University of Sunderland - Travel Plan Final 200510-1

University of Sunderland 

Travel Plan Update 

2009/10 – 2012/13 

March 2010

University of Sunderland 

Travel Plan Update 2009 2009/10 – 2012/13 

March 2010 

Notice 

This document and its contents have been prepared and are intended solely for University of Sunderland’s 

information and use in relation to the University Travel Plan Update 2009/10 – 2012/13 2012/13. 

Atkins Limited assumes no responsibility to any other party in respect of or arising out of or in connection 

with this document and/or its contents. 

Document History 

JOB NUMBER: 5087709 

V1 Draft v1 

V2 Draft v2 

V3 Draft v3 

V4 Draft Final 

V5 Final for Issue 



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University of Sunderland Travel Plan Update 

5087709/University of Sunderland - Travel Plan Fin Final 

200510.docx


Contents 

Section 

Foreword 

Executive Summary 

1. Introduction 

1.1 The University ty of Sunderland 

1.2 Campus Redevelopment 

1.3 Travel Planning at the University 

1.4 Travel Plan Update Structure 

2. Site Audit 

2.1 Introduction 

2.2 City Campus 

2.3 Facilities on City Campus 

2.4 Sir Tom Cowie (St Peter’s) Campus 

2.5 Facilities on Sir Tom Cowie (St Peter’s) Campus 

2.6 Ashburne Campus 

3. Current Travel Patterns 

3.1 Staff Travel Patterns 

3.2 Student Travel Patterns 

3.3 Staff Compared with Students 

4. Travel Plan Objectives and Targets 

4.1 Travel Plan Objectives 

4.2 Travel Plan Targets 

5. Travel Plan Measures 

5.1 Summary of Travel Plan Implementation from 2007/08 to 2009/10 

5.2 2010 – 2012/13 Revised Travel Plan Measures 

List of Tables 

Table 2.1 – Distance from City Campus to Local Cities and Towns by Road 

21 

Table 2.2 – Middlesbrough to Newcastle and Metro Centre Line – Service Frequency 23 

Table 2.3 – Sunderland and Newcastle to Carlisle Line – Service Frequency 

24 

Table 2.4 – University y Metro Station – Service Frequency 

25 

Table 2.5 – Park Lane Metro Station – Service Frequency 

26 

Table 2.6 – Bus Services stopping on A183 Chester Road 

27 

Table 2.7 – Go North East Buzz Fare Ticket Prices 

28 

Table 2.8 – Stagecoach Corporate Annual Megarider Ticket Prices 

28 

Table 2.9 – Network Travel Ticket Fares 

31 

Table 2.10 – City Campus Parking Provision 2007 

36 

Table 2.13 – Staff and Student Parking Cost Options 

40 

Table 2.14 – University Parking Permit Applications 2008/09 and 2009/10 

41 

Table 2.15 – Sunderland City Centre Car Park Charges 

44 

Table 2.16 – St Peter’s Metro Station – Service Frequency 

49 



Page 

5 

7 

10 

10 

12 

17 

19 

20 

20 

20 

36 

48 

52 

55 

59 

60 

88 

113 

114 

114 

115 

119 

119 

122 

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Table 2.17 – Bus Services Stopping at St Peter’s Campus 

51 

Table 2.18 – St Peter’s Campus Parking Provision 2007 

52 

Table 2.21 – Bus Services Stopping at Ashburne Campus 

56 

Table 3.1 – 2009 Modal Split (Main Mode of Transport) – All Staff 

60 

Table 3.2 – 2007 and 2009 Modal al Split Comparison (Main Mode of Transport) – All Staff 61 

Table 3.3 – 2009 Modal Split Comparison by Campus – All Staff 

61 

Table 3.4 - 2009 Modal Split (Occasional Mode of Transport) – All Staff 

62 

Table 3.5 – 2009 Mode of Transport t for Business Trips – All Staff 

63 

Table 3.6 – 2009 Mode of Transport used to travel between Campuses – All Staff 

64 

Table 3.7 - 2009 Improvements to encourage travel by Bus between University Campuses – All Staff 65 

Table 3.8 – 2009 Postal District Data – All Staff 

65 

Table 3.9 – 2007 and 2009 Comparison of Dista Distance Travelled by to Work – All Staff 

68 

Table 3.10 – 2009 Time taken to travel to work – All Staff 

69 

Table 3.12 - 2007 and 2009 Comparison of Start Times – All Staff 

71 

Table 3.13 - 2007 and 2009 Comparison of Finish Times – All Staff 

71 

Table 3.14 - 2007 and 2009 Comparison of Contracted Working Hours – All Staff 

72 

Table 3.15 –2009 Age Groups – All Staff 

72 

Table 3.16 – 2009 Distance Travelled to Work - Staff Car Drivers 

74 

Table 3.17 – 2009 Time taken to Travel to Work – Staff Car Drivers 

75 

Table 3.18 - 2009 Time taken n to Travel to Work by those that Live within 4 Miles – Staff Car Drivers 75 

Table 3.19 –2007 2007 and 2009 Comparison of Parking Statistics – Staff Car Drivers 

76 

Table 3.20 – 2009 Comparison of Parking Statistics between Campuses – Staff Car Drivers 76 

Table 3.21 – 2009 Main Reason for Travelling by Car to the University – Staff Car Drivers 78 

Table 3.22 – 2009 Occasional Mode of Travel – Staff Car Drivers 

79 

Table 3.23 – 2009 Incentives to Encourage Car Sharing – Staff Car Drivers 

79 

Table 3.24 – 2009 Incentives to Encourage Public Transport Use – Staff Car Drivers 

80 

Table 3.25 – 2009 Incentives to Encourage Walking and Cycling – Staff Car Drivers 

82 

Table 3.26 – 2009 Distance Travelled to Work – Staff PT Users 

83 

Table 3.27 - 2009 Time taken to Travel to Work - Staff PT Users 

84 

Table 3.28 - 2009 Distance Travelled to Work – Staff Pedestrians and Cyclists 

86 

Table 3.29 - 2009 Time taken to Travel ravel to Work - Staff Pedestrians and Cyclists 

87 

Table 3.30 – 2009 Modal Split (Main Mode) – All Students 

88 

Table 3.31 – 2007 and 2009 Modal Split Comparison (Main Mode) – All Students 

88 

Table 3.32 – 2009 Comparison of Modal Split by Campus – All Students 

89 

Table 3.33 - 2009 Modal Split plit (Occasional Mode) – All Students 

90 

Table 3.34 – 2009 Mode of Transport used to travel between Campuses – All Students 91 

Table 3.35 – 2009 Improvements to encourage travel by Bus between Campuses – All Students 92 

Table 3.36 – 2009 Postal District Data – All Students 

92 

Table 3.37 – 2007 and 2009 Comparison of Distance Travelled to University – All Students 96 

Table 3.38 – 2009 Time taken to Travel to University – All Students 

97 

Table 3.39 – 2007 and 2009 Comparison of Study Days per Week – All Students 

97 

Table 3.40 – 2007 and 2009 Comparison of Start Times – All Students 

98 

Table 3.41 – 2007 and 2009 Comparison of Finish Times – All Students 

99 

Table 3.42 –2009 Age Groups – All ll Students 

99 

Table 3.43 – 2009 Distance Travelled to University – Student Car Drivers 

101 

Table 3.44 – 2009 Time taken to Travel to University - Student Car Drivers 

102 

Table 3.45 - 2009 Travel time to University by those that Live within 4 Miles – Student Car Drivers 102 

Table 3.46 - 2007 and 2009 Comparison of Parking Statistics – Student Car Drivers 

103 

Table 3.47 – 2009 Comparison of Parking Statistics between Campuses – Student Car Drivers 103 



2


Table 3.48- 2009 Main Reason for Travelling by Car to the University – Student Car Drivers 105 

Table 3.49 – 2009 Occasional Mode of Travel – Student Car Drivers 

106 

Table 3.50 – 2009 Incentives to Encourage Car Sharing – Student Car Drivers 

106 

Table 3.51 – 2009 Incentives to Encourage Public Transport Use – Student Car Drivers 107 

Table 3.52 – 2009 Incentives to Encourage Walking and Cycling –Student Student Car Drivers 108 

Table 3.53 – 2009 Distance Travelled to the University – Student PT Users 

109 

Table 3.54 - 2009 Students Public Transport Users, Time taken to Travel to University 110 

Table 3.55 - 2009 Distance Travelled to University – Student Pedestrians & Cyclists 

111 

Table 3.56 - 2009 Students Walkers and Cyclists, Time taken to Travel to University 

112 

Table 3.57 - 2009 Comparison of Staff and Student Travel Modes 

113 

Table 4.1 – 2007/08 Staff Modal Split Targets and Performance 

115 

Table 4.2 – 2007/08 Student Modal Split Targets and Performance 

117 

Table 4.3 – Revised Staff Modal Split Targets 

117 

Table 4.4 – Revised Student Modal Split Targets 

118 

Table 5.1 – Travel Plan Action Plan – Performance Summary 2007/08 to 2009/10 

120 

Table 5.2 – Revised Cycle Parking Spaces 

123 

Table 5.3 – Measure 1: : Cycle Parking Facilities 

124 

Table 5.4 – Motorcycle Parking Spaces 

124 

Table 5.5 – Measure 2: Motorcycle Parking Facilities 

125 

Table 5.6 – Measure 3: Changing Rooms and Showers 

125 

Table 5.7 – Measure 4: Walking and Cycling Routes 

126 

Table 5.8 – Measure 5: Signage 

127 

Table 5.9 – Measure 6: Car Parking Charges and Enforcement 

130 

Table 5.10 – Measure 7: Parking Management System 

130 

Table 5.11 – Measure 8: University Vehicle Fleet & Business Travel 

131 

Table 5.12 – Measure 9: Reducing the need to Travel 

132 

Table 5.13 – Measure 10: Car Share Scheme 

133 

Table 5.14 – Measure 11: Public Transport 

134 

Table 5.15 – Measure 12: Cycling and Walking 

135 

Table 5.16 – Measure 13: Travel Plan Management 

137 

Table 5.17 – Measure 14: Promotion and Profile Raising 

138 

Table 5.18 – Measure 15: Travel Plan Mo Monitoring and Reporting 

139 

Table 5.19 – Measure 16: Site Management Plan 

141 

Table 5.20 – Revised Travel Plan Action Plan 2010 2010-2012/13 

142 

List of Figures 

Figure 1.1 – University of Sunderland Location Plan 

Figure 1.2 – Future City Campus Layout 

Figure 1.3 – Future St Peter’s Campus Layout 

Figure 1.4 – Tyne & Wear LTP2 – Travel Plans and other LTP objectives 

Figure 2.1 – City Campus Location Plan 

Figure 2.2 – Middlesbrough to Newcastle and Metro Centre Line – Route Map 

Figure 2.3 – Sunderland and Newcastle to Carlisle Line – Route Map 

Figure 2.4 – Metro Network Map with Charging Zones 

Figure 2.5 – Tyne & Wear Network Zone Map 

Figure 2.6 – Cycle Routes around the City Campus 

Figure 2.7 – Pedestrian Routes identified in the Development Framework 2009 

Figure 2.8 - City Campus ampus Parking Provision 2007 



11 

14 

16 

17 

20 

22 

23 

25 

31 

34 

35 

36 

3


Figure 2.9 – City Campus Parking Provision 2009 

37 

Figure 2.10 - City Campus Travel Hub, planned Pedestrian and Vehicular Access 

43 

Figure 2.11 – St Peter’s Campus Location Plan 

48 

Figure 2.12 - St Peter’s Campus Parking Provision 2007 

52 

Figure 2.13 – St Peter’s Campus Parking Provision 2009 

53 

Figure 2.14 – Ashburne Campus Location Plan 

55 

Figure 2.15 – Cycle Routes at Ashburne Campus 

57 

Figure 3.1 – 2009 Frequency of Business Travel – All Staff 

63 

Figure 3.2 – 2009 Frequency of Travel between Campuses – All Staff 

64 

Figure 3.3 - 2009 Origins Density Map – All Staff 

66 

Figure 3.4 – 2009 Origins by Mode of Transport – All Staff 

67 

Figure 3.5 - 2007 and 2009 Comparison of Distance Travelled by to Work – All Staff 

68 

Figure 3.6 – 2009 09 Time taken to Travel to Work – All Staff 

69 

Figure 3.7 - 2007 and 2009 Comparison of Days Worked per Week – All Staff 

70 

Figure 3.8 – 2009 mode of transport for respondents with a disability – All Staff 

73 

Figure 3.9 - 2009 Distance Travelled to Work - Staff Car Drivers 

74 

Figure 3.10 – 2009 Vehicle Engine Size – Staff Car Drivers 

77 

Figure 3.11 – 2009 Vehicle Fuel Type – Staff Car Drivers 

77 

Figure 3.12 - 2009 Distance Travelled to Work – Staff PT Users 

83 

Figure 3.13 - 2009 Distance Travelled to Work – Staff Pedestrians and Cyclists 

86 

Figure 3.14 – 2009 Frequency of Travel between Campuses – All Students 

91 

Figure 3.15 – 2009 Origin Density Map – All Students 

93 

Figure 3.16 - 2009 Origins by Mode of Tra Transport – All Students 

95 

Figure 3.17 – 2007 and 2009 Comparison of Distance Travelled to University – All Students 96 

Figure 3.18 – 2009 Time taken to Travel to University – All Students 

97 

Figure 3.19 - 2007 and 2009 Comparison of Study Days per Week – All Students 

98 

Figure 3.20 - 2009 Distance Travelled to University – Student Car Drivers 

101 

Figure 3.21 - 2009 Vehicle Engine Size – Student Car Drivers 

104 

Figure 3.22 –2009 2009 Vehicle Fuel Type – Student Car Drivers 

104 

Figure 3.23 - 2009 Distance Travelled to the University – Student PT Users 

109 

Figure 3.24 - 2009 PT Ticket Options – Student PT Users 

110 

Figure 3.25 - 2009 Distance Travelled to University – Student Pedestrians & Cyclists 

111 



4


Foreword 

The University of Sunderland continues to play a major role in the shaping of lives and places on a local, 

regional, national and international level. The Corporate Plan for the next 5 years outlines the University’s 

commitment to building a sustainable fu future ture for the organisation and the local community from an economic, 

social and environmental perspective. 

There are exciting times s ahead. The emerging economic MMasterplan 

asterplan for the City promotes Sunderland as ‘an 

entrepreneurial University City at the hear heart t of a low carbon economy’. The City forms part of the UK’s first Low 

Carbon Economic Area with both the City Campus and the Sir Tom Cowie Campus offering opportunities to 

pioneer a low carbon future. This not only places the University at the heart of civ civic ic regeneration, but ensures 

that environmental sustainability remains at the top of the local agenda. 

There are also challenging times ahead. The funding framework for the higher education sector over the 5 

year period will have a major impact on the oorganisation’s 

rganisation’s development plans and its ability to meet long term 

sustainability objectives. In particular, the increasingly onerous carbon reduction targets will have a bearing on 

the University’s financial health. 

The University of Sunderland is well pplaced 

laced to meet these challenges and remains committed to the 

development of excellent learning, teaching, leisure and living spaces to meet the current and future demands 

of the modern day student. The University’s accommodation strategy outlines a target t tto 

reduce the size of the 

estate by 15% to meet sustainability targets. This includes the planned relocation of activity from Ashburne 

House onto the main campus sites within the next 22-3 

years. However, higher concentrations of students and 

staff at these sites will inevitably place increasing demands on the University estate and existing travel 

infrastructure. 

Since 2005 the University has achieved many significant and positive changes in the area of sustainable travel 

which has contributed to a major improvement provement in customer service and experience. Our proactive approach to 

travel planning places the University in a strong position to meet future challenges and more specifically, 

reduce the environmental risk and impact of these campus developments whilst ensuring that sustainability 

and carbon reduction objectives are met. 

This Travel Plan Update builds on the previous travel initiatives developed and implemented by the University. 

Taking into account future campus developments, its key aims are to suppo support rt the long term sustainability of 

the organisation and further improve the travel experience for students, staff and visitors alike, whilst 

supporting local and regional travel strategies by continuing to reduce the impact of travel on the environment. 

In order to achieve an environmentally sustainable organisation, it is important that all stakeholders of the 

University take not only a collective but a personal responsibility for how their actions and travel habits impact 

on the environment and the day-to-day day operation of the University as a whole. 

Shirley Atkinson 

Deputy Vice Chancellor (Resources and Co Corporate Governance) 



5




6


Executive Summary 

University of Sunderland - A Changing University 

The University of Sunderland is currently in the process of a major redevelopment, which includes the removal 

and refurbishment of a number of University buildings. The redevelopment of the City is guided by the City 

Campus Development Framework and the long term development of the Sir Tom Cowie Campus at St Pet Peter’s 

is outlined in the and St Peter’s Campus Masterplan. Both development documents fall under the umbrella of 

the University Accommodation Strategy 2004/05 2004/05-2014/15. 

The City Campus Development Framework has resulted in the demolition of several Univ University buildings, 

completion of the Gateway building, a re re-fit fit of the Murray Library, remodelling of the Edinburgh Building and 

the completion of CitySpace, the new University Sports and Social Centre. Several developments are currently 

under construction and many are planned for the future. The St Peter’s er’s Campus Masterplan outlines a long 

term development strategy for the campus to provide additional academic, commercial and residential floor 

space. The Masterplan is incorporated into the Supplementary Pla Planning nning Document (SPD) for the St Peter’s 

Riverside and Bonnersfield area. 

Commitment to Sustainable Development 

The University of Sunderland is firmly committed to effectively managing sustainable campus development, 

reducing its carbon output and promoting sustainable modes of transport. These are key objectives for the 

University and are outlined in the Environmental and Sustainable Policy Statement and Institution Institutional Strategy 

2009/2011. 

To support the objectives outlined in this strategy, the University of Sunderland has produced and regularly 

updated the University Travel Plan and Parking Strategy. The University Travel Plan and Parking Strategy 

Update (2009/10 – 2012/13) 012/13) builds on previous versions of the documents. s. These documents set targets and 

measures for reducing single occupancy car journeys to the University whilst outlining the benefits of and 

options ons for travelling to the University by more sustainable modes. . The documents are produced in 

conjunction with key local and regional partners partners. 

Key Travel Plan Achievements 

Over the last two years, the University has worked tirelessly on progressing its sustainability policies and th the 

Travel Plan. This has been recognised with the University winning two prestigious awards: 

• In November 2009, the University became the first organisation in the North East ast region to be presented 

with the Carbon Trust Standard Standard, which demonstrates the University’s commitment to a year on year 

reduction in carbon emissions; ; and 

• In 2008, the University also received a gold standard Smarter Choices Award in recognition of its 

comprehensive University Travel Plan. 

The he University has also been successful in implementing the following measures: 

• New and improved cycle parking at City Campus through the opening of the new Cycle Hub Hub, new cycle 

storage at Technology Park and new shower and changing facilities at CitySpace; 

• Successful implementation of an online parking management system, with car park usage closely 

monitored and car park policy enforced; 

• A good level of uptake for car sharing, with the 6 car share spaces at City Campus fully utilised; 

• Improvements made to the University Campus Bus Service, with improved bus stop signage, timetables 

and increased service frequency at peak times times; 

• Public transport discounts through the £40 Metro Card and four new discounted bus/rail tickets; 

• Implementation of a salary sacrifice scheme for staff to purchase bikes; 



7


• Establishment of a new Sustainable Travel Environmental Action Group (EAG); and 

• Promotion and profile raising through promotional travel days 

Key Survey Findings and Issues 

The 2009 staff and student travel to work surveys revealed some varied results. Between 2007 and 2009, 

there has been a 0.5 percentage point increase in staff cycling and walking to the University, with student car 

users down by 3.9 percentage entage points and students walking to the University increasing by 9 percentage 

points. However, there has been a 2.7 percentage point decrease in staff public transport usage and 4.4 

percentage point increase in staff car drivers, although the majority of this increase is due to an increase in car 

drivers with passengers. It should also be noted that any increases in car use and decreases in public 

transport use are representative of regional trends as the Tyne and Wear area has seen increased car use 

and decreases ases in public transport usage. 

The travel to work survey also revealed that 28.9% of staff car drivers and 26.6% of student car drivers 

currently live within 4 miles of the University, which indicates that there are a large proportion of car journey journeys 

which could be catered for by sustainable modes or public transport. 

The 2009 parking count survey data also confirmed that City Campus car parks are currently over capacity on 

most weekdays. Parking conditions are particularly difficult earlier in the week, with City Campus car parks 

14% over capacity on Tuesdays. 

The parking situation is expected to deteriorate further when the Ashburne Campus closes in 2011, with 

Ashburne car drivers transferring to the City Campus. If parking charges at the Univers University remain low 

(compared to equivalent higher education institutions) and parking capacity is reduced by 2012, this will result 

in City Campus car parks being up to 34% over capacity by 2012. 

If the University does not react to the findings from the trave travel l to work and parking count surveys as outlined 

above, then the University is likely to encounter the following problems: 

• Continued increase in single occupancy car use; 

• Increased pressure on City Campus parking with conditions worsening; 

• Increased congestion in and around the City Campus; and 

• Negative impact on the campus environment and safety 

Recommended Solutions 

It is essential that staff, students and visitors have the best possible experience of the redeveloped City 

Campus. There are a number of solutions which the University can implement to reduce single occupancy car 

use and minimise future parking demand. It is therefore recommended that the University increases the cost of 

its parking charges in the 2010/11, 2011/12 and 2012/13 academic ye years. ars. There will be a significant increase 

for staff mandate holders, with the cost of these permits increasing to £295 per year by 2012/13. The cost of 

pay and display and visitor parking rates will also increase. Revenue generated from increasing parking 

charges will continue to be invested a wide variety of sustainable travel measures measures, , something which the 

University has been extremely successful and proactive in over the last four years. 

In addition to implementing increased parking charges, the Universi University ty will also investigate complimentary 

solutions which could include: 

• Apply a restriction to the total number of parking permits issued to staff and students with permits issued 

on a needs basis; 

• Investigate the possibility of removing staff annual mand mandate ate permits completely, using only pay and 

display parking for both staff and students; and 

• Introduce a ‘Cash Out’ scheme, where car drivers could be compensated by the University by giving up 

their right to a parking space 



8




9


1. Introduction 

1.1 The University of Sunderland 

In the academic year 2009/10, the University of Sunderland provided higher education services to 

just under 13,900 students 

University campuses: City, Sir Tom Cowie (St Peter’s) and Ashburne. A location plan of the three 

campuses is shown in Figure 

1 of Sunderland provided higher education services to 

. Approximately 1,500 staff work at the University University, based at the three 

campuses: City, Sir Tom Cowie (St Peter’s) and Ashburne. A location plan of the three 

Figure 1.1 overleaf. 

It should be noted that the figures for staff and students are based on total headcount (staff and 

students working and studying on Sunderland based campuses), which is consistent with the staff 

and student figures used in the 2007/08 travel plan document. The headcount figure does not 

include students who study at partner colleges. The estimated full time equivalent (FTE) for 2009/10 

would be 1,321 staff and 9,844 students students. 

Due to the split t site operation of the University, both students and staff travel between the 

campuses during the day to attend lectures and to use the various facilities facilities. Presently, the 

University offers student accommodation in halls of residence in the following locations 2 : 

• Clanny House - Hylton Road, cclose 

to Millfield Metro station; 

• The Precinct (currently urrently under re re-development) - Chester ster Road, close to City Campus Campus; 

• Panns Bank - River Wear ssouth 

bank, close to city centre; 

• Scotia Quay - River Wear ssouth 

bank, close to city centre; 

• The Forge (2009/10 2009/10 part occupied by University of Sunderland. 2010/11 will see the 

completion of full refurbishment of site reopening as a privately managed site site) – Neville Road; 

and 

• All Saints – a University managed house with 105 bedrooms located close to the St Peter’s 

Campus. 

1 

The 2009/2010 estimates show 13,869 students students. Survey analysis in this document is based on the actual 2008/09 student count of 

13,737 students. 

2 

Further information on accommodation at the University can be found on the University website at the following link: 

http://services.sunderland.ac.uk/facilities/residentialservices/lookingforaccommodation/accommodationoptions/hallsofresidence 

http://services.sunderland.ac.uk/facilities/residentialservices/lookingforaccommodation/accommodationoptions/hallsofresidence/ 


10 

200510.docx


3 

Source: http://www.sunderland.ac.uk/images/University%20of%20sunderland%20campus%20map.pdf 

5087709/University of Sunderland - Travel Plan Final 200510.docx 

Figure 1.1 – University of Sunderland Location Plan 3 

11


1.2 Campus Redevelopment 

1.2.1 Accommodation Strategy 

The primary and secondary objectives bjectives for the development 

of the entire University estate are ide identified through the 

University Property Planning Framework ramework and are outlined 

in the Strategic Planning Group Value Management TTree, 

a copy of which is contained in 

Appendix A. The primary ry objectives are summarised below: 

• Delivery of the two campus Accommodation Strategy; 

• Continued regeneration of the City Campus; 

• Re-energise nergise the St Peter’s Campus as the ‘Campus by the Coast’; 

• Develop pedagogically driven technology rich learning, teachin teaching g and working environments; 

• Develop and implement enhanced links to and between City and St Peter’s Campus Campus; 

• To continue to develop systems and procedures to support sustainable campus planning; 

• To develop commercial business model for the management of ca campus mpus facilities; and 

• To develop strategic partnerships to support campus developments and opportunities 

enterprise 

1.2.2 City Campus Development Framework 2009 

Since the publication of the 2006 City Campus Development Framework 

Browns, the University has invested heavily in the City 

Campus, providing new and exciting facilities on the sites 

of redundant buildings. The 2006 Development 

Framework focussed heavily on the City Campus Campus. The 

revised 2009 Development Framework connects the 

developments at the University with developments in the 

city of Sunderland and aims to establish the City Campus 

as one of Sunderland’s major destination points. The 

principal transport objectives of the framework 4 2006 City Campus Development Framework produced by Faulkner 

are: 

• Improved / new arrival points and thresholds thresholds; 

• Clear pedestrian circulation spines; 

• Improved public realm spaces; 

• Segregated service routes; 

• Redefined parking zones with improved parking controls; 

The University is committed to the delivery of business 

activities on a two campus basis as ident identified within the 

Accommodation Strategy 2004/05 to 2014/15 2014/15. The 

Accommodation Strategy assesses surplus accommodation 

on campus and will be used to manage the reorganisation 

and disposal of specific sites which are geographically 

isolated from the two main n campus sites. 

4 

For detailed descriptions of each element of the strategy, refer to the 2009 Development Framework Document Page 15 



12


• Highway improvements; mprovements; and 

• Better pedestrian and public transport links with St Peter’s Campus Campus. 

As part of the City Campus Development Framework, the following key projects have already 

been undertaken at the City Campus: 

• Demolition of Wearmouth Hall, Edinburgh Lecture Theatre, Edinburgh workshops and the 

Centre for Sports and Recreation Recreation; 

• Completion of the Gateway Building; 

• Fit out of the Murray Library; 

• Internal re-modelling modelling of the Edinburgh Building; 

• Reorganisation of Tec Technology Park to facilitate vacation of Hind Street Street; and 

• Completion of CitySpace – the new University Sports and Social Centre (pictured). 

In addition to projects already completed, the following emerging projects are identified in the 

2009 Development Plan Update: 

• New Faculty Building on St Michael’s Way; 

• Remodelling of the Design Centre; 

• Public realm improvements and arts project; 

• Centralised compoun compound for waste management; 

• Enhance Murray Library / Chester Road Facade; 

• Development of the proposed Hind Street Hotel and Conference Centre Centre; and 

• Priestman Building and Technology Park identified as long term development sites which 

could be leased to local business or disposed through sale sale. 

The implementation will be phased, with many projects scheduled for completion by the 2012/13 

academic year. . The phased strategy is requi required red so projects can be delivered in sequence which 

will allow the City Campus and the University as a whole to function as normal. 

Figure 1.2 overleaf is an extract from the latest version of the City Campus Development 

Framework and shows the expected layout of the City Campus on once re-development development work has 

been completed. 



13



Figure 1.2 – Future City Campus Layout 

14


1.2.3 St Peter’s Campus Masterplan Report 2009 

The Sir Tom Cowie Campus at St Peter’s was developed between 1993 and 2003. The £50m 

campus is now home to approximately half of the University’s ’s student population and the campus 

has won numerous design awards and according was recently named one of the top five 

campuses in the UK with a ‘wow factor by the Commission for Architecture and the Built 

Environment (CABE). The current campus includes the following buildings buildings: 

• Reg Vardy Centre; 

• David vid Goldman Informatics CCentre; 

• Prospect Building; 

• Media Centre; 

• St Peter’s Library; and 

• Sixth Form College 

In addition to the above, it is expected that the National Glass Centre will be absorbed into St 

Peter’s Campus operations by August 2010. 

The development of the campus is being guided by the St Peter’s Campus Masterplan Masterplan, which 

defines the long term m development strategy for the campus to provide additional academic, 

commercial and residential floor space. The continued development of the he St Peter’s Campus will 

provide a significant area of growth and change which will significantly contribute to the re- 

generation of the city ity of Sunderland. The Masterplan has been produced with Sunderland City 

Council and Sunderland underland ARC, who have supported the University’s expansion proposals as 

shown by the Masterplan’s ’s incorporation into the Supplementary Planning Document (SPD) for 

the St Peter’s Riverside and Bonnersfield Planning Framework Framework. 

In terms of transport, the St Peter’s Campus Masterplan considers the following following: 

• Highways - minor inor amendments to the highways ighways access to the campus, including an 

adjustment in the road layout at the turning point at Charles Street and Palmers Hill; 

• Bus – new bus stop at the end of the central pedestrian walkway near the reception building 

at Dame Dorothy Street Street; and 

• Parking – no significant increase in current provision, use managed through parking permits. 

There is no set date for completion of the St Peter’s Campus Masterplan as this is part of a 

planning framework which allows flexibility in the future. 

Figure 1.3 overleaf is an extract from the latest version of the St Peter’s Campus Masterplan and 

shows the expected layout of the campus once the Masterpla Masterplan n has been implemented. 


15



16 

Figure 1.3 – Future St Peter’s Campus Layout


1.3 Travel Planning at the University 

1.3.1 Policy Context 

Sunderland City Council actively encourages organisations based in Sunderland to develop and 

implement travel plans to reduce congestion and enhance the city’s environment. The second 

Tyne and Wear Local Transport Plan (LTP2) sets the transport strategy for the period 2006 2006-11 

for the Tyne and Wear metropolitan area, including Sunderland Sunderland. . The LTP identifies travel plans 

and their implementation in the area as as: 

“Central entral to meeting congestion and mode shift objectives of LTP2 as well as other 

overarching priorities” 

Figure 1.4 – Tyne & Wear LTP2 – Travel Plans and other LTP o 

The University of Sunderland developed its first travel plan in 2000, in accordance with the 

Government’s Transport White Paper 

Through this travel plan, the 

including: car parking management, 

facilities, car share scheme and corpora 

Groups and a Travel Focus Group were set up in 2005/06 to develop and implement 

initiatives 7 of Sunderland developed its first travel plan in 2000, in accordance with the 

Transport White Paper ‘A New Deal for Transport: Better for Everyone’ Everyone’. 

travel plan, the University implemented a number of sustainable transport initiatives 

including: car parking management, University campus bus service, cycle and motorcycle parking 

facilities, car share scheme and corporate te metro saver tickets available for staff. Strategic Travel 

Travel Focus Group were set up in 2005/06 to develop and implement these travel 

. 

For the period 2006/07 – 2007/08, the University adopted an Environmental and Sustainabl Sustainable 

Development (ESD) Policy and Strategy. This has recently been updated with the Environmental 

and Sustainable Policy Statement and Institutional Strategy 2009/2011 2009/2011, reflecting internal 

reconfiguration and a change in the environmental priorities at the University iversity. 

The ESD policy sets the following institutional objective: 

6 

Tyne & Wear LTP2 2006-2011 2011 Chapter 6 Travel Plans 

7 

These groups have been replaced with the Sustainable Travel EAG Group 


17 

objectives 6


‘To be recognised locally, nationally and internationally as an institution which actively 

encourages and embraces environmental responsibility and sustainable development 

principles’. 

The ESD strategy has been developed through the Higher Education Carbon Management 

Programme and containss 

eight core strands: 

• Waste Management; 

• Sustainable Procurement; 

• Carbon Management; 

• Curricula and Pedagogy 

• Energy Management; 

• Sustainable Transport; 

• Biology; and 

• Sustainable Campus Development 

Development. 

1.3.2 University Awards 

Travel Planning and Sustainable Transport are a core objective of the University’s strategy and 

the University aims to build upon recent successes in this area. 

This has included the he University being awarded the Carbon Trust Standard 

a year on year reduction in carbon emissions from electricity and gas consumption as well as 

vehicles fuel use. . The University wa was the first and at present is the only organisation in the 

East ast to achieve this standard 8 Carbon Trust Standard, which demonstrates 

consumption as well as fleet 

only organisation in the North 

. 

In 2008, the University of Sunderland was awarded a Smarter Choices 

the comprehensive University 

awarded a Tyne & Wear Travel Plan Accreditation 

organisation in the North East to be awarded the Gold standard 

found in Appendix B. 

9 Award in recognition of 

University Travel Plan. To date, only a handful of organisations have been 

a Tyne & Wear Travel Plan Accreditation, , with the University of Sunderland the first 

the North East to be awarded the Gold standard. A copy of the certificates can be 

1.3.3 The University Travel Plan Update 

A Travel Plan is a Sustainable Transport SStrategy 

developed veloped for a specific site which aims to 

reduce the number of motorised vehicles driving to and from the site. It uses a comprehensive 

analysis of the site’s characteristics, facilities and accessibility accessibility, , as well as its users users’ travel patterns, 

to encourage staff, students and visitors to use more sustainable modes of transport transport, such as 

cycling, walking, , public transport and car sharing sharing. 

This document introduces an Updated University Travel Plan for 2009/10. . The updated travel plan 

has been produced with support from the City Council Travel Plan Officer. It considers the latest 

Council Workplace / Occupier Travel Plan guidance, uses up to date staff and student travel 

survey data and best practic practice. A copy of the Council travel plan guidance document can be found 

in Appendix C. The updated travel plan will continue to support the University University’s environmental 

objectives. 

8 

More information on the Carbon Trust Standard can be found at www.carbontruststandard.co.uk. 

9 

Smarter Choices is a new project, funded for 3 years from the Local Transport Plan for Tyne & Wear and aims to promote travel plans 

for workplaces, schools and residential areas, and to launch a marketing campaign across Tyne & Wear encouraging residents to 

switch to more sustainable forms of transport. 


18


This revised travel plan also takes into account the planned and ongoing re re-development of the 

City / St Peter’s Campuses es and the need for the University to manage its car parking resource 

efficiently. 

1.3.4 The University Parking Strategy Update 

Sections s 2.3.1.1 (Car Parkin Parking g Facilities on City Campus) 2.4.2.1 (Car Parking Capacities on St 

Peter’s Campus) and 2.5.2.1 (Car Parking Facilities on Ashburne Campus) provide an overview of 

current and future parking capacities and an explanation of the University Parking Management 

System, including enforcement and ppermit 

charges / numbers. The sections tions also provide an 

overview of current car park access, compare University parking charges with those at city centre 

car parks and detail arrangements for car share parking, disabled parking and contractor parking. 

An Updated University of Sunderland Parking Strategy has been produced in conjunction with 

this Travel Plan Update. The Updated Parking Strategy assesses in more detail the car parking 

facilities on the University Campuses, but also assesses current parking usage by comparing car 

parking counts from December 2009 with 2007 and examines the future parking situation at the 

University considering: 

• planned changes to parking capacities at the City and St Peter’s Campuses as detailed in the 

City Campus Development Framework 2009 and the St Peter’s Campus Masterplan 2009; 

and 

• the he absorption of the National Glass Centre and Ashburne Campus into University 

operations. 

The Parking ng Strategy also puts forward, discusses and revises a number of parking mmanagement 

options, including: 

• reducing the demand for parking through revision of parking charges and monitoring of 

permit applications; 

• enhancing nhancing the customer experience, which includes measures such as Variable Messaging 

Signs (VMS) and Park & Ride; 

• providing roviding sustainable transport alternatives through car share parking and investment in 

sustainable modes; and 

• enforcing the car parking policy through new software, collection of penalty charges and 

close collaboration oration with Sunderland City Council Council. 

1.4 Travel Plan Update Structure 

The remainder of this document is structured as follows: 

• Section 2: includes an updated site audit and details the current facilities on both the City, St 

Peter’s and Ashburne Campuses Campuses; 

• Section 3: analyses ccurrent 

travel patterns and compares the 2007/08 and 2009/10 staff and 

student travel surveys results; 

• Section 4: updates the Travel Plan’s objectives and targets; 

• Section 5: updates the Travel Plan measures, , including an updated table of actions. 


19


2. Site Audit 

2.1 Introduction 

This section updates and evaluates access provision to the University of Sunderland campuses. 

Information which applies equally to both the City Campus and St Peter’s Campus is included in 

the City Campus section only. New University travel initiatives / options for staff and students are 

highlighted in the green boxes boxes. 

2.2 City Campus 

2.2.1 Access to City Campus 

The University of Sunderland City Campus is located 0.5 miles to the west of Sunderland city 

centre, on the A183 Chester Road Road. Figure 2.1 shows the location of the Univers University in relation to 

surrounding strategic and local roads. 


20 

Figure 2.1 – City Campus Location Plan


2.2.1.1 Car and Motorcycle 

The City Campus can be accessed via the A183 Chester Road, , which links to the A19 to the west 

of the city. The A19 in turn links with the A1(M) to the south west west, , serving the coast to the south 

east of Sunderland and the Newcastle / Gateshead conurbation to the North West West. Table 2.1 

below shows distances by road from the City Campus to local cities and towns towns. 

Table 2.1 – Distance from City Campus to Local Cities and Towns by Road 

Local Centre 

Ashington 

Bishop Auckland 

Blyth 

Chester le Street 

Consett 

Darlington 

Durham 

Gateshead 

2.2.1.2 Public Transport 

By Train 

Sunderland train station is located close to Sunderland city centre. Exits are on Holmeside and 

Brougham Street, , just under half a mile from the University. 

The walk from Sunderland train station to the City Campus takes approximately 10 minutes on 

footways along urban streets streets, through the pedestrianised area, and / or the Bridges Shopping 

Centre. Pedestrians and cyclists are then able to cross the A1231 St Michael’s Way ( (which is a 

dual carriageway) using a tunnel under underpass, emerging at the rear of the Murray LLibrary. 

Sunderland train station is owned by Network Rail and managed by Northern Rail Rail. The station is 

staffed throughout the day. Services stopping at the station include Northern Rail regional train 

services as well as local 

Metro services. 

Sunderland train station 

is the only rail station in 

the UK where both heavy 

and light rail services use 

the same platforms. The 

station currently has four 

operational platforms. In 

2006, Nexus, the 

operator of the Tyne and Wear Metro, announced a £7 million refurbishment of the platform areas 

of the station. Work on the refurbishment of the stati station stated the beginning ning of 2008, with the 

opening of an escalator at the station by December 2009. The second stage of the station 


21 

Distance Local Centre 

25 miles Hartlepool 

28 miles Hexham 

21 miles Middlesbrough 

9 miles Newcastle Upon Tyne 

21 miles Seaham 

30 miles Stanley 

10 miles Stockton Upon Tees 

11 miles Washington 

Distance 

21 miles 

36 miles 

28 miles 

12 miles 

6 miles 

15 miles 

25 miles 

8 miles


developments started in September 2009 and is due for completion in the summer of 2010. This 

will include a new 140 metre light wall (pictured) 12 September 2009 and is due for completion in the summer of 2010. This 

, designed by the Jason Burgess Studio. 

In January 2006, Grand Central started to run three trains per day from Sunderland to London 

Kings Cross via Eaglescliffe (for Middlesbrough), Northallerton, Thirsk and York. The services 

began in December cember 2007. In 2009, Grand Central introduced a fourth daily service to London. 

The majority of rail services from Sunderland train station are operated by Northern Rail. Northern 

Rail services stopping at Sunderland station are described below. 

• Middlesbrough to Newcastle and Metro Centre route 13 

Figure 2.2 – Middlesbrough to Newcastle and Metro Centre Line – Route Map 

The journey y to Sunderland station takes on average 55 minutes from Middlesbrough, 45 minutes 

from Stockton, 30 minutes from the Metro Centre, 25 minutes from Hartlepool and 20minutes from 

Newcastle. 

Table 2.2 includes more information about service frequencies on the Middlesbrough to Newcastle 

and Metro Centre Line. 

12 

Source: Nexus website http://www.nexus.org.uk/wps/wcm/connect/Nexus/Nexus/News/News+archive/ 

http://www.nexus.org.uk/wps/wcm/connect/Nexus/Nexus/News/News+archive/2009/Ghost+Platform+News 

2009/Ghost+Platform+News 

13 

Detailed timetable information for the Middlesbrough to Newcastle and Metro Centre Line can be found by clicking on the follo following 

link: www.northernrail.org/pdfs/timetables/20091109/2.pdf 


22


Table 2.2 – Middlesbrough to Newcastle and Metro Centre Line – Service Frequenc Frequency 

Day Type 

Middlesbrough to Newcastle / Metro Centre 

Weekdays 

Saturdays 

Sundays 

Newcastle / Metro Centre to Middlesbrough 

Weekdays 

Saturdays 

Sundays 

First Train arriving 

to / departing from 

Sunderland 

• Sunderland and Newcastle to Carlisle route 14 

Number of trains 

arriving at / 

departing from 


07:28 / 07:30 20 / 16 

07:28 / 07:30 20 / 16 

10:26 / 09:28 9 / 12 

06:19 / 06:20 17 / 21 

06:19 / 06:20 17 / 21 

09:22 / 09:10 12 / 9 

Figure 2.33 

– Sunderland and Newcastle to Carlisle Line – Route Map 

Last train arriving at 

/ departing from 


22:54 / 21:27 

22:54 / 21:27 

22:05 / 20:28 

21:04 / 21:05 

21:20 / 21:20 

20:21 / 20:21 

The journey y to Sunderland station takes on average 2 hours from Carlisle, 1 hour 10 minutes from 

Hexham, 45 minutes from Prudhoe, 30 minutes from the Metro Centre and 20 minutes from 

14 

Detailed timetable information for the Sunderland and Newcastle to Carlisle Line can be found by clicking on the following link: 

www.northernrail.org/pdfs/timetables/20091109/4.pdf 


23


Newcastle.Table 2.3 includes ludes more information about service frequencies on the Sunderland and 

Newcastle to Carlisle Line. 

Table 2.3 – Sunderland and Newcastle to Carlisle Line – Service Frequency 

Day Type 

From Carlisle / Hexham / Metro Centre 

Weekdays 

Saturdays 

Sundays 

From Sunderland 

Weekdays 

Saturdays 

Sundays 

A return train fare between Newcastle and Sunderland costs £4.60 (£4.00 in 2007/08) before 9am 

on weekdays and £3.80 (£3.20 in 2007/08) at any other time. This price is comparable with a 

Metro ticket for the same route as described in the next section. Season tickets are available from 

Northern Rail, although Nexus tickets (marketed as Network Travel Tickets) ickets) could potentially be 

cheaper for some users as they allow travel by more than one public transport mode. 

New Northern Northern Rail Rail Tickets Tickets for Staff 

Northern Rail tickets for staff are purchased by the University on behalf of staff and the cost is 

recouped from the employee in full or through monthly instalments taken directly from the salary. 

The ticket price is based on where the member of staff is travelling from and the discount is 

applied to annual season tickets giving tthe 

he equivalent of 12 months travel for the price of 10. 

Tickets are valid for 12 months from the date of issue and can be used at any time of the day and 

any day of the week, , including bank holidays holidays. . Tickets are also available to a companion of an 

employee that lives at the same address. Two University staff have taken up the offer of a 

Corporate Northern Rail ticket in 2009/2010. 

By Metro 

First Train arriving 

to / departing from 


Metro services call at Sunderland train station and also serve 

additional stations in Sunderl Sunderland, which includes University 

(pictured) and Park Lane. 

The closest Metro station to the City Campus is University, 

which is a short walk from the Murray Library and Technology 

Park and the main campus areas areas. The University Metro 

station has seating on each platform, offers 5 Sheffield cycle 

stands and has a help / information point on each platform. 

The Park Lane Metro is staffed on a temporary basis and has seating, an information point and 

telephones on both platforms. It has 6 Sheffield cycle stands, car parking in adjacent Civic Centre 

car park and interchange facilities with bus and rail. 


24 

Number of trains 

arriving at / 

departing from 


07:19 15 

07:19 15 

11:22 10 

07:30 16 

07:30 15 

09:28 11 

Last train arriving at 

/ departing from 


21:04 

21:20 

20:21 

21:27 

20:27 

19:28


15 

Source: Nexus 

16 

Last trains to Benton are 23:39 and last train to Regent Centre is 23:52 


25 

Figure 2.4 – Metro Network Map with Charging Zones 15 

Figure 2.4 shows the Metro network zone map. A return ticket within a single zone costs £2.30 

(£2.10 in 2007/08) before 9am on a weekday and £1.90 (£1.70 in 2007/08) at any other time. A 

return ticket covering three zones costs £4.60 (£4.20 in 2007/08) before 9am on weekdays and 

£3.80 (£3.30 in 2007/08) at any other time. Season tickets are also available for the Metro network 

and for the use of various modes of transport within the Tyne & Wear area and are classed as 

“Network Travel Tickets”. 

Table 2.4 below low shows frequencies for services stopping at the University Metro station. Service 

frequencies at the University Metro station were lower in 2007/08 but have now returned to high 

frequency levels, with service headway of just 12 minutes compared to 24 minutes in 2007/08 2007/08. 

Day Type 

Table 2.4 – University Metro Station – Service Frequency 

First / Last 

Service 

From University to South Hylton 

Weekdays 05:51 / 23:34 

Saturdays 05:53 / 23:34 

Sundays 06:50 / 23:34 Every 15 minutes - AM/PM peak, daytime and evenings 

From University to Airport 16 

Weekdays 06:10 / 22:28 

Saturdays 06:11 / 22:28 

Frequency (headway) 

Every 12 minutes - AM/PM peak and daytime, Every 15 

minutes - evenings 



Every 12 minutes - AM/PM peak peak and daytime, Every 15 




Sundays 07:10 / 22:28 Every 15 minutes - AM/PM peak, daytime and evenings


Metro services are also available from Park Lane Metro station which is located less than half a 

mile and only a 10 minute walk from the City Campus. Table 2.5 below shows hows frequencies for 

services stopping at the Park Lane Metro station. 

Day Type 

Table 2.5 – Park Lane Metro Station – Service Frequency 

First / Last 

Service 

From Park Lane to South Hylton 

Weekdays 05:50 / 23:33 

Saturdays 05:52 / 23:33 


From Park Lane to Airport 17 

Weekdays 06:12 / 23:00 

Saturdays 06:13 / 23:00 


University of of Sunderland Sunderland Metro Metro Card Card 

The University still subsidises a Discounted Metro Card deal, which is available to both staff and 

students. The card gives s passengers unlimited travel between South Hylton and Brockley Whins 

for a full year from Mondays to Fridays only. The cost of the card is just £40 per year. 

The Metro Cards are available at the Nexus TravelShop located at Park Lane Interchange which 

is in Sunderland city centre. To get the card, staff and students simply complete an applicat 

form and provide suitable identification 18 The Metro Cards are available at the Nexus TravelShop located at Park Lane Interchange which 

get the card, staff and students simply complete an application 

. 

Corporate Metro Saver Tickets Tickets 

The Corporate Metro Saver Scheme gives staff a significant discount on unlimited Metro travel 

for a year anywhere in Tyne and Wear. This also includes the Shields Ferry and trains between 

Newcastle and Sunderland. 

The University buys Corporate Metro Saver tickets on behalf of staff and the cost is recouped from 

the employee in full or through monthly instalments taken directly from the salary. 

The current price of an annual ticket is £420, , which includes the cost of covering one free 

replacement ticket if it is lost or stolen. Between 01/11/2008 and 31/10/2009 a tot total of 54 staff at 

the University of Sunderland had a Corporate Metro Saver ticket. 

By Bus 

Frequency (headway) 









Several service buses call on Chester Road for access to City Campus as shown in Table 2.6. 

17 


18 

Students need to provide a stamped and signed University enrolment certificate and either a NUS card, passport or driving lic licence. 

Staff need to provide a University payslip and either a passport or driving licence. 


26



27 

Table 2.6 – Bus Services stopping on A183 Chester Roa Road 

Service Route Operator Frequency 

2A/2C 

5/5A 

16 

26 

35 

36A/36C 

39 

73 

77/77A 

78/78A 

135 

X2 

Sunderland Centre, 

Barnwall, Harraton, 

Washington, , 

Doxford Park Park, 

Farringdon, Gilley Law, 

Thorney Close, High 

Barnes, Sunderland 

Centre, , Docks 

Red House Estate, 

Hastings Hill, Sunderland 

Centre 

Stagecoach 

(Superoute) 

Sunderland, , Bolden, Go North 

Heworth 

East 

South Shields, 

Sunderland, Low 

Moorsley / South Hetton / 

Peterlee 

Sunderland, Southwick, 

Witherwack, Town End 

Farm, Castletown, 

Enterprise Park, Pallion, 

Royal Hospital, 


Doxford International, 

Sunderland, Pennywell 

Concorde, Sulgrave, Peel 

Retail Park, Waterview 

Park, , Teal Farm, 

Castletown, Sunderland 

Washington / 

Sunderland, , Birtley, 

Metro Centre 

Sunderland, Chester le le- 

Street, Stanley, Consett 

East Herrington, 

Sunderland Royal 

Hospital 

Go North 

East 

Stagecoach 

Go North 

East 

Go North 

East 

Go North 

East 

Go North 

East 

Go North 

East 

Go North 

East 

Go North 

East 

Sunderland, Washington, Go North 

Newcastle 

East 

Every 30 minutes Monday to Saturday. 

Hourly on Sundays. 

Every 30 minutes daytime Monday to 

Saturday. Hourly during daytime on 

Sundays (5A). 

Every 10 minutes during daytime 

Monday to Saturday. Every 30 minutes 

in the evening and on Sunday Sunday. 



Sundays. 

Every 10 minutes tes Monday to Saturday. 

Every 30 minutes Sundays Sundays. 

Every 30 minutes Monday to Sunday. 

Every 30 minutes Monday to Sunday. 


Hourly Monday to Saturday Saturday. 

Every 30 minutes Monday to Saturday 

(78). 78A runs every 30 minutes on 

Sundays. 

Every 30 minutes Monday to Sunday 



Sundays. 

The University, , in conjunction with Sunderland City Council are considering installing Variable 

Messaging Signs (VMS) at the bus stops close to the University.


New Go North East Buzz Buzz Fare Fare Tickets Tickets for Staff 

University staff can get discounts on bus travel through the Go North East BuzzFare Salary 

Deduction Scheme. Savings available on both income tax and National Insurance contributions 

provide ovide a 33% discount for a 20% taxpayer or 40% for a higher rate taxpayer. The employer can 

save up to 12.8% on the National Insurance contributions associated with the ticketing costs. 

Ticket prices are guaranteed for 12 months and the annual ticket price is spread over the whole 

year with 12 monthly salary deductions. At present, 8 members of University staff have 

purchased a Corporate Go North East Buzz Fare ticket ticket. 

Go North East are also considering the development of a Sunderland Zone 1 discounted tic ticket for 

both staff and students. Table 2.7 shows the current Buzz Fare ticket pricing structure. 

Ticket Price 

Normal annual ticket 

price 

Annual ticket price 

with salary deduction 

Employees pay 12 

equal monthly 

payments 

New Arriva Arriva Annual Annual Travel Travel Tickets Tickets for Staff 

Bus operator Arriva has introduced a corporate travel discount scheme to allow employers to 

provide a discounted annual travel ticket to their staff. The ticket covers unlimited travel on all 

Arriva buses in the employee employee’s selected zones. The prices start from £440 for a one zone pass 

and go up to £900 for the North East region. The employer can ask the employee to pay for the 

ticket in full at the time of purchase, can offer the member of staff an interest free loan or can 

provide the pass through monthly salary deduction. . At present, no member of University staff has 

purchased an Arriva Annual Travel ticket. 

New Stagecoach Stagecoach Corporate Corporate Annual Annual Megarider Megarider for Staff 

This yearly ticket allows users to board any Stagecoach service at any time of day within a 

specific geographic graphic zone. By purchasing the ticket through a corporate scheme, the user benefits 

from additional discount on the standard price. The annual Megarider is available in 3 zones within 

Tyne and Wear including Sunderland, Newcastle and South Shields. Extend Extended travel between or 

outside of one zone is possible by purchasing an Annual Megarider Plus. At present, 2 members 

of University staff have purchased a Stagecoach Corporate Annual Megarider ticket. 

Table 2.8 shows the current Annual Megarider ticket pricing structure. 

Ticket Price 

Corporate Megarider 


28 

Table 2.7 – Go North East Buzz Fare Ticket Prices 

1 Zone 2 Zone 

£439 £605 

£294.13 £405.35 

£24.51 £33.78 

Table 2.88 

– Stagecoach Corporate Annual Megarider Ticket Prices 

Newcastle South Shields 

£445 £363 

Corporate Megarider Plus £523 £474 

3 Zone plus 

Improved University of Sunderland Campus Bus Service Services (Express and Circular) 

£769 

£515.23 

£42.94 


£419 

The University presently sently runs a fully subsidised Campus Bus service to support staff and student 

travel between the University campuses and Halls of Residence. The Campus Bus service 

N/A


provides safe and reliable transport throughout the day as well as evening and special event 

services. A copy of the full Campus Bus ttimetable 

can be found in Appendix DD. 

The Campus Express is a quick and regular service between the City and St Peter's campuses. 

Services run from Clanny House via the Design Centre, Sir Tom Cowie to Murray Library. It takes 

approximately 15 minutes to tra travel from Clanny House to the Murray Library, the service 

frequency is every 15 minutes and runs from Monday to Friday. The first service of the day is at 

09:25 and the last is at 15:25. 

The Campus Circular takes in all halls of residence and University 

buildings. This service is free to use for staff and students and runs 

between the Forge and Clanny House (student residences), Design 

Centre, Scotia Quay, Sir Tom Cowie, Ashburne House and the Murray 

Library. The service runs from Monday to Friday (daytime and 

evening) with the first bus at 08:00 and the last at 19:00. 

An Out of Term Vacation Express service runs between the Design 

Centre, Sir Tom Cowie and Ashburne House. This service runs from 

Monday to Friday, with the first bus at 09:30 and the last aat 

16:30. 

An additional Bar Shuttle service operates from Mondays to Sundays. 

This service runs from the Forge via Clanny House, the Precinct, 

Bonded Bar to Sir Tom Cowie. The first bus leaves the Forge at 20:30 and the last is at 22:50 19 . 

Since the 2007/08 /08 travel plan was produced, a number of improvements have been made to the 

Campus Bus Services. This has included the following: 

• Installation of new bus stop signage at all ma main in / problematic bus stops. The signage explains 

to the user the details of the queuing system; 

• Improvement to timetable information with a section that outlines how best to use the service, 

for example highlighting peak travel periods, where it is explained that people should go for 

earlier buses; 

• An increase in the frequency of Campus Bus services stopping at Clanny House House, from 27 

services per day in 2008/09 to 40 services in 2009/10. The Clanny House stop has also been 

added to the Campus Express route; 

• Frequency requency of services from halls between 08:00 and 10:00 has been increased from 6 to 99; 

• An increase in the frequency of daily stops at the Forge from 24 to 27; and 

• An increase in the number of buses stopping at Ashburne on an evening 

In addition to the above, the University has also investigated the possibility of using bigger buses. 

Unfortunately, the cost would prove prohibitive, , so it was agreed that the smaller 16 seat mini 

buses would uld continue to be used as they offer greater flexibility, frequency and value for money money. 

19 

On Wednesdays and Sundays the first service is at 19:30. The Wednesday and Sunday services also stop at City Campus 


29


New Sunderland Sunderland Shuttle Shuttle Bus Service 

The University of Sunderland, in partnership with Sunderland City Council and Nexus are 

proposing to implement a Free City Centre Shuttle Bus for Sunderland. . This service would 

cover the city centre, key locations on either side of the river, main transport interchanges and the 

University sites of the City and St Peter’s Campus Campuses. 

The new service is expected to be ope operational by June 2011 and will use a fleet of electric 

vehicles. This service will run in parallel with a reduced University Campus Bus Service. 

The new electric buses would operate more frequently than existing Campus Bus services. The 

buses would be more tha than twice the size (36 seat Optare Solo) ) of the current campus mini buses 

(16 seats). This new “hop on and off” service will deal with capacity issues that are currently 

experienced by staff travelling between the two campuses. 

The preferred route option would operate on a 20 0 minute frequency, 7 days a week until after 

10pm, with variations on Saturday and Sundays. The service would be free of charge to 

Concessionary Travel (CT) pass holders, to students / staff of the University and for Nexus / 

Sunderland City Council staff holding valid identification. Other passengers would pay a forecast 

daily fare of £1.50 .50 or standard child CT fare fare. 

The route would start at Park Lane Interchange, travel up Chester Road to the University Campus 

Travel Hub and then to the University residence ce at Hylton Road. The service would then return to 

the Interchange before going north of the river via St Mary’s Way. North of the river the bus would 

travel to Sheepfolds, with proposed stops at the Stadium of Light and Aquatics Centre. The route 

would then continue to St Peter’s Heritage site and the St Peter’s campus, linking the National 

Glass Centre and the Reg Vardy Centre. The final part of the route would return south of the river 

via West Wear Street, , stopping at High Street East, West Sunniside and the Museum / Winter 

Gardens on the return to the Interchange. An addition to the service in the summer months would 

incorporate stopping on Dame Dorothy Street and continu continuing along to Marine Walk via the sea 

front at Roker. 

The new service will contribute to the following strategic objectives: 

• Provide an integrated City Centre Se Service rvice linking key attractions, University sites and 

transport interchanges; 

• Provide value for money services to residents and visitor visitors to Sunderland as well as the 

partner organisations; 

• Support Sunderland Low Emissions Zone and the achievement of the partners environmental 

objectives; 

• Promote the use of public transport and sustainable travel; 

• Meet the aspirations and objectives of the partners including enhancing the University inter 

campus service and minimise revenue risk to partners; and 

• Pilot the use of zero emissions vehicles 

As a region, the North East England hopes to be at the forefront of electric vehicle development in 

the UK and launching this service would go a long way to realising this objective. The city centre 

service, with a full electric fleet will encourage the use of public transport and firmly establish 

Sunderland as a leader in sustainable transport. 

A plot of the proposed Sunderland Shuttle Bus Service route and proposed service timetables can 

be found in Appendix E. 


30


Network Travel Tickets 

Network Travel Tickets allow unlimited journeys within Tyne and Wear and are available for 

weekly, four weekly and annual travel. These tickets can be bought from any travel shop. A 

passport-sized sized photograph is required for the photo card. By 2010, the University hope hopes to be able 

to offer these tickets to staff via salary deduction. 

Table 2.9 shows the cost of Network Travel Tickets and Figure 2.5 shows the Tyne & Wear Metro 

Zone Map. 

Zones 

2 zones in a row 

3 zones 

All zones 


31 

Table 2.9 – Network Travel Ticket Fares 

All Day Tickets Off Peak Tickets 

1 week 4 weeks Annual 1 week 4 weeks 

£15.20 £52.60 £579 £12.30 £43.30 

£17.40 £61.30 £656 £14.60 £49.10 

£20.50 £74.80 £791 £16.90 £59 

Figure 2.5 – Tyne & Wear Network Zone Map


Salary Sacrifice Public Transport Tickets 

Presently, the University of Sunderland offers all its discounted public transport tickets via salary 

deduction. In December 2009, HMRC issued new guidan guidance ce on salary sacrifice schemes. This 

guidance stated that organisati organisations could offer public transport tickets via salary sacrifice sacrifice, but 

these tickets would not be exempt of tax or National Insurance contributions unless the journeys 

are route specific (i.e. point to point journeys) journeys). Presently, all discounted public transpor transport tickets 

offered by the University are by area or zone tickets. In light of the above, the University will 

contact relevant public transport operators to see if there is potential to offer ‘point to point’ 

discounted public transport tickets via salary sa sacrifice. crifice. This type of scheme would potentially be 

complicated to administer, but the ta tax x benefits for staff would be an excellent incentive to use 

public transport instead of the private car. A summary of the HMRC Salary Sacrifice guidance can 

be found in Appendix F. 

2.2.1.3 Cycling and Walking 

Cycling 

Another cycle path meets ets National Cycle Route 1 at the back 

of the Technology Park and links Sunderland to Ashbrooke, Hillview and Ryhope to the south as 

well as Millfield, South Hylton (3.5 miles) and Washington ( (8 8 miles) to the west. Local cycle routes 

are shown in 


32 

There is a cycle path (shared with pedestrians) at the rear of 

the Murray Library (pictured). . The path is part of National 

Cycle Route 1, which links Dover to London and continues 

up the east coast of the country to John O'Groats, the 

Orkneys and the Shetlands via Edinburgh Edinburgh. 

Locally, the route links the City Campus and Sunderland city 

centre to Ryhope (3 miles) and Seaham (5.5 miles) to the 

south as well as coastal areas including South Shields (7.5 

miles) to the north.


Figure 2.6 below. Red lines are national cycle routes and pink lines are other cycle ways. 


33


21 

Source: http://www.sunderland.gov.uk/cycling/Cycling 

http://www.sunderland.gov.uk/cycling/Cycling-map.pdf 


34 

Figure 

2.6 – Cycle Routes around the City Campus 21 

The 2009 Development Framework Document does not 

expressly plan new cycle routes within the internal layout 

of the City Campus (cyclists will be expected to dismount 

in these areas). However, the segregation of car parking 

from pedestrians, the new public realm spaces and 

development of clearly defined pedestrian rout routes as 

described in the Development Framework should 

encourage the use of sustainable modes to the campus. 

Some public realm spaces have already been developed 

on the campus, particularly in the area in front of 

CitySpace e and the Gateway (as pictured). 

Cycle routes have been and are being improved across the Sunderland area area. These 

improvements include: 

• Incline between Copt Hill public house and Broomhill in Houghton; 

• The bridleway between Grindon Hill and Middle Herrington; 

• Safety works to the seafront with a hazardous 50mm lip on the cycleway removed; 

• Improvements to the Sea to Sea (C2C) route, including new artwork at the end of the route to 

celebrate the achievements of cyclists finishing the whole of the C2C or W2W routes routes;


• New cycle surface added ffrom 

rom Castletown to east Southwick, including anti anti-slip surfaces on 

inclines, tarmac and street lighting through the Southwick Gyratory; and 

• A north / south cycle route created between Southwick town centre and Pallion, plus 

formalised cycle use on the Queen Alexandra Bridge. 

Walking 

Pedestrians and cyclists can also use the underpass beneath 

the A1231 St Michael’s Way, which links the City Campus (Murray Library area) with the city 

centre and the Priestman Building Building. The underpass is generally well used, , maintained and lit. 

Additionally, , there are crossing facilities at the A183 Chester Road / A1231 St Michael’s Way 

junction. 

Pedestrian routes are identified in the 2009 Development Framework Document as a key element 

of the City Campus re-development. development. The ‘circu ‘circulation lation spines’ will provide clear pedestrian routes 

through the City Campus. The North South Street will be extended to link the north car park, via 

the new Sciences Complex to University Park. This extension of the route will provide a clear li link 

to the University Metro station. The new Quad development identifies the East West pedestrian 

route which connects users to the city centre, supporting the City Council Urban Design Strategy 

for the central area of Sunderland. A secondary pedestrian rou route te defines the Quad and creates a 

new secondary public space to Gateway and Design Centre. The pedestrian route routes are shown in 

Figure 2.7 below. The University of Sunderland actively encourages walking on and around the 

City Campus and the City Campus walking route maps can be found in Appendix GG. 

Figure 2.7 – Pedestrian Routes identified in the Development Framework 2009 


35 

Pavements, footpaths and crossing facilities are available in 

Sunderland city centre and around the City Campus. 

In September 2009, a new pedestrian crossing facility was 

added to the A183 Chester Road. This crossing is important 

as it provides a safe crossing point from the University Metro 

station, Murray Library and Technology Park to the rest of 

the City Campus (pictured). This is one of the most heavily 

used pedestrian routes at the City ty Campus.


2.3 Facilities on City Campus 

On the City Campus, ampus, the University offers car parking, cycling and walking facilities for both staff 

and students. 

2.3.1.1 Car Parking Facilities 

Current Parking Space Provision 

In early 2007 there were approximately 503 parking spaces at the City Campus Campus. 482 spaces were 

for general parking allocation and 21 spaces were reserved for disabled users. A breakdown of 

these spaces is shown in Table 2.10 and Figure 2.8. 

Car Park Location 

Technology Park 

Forster 

Murray Yard 

St Mary’s 

Main City Campus 

Total 


36 

Table 2.10 – City Campus Parking Provision 2007 

General Spaces Disabled Spaces 

75 0 

74 3 

7 0 

11 1 

294 17 

482 21 

Figure 2.8 - City Campus Parking Provision 2007 

Total Spaces 

75 

77 

7 

12 

311 

503


A December 2009 parking space count shows that the total number of parking spaces currently 

available on City Campus ampus is 477, a reduction of 26 spaces (-5.2%) from 2007 2007. A breakdown of the 

December 2009 parking spaces at City Campus is shown in Table 2.11 and Figure 2.9 below. 

This reduction is due ue to the ongoing re re-development work at the City Campus Campus. 


Technology Park 

Forster 

Murray Yard 

St Mary’s 

Main City Campus 

Total 

Future Parking Space Provision 

Table 2.11 - City Campus Parking Provision December 2009 

General Spaces Disabled Spaces 

73 2 

74 3 

7 0 

11 1 

296 10 

461 16 

Figure 2.9 – City Campus Parking Provision 2009 

Total Spaces 

The University will continue to rationalise parking arrangements on the City CCampus 

in the future 

to support the City y Campus Development Framework. 

The number of car parking spaces at the City Campus is constantly under review and evolving at 

present but it is estimated that, by 2012/13, the car parking capacity City Campus will be 459 

spaces, an 8.7% reduction from 2007 capacity capacity. 

In addition to the projected parking capacity reductions, the majority of parking will be 

concentrated at the rear of the City Campus site, which enable the development of a more 

pedestrian and cycle friendly campus. A forecast of City Campus ampus car parking capacity from 2009 

to 2012/13 is shown in below. 


37 

75 

77 

7 

12 

306 

477


Space 

Availability 

534 

22 

Parking forecasts provided by Faulkner Browns in February 2010 


38 

Table 2.12 - City Campus Parking Forecasts 2009 – 2012 

Date 

Sep. 

2007 

520 July 2008 

515 

Nov. 

2008 

545 Aug 2009 

550 Sep 2009 

533 Sep 2009 

529 Sep 2009 

519 Sep 2009 

489 Sep 2009 

479 

487 

Sep. 

2009 

Sep. 

2009 

501 Jan 2010 

526 

486 

456 

448 

467 

451 

May 

2010 

June 

2010 

Sep. 

2010 

Sep. 

2010 

Sep. 

2011 

Sep. 

2012 

Description 

Closure of vehicle access to front of 

Edinburgh/Wearmouth. Relocation of 

Executive and Reserved parking to rear 

of Gateway/Greggs. 

Loss of spaces to be used by service 

vehicles utilising Johnson Building 

Introduction of temporary parking area 

on old Edinburgh Workshop demolition 

site. 

Spaces at front of Johnson Building no 

longer required by service vehicles. 

Relocation of Facilities from Hind St. to 

Technology Park. Area to be converted 

into delivery/service area only. 

Loss of spaces in Hind St. as private 

vehicles required to park elsewhere. 

Redesign of Forster Compound to 

incorporate service vehicle fleet 

Loss of temporary parking on 

Edinburgh workshop demolition site. 

This area will be hoarded off for Social 

Space Development. 

Closure of Sports Centre car park due 

to Sports Centre demolition. 

Opening of City Space and associated 

new car park. 

Re-design of City Campus road layout 

in order to straighten/re-align roads 

through campus/rear of Gateway 

Demolition of LCA Hut + area made 

into parking spaces 

Closure of Maple St. to commence 

pedestrianisation of area 

Expansion of development site 

hoarding line resulting in loss of bays at 

rear of Gateway/Design Centre. 

Loss of bays by car share bays to open 

access to Pasteur Yard. 

Opening of new City Campus visitor 

parking /drop off and bus stop area at 

Warncliffe St. entrance. 

Lose parking spaces at west end of 

Science car park to provide space for 

building of waste segregation site. 

Redesign of Health Science following 

demolition of Darwin Annexe/Ecology – 

Introduction of additional rows of bays 

but also addition of wide pathway. 

2012/13 22 

Number of 

Spaces lost 

or gained (+/ (+/-) 

Cumulative 


Spaces 

-14 14 520 

-55 

515 

+30 545 

+5 550 

-17 17 533 

-44 

529 

-10 10 519 

-30 30 489 

-10 10 479 

+8 487 

+14 501 

+25 526 

-40 40 486 

-30 30 456 

-88 

448 

+19 467 

-16 16 451 

+8 459


Car Parking Access 

At present, City Campus car parks can be accessed by 

both staff and students, with the exception of the 

Technology Park, Forster, Murray Yard and St Mary’s car 

parks which are staff only facilities. 

Access to the Technology Park car park is via a turn 

opposite the Forster Building and access to the Murray 

Yard park is via a turn opposite the Gateway. Both turns 

are from the A183 Chester Road. The parking at St 

Mary’s is also accessed via a turn from A183 Chester 

Road and the parking at the Forster Building is accessed 

via Clanny Street. 

The main concentration of parking at the City Campus is to the north of the A183 Chester Road. 

These car parks have ave three main access points: Waterworks Road (pictured - entrance and exit), 

Warncliffe Street to the west (entrance only) and St Michael’s Wayto the east (exit only). only).. 

Parking Management System System, Enforcement and Permit Charges 

Parking Management Management System System 

At present, the University car parks are managed using a mix of 

pay & display and staff and student parking permits. This hybrid 

system was introduced in September 2006 to improve flexibility 

and manage the demand for parking spaces on campus. 

Staff and students apply for their parking permits using an online 

system 23 Staff and students apply for their parking permits using an online 

. Application forms are also available on online through the 

University’s intranet (My My Sunderland Sunderland). 

For the 2009/10 academic year, the Facilities Department, which 

manages the car parks, were accepting applications from staff 

from 3rd August 2009 and students from the 1st September 2009. 

All existing permit holders must re-apply for their permit on an 

annual basis to ensure that all the information held by the 

University is up to date. In Information required to update a permit is staff payroll / student number 

and the vehicle make, model and registration. 

Parking Enforcement 

The University operates a Parking Charge Notice System for vehicles in brea breach of the University 

Parking Regulations, a copy of which can be found in Appendix H. 

The he introduction of the new on online permit application pplication system has allowed security staff to access 

the permit database from handheld terminals to check if vehicles are in breach of the University 

Parking Policy. The handheld terminals can also be used to issue penalty notices. 

Debt management at the University is currently outsourced to a private company. If a member of 

staff, a student or a visitor breaches the Parking Policy, then a £40 parking charge notice (£20 if 

paid within 7 days of the date of issue) will be issued to an any y vehicle that has previously received 2 

or more warnings for offence offences listed in the policy. Offences include not displaying a parking permit 

/ pay and display ticket and parking in more than one space. 

The new software could also be used to alloc allocate ate parking permits on a needs basis if required. 

23 

At the following link: https://parkingpermit.sunderland.ac.uk 


39


Parking Parking Permit Permit Charges Charges 

The various parking permit options available to both staff and students, including associated 

charges are summarised in Table 2.13 below. 

Table 2.13 – Staff and Student Parking Cost Options 

Parking Cost Criteria Year Annual Cost 

Staff Annual 

Mandate Permit 

Staff Annual 


Staff Pay & 

Display Permit 

Student Pay & 


Staff Parking Permits 

Staff working 

more than 20 

hrs per week 

Staff working 

less than 20 hrs 

per week 

Staff required to 

display permit 

and Pay & 

Display 

Students 

required to 


and Pay & 

Display 

2007/08 £180 

2008/09 £204 

2009/10 £204 

2007/08 £90 

2008/09 £102 

2009/10 £102 

2007/08 £225 

2008/09 £225 

2009/10 £225 

2007/08 Variable 



Daily Cost 25 

£0.80 

£0.91 

£0.91 

£0.80 

£0.91 

£0.91 

£1.00 

£1.00 

£1.00 

£1.00 

£1.00 

£1.00 

The Staff Annual Mandate PPermit 

allows staff (full time and part time) to pay for their parking via 

salary mandate, , with staff agreeing to a monthly salary deduction from payroll. Existing staff 

mandate permit holders must re re-apply to renew their permits every year. 

For 2009/10, the University has held car parking permit charges at 2008-09 09 prices due to the 

economic downturn. Therefore, tthe 

current annual cost for a salary permit mandate is £204.00 (a 

daily cost of 91p) for staff working more than 20 hours per week and £102 for staff working less 

than 20 hours per week. It is likely that the cost of parking permits will increase in September 

2010. 

Staff permit holders can ac access all University car parks, apart from the Foster compound which is 

still barrier controlled and an entry / swipe card needs to be obtained for access access. 

The Staff Pay and Display Permit entitles staff to purchase parking tickets at a Pay and Display 

tariff of 20p per hour up to a maximum charge of £1 per day. The pay and display tariffs for 

2009/10 have been held since the introduction of pay and display in 2006. . 

Visiting lecturers are only eligible to apply for the Staff Pay and Display Permit and not the Staff 

Annual Mandate Permit. 

25 

Staff Annual Mandate Permit daily aily cost calculated by dividing annual cost by 225 days. Staff Pay & Display annual cost calculated by 

multiplying the maximum daily charge of £1.00 by 225 days. Student annual Pay & Display charges are variable as it is difficu difficult to 

assess the number of days per year they spend on campus. 


40


Student Student Parking Parking Permits Permits 

The Student Pay and Display Permit is only available to students who don't live in University 

Halls of Residence. Displaying a valid Pay and Display permit entitles the student to the 

discounted rate of 20p per hour or £1 per day. Students cannot park in staff only car parks. 

Students wishing to park their vehicles at their contracted Halls of Residence must apply for a 

Residential Permit. . Displaying this permit entitles the holder to free parking at their contracted 

Hall but parking on the University campuses between 08:00 and 17:00 is not permitted as it is 

considered that students do not need to travel by car since the University provides the free 

Campus Bus service. Residential students are therefore not eligible for a Student Pay aand 

Display 

Permit. 

Utilisation of Parking Parking Income Income 

Any ny parking income surplus is invested by the University on travel and environmental initiatives 

and this has taken place since the introduction of the new pay and display parking system in 

2006. This parking income surplus is currently used to fund the following: 

• University Campus Bus; 

• New Sunderland Shuttle Electric Bu Bus s Service (in partnership with Nexus and Sunderland City 

Council); 

• University of Sunderland £40 Metro staff and student travel pass; 

• A University wide roll out of a recycling programme which included new recycle bins and 

hand dryers; and 

• Update of f the University Travel Plan and Parking Strategy Strategy. 

The parking income surplus is expected to increase year on year in the short to medium term, as 

the cost of parking at the he University increases. The proposed increase ease in parking costs is 

discussed in more detail in the Updated University Parking Strategy Strategy. 

Parking Permit Numbers 

The number of parking permit applications for 2008/09 and 2009/10 is shown in Table 2.14 below. 

Permit Type 

Table 2.14 – University Parking Permit Applications 2008/09 09 and 2009/10 

Staff Annual nnual Salary Mandat Mandate 626 

Staff Pay & Display 

Student Pay & Display 

Staff Blue Badge 

Student Blue Badge 

Residential 

Total Permits 

In 2009/10, 212 fewer parking permits were issued at the University than in 

should be noted that the figure for 2009/10 was the number of permits up to December 2009. 

From the total number of permits as shown in Table 2.14 above, 8 annual mandate and 27 staff 

pay and display parking permits have been issued to 6 

Peter’s car parks. It should be noted that staff who wor 

staff. 

th Form College staff who park 

. It should be noted that staff who work at the 6 th than in 2008/09, although it 

of permits up to December 2009. 

above, 8 annual mandate and 27 staff 

Form College staff who park within the St 

Form College are non University 


41 

2008/09 

629 

2806 

15 

49 

314 

4439 

2009/10 

585 

604 

2695 

17 

32 

294 

4227


Visitor and Contractor Parking Parking Policy including Pick up p / / Drop Drop off off Points Points 

Prior to September 2006, all visitors at the University received free parking via the issue of a 

permit by Schools and Services which was displayed in vehicles. 

The high demand for parking and the introduction of pay and display meant offering free visitor 

parking was no longer appropriate. Therefore, the University reviewed its visitors parking policy 

and established the following visitor parking categories: 

• Reserved Corporate / Board of Governor Parking – Free, pre booked via Executive 

Receptionist, reserved parking in University Square; 

• Short Course Student Parking – Need a permit and pay & display charge of 20p per hour 

up to maximum ximum of £1.00 per day; 

• Visitor Single Day Free Parking Permit – Free but at the discretion of individual school / 

service; 

• General Visitor Parking – Payable by utilising pay & display machine at normal £1.00 per 

hour; 

• Conference Delegate / Weekly Permit – Permits to be obtained by the conference manager 

and charge for the delegate at the discretion of the conference manager. Booklets containing 

25 permits can be purchased; and 

• Contractor Parking – Contract staff on official business (in company branded ve vehicles) will 

be issued with a one day / part week contractor parking permit. These permits are issued by 

the Facilities Department. 

The existing system at the University works well, bbut 

the policy is scheduled for another review in 

2010 and if necessary the e policy will be amended amended. 

As part of the City Campus Masterplan, vehicular access for visitors and staff / students will be 

segregated. Visitors will approach the University from Wharncliffe Street and will enter a new 

visitor car parking area which will hhave 

ave capacity for 25 vehicles and will also include a new drop 

off facility. This facility will be known as the City Campus Travel Hub. This facility will be located 

at the heart art of the campus to the west of the Quad. 

This new arrangement will also accommodate a drop off / collection point for the Campus Bus and 

for the proposed City Centre Shuttle. The University, in consultation with Nexus are currently 

investigating ng the potential for installing VMS at the Travel Hub which will provide real time bus 

passenger information. Figure 2.10 shows the planned pedestrian and vehicular access points at 

the City Campus Travel Hub. 


42


Figure 2.10 - City Campus Travel Hub, planned Pedestrian rian and Vehicular Access 

Disabled Parking Permits Permits 

Holders of Local Authority Disabled / Blue Badge permits 

are eligible to apply for a University Blue Badge Permit 

which is free. This permit allows the holder to uuse 

the 

University disabled parking bays. Presently Presently, the University 

has a total of 16 disabled parking spaces which are spread 

across the whole campus. 2 of the disabled are located to the rear of CitySpace and these are 

pictured above. 

Car Share Parking 

Car sharing is one way of addressing environmental and con congestion gestion problems problems. The City Campus 

currently has 6 designated car share parking bay bays (pictured) which are located at the eastern 

side of the Pasteur Building. These spaces will be removed in 2010, , due to redevelopment works, 

but it is recommended that the spaces are relocated. At present, the University has no car share 

parking spaces at the St Peter’s Campus. 


43 

The University of Sunderland is committed to ensuring that 

disabled staff and students are able to access the University 

campuses, in accordance with the Disability DDiscrimination 

Act (1995).


To use the car share bays, the person must be a member of the University parking scheme and 

the vehicle must be occup occupied ied by more than one person. A valid pay and display and/or University 

parking permit must be displayed at all times. Failure to adhere to the rules results in a £40 

parking charge notice. The car share bays are monitored by CCTV. 

Take up of the car share spaces has been positive, , with car share spaces regularly full. The 

University will continue to promote the scheme and provide car share bays in the future. 

The car share e scheme is advertised on the national car 

share website www.liftshare.com 

www.liftshare.com. Liftshare has a national 

database that can be accessed via a link on the University 

website. Customers can also share other journeys such as 

walking, cycling and taxi which fit in with the University 

Travel Plan objectives. 

Sunderland City Centre Parking Charges 

In addition to monitoring University parking charges, this 

travel plan update also examines the cost of parking at 

Council operated city centre car parks in Sunderland. 

In the past, there has been concern that non permit holders and non visitors to the University (i.e. 

shoppers and office workers) have been using pay and display parking in University car parks. 

This concern started tarted in 2006 when the University parking barriers were removed. 

The University also needs to ensure that parking charges on the campuses are in line with city 

charges so as not to displace current users to public car parks in the city. 

Table 2.15 compares parking charges at the University with Sunderland City CCouncil 

city centre 

car parks. 

Car Park 

Table 2.15 – Sunderland City Centre Car Park Charges 26 

Total Spaces Tariff per hour Disabled Spaces 

University of Sunderland 1205 

St Mary’s Multi-Storey 

Bridges Multi-Storey 

Bridges Roof Top 

Sunniside Multi-Storey 

Boughton Street 

Nile Street 

Central Multi-Storey (floors c 

Civic Centre 

West Wear Street 

Charles Street 

Tavistock Place 

Tatham Street 

Gorse Road 

27 £1.00 

Yes 

480 £1.10 

Yes 

760 £1.10 

Yes 

221 £1.10 

Yes 

653 90p 

Yes 

56 90p 

Yes 

49 80p 

Yes 

Storey (floors c-o) 391 Temporarily Closed Yes 

630 80p 

Yes 

40 60p 

Yes 

28 60p 

Yes 

143 80p 

Yes 

94 60p 

Yes 

54 40p 

Yes 

The closest car parks to the University are the Bridges Multi-Storey, Storey, Boughton Street and Bridges 

Roof Top. 

When comparing the cost of visitor parking at the University with other Council owned city centre 

car parks, most Council car parks are cheaper than the University University. However, a number of car 

parks are only slightly cheaper than the University and tthe 

St Mary’s Multi--Storey, 

Bridges Multi- 

26 

City centre parking charges extracted from Sunderland City Council Parking Services Annual Report 2008/09. 

http://www.sunderland.gov.uk/committees/CmisWebPublic/Binary.ashx?Document=13848 

27 

487 spaces at City Campus and 718 parking spaces at St Peter’s 


44


Storey and Bridges Roof Top are actually more expensive. Therefore, e, the University must ensure 

that it’s pay and display charges are continually reviewed and are more expensive than other car 

parks in the city centre. This will discourage city centre shoppers and office workers from parking 

at the University. A plot sho showing the location of Sunderland Council ouncil operated car parks can be 

found in Appendix I. 

University Vehicle Vehicle Fleet Fleet & Potential for Electric Vehicles 

The University vehicle fleet currently consists of 20 vehicles. The vehicles include cars, vans and 

mini buses. The University is currently reviewing its vehicle fleet and is looking to reduce the total 

number of vehicles in the fleet fleet. This includes investigating the possibility of at least one hybrid 

vehicle. A breakdown of the current University fleet of vehicles is shown in Appendix J. 

As part of the Campus re-development, 

the University is also considering installing parking bays 

with electric charging points points. It is hoped that 50% of the funding for this scheme will come from the 

Government ‘plugged in places’ initiative, with the application for this funding being made via 

One North East. If f successful successful, the money should be available from April 2010 and installation of 

charging points could take place as early as summer 2010. This would tie in with the building work 

on the City Campus Travel Hub where there is the potential to install a double charging point i iin 

the visitor parking area. 

Business Travel & & Option Option C C Car Car Club Club 

The University of Sunderl Sunderland and has comprehensive Business Travel Policy and Procedures. The 

policy provides guidance on how to travel between University campuses, information on which 

modes of transport can be used for business travel, guidance on overseas travel, corporate 

hospitality ity and procedures for claiming expenses. 

The University actively encourages staff to travel on business by more sustainable modes of 

transport. A recent survey conducted by the Facilities Department and completed by over 300 

members of staff indicated that car cars are often brought to work because they are needed for a 

meeting during the day. Other reasons s given for bringing a car included carrying heavy 

equipment, poor public / university transport and time constraints. 

Although lthough improvements have recently been made to the University ity Campus Bus service and the 

new Sunderland City Centre Shuttle should be operational by June 2011, the University is 

investigating the potential for implementing an Option C Car Club. . The Option C Car Club is 

simply a ‘pay as you go’ car rental service, where an organisation registers with a car club, books 

a vehicle and then pays the mileage fee for use of the car. 

Option C Car Club is North East based and already operates schemes in Newcastle, Durham, 

Wylam and Chester-le-Street. Street. The scheme would enable the University to place a car(s) on the 

University Campus for the exclusive use of employees for business use between agreed hours. 

The car club would provide the University with electric vehicle vehicles. 

2.3.1.2 Motorcycle Facilities 

In 2007/08, there were no designated motorcycle par parking 

spaces on the City Campus. Motorcycle users tended to 

park in an area within the Technology Park and an area in 

the Darwin car park. 

Presently, motorcyclists continue to park in the same 

locations as cyclists, an arrangement which is agreeable 

with the University. . No designated motorcycle parking 

facilities have been provided since 2007/08 2007/08, although 

there appears to be no issue with motorcyclists continuing 

to share spaces with cyclists. Motorcyclists are not permitted to park in car parking spaces. 


45


It t is important that the requirements for motorcycle parking are monitored closely, which will 

ensure there here is no future conflict with staff and students cyclists at the City Campus. 

2.3.1.3 Cycling Facilities 

Cycle Parking 

In 2007/08, cycle parking spaces were provided at the following locations on the City Campus: 

• Murray Library entrance entrance; 

• Gateway / Edinburgh Building; 

• Technology Park; 

• Rear of the Design Centre; and 

• Darwin Car Park 

In the 2007/08 travel plan, it was concluded that approximately 50 additional cycle parking spaces 

should be added at the City Campus. It was agreed that the 

additional cycle parking g would be in the form of Sheffield 

stands (or similar), in places which were easy to access and 

covered by either natural surveillance or CCTV. Locked 

parking areas or cycle lockers would be considered for staff. 

The University recently opened the new Cycle Hub, located 

between CitySpace and the Edinburgh Building. The Cycle 

Hub facility officially opened on 26 

provides secure storage for up to 32 cycles and for safety and 

convenience has motion sensor lighting, internal CCTV 

th October 2009 and 

ure storage for up to 32 cycles and for safety and 

motion sensor lighting, internal CCTV 

monitoring and lockers. 

In addition to the cycle facilities at the Cycle Hub, four 

additional cycle lockers have been installed at the 

Technology Park, including additional cycle stands similar to 

those which were previously located at th the Design Centre. 

The new cycle facilities have been installed at the Technology Park due to the centralisation of the 

Facilities Department and the closure of Hind Street Street. . When combined, the new cycle facilities at 

the Cycle Hub and Technology park has pro provided vided an additional 44 spaces and therefore the target 

of an additional 50 spaces set in the 2007/08 Travel Plan has almost been achieved. 

Cycle to Work Scheme 

Access to the Cycle Hub will be key controlled aand 

the lock 

to the Hub will be replaced annually for extra security. Staff 

and students will need to apply for a key on an annual basis 

and all applicants will be required to o agree to a ‘conditions of 

use’ policy. 

The Cycle to Work Scheme was open to University staff in 2007 and 2008 2008. The scheme allows 

staff to purchase a cycle up the up to a value of £1000. The cycle is paid for via 

eighteen monthly instalments, providing a Tax and National Insurance (NI) saving 

employee. In December 2007, 29 staff joined the scheme and in October 2 

scheme. 

28 payroll in 

eighteen monthly instalments, providing a Tax and National Insurance (NI) saving for the 

in October 2008, 8 staff joined the 

28 

In line with Her Majesty Revenue and Customs (HMRC) guidelines which also states tates that the bike must be used for a minimum of 

50% home to work journeys. 


46


The University is currently reviewing the cycle to work scheme ooptions 

ptions and supplier provision 

is expected that the Cycle to Work Scheme will re open in 2010 2010. 

29 . It 

2.3.1.4 Shower and Changing Facilities 

Over the last two years, the University has provided additional shower and changing facilities at 

the City Campus. The quality of facilities at the City Campus has dramatically improved with the 

provision of brand new shower and changing facilities at CitySpace, which opened in October 

2009. In addition to the facilities at CitySpace, shower and changing facilities are also available in 

the Darwin Building. 

29 

Previous supplier was Wheelies 


47


2.4 Sir Tom Cowie (St Peter’s) Campus 

The St Peter’s and Bonnersfield area is identified as a ‘strategic egic location for change’ by 

Sunderland City Council’s Unitary Development Pl Plan (UDP). The UDP sets required and 

acceptable uses ses for the area which includes housing and student accommodation, ommodation, non non-residential 

institutions, assembly and leisure, business and ancil ancillary lary units serving local needs. 

With the production of the St Peter’s Masterplan Report 2009 (see section 1.2.3 for more detailed 

information) , issues important to the deve development lopment of the area, including traffic generation and 

parking have now been identified and assessed. 

2.4.1 Access to St Peter’s Campus 

The University’s ’s Sir Tom Cowie Campus at St Peter’s is located on the northern bank of the river 

Wear, less than half a mile fr from om St Peter’s Metro station and approximately 0.8 miles from 

Sunderland City Centre. 


The St Peter’s Campus is accessed via Charles Street (western main car park, western overflow 

car park and St Peter’s Way car park) and Liberty Way (eastern main car park, Media Centre car 

park, temporary overflow car park and the National Glass Centre car park). A small car park can 

be accessed from St Peter’s Way. 

St Peter’s Way is where the Campus Bus stops and is used as a drop of area as well as providing 

a key route for pedestrian access access. . Access to St Peter’s Way from the A1018 is via a one way 

street system as shown by the red arrows in Figure 2.11 below. 

30 th 

Plot does not include the new 6 Form Centre built off Charles Street 


48 

Figure 2.11 – St Peter’s Campus Location Plan 30



By Train 

The closest train station to the St Peter’s Campus is Sunderland, aapproximately 

pproximately 1 mile or 30 

minutes walk) from the campus. Information on train services from Sunderland is included in 

Section 2.2.1.2. 

By Metro 

The closest Metro station to the St Peter’s Campus is St Peter’s, which is approximately 0.5 miles 

or a 15-20 minute walk away. The St Peter’s Metro station has facilities which include seating on 

each platform, 2 Sheffield cycle stands, a help / information point on each platform and 23 car 

parking spaces. 

The St Peter’s Metro station is located in the same zone as the University and Park Lane Metro 

stations. The fares for the St Peter’s Metro station are therefore the same as those for University 

and Park Lane as described in Section 2.2.1. 2.2.1.2. 

The University of Sunderland Metro Card and Corporate Metro Saver Tickets for staff and 

students are also available for those at the St Peter’s Campus. 

Table 2.16 below elow shows frequencies for services stopping at the St Peter’s Metro station station. 

Day Type 


49 

Table 2.16 – St Peter’s Metro Station – Service Frequency 

First / Last 

Service 

From St Peter’s to South Hylton 

Weekdays 05:46 / 23:29 

Frequency 


minutes - evenings


Day Type 

First / Last 

Service 

Saturdays 05:48 / 23:29 


From St Peter’s to Airport 31 

Weekdays 05:53 / 23:03 

Saturdays 05:53 / 23:03 


By Bus 

Several service buses stop at Dundas Street which is 0.4 miles or 10 minutes walk from the St 

Peter’s Campus as shown in Table 2.17 overleaf. 

31 



50 

Frequency 






minutes - evenings



51 

Table 2.17 – Bus Services Stopping at St Peter’s Campus 


18/19 

23 

E1/E2/E 

6 

Grindon, Southwick, 

Seaburn, Sunderland 

Thorney Close, 

Sunderland, Dene Estate Stagecoach 

South Shields, Withburn, 


Discounted Go North East Buzz Fare, , Arriva Annual Travel Tickets and Stagecoach Annual 

Megarider Tickets are also available for staff at St Peter’s. Additionally, Campus Bus Services, 

including the Campus Express and Circular also stop at St Peter’s. For more information on these 

services, please refer to Section 2.2.1.2. 

2.4.1.3 Cycling and Walking 

Stagecoach Every 30 minutes Monday to Saturday. 

Stagecoach 

Every 10 minutes daytime, Monday to 

Saturday. Every 30 minutes on Sunday. 

Every 20 to 30 minutes daytime, 

Monday to Sunday Sunday. 

For cyclists, the he C2C and Two Rivers Cycleway runs to the south of the campus, along the River 

Wear and links the campus to South Shields to the north (7 miles) 

and Consett to the west (20 miles). There is a shared used cycle 

path along Dame Dorothy Street, which links to St Peter’s Way 

(pictured) 

For pedestrians, there here is a trail alongside the River Wear and access 

to the Metro station and 

Sunderland can be gained 

through the riverside path 

(pictured) and steps to the 

A1018 Newcastle Road and 

the Wear Bridge, although 

the steps are quite steep and 

the route, particularly rticularly in winter can be quite dark dark. 

Access to Dame Dorothy Street and bus stops on Dundas 

Street can be gained using footpaths on St Peter’s Way 

and Dame Dorothy Street. There is also a path linking Charles Street to Dame Dorothy Street. 

The St Peter’s s Masterplan published in 2009 sets out a broad d framework for the consolidation of 

parking areas, the creation ion of green spaces, designated service routes, shared surface areas and 

non vehicular routes to and within the St Peters and Bonnersfie Bonnersfield area. 

The University actively encourages walking on and around the St Peter’s Campus and the St 

Peter’s Campus walking route maps can be found in Appendix G.


2.5 Facilities on Sir Tom Cowie (St Peter’s) Campus 

2.5.1.1 Car Parking 

Current Parking Space Provision 

In early 2007, there were approximately 674 parking spaces at the St Peter’s Campus Campus. 652 

spaces were for general parking allocation and 22 spaces were reserved for disabled users. A 

breakdown of these spaces is shown in Table 2.10 and Figure 2.12. 


West Main Car Park 


52 

Table 2.18 – St Peter’s Campus Parking Provision 2007 

West Overflow Car Park 89 

East Main Car Park 

Media Centre Car Park 

Temporary Overflow Car Park (East) 117 

Pay & Display Car Park next to St Peter’s Gate Entrance 12 

Total 

General 

Spaces 

211 

207 

Figure 2.12 - St Peter’s Campus Parking Provision 2007 

16 

652 

Disabled 

Spaces 

Total 

Spaces 

10 221 

0 89 

10 217 

2 18 

0 117 

0 12 

22 674


A December 2009 parking space count shows that the total number of parking spaces currently 

available at St Peter’s Campus is 718, an increase of 44 spaces (6.1%) from 2007. A breakdown 

of the December 2009 parking spaces at St Peter’s Campus is shown in Table 2.19 and Figure 

2.13 below. 



53 

Table 2. .19 - St Peter’s Campus Parking Provision December 2009 

St Peter’s Way Car Park 56 

West Main Car Park 

West Overflow Car Park 89 

East Main Car Park 

Media Centre Car Park 

Temporary Overflow Car Park (East) 117 

Total 

Future Parking Space Provision 

General 

Spaces 

Figure 2.13 – St Peter’s Campus Parking Provision 2009 

The University will continue to review parking arrangements at St Peter’s CCampus 

in the future to 

support the implementation of the St Peter’s Campus Masterplan. As stated in the Masterplan, it is 

expected that parking provision will remain relatively stable. 

211 

207 

16 

696 

Disabled 

Spaces 

Total 

Spaces 

0 56 

10 221 

0 89 

10 217 

2 18 

0 117 

22 718


A breakdown of the predicted parking provision at St Peter’s, as extracted from the Masterplan, is 

shown in Table 2.20 below below. 

Table 2.20 – St Peter’s Campus Parking Provision once Masterplan Fully Implemented 32 


Enterprise Square 

Central Parking Platform 

East Main Car Parks 

Car Park Opposite North Sands Business Centre 

Total 

2.5.1.2 Motorcycle Facilities 

In 2007/08, no designated ignated motorcycle parking areas were available at St Peter’s Campus. 

Motorcycle and moped users tended to use areas close to 

cycle parking facilities as some offered partially sheltered 

spaces. 

In 2009/10, motorcyclists continued to park in the same 

locations as cyclists, an arrangement which appears to be 

working. Motorcyclists are not permitted to park in car 

parking spaces. 

Despite the current arrangements which appear to work well, 

it is important that the requirements for motorcycle parking 

continue to be monitored closely, which will ensure there is no future conflict with staff and 

students cyclists at the St Peter’s Campus Campus. 

2.5.1.3 Cycle Facilities 

In 2007/08, cycle parking facilities were available around University Square, at the heart of St 

Peter’s Campus, providing spaces for approximately 40 cycle cycles. s. Most were at least partially 

sheltered by adjacent buildings. 

Cycle parking at St Peter’s in constantly under review and based on existing observations there 

appears to be adequate cycle parking at present present, hence no o cycle parking spaces have been 

added at this point in time time. 

In the longer term, the University is likely to investigate the possibility of installing a central secure 

cycle compound/hub similar to City Campus. 


As in 2007/08, showers and changing room facilities are available at the Media Centre aand 

the 

David Goldman Informatics Centre. Facilities in the David Goldman building were available to both 

staff and students. 

32 

Breakdown of spaces for disabled / visitors not stated in the St Peter’s Masterplan 


54 

General Spaces 

53 

173 

423 

58 

707


2.6 Ashburne Campus 

Ashburne is a smaller University campus and includes the neighbouring site of Bede Tower. As 

identified in the City Campus Development Framework and University Accommodation Strategy, 

the Ashburne Campus is scheduled for closure in 2011. Staff and students will be absorbed int into 

City / St Peter’s Campus operations, with some relocation relocations starting in 2010. Approximately 44 

staff (43 43 full time and 1 part part-time) and 270 students are currently based at the Ashburne Campus. 

2.6.1 Access to Ashburne Campus 


The Ashburne Campus is located to the south of Sunderland city centre, off the A1018 Ryhope 

Road. The site is located approximately 0.7 mile miles from Sunderland city centre and a similar 

distance from Sunderland train station. The Bede Tower site is located closer to the cit city centre 

and the City Campus, off Park Road as show in Figure 2.14 below. 


55 

Figure 2.14 – Ashburne Campus Location Plan



By Train 

The closest train station to Ashburne is Sunderland, a walking distance of approximately 0.7 miles 

and 15 minutes. . Additional information on train services to / from Sunderland st station is included in 

Section 2.2.1.2. 

By Metro 

The closest Metro station to the Ashburne Campus is Park Lane, a walking distance of 

approximately 0.6 miles s and 10 to 15 minutes. Additional information on train services to / from 

Sunderland station ation is included in Section 2.2.1.2. 

By Bus 

Park Lane is the main bus interchange for Sunderland and is located about 0.6 mile miles from 

Ashburne House. Additionally, tthere 

are a number of bus services which stop on Ryhope Road 

outside the campus as shown in Table 2.21 below. 


56 

Table 2.21 – Bus Services Stopping at Ashburne Campus 


23 

23, 23A, 

23B 

31, 31A 

39 

Thorney Close, 

Sunderland, Seaburn 

Dene Estate ate 

Sunderland, Peterlee, 

Hartlepool 

Sunderland, Ryhope, 

Peterlee 

Doxford International, 

Sunderland, Pennywell 

42 Silksworth, Sunderland 

60 

Sunderland, Seaham / Go North 

Parkside 

East 

61 South Hetton, Durham Arriva Every hour Monday to Saturday 

202 

2.6.1.3 Cycling 

Sunderland, Dalton 

Park, Peterlee 

Stagecoach 

Arriva & Go 

North East 


Every 30 minutes on Sundays. 

Every hour Monday to Sunday 

Arriva Every hour Monday to Sunday 

Go North 

East & 

Stagecoach 

Go North 

East & 

Veolia 

Go North 

East 


Every 30 minutes Sundays. 


Every 30 minutes Sundays. 

Every 10 minutes utes Monday to Saturday. 

Every 20 0 minutes Sundays. 

Every hour Monday to Sunday 

There is currently no cycle path / lane on Ryhope Road but cycle routes are available at the back 

of the campus, on Azalea Avenue and Asbrooke Road, which link Ashburne to the City Campus, 

as shown in Figure 2.15 overleaf overleaf.


2.6.1.4 Walking 

Footways are provided on Ryhope Road. However, this is a very busy road and alternative routes, 

using quieter streets, are available from the City Campus and from Sunderland city centre. Bede 

Tower is located close to the municipal park as shown in Figure 2.14. 


57 

Figure 2.15 – Cycle Routes at Ashburne Campus


2.6.2 Facilities on Ashburne Campus 

2.6.2.1 Car Parking 

Car parking facilities at Ashburne are limited, with only 24 

spaces available, including 1 accessible bay. Most spaces 

are found in the building’s in internal courtyard (see photo), 

with a few spaces at the fro front of the building. 

2.6.2.2 Motorcycle Parking 

There is no motorcycle parking available at Ashburne. There 

are no plans to add any additional motorcycle parking 

spaces due to the closure of this site is 2011 


58 

2.6.2.3 Cycle Parking 

Cycle le racks are available next to the building’s main 

entrance. There are no plans to add any additional cycle 

parking spaces due to the closure of this site is 2011 


There are no shower facilities available at the Ashburne 

Campus.


3. Current Travel Patterns 

To better understand how existing facilities and planned improvements cater for the needs of staff 

and students at the University University, a travel survey was undertaken in November / December 2009. 

The survey gathered data on place of work / study, work / study patterns and type of work, main 

mode of transport to work and journey to and from work, parking and potential incentives to 

encourage staff to use public transport, car share or cycle. This section analyses the results, 

enabling a revision of the Travel Plan’s objectives, targets and measures. Where possible, the 

2009 survey results have been compared with results from 2007. 

In 2007, the staff and student travel survey was undertaken using tthe 

he web based HEEPI model. 

For the 2009 surveys, a web based questionnaire was also undertaken, with a link to the survey 

page emailed to all staff and students in late November 2009. . The survey could be completed 

over a four week period. . TTwo 

wo weeks after the survey went live, a reminder was sent to all staff and 

students, , encouraging them to complete the survey. A prize draw was organis organised as part of the 

survey to encourage a high response rate, where staff and students could win a share of £300 of 

Bridges Shopping Centre Vouchers. 

In 2009, a total of 709 staff 

rate 33 staff returned a valid survey rvey form, which represents a 46.6% response 

. This very good response rate is considered to be representative of University staff travel 

patterns. In 2007, 605 staff completed the travel survey, a response rate of 37.8%. 

In 2009, a total of 1075 students returned a valid s 

rate 34 students returned a valid survey urvey form, which represents a 7.8% response 

. Although a large number of students completed the survey, the response rate is still below 

the desired 10% threshold for a survey of this type and therefore the results do need to be treated 

with some caution. . In 2007, 843 students completed the travel survey, a response rate of 5.8%. 

33 

This response rate is based on the headcount number of staff for which 1523 for the 2009/10 academic year, which enables a di direct 

comparison with the response rate for 2007/08. 

34 

This response rate is based on the headcount number of students which is 13,869 for the 2009/10 academic year, which enables a 

direct comparison with the response rate for 2007/08. 


59


3.1 Staff Travel Patterns 

3.1.1 All Staff 

3.1.1.1 How do staff travel to work 

Staff were asked questions on the modes of transport they use to travel to work. This included the 

following: 

• Main mode of travel in a typical week; and 

• Occasional modes of transport used to travel to work. 

Respondents could choose between thirteen different modes of transport, including car/van driver 

(on your own), car/van driver (with others), car/van driver (as passenger), motorbike/ scooter, 

train, bus, campus bus, metro metro, park and ride, cycle, walk, taxi and other. 

Main Mode of Travel 

Staff were asked to specify the mode of transport they used to travel to work most frequently. The 

results esults are illustrated below in Table 3.1 below. 

Mode of Transport 


60 

Table 33.1 

– 2009 Modal Split (Main Mode of Transport) – All Staff 

Car / Van Driver (on your own) 381 

Car / Van Driver (with others) 47 

Car / Van (as passenger) 30 

Motorbike / Scooter 

Train 

Bus 

Campus Bus 

Metro 

Park and Ride 

Cycle 

Walk 

Taxi 

Other 

Total 

Number of Respondents 

The he 2007 questionnaire was prepared using the HEEPI model and contained fewer possible 

modal options for respondents to choose. IIt 

was therefore necessary to group modal categories to 

enable a viable iable comparison between the 2007 and 2009 data as shown in Table 3.2 (over page).. 

6 

10 

78 

0 

80 

2 

19 

54 

2 

0 

709 

% of Respondents 

53.7% 

6.6% 

4.2% 

0.8% 

1.4% 

11% 

0% 

11.3% 

0.3% 

2.7% 

7.6% 

0.3% 

0% 

100%


Table 3.2 – 2007 and 2009 Modal Split Comparison (Main Mode of Transport Transport) – All Staff 

Mode of 

Transport 

Car Drivers 

Car Users 

(drivers and 

passengers) 

Public 

Transport 

Users 

Cycling and 

Walking 

2007 


Respondents 

From 2007 to 2009, there has been a 4.4 percentage point increase in staff car drivers and a 1.8 

percentage point increase in staff car users. In addition, public ublic transport usage is down by 22.7 

percentage points. However, it is important to note that this is set against background traffic 

growth in the Tyne ne & Wear Metropolitan area between 2005 and 2007 of 3% for car use and a 3% 

decrease in public transport usage. TThere 

here has been an increase in cyclists (0.5 percentage points) 

and walkers (0.5 percentage points points), ), although these increases are slight and sho should therefore be 

treated with a degree of caution. 

2009 staff taff responses have also been split by campus to highlight any differences between the two 

campus locations. As 90% of staff work working at the City Campus or St Peter’ ’s Campus, these two 

locations have been used as subcategories for this analysis. Results are shown in Table 3.3. 


Car / Van Driver (on 

your own) 

Car / Van Driver (with 

others) 

Car / Van (as 

passenger) 


Train 

Bus 

Campus Bus 

Metro 

Park and Ride 

Cycle 

Walk 

Taxi 

Other 

Total 


61 

Table 33.3 

– 2009 Modal Split Comparison by Campus – All Staff 

City Campus 


Respondents 

2007 

% of 

Respondents 

2009 

331 55.9% 428 

372 62.7% 458 

161 26.7% 176 

55 9.3% 73 

City Campus 


Respondents 

Number of % of 

Respondents Respondents 

St Peters 


Respondents 

St Peters 


Respondents 

260 53.9% 86 52.1% 1.8% 

33 6.8% 13 

17 3.5% 9 

3 0.6% 2 

8 1.7% 1 

54 11.2% 13 

0 0% 0 

60 12.4% 17 10.3% 2.1% 

2 0.4% 0 

8 1.7% 10 

35 7.3% 14 

2 0.4% 0 

0 0% 0 

482 100% 165 100% 

2009 

% Point 

Variation 

2007-09 

60.3% 4.4 

64.5% 1.8 

24% -2.7 

10.3% 1 

% Point 

Variation 

between 

Campuses 

7.9% 1.1% 

5.5% 2% 

1.2% 0.6% 

0.6% 1.1% 

7.9% 3.3% 

0.0% 0% 

0.0% 0.4% 

6.1% 4.4% 

8.5% 1.2% 

0.0% 0.4% 

0.0% 0%


Three hree times as many staff responded to the survey from the City Campus compared to St Peter’s, 

which reduces the confidence in the results for St Peter Peter’s once disaggregated. Both sites 

demonstrate similar modaal 

splits however, with the he most significant difference in the percentage of 

staff who cycle to work (6.1% 6.1% at St Peter Peter’s ’s compared to 1.7% at the City Campus Campus). 

Ashburne Campus 

Ashburne Campus is scheduled for closure in 2011 and as such existing staff and students will be 

absorbed into the City and St Peter’s Campus operations. In the 2009 survey, oonly 

21 staff stated 

that they worked within Ashburne Campus. 10 staff stated that they drove to the campus alone, 

with ith an additional 5 stating they either gave or accepted a lift. 

Occasional Mode of Travel 

Staff were also asked ed to specify the mode of transport they occasionally use to travel to work work. This 

question tion highlights the potential for staff to use other modes of transport. 132 respondents said 

that they currently travel to the University by car either on their own or as a passenger. These staff 

may occasionally use a more sustainable mode of transport such as cycling, bus or metro. 

The figures are illustrated below in Table 3.4. 


Table 3.4 - 2009 Modal Split (Occasional Mode of Transport) – All Staff 





Train 

Bus 

Campus Bus 

Metro 

Park and Ride 

Cycle 

Walk 

Taxi 

Other 

I only use my one mode 53 

Total 


62 


3 

20 

98 

15 

80 

0 

32 

65 

22 

1 

614 


16.4% 

5% 

15.1% 

0.5% 

3.3% 

16% 

2.4% 

13% 

0% 

5.2% 

10.6% 

3.6% 

0.2% 

8.6% 

100%


3.1.1.2 Business Travel 

University staff were asked how often they travel away from the campus on business. It can be 

seen in Figure 3.1 (below) that 75% of respondents travel on business either ‘less than once a 

month’ or not at all. Only a small proportion of respondents (6%) travel l ‘several times a week’ or 

‘daily’. 


63 

Figure 3.1 – 2009 Frequency of Business Travel – All Staff 

Table 3.5 illustrates ustrates the modal split of those travelling away from the University on business. It can 

be seen that public transport accounts for 48.4% of business journeys, with 2.2% of trips made 

by walking. Car trips account for 43.7% of business journeys. 


Car / Van Driver 


Train 

Bus 

Metro 

Cycle 

Walk 

Taxi 

Other 

Total 

37% 

1% 

5% 

38% 

12% 

8% 

Table 3. .5 – 2009 Mode of Transport for Business Trips – Al All Staff 

Number of Respondents % of Respondents 

195 

2 

182 

13 

21 

0 

10 

3 

20 

446 

Daily 

Several times a week but 

not every day 

Several times a month 

Once a month 

Less than once a month 

I never travel on business 

43.7% 

0.4% 

40.8% 

2.9% 

4.7% 

0% 

2.2% 

0.7% 

4.5% 

99.9%


3.1.1.3 Travel between Campuses 

University staff were asked three questions relating to travel between University campus sites. 

These questions included: 

• How often staff travel between the University campuses; 

• What mode of transport staff use to travel between the University campuses; and 

• If staff travel by car between the University campuses, what would encourage them to use 

the bus to travel between the campuses 

Figure 3.2 illustrates the frequency of travel between campuses. Of 698 responses, only 3% of 

staff stated that they travelled between University campuses on a daily basis, with 10% stating 

they travel several times per week. 51% of respondents travel between the campuses less than 

once a month or never. 

Figure 3.22 

– 2009 Frequency of Travel between Campuses – All Staff 

Table 3.6 illustrates the modes which staff use to travel between campuses. Approximately 48.2% 

of staff travel by car, with 21% using the campus bus and 22.1% walking. 

Table 3.6 – 2009 Mode of Transport used to travel between Campuses – All Staff 


Campus bus 

Cycle 

Car / Van 

Walk 

Metro 

Other 

Total 

37% 

14% 

3% 

10% 

11% 


64 

24% 

Daily 


not every day 


Once a month 


I never travel between 

campuses 


Respondents 


Respondents 

117 21.0% 

10 1.8% 

268 48.2% 

123 22.1% 

28 5.0% 

10 1.8% 

556 100%


Staff were asked to name up to three improvements that would encourage them to travel between 

University campuses by bus rather than by car car. Only 11.3% of respondents said they would never 

consider using the campus bus which means 88.7% would consider using it. The two most 

common answers were for more frequent bus services and for bigger university buses. These 

responses are supported by staff when they were asked to provide additional comments comments. The 

most frequent complaint from staff was in relation to overcrowding on the campus buses buses. The 

introduction of the new Sunderland Electric Shuttle Bus, to be operat operated ed in conjunction with the 

Campus Bus, should go some way to addressing these complaints. 

Table 3.7 - 2009 Improvements to encourage travel by Bus between University Campuses – All Staff 

Type of Improvement 

More reliable service 

More frequent service 

Improved information on bus services 128 

Bigger buses 

Didn’t know there was a campus bus 19 

I would not consider using the campus bus 77 

Total 

3.1.1.4 Where do staff travel from? 

In 2009, , a total of 634 staf staff provided a partial postcode (Postal District). Table 3.8 below show the 

most popular postal districts for staff and Figure 3.3 overleaf shows these results in more detail. 

The majority of staff lived close to the University. . The SR2, 3, 4, 5 and 6 postal districts are the 

most densely populated, with densities thinning as distance from the University increases. 

Postcode District 

SR6 

SR2 

SR3 

SR4 

SR5 

DH4 

DH1 

SR7 

DH5 

DH7 

NE34 

Others 

Total 


65 


Respondents 

60 

228 

167 

679 

Table 3.8 – 2009 Postal District Data – All Staff 


79 

77 

58 

48 

35 

27 

24 

17 

14 

13 

13 

229 

634 


12.5% 

12.1% 

9.1% 

7.6% 

5.5% 

4.3% 

3.8% 

2.7% 

2.2% 

2.1% 

2.1% 

36.1% 

100% 

8.8% 

33.6% 

18.9% 

24.6% 

2.8% 

11.3% 

100%



66 

Figure 3.3 - 2009 Origins Density Map – All Staff



67 

Figure 3.4 – 2009 Origins by Mode of Transport – All Staff


3.1.1.5 Journey to Work 

Distance Travelled 

University staff were asked how far they travel to work. The 2009 results show that a large 

proportion of staff (62.8%) .8%) live 10 miles or less from the University and are therefore have a better 

opportunity to be able to use public transport, walk or cycle to work. However, this figure is lower 

than the result from 2007, when 65.8% of staff lived less than 10 miles from the University. This 

shows staff in 2009 are travelling further to get to the University. Table 3.99 

and Figure 3.5 below 

show the results in detail. 

Distance 

Up to 1 mile 

1-2 miles 

Table 3.9 – 2007 and 2009 Comparison of Distance Travelled by to Work – All Staff 

2007 


Respondents 

3-4 miles 113 19.1% 147 

5-10 miles 140 23.7% 154 

11-20 miles 136 23% 181 

Over 20 miles 

Total 591 100% 707 

30.0% 

25.0% 

20.0% 

15.0% 

10.0% 

Figure 3.5 - 2007 and 2009 Comparison of Distance Travelled by to Work – All Staff 

5.0% 

0.0% 

Up to 1 

mile 


68 

2007 


Respondents 

2009 


46 7.8% 36 

89 15.1% 107 

67 11.3% 82 

1-2 

miles 

3-4 

miles 

5-10 

miles 


11-20 

miles 

2009 


Over 20 

miles 

% Point 

Variation 

2007-09 

5.1% -2.7% 

15.1% 0% 

20.8% 1.7% 

21.8% -1.9% 

25.6% 2.6% 

11.6% 0.3% 

100% 

2007 

2009


Journey Duration 

Staff were asked about the duration of their journey to work. In 2009, 57.7% % of respondents travel 

30 minutes or less to get to work work, compared to 63.9% in the 2007 survey. This reflects the fact 

that staff in 2009 travel further to get to the University In 2009, 6.4% of staff travel for more than 1 

hour to get to work compared to 6.9% in 2007. Table 3.10 and Figure 3.6 show the results in more 

detail. 

Time 

0 to 15 minutes 




Over 60 minutes 

Total 

35.0% 

30.0% 

25.0% 

20.0% 

15.0% 

10.0% 

5.0% 

0.0% 

3.1.1.6 Working Patterns 

Working Days 


69 

Table 3.10 – 2009 Time taken to travel to work – All Staff 

Figure 3.6 – 2009 Time taken to Travel to Work – All Staff 

0 to 15 

minutes 


16 to 30 

minutes 

163 

243 

153 

100 

In 2009, a large majority of respondents (78.8%) work 5 days a week, an increase of 3 percentage points 

from 2007 (75.8%). Respondents who answered they work outside the normal Monday to Friday 

working week are support and admin staff. This is shown in Table 3.11 and Figure 3.7. 

45 

704 

31 to 45 

minutes 

46 to 60 

minutes 

23.2% 

34.5% 

21.7% 

14.2% 

6.4% 

100% 

Over 60 

minutes


Day of 

Week 

1-2 days 17 

3-4 days 117 

5 days 436 

6 days 5 

Total 575 

80.0% 

70.0% 

60.0% 

50.0% 

40.0% 

30.0% 

20.0% 

10.0% 

0.0% 

Working Hours 

Table 3.11 - 2007 and 2009 Comparison of Days Worked per Week – All Staff 

2007 


Respondents 

2007 


Respondents 

Figure 3.7 - 2007 and 2009 Comparison of Days Worked per Week – All Staff 

Staff were asked about the times they usually start and finish work. In 2009, 69.5% of respondents 

start work between the hours of 08:00 08:00-09:00. 

Table 3.12 illustrates trates the 2007 and 2009 results in detail. In 2009, staff tend to start work between 

the hours of 08:30-09:00. . This is consistent with the results from 2007. 

In 2009, 36% % of staff finishe finished work between the hours of 17:30-18:00, , compared to 36% in 22007. 

The majority of staff working at the University start and finish at relatively standard times times. This 

would indicate that a significant proportion of staff work outside regular hours and are therefore 

taking advantage of flexible working hours at the University. It should also be noted tthat 

9.9% of 

staff arrive at the University before 08:00. . Some staff may arrive early to locate a parking space or 

avoid the morning rush hour hour, , but many will be operational managers and administrators who are 

required to start early. The response ‘t ‘time varies’ was not applicable in 2007 as this was not an 

option in the travel survey survey. 


70 

2009 


Respondents 

3% 26 3.7% 

2009 


Respondents 

20.3% 94 13.5% -6.8% 

75.8% 548 78.8% 3% 

0.9% 27 3.9% 

100% 695 99.9% 

1-2 2 days 3-4 days 5 days 6 days 

% Point 

Variation 

2007-09 

0.7% 

3% 

2007 

2009


Start Time 

By 08:00 78 

08:00-08:30 136 

08:30-09:00 275 

09:00-09:30 29 

09:30-10:00 12 

10:00-12:00 20 

After 12:00 9 

Time Varies n/a 

Total 559 

Finish Time 


71 

Table 3. .12 - 2007 and 2009 Comparison of Start Times – All Staff 

2007 


Respondents 

Table 3.13 13 - 2007 and 2009 Comparison of Finish Times – All Staff 

2007 


Respondents 

2007 % of 

Respondents 

2009 


Respondents 

Before 15:00 44 8% 25 

15:00-15:30 14 2.5% 10 

15:30-16:00 11 2% 7 

16:00-16:30 35 6.3% 33 

16:30-17:00 87 15.7% 99 

17:00-17:30 200 36.2% 255 

17:30-18:00 86 15.6% 90 12.7% -2.8% 

After 18:00 76 13.7% 59 

Time Varies n/a n/a 130 18.4% 18.4% 

Total 553 100% 708 


Respondents 

14% 70 9.9% % -4% 

24.3% 189 26.8 26.8% 2.4% 

49.2% 252 35.7 35.7% -13.5% 

5.2% 93 13.2 13.2% 8% 

2.1% 16 2.3% % 0.1% 

3.6% 8 1.1% % -2.4% 

1.6% 7 1% 

n/a 71 10.1 10.1% 10.1% 

100% 706 100% % 


Respondents 

2009 


Respondents 


Respondents 

% Point 

Variation 

2007-09 

-0.6% 

% Point 

Variation 

2007-09 

3.5% -4.4% 

1.4% -1.1% 

1% -1% 

4.7% -1.7% 

14% -1.7% 

36% -0.1% 

8.3% -5.4% 

100%


Contracted Working Hours 

In 2009, the majority of respondents ( (81.3%) work full time, an increase of 1.5 percentage points 

from 2007 (79.8%). This is shown in Table 3.14 below. 

Contracted 

Working Hours 

Full Time Staff 

Part Time Staff 

Total 

3.1.1.7 Profile of Respondents 

Job Roles 

Table 3.14 - 2007 and 2009 Comparison of Contracted Working Hours – All Staff 

2007 Number of 

Respondents 

The travel survey also included questions about the job role, age, gender and any disability that 

might affect travel arrangements 

In terms of the type of work undertaken by staff (job family) the breakdown is as shown below below: 

• Academic staff (27.5%) (27.5%); and 

• Support staff (72.5%) 

Age & Gender 

62.1% of respondents were female, with 37.9 37.9% male, , although this is not representative of the 

actual male to female split at the University University. 

In terms of age distribution, it can be seen that very few respondents are under the age of 25, with 

the most prominent age groups being 35 35-44 and 45-54, as shown in Table 3.15 below. 

Age 

Under 25 

25-34 

35-44 

45-54 

55 and Over 

Total 

Disability 

In 2009, 4.9% % of respondents ( (33 staff) said that they had a disability ability which affected their travel 

arrangements. From the 33 respondents who stated they had a disability which affected their 

travel arrangements, approximately 58% stated that they dr drove ove to work. Results are shown in 

Figure 3.8 below. 


72 


Respondents 

2009 Number of 

Respondents 

458 79.8% 522 

116 20.2% 120 

574 100% 642 

Table 3.15 –2009 Age Groups – All Staff 


Respondents 

35 

140 

170 

208 

131 

684 


Respondents 


81.3% 

18.7% 

100% 

Respondents 

5.1% 

20.5% 

24.9% 

30.4% 

19.2% 

100%


Figure 3.8 – 2009 mode of transport for respondents with a disability – All Staff 

3% 

12% 

3% 

12% 

6% 

6% 

More than 20% of these respondents raised concerns regarding the number of disabled parking 

bays and the way which they are frequently occupied by delivery vans. Others stated that the 

crowding on the campus buses affects their journey to work. 


73 

58% 

Car / Van Driver (on your 

own) 

Car / Van Driver (with 

others) 

Car / Van (as passenger) 


Train 

Bus


3.1.2 Staff Car Drivers 

This section examines amines travel patterns of staff who usually drive to work. . They are the main target 

group for the 2009 Travel Plan measures which aim to reduce the number of people driving to the 

campuses on their own and encourage the use of more sustainable modes of transport transport. 



As shown in Table 3.16 and Figure 3.9 below, 47.9% of respondents who drive to work travel 

more than 10 miles, , compare compared with 37.2% for all staff respondents. However, it is also important 

to note that 28.9% of car drivers travel less than 4 miles to get to work and are potentially within 

walking or cycling distance of the main campus campuses. 

Distance 

Up to 1 mile 

1-2 miles 

3-4 miles 

5-10 miles 

11-20 miles 

Over 20 miles 

Total 

35.0% 

30.0% 

25.0% 

20.0% 

15.0% 

10.0% 

5.0% 

0.0% 


74 

Table 33.16 

– 2009 Distance Travelled to Work - Staff Car Drivers 


Figure 3.9 - 2009 Distance Travelled to Work - Staff Car Drivers 

Up to 1 1-2 miles 3-4 miles 5-10 miles 11-20 20 

mile 

miles 

5 

37 

68 

88 

121 

61 

380 

1.3% 

9.7% 

17.9% 

23.2% 

31.8% 

16.1% 

100% 

Over 20 

miles



Table 3.17 illustrates the time taken for staff car drivers to travel to work. 55% of staff car drivers 

take less than 30 minutes to travel to the University compared to 57.8% for all respondents. This 

shows that the journey by car takes less time and could go some way to explaining why staff 

choose the car to travel to work. 

Time 






Total 


75 

Table 3.17 17 – 2009 Time taken to Travel to Work – Staff Car Drivers 

Table 3.18 below shows the time taken to travel to work for car drivers that live less than 4 miles 

from the University. . It can be seen that 339 

of the 110 respondents in this category spend over 16 

minutes utes travelling to work. These staff could potentially experience a faster j jjourney 

by public 

transport or cycle. 

Table 3.18 - 2009 Time taken to Travel to Work by those that Live within 4 Miles – Staff Car Drivers 

Time 




Total 

3.1.2.2 Work Patterns 

The percentage of car drivers that work full time (80.6%) is in line with the proportion of all 

respondents working full time (81.3%). Car drivers start and finish times are similar to results for 

all staff. 

3.1.2.3 Parking 


In 2007, 86.4% of respondents who usually dr drove to work held a University parking permit. In 

2009, this has risen to 90.4%. The figures are illustrated in Table 3.19 (over page). 

77 

132 

97 

58 

16 

380 


71 

38 

1 

110 

20.3% 

34.7% 

25.5% 

15.3% 

4.2% 

100% 

64.5% 

34.5% 

0.9% 

99.9%


Permit 

Type 

University 

car park 

(with 

permit) 


car park 

(without 

permit/high 

er P&D 

tariff) 

Table 3.19 –2007 2007 and 2009 Comparison of Parking Statistics – Staff Car Drivers 

2007 Number 

of 

Respondents 


76 

292 86.4% 377 90.4% 4% 

8 

On Street 28 8.3% 28 

Public offstreet 

car 

park 

10 3% 4 

Total 338 100.1% 417 100% 

Table 3.20 compares parking statistics across St Peters and the City ity Campus. It can be seen that 

although more car drivers responded to the survey at City Campus, results are similar for both 

campuses. The figure for St Peter’s should be treated with caution due to the low response rate. 

Permit 

Type 

Table 3.20 – 2009 Comparison of Parking Statistics between Campuses – Staff Car Drivers 


car park 

(with 

permit) 


car park 

(without 

permit/high 

er P&D 

tariff) 

City Campus 


Respondents 

265 90.4% 91 

On Street 20 6.8% 5 

Public offstreet 

car 

park 

Other 


Respondents 

2009 Number 


Respondents 

2.4% 8 

City Campus 


Respondents 

St Peters 

Campus 


Respondents 

3 1% 0 

3 1% 1 

2 0.7% 2 

Total 293 100% 99 


Respondents 

% Point 

Variation 

2007-09 

1.9% -0.5% 

6.7% -1.6% 

1.0% -2% 

St Peters 

Campus 


Respondents 

91.9% 

0% 

5.1% 

1% 

2% 

100%


3.1.2.4 Car Type 

Staff were asked questions regarding the engine size of their vehicles and the vehicle fuel type. 

Figure 3.10 and Figure 3. .11 show that 47% of staff have vehicles below 1.4 litres and have petrol 

engines which are better in terms of vehicle emissions emissions. 

7% 


77 

Figure 3.10 – 2009 Vehicle Engine Size – Staff Car Drivers 

20% 

27% 

47% 

Figure 3.11 – 2009 Vehicle Fuel Type – Staff Car Drivers 

28% 

72% 

Less than 1.4 litres 

1.4 -2.0 litres 

Greater than 2.0 litres 

Don't know 

Petrol 

Diesel 

Hybrid


3.1.2.5 Travel choices and opportunities for behaviour change 

Reason for Using a Car to Travel to Work 

Staff who drive to work were asked why they choose to use this mode of transport over others. 

Staff were able to choose up to three responses. The dominant responses were: 

• It’s quicker to travel to the University by car (22.3%); 

• My car provides flexibility (19.4%); and 

• Public transport is inconvenient (18.4%) 

Other options such as distance distance, , cost and safety featured far less than these dominant options options, as 

shown in Table 3.21 below elow. 

Table 3.21 – 2009 Main Reason for Travelling by Car to the University – Staff Car Drivers 

Response 

It’s quicker to travel to the University by car 217 

My car provides more flexibility 189 

Public transport is inconvenient 179 

It’s too far to walk or cycle 87 

It is cheaper to use the car than public transport 75 

Need car for University business 55 

I have to carry equipment / books 47 

I use my car for non-University University business 39 

I give others a lift 

I can park cheaply / close to the University 22 

I use the car due to disability / health reasons 11 

Alternative forms of travel are not safe 7 

I do not have enough information about alternatives 1 

Other 

Total 


In 2009, 85% % of car drivers identified other modes of transport they occasionally use to get to work 

with just 15% of respondents stating that they never use another mode of transport transport. 

In terms of the occasional modes used used, 47% of car drivers stated that they use buses, trains or 

the metro, with a further 18% stating that they either cycle or walk. This suggests that there is 

potential for staff to use these modes on a more regular basis. 


78 


Responses 

35 

8 

972 

% of Responses 

22.3% 

19.4% 

18.4% 

9% 

7.7% 

5.7% 

4.8% 

4% 

3.6% 

2.3% 

1.1% 

0.7% 

0.1% 

0.8% 

99.9%




79 

Table 33.22 

– 2009 Occasional Mode of Travel – Staff Car Drivers 



Train 

Bus 

Campus Bus 

Metro 

Park and Ride 

Cycle 

Walk 

Taxi 

Other 


Total 

Potential for Car Sharing 

Car drivers were asked what would encourage them to car share. In 2009, , 36.6% of respondents 

who usually drive to work and answered this question said that nothing would encourage them to 

car share. . Of those that did suggest that they would consider car sharing, three options proved 

popular. These included: 

• Help finding car share partners with similar work patterns (18.6%); 

• Reduced parking charges for car share vehicles (14%); and 

• Reserved parking for car sharers (10.2%); 

Incentive 

Table 3.23 – 2009 Incentives to Encourage Car Sharing – Staff Car Drivers 

Help finding car share partners with 

similar work patterns 

Reduced parking charges for car 

share vehicles 

Reserved parking for car sharers 54 

Free travel home if let down by car 

share partner 

Reduced car parking availability 6 

None of the above 

Not interested in car sharing 193 


Responses 

2 

13 

53 

3 

59 

0 

18 

29 

1 

1 

269 

Number of Responses 

98 

74 

44 

58 


Responses 

18.6% 

0.7% 

4.8% 

19.7% 

1.1% 

21.9% 

0% 

6.7% 

10.8% 

0.4% 

0.4% 

14.9% 

100% 


18.6% 

14% 

10.2% 

8.3% 

1.1% 

11% 

36.6%


Total 

Potential to use Public Transport 

Car Drivers were asked what would encourage them to use public transport. Just 19% stated that 

none of the options provided as part of the questionnaire would encourage them to use public 

transport. Of the eleven options pprovided 

to respondents, three attracted a greater than 10% 

response rate. . These were: 

• More direct public transport routes (23.1%); 

• Discounted tickets/ passes available through corporate discount schemes (15.4%); and 

• More frequent public transport services (15%) 

Incentive 

Table 3.24 – 2009 Incentives to Encourage Public Transport Use – Staff Car Drivers 

More direct public transport routes 164 

Discount tickets / passes available 

through corporate discount schemes 

More frequent public transport services 106 

More convenient public transport drop off 

59 

points 

Improved park & ride facilities 35 

Better bus connections from train station 

to home and work 

Better bus connections from home to 

metro 

Provision of a bus link from key city 

centre locations to the campuses 

Better lighting at bus shelters and 

workplace footpaths 

Lack of availability of car parking spaces 16 

Increased car parking charges 1 


Total 

Potential to Walk and Cycle 

As shown in 


80 

527 


109 

27 

22 

20 

15 

135 

709 

99.8% 


23.1% 

15.4% 

15% 

8.3% 

4.9% 

3.8% 

3.1% 

2.8% 

2.1% 

2.3% 

0.1% 

19% 

99.9%


Table 3.25 overleaf, , the majority of car drivers rivers answered that ‘none’ of the changes listed in the 

staff survey would encourage them to walk or cycle, , although car drivers tend to live further from 

the e University making walking and cycling more difficult . The greatest number of positive 

responses stated that they would consider cycling/ walking if a greater number of shower and 

locker facilities were provided. 


81


Incentive 

Table 3.25 – 2009 Incentives to Encourage Walking and Cycling – Staff Car Drivers 

More and improved shower facilities & 

lockers 

Discounts on cycling and walking 

products (including bicycles) 

More and improved cycle paths on and 

around University campuses 

More and improved cycle parking 23 

More and improved pedestrian routes on 

and around University campuses 

Cycle / walking buddy 

Improved personal security for walkers 

on and around campuses 


Total 


82 


36 

30 

27 

13 

12 

11 

292 

444 


8.1% 

6.8% 

6.1% 

5.2% 

2.9% 

2.7% 

2.5% 

65.8% 

100.1%


3.1.3 Staff Public Transport Users 



Figure 3.12 below, 63% % of staff public transport users travel less than 10 miles tto 

get to work, 

compared to 52.1% of car drivers and 62.8% for all respondents respondents. 37.1% of public transport 

journeys urneys are more than 10 miles. This shows that long distance journeys can be catered for by 

public transport as long as the right services are available. 

Distance 

Up to 1 mile 

1-2 miles 

3-4 miles 

5-10 miles 

11-20 miles 

Over 20 miles 

Total 

30.0% 

25.0% 

20.0% 

15.0% 

10.0% 

5.0% 

0.0% 


83 

As shown in Table 3.26 and 

Table 3.26 – 2009 Distance Travelled to Work – Staff PT Users 


2 

26 

43 

36 

46 

17 

170 

Figure 3.12 - 2009 Distance Travelled to Work – Staff PT Users 

1.2% 

15.3% 

25.3% 

21.2% 

27.1% 

10% 

100.1% 

Up to 1 1-2 miles 3-4 miles 5-10 miles 11-20 20 Over 20 

mile 

miles miles



Table 3.27 illustrates the time taken for public transport users to travel to work. It can be seen that 

41.7% % of public transport users have a travel time of less than 30 minutes minutes, , compared to 57.7% for 

all staff, which indicates it currently takes longer to travel to work by public transport than other 

modes. 

Time 






Total 

Discounted Travel Scheme 


84 

Table 33.27 

- 2009 Time taken to Travel to Work - Staff PT Users 

For staff travelling ling by public transport to the University, 19% stated that they have purchased their 

ticket through a University discounted travel scheme and 19% currently have a £40 Sunderland 

Metro ticket. . Therefore, 62% of staff public transport users do not currently take advantage of 

discounted public transport port offered by the University. 

19% 

19% 


20 

50 

37 

34 

27 

168 

2009 Staff Distance Travelled to Work – Staff PT Users 

7% 

11% 

19% 

15% 

10% 

Daily return ticket 

Monthly travel ticket 

Weekly travel ticket 

Annual ticket 

£40 Sunderland Metro staff / 

student travel pass 

Salary deduction staff travel 

pass 

Other 

11.9% 

29.8% 

22% 

20.2% 

16.1% 

100%


Occasional Mode of Transport 

Amongst 2009 respondents who usually take public transport services to get to work, 26% said 

they occasionally drive to work, whilst 21% stated that they occasionally receive a lift. 18% stated 

that they sometimes walk or cycle to work. 

Improvements to Public Transport Users Journey 

Public transport users were also asked about potential improvements to their journey to work. 

Three improvements nts proved considerably more popular than any others. These were: 

• Discounted tickets and passes at work work; 

• More frequent services; and 

• More direct routes 


85


3.1.4 Staff who walk and cycle to work 



As shown in Table 3.28 and 

Figure 3.13 below, 90.3% % of staff who walk and cycle to work travel less than fou four miles, 

compared to 41% for all users, which illustrates that staff who walk and cycle live closer to the 

University. 

Distance 

Up to 1 mile 

1-2 miles 

3-4 miles 

5-10 miles 

11-20 miles 

Total 

30.0% 

25.0% 

20.0% 

15.0% 

10.0% 

5.0% 

0.0% 

Table 3.28 - 2009 Distance Travelled to Work – Staff Pedestrians and Cyclists 

Figure 3.13 - 2009 Distance Travelled to Work – Staff Pedestrians and Cyclists 


86 



mile 

miles 

25 

30 

10 

5 

2 

72 

34.7% 

41.7% 

13.9% 

6.9% 

2.8% 

100% 

Over 20 

miles



Table 3.29 illustrates the time taken for pedestrians and cyclists to travel to work. It can be seen 

that almost 90% of pedestrians and cyclists have a travel time of less than 30 minutes minutes, compared 

to 57.7% for all users. 

Time 






Total 

Table 3.29 - 2009 Time taken to Travel to Work - Staff Pedestrians and Cyclists 


87 


33 

30 

6 

2 

1 

72 

45.8% 

41.7% 

8.3% 

2.8% 

1.4% 

100%


3.2 Student Travel Patterns 

3.2.1.1 How do students travel to the University? 

Usual Mode of Travel 

Students were asked to specify the mode of transport they use most frequently to travel to 

University. There is a high proportion of students who walk to the University (31.5%) and who 

travel by public transport (40.1%). Of the public transport users, 15.3% use the Metro. Results are 

illustrated below in Table 3.30. 



88 

Table 3.30 – 2009 Modal Split (Main Mode) – All Students 



Car / Van (as passenger) 


Train 

Bus 

Campus Bus 

Metro 

Park and Ride 

Cycle 

Walk 

Taxi 

Other 

Total 

As stated in Section 3.1, the 2007 questionnaire was prepared using the HEEPI model, which 

contains fewer options for respondents to choose. It was therefore necessary to group mode 

categories to enable a comparison between the 2007 and 2009 data as shown in Table 3.31. 


Transport 

Table 3.31 – 2007 and 2009 Modal Split Comparison (Main Mode) – All Students 

2007 


Respondents 

Car Drivers 214 24.8 260 

Car Users 

(drivers and 

passengers) 

Public Transport 

Users 

Cycling and 

Walking 


2007 

24 

261 30.3% 284 

339 43.4% 435 

199 23% 349 

4 

24 

107 

136 

164 

0 

10 

339 

5 

2 

1075 


Respondents 

2009 


2009 

21.3% 

2.9% 

2.2% 

0.4% 

2.2% 

10% 

12.7% 

15.3% 

0% 

0.9% 

31.5% 

0.5% 

0.2% 

100.1% 

Number of % of 


% Point 

Variation 

2007-09 

24.2 -0.6% 

26.4% -3.9% 

40.1% -3.3% 

32.4% 9.4%


From 2007 to 2009, there has been a 0.6 percentage point decrease in student car drivers and a 

3.9 percentage point decrease crease in student car users. Public c transport usage is down by 3.3 

percentage points, although this is offset by the large increase ase in cyclists and walkers of 9.4 

percentage points. It should be noted that the results for students need to be treated with caution 

due to the low overall student response rate. 

Student responses have also been split by campus to highlight any issues specific to different 

campus locations. As students predominantly study at either the City or St Peters Campuses, 

these two locations have been used as subcategories for this analysis. Results are shown below 

in Table 3.32. Both the City and St Peter’s Campus sites demonstrate similar mod modal splits. The 

most significant difference between the two ssites 

is that a greater proportion of students walking to 

City Campus, with a larger proportion of students using the campus bus to access St Peter’s. 


Transport 


(on your own) 


(with others) 

Car / Van (as 

passenger) 

Motorbike / 

Scooter 

Train 

Bus 

Campus Bus 

Metro 

Park and Ride 

Cycle 

Walk 

Taxi 

Other 

Total 

Ashburne Campus 

Table 3.32 – 2009 Comparison of Modal Split by Campus – All Students 

City Campus 


Respondents 

Ashburne Campus is due to close in 2011 and as such existing staff and students will be 

absorbed into the City Campus and St Peters Campus operations. . Only 39 students stated that 

they studied at the Ashburne Campus. Only 10 of the students travel el by car, with the remaining 

students using more re sustainable modes (31% walk walk). 


89 

City Campus 


Respondents 

St Peters 


Respondents 

88 22.2% 118 

4 1% 21 

7 1.8% 13 

1 0.3% 1 

9 2.3% 13 

41 10.3% 52 

31 7.8% 93 

64 16.1% 89 

0 0% 0 

4 1% 6 

145 36.5% 159 

2 0.5% 3 

1 0.3% 0 

397 100% 568 

St Peters 


Respondents 

% Point 

Variation 

between 

Campuses 

20.8% -1.4% 

3.7% 2.7% 

2.3% 0.5% 

0.2% -0.1% 

2.3% 0% 

9.2% -1.1% 

16.4% 8.6% 

15.7% -0.4% 

0% 0% 

1.1% 0.1% 

28% -8.5% 

0.5% 0% 

0% -0.3% 

100%



Students were asked to note the mode of transport they used to travel to University on an 

occasional basis. This ques question highlights the potential for students tudents to use alternatives modes of 

transport. Results are illustrated below in Table 3.33. 



90 

Table 33.33 

- 2009 Modal Split (Occasional Mode) – All Students 





Train 

Bus 

Campus Bus 

Metro 

Park and Ride 

Cycle 

Walk 

Taxi 

Other 


Total 

3.2.1.2 Travel between Campuses 


Students were asked three questions relating to travel between University campus campuses. As shown in 

Figure 3.14, 31.3% % of students travel between campuses on either a ‘daily’ basis or ‘several times 

per week but not every day’. Travel between campuses is essential for students and they tend to 

travel between campuses more than staff staff. 

1 

42 

138 

130 

159 

0 

18 

186 

60 

3 

1037 

9.2% 

4.1% 

12.8% 

0.1% 

4.1% 

13.3% 

12.5% 

15.3% 

0% 

1.7% 

17.9% 

5.8% 

0.3% 

2.9% 

100%


Figure 3.14 – 2009 Frequency of Travel between Campuses – All Students 

Table 3.34 illustrates the modes by which students travel between campuses. 39% of students 

walk between the two campuses, with 12% taking the Metro. It can be seen that 17 17% of students 

travel between the he campuses by car, which although significant, is still considerably less than the 

48.2% of University staff who make the same type of journey by car. 30% of students travel 

between campuses es using the campus bus. 

Table 3.34 – 2009 Mode of Transport used to travel between Campuses – All Students 


Campus bus 

Cycle 

Car / Van 

Walk 

Metro 

Other 

Total 

23.2% 

21.1% 

7.7% 

8.8% 

Students were also asked to name up to three improvements that would encourage them to switch 

from car to bus when travelling between the campuses. Similar to University staff, the two most 

frequent answers (as illustrated in Table 3.35) ) were for a more frequent and/or bigger bus 

services, , reflecting comments that the Campus Bus service is often overcrowded 

overcrowded. 


91 

16.7% 

22.5% 


232 

7 

127 

302 

94 

5 

767 

Daily 


not every day 


Once a month 


I never travel between 

campuses 

30% 

1% 

17% 

39% 

12% 

1% 

100%


Table 3.35 – 2009 Improvements to encourage travel by Bus between Campuses ampuses – All Students 

Type of Improvement 

More reliable service 

More frequent service 

Improved information on bus services 181 

Bigger buses 

Didn’t know there was a campus bus 40 

I would not consider using the campus bus 80 

Total 

3.2.1.3 Where do students travel from? 

In 2009, a total of 948 students provided a partial postcode (Postal District). Table 3.36 and Figure 

3.16 below show that most students travel from the south and west of the University which is quite 

different from staff who live in areas closer to the coast. Car drivers travel greater distances than 

those who use other modes of transport. 

Postcode District 

SR1 

SR4 

SR2 

SR6 

SR3 

SR5 

NE38 

SR8 

DH4 

NE3 

NE34 

NE37 

NE6 

NE9 

NE4 

Others 

Total 


92 


Respondents 

210 

367 

328 

1206 

Table 3.36 – 2009 Postal District Data – All Students 


189 

170 

132 

69 

30 

16 

16 

16 

14 

14 

13 

13 

13 

13 

12 

218 

948 


19.9% 

17.9% 

13.9% 

7.3% 

3.2% 

1.7% 

1.7% 

1.7% 

1.5% 

1.5% 

1.4% 

1.4% 

1.4% 

1.4% 

1.3% 

23% 

100% 

17.4% 

30.4% 

15% 

27.2% 

3.3% 

6.6% 

99.9%



93 

Figure 3.15 – 2009 Origin Density Map – All Students



94



95 

Figure 3.16 - 2009 Origins by Mode of Transport – All Students


3.2.1.4 Journey to University 


Students were asked how far they travel to University. . The 2009 results show that a 74.4% of 

respondents live 10 miles or less from the University and are therefore more likely to be able to 

use public transport, walk or cycle. In 2007, just 70.1% of students lived within 10 miles of the 

University, , which indicates that students tend to live closer to the campus campus. . Table 3.37 and Figure 

3.17 below and show the results in detail. 

Table 3.37 – 2007 and 2009 Comparison of Distance Travelled to University – All Students 

Distance 

2007 


Respondents 

Up to 1 mile 153 18.7% 227 

1-2 miles 143 17.5% 243 

3-4 miles 116 14.2% 134 

5-10 miles 161 19.7% 186 

11-20 miles 163 19.9% 150 

Over 20 miles 

Total 818 100% 1061 

Figure 3.17 – 2007 and 2009 Comparison of Distance Travelled to University – All Students 

25.0% 

20.0% 

15.0% 

10.0% 

5.0% 

0.0% 


Up to 1 

mile 

Students were asked about the duration of their journey to University. . Results show that in 200 2009 

67.2% of respondents travel 30 minutes or less to get to University. Just 6.6% of students travel 

for more than 1 hour to get to University. 


96 

2007 


Respondents 

2009 


82 10% 121 

1-2 

miles 

3-4 

miles 

5-10 

miles 


11-20 

miles 

2009 


Over 20 

miles 

% Point 

Variation 

2007-09 

21.4% 2.7% 

22.9% 5.4% 

12.6% -1.6% 

17.5% -2.2% 

14.1% -5.8% 

11.4% 1.4% 

99.9% 

2007 

2009


Time 






Total 

3.2.1.5 Study Patterns 

Study Days 


97 

Table 3.38 38 – 2009 Time taken to Travel to University – All Students 

Figure 3. .18 – 2009 Time taken to Travel to University – All Students 

In 2009, the majority of respondents ( (52.2%) study 3-4 days a week, a decrease of 3 percentage 

points from 2007 (55.6%). This is shown in Table 3.39 and Figure 3.19. These results indicate that 

students travel to University slightly less often than in previous years, with more respondents (8.3 

percentage points) present at the University for just one or two days a week in 2009. 

Days 

35.0% 

30.0% 

25.0% 

20.0% 

15.0% 

10.0% 

5.0% 

0.0% 

0 to 15 

minutes 

Table 3.39 – 2007 and 2009 Compa Comparison of Study Days per Week – All Students 

2007 


Respondents 

1-2 days 74 

3-4 days 437 55.6% 551 52.2% -3.4% 

5 days 248 31.6% 272 25.8% -5.8% 

6 days 27 

16 to 30 

minutes 


2007 


Respondents 

Total 786 100% 1055 100% 

346 

370 

176 

104 

70 

1066 

31 to 45 

minutes 

2009 


Respondents 

46 to 60 

minutes 

2009 


Respondents 

32.5% 

34.7% 

16.5% 

9.8% 

6.6% 

100.1% 

Over 60 

minutes 

% Point 

Variation 

2007-09 

9.4% 187 17.7% 8.3% 

3.4% 45 4.3% 0.9%


60.0% 

50.0% 

40.0% 

30.0% 

20.0% 

10.0% 

0.0% 

Study Hours 

Figure 3.19 - 2007 and 2009 Comparison of Study Days per Week – All Students 

Students dents were asked about the time they usually start and finish at the University University. In 2007, most 

respondents started their study in the traditional peak hour period. This appears to have cchanged 

considerably by 2009, , with the majority of respondents travelling to University later in the day (as 

illustrated in Table 3.40). . A similar pattern emerges in the afternoon as students appear to be 

leaving University earlier than in previous yea years (as illustrated in Table 3.41 41). 

Start Time 

Table 3.40 40 – 2007 and 2009 Comparison of Start Times – All Students 

2007 


Respondents 

espondents 

By 08:00 78 14% 3 

08:00-08:30 136 24.3% 17 

08:30-09:00 275 49.2% 135 

09:00-09:30 29 5.2% 264 

09:30-10:00 12 2.1% 91 

10:00-12:00 20 3.6% 119 

After 12:00 9 1.6% 53 

Total 559 100% 682 


98 

1-2 2 days 3-4 days 5 days 6 days 


Respondents 

2009 


Respondents 


Respondents 

% Point 

Variation 

2007-09 

0.4% -13.6% 

2.5% -21.8% 

19.8% -29.4% 

38.7% 33.5% 

13.3% 11.2% 

17.4% 13.8% 

7.8% 6.2% 

99.9% 

2007 

2009


Finish Time 

Table 3.41 – 2007 and 2009 Comparison of Finish Times – All Students 

2007 


Respondents 

Before 15:00 44 8% 72 11.7% 3.7% 

15:00-15:30 14 2.5% 53 

15:30-16:00 11 2% 74 12.1% 10.1% 

16:00-16:30 35 6.3% 83 13.5% 7.2% 

16:30-17:00 87 15.7% 121 19.7% 4% 

17:00-17:30 200 36.2% 83 13.5% -22.7% 

17:30-18:00 86 15.6% 50 

After 18:00 76 13.7% 78 12.7% -1% 

Total 553 100% 614 99.9% 

3.2.1.6 Profile of Respondents 

The travel survey also included questions about the degree type, age, gender and any disability 

that might affect travel arrangements 

Type of studies 

The following type of study course is undertaken by 2009 respondents: 

• 40.8% Undergraduate (returning student). 

• 39.7% Undergraduate (fresher); and 

• 19.4% % Postgraduate 

Postgraduate. 

Age & Gender 

61.7% % of respondents were female, with 38 38.3% male. 

In terms of age distribution, it can be seen that 70.4% of respondents are under the age of 25 with 

12.9% of respondents over the age of 35. 

Age 

Under 25 

25-34 

35-44 

45-54 

55 and Over 

Total 


Respondents 


99 

2009 


Respondents 

Table 3.42 –2009 Age Groups – All Students 


Respondents 

733 

173 

64 

57 

14 

1041 


Respondents 

% Point 

Variation 

2007-09 

8.6% 6.1% 

8.1% -7.5% 


Respondents 

70.4% 

16.6% 

6.1% 

5.5% 

1.3% 

100%


Disability 

In 2009, 2.6% of respondents dents (27 people) said that they had a disability which affects their travel 

arrangements. 

More than 20% of those respondents raised concerns regarding the public transport services at 

the University such as issues with overcrowding on buses. 


100


3.2.2 Car Drivers 

This section examines travel patterns of students who usually drive to the University University. 



As shown in Table 3.43 and Figure 3.20 below, almost half of respondents who drive to the 

University travel more than 10 miles to get to University; ; approximately twice the rate of all 

students respondents. However, it is also important to note that 26.6% of respondents travel less 

than 4 miles to University and are potentially within walking or cycling distance of the campuses. 

Distance 

Up to 1 mile 

1-2 miles 

3-4 miles 

5-10 miles 

11-20 miles 

Over 20 miles 

Total 

30.0% 

25.0% 

20.0% 

15.0% 

10.0% 

5.0% 

0.0% 

Table 3.43 – 2009 Distance Travelled to University – Student Car Drivers 

Figure 3.20 - 2009 Distance Travelled to University – Student Car Drivers 


101 


Up to 1 1-2 miles 3-4 miles 5-10 miles 11-20 

mile 

miles 

11 

53 

98 

159 

180 

108 

609 

1.8% 

8.7% 

16.1% 

26.1% 

29.6% 

17.7% 

100% 

Over 20 

miles



Table 3.44 illustrates the time taken for student car drivers to travel to University University, with 56.7% of 

respondents taking less than 30 minutes to travel to the University compared to 67.2% for all 

users. This shows car drivers take less time to travel to the University than other transport users users. 

Time 






Total 

Table 3.44 – 2009 Time taken to Travel to University - Student Car Drivers 

Table 3.45 below shows the time taken to travel to University for car drivers who live less than 4 

miles from the University. . It can be seen that 31 31.4% of the 162 respondents in this category spend 

over 16 minutes travelling to University. . These students could potentially experience a faster 

journey ourney by public transport or by cycling cycling. 

Table 3.45 - 2009 Travel time to University by those that Live within 4 Miles – Student Car Drivers 

Time 






Total 

Parking 

In 2007, 70.8% % of respondents who drove to the University held a University parking permit. By 

2009, this had risen to 81.2 81.2%, as illustrated in Table 3.46. Although there has been an increase in 

the proportion of students with a parking permit, this is due to the University making it easier for 

students to obtain a permit (the new online applic application ation system) and not because there has been 

an increase in student car drivers. 


102 


127 

218 

145 

96 

23 

609 


111 

49 

2 

0 

0 

162 

20.9% 

35.8% 

23.8% 

15.8% 

3.8% 

100.1% 

68.5% 

30.2% 

1.2% 

0% 

0% 

100%


Permit Type 

University car 

park (with 

permit) 


park (without 

permit/higher 

P&D tariff) 

On Street 

Table 3.46 - 2007 and 2009 Comparison of Parking Statistics – Student Car Drivers 

Public off-street 

car park 

Total 

2007 Number 


Respondents 

Table 3.47 compares parking statistics across the City and St Peter’s Campus Campuses. A larger 

proportion of students based at St Peter’s have parking permits. . A relatively large proportion of 

staff based at the City Campus park on street. However, the figures below need to be treated with 

caution as the numbers are small. 

Table 3.47 – 2009 Comparison of Parking Statistics between Campuses – Student Car Drivers 

City Campus 


Respondents 


park (with 

permit) 


park (without 

permit/higher 

P&D tariff) 

City Campus 


Respondents 


103 

48 

7 

On Street 35 

Public off-street 

car park 

5 

Park & Ride 0 

Other 1 

Total 96 


Respondents 

2009 Number 


Respondents 

148 70.8% 472 

8 3.8% 20 

36 17.2% 77 

17 8.1% 12 

209 99.9% 581 

St Peters 

Campus 


Respondents 

50% 116 

7.3% 7 

36.5% 18 

5.2% 2 

0% 0 

1% 0 

100% 143 

St Peters 

Campus 


Respondents 


Respondents 

% Point 

Variation 

2007-09 

81.2% 10.4% 

3.4% -0.4% 

13.3% -3.9% 

2.1% -6.0% 

100% 

City Campus 


Respondents 

81.1% 

4.9% 

12.6% 

1.4% 

0% 

0% 

100%


3.2.2.2 Car Type 

Students were asked questions regarding the their vehicle engine size and the their vehicle fuel type. 

Figure 3.21 and Figure 3. .22 show that respondents dents predominantly have engine sizes below 22.0 

litres and drive petrol cars. One driver had a hybrid vehicle. 

44% 


104 

Figure 3.21 - 2009 Vehicle Engine Size – Student Car Drivers 

3% 

Figur Figure 3.22 –2009 Vehicle Fuel Type – Student Car Drivers 

3.2.2.3 Travel choices and opportunities for behaviour change 

4% 

16% 

1% 

Reason for Using a Car to Travel to Work 

Students who drive to University were asked why they choose to use this method of transport over 

others. Students were able to provide up to three responses. Similar to University staff, three 

reasons were more popular that other options provided to respondents. These were: 

50% 

82% 

Less than 1.4 litres 

1.4 -2.0 litres 

Greater than 2.0 litres 

Don't know 

Petrol 

Diesel 

Don't know


• It’s quicker to travel to the University by car (22.3%); 

• My car provides flexibility (18.9%); and 

• Public transport is inconvenient (15.8%) 

Other options including distance, cost and safety featured far less than these dominant options in 

Table 3.48 below shows the results in more detail. 

Table 3.48- 2009 Main Reason for Travelling by Car to the University – Student Car Drivers 

Response 

It’s quicker to travel to the University by car 367 

My car provides more flexibility 310 

Public transport is inconvenient 259 

It’s too far to walk or cycle 150 



I have to carry equipment / books 103 

I use my car for non-University University business 98 

Need car for University business 68 

I can park cheaply / close to the University 53 

I give others a lift 

I use the car due to disability / health reasons 17 

Alternative forms of travel are not safe 12 

I do not have enough information about alternatives 3 

Other 

Total 


In 2009, 87% of student car drivers identified other modes of transport they occasionally use to 

get to University, with just 13% oof 

car drivers stating that they never use another mode. 

In terms of the occasional modes used used, over 40% of respondents stated that they travel by bus or 

the metro, with a further 16% stating that they either cycle or walk. This suggests that there is 

potential for a number of students to use tthese 

modes on a more regular basis. 


105 


Responses 

50 

11 

1643 


22.3% 

18.9% 

15.8% 

9.1% 

8.6% 

8.6% 

6.3% 

6% 

4.1% 

3.2% 

3% 

1% 

0.7% 

0.2% 

0.7% 

99.9%




106 

Table 3.49 49 – 2009 Occasional Mode of Travel – Student Car Drivers 



Train 

Bus 

Campus Bus 

Metro 

Park and Ride 

Cycle 

Walk 

Taxi 

Other 


Total 

Potential for Car Sharing 

Car drivers were asked what would encourage them to car share. In 2009, , 32% of car drivers who 

answered this question said that nothing would encourage them to car share share. Of those that did 

suggest that they would consider car sharing, the three most popular options were: 

• Help finding car share partners with similar University patterns (19.8%) (19.8%); 

• Reduced parking charges for car share vehicles (15.5%); and 

• Reserved parking for car sharers (12.3%) 

Incentive 

Table 3.50 – 2009 Incentives to Encourage Car Sharing – Student Car Drivers 

Help finding car share partners with similar 

University patterns 

Reduced parking charges for car share vehicles 136 

Reserved parking for car sharers 108 

Free travel home if let down by car share partner 87 


Reduced car parking availability 14 

Not interested in car sharing 281 

Total 

Respondents 

3 

24 

85 

10 

91 

0 

23 

43 

6 

1 

422 


Responses 

174 

79 

879 

Percentage 

19.2% 

0.7% 

5.7% 

20.1% 

2.4% 

21.6% 

0% 

5.5% 

10.2% 

1.4% 

0.2% 

13% 

100% 


19.8% 

15.5% 

12.3% 

9.9% 

9% 

1.6% 

32% 

100.1%


3.2.2.4 Potential to use Public Transport 

Student car drivers rivers were asked what would encourage them to use public transport. Just 17.3% of 

respondents stated that none of the options provided as part of the questionnaire would 

encourage them to use public transport. Of the eleven options provided to respondents, three 

attracted more than a 10% response rate. These included: 

• More direct public transport routes (21.8%); 

• Discounted tickets/ passes available through corporate discount schemes (16.9%); and 

• More frequent public transport services (14.6%) 

Incentive 

Table 3.51 – 2009 Incentives to Encourage Public Transport Use – Student udent Car Drivers 

More direct public transport routes 255 

Discount tickets / passes available through 

corporate discount schemes 

More frequent public transport services 171 

More convenient public transport drop off points 97 

Improved park & ride facilities 58 

Better bus connections from train station to home 

and University 

Better bus connections from home to metro 41 

Provision of a bus link from key city centre locations 

to the campuses 

Better lighting at bus shelters and University 

footpaths 

Lack of availability of car parking spaces 28 

Increased car parking charges 8 


Total 


107 


Responses 

198 

44 

37 

30 

202 

1169 


21.8% 

16.9% 

14.6% 

8.3% 

5% 

3.8% 

3.5% 

3.2% 

2.6% 

2.4% 

0.7% 

17.3% 

100.1%


Potential to Walk and Cycle 

As shown in Table 3.52 below, the majority of student car ddrivers 

rivers answered that ‘none’ of the 

changes listed in the survey would encourage them to walk or cycle, , which is linked to the 

distance student car drivers have to travel travel. The greatest number of positive responses stated that 

they would consider cycling/ walking if a greater number of shower and locker facilities were 

provided. The top three responses were: 

• More and improved shower facilities and lockers; 

• Discounts on cycling and walking products (including bicycles) bicycles); and 

• More and improved cycle paths on and around University campuses 

Incentive 

Table 3.52 – 2009 Incentives to Encourage Walking and Cycling –Student Student Car Drivers 

More and improved cycle paths on and around 

University campuses 

More and improved cycle parking 42 

More and improved shower facilities & lockers 65 

Discounts on cycling and walking products 

(including bicycles) 

Cycle / walking buddy 

More and improved pedestrian routes on and 

around University campuses 

Improved personal security for walkers on and 

around campuses 


Total 


108 


Respondents 

47 

53 

27 

29 

29 

448 

740 


6.4% 

5.7% 

8.8% 

7.2% 

3.6% 

3.9% 

3.9% 

60.5% 

100%


3.2.3 Public Transport 



As shown in Table 3.53 and Figure 3.23 below, approximately pproximately 45% of student who use public to 

get to the University travel less than four miles miles, 20.5% travel between five an and ten miles and the 

remaining 32.5% % travelling over ten miles. 

Distance 

Up to 1 mile 

1-2 miles 

3-4 miles 

5-10 miles 

11-20 miles 

Over 20 miles 

Total 

25.0% 

20.0% 

15.0% 

10.0% 

5.0% 

0.0% 


Table 3.53 – 2009 Distance Travelled to the University – Student PT Users 

Figure 3.23 - 2009 Distance Travelled to the University – Student PT Users 

Table 3.54 illustrates the time taken for public transport users to travel to University University. 51.1% of 

public transport users have a travel time of less than 30 minutes minutes, , compared to 67.2% for all 

student respondents, , indicating it takes longer to travel to the University by public transport than 

other modes. 


109 



mile 

miles 

37 

94 

69 

87 

76 

62 

425 

8.7% 

22.1% 

16.2% 

20.5% 

17.9% 

14.6% 

100% 

Over 20 

miles


Distance 

Table 3.54 - 2009 Students Public Transport Users, Time taken to Travel to University 






Total 

Discounted Travel Scheme 

For students who travel to the University by public transport, a number of public transport ticket 

options are available. 28% of respondents use the free campus bus, with 14% using the £40 

Sunderland Metro pass. The take up of these tickets by survey respondents is illustrated in Figure 

3.24 below. 

28% 

14% 

Occasional Mode of Transport 


110 

Figure 3.24 - 2009 PT Ticket Options – Student PT Users 

7% 

Amongst 2009 respondents who usually travel by public transport to get to University, just 5% said 

they occasionally drive to University, with 15% stating they occasionally receive a lift. 29 29% stated 

that they occasionally walk to University. 

Improvements ements to Public Transport User Journeys 

Student public ublic transport users were also asked about potential improvements to their journey to 

University. . Three improvements proved consi considerably derably more popular than any others. These were: 

• More frequent services services; 

6% 


8% 

90 

128 

89 

61 

59 

427 

25% 

12% 

Daily return ticket 

Monthly travel ticket 

Weekly travel ticket 

Annual ticket 

£40 Sunderland Metro staff 

/ student travel pass 

It's costs me nothing as I 

use the free campus bus 

Other 

21.1% 

30% 

20.8% 

14.3% 

13.8% 

100%


• More direct routes; and 

• Discounted tickets and passes at University 

3.2.4 Pedestrians and Cyclists 

Journey to University 


As shown in Table 3.55 and Figure 3.25 below, 95.6% % of student walkers and cyclists travel less 

than four miles to University University. 

Distance 

Up to 1 mile 

1-2 miles 

3-4 miles 

5-10 miles 

11-20 miles 

Table 3.55 - 2009 Distance Travelled to University – Student Pedestrians & Cyclists 

Over 20 miles 

Total 

Figure 3.25 - 2009 Distance Travelled to University – Student Pedestrians & Cyclists 

60.0% 

50.0% 

40.0% 

30.0% 

20.0% 

10.0% 

0.0% 


Table 3.56 illustrates the time taken for student walkers and cyclists to travel to University. It can 

be seen that 90% of student cyclists and walkers have a travel time of less than 30 minutes. 


111 


178 

124 

Up to 1 1-2 miles 3-4 miles 5-10 miles 11-20 

mile 

miles 

25 

11 

3 

1 

342 

52% 

36.3% 

7.3% 

3.2% 

0.9% 

0.3% 

100% 

Over 20 

miles


Time 

Table 3.56 - 2009 Students Walkers and Cyclists, Time taken to Travel to University 






Total 


112 


Respondents 

185 

130 

28 

1 

1 

345 


Respondents 

53.6% 

37.7% 

8.1% 

0.3% 

0.3% 

100%


3.3 Staff Compared with Students 

Atkins has compared staff and student main modal split responses. As shown in Table 3.57 

below, a considerable proportion of students walk, , use the campus bus or travel by Metro to get 

the University. For staff, 53.7 53.7% of respondents drive to the University on their own and only 7.6% 

walk to work. 

Despite the large differences, it is important to note that staff and students represent very different 

travel groups, with different home locations and a different level of income. . 

Mode 

Car / Van Driver (on your 

own) 


113 

Table 3. .57 - 2009 Comparison of Staff and Student Travel Modes 

Car / Van Driver (with others) 47 6.6% 31 2.9% 

Car / Van (as passenger) 30 4.2% 24 2.2% 


Train 

Bus 

Campus Bus 

Metro 

Park and Ride 

Cycle 

Walk 

Taxi 

Other 

Total 

Staff 


Respondents 

Staff 


Respondents 

Student 


Respondents 

381 53.7% 229 21.3% 

6 0.8% 

10 1.4% 24 2.2% 

78 11% 107 10% 

0 0% 136 12.7% 

80 11.3% 164 15.3% 

2 0.3% 

19 2.7% 10 0.9% 

54 7.6% 339 31.5% 

2 0.3% 

0 0% 

Student 


Respondents 

4 0.4% 

0 0% 

5 0.5% 

2 0.2% 

709 99.9% 1075 100.1%


4. Travel Plan Objectives and Targets 

This section updates the Travel Plan objectives from 2007/08 to reflect the recent developments 

at the University and the results from the 2009/10 staff and student travel survey. 

4.1 Travel Plan Objectives 

The University understands and recogn recognises the importance and potential impact of reducing 

reliance on the private car to travel to places of work and study. The University is aware that one 

of the largest transportation challenges facing the City of Sunderland, the Tyne and Wear region 

and the e UK as a whole is reducing road traffic and congestion. 

The University of Sunderland recognises that it has a responsibility to make a significant 

contribution to the above by working to reduce the number of car users ers travelling to and from the 

University on a daily basis. Additionally, the University has a firm commitment to bring together 

land use and transport planning through the University of Sunderland Development Framework Framework. 

This includes high quality design to improve accessibility by public transport, cycling and walking, 

managing travel demand and promoting the use of more sustainable modes of transport transport. 

The main objectives of the University Travel Plan are to: 

• Support and supplement local, regional and national transport strategies and policies; 

• Support the University University’s strategic business objectives; 

• Support the Environmental and Sustainable Policy Statement and Institutional Strategy 

2009/2011; 

• Work in partnership with Sunderland City Council, transport operators, local residents and 

other local organisations to ensure a coordinated approach to sustainable travel; 

• Reduce car traffic to the University and reduce congestion around the campuses, whilst 

maintaining the quality of parking services for essential car users; 

• Encourage the use of more sustainable modes of transport by staff and students; and 

• Improve the safety of travelling to the University for staff, students tudents and visitors visitors. 


114


4.2 Travel Plan Targets 

The targets set for 2010 10 in the 2007/08 travel plan were based on data from the staff and student 

travel surveys and used forecast forecasts of the level of car usage reduction required, particularly at the 

City Campus, to meet strategic business objectives and car parking capacities capacities. The targets also 

reflected the University’s objective of reducing carbon emissions and improving it its environmental 

performance. 

To achieve the above objectives, the updated University of Sunderland Travel Plan sets revised 

targets, taking into account the results from the 2009 2009/10 travel survey, as wwell 

as the targets set 

for 2009/10 in the 2007/08 /08 Travel Plan. Thi This section reviews the University University‘s performance over the 

last two years, before introducing revised modal split targets for staff and students for 2012/13. 

4.2.1 Performance against 2007/08 targets 

The 2007/08 Travel Plan has been implemented over the last two years and the 2009/10 staff and 

student travel surveys shows the evolution of staff and student travel patterns over the period. 

Table 4.1 and Table 4.2 compare the 2007/08 and 2009/10 travel survey results with the targets 

set for 2010 in the 2007/08 Travel Plan Plan. 



115 

Table 44.1 

– 2007/08 Staff Modal Split Targets and Performance 

Car alone 

53.2% 53.7% 0.5 0.5% 49% 

Car driver with passenger 2.7% 6.6% 3.9 3.9% 3% 

Cars Drivers 

55.9% 60.3% 4.4 4.4% 52% 

Car passengers 

6.8% 4.2% -2.6 2.6% 7.5% 

Car Users 

62.7% 64.5% 1.8 1.8% 59.5% 

Motorcycle 

0.5% 0.8% 0.3 0.3% 0.5% 


26.7% 24% -2.7 2.7% 29.5% 

Cycle 

2.2% 2.7% 0.5 0.5% 2.5% 

Walk 

7.1% 7.6% 0.5 0.5% 8% 

Taxi 

0.1% 0.3% 0.2 0.2% 0% 

Other 

0.6% 0% -0.6 0.6% 0% 

Total 

Percentage of 

Respondents 

Survey 

Results 

2007/08 

Survey 

Results 

2009/10 

99.9% 99.9% 

% Point 

Difference 

09/10 to 07/08 

Table 4.1 above shows there has been a 4.4 percentage point increase in staff driving to the 

University from 55.9% in 2007/08 to 60.3% in 2009/10. This means that the 20 2010 target of 52% 

has not been met. However, tthe 

increase in staff driving to the University is primarily due to an 

increase in staff sharing lifts to work as the percentage of staff driving to work alone has remained 

relatively constant. It should also be noted that tthese 

hese shared lifts are not to the University as there 

has been a 2.6 percentage point decrease in car passengers. 

The target set for public transport use by 20 2010 has not been met, as there has been a 2.7 

percentage point decrease in public transport use between 2007/08 and 2009/10. 

2010 

Travel 

Plan 

Target 

100% 

Between 2007/08 and 2009/10, there has been a 0.5 percentage point increase in staff walking 

to the University and a 0.5 percentage point increase in staff cycling to the University, with the 

2010 10 target achieved for cycling cycling. However, the figures need to be treated with care as the actual 

percentage change is relatively small.



116




117 

Table 4. .2 – 2007/08 Student Modal Split Targets and Performance 

Car alone 

22.6% 21.3% --1.3% 

20.5% 

Car driver with passenger 2.2% 2.9% 0.7% 2.5% 

Cars Drivers 

24.8% 24.2% --0.6% 

23% 


5.5% 2.2% --3.3% 

6.3% 

Car Users 

30.3% 26.4% --3.9% 

29.3% 

Motorcycle 

0% 0.4% 0.4% 0.5% 


43.4% 40.1% --3.3% 

45.3% 

Cycle 

0.5% 0.9% 0.4% 1.5% 

Walk 

22.5% 31.5% 9.0% 23% 

Taxi 

0.4% 0.5% 0.1% 0.5% 

Other 

3% 0.2% --2.8% 

0% 

Total 

100.1% 100% 

100% 

The University has managed to reduce student car users. In total, there has been a 3.9 

percentage point decrease crease in the proportion of overall student car users at the University, from 

30.3% in 2007/08 to 26.4% in 2009/10, with the 2010 target of 29.3% aalready 

lready achieved. In 

addition, there has also been a 0.6 percentage point decrease in student car drivers at the 

University, from 24.8% in 2007/08 to 24.2% in 2009/10, although this figure needs to be treated 

with care as the percentage point change is very small. 

There has also been an n impressive 9 percentage point increase in students walking to the 

University and a 0.4 percentage point increase in students cycling to the University. The 2010 

target for walking of 23% has already been attained, although the 2010 target of 1.5% for cyclists 

is still to be achieved. The target set for public transport use by 2010 10 has not been met, as there 

has been a 3.3 percentage point decrease in public transport users between 2007/08 and 

2009/10. However, the reduction in public transport use is offset by the figures for walking and 

cycling. 

4.2.2 Revised Staff Modal Split Targets 

Taking into account the 2009/10 modal split for University staff, the 2007/08 baseline and how 

travel patterns have changed during the last two years, Table 4.3 below introduces revised staff 

modal split targets for 2012 012/13. 


Percentage of Respondents 

Survey 

Results 

2007/08 

Survey 

Results 

2009/10 

Table 4.3 – Revised Staff Modal Split Targets 

Survey Results 

2007/08 

Car alone 

53.2% 53.7% 

Car driver with passenger 2.7% 6.6% 

Cars Drivers 

55.9% 60.3% 


6.8% 4.2% 

Car Users 

62.7% 64.5% 

Motorcycle 

0.5% 0.8% 


26.7% 24% 

Cycle 

2.2% 2.7% 

Walk 

7.1% 7.6% 

Taxi 

0.1% 0.3% 

Other 

0.6% 0% 

Total 

99.9% 99.9% 

% Difference 

09/10 to 07/08 

2010 


Plan 

Target 

Survey Results Revised 2012/13 

2009/10 

Targets 

49% 

3% 

52% 

7% 

59% 

0.5% 

27.5% 

4% 

9% 

0% 

0% 

100%


By 2012/13, the University aims to reduce the proportion of staff driving or being driven to wwork 

to 

52%. This will represent an 8.3 percentage point reduction in the proportion of using a car to travel 

to work from 2009/10 to 2012 2012/13. 

4.2.3 Revised Student Modal Split Targets 

Taking into account the current modal split for University students, , the 2007/08 baseline and how 

travel patterns have changed during the last two years, Table 4.4 below ow introduces revised 

student modal split targets for 2012 2012/13. 


Car alone 

22.6% 21.3% 

Car driver with passenger 2.2% 2.9% 

Cars Drivers 

24.8% 24.2% 


5.5% 2.2% 

Car Users 

30.3% 26.4% 

Motorcycle 

0% 0.4% 


43.4% 40.1% 

Cycle 

0.5% 0.9% 

Walk 

22.5% 31.5% 

Taxi 

0.4% 0.5% 

Other 

3% 0.2% 

Total 

100.1% 100% 

By 2012/13, the University aims to reduce the proportion of students driving to the University to 

22%, including 1.5% of students car sharing. This will be achieved by actively encouraging 

students to walk, cycle and use public transport / the Campus Bus to get to the University 

campuses. 

The targets to reduce car use for staff and students are challenging but can be achieved. Over the 

next 2 years, the revised travel plan targets should encourage the University to actively promote 

staff and students walking, ing, cycling and using public transport to travel to the University. 


118 

Table 4.4 – Revised Student Modal Split Targets 

Survey Results 

2007/08 

Survey Results Revised 2012/13 

2009/10 

Targets 

18.5% 

1.5% 

22% 

2% 

24% 

0.5% 

42% 

1.5% 

34% 

0% 

0% 

100%


5. Travel Plan Measures 

This section reviews and updates the initiatives and measures included in n the 2007/08 Travel 

Plan, introducing a revised Action Plan and taking the University forward to 2012/13 2012/13. 

5.1 Summary of Travel Plan Implementation from 

2007/08 to 2009 2009/10 

Table 5.1 below presents resents an update of the 2007 2007/08 Travel Plan Action Plan table showing: 

• Travel Plan measures set out in 2007 2007/08; 

• Their characteristics; 

• Their timescales; es; and 

• A summary ummary of progre progress on implementation up to 2009/10 for each measure. 

The implementation summary shows that the majority of actions included in the 2007 2007/08 Travel 

Plan have been implemented. 

Out of the list of 16 actions, 10 have been fully implemented (shown as ☺ in Table 5.1 below and 

6 partially implemented (shown as � in Table 5.1 below). 

Key achievements include include: 

• Additional cycle parking at City Campus, with the opening of the new Cycle Hub at 

CitySpace, new cycle storage facilities at Technology Park. New shower and changing 

facilities at CitySpace ; 

• Ongoing going improvements to pedestrian routes and spaces, which is being incorporated into the 

re-development development of City Campus Campus; 

• Successful implementation of an online parking management system, with car park usage 

closely monitored and enforced; 

• A good level of uptake take for car sharing, with the 6 car share spaces at City Campus fully 

utilised; 

• Improvements made to the University Campus Bus Service, with improved bus stop signage, 

timetable information and increased service frequency at peak times; ; 

• Continued public transport discounts through the £40 Metro Card and four new staff bus and 

rail discounted tickets; 

• Implementation of a salary sacrifice scheme for staff to purchase bikes; 

• Establishment of a new Sustainable Travel Environmental Action Group (EAG); 

• Promotion and profile raising through promotional travel days; and 

• Completion of new staff / students travel surveys and updated parking counts (December 

2009), publication of travel KPI’s and regular monitoring of car parking and initiatives take up. 


119


N Measure 

1 Cycle Parking 

2 Motorcycle Parking 

3 

Changing Facilities and 

Showers 

4 Walking and Cycling Routes 

5 Signage 

6 

Car Parking Charges and 

Enforcement 


120 

Table 5.1 – Travel Plan Action Plan – Performance Summary 2007/08 to 2009/10 

50 additional spaces at City Campus and 50 

spaces at St Peters. New sports and social 

building to include cycle parking spaces spaces. 

At least 15 motorcycle spaces at City Campus 

and 15 spaces at St Peter’s Campus Campus. 

Provide additional facilities, consultation with 

staff and students. Phased programme of 

implementation. 

High quality routes on City Campus throu through redevelopment. 

Liaise with CCouncil 

and local street 

partnership on links to the campus. 

Liaise with Council ouncil to develop better signage to 

both City and St Peter’s campuses for drivers, 

cyclists and pedestrians. 

Regular revision of car parking charges on the 

campuses, ongoing going enforcement, liaise with 

Council ouncil on potential issues in residential streets. 

7 Parking Management System Implement parking management system. September 2008 ☺ 

8 

University Vehicle Fleet & 

Business Travel 

9 Reducing the need to Travel 

Summary Timescale Performance to 2009/10 2009 

Improve business travel monitoring. Investigate 

and consult to reduce the impact of business 

travel. 

Encourage the use of phones and 

teleconferencing facilities. Consult on the 

promotion of flexible working practices. 

100 additional spaces by 

September 2009 

30 spaces by September 

2010 

September 2008 and 

September 2009 

� 

� 

☺ 

September 2010 � 

September 2010 � 

Reviewed annually ☺ 

Begin monitoring car based 

business travel 2007/08 

Consult with HR and 

Unions in 2007/08 

☺ 

� 

Additional 44 spaces provided at City 

Campus in October 2009. No 

additional spaces provided at St 

Peter’s. 

No motorcycle spaces provided at the 

University but there is currently an 

arrangement for motorcyclists to park 

with cyclists. 

Facilities have been improved across 

the campus, particularly due to the 

opening ing of CitySpace. This is an 

ongoing going programme. 

Some improvements already made to 

City Campus (outside CitySpace) but 

ongoing programme in conjunction 

with re-development development and Masterplan. Masterplan 

No improvements made to date but 

ongoing discussion with HA and 

Sunderland Council to improve road 

and pedestrian signage. Potential Potent for 

installing VMS at the Travel Hub / at 

car parks being discussed. 

Parking charges regularly reviewed. 

University to be aware of increase in 

2009/10 staff car drivers. Debt 

management outsourced to private 

company. 

New online parking permit system 

implemented. Enables closer 

monitoring of parking. 

University vehicle fleet continually 

reviewed. University has developed a 

business travel policy for staff. 

Some flexibility in working hours 

given (e.g. academic staff may work 

from home if not teaching). teaching No home 

working policy has been developed 

although Teleconferencing to be 

actively promoted.. 

promoted.


N Measure 

10 Car Share Scheme 

11 Public Transport 

12 Cycling and Walking 

13 Travel Plan Management 

14 Promotion and Profile Raising 

15 Monitoring and Reporting 

16 Site Management Plan 


121 

Summary Timescale Performance to 2009/10 2009 

Increase the sign up to car share database. 

Organise car share workshops. Incorporate 

provision of dedicated car share bays and 

guaranteed rides home. Link to other car share 

schemes in the area. 

University shuttle service to continue (reviewed 

regularly). Continued provision of discounted 

Metro cards. Investigate offer of additional 

discounted tickets. Keep web based information 

updated and investigate potential for VMS 

technology on City Campus. 

Implementation of salary sacrifice scheme for 

staff to purchase bikes. 

Strategic Travel Group and Travel Focus Group 

to continue travel plan development, 

implementation and monitoring. Membership to 

be reviewed regularly. 

Reproduce Alternative Trans Transport Day and 

involve students (Freshers WWeek). 

Organise 

additional events (Travel Plan general promotion 

or themed). Investigate production of Travel Plan 

information leaflet. 

Completion of car parking kerbside surveys. 

Compilation of 2006 2006-07 pay and display data. 

Publication of travel KPI’s for performance 

monitoring and benchmarking. 

Regular staff and student travel surveys to 

monitor modal split. Monitoring of individual 

initiatives and parking usage. Continued 

reporting of progress through Carbon 

Management Reports. 

Develop a Site Management Plan integrating 

contractor and supply chain transport issues with 

the University Travel Plan. 

Annually to September 

2010 


2010 

Scheme to be in place for 

2007/08 


2010 


2010 and beyond. 

KPI’s to be produced by 

January 2008 

Staff and student survey to 

be undertaken in November 

2009 then every 2 years 

March 2008 – Needed 

review at each stage of redevelopment 

☺ 

☺ 

☺ 

☺ 

☺ 

☺ 

☺ 

� 

New car share spaces introduced in 

2008. . Will be promoted further in 

2010. 

Campus Bus continues with timetable 

reviewed annually. Metro discount 

card to continue. Introduced four new 

staff travel bus / rail discounts in 

2009. 

Scheme implemented in 2007/08. 

Continued monitoring and ongoing. 

Reviewed with new Sustainable 

Travel Environmental Action (EAG) 

Group formed in 2009 to fit in with 

University’s ’s overall Environmental 

Strategy Group. Group 

Promotional travel day took place in 

April 2009. Additional promotion day 

to be organised for early 2010. 

Car parking surveys undertaken in 

November 2007 and December 2009. 

KPI’s produced in 2008. 

Comprehensive staff and student 

travel to work surveys completed in 

2009. 

Campus wide Site Management Plan 

still to be produced, although 

awareness is being demonstrated on 

an n individual project basis.


5.2 2010 – 2012/13 Revised Travel Plan Measures 

This section takes into account what has already been achieved through the University Travel 

Plan over the last two years to introduce a revised action plan, taking the University forward to 

2012/13. It also considers the 2009 2009/10 staff and student travel survey urvey results and the new Travel 

Plan targets.. 

The main themes are similar to those lis listed in the 2007/08 Travel Plan, , which are shown in Table 

5.1. Each measure is discussed in the following section and and, , where relevant, is summarised in a 

short table which illustrates: 

• The targeted groups of staff, students or visitors; 

• The likely impact t on the Travel Plan targets, high, medium and low; 

- ‘High’ means it is essential that the measure is promoted by the University for reaching 

the Travel Plan targets targets; 

- ‘Medium’ means it is important that the measure is promoted by the University for 

reaching the Travel Plan targets targets; and 

- ‘Low’ means the measure is easier to put in place and could contribute to attaining the 

travel plan targets targets; 

• The level of difficulty for its implementation 

implementation, high, medium and low; 

- ‘High’ means that the measure wwould 

d be costly or that there is a high risk of strong 

opposition from management, staff or students; 

- ‘Medium’ means that the measure would involve some cost and there may be an element 

of opposition from management, staff or students; and 

- ‘Low’ means that th the e measure would involve little cost and there would be limited 

opposition from management, staff or students; 

• The person or organisation responsible for implementing the initiative; and 

• The timescale within which th the measure should be implemented 

At the end of the section, all the measures are collated into a Revised evised Travel Plan Action Plan 

Summary Table. 


122


5.2.1 Measure 1 – Cycle Parking 

2007/08 Expectation 

In 2007/08, cycle parking spaces were provided at the following locations on the City Campus Campus: 

• Murray Library entrance entrance; 

• Gateway / Edinburgh Building; 

• Technology Park; 

• Rear of the Design Centre; and 

• Darwin Car Park 

At St Peter’s Campus in 2007/08, the majority of cycle parking was located around University 

Square at the heart of the campus, providing spaces for approximately 40 cycles. A large 

proportion of the cycle spaces were partially covered by adjacent buildings. 

In the 2007/08 travel plan plan, it was concluded that approximately 100 additional cycle parking 

spaces should be provided on campus by September 2009, with an additional 50 at City Campus 

and 50 at St Peter’s. It was agreed that the additional cycle parking would be in the form of 

Sheffield stands (or similar) similar), , in places which were easy to access and covered by either natural 

surveillance or CCTV. Locked parking areas or cycle lockers would be considered for staff. 

Progress to 2009/10 /10 and moving forward to 2012 2012/13 

Since 2007/08, a total of 44 cycle parking spaces have been added at the 

majority of these spaces are at the new Cycle Hub, located between CitySpace and the Edinburgh 

Building. The Cycle Hub facility officially opened on 26 

storage for up to 32 cycles, 

Cycle Hub is by key only. 

Park. 

th City Campus. The 

Hub, located between CitySpace and the Edinburgh 

October 2009 and provides secu secure 

storage for up to 32 cycles, motion sensor lighting, internal CCTV and lockers. Access to the 

. New cycle racks and lockers have also been installed at the Technology 

No cycle parking spaces have been added to the St Peter’s Campus. Cycle parking at St Peter’s 

in constantly under review and based on existing observations there appears to be adequate 

cycle parking at present. Longer term, the University are likely to investigate the possibility of 

installing a central secure cycle compound/hub similar to City Campus. 

After evaluating results from the 2009/10 travel survey 

staff and students cycling to the 

parking facilities should be provided at both the City Campus and St Peter’s Campus between 

2010 and 2012/13, although the targe 

still not fully utilised. The figures are shown in 

35 , there has been en a slight increase in both 

dents cycling to the University. Therefore, it can be concluded that additional cycle 

should be provided at both the City Campus and St Peter’s Campus between 

, although the targets ts do reflect the fact that existing cycle parking facilities are 

The figures are shown in Table 5.2 below. 

Location 

City Campus 

St Peter’s Campus 

Table 5.2 – Revised Cycle Parking Spaces 

2009/10 Target 2009/10 Actual 

+ 50 spaces + 44 spaces 


2012/13 Target 36 

+ 15 spaces 

+ 20 spaces 

The University will continue to provide additional cycle parking facilities as part of the City Campus 

Development Framework and the St Peter’s Masterplan. Cycle parking will, where possible, be 

located in areas which are presently under CCTV coverage or are overlooked by adjacent 

35 

By 2012, it is expected that 5 additional staff and 87 additional students will be cycling to the University. The figures are based on the 

updated travel plan targets and predicted number of staff and students working / studying at the University by 2012. 

36 

In addition to the 2009/10 (current) provision 


123


buildings. Cycle parking facilities will continue to be monitored as part of Sunderland University’s 

commitment to sustainable travel planning. 

The Travel Plan Coordinator will continue to regularly review chosen locations for new cycle 

parking facilities, ensuring that it corresponds to the needs of cyclists. It is recommended that the 

needs of cyclists are identified through the undertaki undertaking of regular cycle parking counts, staff and 

student surveys and by liaising closely with the Sustainable Travel Environmental Action Group 

(EAG). 

Measure 1: : Cycle Parking Facilities 

Summary 

Target Groups 

Impact 

Difficulty 

Responsibility 

Timescale 

5.2.2 Measure 2 – Mo Motorcycle Parking 


In 2007/08, , no designated motorcycle / moped / scooter pa parking rking bays were located on either the 

City or St Peter’s Campus. ampus. The 2007/08 travel plan set a target of 30 spaces to be provided by 

September 2010, , which would accommodate the requirements of staff and students. 

Progress to 2009/10 /10 and moving forward to 2012/13 

Presently, motorcyclists tend to park in the same locations as cyclists, an arrangement which 

appears to be working. No designated motorcycle parking faci facilities es have been provided since 

2007/08. 

Reflecting the 2009/10 survey results and the present parking arrangements, where cyclists and 

motorcyclists share parking spaces, the total number of mo motorcycle torcycle spaces required by 2012 2012/13 

has been revised down fro from 15 to 10 at each campus location. Despite the current arrangements, 

it is important that the requirements for motorcycle parking are monitored closely over the next two 

years, which will ensure there is no future conflict with staff and students that may choose to cycle 

to the University in the future. The revised targets for motorcycle parking are shown in Table 5.4. 

Location 

City Campus 

St Peter’s Campus 


124 

Table 5.3 – Measure 1: Cycle Parking Facilities 

Provide rovide additional 15 spaces at City Campus and 220 

spaces at St 

Peter’s. Continue to provide additional parking spaces and cycle 

lockers for all if lacking on campus. 

Car users and cyclists, staff, students and visitors 

Medium 

Medium (funding and suitable locations required) 

Travel Plan Coordinator, Facilities 

Cycle parking spaces to be increased between 2010 and 2012/13 in 

line with Development Framework and Masterplan requirements 

requirements. 

Table 5.4 – Motorcycle Parking Spaces 

2009/10 Target 2009/10 Actual 



2012/13 Target 

+ 10 spaces 

+ 10 spaces



125 

Table 5.5 – Measure 2: Motorcycle Parking Facilities 

Measure 2: Motorcycle ycle Parking Facilities 

Summary 

Target Groups 

Impact 

Difficulty 


Timescale 

5.2.3 Measure 3 – Changing Facilities and Showers 


In 2007/08, some changing and showering facilities were available on both the City and St Peter’s 

campuses. The University aimed to consult with staff and students to ensure that additional 

facilities were provided in convenient locations and there was als also o a requirement to publicise their 

availability. 


Over the last two o years, the University has implemented additional shower and changing facilities 

at the City Campus. Where possible, the University will continue to provide additional shower and 

changing facilities in convenient locations. 

At present, City Campus is fully covered due to the brand new shower and changing facilities at 

CitySpace, which opened in October 2009. In addition to the new facilities lities at CitySpace, shower 

and changing facilities are also available in the Edinburgh and Darwin Buildings. 

At the St Peter’s Campus, shower and changing facilities are available at the David Goldman 

Informatics ormatics Centre (Ground Floor) and Media Centre (Level 2). 

It is expected that the upgrade of shower and changing facilities will continue across the campus 

as part of the ongoing campus re re-development. development. Maintaining and where possible increasing the 

number and quality of shower and changing facilities will be important for encouraging staff and 

students to cycle to the University University. 

Table 5.6 – Measure 3: Changing Rooms and Showers 

Measure 3: Changing Rooms and Showers 

Summary 

Target Groups 

Impact 

Difficulty 


Timescale 

Provide 10 spaces at City and 10 spaces at St Peter’s Campus. 

Car users and motorcyclists, cyclists, staff, students and visitors 

Low 

Medium (funding and suitable locations required but small numbers) 


Total of 20 spaces (10 at each campus) by 2012 2012/13 

Continue with upgrade programme and provide additional facilities 

Car users and cyclists, staff and students 

Low 

Medium (funding and suitable locations required) 


Re-development development on campus to include the provision of new shower and 

changing rooms where possible. Should be incorporated into all new 

building developments on the campus. Ongoing going programme.


5.2.4 Measure 4 – Walking and Cycling Routes 


The University was expected to liaise with the local planning authority to ensure that new walking 

routes through the re-developed developed City Campus link linked with Sunderland wide routes. The City 

Campus Development Framework aimed to develop a pedestrian friendly campus, with a car car-free 

core, replicating the successful St Peter’s experience. 


The University is in the process of improving pedestrian and cycle access across the campuses 

through the re-development development of the City Campus and through the St Peter’s Campus Masterplan. 

Opportunities arising from the new developments are being used to improve pedestrian and cycle 

access to the site as well as flows through the campuses. 

Due to the ongoing re-development development of the CCity 

ity Campus, it is difficult to assess the provision of 

walking and cycling routes in and around the City Campus as the urban landscape is constantly 

changing. However, the City Campus Development Framework plans for segregation of car 

parking king from pedestrians, new public realm spaces and the development of clearly defined 

pedestrian routes, , which should encourage walking and cycling in and around the City Campus Campus. 

Additionally, the City Campus is also close to National Cycle Route 1. 

At St Peter’s Campus, the Masterplan will deliver consolidated parking areas, create green 

spaces, clearly define service routes, create shared surface areas and clearly mark marked walking 

routes. The evolving campus ampus layout will link new cycle routes with existing pprovision, 

including the 

C2C and Two Rivers Cycleway. 

The University has also produced walking route maps for both the City and St Peter’s campuses 

which can be accessed via the University website 37 has also produced walking route maps for both the City and St Peter’s campuses 

. 

The University’s ’s Travel Plan Coordinator will continue to liaise with Sunderland derland City Council to 

ensure that pedestrian and cycle access to both campuses from the city centre is improved improved. The 

University will also liaise with architects Faulkner Browns to ensure that any planned cycle or 

pedestrian routes at either the City or SSt 

t Peter’s campus link into wider routes. When built, the 

routes should be clearly signposted. 

Table 5.7 – Measure 4: Walking and Cycling Routes 

Measure 4: Walking and Cycling Routes 

Summary 

Target Groups 

Impact 

Difficulty 


Timescale 

Improve access through Development Framework (City (City) and 

Masterplan (St Peter’s), new developments opments and cooperation with SCC 

Car users, cyclists and pedestrians, staff and students 

Medium 

Medium (long term) 

Travel Plan Coordinator, Facilities, SCC, Faulkner Browns 

Linked to re-development of City Campus and St Peter’s Masterplan Masterplan. 

Ongoing programme. 

37 http://services.sunderland.ac.uk/Universitysport/playsport/physicalactivitywellness/lunchtimeshortwalks/walkingmaps/ 

http://services.sunderland.ac.uk/Universitysport/playsport/physicalactivitywellness/lunchtimeshortwalks/walkingmaps/ 


126


5.2.5 Measure 5 – Signage 


In 2007/08, access to the campuses was sometimes an issue for those walking, cycling or driving 

due to lack of signage in some areas of Sunderland. The University aimed to liaise with 

Sunderland City Council to ensure that signage to the campuses is improved from major trunk 

roads as well as for or those using the cycling and walking network networks. 


A survey of signage to the University was undertaken in August 2008. A request was submitted to 

the Highways Agency requesting brown tourist style road signs on the A19 to indicate routes to 

the University campuses via the A183 and A1231. In February 2009 the Highways Agency 

refused the request on the grounds that the University did not fall within the criteria set down for 

such signage. 

In October 2008, a similar milar request was submitted to Sunderland Council requesting road signs 

indicating the University in a number of locations along the routes of the A1231, A183, and A690 

between the A19 and the University's main campuses, and also along the route between Ci City 

Campus and St Peter's Campus in both directions. The University have been informed that this 

request will be considered if a formal application is submitted. To move this forward, a review of 

signage is planned for 2010 2010. 

The University has also been involved with City of Sunderland Council in connection with the 

"Attractive and Inclusive City" project and the "Le "Legible City" project. Although these projects are 

not specifically concerned with road signage, this is something that is being considered as part of 

the broader project. No formal approaches have been made to the Council to request alterations 

or additions to pedestrian signage to the University campuses campuses, , although the ongoing 

redevelopment work at the University could provide opportunities to move this forward forward. 

The University has also had some input into a City Council project to produce a city centre walking 

map and the first phase of this project is nearing completion. The City and their consultants intend 

to make the data behind the production of the maps available to their partners (including the 

University) so that it can be used to produce maps that will more fully meet the University’s 

requirements. During ng the period 2009/10 - 2012/13, the existing way finding monoliths at St 

Peter's Campus are expected to be replaced. 

Signage issues will continue to be considered and addressed as appropriate in conjunction with 

alteration schemes. The University will continue to investigate the possible installing VMS at the 

new Travel Hub and at the entrance to University car parks which would highlight spare parking 

capacity. 

Measure 5: Signage 

Summary 

Target Groups 

Impact 

Difficulty 



127 

Table 5.8 – Measure 5: Signage 

Improve road and pedestrian signage on all major approaches to the 

University. Incorporate where possible into redevelopment of University 

campus. Further Investigation into VMS at Travel Hub and University 

car parks. 

All users 

Low 

Medium (long term measure, communication with Council required) 

Travel Plan Coordinator, Facilities, Sunderland Council


Measure 5: Signage 

Timescale 

5.2.6 Measure 6 – Car Parking Charges and Enforcement 


As detailed earlier in the report report, by 2007/08 the University had already changed its parking 

management system to a mix of pay & ddisplay 

and staff / student parking permits. This hybrid 

system was introduced in September 2006 to improve flexibility and better manage the demand 

for parking spaces on campus. Car parking prices in 2007/08 were raised from previous years and 

the University planned to continue to revise car parking charges to reflect the need to manage a 

growing demand for parking parking. 

The University also enforced parking rules more strictly since the change to the new parking 

management system and it was expected that the University would continue to do so in the future. 

The University was expected to liaise with Sunderland City Council to ensure that stricter pa parking 

rules and enforcement did not lead to an increase in staff and students parkin parking in residential 

streets around the University University. The 2009/10 travel survey shows that on street parking at the 

University has declined, with a -1.6 1.6 percentage point reduction for staff and aa-3.9 

percentage point 

reduction for students. 

Progress to 2009/10 and moving forward to 2012/13 

The University continues to use a mix of pay & display and staff and student parking permits to 

manage parking at the University University.. Staff taff and students now apply for their parking permits using an 

online system (explained in more detail under Measure 7 Management System System). 

Staff permit holders can ac access all University car parks, although some the Forster parking 

compound is still barrier controlled where an entry / swipe card needs to be obtained for access. 

Students cannot park in any staff only car parks. 

Students wishing ing to park their vehicles at their contracted Halls of Residence must apply for a 

Residential Permit. . Displaying this permit entitles the holder to free parking at their contracted 

Hall but parking on the University campuses between 08:00 and 17:00 is not permitted. 

Residential students are therefore not eligible for a Student Pay and Display Permit. 

Visiting lecturers are only eligible to apply for the Staff Pay and Display Permit and not the Staff 

Annual Mandate Permit. 

Holders of Local Authority Disabled / Blue Badge permits are eligible to apply for a University 

Blue Badge Permit which is free. This permit allows the holder to utilise the University disabled 

parking bays. 

Parking Charges 

The various parking permit options available to both staff and students, including associated 

charges are summarised in the table below. 


128 

Audit of external signage in 2010. Ongoing programme


Parking Cost Criteria Year Annual Cost 

Staff Annual 


Staff Annual 


Staff Pay & 


Student Pay & 


Staff working 

more than 20 

hrs per week 

Staff working 

less than 20 hrs 

per week 

Staff required to 


and Pay & 

Display 

Students 

required to 


and Pay & 

Display 

As the table above shows, there are four main types of permits that can be applied for. Staff have 

the option of paying for their parking permit by monthly salary deduction or by applying for a pay 

and display permit. it. Students only have option which is to apply for a pay and display permit. 

Mandate permit charges for 2009 2009/10 have remained the same as 2008/09 due to the economic 

downturn. However, the University will be increasing the price of parking permits in the next 

academic year. 

Pay and display charges (20p per hour up to a maximum of £1 per day) have not changed si since 

2006. Similar to mandate permit charges, it is recommended that pay and display rates should 

increase in the next academic year. 

Any parking income surplus has been invested by the University on travel and environmental 

initiatives. 

The parking arking income surplus will increase year on year in the short to medium term as the cost of 

parking at the University is expected to be raised. The increase in parking costs needs to be 

implemented to reduce the amount of non essential car use at the Unive University. rsity. The proposed 

increase in parking costs is discussed in more detail in the Updated University Parking Strategy 

document. 

Permit Applications 

2007/08 £180 

2008/09 £204 

2009/10 £204 

2007/08 £90 

2008/09 £102 

2009/10 £102 

2007/08 £225 

2008/09 £225 

2009/10 £225 




Daily Cost 38 

£0.80 

£0.91 

£0.91 

£0.80 

£0.91 

£0.91 

£1.00 

£1.00 

£1.00 

£1.00 

£1.00 

£1.00 

In 2009/10, 212 fewer parking permits have been issued at the University than in 2008/09, 

although it should be noted that the figure for 2009/10 is the number of permits up to December 

2009 so more permits are likely to be issued before the end of the academic year. Results from 

the travel survey in 2007, 86.4% of staff car drivers stated they had a Uni University versity parking permit. By 

2009, this figure had risen to 90.4%. In 2007, 70.8% of student car drivers stated they had a 

parking permit, compared to 81.2% in 2009. 

38 

The daily cost for mandate permit holders is calculated by dividing the annual cost of the mandate by 225 working days. The 

maximum daily cost of pay and display is £1.00 per hour for both staff and students. 


129


Moving forward, the University will continue to closely manage the cost of parking and distr distribution 

of permits and the cost of pay and display display. 


130 

Table 5.9 – Measure 6: Car Parking Charges and Enforcement 

Measure 6: Car Parking Charges and Enforcement 

Summary 

Target Groups 

Impact 

Difficulty 


Timescale 

5.2.7 Measure 7 – Parking Management System 


In 2007/08, the University was in the process of implementing a system based parking 

management nagement system. The system was designed to support both car parking enforcement and the 

management of demand through cont controls rols on permit applications. Feasibility including funding was 

concluded during the autumn of 2007 and a capital investment of £50,000 wa was made for this. 


The University has now implemented its new parking management system. 

apply for their parking permits using an online system 

online through the University’s intranet 

students to apply for parking 

has also enabled security staff to access the permit database from handheld terminals to check if 

vehicles are in breach of the 

to issue penalty notices. The University operates a Parking Charge Notice System to vehicles in 

breach of the University Parking Regulations. A copy of the most up to date University Parking 

Regulations can be found in 

outsourced to a private company. 

performance and usage of the 

decrease at the City Campus, car 

39 management system. Staff and students 

. Application forms are also available 

the University’s intranet. The new system has made it far easier for staff and 

ts to apply for parking permits. The introduction of the new online permit application system 

security staff to access the permit database from handheld terminals to check if 

vehicles are in breach of the University Parking Policy. The handheld terminals can als also be used 

The University operates a Parking Charge Notice System to vehicles in 

breach of the University Parking Regulations. A copy of the most up to date University Parking 

Regulations can be found in Appendix H. Debt management at the University is currently 

outsourced to a private company. Moving into the future, the University will continue to monitor the 

of the parking management system. With parking capacity expected to 

decrease at the City Campus, careful eful management of the system will be required. 

Table 5.10 – Measure 7: Parking Management System 

Measure 7: Parking Management System 

Summary 

Target Groups 

Impact 

Difficulty 


39 https://parkingpermit.sunderland.ac.uk 

Regular increases in parking charges to manage demand, control and 

enforcement of parking permits. Parking surplus to be invested in 

sustainable travel initiatives. Continued comparison with parking 

charges elsewhere in the city centre. 

Car users, staff, students and visitors 

High 

Medium (emotive emotive issue but changes to parking arrangements required required) 


Reviewed annually. Ongoing programme linked to campus 

redevelopment. 

Implementation of a new parking management system system. 

Car users, staff and students 

Medium 

Medium 

Travel Plan Coordinator, Facilities


Measure 7: Parking Management System 

Timescale 

5.2.8 Measure 8 – University Vehicle Fleet & Business Travel 


The University was to undertake a full review of the vehicle fleet and where possible reduce the 

number of vehicles, reduce their level of usage and potentially invest in new, more economically 

friendly vehicles. 

For business travel, in n 2007/08 2007/08, through the Higher gher Education Carbon Management Programme, 

the University had started monitoring business travel and its impact on the environment. Through 

further development and implementation of the travel plan, the University was to continue to 

monitor plane and train travel while gaining a better understanding of car based business travel.. 

The University was also to investigate and consult staff on ways to reduce the impact of business 

travel on the environment, consid considering reducing the use of flights for UK travel, promoting the use 

of more sustainable forms of transport and encouraging the use of phone / teleconferencing 

facilities where possible. 


The University is currently rently reviewing its vehicle fleet and is looking to reduce the total number of 

vehicles in the fleet. This includes investigating the possibility of at least one hybrid vehicle. A 

breakdown of the current University fleet of vehicles can be found in Appendix pendix J. 

As part of the Campus re-development, 

development, the University is also considering installing parking bays 

with electric charging points points. . This would tie in with the building work on the City Campus Travel 

Hub where there is the potential to install a double charging point in the visitor parking area. 

The University has also developed a comprehensive Business Travel Policy and Procedures Procedures. The 

policy provides guidance on how to travel between University campuses, information on which 

modes of transport can be used for business travel, guidance on overseas travel, corporate 

hospitality and procedures for claiming expenses. 

The University continues to actively encourage staff to travel on business by more sustainabl sustainable 

modes of transport. A recent survey undertaken by the Facilities Department and completed by 

over 300 members of staff indicated that cars are often brought to work as they are needed for a 

meeting during the day. Therefore, the University is investigating the potential for implementing an 

Option C Car Club. The scheme would enable the University to place a car(s) on the University 

Campus for the exclusive use of employees for business use use. . The car club wwould 

provide the 

University with electric vehicles. 


131 

Table 5.11 11 – Measure 8: University Vehicle Fleet & Business Travel 

Measure 8: University Vehicle Fleet & Business Travel 

Summary 

Target Groups 

Impact 

Difficulty 


Continued monitoring. Ongoing programme. 

Review of vehicle fleet and business travel policy to be undertaken in 

2010. Possibility of setting up electric charging points at the Travel Hub 

and introducing an Option C Car Club vehicle 

All users 

Medium 

Medium 

Travel Plan Coordinator, Facilities, HR Department


Measure 8: University Vehicle Fleet & Business Travel 

Timescale 

5.2.9 Measure 9 – Reducing the need to Travel 


The use of phone and teleconferencing facilities was to be encouraged, where possible to reduce 

business travel. The University would also consult staff and partners on the introduction and 

promotion of more flexible wor working practices such as home working and compressed hours to 

reduce the need for staff to travel to and from work every day. 


The University does offer er a video conferencing facility for staff, although the facilities have not 

been actively promoted to staff as an alternative to business travel. The Travel Plan Coordinator Coordinator, 

in conjunction with the HR Department, will attempt to gather additional data and feedback on 

whether staff would be prepare prepared d to use these facilities and where possible will promote their use 

more actively. 

The University will continue to encourage staff to reduce their need to travel by promoting the use 

of phone / teleconference facilities, flexible hours and home working. This is might take the form of a 

new home working policy policy. 

Measure 9: Reducing the need to Travel 

Summary 

Target Groups 

Impact 

Difficulty 


Timescale 


132 

Table 5.12 – Measure 9: Reducing the need to Travel 

5.2.10 Measure 10 – Car Share Scheme 


Review of vehicle fleet and business travel policy to be undertaken in 

2010. Electric charging points and Option C Car Club for 2010 2010. 

Ongoing programme. 

Use of teleconferencing facilities, encourage flexible lexible working practices. 

Home working policy to be developed. 

Staff 

Medium 

Medium 

Travel Plan Coordinator, HR Department 

Dependant on HR progress. . Ongoing programme. 

By 2007/08, the University had already set up a car share database for sta staff and students. The 

system used the Liftshare ftshare software and also offered walking, cycling and taxi buddy schemes. 

The take up was slow and the focus was to be placed aced on increasing awareness and incentives to 

ensure that staff and students sign up to and use the system. The Travel Plan Focus Group 

planned to facilitate car share workshop workshops, where staff and students who drove to the campuses 

and lived in the same areas would be invited to meet and discuss the possibility of sharing a lift to 

the University. 

The University also planned to consider the provision of dedicated car share parking spaces for 

staff and would liaise with the Council tto 

o ensure that other car share schemes which might be 

implemented by other employers in the city link into the existing University system. The University 

would also investigate the provision of a guaranteed ride home scheme for staff.


Progress to 2009/10 and moving forward to 2012/13 

As outlined in 2007/08, , the University has developed a car share scheme. The scheme 

encourages people to share the drive to and from work. The car share scheme is advertised on 

the national car share website www.liftshare.com which can be accessed via a link on the 

University website. 

The University designated 6 car share parking bays at the City Campus in 2008. At present, the 

car share bays are fully utilised utilised. 

Unfortunately, the car share spaces at City Campus are to be removed due to the ongoing 

development works, but it is recommended they are relocated once re-development development work is 

completed. There are currently no car share spaces at the St Pet Peter’s er’s Campus. 

The University will continue to take an active role in promoting car sharing, , assisting those who 

wish to sign up for the Liftshare service. However, at least in the short term, the number of car 

share spaces available at the University will not be increased. The University will continue to liaise 

with the Council ouncil to ensure that other car share schemes which might be implemented by other 

employers in the city have the potential to link into the University system. 

Measure 10: Car Share Scheme 

Summary 

Target Groups 

Impact 

Difficulty 


Timescale 

5.2.11 Measure 11 – Public Transport 


As described earlier in the report report, in 2007/08 the University already offered a Campus Bus service 

for staff and students between campuse campuses, which also served halls of residence residences. At the time, 

services had recently been upgraded with new vehicles and changes were made to timetables to 

meet the needs of users rs more closely. A new service wwas 

as also introduced to Ashburne House in 

the morning peaks. Shuttle services were set continue and timetables ables and vehicle capacity would 

be reviewed regularly to ensure that the services me met the demand. 

The University also sponsored a discounted Metro Card deal for or staff and students and offered a 

discounted annual all zones Metro card for staff with an inte interest rest free loan facility. Through the 

implementation of the travel plan, the University was to investigate the possibility of extending the 

offer of annual public transport ticket tickets to include additional modes odes and destinations. This was 

going to be developed in consultation with staff and students to ensure that there was demand for 

the tickets. 

The University offered public transp transport ort information on its website and this information as to be 

reviewed and updated regularly to reflect changes in ttimetables. 

The University was expected to 

continue to liaise with the Council and Nexus to ensure that the information provided on the 

website or in the form of printed timetables wa was accurate. Through the re-development development of the City 


133 

Table 5.13 – Measure 10: Car Share Scheme 

Car share database via Liftshare, continued promotion, reserved 

parking spaces to remain at City Campus. . No car share spaces 

planned for St Peter’s Campus. 

Car users, staff and students 

Medium 

Medium 

Travel Plan Coordinator, Facilities, EAG 

Continued promotion of Liftshare, number umber of car share spaces on City 

Campus to be held at 6 if possible. Ongoing going programme.


Campus, the University was to liaise with the Council to investigate the possibility of installing 

Variable Message Signs, showing arrival times of buses in the area on campus. 


A number of improvements have been mmade 

ade to the Campus Bus Services including new bus stop 

signage and improvements to the service timetables (including increased frequency at Clanny 

House, Forge and Ashburne). Essentially, the University has directed resources to where they are 

needed by increasing reasing the frequency of buses calling at Halls before 10:00. The University still 

operates the Campus Express, Campus Circular, Out of Term Vacation Express and Bar Shuttle. 

The University has continue continued to sponsor the Discounted Metro Card deal, available to both staff 

and students, enabling unlimited travel between South Hylton and Brockley Whins for just £40 per 

year. The University also supports the Corporate Metro Saver ticket, which enables unlimited 

Metro travel el for a whole year anywhere in Tyne and Wear. The Corporate Metro Saver ticket is 

purchased by the University on behalf of the staff and the cost is recouped from the employee in 

full or through monthly instalments taken directly from the salary. The curr current ent price of an annual 

ticket is £420. 

The University has introduced four new salary deduction travel pass schemes. A scheme 

description and the number of staff (shown in brackets) using the each scheme are listed below: 

• Northern Rail Tickets (2); 

• Go North h East Buzz Fare Tickets (8); 

• Arriva Annual Tickets (0); and 

• Stagecoach Corporate Annual Megarider (2) 

The University will continue to promote the discounted publi public c transport tickets with staff. Presently, 

the University of Sunderland offers all its discou discounted nted public transport tickets via salary deduction. 

The University will contact relevant public transport operators to see if there is potential to offer 

‘point to point’ discounted public transport tickets via salary sacrifice. . This type of scheme would 

potentially otentially be complicated to administer, but the tax benefits for staff would be an excellent 

incentive to use public transport instead of the private car. 

In addition to the above, Sunderland University, , in partnership with Sunderland City Council and 

Nexus are proposing to implement a Free City Centre Shuttle Bus for Sunderland Sunderland. This service 

would cover the city centre, key tourist locations on either side of the river, main transport 

interchanges and the University sites of the City and St Peter’s Campuses es. It would also tie in with 

a new park and ride service from the Stadium of Light. The new service is expected to be 

operational by June 2011 and will be run using a fleet of 7 electric vehicles. The new electric 

buses would operate more frequently than existing Campus Bus services. The buses would be 

twice the size (36 seat Optare Solo) of the current campus mini buses, which have 16 seats. This 

new service will deal with capacity issues that are curre currently ntly experienced by staff and students 

travelling between the two campuses. The service would be ‘hop on hop off’. 

Through the re-development development of the City Campus, the University is also going to liaise with the 

Council to investigate the possibility installing VMS at new Travel Hub by the end of 2010 2010. 

Measure 11: Public Transport 

Summary 

Target Groups 


134 

Table 5.14 – Measure 11: Public Transport 

Improvements to the Campus Bus Service, ongoing ddiscounted 

public 

transport passes for staff to buy through monthly salary deductions and 

investigation into salary sacrifice, , new City Centre Shuttle Bus for 

Sunderland and further investigation into the provision of VMS signs signs. 

Car Drivers and Public Transport Users, Staff


Measure 11: Public Transport 

Impact 

Difficulty 


Timescale 

5.2.12 Measure 12 – Cycling and Walking 


The University implemented a salary sacrifice scheme for staff to purchase bicycles effective from 

the 2007/08 academic year. The University also organised cycling promotional events during Bike 

Week k in June 2006 and 2007. The University planned to promote this event into the future future. 


The Cycle to Work Scheme was opened to University staff in 2007 and 2008 2008. In December 2007, 

29 staff joined the scheme and in October 20 2008, 08, 8 staff joined the scheme. 

The University is currently reviewing the cycle to work scheme ooptions 

ptions and supplier provision. It is 

expected that the Cycle to Work Scheme will re open in 2010 and there is the potential for the 

scheme to remain open for st staff all year round. 

The University did promote Bike Week in 2008 but not 2009. The University will promote Bike 

Week in 2010. 

The University has also produced walking route maps for both the City and St Peter’s campuses 

which can be accessed via the University website 40 has also produced walking route maps for both the City and St Peter’s campuses 

. 

As previously discussed, the University is currently in the process of an extensive redevelopment 

programme, which aims to create a more pedestrian friendly environment at both the City and St 

Peter’s Campuses. It is expected that the improvements to pedestrian routes at the campuses will 

continue to encourage walking. 

Measure 12: Cycling and Walking 

Summary 

Target Groups 

Impact 

Difficulty 


Timescale 

High 

Medium 


Continued revision of Campus Bus provision and discounted public 

transport tickets for staff. New City Centre Shuttle expecte expected to be 

implemented by June 2011. Ongoing programme. 

Table 5.15 – Measure 12: Cycling and Walking 

Discounted cycles and equipment with interest free loan loan. Bike Week to 

be promoted in 2010 and on an annual basis. . Improvement for 

pedestrians through the campus re-developments. 

developments. 

All staff 

Low 

Low 


Cycle to work scheme to be reopened in 2010. Bike Week to be 

promoted in 2010. Ongoing programme. 

40 

http://services.sunderland.ac.uk/Universitysport/playsport/physicalactivitywellness/lunchtimeshortwalks/walkingmaps/ 

tp://services.sunderland.ac.uk/Universitysport/playsport/physicalactivitywellness/lunchtimeshortwalks/walkingmaps/ 


135


5.2.13 Measure 13 – Travel Plan Management 


In 2007/08, the University established two groups responsible for the development and 

implementation of the travel plan up to 2010. These groups were the Strategic Travel Group and 

the Travel Focus Group. . Both groups were to be represented with staff to en ensure good 

communication and were expected to meet on a regular periodic basis. 

The Strategic Travel Group was expected to take decisions with financial implications and was 

expected to report back to the University Senior Management Team. The group was ex expected to 

undertake the following tasks: 

• Develop and deliver a strategic travel plan; 

• Identify KPI’s; 

• Ensure that a regular travel to work survey was undertaken for staff, students and visitors visitors; 

• Ensure that partners and the local community are engaged in the development of the travel 

plan; 

• Advise on best practice and sustainable travel initiatives; 

• Annually review the travel plan; 

• Identify and progress funding opportunities for developing sustainable travel; 

• Guide and support the Travel Focus Group; and 

• Represent the views and objectives of the travel group within the University and wider 

community 

The Travel Focus Group was expected to gather sustainable travel champions to organise travel 

plan initiatives and liaise with partners. The group was expected to undertake some of the 

following tasks: 

• Develop and deliver a programme of delivery to raise awareness of sustainable travel; 

• Recommend sustainable travel initiatives to the Strategic Travel Group; 

• Assist in the co-ordination ordination of travel to work surveys for staff, students and visitors; 

• Promote sustainable travel initiatives to staff, students and visitors 

• Co-ordinate ordinate activities with partners as a contribution to the wider University community; 

• Promote equality ity and diversity initiatives as part of travel planning agenda’s; and 

• Promote health and well being initiatives as part of travel planning agenda’s 


In 2009, a new Sustainable Travel Environment Action (EAG) Group was established to 

oversee the development of the University Travel Plan. The new group essentially replaces and 

combines the functions of the Strategic Travel Group and the Travel Focus Group Group. 

The new group is intended to develop the existing travel plan and to work towards achieving the 

travel plan targets and aim to agree a calendar of events per academic year. In order to establish 

the Sustainable Travel EAG, membership has been sought from areas across the University. The 

group therefore consists of the following: 

• Chair – Assistant Director of Facilities Facilities; 

• Secretary – Vicki Allman: Facilities Facilities; 


136


• Facilities – Graeme Robinso Robinson; 

• Environmental Co-ordinator ordinator – Claire Charles; 

• Faculty Representatives (4) – Applied Sciences, Education & Society, Business & Law, Arts 

Design & Media (ASHECS); 

• Service Representative 

Representatives (5) – HR, Planning & Finance, SLS, SRBP, Academic Services Services; 

• 1 UCU Representative; resentative; 

• 1 Unison Representative; and 

• 1 Students Union Representative 

The group meets twice per term and members of the group are expected to be interested in 

environmental issues, want to make a difference and be prepared to participate and organise 

special awareness raising events. 

It expected that the group will continue to meet on a regular basis and will take an active role in 

implementing the targets and measures as set out in the University travel plan and wwill 

also aim to 

support sustainable travel initiatives through the re-development of the University University. 

Measure 13: : Travel Plan Management 

Summary 

Target Groups 

Impact 

Difficulty 


Timescale 


137 

Table 5.16 – Measure 13: Travel Plan Management 

5.2.14 Measure 14 – Promotion and Profile Raising 


Strategic Travel Group and Travel Focus Group now subsumed into 

Sustainable Travel Environment Action (EAG) Group which was 

established in 2009. . EAG to meet on a regular basis 

All users 

High 

Medium (new EAG group established but need to continue momentum momentum) 

Travel Plan Coordinator, EAG 

Group already established. Will continue to meet on a regular basis up 

to and including 2012/13. Ongoing programme. 

For the first time in June 2007, the University organised an Alternative Transport Day at which 

staff and students were invited to discuss their travel patterns and were given information about 

public transport, cycling, walking and car sha sharing. ring. Nexus took part in the event and provided 

timetables and one to one advice. 

The University planned to repro reproduce this event, also using occasions where students can be 

approached such as during Freshers Week. The University also wanted to investigate cost and 

time involved for producing a leaflet to inform staff and students about the travel plan and its links 

to wider sustainable development issues. 


The University of Sunderland has undertaken en Promotional Travel Day events in April 2008 and 

April 2009, although the event was not run during Freshers Week for the students. An additional 

Promotional Travel Day is planned for early 2010.


The University has also developed a leaflet ‘Travelling Matters’ which outlines how staff can 

travel to and from the University. This is a particularly useful eful resource for staff currently based at 

the Ashburne Campus who will be transferring to the City / St Peter’s Campus Campuses when Ashburne 

closes in 2011. 

In addition to the travel leaflet, the University will also use public transport, cycling and walking 

information and promotional material available from Sunderland City Council, Nexus and public 

transport operators to promote alternative modes of transport to both staff and students. Some 

information is already available on the University website, but staff and students must know how 

and where to find the information and the information needs to be updated on a regular basis. 

Moving forward, the Travel ravel Plan Coordinator will launch the updated Travel Plan in early to mid 

2010. This could potentially tie in with the launch of the new Sunderland Shuttle and/or the piloting 

of a scheme where the University owns low carbon vehicles for r business / inter campus travel. 

Table 5.17 – Measure 14: Promotion and Profile Raising 

Measure 14: Promotion and Profile Raising 

Summary 

Target Groups 

Impact 

Difficulty 


Timescale 

5.2.15 Measure 15 – Monitoring and Reporting 


Organise Promotional Travel Day, Updated Travel Plan Launch, 

Produce Travel Plan Information Leaflet 

All Users 

High 

Medium (staff time and funding) 

Travel Plan Coordinator, , EAG, Security Manager 

Promotional Travel Day 2010, Launch of the updated Travel Plan early 

to mid 2010. Travel Information on the University Website to be 

updated regularly. Travel plan information leaflet by early 2011. 

In February / March 2007, the University undertook a staff and student travel survey, a web based 

questionnaire using the HEEPI model. The University then proposed to monitor staff and student 

travel patterns (particularly modal split) through follow up surveys every 2 years. 

Additional monitoring data was expected to be available through parking survey scheduled to be 

undertaken in November 2007 and through careful monitoring and assessment of the staff and 

student travel plan measures as out outlined to the 2007/08 travel plan. 

It was also expected that a range of travel KPI’s would be established in early 2008 for integration 

into University business planning. Th The University aimed to report its s progress to all staff, students, 

Sunderland City Council ouncil and Partners on the performance and implementation of the travel plan. 

Reporting at the University was intended to be via the Environment Strategy Group (ESG). 


The University of Sunderland undertook a further survey travel to work in December 2009, the 

results of which underpin the revised objectives and targets in this travel plan update update. The 

University will continue to monitor travel to work patterns over the next 2 years and will undertake 

another staff and students survey in late 2011. 

Parking counts were also undertaken in December 2009 and are analysed in the Updated 

University Parking Strategy. Additional parking arking counts and snap shot surveys can also be used if 

data is required during interval years. 


138


The University has also been monitoring and will continue to monitor the level of take take-up for 

various Travel Plan measures on a yearly basis. This data will allow the Travel Plan Coordinator 

and the Sustainable Travel EAG Group to review measures or their format to obtain the best 

outputs. The following indicators ndicators will continue to be used to monitor the Travel Plan initiatives: 

• Number umber of car parking permits issued; 

• Number umber of car share scheme members; 

• Number umber of staff using the various discounted public blic transport tickets available via salary 

deduction; 

• Number umber of staff using salary sacrifice to purchase cycles and cycle equipment; 

• Usage levels for motorcycle, otorcycle, cycle and car share parking facilities; and 

• Usage levels of the University Campus Bus Service; and 

The Travel Plan Coordinator will continue to conduct the monitoring process and will report to the 

Environment and Strategy Group (ESG) via the Sustainable Travel Environment Action (EAG) 

Group every 6 months. 


139 

Table 55.18 

– Measure 15: Travel vel Plan Monitoring and Reporting 

Measure 15: Travel Plan Monitoring and Reporting 

Summary 

Target Groups 

Impact 

Difficulty 


Timescale 

5.2.16 Measure 16 – Site Management Plan 


It was expected that the continued re re-development of the City y Campus would incur major 

disruption within the University and for the surrounding community. It was therefore important that 

a campus wide management plan was developed to incorporate contractor and supply chain 

travel issues. 

The University Design Team and appointed main contractor for the re-development 

development planned to 

work in partnership to develop a site management plan for the campus which would incorporate 

the following travel related issues: 

• Supplies and deliveries; 

• Impact on the local highway; 

• Impact on the local community; 

• Supply chain integration; and 

Continue to monitor 2008 KPI’s and take up of travel plan measures. 

Next staff and student travel to work survey to be undertaken in late 

2011. Parking counts to be undertaken if required. 

All users 

High 

Low (car park counts / KPI’s), Medium (Travel surveys / monitoring) 


Monitoring of travel plan measures and KPI’s every 6 months. Next 

travel to work survey to be undertaken in late 2011. Ongoing 

programme.


• Business travel. 

The he Management Plan would then be integrated with the University Travel Plan actions to ensure 

that the travel aims and objectives were owned by all ll development stakeholders. 


The University is still to develop a formal Site Management Plan Policy Policy, , although this is planned 

for the near future. . However, the University continues to work closely with contractors and 

suppliers to ensure that a minimum amount of disruption has / is taking place during the campus 

re-developments. developments. When entering the University, contractors and suppliers have a pre agreed plan 

for traffic arrangements gements when on site and each individual development project within the 

University is treated on its own merits. 


140


Measure 16: : Site Management Plan 

Summary 

Target Groups 

Impact 

Difficulty 


Timescale 


141 

Table 5.19 – Measure 16: Site Management Plan 

Develop lop a Site Management Plan integrating contractor and supply 

chain transport issues with the University Travel Plan 

Contractors and suppliers 

High 

Medium 


Initial Site Management Plan to be produced by December 2010. 

Should be reviewed at each stage of re-development. development. On Ongoing 

programme.



142 

Table 5.20 – Revised Travel Plan Action Plan 2010-2012/13 

N Measure Summary Target Group Impact Difficulty Responsibility Timescale 

1 Cycle Parking 

2 Motorcycle Parking 

3 

4 

Changing Facilities and 

Showers 

Walking and Cycling 

Routes 

5 Signage 

6 

7 

8 

Car Parking Charges and 

Enforcement 

Parking Management 

System 

University Vehicle Fleet & 

Business Travel 

Provide additional 15 spaces at City 

Campus and 20 spaces at St Peter’s. 

Continue to provide additional parking 

spaces and cycle lockers for all if lacking 

on campus. 

Provide 10 spaces at City and 10 spaces 

at St Peter’s Campus. 

Upgrade programme and additional 

facilities to be continued. 

Improve access through Development 

Framework (City) and Masterplan (St 

Peter’s) and cooperation with SCC 

Improve road and pedestrian signage on 

all major approaches to the University. 

Incorporate where possible into 

redevelopment of Uni University campus. 

Further Investigation gation into VMS at Travel 

Hub and University car parks. 

Regular increases in parking charges to 

manage demand, control and 

enforcement of parking permits. Parking 

surplus to be invested in sustainable 

travel initiatives. Continued assessment 

of parking charges in the city centre. 

Implementation of a new parking 

management system. 

Review of vehicle fleet and business 

travel policy to be undertaken in 2010. 

Possibility of setting up electric charging 

points at the Travel Hub and introducing 

an Option C Car Club Club. 

Car users and 

cyclists, staff, 

students and 

visitors 

Car users and 

motorcyclists, staff, 

students and 

visitors 

Car users and 

cyclists, staff and 

students 

Car users, cyclists 

and pedestrians, 

staff and students 

Medium Medium 

Low Medium 

Low Medium 

Medium Medium 

All Users Low Medium 

Car users, staff, 

students and 

visitors 

Car users, staff 

and students 

High Medium 

Medium Medium 

Travel Plan 

Coordinator, Coordinator 

Facilities 


Coordinator, 

Facilities 


Coordinator, 

Facilities 


Coordinator, 

Facilities, SCC, 

Faulkner Browns 


Coordinator, 

Facilities, 

Sunderland Council 


Coordinator, 

Facilities 


Coordinator, 

Facilities 

All staff Medium Medium HR Department 

Additional 

spaces to be 

added by 

2012/13. 

Additional 

spaces to be 

added by 

2012/13. 

Ongoing 

programme. 

Ongoing 

programme. 

Audit of 

external 

signage in 

2010. Ongoing 

programme. 

Reviewed 

annually. 

Ongoing 

programme. 

Continued 

monitoring. 

Ongoing 

programme. 

Review of 

vehicle fleet, 

business travel 

policy to be 

undertaken in 

2010. Electric 

charging points 

and Option C 

Car Club for


9 

N Measure Summary Target Group Impact Difficulty Responsibility Timescale 

Reducing the need to 


10 Car Share Scheme 

11 Public Transport 

12 Cycling and Walking 

13 Travel Plan Management 

14 

Promotion and Profile 

Raising 

15 Monitoring and Reporting 

16 Site Management Plan 


143 

Use of teleconferencing facilities, 

encourage flexible working practices. 

Home working policy to be developed. 

Car share database via Liftshare, 

continued promotion and reserved 

parking bays. 

Improvements to the Campus Bus 

Service, ongoing discounted public 

transport passes for staff to buy through 

monthly salary deductions and 

investigation into salary sacrifice, new 

City Centre Shuttle Bus for Sunderland Sunderland, 

park & ride and further investigation into 

the provision of VMS signs. 

Discounted cycles and equipment with 

interest free loan. Bike Week to be 

promoted in 2010 and on an annual 

basis. Improvement for pedestrians 

through the campus re re-developments. 

Sustainable Travel Environmental Action 

(EAG) Group established in 2009. Group 

to establish a programme of events 

Continued development. 

Organise Promotional Travel Day, 

Updated Travel Plan Launch, and 

Produce Travel Plan Information Leaflet. 

List of KPI’s produced in January 2008. 

Continued review up to 2012 2012/13. 

Travel to work survey to be completed in 

December 2011. Monitoring of individual 

initiatives and parking usage to be 

continued. 

Develop a Site Management Plan 

integrating contractor and supply chain 

transport issues with the University 


All staff Medium Medium 

Car users, staff 

and students 

Car users, public 

transport users, 

staff, students and 

visitors 

Medium Medium 

High Medium 

All staff Low Low 

All users High Medium 

All users High Medium 

All staff High Low 

All users and 

partners 

Contractors and 

suppliers 

High Medium 

High Medium 


Coordinator, HR 

Department 


Coordinator, 

Facilities, EAG 


Coordinator, 

Facilities 


Coordinator, 

Facilities 


Coordinator, EAG 


Coordinator, EAG 


Coordinator, EAG, 

Security Manager 


Coordinator, 

Facilities 


Coordinator, 

Facilities 

2011. Ongoing 

programme. 

Ongoing 

programme. 

Ongoing 

programme. 

City Centre 

Shuttle Bus 

expected June 

2011. Ongoing 

programme. 

Cycle to Work 

scheme to be 

reopened in 

2010. Bike 

Week promoted 

2010. Ongoing 

programme. 

Ongoing 

programme. 

Events in early 

2010 and early 

2011. 

KPI’s continue 

to be reviewed. 

Next travel 

survey Dec 

2009. Ongoing 

programme. 

Produce Plan 

by December 

2010. Ongoing 

programme



144

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