Andrea Scagni (p)

Ayman Zoubir

The proposed analysis explicitly uses the sustainability concept as the key to read the information made available by the First Italian National Survey of University Mobility conducted in 2016-17 in 40 higher education institutions around the country. The survey, which was promoted by the universities themselves and coordinated by the Joint Group of university mobility managers (by Italian law, all large public institutions must have a mobility manager), covered the most part of the tertiary education system in terms of number of students, involving universities in Rome, Milan, Turin, Florence, Bologna, Naples, Bari among others. In all, some 70,000 responses were collected; the turnout rate was quite heterogeneous and results from each university were thus weighted to obtain reasonable overall estimates. The questionnaire was fairly complex and rich in detail regarding actual modal choices, journey time and distances, possible seasonal differences in behaviour, as well as subjective perceptions about problems and opportunities of each transport mode when used in the specific context of home-to-university commuting. The target population was the whole academic community, including students, staff and faculty.
Approaching the issue from the sustainability point of view is reasonable both substantively - as it is considered a crucial factor to mobility issues - as well as operationally, since it allows to simplify the wide variety of choices and behaviours. With direct reference to the multi-modality issues previously discussed, journeys options will be classified in three ordered categories:
• fully sustainable: all journeys made through active mobility, public transport or sharing in a single or multi-modal solution;
• partially sustainable: journeys that include a private car/motorcycle stretch, which is combined with other modes in a multi-modal solution;
• fully unsustainable: journeys made with private motorized vehicles only.

Patrick Rérat (p), Boris Wernli, Emmanuel Ravalet

Louafi Bouzouina

Universities generate important flows of mobility on a daily basis by attracting thousands of students and employees. The regulation and management of mobility represents a crucial issue for them in order to maintain and develop their attractiveness. The sustainability agenda is also urging universities to take measures in order to reduce their ecological footprint which relies heavily on mobility.
This paper is based on the case study of the University of Lausanne (Switzerland). This higher education institution counts 18,000 students and members of staff in 2017 and has been experiencing a steady growth (12,000 in 2005). The university was relocated from the city centre to the suburbs in the 1970s. The aim of the paper is to address both the mobility “demand” and “offer” over the long term in the case of the University of Lausanne.
The demand is addressed through an on-line survey that has been sent each year since 2005 to all students and employees. This source makes it possible to measure the modal split (cars, two-wheelers, public transport, bicycle, foot, etc.) and its evolution both in absolute and relative numbers. An additional analyses looks at the selectiveness of modal choice among the university community (logisitic regression) according to variables such as gender, age, status or faculty.
The second part of the paper focuses on the measures that have been taken to meet and to regulate this mobility demand (politics of mobility). It is based on the analysis of various kinds of documents published since the first discussions on creating a campus in a suburban location in the 1960s. These documents are as diverse as planning documents of the university as well as the surrounding municipalities, timetables of public transportation, regulation of car parking spaces, etc. They make is possible to establish a spatial diagnosis of the campus (urbanization, infrastructures, measures, etc.). This analysis shows four ways to address mobility issues or what we call four “figures” of the campus: the linked campus, the managed campus, the integrated campus and the connected campus.
On the whole the paper brings elements to the debate on how to regulate mobility in suburban campuses which are numerous across the world.

Louafi Bouzouina (p), Ayman Zoubir (p)

Patrick Rérat

Universities are recognised as special generators in transportation planning processes. Large university campuses contribute in a variety of ways to the travel demand. However, university populations are underrepresented in travel behaviour studies in particular regular household travel surveys. Considered as a hard-to-reach group, they remain under-studied in the travel behaviour analysis arena and only a few documented surveys focusing on university communities travel behaviour exist in the in the literature. Furthermore, underlying trends in travel demand for young adults indicate decreasing car-use and ownership, especially in urban areas. This trend deserves special attention and requires a better understanding of the logics behind mobility patterns of this specific population.

This paper reports on an undergoing research project MobiCampus-UdL (2016-2019) carried out by Transport Urban Planning Economics Laboratory with the support of University of Lyon and Lyon metropolitan authority. With a potential to reach around 150 000 students, faculty and staff members, in 26 academic and research institutions, the objective of the research project is to understand university communities daily travel behaviour, aiming to help campuses managers in mobility management strategies. Accessibility is a key factor for mobility behaviour and transport policy strategies. The aim of the paper is to shed light on specific issues concerning the impact of public transport accessibility on modal choices, both at the campus and residence place. In order to avoid the selection bias (as accessibility is important for modal choice but also for location choice), this paper is focusing more specifically on students living at the parents’ home. As this population didn’t choose the location area, we suppose that there is no impact of the preference for the mode of transport on the residential location choice/accessibility

A large web travel survey, which is ongoing, is actually performed. A substantial pool of data of over 7,000 undergraduate and graduate students was collected from seven campuses in different urban settings (urban and suburban context). Two Multinomial Logit Model are estimated to explain the non-use of the car in favor of alternative modes for all students (7,000) and those living at the parents’ home (1,150). First results show that besides the individual characteristics (status, age, gender) and the access to mobility means (driving licence, access to the car), spatial factors (type of institute, parking policy and public transport accessibility) are influent factors on the modal choice. Public transport accessibility (availability of metro/tram station in 500m) matters, for all students and for students living at the parents’ home. It is by far the most determinant factor, but the fact to have access to metro/tram station is more determinant on the study area (campus) than at the residence area. In order to reduce urban car use, improving accessibility to the place of study is at least as important as improving accessibility from the place of residence.

Punyabeet Sarangi , Manoj Malayath (p)

Ayman Zoubir

Active transport and its significant association with health benefits, built environment and reducing congestion & carbon emissions has gained a lot of attention over the last decade. In accordance, a separate stream of literature, has specifically looked into the importance of active travel on the daily commuting, activity participation and escorting decisions in case of school trips of children. Very few studies have explored the nature of trips taken by children other than school purpose and distances travelled by them from their place of residence. This has resulted in a paucity of information on children travel behavior. The authors address these limitations by undertaking a study that examines the acceptable trip distance for active and motorized modes in case of non-school trips as commute distance plays a major role in the promotion of active modes. The second objective is to explore the influence of socio-demographic variables, out of home activity participation, and escorting person on the choice of mode (active vs motorized).
Data was collected using a questionnaire survey in March & April 2018 inside the IIT Delhi, India region. 263 households were approached out of which, 211 respondents obliged to fill the form. After screening out the incomplete survey forms and forms with no out-of-home activity participation other than school, 174 samples were considered for further analysis. The acceptable trip distance for non-school trips is then determined by fitting the cumulative plot of observed distance with various distributions. A Kolmogorov-Smirnov (KS) test goodness of fit measure indicates Log-Normal distribution as the best fit in both cases. A value of 459 m and 2637 m was obtained for active and motorized mode respectively. In addition, a binary logit model framework was undertaken to study the choice between active and motorized modes for the purpose of participating in out-of-home non-school activities. It is observed that families with 4 or more members have a higher probability of driving their child rather than using active modes. Children of married scholars are more likely to undertake active trips than the kids of faculties and staffs. Families with 2 or more school going children, are more likely to prefer active commuting in case of non-school trips which is in contrast to the general finding that presence of young children increases the likelihood of motorized trips. These relevant findings may have a broader implication in the framing of policies that regulate and promote sustainable modes.