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The St Bot o lph Bui ld ing
Travel Plan Framework
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The St Botolph Building Travel Plan Framework
Contents
1 Introduction 1
2 Proposed Development 2
2.1 Transport Facilities 2
3 Policy and Reference Material 3
3.1 National Policy & Guidance 3
3.2 Regional and Local Policy and Guidance 3
4 Local Transport Network 5
4.1 Public Transport Accessibility 5
4.2 Pedestrian and Cycle Access 5
4.3 Advantages of the Site and the Development 5
5 Objectives 6
5.1 Outcomes 6
5.1 Objectives 6
6 Travel Plan Co-ordinator and Travel Plan Group 6
7 Travel surveys 7
7.1 Survey Methodology 7
7.2 Baseline Modal Split 8
8 Targets 9
9 Travel initiatives 10
9.1 Walking Initiatives 10
9.2 Cycling Initiatives 10
9.3 Public Transport Initiatives 11
9.4 Motorcycling Initiatives 11
9.5 Car Parking Initiatives 11
9.6 Working Practice 12
9.7
Deliveries
1210 Monitoring, review and reporting of the Plan 13
10.1 Monitoring of the Travel Plan 13
10.2 Review and Reporting of the Travel Plan 13
Figures
Figure 1 Site Location and public transport services Figure 2 Local Cycle Network Appendices
Appendix A Example Staff Travel Plan Survey
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1. I n t roduc t ion
The objective of a Travel Plan is to develop a set of practical measures and initiatives that can enable
organisations to reduce the impact of travel on the environment. The Travel Plan encourages the use
of sustainable modes of transport in order to reduce car dependency of staff and visitors to the site.
The Travel Plan will be prepared by the building manager on behalf of the building owners. The
building management team will use reasonable endeavours to encourage occupiers of the building to
adopt the proposed travel measures as part of the Travel Plan.
This document sets out the outline of the Travel Plan that will be introduced at The St Botolph Building
in the City of London.
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2. Proposed Developm ent
The proposed development is located in the City of London and is bounded by Stoney Lane,
Houndsditch and St Botolph Street. The proposed development will provide approximately 73,358m2
gross external area (GEA) of office space and 2,424m2
It is estimated that over 3,000 staff could be employed in the new building. As the site is in a highly
accessible location in the City of London (CoL), it is expected that most of the staff will commute by
public transport. The remainder will walk, cycle and use private transport. The capacity of the car
park in the basement is planned to have only 15 parking spaces and therefore this will significantly
limit the number of staff driving to the site.
GEA of retail space provided at ground, lower
ground and basement level.
Figure 1 shows the site location.
2.1 Transport Facilities
Vehicular access to the proposed development will be from St Botolph Street, from which a basement
parking area will be accessed.
A total of 15 car parking spaces, with three of these designated as disabled bays, are included in the
development scheme. In addition, 100 motorcycle spaces and 294 bicycle spaces are provided in the
basement level. Cycle facilities are provided alongside the bicycle parking which includes showers,
lockers and changing rooms.
A drop-off area for visitors is provided at the site with access to and from White Kennet Street. 14
external bicycle spaces for visitors will be provided in the drop-off area.
There are a number of public transport facilities within close proximity to the proposed development
including Underground stations, a National Rail station, DLR and bus services.
It is anticipated that over 90% of the future site population will use National Rail, Underground and bus
services as the main and final mode of travel to the site.
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3. Pol icy and Reference Mater ia l
Travel Plans reflect a desire to respond to increasing concerns over the current travel environment.
Society’s approach to individual and group travel choices in recent years has led to dramatic growth in
car use. A Travel Plan can assist in rationalising individual travel choices within a community
framework, making the best use of all travel modes to systematically address the local and national
concerns.
3.1 National Policy & Guidance
The Office of the Deputy Prime Minister (ODPM) and the Department for Transport (DfT) produced
Using the Planning Process to Secure Travel Plans as best practice guidance in July 2002, which
provides advice on establishing the form of the Travel Plan and Travel Plan content. This guidance
has been used in the preparation of this Travel Plan Framework.
In relation to Travel Plans for workplaces, the DfT has produced The Essential Guide to Travel
Planning (DfT, 2007) and a Workplace Travel Plan Evaluation Tool (2002), which provides a step-by-
step self-assessment check list for developers and employers.
The Walking and Cycling Action Plan , produced by the Department for Transport (DfT) in 2004
promotes the elevation and greater prioritisation of pedestrians over highway and transport planning
with pedestrians in most instances on top of the transport modal hierarchy, followed by cyclists, public
transport and lastly private vehicles.
In relation to the promotion of walking and cycling, the main objectives of the Action Plan are to:
• Create places that people want to walk and cycle in;
• Provide high quality facilities for safe walking and cycling;
• Promote educational resources, training and marketing to influence travel behaviour; and
• Monitor success through better targets and indicators.
3.2 Regional and Local Policy and Guidance
The London Plan is the Mayor’s spatial development strategy, produced by the Greater London
Authority (GLA), and was published in February 2004. The Plan was revised in February 2008 as The
London Plan – Spatial Development Strategy for Greater London Consolidated with Alterations since
2004 . The document consolidates all alterations since 2004. In line with government transport policy,
it emphasises the need to integrate transport and planning to promote more sustainable modes of
transport than the private car.
Both the London Plan and the Mayor’s Transport Strategy develop the national policy approach in
putting emphasis on achieving a sustainable city. Policy 3C.1 ‘Integrating Transport and
Development’ states that:
‘The Mayor will work with TfL, the government, boroughs and other partners to ensure the integration
of transport and development by:
• Encouraging patterns and forms of development that reduce the need to travel, especially
by car;
• Seeking to improve public transport, walking and cycling capacity and accessibility where
it is needed, for areas of greatest demand and areas designated for development and
regeneration, including the Thames Gateway, Central Activities Zone, Opportunity Areas,
Areas for Intensification and town centres and other parts of suburban London in which
improved access is needed;
• In general, supporting high trip generating development only at locations with both high
levels of public transport accessibility and capacity, sufficient to meet the transport
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requirements of the development. Parking provision should reflect levels of public
transport accessibility (see Annex 4 on Parking Standards); and
• Encouraging integration of the major transport infrastructure plans with improvements to
the public realm, particularly in key areas around major rail and Underground stations and
interchanges, using land assembly powers where necessary.’
Policy 3C.17 of the London Plan sets targets for limiting traffic growth, including a projectedreduction in traffic of 15 per cent in central London over 10 years from 2001. For inner London and
outer London town centres the requirement is for zero growth and in the rest of outer London
there should be a reduction in the rate of traffic growth from 7.5 to 5 per cent.
Policy 3C.2 of the London Plan states that:
‘Developments with significant transport implications should include a Transport Assessment and
Travel Plan as part of planning applications. Developers and planning authorities should refer to
TfL’s guidance on Transport Assessments. All developments that exceed thresholds defined in
TfL guidance on Workplace Travel Plans and Residential Travel Plans should have a Travel Plan.’
At the more local level, CoL requires travel plan commitments for certain developments as part of
the planning application process and has produced a Travel Plan Advice Note to assistdevelopers. CoL’s Unitary Development Plan (CoL, 2002) states that:
‘Travel Plans may vary in content and objectives, for example: to increase the use of walking,
cycling and public transport; to develop more environmentally friendly delivery and freight
movements; or to reduce single occupancy car usage’.
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4. Loca l T ranspor t Netw ork
4.1 Public Transport Accessibility
The proposed development is extremely well served by public transport networks, including London
Underground, Docklands Light Railway (DLR) and National Rail services. There are four London
Underground (LUL) stations in close proximity to the site, which provide access to five LUL lines and
the DLR. There are two stations providing access to National Rail services within walking distance of
the site. There are approximately 20 bus routes within five minutes’ walk providing over 150 buses
per hour during the peak times.
The proposed Crossrail line will serve Liverpool Street station, providing direct services connecting
the Thames Valley, West End and Paddington in the west to Liverpool Street, Stratford and the
Thames Gateway in the east.
Local bus stops and LUL/rail stations are shown in Figure 1.
4.2 Pedestrian and Cycle Access
The proposed development has a high level of pedestrian accessibility along St Botolph Street,
Houndsditch and Stoney Lane with wide pedestrian footways located along either side of each of
these carriageways. Pedestrian footways are also found on all the roads in the area surrounding the
proposed development. There are few marked pedestrian crossings on the streets directly
surrounding the proposed development, with one being located near the junction of Houndsditch and
Stoney Lane and a signalised crossing on St Botolph Street adjacent to the proposed development.
There is also an extensive network of subways in the local area. The nearest entrance to the network
is on the south western side of Houndsditch. The network is not fully accessible to disabled users and
it is understood that the City of London proposes the gradual replacement of the subways with at-
grade facilities. With this in mind, a lift to subway level has been incorporated into the development.
A number of roads close to the proposed development are either signed for cyclists or have been
recommended by experienced cyclists. These routes are included in the London Cycle Network
guides and maps and include Leadenhall Street, Fenchurch Street and Liverpool Street. The cycle
facilities along these roads include dedicated cycle lanes and advanced cycle stop lines at many of
the junctions.
Figure 2 shows the location of the proposed development with the local cycle networks.
4.3 Advantages of the Site and the Development
The Travel Plan takes into account the excellent site location, pedestrian routes, public transportaccessibility, limited parking and full provision of bicycle parking and cycling facilities.
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5. Object ives
5.1 Outcomes
A Travel Plan aims to develop a set of practical initiatives and measures that reduce the negative
impacts of travel and promote sustainable transport. The overarching outcomes of the final TravelPlan for the site will seek to:
• Influence the travel behaviour of employees and visitors for the benefit of the local
environment;
• Encourage travel by public transport, cycle and by foot by improving their attractiveness;
and
• Promote healthy lifestyles.
5.2 Objectives
The site specific objectives of the Travel Plan respond to the outcomes through linking the
development to the surrounding community by the strong promotion of walking and cycling,
specifically through:
• Positively promoting walking and cycling commuting trips to and from the site;
• Promoting the provision of local amenities in the local area to encourage a reduction in
the length of trips and unnecessary use of the local transport network; and
• Promoting pedestrian and cycling facilities in the local area to facilitate journeys that do
not require private or public transport.
Travel planning is about helping people to make sustainable travel choices. It is a cogent strategy
for promoting realistic and high quality sustainable transport in order to improve the travel
environment for the benefit of all users.
6. Travel Plan Co-ordinat or and Tr avel Plan Group
A Travel Plan Co-ordinator will be appointed by the building managers on behalf of M1 Limited to
deliver the objectives of the Travel Plan as set out in Section 5.2. The Travel Plan Co-ordinator will
act as the first point of contact for the City of London regarding the implementation of the Plan, or on
any other issues relating to the Travel Plan. The appointed Travel Plan Co-ordinator will be the
Building Manager.
In order to ensure that the measures included in the Travel Plan are made known to employees and
implemented efficiently, the Travel Plan Co-ordinator will encourage the occupiers to appoint a senior
employee to act as their representative in a Travel Plan Group.
The Travel Plan Co-ordinator will chair meetings of the Travel Plan Group. The Travel Plan
Coordinator will use reasonable endeavours to encourage the future occupier to adopt the proposed
travel measures as part of the Travel Plan.
The Travel Plan will be marketed to new occupiers of the building via information leaflets as part of an
induction pack for the new building. If appropriate, the Travel Plan Group will take on responsibility for
further marketing of the plan to visitors and staff (e.g. via the company intranet and internet sites) and
for the implementation of new initiatives.
The Travel Plan Co-ordinator will seek information from the City of London about local travel networks,
campaigns and initiatives and make the Travel Plan Group aware of these.
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7. Travel surveys
In order to identify employee travel characteristics, the Travel Plan Co-ordinator will encourage
participation in employee travel surveys.
The surveys will enable the following information to be ascertained:
• Areas of residence of employees;
• Journey characteristics;
• Modes of transport; and
• Patterns of arrival and length of stay of delivery and service traffic.
7.1 Survey Methodology
Surveys will be undertaken using the multi-modal trip database TRAVL’s standardised survey
methodology (MVA, 2007) with results submitted to CoL. A Travel Survey Form will be circulated to all
site users (in hard and / or electronic format, as appropriate) for the purposes of Travel Planmonitoring.
An example travel survey is provided in Appendix A. This survey could be conducted on paper, or by
means of a company intranet or internet webpage.
As part of the gathering of data for the Travel Plan, supplementary questions on business travel will
be encouraged in the travel surveys so as to ascertain the number of trips, mode of travel and any
opportunities to reduce vehicular traffic to and from the new offices.
In addition to the consideration of information on staff travel, the Travel Plan will seek to collect data
relating to the number and modal split of visitors to the offices and the number and type of delivery
traffic in order to carry out an audit of service traffic. The Travel Plan Co-ordinator and the Travel
Plan Group will make arrangements to acquire the relevant data from the occupiers of the building to
obtain an understanding of the various travel patterns of visitors and delivery trips.
A daily record of the service traffic movements will be conducted during a typical week to obtain the
details. The information on delivery and service traffic that will be sought will include type of supplier
(to seek opportunities for consolidating regular visits), patterns of arrival and departures (to avoid
peak periods) and types of vehicles used by the suppliers (for any assessment of vehicle-related
emissions).
All surveys will be iTRACE compliant. This is a monitoring tool established by TfL and requires a
common set of data to be captured for the Travel Plan surveys. iTRACE Web allows meaningful
reporting on modal shifts and comparisons of Travel Plans between sites.
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7.2 Baseline Modal Split
Almost all site users are expected to use sustainable modes of transport to access the site. Table 7.1
summarises the predicted modal split of trips generated by the proposed development, based on the
similar travel trends in other offices in central London
Table 7.1: Anticipated baseline modal split
Transport Mode Anticipated Mode Share
Walk and Public Transport
(Bus)
(LUL/Train)
(Walk)
90%
(8%)
(80%)
(2%)
Cycle 7%
Motorcycle 2%
Car Driver and Passenger 1%
Taxi 0%
Total 100%
Note: Numbers subject to rounding
The actual mode split of trips generated by the development will be determined from the first
Travel Plan survey. The findings of the travel surveys will then be compared with the modal splits
estimated in the Travel Plan Framework and used as the basis for refining the appropriate targets
as part of the review process.
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8. Targets
The initial target figures for the Travel Plan are to be based on the estimated modal share of future
trips identified in Section 7. As identified in Section 7, the actual mode split of trips generated by the
development will be determined from the first Travel Plan survey.
The majority of trips to and from the proposed development will be made by sustainable modes of
transport made either on foot, cycle, or public transport.
The SMART Travel Plan targets and indicators will be formulated based on the findings from the first
Travel Plan surveys carried. It is the intention that the Travel Plan shall be an evolving document that
will be reviewed and updated regularly and the refined where necessary.
The draft targets are directly related to the objectives outlined in Section 5 and are provided in Table
8.1.
Table 8.1: Draft Travel Plan Targets and Indicators
Outcome Indicators Targets
Number of trips made on foot, bycycle or by public transport to and
from the development.
Maintain the mode share of walk, cycle and public transport trips, as set out in the DTP, at 90% for
employee trips over a five year period
Number of trips made by cycle to
and from the development.
Achieve a modal share for cycling of 10% within
five years
Mode share for single occupancy
vehiclesMaintain no more than 1%
All targets identified in Table 8.1 have been designed to be SMART, namely Specific,
Measurable, Achievable, Realistic and Time Bound.
The monitoring programme for the targets is provided in Section 10.
The development will be constructed in one phase and therefore the target modal share
associated with development will be applied to the full build out of the development.
The Travel Plan Coordinator would discuss objectives with CoL as part of the review process
identified in Section 10. The Travel Plan would be updated accordingly once the new measures
had been agreed with CoL.
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9. Travel in i t ia t ives
The future occupiers of the building will be encouraged to consider the following types of initiatives.
These initiatives will be reviewed with reference to findings from the initial travel surveys.
9.1 Walking InitiativesThe site is located within a dense and high quality local pedestrian network. It is anticipated that most
employees will arrive at the site on foot.
In order to encourage the continued high level of walking to and from the site the building manager
will provide information about local walking routes and facilities, in particular information on pedestrian
routes in the area.
9.2 Cycling Initiatives
The site is located within close proximity to both London Cycle Network and London Cycling Guide
routes. In order to encourage cycling the following facilities will be provided and maintained:
• Secure and sheltered cycle parking for bicycles within the building;
• Shower and changing facilities; and
• Provision of information to employees and visitors related to cycle routes (such as the City
of London and TfL London Cycle Guides), cycle safety and security and cycle training
providers.
In addition to the facilities above, the occupiers of the building will be encouraged to consider the
following initiatives:
• Interest free bicycle loans to enable staff to purchase bicycles and spread the payments
out over a period of time;
• Negotiation of discounts with local cycle shops for staff purchases and maintenance;
• Joining schemes such as ‘BOOOST’ which provide information to employers on assisting
employees with the purchase of cycles, and about the associated tax advantages offered
by the government;
• Provision of ‘pooled’ cycles to encourage staff to consider cycling and for use for business
trips;
• Payment of a cycle mileage allowance for employees using their own cycles for business
trips; and
• Setting up Cycle User Clubs; these enable cycle users to meet to discuss problems and
issues that may arise and offer staff who may not be confident enough to cycle on their
own to pair up with fellow cyclists who cycle along a similar routes.
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9.3 Public Transport Initiatives
The site is served by excellent public transport links to the rest of Greater London and beyond and it
assumed that the great majority of trips to the local area will be made by public transport.
The building manager will prepare a general set of links to online travel information services
appropriate for the location and make this available to all companies occupying the building. The
companies will be encouraged to consider the following initiatives:
• Provision of up-to-date local public transport maps, timetable information and transport
information website addresses for employees and visitors on employee notice boards and
company intranet sites, with links to the building manager’s general travel information
guide to encourage staff and visitors to use public transport instead of private cars or
taxis;
• Provision of an induction pack detailing sustainable travel options, to be used in staff
induction processes;
• Provision of public transport information with invitations to meetings for visitors; and
•
Provision of interest-free season ticket loans to enable staff to spread season ticketpayments over a period of time.
9.4 Motorcycling Initiatives
Motorcycling provides a more fuel-efficient alternative to the use of the car and public transport. For
this mode of transport the following provision will be made:
• A total of 100 secure and covered parking spaces for motorcycles in the basement of the
new building; and
• Provision of information about motorcycle safety and security by the City of London
Police.
9.5 Car Parking Initiatives
The number of car parking spaces provided within the development is limited and spaces will be pre-
allocated and carefully managed to ensure access for disabled drivers. It is likely that the majority of
spaces will be for designated users within the tenant organisations, with the possibility of a small
number of spaces remaining available for visitor use.
Where the use of pool cars is essential to the business of the occupier they will be encouraged to
consider the use of low energy or electric vehicles, facilities for which will be provided by the building
manager if required.
It is considered impractical to introduce car sharing schemes for employees, given the low number of
car park spaces available to employees.
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9.6 Working Practice
Depending on the nature of the business of the occupier it may be possible to adopt working practices
that minimise the number of trips both to and from work and within the working day. The occupiers of
the building will be encouraged to consider:
• Operating a flexitime policy to enable employees to adjust their working day to avoid peak
public transport travel times;
• Home working allowing employees to work at home when appropriate and thereby
reducing commuter travel; and
• The use of teleconferencing to allow employees to conduct meetings by video
conferencing equipment and to reduce the number of business trips. This will benefit
organisations economically.
The occupiers will be encouraged to refer to the Smarter Working Guidance prepared by TfL or to
consult with organisations such Work Wise UK, which provides advice on flexible working practices.
9.7 Deliveries
The strategy for the service area on this site is based on a managed system for deliveries. The
building managers will seek to control deliveries to the site and to minimise the number of service
vehicles arrivals by means of shared deliveries. Data collected regularly on delivery traffic patterns will
be available to assist in identifying opportunities where reductions in goods vehicle movements may
be possible.
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10. Moni tor ing, rev iew and repor t ing of t he Plan
10.1 Monitoring of the Travel Plan
The building manager will encourage participation in an employee travel survey on initial
occupation of the building in order to establish employee travel characteristics.
In accordance with the planning permission for the development, the building manager will
encourage the Travel Plan to be implemented for a period of five years with a regular review of the
Travel Plan by the Travel Plan Group. An initial survey will be undertaken within three months of
50% floorspace occupation. Additional surveys will be undertaken in years three and five following
the first Travel Plan survey with snapshot surveys as required.
The Group will be encouraged to arrange for ongoing travel surveys to be undertaken every two
years after the first five years of the operation of the Travel Plan. An audit of the service traffic
activity will be made by reference to data received for tenants and to daily records of vehicle
movements that are obtained during surveys of a typical week.
10.2 Review and Reporting of the Travel Plan
The results of the travel surveys and any additional feedback from employees, the Bicycle User
Groups and visitors on transport-related matters will be considered within the Travel Plan Group.
Improvements which could encourage the use of environmentally friendly travel options will be
identified.
Amendments or modifications to the measures introduced through the Travel Plan will then be
considered. The Travel Plan Group will review the objectives of the Travel Plan and seek to set
targets for any agreed actions that the Group consider should be carried out to further encourage
trips to the site to be made by more sustainable modes of transport.
Results and ideas on areas of improvements will also be made available to the City of London
where appropriate.
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FIGURES
Figure 1 Site Location and public transport servicesFigure 2 Local Cycle Network
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Appendix A
Example Staff Travel
Plan Survey
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A1 Ex am ple St af f Travel Plan Survey
Q1 Which company do you work for?
Q2 Where do you start your journey to work from?
Full Postcode ________________________________
Town/County ________________________________
Q3 At what time do you usually arrive at/leave work on an average day?
Arrive ______________________________
Leave________________________________
Q4 What is your main mode of transport to work (in terms of distance)?
○ Bus ○ Motorcycle/Moped
○ Underground ○ Taxi
○ Rail ○ Cycle
○ Car Driver ○ Walk
○ Car Passenger ○ Other _____________________________
Q5 Do you usually use other modes of transport to work as well as the main mode ticked in Q4?
○ No (go to Q6) ○ Yes (please tick all that apply)
○ Bus ○ Motorcycle/Moped
○ Underground ○ Taxi
○ Rail ○ Cycle○ Car Driver ○ Walk
○ Car Passenger ○ Other ______________________________________
Q6 If you travel by Rail or Underground on any part of your journey, what is the LAST station that youuse?
○ Monument ○ London Bridge
○ Bank ○ Liverpool Street
○ Fenchurch Street ○ Aldgate
○ Cannon Street ○ Aldgate East
○ Moorgate ○ Other ______________________________________
Q7 How long does it currently take you to travel to work?
○ 0-15 minutes ○ 45-60 minutes
○ 15-30 minutes ○ 60-90 minutes
○ 30-45 minutes ○ longer than 90 minutes
Q8 Which of the following measures would encourage you to cycle to work in the future? (If youalready cycle to work which would you most like to see improved/introduced?)
Please select up to 3 responses and rank them from 1 to 3, where 1 is most important
More dedicated cycle lanes between home and work
More showers and changing facilities at work
Improved cycle parking and security at work
Introduction of interest free cycle loans towards the purchase of a cycle
Other _________________________________________________________
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Q9 On average how many work related trips do you make from the office per week?
Q10 When travelling for business purposes from the office, what is the FIRST mode of transport (notincluding walk) that you usually use on leaving the office?
○ Bus ○ Motorcycle/Moped
○ Underground ○ Taxi
○ Rail ○ Cycle
○ Car Driver ○ Other ______________________________________
○ Car Passenger
Q11 What best describes your present position within your organisation?
○ Director ○ Professional
○ Senior Manager ○ Administrative Support
○ Manager ○ Other (please specify) ___________________________________
Q12 Are you:
○ Male?
○ Female?
Q13 Which age group do you fall into?
○ Under 25 ○ 45-54
○ 25-34 ○ 55 or over
○ 35-44
Q14 Do you have a mobility impairment that affects your journey to work?
○ Yes
○ No
Please use the space below for any travel/transport related comments or suggestions that youwould like to add.