sustainable Development) and Section 2 (Create an Institutional Culture of Sustainability).

Global Warming

The University of Manchester and their collective partnership with other HEP organisations are the largest employers within Manchester. This collective has a key role in leading the field in sustainable travel practices and reducing the

Page 7 of 31 harmful emissions which contribute to green-house gases and their effect on global warming.

4. Achievements to date

The Higher Education Precinct Travel Plan Report of 2000 made several recommendations suggesting short, medium and long term Travel Plan measures, objectives and targets. Over the past six years, as part of the objectives of the first Green Travel Plan, significant progress has been made. Successes include:

• A HEP Travel Plan Co-ordinator has been appointed for over 5 years to fulfil the role as recommended; • The HEP Travel Plan Steering Group has been formed, consisting of high level institution representatives together with the local authority and GMPTE; ƒ Individual Travel Plan Working Groups have been set up at each organisation, chaired by the Travel Plan Co-ordinator, and consisting of key representatives from each organisation. ƒ A reduction of 14% in the number of staff travelling alone in the car between 2000 and 2005. ƒ Substantial gains in staff travelling to work by public transport, cycling and walking. ƒ The consolidation and consequential improvements of car parking arrangements on campus – primarily through the construction of Booth Street West multi-storey car park. ƒ The introduction of the 147 inter-campus free bus service, running from Piccadilly through both north and south campus as far as the Manchester Royal Infirmary. ƒ The introduction of new secure cycling shelters at key locations on both north and south campus, with further shelters to be introduced as part of the implementation of the Public Realm works. ƒ Collaborative liaison with Manchester City Council Planning Authority in connection with the granting of planning permission for major new buildings (SCAN, AMPPS and others). ƒ Agreements with public transport providers to supply discounted tickets within the Greater Manchester area. ƒ Agreement to introduce further improvements to campus amenity space as part of the Public Realm works, as well as the provision of shower and changing facilities for bike users and walkers.

The 2000 Report included several Key Objectives

ƒ To reduce the impact of the car; ƒ To improve access to the area; ƒ To ensure social inclusion; ƒ To save space on parking; ƒ To improve the environment and health; and ƒ To comply with national and local government policy on transport

Page 8 of 31

An indication of achievement of these measures is given below:

Travel Plan Measures

Short Term Measures

Appoint Travel Co-ordinator Full implementation Develop Revenue Stream; Full implementation Raise Awareness Early implementation HEP Travelshop Not viable Provide Information Updates Full implementation Establish a bicycle users group Full implementation Discount bus and rail fares Early implementation Improve surveillance with police co-operation Full implementation Dedicate spaces for car sharers Not implemented Encourage walking from home Early implementation Encourage business travellers to use PT Early implementation

Medium Term Measures

Car sharing database across HEP site Full implementation HOV Lane Not viable Make pool bikes available to staff Not implemented Mileage allowance for walkers, cyclists & car Not implemented passengers Build/improve staff showers & cycle storage Early implementation Improve lighting on walking & cycling paths Early implementation Strengthen bus priority Full implementation Inter campus shuttle bus Full implementation Revised mileage rates; and Revised terms & Not implemented conditions

Long Term Measures e-Travel – reduce need to travel in to work Early implementation Smartcards - Record & Reward Not implemented Leg Power - making a people-friendly Early implementation environment Public Transport - new systems & extensions Early implementation Lifestyle – flexible working/living closer to work Early implementation Charging/Restrictions Full implementation

Page 9 of 31 Targets 2000 – 2005

‘Reduce the percentage of staff travelling in by car from 62% to 50%’

Across the Higher Education Precinct the percentage of staff travelling by car has decreased from 62% to 42% over this period, indicating that this target has been reached and exceeded substantially. The car usage levels differ at each site but the University of Manchester has decreased staff travelling in by car by 11%. The University has implemented many of the recommendations and initiatives contained within the initial Travel Plan; however the University is still at the early stages of embedding the Travel Plan into the organisation as a whole.

This can be attributed to the massive organisational change that has occurred as a result of the merger. With the merger complete, significant progress being made in Phase I of the Capital Programme, the Public Realm works and Phase II proposals now agreed, there is an opportunity to raise the profile of the new Travel Plan, gain strong support from senior management and allow the alignment of the Travel Plan with other corporate strategies.

Improvements in Car Parking, Car Parking Policy and Car Sharing

During the Capital Programme Phase 1 construction period, and before the new multi-storey car park was completed, the University lost 937 car park spaces. The new Booth Street West multi-storey car park opened in May 2006 and provided 950 new spaces that match those lost during Phase 1 capital development. Currently the University has approximately 3400 permit holders and experience shows it is expected that, on any one day, 20-25% diversity on spaces to permits is workable. Permits are only available for staff, and for students who are registered disabled.

The University currently has over 10,000 staff located on the main campus. It is predicted that by 2015 this will grow approximately by around 1000. The current situation with students is that it is estimated a maximum possible population of 30,000 could be on campus at any one time but it is frequently considerably less than this. Should the University hit its target in respect of expected growth in postgraduate research by 2015, it is suggested that this would add approximately 3,000 students to the current overall total.

In November 1999 51% of staff surveyed travelled to work alone in a car. Should this figure be current this would indicate that the requirement would be between 2,994 (20% diversity) and 2,807 (25% diversity).

A new Car Parking Policy has been agreed for the University that is likely to have a banded charging structure based upon salary. The policy also contains details of the car sharing policy, car sharing incentives and the supporting emergency lift home scheme. This document will soon be available via the Directorate of Estates web site.

Page 10 of 31 Below is an overview of the current car parking provision at UoM including the number of spaces at each car park, the staff/visitor split in car parking provision and the number of disabled parking spaces.

Car Park Standard Spaces Disabled spaces Visitor Total Spaces

Booth Street West 210 0 Staff Only 210 Dover Street 184 5 * 189 Cecil Street 374 3 † 377 Dilworth Street 260 9 * 269 Bridgeford Street/Rear Quad 78 11 10 89 Front Quad 33 2 6 35 Booth Street East MSCP 570 30 Contract 600 staff parking Booth Street West MSCP 905 45 200 950 Charles Street MSCP 850 0 150 850 Sackville Street Campus 200 0 20 200 Princess Street 35 0 Staff Only 35 Material Science Lost to building 0N/A 0 program

3699 105 3804

The opening of the Booth Street West MSCP has provided the University with the opportunity to address the car parking waiting list and reduce it from 650 to approximately 100. This should help to drastically reduce the instances of staff parking off campus on residential roads.

‘The percentage of single occupancy vehicles down to 40% of modal share’

From the 2005 staff travel survey, the level of single occupancy vehicles was at 37% with only 3% of staff from across the campus travelling as a car passenger. The target has therefore been achieved, but there is still only a small proportion of staff car sharing. The introduction of a new system for car park charging, the re-launch of the re-branded car share database, discounted parking charges for car sharers and an emergency lift home scheme (to be implemented in September to December 2006) will help the University of Manchester to decrease the level of single occupancy vehicles further, but also – hopefully - significantly increase the proportion of staff travelling as a car passenger.

* The car parks are open for visitor use after 4pm Monday - Friday and all day Saturday and Sunday † The car park is open to visitors after 12 noon if there is spare capacity or alternatively after 4pm Monday-Friday and all day Saturday and Sunday

Page 11 of 31 ‘Public transport up to 35% of modal share’

Public Transport usage has increased across the whole HEP 28% to 40%. In the 2005 survey, the University had a combined public transport usage of 43%. The target set has therefore been achieved both at the University and across the HEP. It is debatable whether further increase in public transport usage can be achieved; over 41% of current bus users and 61% of train/tram users were dissatisfied with their journey to work; overcrowding and unreliability were the main factors. Furthermore, 20% of current car drivers stated that nothing would encourage them to use public transport.

The HEP Travel Co-ordinator has been working to roll out the interest free loan scheme across the University. The scheme was re-launched in January 2005, allowing staff to take out a loan to purchase any public transport season ticket and have the monthly contribution deducted from their pay. A number of discounts, shown below, have been negotiated from various operators.

• System One: 5.75% discount on all annual ticket types • First Buses: offer 3 months’ free travel when an annual ticket is purchased • Stagecoach: weekly voucher is offered at a £1 discount and a monthly ticket is discounted at £32.50.

The 147 Oxford Rd Link inter campus shuttle

The Oxford Road Link was successful in its first year of operation, carrying over 60,000 passengers and reaching a quarter of the way towards commercial viability.

Page 12 of 31 Intense negotiations took place with all parties over the Christmas 2005 period to discuss the renewal of the contract. It was agreed that the route and frequency of the service would be extended as the CMMC NHS Trust was keen for the route to operate fully around the Trust site with the re-opening of Hathersage Road and the new multi-storey car park.

It was also agreed that the University of Manchester would withdraw the minibus service operating between the two campuses and fund free travel on the 147 service for all University staff and students between Sackville Street and the Student Union Building on Oxford Road. To allow this to happen, the frequency of the service was improved to 10 minutes throughout the day and a fourth bus was purchased and put into service.

In partnership with Bullocks coaches and Green Gold Biodiesel Limited, it has been agreed that all 4 of the 147 service buses would be the first buses in Manchester to run on a 5% blend of Biodiesel which is a much cleaner and environmentally friendly fuel.

The 147 service, operated by Bullocks Coaches from Cheadle, runs every ten minutes throughout the day, Monday - Friday between 7.15 am and 6.51 pm. It costs a flat fare of 50p for a single journey and one pound for day rovers, giving unlimited travel on the route. A new fare structure has been created for the hospital zone giving unlimited travel around the hospital site throughout the day for 50p.

The service starting at Bus Stop C on Fairfield Street, outside Piccadilly Rail Station, calls at The University of Manchester, Manchester Metropolitan University, the Royal Northern College of Music, Manchester Royal Eye Hospital, Saint Mary's Hospital, the Hathersage Road car park, A and E, Manchester Royal Infirmary and Grafton Street car park.

‘Cycling up to 10% of modal share’

Cycle use has increased across the HEP over the five year period from 4% in 2000 to 7.4% in 2005 and is at the highest level at the University at 8.4%. The 10% modal share target has not been achieved but is attainable through planned improvements to storage, infrastructure and shower and changing facilities within the next phase of the Capital Programme.

Walking up to 5% of modal share.

This target has been achieved across the HEP and University and is at 6.8% and 6.5% respectively.

A Bicycle Users Group (BUG) has now been set up at to consult on cycle facility and infrastructure improvements. An overarching HEP Cycle Steering Group has also been formed to help with strategic planning in this area of work. The group was used to successfully develop two maps, one aimed at

Page 13 of 31 students and one at staff, to identify safe and convenient commuter routes into the HEP area and also to identify all current cycle storage facilities. The two leaflets were produced both as hard copies but also hosted on an internet site at Community Mapping. The maps will be continually updated year on year as new cycle routes are identified and built and cycle storage facilities are improved.

Subsidised cycle proficiency training has been set up with Bike Right. In the first year, over 20 staff from across the precinct took advantage of the scheme, which offers three levels of courses from a complete beginner to advanced.

The HEP travel partnership has also been working closely with the City Council’s Cycle Officer to progress improvements to the Oxford Road corridor for cyclists and pedestrians. There is currently a phased scheme of improvements being drawn up in consultation with Cycling England.

An off-road cycle route parallel to the Oxford Road corridor is in the early stages of implementation. This will provide a safe cycling route into the HEP from Fallowfield, Withington and East Didsbury.

Below the railway arches on Sackville Street the University has completed two fully secure cycle compounds that can hold 150+ cycles, from grant funding secured through the DfT’s Cycle Project Fund. The compounds are covered by CCTV and have a swipe card access.

As part of the Estates Master Plan and Public Realm Works further improvements are to be made to the walking and cycling infrastructure to facilitate easier movement between campuses, both on cycle and on foot. A new, fully secure swipe card accessed cycle compound has been opened at the rear of the Medical School and others will be erected at various locations around the campus. The majority of the new buildings being erected during Phase I of the Capital Programme will have shower and changing areas available for use by staff.

Page 14 of 31 Marketing

A marketing working group has been formed; it meets on a regular basis to disseminate Travel Plan initiatives and new schemes to all staff and students via emails, newsletters, intranets and staff briefings. A branding for the concept has been created, Sort-IT (Staff on Oxford Rd Travel Plan – Intelligent Thinking) and will be used on all promotional literature. The group is instrumental in developing marketing ideas for various initiatives and campaigns.

The group also helped guide the development of the 147 Oxford Road Link bus service branding and livery.

Promotional Events

The HEP Travel Plan Co-ordinator will continue to work to ensure that numerous promotional activities are organised to raise awareness about the Travel Plan and other initiatives. A number of promotional events have previously been held. Many of the events featured below will be repeated and further opportunities investigated.

In June 2006 a large event, open to all HEP partners and the City Council, was held at the Aquatics Centre to celebrate Bike to Work Day. Over 150 cyclists attended to enjoy a free breakfast, shower, sauna and steam and free cycle maintenance sessions. The event received good publicity from BBC Greater Manchester Radio (GMR) who broadcast live from the event.

In September 2006 the HEP Travel Plan Co-ordinator, along with representatives from GMPTE, attended the Student Freshers’ fair; information packs were given out to all new students advising them about public transport in Manchester, how to get around, student public transport season tickets, cycle leaflets and 147 shuttle bus information.

On 19th October 2005 the first ever HEP commuter challenge was held. Five commuters - a cyclist, a car driver, a bus user, a motorcyclist and a train/147 shuttle bus user - set off simultaneously from Hazel Grove at 8.00 am. The aim was to find the most efficient way of getting to work, based upon the time taken to reach the University of Manchester, the cost of getting there and the

Page 15 of 31 effects on the environment. The event was a great opportunity to promote the various forms of transport and, hopefully, made people think about their journey into work. The event received media coverage from BBC GMR, Manchester Evening News and Channel M. It proved to be a successful event for re-promoting the 147 shuttle bus service.

In October 2006 a series of roving travel plan open day exhibitions are to be held in partnership with the GMPTE’s Community Liaison Team. Over a period of 6 days a Travel Plan Road Show will be taken to each of the organisations, promoting all travel plan initiatives, the newly created cycle route and facilities finder leaflets. Free train tickets and free travel on the 147 shuttle bus service will also offered to staff that usually drove to work. This is a repeat of last year’s event where over 100 staff participated in this initiative.

5. Existing Public Transport Facilities

Bus Services

The majority of direct bus services to the HEP are operated along the Oxford Road and Upper Brook Street corridors. These services mainly serve the Wilmslow Road and Kingsway corridors linking the following: the City Centre, Fallowfield, Withington, Didsbury, Northenden, Wythenshawe and Stockport. Overall access by bus to most areas of South Manchester is excellent and access to other areas via the city centre is generally good.

Well in excess of 100 buses per hour serve the Oxford Road/Wilmslow Road corridor throughout the day, with considerable numbers during the evening. In addition Piccadilly Gardens, the main bus station in Manchester City Centre, is reasonably close to the northern parts of the HEP study area, with approximately 300 buses per peak hour serving this terminus from destinations throughout Greater Manchester. Furthermore, some of the buses serving the HEP terminate at Cross Street/Cannon Street with some services calling at Victoria Station.

Train Services

Piccadilly Station and Oxford Road Station are the nearest rail facilities to the HEP. Assuming that the Booth Street junction with Oxford Road is a central HEP point, Piccadilly Station is approximately 10 minutes away by bus and 20 minutes away on foot. Oxford Road Station is approximately 5 minutes away by bus and 10 minutes away on foot.

During the morning peak period the following journey origins serve both rail stations:

Local: Manchester Airport, Hadfield, Chester, Rose Hill, Hazel Grove, New Mills Central, Deansgate.

Page 16 of 31 Longer Distance: London, Liverpool, Barrow in Furness, Sheffield, Southport, Stoke on Trent, York, Buxton, Newcastle, Cardiff, Crewe, Blackpool North, Hull.

Train services are provided by Virgin (West Coast and Cross Country), First North Western, Central Trains, Northern Spirit and Wales and West and serve a range of intermediate and local stations en route.

It has been recognised for some time that there is a vital direct public transport link missing between the University campus and Piccadilly Train Station. Work is ongoing to provide this link, which is detailed in section 8.1. Victoria station is also poorly linked to the public transport network and the University. However if the shuttle link is provided from Piccadilly Rail station to the HEP, passengers will be able to take the Metrolink from Victoria Station to Piccadilly Station and then use the shuttle detailed in section 8.1 to the HEP.

Metrolink

The Metrolink currently serves areas of Manchester from Bury in the north to Altrincham in the south and Eccles in the west. Further details of all the services and station information can be found at Manchester Metrolink. Passengers can alight at Central Library, Piccadilly Bus Station or Piccadilly Train Station and catch connecting services direct to the Oxford Rd corridor, or walk.

Senior politicians from Greater Manchester Passenger Transport Authority have recently announced that the Metrolink expansion will go ahead. The decision by the Secretary of State for Transport, to grant conditional approval for the scheme means the process of selecting contractors can now get under way. Phase 3a of the expansion will take Metrolink to Oldham and Rochdale, Droylsden in Tameside and Chorlton in South Manchester. Up to 30 new trams will be introduced to the network bringing the total number operating on the system to nearly 70.

A bid for the additional funding required to extend Metrolink into Oldham and Rochdale town centres, as well as to Ashton-under-Lyne, East Didsbury and Manchester Airport (Phase 3b), will be submitted to the Government's Transport Innovation Fund next year (2007) as part of plans to significantly improve public transport across Greater Manchester. A successful bid will allow both phases to be delivered simultaneously.

6. HEP Staff Travel Surveys

Two Staff Travel Surveys have been carried out; the first was in 1999, the second in 2005. Detailed information on both can be found in Appendix A and Appendix B respectively.

Page 17 of 31 7. Travel Plan Measures 2006 – 2011

Strategic Travel Plan Implementation Group

Key staff from the Directorates of Estates, Finance and Human Resources meet regularly with the Travel Plan Co-ordinator to drive forward the implementation of the University’s Green Travel Plan and car parking demand strategies.

Higher Education Precinct Travel Plan Co-ordinator

The University will continue to make the major contribution towards the Higher Education Precinct Travel Plan Co-ordinator post, and actively uses the expertise he provides.

Environmental Investment

Revenue from car park income has been re-invested to fund Green Travel initiatives (such as the Oxford Road Link contribution) that include a proportion of funding to provide free inter campus travel for students and staff.

Other initiatives within the Travel Plan involve new facilities for cyclists and walkers. The University is making good progress with the development of the Public Realm proposals, including new storage facilities for cycles and additional shower and changing facilities. The University is budgeting to spend over £400,000 on pedestrian routes, £410,000 on cycling routes, £290,000 on cycle storage and £100,000 on new shower and changing facilities over the life of this Plan.

7.1 Measures to Promote and Facilitate Public Transport Use

Short Term Measures 2007

• Discount Ticketing and Interest Free Loan:

The University provides an interest free loan scheme for staff to provide incentives for using public transport. The scheme has been in place for some time but was re-launched in January/February 2005. This now needs to be supported by the sale of the full range of discounted public transport tickets available. Currently both Cashiers’ offices at the Sackville Street and Oxford Road campuses sell discounted weekly and monthly Stagecoach tickets, with a view that this be expanded to annual Stagecoach tickets, System One Tickets, train and Metrolink tickets. The University will explore alternative methods of providing discounted public transport ticket sales, including becoming Pay-Point agents.

• Journey Planning Workshops:

Once the discounted public transport ticketing and loan schemes are in place, the Higher Education Precinct Travel Plan Co-ordinator will hold a

Page 18 of 31 series of journey planning workshops; staff can come along and have a public transport journey planned for them, get advice on the best tickets to purchase and be signposted to the interest free loan scheme.

• Oxford Road Link Bus:

The University has been an active supporter of the Oxford Road Link bus (route 147) and has recently agreed to provide “free” inter-campus travel using this service. It is hoped this will encourage more use of public transport by staff and students in their journey to work.

Medium Term Measures 2007-2008

• Create the University of Manchester as a local interchange with upgraded and coded bus stops. • Develop public transport way-finder information boards within the University main reception areas. • Look at the feasibility of introducing electronic public transport way-finder booths within key reception areas. • Look at the feasibility of developing a Victoria Rail Station shuttle bus link. • Initiate a trial of running some of Bullocks Coaches’ bus fleet on 50% Bio- diesel and 100% vegetable oil.

Long Term Measures 2009-2011

• Lobby the City Council, GMPTE, GMPTA to re-regulate public transport to gain overall control of bus, train and tram provision. • Work with operators and the GMPTE/GMPTA to ‘clean up’ the fleet of buses on the Oxford Road Corridor. • Implement the Victoria Rail Station shuttle bus link project if feasible. • Work with the GMPTE/GMPTA to be at the forefront of Smart Card Technology and integrate with public transport ticketing.

7.2 Measures to Reduce Car Use

Short Term Measures 2007

• The new car park permit system:

This system will give financial and operational incentives to encourage staff to car share. To raise awareness of this (and to coincide with the launch of the new Car Parking Policy) it is intended to hold a series of morning and lunch time sessions, matching potential car sharers together. Two or more current car drivers would exchange their parking permits for one joint permit that is transferable between vehicles. To provide incentives for the scheme it is suggested that priority parking spaces and a reduced parking charge are offered to potential car sharers. Another

Page 19 of 31 method to match potential users could be through the online car sharing database and/or global emails asking for interested parties.

• Emergency Lift Home Scheme: One of the problems with car sharing - identified through national best practice - is the issue of emergencies. Staff are concerned about either being left at work if the car share driver has to leave unexpectedly, or not having a car available to them should an emergency happen. An emergency ride home scheme will therefore be proposed to ensure staff can respond to an emergency even if they have car shared that day. Details of the proposed scheme and its implications need to be considered prior to a final announcement.

• A new Car Parking Policy The new policy has been agreed and will be launched in August 2007.

Medium Term Measures 2007-2008

• Research the viability of introducing alternative fuels into the University’s fleet vehicles. • Integrate the University’s distance e-learning project into the Travel Plan. • Following the Student Travel Survey the HEP Travel Plan Co-ordinator will investigate ideas for working with the student population to encourage the use of public transport and discourage travel in private cars. A Student Travel Plan will then be produced.

Long Term Measures 2009-2011

• Integration of the Travel Plan into Flexible Working/Work Life Balance corporate strategies. • Introduce a reward scheme for users of non-car modes. • Review the University’s car parking policy and charging structure.

7.3 Measures to Promote and Facilitate Cycling and Walking

Short Term Measures 2006-7

• Bicycle User Group (BUG)

This has been established to encourage cycling as a means of travel to work. A draft Two Wheel Strategy has been developed to inform the Public Realm works currently under design. The University has promoted the salary sacrifice scheme for the purchase of bicycles and provided cycling maps on the Travel Plan web site.

Page 20 of 31 • Cycle Strategy

A Strategy for the whole University campus will be developed with input from the Directorate of Estates, University cyclists and commissioned consultants as part of the Public Realm works. A minimum standard of cycle facility will be provided for the new build schemes; future installation should be agreed along with location, security and access arrangements. All new buildings should contain shower and changing facilities and, where possible, equipment lockers. Additional cycle storage provision and existing shower and changing areas should be identified for use by cyclists, and improved where necessary. These facilities will also help people who wish to walk or run to work.

• Cycle Signage Strategy

A clear and robust Strategy will be developed between campuses that will also link into the wider City cycle network. In partnership with the City Council the University will work to develop safe, convenient and - wherever possible - traffic free routes into the campus.

• Cycle Proficiency Training

Subsidised training will be offered to staff at the University providing basic, intermediate and advanced courses throughout the spring/ summer.

• Cycle Route and Facilities Mapping

This project has been completed through a community mapping project supported by the City Council and University of Manchester School of Environment & Design (Geography). The maps were produced as leaflets and have also been posted on a permanent internet site. It is the intention to update this resource every two years and reproduce it in hard copy format as new facilities and routes into the campuses are developed.

• Promotion of Cycling

The University’s Directorate of Sport, Trading and Residential Services will be used to produce a ‘Cycling for Health’ campaign to promote cycling within the University. A ‘cycle buddies scheme’ will also be developed which will link experienced cyclists with first-time or inexperienced cyclists who travel into the University from similar areas.

Medium Term Measures 2007-2008

• Audit all current shower and changing facilities across the University campus, with a view to creating an open access policy for walkers and cyclists. • Ensure all new buildings contain shower and changing facilities available to staff who cycle or walk to work. • Research the feasibility of introducing pool cycles for staff and students.

Page 21 of 31 • Work with the City Council’s Cycling Officer to implement cycle route improvements on the Oxford Road corridor.

Long Term Measures 2009-2011

• Implement Phase II of the Public Realm cycling and walking infrastructure improvements. • Implement Phase II of the Public Realm cycle storage improvement. • As part of the Public Realm works, collaborate with the City Council to integrate the newly formed cycling routes into the wider city cycle network • Implement a pool cycle scheme for students and staff (if viable).

8. Vehicular Movement and Highway Modifications

The Estates’ Master Plan recommended a number of strategies to ease traffic congestion on Oxford Road and assist in the movement of people. Discussions continue with Manchester City Council and other stakeholders on the further development of the Oxford Road Corridor Transport Strategy and progress in the areas below will be subject to agreement with the Council and other agencies

• Re-allocation of road space to key locations on Oxford Road, carriageway narrowing and removing right turn movements. • Traffic calming effects and other benefits in terms of road safety, streetscape and improved community/campus and pedestrian connectivity would be achieved. • Signalised bus priority and bus lanes would support QBC aspirations for Oxford Road. • Removal of service vehicles from Oxford Road to maintain network capacity and remove conflict between public transport, private vehicles and access vehicles. • Outside-in approach for service vehicles, with Upper Brook Street, Higher Cambridge Street and Lloyd Street North being the primary routes for these. • Possible removal of highway links to/from Upper Brook Street to the Mancunian Way. • Improve pedestrian/cycle links and facilities at the Upper Brook Street/Sackville Street interface. • Improve and enhance the quality of pedestrian and cycle links between the two campus sites. • Removal of subway at Mancunian Way/Upper Brook Street interface and replacement with at grade crossings. • Possible return of Princess Street to two-way traffic flow to enable enhanced access between the north and the south. • Possible removal of roundabout at Higher Cambridge Street/Mancunian Way interface and replacement with at-grade signalisation and crossing facilities.

Page 22 of 31 9. Monitoring and Review Mechanisms

With such a changing environment on campus it is proposed that the Green Travel Plan is reviewed every five years. The University has also established targets and KPI’s to monitor the performance of the Green Travel Plan.

Targets 2006-2011

Much progress has been made on the Travel Plan. The challenge is to maintain and improve on the gains that have been made in reducing the number of staff driving to work. One area requiring promotion is car sharing, with only 3% of staff currently travelling to work as a car passenger. The rate of cycling is almost 4 times that of the local average of Greater Manchester 2001 census data, and car usage is 20% less. It is therefore felt that single occupancy vehicle trips can only be reduced marginally over the next 5 years, with small gains forecast in cycling and car sharing as set out below.

• Single occupancy vehicle usage 35% • Car Sharing 5% • Public transport 43% • Walking 7% • Cycling 10%

Indicators

• Number of discount tickets purchased • Number of staff using the interest free staff loan facility • Number of people car sharing • Number of cycles parked in the cycling parking bays

Monitoring

A full quantitative and qualitative travel survey will be carried out every 5 years to accompany this and provide an accurate modal split figure. A single modal split question will be included with the Annual Staff Satisfaction Survey. The modal split figure will then be obtained as an average over the five year period. This will provide a more accurate sample and help to eliminate the problem of bias.

10. Travel Plan Co-ordinator and Support

The University has a Travel Plan Working Group attended by the HEP Travel Plan Co-ordinator with representatives from Marketing, Information Technology, Finance, HR, Facilities and GMPTE Customer Services. This group will feed back progress on the University’s Green Travel Plan to the HEP Travel Plan Steering Group and the City Council. The group is pivotal in making decisions about the HEP Travel Plan and the progress of the travel plan measures. The group meets approximately every two months.

Page 23 of 31 11. Provision of Travel Information

The University is working in partnership with GMPTE to provide public transport maps, timetables and leaflets to staff and students. The updating and distribution of timetables is managed by the GMPTE Customer Services Department.

A staff travel website (University Travel Plan) has been created containing information about all the Travel Plan initiatives and up-to-date travel information, as well as a link to GMPTE’s journey planner site. The site will be regularly updated and improved.

One of the short term measures of the Travel Plan is to carry out public transport consultation days in partnership with the GMPTE Public Liaison Team. This will provide an opportunity for a large number of staff to collate public transport information for their journey. It will be a useful measure for staff that do not have access to the staff intranet on a regular basis.

12. Marketing

A Higher Education Precinct marketing group has been formed and meets on a regular basis to co-ordinate the internal promotion of all Travel Plan initiatives at each organisation.

The following methods will be used for marketing and promotion:

• Staff intranet site • Payslips • The Travel Plan. • Email to all staff members • “UniLife” magazine • Travel to Work Open Days • National Sustainable Travel Events e.g. ‘Bike to Work Day’

The University has included Travel Plan information within the corporate Induction Hand Book. It is also proposed that a Green Travel leaflet is produced that will be circulated with payslips to accompany the re-launch of the Travel Plan.

A regular article on Green Travel will be included in each issue of the University newsletter, UniLife. This will promote all the issues relating to Green Travel and keep them at the forefront of University policy.

From January 2006 the HEP Travel Co-ordinator will be based at the University for at least three days a week, allowing staff to access his expertise on any aspect of travel planning.

Page 24 of 31 It is proposed that a Best Practice Seminar is held in the autumn of 2007. Senior members of staff from the University and Manchester City Council will be invited, as well as local elected members and external stakeholders.

Page 25 of 31 Appendix A

Staff Travel Survey 1999

Faber Maunsell (formerly Oscar Faber) carried out a HEP Staff Travel to Work Survey in November 1999. The Higher Education Precinct Staff Travel Plan Report, produced in 2000, was the result of extensive data collection from 6,000 staff members out of a total staff population of 17,000. The report provided baseline data about how people travelled to work at the time.

Methodology

Questionnaires were distributed to all employees at each of the five organisations. A total of 16,412 forms were distributed and 6137 responses were obtained, showing an overall response rate of 37% which is very good for this type of survey.

Respondent Characteristics

Combined results for all institutions showed that the majority of staff respondents were female (61%), varying between 45% at RNCM up to 79% at CMHT. The sample contained a mix of age groups, and the age profile was younger at CMHT and higher at RNCM. Overall the largest group of employees fell within the 35 - 44 age group.

Univ of Manchester Modal Split

1% Walk 2% Car Driver 6% Car Passenger 9% Bus 5% Cycle Train 19% Tram Other 53% 5%

Page 26 of 31

UMIST Modal Split

Walk Car Driver 2% 4% Car Passenger 5% Bus Cycle 20% Train Tram 3% 49% Other 13% 4%

Main Findings

In order to make an analysis between the results of the travel survey carried out in November 1999 and November 2005 the baseline results at UMIST and Manchester University in 1999 have been merged.

Some headline findings included; • 53% of staff travelled to work by car, 87% of those did have a parking permit, 30% need their car for work during the day and about two thirds of staff travelled to work alone. • 8% of staff would consider cycling but only with the provision of continuous and segregated cycle paths. Shower and changing facilities and secure cycle parking were also factors that would encourage cycling to work. • The main reasons for people cycling, walking or using public transport were proximity to place of work. Cost and speed of the journey are other important factors. For cyclists and motorcyclists it is the cost benefit over both public transport and car that govern the decision. Health reasons are given by 8%, and 15% of walkers and cyclists respectively. • 34.9% would be willing to fund Travel Plan initiatives through extra parking fees

Many respondents already using public transport were happy with their service, but a similar number were not and would have been happy to switch to a car if it were possible. A large number of respondents, almost a third, felt they would like to be able to use public transport but couldn’t for a variety of reasons. A more comprehensive network, reliability, cost, frequency and - to a lesser extent - overcrowding, personal safety and cleanliness were all factors which discouraged the use of public transport. There was also support for a direct link between Manchester rail stations and the institutions and some mentioned a bus provided by the institution concerned.

Page 27 of 31 The table below shows the level of support for measures to manage future parking demand:

Average Score 1=strongly agree 5=strongly disagree RNCM UOM CMHT MMU UMIST Total Give priority to those 2.6 2.4 2.6 2.3 2.4 2.4 in a car sharing programme Those living closest 3.0 2.8 3.0 2.9 2.9 2.9 should not have a parking permit New employees 4.0 4.1 4.2 3.7 4.0 4.1 should not be given a parking permit Give priority to those 2.3 2.6 2.0 2.6 2.5 2.4 staff who work shift patterns Discounts on travel 1.7 1.6 1.9 1.5 1.5 1.6 cards for employees Better public 1.5 1.4 0 1.4 1.4 1.4 transport to and from campus

Page 28 of 31 Appendix B

Staff Travel Survey 2005

The Travel Plan Co-ordinator organised an updated Staff Travel Survey in 2005. The results below give an indication of progress since the original survey.

Methodology

By various means a total of 17,000 copies of the questionnaire were distributed to all employees at each of the five organisations. The survey was also hosted on all of the organisations’ staff intranets. A total of 2908 questionnaires were included in the analysis, consisting of 1389 questionnaires completed online and 1519 paper versions. This gave a response rate of 17% from across the Higher Education Precinct.

The response rate gained for this survey was quite low and the figures need to be viewed with some caution. In future years it is the intention that the modal spilt for each instution will be acquired annually and taken as a sample, to produce an average figure over a five year period. A full staff travel survey will then be conducted every five years to gain more qualitative information.

Respondent Characteristics

Combined results for all institutions show that the majority of respondents are female (64%), but this varies between 53% at RNCM up to 78% at CMMC. The sample contains a mix of age groups and the age profile is younger at CMMC and UoM, higher at RNCM. Overall the largest group of employees fall within the 35-44 age group.

The three universities have similar starting and finishing times for the majority of staff; most arrivals are concentrated between 7.00am and 10.00am with a peak between 8.30am and 9.00am. Departure times are spread out between 3.00pm and 6.00pm with a peak around 5.00pm.

Over a third of respondents live over 10 miles from their workplace and around 18% live within a potential walking distance of 3 miles.

Page 29 of 31 Univ of Manchester Modal Split 1% 1% Walk 3% 7% Car driver 19% Car passenger Bus 37% Cycle 8% Train Tram Motorcycle 21% 3% other

Main Findings

37% travel to work by car, 3% travel to work as a car passenger, 21% travel to work by bus, 19% travel to work by train, 3% travel to work on the tram, 8% travel to work by cycle, 7% travel to work on foot, 1% motorcycle, 1% others.

The single car occupancy figure for UoM (37%) has decreased by 14% between 1999 and 2005 and there have been significant increases in the use of other modes: train usage up 4%, bus usage up 5%, walking up 2% and cycling has doubled to 8%. There have however been slight falls in tram usage, down 3% and people travelling as a car passenger, down 2%.

44% of those who travel to work by car have a parking permit for an employee car park. This is a dramatic fall of 43% from the 1999 figure. It is likely that this is a result of significant losses of car parking provision, because of major construction work, during the period when the travel survey was conducted in 2005. 29% of staff needed their car for work during the day, a fall of only 1% from the last survey. Two thirds of staff travel to work alone, which was very similar to the last survey. The major reasons for people using their car to travel to work were convenience 24%, shift patterns 21%, reliability 14% and 10% stated there was no alternative. Over three quarters of motorists did not believe that the rising cost of motoring would influence their choice of transport.

71% of staff stated that nothing would encourage them to cycle. This indicates a 21% increase in staff willing to cycle if improvements were made, with safer cycle routes and improved shower and changing facilities as the most positive influences. The main reasons for people cycling, walking or using public transport was that they lived close by and wanted to exercise and save money.

Only 9% of staff who drove to work would consider walking to work; better street lighting and safer walking routes were factors that would encourage them to do so.

Page 30 of 31 63% of car drivers were willing to car share; help in finding a partner and priority spacing being the factors that would encourage more car sharing.

Only 20% of staff said that nothing would encourage them to use public transport, leaving a possible 80% (that currently drive to work) who would consider using this mode. Frequent, direct and more reliable services were the most important potential improvements. However when staff actually using public transport were surveyed there was an extremely high dissatisfaction rate: 41% of bus users and over 61% of train/tram users were dissatisfied with their journey to work. Overcrowding arose as a key issue of concern for bus users (68%), closely followed by reliability and punctuality. Overcrowding again arose as a key area of complaint by over 75% of train/tram users. Unreliability was the second area of concern, followed by expense.

Finally 30% would be willing to fund Travel Plan initiatives through extra parking fees - a drop of 5% from the last survey.

The table below shows the level of support for measures to manage future parking demand:

Average Score 1=strongly agree 5=strongly disagree RNCM UOM CMMC MMU Total Give priority to people with 2.1 2.1 2.1 2.3 2.2 caring responsibilities Give priority to those in 2.1 2.1 2.3 2.1 2.2 the car sharing scheme Give priorities to 3.6 3.5 3.4 3.4 3.5 employees with a long length of service Give priority to those staff 2.6 2.4 1.9 2.6 2.4 who work shift patterns Give priority to those 2.5 2.8 2.4 2.7 2.6 living furthest away Increase parking charges 3.4 3.5 4.0 3.5 3.6 to reduce demand

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