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					                       MULTI-MODAL STUDY


NORTH/SOUTH MOVEMENTS ON THE M1 CORRIDOR
                     IN THE EAST MIDLANDS




                PUBLIC TRANSPORT SURVEYS
              AND DATA COLLECTION REPORT




                           FEBRUARY 2001
                                                 MULTI-MODAL STUDY




             NORTH/SOUTH MOVEMENTS ON THE M1 CORRIDOR
                                              IN THE EAST MIDLANDS




                                     PUBLIC TRANSPORT SURVEYS
                                 AND DATA COLLECTION REPORT




                                                               FEBRUARY 2001

                                                  WS Atkins Consultants Limited
                               Television House, Mount Street Manchester M2 5NT
                                          Tel: 0161 839 3113 Fax: 0161 839 3137

                                                 E-mail: m1mms@wsatkins.co.uk
Job Number    Prepared by   Approved by      Status          Date
BV1076        R Fickling    N Malik          Final           15 February 2001
                                       NORTH/SOUTH MOVEMENTS ON THE M1 CORRIDOR
                                   IN THE EAST MIDLANDS – PUBLIC TRANSPORT SURVEYS

                                                                          Contents


1.          INTRODUCTION                                                        1-1
            REPORT STRUCTURE                                                    1-1

2.          TRAVEL SURVEYS                                                      2-1
            SURVEY LOCATIONS                                                    2-1
            QUESTIONNAIRE FORMAT                                                2-2
            RESPONSE LEVELS                                                     2-4
            PRELIMINARY FINDINGS                                                2-6

3.          TICKETING DATA ANALYSIS                                             3-1
            REQUESTED INFORMATION                                               3-1
            CAPRI DATA ANALYSIS                                                 3-1
            COACH TICKETING DATA ANALYSIS                                       3-3


List of Tables
Table 2-1: Coach Survey Locations and Dates                                     2-1
Table 2-2: Rail Survey Locations and Dates                                      2-2
Table 2-3: Rail Questionnaire Return Rates                                      2-5
Table 2-4: Ticket Type, Coach Surveys                                           2-9
Table 2-5: Ticket Type, Rail Surveys                                           2-10
Table 3-1: CAPRI Data – Ticket Types                                            3-2
Table 3-2: Coach Ticketing Data Provision                                       3-3
Table 3-3: National Express Trip Distribution                                   3-3
Table 3-4: Stagecoach Express – Strong Movements                                3-4
Table 3-5: Trent Buses – Strong Movements                                       3-5



LIST OF FIGURES


Figure    2-1: Location of Surveys
Figure    2-2: Gender Split                                                     2-7
Figure    2-3: Car Availability                                                 2-7
Figure    2-4: Age Distribution of Respondents, Rail and Coach Surveys          2-8
Figure    2-5: Rail Journey Purpose by Time Period                             2-12
Figure    2-6: Coach Journey Purpose by Time Period                            2-13




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                                      NORTH/SOUTH MOVEMENTS ON THE M1 CORRIDOR
                                  IN THE EAST MIDLANDS – PUBLIC TRANSPORT SURVEYS


1.            INTRODUCTION

1.1           A significant stage of the M1 Multi Modal Study (M1 MMS) is to develop a transport
              model that would enable a quantification of the existing transport problems and
              provide a tool for testing various infrastructure and policy options that would be
              developed during the course of the study. Travel data collection has been undertaken
              to enable the development of the transport models. Proposals for the undertaking of
              traffic/travel surveys are set out in the Scoping Report1, together with the plans for
              building the Highway and Public Transport models in order to contribute to the
              objectives of the study.

1.2           Travel surveys were conducted to obtain the proportion of users that had a car
              available, their journey purpose, and the access and egress details from the stations.
              Trip matrices were derived from the ticketing data obtained from coach and train
              operating companies. Therefore, using both data sets, a series of disaggregated trip
              matrices could be produced.

1.3           This report details the data collection undertaken for both passenger rail and long
              distance coach services in the study area. A separate report documents the highway-
              based surveys undertaken for this study.

              REPORT STRUCTURE

1.4           Chapter 2 presents details of the self-completion questionnaires given to coach and
              rail passengers at a number of stations in and around the study area, together with
              initial findings. Chapter 3 gives details of the additional ticketing and screenline data
              received from the Train Operating Companies (TOCs) and the equivalent data from
              Coach companies.

1.5           The process of expanding the data up to reflect total usage of the services, using the
              ticketing data will be reported in the Model Development Report.




1
    „North/South Movements on the M1 Corridor in the East Midlands – Scoping Report,‟ July 2000

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2.            TRAVEL SURVEYS

              SURVEY LOCATIONS

2.1           Self-completion questionnaires were handed out at a number of coach and rail
              stations in and around the study area. The forms were given to boarders and
              alighters from trains and coaches with journeys of interest to the study, as shown in
              Figure 2-1, between the hours of 6:30 and 19:00. In addition, a number of
              questionnaires were distributed on early trains between Leicester and London, in
              recognition of a strong flow of commuters towards London, which should also be
              represented. In addition to handing out self-completion forms, the survey staff
              counted the total number of boarders and alighters on each coach and train.

2.2           Table 2-1 shows the list of coach stations targeted, together with the dates of the
              survey. It should be noted that questionnaires were not distributed at Milton Keynes,
              as it is outside the study area. However, a count of boarders and alighters was
              necessary to act as a screenline for the study area. Table 2-2 shows the equivalent
              information for the rail surveys.


                            Coach/Bus Station                             Dates

                            Chesterfield Bus Station                      Friday 16th June
                                                                          Friday 20th October
                            Derby Morledge Bus Station                    Tuesday 20th June
                            East Midlands Airport Terminal 1              Thursday 15th June
                            Leicester St Margaret‟s Bus Station           Friday 16th June
                                                                          Wednesday 18th October
                                                                          Friday 20th October
                            Mansfield Rosemary Street Bus Station         Friday 23rd June
                                                                          Thursday 19th October
                            Milton Keynes Coachway                        Monday 12th June
                            Nottingham Broadmarsh                         Thursday 22nd June
                                                                          Monday 16th October
                                                                          Tuesday 17th October
                            Nottingham Victoria                           Monday 19th June
                            Sheffield Interchange                         Monday 19th June

                                      Table 2-1: Coach Survey Locations and Dates




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                            Train Station                                 Dates

                            Alfreton                                      Wednesday 12th July
                            Attenborough                                  Friday 7th July
                            Beeston                                       Thursday 6th July
                            Chesterfield                                  Monday 3rd July
                            Derby                                         Tuesday 11th July
                            Grantham                                      Tuesday 3rd October
                            Leicester                                     Monday 17th July
                            Long Eaton                                    Monday 10th July
                            Loughborough                                  Tuesday 18th July
                            Mansfield                                     Friday 14th July
                            Newark Northgate                              Wednesday 4th October
                            Nottingham                                    Tuesday 11th July
                            Retford                                       Thursday 5th October
                            Sheffield                                     Wednesday 19th July
                                                                          Thursday 20th July
                            Leicester – London “on train”                 Tuesday 4th July
                                                                          Wednesday 12th July

                                        Table 2-2: Rail Survey Locations and Dates

              QUESTIONNAIRE FORMAT

2.3           The Rail and Coach questionnaires were of a similar format. A sample copy of each
              questionnaire used is included in Appendix A. The questionnaires were specifically
              developed to provide the relevant details for public transport users for the specific
              trip being made.

2.4           The questionnaire was split into three sections.

                      „Where were you handed this questionnaire?‟

                      „About your journey today‟

                      „About you‟




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2.5           Each of these is described in turn, below.

              Where were you handed this questionnaire?

2.6           This section deals with general details of the journey the respondent is undertaking,
              to be used in the expansion process. The respondent is asked the following:

                      Station the respondent was handed the questionnaire (Rail questionnaire only);

                      Whether the respondent was getting on or off the train/coach;

                      Time of train/coach; and

                      Train/coach Operator.

              About your journey today

2.7           This section prompts for specific details of the trip the respondent is undertaking.

                      Origin and destination of trip;

                      Station of origin and station of destination, that is, defining the section of the
                       journey undertaken by rail or coach;

                      access and egress details, both duration and mode used;

                      the purpose for the journey; and

                      ticket type.

              About You

2.8           This section asks the respondent for some personal details.

                      Whether the respondent had a car available for this trip;

                      Whether the respondent is accompanied;

                      Age group; and

                      Gender.




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              RESPONSE LEVELS

2.9           The survey staff kept a record of the number of questionnaires handed out at each
              location for each targeted train, as well as the total number of people boarding and
              alighting each service. Therefore, the response rate can be calculated for those
              handed the survey forms and as a proportion of all users for the rail surveys.

2.10          The coach users were not specifically asked where they received the questionnaire,
              therefore a similar comparison is not possible. However, the number of boarders and
              alighters from each service was counted, as well as the number of questionnaires
              handed out.

2.11          In the initial set of coach surveys, undertaken in June, a total of 3,269 questionnaires
              were handed out and 574 were returned, giving an overall return rate of 18%. Due to
              the low return rate, additional surveys were undertaken in October using a face to
              face rather than self-completion format. Therefore a calculation of return rate
              would be spurious for the additional surveys undertaken. An additional 556 surveys
              were completed in this manner.

2.12          Table 2-3 shows the number of responses for the rail surveys and expresses them as a
              percentage of the number of forms handed out and as the proportion of all users for
              targeted services at each station.        It should be noted that the number of
              questionnaires handed out at Long Eaton was not recorded. For those respondents
              given the form on the train, many may have recorded the station nearest to the train
              when they received the questionnaire and therefore may be recorded as a trip from a
              particular station, rather than on-train. The category „Other‟ includes the responses
              that were recorded as being from stations not covered by the survey.




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            Station             Total Number       Questionnaires         Questionnaires     Questionnaires      Questionnaires
                                 of Boarders        Handed Out              Returned          Returned as a      Returned as a
                                and Alighters                                              Percentage of Total   Percentage of
                                                                                                  Users          Questionnaires
                                                                                                                  Handed Out

    Alfreton                         381                 133                   74                 19%                56%
    Attenborough                     130                  86                   44                 34%                51%
    Beeston                         1084                 480                  176                 16%                37%
    Chesterfield                    2002                 921                  273                 14%                30%
    Derby                           7164                 1564                 428                 6%                 27%
    Grantham                         599                 202                  107                 18%                53%
    Leicester                       9859                 2190                 478                 5%                 22%
    Long Eaton                       609                    -                 209                 34%                  -
    Loughborough                    1901                 759                  222                 12%                29%
    Mansfield                        845                 298                   73                 9%                 24%
    Newark                          1256                 561                  152                 12%                27%
    Nottingham                      9834                 1678                 444                 5%                 26%
    Retford                          473                 269                   50                 11%                19%
    Sheffield                      13277                 3360                 453                 3%                 13%
    On train                           -                    -                  49                  -                   -
    Other                              -                    -                  14                  -                   -
    Total                          49414                12501                 3246                7%                 26%

                                           Table 2-3: Rail Questionnaire Return Rate

2.13          It is noticeable that the response level is lower at Sheffield in particular and the
              larger stations in general. For stations such as Alfreton, Attenborough, Beeston and
              Long Eaton, the response rate was much greater, with over 50% of all forms being
              returned from Alfreton and Attenborough. This may be because people have a
              greater affinity with their local station, thus encouraging a greater rate of response.

2.14          The rate of return achieved is considered acceptable for the objectives of the survey.
              The survey data will provide the access and egress characteristics for each station,
              together with journey purpose splits, for the purposes of the PT model. The survey is
              not meant to provide the origin-destination information for the PT model, which will
              be provided by the ticketing data obtained from the Train Operating Companies and
              equivalent coach companies.

2.15          The geographic spread of survey origin captured by the surveys is shown in
              Appendices B and C for rail and coach respectively.




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              PRELIMINARY FINDINGS

2.16          Whilst the primary purpose of collecting public transport travel data is for use in
              developing the PT model, the returned questionnaire have been analysed to provide
              some information on the travellers.

2.17          Figures 2-2, 2-3 and 2-4 show the split between male and female respondents, car
              availability and age distribution, respectively, for the coach and the rail surveys,
              highlighting considerable differences in the characteristics of coach and rail users.

2.18          The gender split in the rail survey was almost exactly half. That is, there was the
              same amount of men returning the questionnaires as there were women. However, in
              the coach surveys, two thirds of the respondents were women. This suggests that
              there are proportionately more women using coaches than there are using trains.

2.19          Of the respondents to the rail survey, 42% did not have a car available to make the
              journey, compared to 73% for the coach users. This could reflect the different types
              of journeys being undertaken by rail and coach. The average coach trip tends to be
              shorter than the average rail trip. The longer a trip is, the more likely someone will
              choose to undertake the trip by rail rather than car, even if a car is available. This
              does not happen to such an extent with coach. Therefore, compared to coach, rail
              will attract more users who have a car available to make the trip. The differences
              may also be because of socio-economic factors. A trip by coach is generally cheaper
              than a similar trip by train. Therefore, those on low incomes are more likely to use
              the coach. They are also less likely to have a car, hence the differences in car
              availability levels.

2.20          There is also a marked difference in the age profile of respondents. Figure 2-4 clearly
              shows that most of the coach users are under 25 or over 60 years of age. In contrast
              the majority of rail users are between the ages of 25 and 60. Only 15% of rail users
              are over 60, compared to 29% of coach passengers.

2.21          These differences are most likely to be because the users of coach and rail differ in a
              similar way to this sample, for a variety of reasons but principally down to cost, in
              that coach travel is widely regarded to be cheaper than rail travel. However, the
              findings could be a result of other factors, for example, certain types of people are
              more likely to return the questionnaires. No data was collected as to the gender or
              age of those given the questionnaires, so such checks could not be undertaken.




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                   Gender Split - Rail Respondents                            Gender Split - Coach Respondents




                      Male      Female       Unanswered                           Male   Female    Unanswered




                                                       Figure 2-2: Gender Split




               Car Availability - Rail Respondents                           Car Availability - Coach Respondents




           Car Available       Car Not Available        Unanswered          Car Available   Car Not Available   Unanswered




                                                     Figure 2-3: Car Availability




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              50%
              45%
              40%
              35%
              30%
                                                                                           Rail
              25%
                                                                                           Coach
              20%
              15%
              10%
               5%
               0%
                         Under 16           16 to 24          25 to 44    45 to 59   60+
                                                            Age Group




                   Figure 2-3: Age Distribution of Respondents, Rail and Coach Surveys




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2.22          Respondents were asked which type of ticket they purchased for the journey in
              question. Tables 2-4 and 2-5 show the breakdown of ticket types from the coach and
              rail surveys respectively.


                                      Ticket Type                          Number of    Percentage
                                                                          respondents
                            Standard                                         413           37%
                            Standard Advance                                  79           7%
                            Economy                                          103           9%
                            Economy Advance                                   74           7%
                            Day Return                                       171           15%
                            Season                                            9            1%
                            Multi-journey                                     74           7%
                            Advanta (over 50)                                 20           2%
                            OAP                                               49           4%
                            Young Person /Student                             12           1%
                            Explorer                                          4            0%
                            Flight Link                                       2            0%
                            Free Passes                                       6            1%
                            Other Offers                                      70           6%
                            Missing                                           44           4%
                            Total                                            1130         100%

                                            Table 2-4: Ticket Type, Coach Surveys




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                                             Ticket Type                   Number of Percent
                                                                          Respondents  age
                       Single                                                227       7%
                       Return                                                2100      64%
                       Season Ticket                                         605       18%
                       Multi-journey                                          19       1%
                       Flexi-Pass                                             22       1%
                       Apex                                                   18       1%
                       Discount Rail Card (YP/OAP/Disability)                 44       1%
                       Leicestershire Concessionary Fare                      10       0%
                       Derbyshire Concessionary Fare                          57       2%
                       Nottinghamshire Concessionary Fare                     25       1%
                       Day Pass e.g. Wayfarer/Rover/Ranger                    9        0%
                       Free (Residents/Staff)                                 79       2%
                       Other                                                  35       1%
                       Missing                                                31       1%
                       Total                                                 2954      100%

                                             Table 2-5: Ticket Type, Rail Surveys

2.23          Again, the differences in ticket types are pronounced between the coach and rail
              surveys. For example, the proportion of journeys undertaken using a season ticket is
              nearly a fifth of all rail respondents, with an additional 2% from flexi-passes and
              multi-journey tickets. In comparison, the season ticket only accounts for 1% of coach
              trips, and multi-journey tickets for another 7%. This suggests that rail is more
              regularly used for such trips as commuting.

2.24          Respondents were also asked why they were undertaking the journey in question.
              Each respondent were asked the reason they were at the origin of their trip, and the
              reason they have to be at the destination. This information has been distilled to five
              purpose categories, commuting, business, leisure/personal business, education and
              shopping.

2.25          Figures 2-5 and 2-6 display pie charts showing journey purpose for rail and coach
              respondents respectively, disaggregated by time period. For the purposes of this
              analysis, time periods are defined as follows:




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                      AM Peak – 7:00 to 9:00

                      Off Peak – 9:00 to 16:00

                      PM Peak – 16:00 to 19:00




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                                                                   AM Peak                                            Off Peak




                                                                   PM Peak                                         All time periods




                             Commuting                      Business                  Leisure/Personal Business       Education       Shopping

                                                                          Figure 2-5: Rail Journey Purpose by Time Period




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                                                                      Figure 2-6: Coach Journey Purpose by Time Period

                                                                          AM Peak
                                                                                                                         Off Peak




                                                                          PM Peak                                   All time periods




                                Commuting                      Business              Leisure/Personal Business                         Shopping          Education




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2.26          Figure 2-5 shows the predominance of commuting trips by rail users, particularly in the
              morning peak. Leisure or personal business took up 59% of rail users in the off peak
              hours, although nearly a quarter of all off peak trips were still work-related. Education
              constituted a small proportion in each time period, probably because most school trips
              are local, and thus not picked up by these surveys.

2.27          In contrast to the rail passengers, the majority of coach respondents undertook their
              trips for leisure or personal business as Figure 2-5 shows. Even in the morning peak
              there were more leisure or personal business trips than commuting trips, whereas
              nearly three-quarters of rail respondents in the morning peak were commuters. This
              again shows the differing markets for rail and coach. That is, a major part of rail
              patronage is work-related trips, whereas coach services rely much more on leisure
              travel. This means that for coach services, the AM peak period is not necessarily the
              busiest time of day, with fewer services running. In contrast, the AM peak period is the
              busiest for rail services.




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3.            TICKETING DATA ANALYSIS

              REQUESTED INFORMATION

3.1           The surveys conducted are not sufficient in number to represent an entire day‟s
              information regarding the movements in the M1 corridor in the East Midlands.
              However, we have controlling counts at each of the stations for the days of the
              surveys.

3.2           For these reasons, to gain a complete picture of origins and destinations for the coach
              and rail network on an average day in June, ticketing data (known as CAPRI data, the
              standard form of such information) was requested from the Train Operating
              Companies (TOCs) that are applicable to the study. Equivalent data was requested
              from National Express and Trent Buses, for the coach services.

              CAPRI DATA ANALYSIS

3.3           The CAPRI data was requested for the following stations.

                      Spondon (CT)                                      Mansfield     Town
                                                                          (CT)
                      Alfreton (CT)
                                                                         Mansfield
                      Attenborough                                       W‟house (CT)
                       (CT)
                                                                         Newstead (CT)
                      Barrow upon Soar
                       (CT)                                              Nottingham (CT)

                      Beeston (CT)                                      Chesterfield (ML)

                      Belper (CT)                                       Derby (ML)

                      Bulwell (CT)                                      Leicester (ML)

                      Cresswell (CT)                                    Sheffield (ML)

                      Duffield (CT)                                     Shirebrook (CT)

                      Hucknall (CT)                                     Sileby (CT)

                      Kirkby-in-Ashfield                                Sutton (CT)
                       (CT)
                                                                         Syston (CT)
                      Langley Mill (CT)
                                                                         Whitwell (CT)
                      Langwith (CT)
                                                                         Worksop (NS)
                      Long Eaton (CT)

                      Loughborough
                       (CT)



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        3.4           The data files have the following information:

                              Origin station

                              Destination station

                              Class (1st, Standard or Premier)

                              Ticket Type

                              Time period of data

                              Issues (number of tickets sold)

                              Receipts (money taken)

                              Journeys (number of journeys made on this ticket, for example, a standard
                               return would have 2 journeys recorded, for a single there would be just one
                               journey)

        3.5           For each station there are two files of data. One is for all trips originating at the
                      station in question and the other for all trips destined to that station. Where the
                      tickets have been purchased has no relevance, in that only the origin and destination of
                      the trip matters.

        3.6           In its standard form the data includes double counting. For example, a return ticket
                      purchased for the journey from Nottingham to Sheffield would appear both in the
                      Nottingham as origin data and the Sheffield as destination data. This has been taken
                      into account when analysing the data, and all such instances of replicated trips
                      removed.

        3.7           The remaining data has been split into peak, off peak and season ticket trips, using
                      ticket type as a proxy for time period. Table 3-1 shows the percentage of trips
                      undertaken by each ticket type, together with the time period to which they have been
                      assigned.

Ticket Type                              Chesterfield                Derby        Leicester   Loughborough   Nottingham   Time Period

Standard Fare                                 0.54%                  0.34%         0.05%         0.10%         2.08%         Peak

Standard Reduced                              0.25%                  0.35%         0.27%         0.25%         0.35%       Off Peak

Cheap Day & Temporary Fares                  10.78%                  17.00%        17.21%        10.76%        16.07%      Off Peak

Excursion                                     0.04%                  0.01%         0.00%         0.05%         0.02%       Off Peak

Full Fare                                    37.01%                  26.24%        22.76%        34.67%        26.23%        Peak

Leisure Travel                               39.66%                  38.89%        46.16%        38.70%        46.20%      Off Peak

Season Tickets - Annual                       1.30%                  5.34%         3.26%         0.00%         0.36%        Season

Season Tickets - Weekly                       4.37%                  5.41%         3.85%         6.02%         3.00%        Season

Season Tickets - Other                        6.04%                  6.44%         6.42%         9.46%         5.69%        Season

                                            100.00%                 100.00%       100.00%       100.00%       100.00%


                                                      Table 3-1: CAPRI Data – Ticket Types




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3.8           Table 3-1 shows that there are more trips in the off peak time period than in the peak.
              However, this data set holds ticketing information for the weekend travel as well,
              which is all off peak. In addition, most of the season ticket trips will be undertaken in
              the peak hours.

              COACH TICKETING DATA ANALYSIS

3.9           Unlike the rail industry, there is not one universal method for storing ticketing
              information within the coach industry. Therefore the data was received in different
              format from each coach operator. However, it was ensured that the data supplied was
              for the same time period, June 2000. The data received from each operator and its
              contents are summarised below:

                               Screenline                                            Origin-Destination Information
                               s

Operator                        Provided?            Counts                 Revenue          Disaggregation     Ticket Type     Time of Day

National Express                    Yes          Yes – monthly                  No                By station          No              No
                                                     totals

Stagecoach Express                  No           Yes – monthly            Yes – monthly           By service          No              No
                                                     totals                   totals

Trent Buses                         No           Individual trip          Individual trip     By individual           Yes             Yes
                                                  information              information             trip


                                          Table 3-2: Coach Ticketing Data Provision

3.10          Trent Buses and Stagecoach Express services relevant to this study have routeing that is
              wholly contained within the study area. However, National Express services originating
              in, or destined for, the study area allow movements across the country. Table 3-3
              shows the monthly totals of trips destined for, and originating in, specific areas of
              Britain, carried by National Express coaches, grouped by the station within the study
              area at which the trip starts or ends.

Coach Station                     Study       Scotland        North           North         North        East   Wales/W       South     London
                                  Area                         East           West          Yorks               Midlands

Chesterfield                       4%             2%            2%              5%           9%           5%      8%          19%           48%
Derby                              2%             5%            3%              7%          14%           3%      16%         12%           38%
East Midlands                      2%             0%            0%              0%          17%           0%      3%          22%           55%
Airport
Leicester                          8%             1%            2%              4%           6%           4%      11%         18%           45%
Mansfield                          3%             3%           10%             10%           8%           2%      6%          18%           40%
Nottingham                         7%             2%            4%              5%          13%           2%      10%         17%           39%
Sheffield                          7%             2%            2%             12%           6%           3%      8%          13%           46%

                                         Table 3-3: National Express Trip Distribution




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3.11          Table 3-3 shows that a large proportion of the trips from the study area are made to or
              from London, with at least 50% of trips destined for London or the south. Conversely,
              very few trips are conducted wholly within the study area, implying that generally,
              National Express is used for long distance journeys.

3.12          In this respect National Express is very different in nature to the other Coach operators
              relevant to this study. Trent and Stagecoach Express services operate wholly within
              the study area, and are local or regional, rather than national, with multiple stops and
              serving small villages as well as towns. The significant movements for Stagecoach
              Express services are presented in Table 3-4, as the proportion of all trips undertaken
              that are bound for or are emanating from the applicable station. The equivalent
              results for Trent Buses, are presented in Table 3-5.

     Station                                                         Inbound Proportion   Outbound Proportion
     Temple Normanton and Surrounds                                         5%                    4%
     Pleasley Hill and Surrounds                                            5%                    7%
     West Notts College and Surrounds                                       5%                    7%
     Nottingham Victoria                                                    14%                  13%
     Chesterfield                                                           15%                  15%
     Sheffield                                                              4%                    5%
     Mansfield                                                              28%                  22%
     Total                                                                  77%                  73%

                               Table 3-4: Stagecoach Express - Significant Movements

3.13          Table 3-4 reflects the routeing of services as well as the popularity of destinations. All
              of the buses go from Nottingham to Mansfield as part of their service pattern. When
              grouped together, these stations are likely to figure strongly. Likewise, Leicester is
              only visited by one service and therefore does not have a strong flow attributable to it,
              when compared to the total patronage for all services.




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       Station                                                 Inbound Proportion   Outbound Proportion
       Sutton                                                             3%                2%
       Shirland                                                           5%               10%
       Alfreton                                                           8%                6%
       Langley Mill                                                       4%                6%
       Nottingham Victoria                                                6%                3%
       Eastwood                                                           3%                5%
       Heanor                                                             7%                5%
       West Hallam                                                        3%                2%
       Ilkeston                                                           6%                6%
       Derby                                                              13%              12%
       Chesterfield                                                       6%                3%
       Mansfield                                                          3%                3%
       Total                                                              68%              63%

                                      Table 3-5: Trent Buses – Significant Movements

3.14          Table 3-5 shows that Derby is the most used station for Trent Buses, with smaller
              population centres, such as Alfreton and Sutton figuring more prominently than with
              the Stagecoach Express services. In addition, the spread of origin-destination of trips is
              broader in that there are more areas serviced by Trent Buses than by their
              competitors. This is because Trent Buses run services of a more local nature, and may
              be the only public transport link for some areas.




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                                                          APPENDIX A
                                                     Survey Questionnaires




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                                     NORTH/SOUTH MOVEMENTS ON THE M1 CORRIDOR
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                                                            APPENDIX B
                                                        Rail Survey Origins




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                                       NORTH/SOUTH MOVEMENTS ON THE M1 CORRIDOR
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                                                           APPENDIX C
                                                       Coach Survey Origins




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                                                                              Appendix C

				
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