Three Towns Travel. Local Sustainable Transport Fund. Monitoring Plan

Three Towns Travel Local Sustainable Transport Fund July 2013

CONTENTS Contents 1 Introduction... 1 2 Scheme background and context... 3 3 Scheme objectives and outcomes... 8 4 Data requirements... 13 5 Data collection methods... 21 6 Resourcing and governance... 28 7 Delivery plan... 31 8 Dissemination plan... 32 APPENDICES..34

INTRODUCTION 1 Introduction 1.1 Purpose The Three Towns Travel (3TT) scheme is a Local Sustainable Transport Fund (LSTF) large project being delivered jointly by Bournemouth Borough Council, Borough of Poole and Dorset County Council, and their delivery partners. This draft sets out how the project team intends to assess, and report on, the effectiveness of the project over time in meeting the anticipated core outcomes and, in particular, in supporting the two primary objectives for the fund supporting the economy and reducing carbon emissions. This draft builds upon the outline monitoring plan submitted as part of the business case to the DfT in December 2011. It forms the basis of further discussion with the Department, with a view to agreeing a finalised for publication in Spring 2013. Together with the Annual Outputs Reporting and indepth Case Study evaluation, this will provide a valuable source of data and information which will: Allow effective monitoring and evaluation of the 3TT LSTF project; Provide a valuable evidence base to inform future delivery of sustainable transport initiatives in the South East Dorset conurbation - particularly the implementation of further corridor based schemes as planned in the transport strategy; Provide an effective method for benchmarking and comparison against other LSTF projects, and the sharing of best practice and knowledge nationally; and Contribute to the overall assessment of the LSTF, at a national level. 1.2 Approach We have developed the with reference to the LSTF Monitoring and Evaluation Framework (DfT, December 2012), LSTF Monitoring and Evaluation Guidance Final Report (PTEG / AECOM, August 2012) and other best practice guidance 1. It represents a bespoke set of measures which are tailored to the particular characteristics and anticipated outcomes of the 3TT project. We believe this is a balanced, focused plan which strikes the right balance taking into consideration the need for robust, informative data collection and the demands on limited resources. 1 Guidance for Transport Impact Evaluations: Choosing an evaluation approach to achieve better attribution (March 2010) LSTF _v10a.doc 1

INTRODUCTION Some elements of this are still in development, which accords with its status as a draft for discussion purposes. It is also envisaged that additional detail (including supplementary technical information) will be provided to support a number of areas for the final version. We welcome comment and feedback from the Department on the overall approach and ways in which this draft version could be strengthened. 1.3 Structure The development of the plan, the proposed measures and data requirements, and the management and delivery of the plan are detailed within this document as follows: A brief overview of the 3TT project, including aspects of particular relevance to the monitoring approach, is provided in Chapter 2 The anticipated outcomes that form the basis of the monitoring plan are detailed in Chapter 3 Chapter 4 sets out the proposed measures and data requirements, linked to the outcomes An overview of the proposed data collection methods is provided in Chapter 5 Chapters 6 to 8 set out how we propose to implement the monitoring plan, including: resourcing and governance arrangements (Chapter 6), timeframes for data collection and reporting (Chapter 7) and plans for knowledge sharing (Chapter 8). LSTF _v10a.doc 2

SCHEME BACKGROUND AND CONTEXT 2 Scheme background and context 2.1 Scheme overview The 3 Towns Travel scheme comprises an integrated and targeted package of measures which aims to create a long-lasting step change in low-carbon travel along the key east-west transport corridor connecting Poole, Bournemouth and Christchurch. The package includes enhanced local bus, rail, walking and cycling alternatives through a combination of targeted infrastructure, service and operational improvements. This is complemented by removing key barriers to the use of these modes and by engaging with local communities and businesses along the corridor to nudge travel behaviour towards non-car modes. The diagram below illustrates the broad scope of the scheme: The 16km long corridor provides the primary east-west route across the SE Dorset conurbation. It links the main centres of Poole, Bournemouth and Christchurch and includes a number of local district centres, including Boscombe, Parkstone, Ashley Road and Westbourne. It is defined in the main by the A35 route (a key bus corridor) and the section of the London Waterloo to Weymouth mainline railway which runs almost parallel. This provides both fast services and less frequent local stopping services, calling at the six stations along this section. LSTF _v10a.doc 3

SCHEME BACKGROUND AND CONTEXT 2.2 Scheme elements The 3TT scheme comprises nine elements as set out below, together with the costs: Scheme element LSTF revenue LSTF capital Local capital TOTAL Enhancing low carbon alternatives 1 Bus improvement measures Bus priority at signals / junctions, Bus Quality Agreement 2 Walking and Cycling + low carbon vehicles Cycle lanes, cycle parking, signing, pedestrian crossings, EV charging points Managing the corridor more efficiently 3 Intelligent transport systems Intelligent signals control, CCTV, ANPR technology 4 Active management and enforcement TRO review, enforcement resources Improving integration 5 Interchanges and waiting facilities Bus stops / shelters upgraded to consistent standard, a series of Super Stops, improvements at key hubs, RTI 6 Access to railway stations 0.576 0.941 0.586 2.103 0.571 1.876 2.957 5.404 0.583 1.856 0.824 3.263 0.900 0.060 0.000 0.960 0.545 2.507 1.270 4.322 0.033 0.098 0.054 0.185 Cycle hire, minor walk / cycle access improvements, wayfinding Enabling and influencing behaviour change 7 Travel planning 0.448 0.067 0.000 0.555 Engagement with businesses and schools, Station Travel Plans Creating thriving and attractive local centres 8 Public realm improvements 0.173 0.477 0.863 1.513 De-clutter street scene, use of quality materials, gateway treatments 9 Programme management and 0.410 0.000 0.000 0.410 monitoring TOTAL 4.240 7.882 6.773 18.895 The original scheme as proposed in the LSTF bid included comprehensive Smarter Choices elements (including Personalised Travel Planning, Organisational Travel Planning, journey planning tools and information and marketing and promotion). However, only the Organisational Travel Planning element was subsequently funded. LSTF _v10a.doc 4

SCHEME BACKGROUND AND CONTEXT 2.3 Scheme delivery The 3TT scheme is being delivered during the period from July 2012 to March 2015 (the expected completion date). The delivery profile is such that many of the larger projects are planned for implementation in the latter stages of the delivery period, reflecting the preparation times. A timeline showing proposed scheme implementation is set out overleaf. It should be notes that some of dates of future schemes are still provisional at this stage. Within the 3TT corridor area, there are few other specific interventions of significance planned which do not form part of the project. However, there are two area wide initiatives which are likely to have some influence within the area. These are the Better Bus Area Fund project (conurbation wide) and a LSTF small project in Bournemouth. The proposals for these two projects were put together to be complimentary to the 3TT project. There is likely, however, to be some overlap of impacts, particularly in relation to some of the area wide marketing type initiatives. 2.4 Summary (key aspects for monitoring) In summary, aspects of the 3TT scheme of particular relevance to the scope of this include: A particular focus on a defined transport corridor (with an associated area of influence) Implementation of significant projects towards the end of the delivery period, with the full impacts not likely to materialise for some time A significant (but not exclusive) focus on short-distance commuter trips between the main centres and/ or local centres within the corridor A greater focus on sustainable transport infrastructure and operational type measures, as opposed to extensive behaviour change initiatives Household travel surveys / interviews are no longer within scope (due to PTP and Smarter Choices elements not being funded see above). The outline monitoring plan submitted with the business case assumed these would be included. LSTF _v10a.doc 5

SCHEME BACKGROUND AND CONTEXT 3 Towns Travel project delivery timeline (provisional) Scheme 2012/13 2013/14 2014/15 Bus shelters/stops upgrade sub-programme Commenced Complete Aug 2012 Mar 15 ITS improvements sub-programme Commenced Aug 2012 Complete Mar 15 Electric vehicle charging April 14 Active corridor management Bus operational (quality agreement) Travel Planning (organisational) Network improvement schemes: Ashley Road Improvements, Poole Seaview Superstop, Poole North Road, Poole Commenced Aug 2012 Apr 13 to Mar 15 Public consultation summer 13 Works completed May 13 Works completed May 13 Apr 13 to Mar 15 Apr 14 to Mar 15 Complete Mar 15 Main works Jan 14 Aug 14 Shah of Persia/Longfleet Road/Const Hill, Poole Works completed Oct 12 Poole Town Centre Pedestrian and Cycling Imp, Poole Jan Mar 15 Poole Railway Station Works completed Feb 13 Parkstone Road, Poole Mar 14 Civic Centre Gyratory, Poole July Sept 14 Ashley Cross, Poole Nov 14 Parkstone Railway Station, Poole May 14 Branksome Railway Station Access, Poole May 14 Poole Road Cycle and PT Improvements, Poole Jan Mar 14 Poole Rd to Bourne Valley Cycle and Ped Impr., Poole Jan Mar 14 Hospital Bus Hub, Bournemouth Castle Lane East - Riverside to Iford (cycle lane), B mth Complete Construction Sep 13 Feb 14 Iford package, Bournemouth Feb/Mar 14 Construction 1/3quarters Iford to Southbourne Rd (bays, cycle lns, parallel route) Feb/Mar 14 Construction 1/3quarters LSTF _v10a.doc 6

SCHEME BACKGROUND AND CONTEXT 3 Towns Travel project delivery timeline (provisional) - Continued Scheme 2012/13 2013/14 2014/15 Christchurch Road - Warnford to Droxford, B mth Seabourne Road, Bournemouth Pokesdown Station - secure cycle storage Pokesdown Station, Improved links Boscombe East - St James Square, Bournemouth Ashley Road / Centenary Way, Bournemouth Boscombe Bus Station, Bournemouth Boscombe Precinct, Bournemouth Boscombe W Cent.Wy - St Johns Rd link/ped/cycle Christchurch Rd - Palmstn - St Swithuns bus/cycle Complete Works complete Complete Construction Jan 14 Construction Sep Dec 14 Construction Sep13-Jan14 Construction Oct13-Mar14 Construction Apr14 Jun14 Construction 1/3 quarters Construction 1/3 quarters Christchurch Road - Palmstn - St Swithuns Toucan Construction Nov 13 Bournemouth Travel Interchange - major impt tpckge Aug 2014 Mar 2015 Travel Interchange to Town Centre ped / urban realm Jan 2014 - July 2014 Town Centre various impts for buses, peds, cyclists Construction quarter 3/4 Construction quarter 2/3/4 Westbourne area - Improvts and bus priority, B mth Construction Feb-Mar 14 Smart card development To be complete 2013/14 Stour Road/Bargates junction, Christchurch Stour Road bus lane, Christchurch Advance works Sep13 Under Review Construction Apr-May14 Main works Feb-Apr 14 Somerford Road footway/cycleway, Christchurch Jun-Sep 14 Stony Lane / Purwell junction, Christchurch Bridge Street bus/cycle priority, Christchurch Nov 13 Jan 14 Under review Barrack Road foot / cycleway, Christchurch Oct Dec 14 Burton Road Bridge, Christchurch Completed Jun 2012 Burton to Grange School, Christchurch Completed June 2013 Stony Lane Shuttle Working, Christchurch Oct Dec 14 LSTF _v10a.doc 7

SCHEME OBJECTIVES AND OUTCOMES 3 Scheme objectives and outcomes 3.1 3TT objectives The objectives, as set out in the business case, are to: Deliver a step change in the quality, attractiveness and user perception of low carbon travel choices along the corridor, which makes them more competitive with the car Reduce delays to buses and improve bus journey time punctuality / reliability Deliver modal shift to low carbon alternatives to the car, particularly for shorter distance commuting and school car trips Heighten public awareness and acceptability of sustainable travel Reduce car dependency, with an associated reduction in car trips and total vehicle kilometres Reduce congestion and variability in journey times on the corridor to smooth traffic flows Increase levels of active travel Enhance the public realm / street scene and create more attractive, safe and welcoming local environments Create more integrated multi-modal sustainable travel opportunities on the corridor Enhanced, and more equal, opportunities to access jobs and services, for all sectors of the community, particularly by public transport, walking and cycling Increase community participation and ownership in tackling transport issues on the corridor, including local businesses and public transport operators 3.2 3TT Core Outcomes The objectives have been reviewed to identify the most significant outcomes for the 3TT project. In doing this we have sought to ensure that the resultant outcomes are SMART Specific, Measurable, Achievable, Realistic and Time constrained. This process has been informed by a logic mapping exercise which identifies the sequence of interventions resulting in the achievement of the project outcomes. The logic map is included at Appendix 1. The 3TT outcomes that require monitoring, and the associated longer term impacts, are detailed in the table on the following page: LSTF _v10a.doc 8

SCHEME OBJECTIVES AND OUTCOMES 3TT Core Outcome 1 Reduced congestion and delays 2 Enhanced bus service performance (improved journey times, reliability and punctuality) 3 Modal shift to public transport, walking and cycling 4 Reduced car dependency (fewer car trips and overall mileage) 5 Increased public transport patronage 6 Increased active travel 7 Thriving and attractive centres Impacts Supporting the economy Increased business confidence and economic competitiveness Increased productivity (reduced time costs of travel) Support higher density growth on a key corridor Enhanced vitality of local centres Increased pool of labour for businesses Reducing carbon emissions Reduction in CO2 emissions from transport Wider impacts Increased social inclusion Stronger communities Increased levels of physical activity Improved air quality LSTF _v10a.doc 9

SCHEME OBJECTIVES AND OUTCOMES 3.3 Definition of the Evaluation Process The approach to be adopted for impact evaluation will be based on outcome monitoring. However, a key limitation of the outcome approach is that it cannot prove the scheme alone was the cause of the observed outcomes. Also it will not provide evidence about why the scheme was successful (or not). While are no other major local interventions planned for the corridor, external factors such as changes in fuel prices and economic conditions may change considerably over the life of the project. Therefore, attribution (mechanisms through which change occurred) must also be considered. The following research questions will be answered in the final evaluation report in 2017 to provide information on outcomes and attribution. Was the project delivered on time and within budget? Were there any unforeseen events / difficulties which hampered project delivery? To what extent have travel times changed and why? What is the overall change in mode split and why? To what extent has car dependency reduced? How has the vitality of town/ local centres changed and why? Have vacancy rates within the corridor changed differently to other areas? What is the overall change in carbon emissions? Can the projects quantifiable changes be converted into monetised benefits? If so to what extent has the scheme delivered value for money? Did the project have any unexpected outcomes or consequences? LSTF _v10a.doc 10

SCHEME OBJECTIVES AND OUTCOMES 3.4 Key Outcomes and Impacts The key impacts expected from the 3TC package reported in the Business Case included the following measurable items: A total reduction in delays (pcu-hrs) of 717,600 hrs per annum, equivalent to a 4.5% reduction in delays across SE Dorset Journey time savings to buses, resulting in travel time benefits of 2.5M An increase of 3,246,277 bus trips per annum and 665,612 rail trips per annum, representing a 16% increase and 18% increase respectively across SE Dorset Journey time savings to cars / LGVs/ HGVs, resulting in total travel time benefits of 142.3M The removal of 20,368,423 car kms (pcu-kms) per annum, equivalent to a 1.1% reduction across SE Dorset 40,948 tonnes of carbon saved (over 60 year appraisal period) - a reduction of 150,143 tonnes CO 2 equivalent Increased retail footfall (estimated at 5-10%) promoting higher consumer spend A total of 37,697 additional cycling trips per annum (based on appraisal of the new cycling infrastructure on the corridor alone) Reducing lost output by preventing road casualties, resulting in 49.744M of benefits 3.5 Value for Money Assessment The Business Case contained an Appraisal Summary Table to summarise Quantitative and Qualitative assessments of the proposals. This table included monetised benefits. The Value for Money (VfM) statement made in the Business Case predicted a very high Benefit Cost Ratio (BCR) of 24.27. However, this included twelve scheme elements of which only eight have subsequently received DfT funding. The data collected for the monitoring programme will enable the Appraisal Summary Table (AST) to be reviewed and updated with observed values. Although it is not intended to re-run the South East Dorset Multi Modal; Transport \model, the LSTF _v10a.doc 11

SCHEME OBJECTIVES AND OUTCOMES monitoring data collected will also allow new calculations to be made for the following elements of the Present Value of Benefits: Overall Delay (Journey times) Travel time benefits to buses (Bus usage and Journey times) Highway travel time benefits (Vehicle kilometres, Journey times) Reliability benefits (Vehicle kilometres, Journey variability) Carbon savings (Local Authority Carbon Tool) Physical fitness (cycling / walking activity) Journey Ambience (cycling activity) Accident benefits (Vehicle kilometres, Accident data) Indirect Tax Revenue (Vehicle kilometres) LSTF _v10a.doc 12

DATA COLLECTION REQUIREMENTS 4 Data requirements 4.1 Selecting core outcome indicators We are proposing a set of 16 core outcome indicators which form the basis of this. In identifying suitable metrics and data we have given particular attention to the following factors: How relevant they are to assessing progress against the 3TT core outcomes (as defined in Chapter 3); Whether they are appropriate for monitoring the type and scale of changes anticipated (including whether they allow for the assessment of changes at the corridor level); and Making use of existing data sources wherever possible (including the potential for disaggregation to the corridor level). The table on the following page sets out the proposed indicators and demonstrates how each of these will contribute to monitoring the achievement of one or more of the 3TT core outcomes (the relationship is indicated regardless of whether it is direct or indirect). LSTF _v10a.doc 13

DATA COLLECTION REQUIREMENTS Reduce congestion and delays Enhanced bus service performance Modal shift to public transport, walking and cycling Reduced car dependency Increased public transport patronage Increased levels of active travel Thriving and attractive centres Core Outcome Indicator 1 2 3 4 5 6 7 1 Vehicle flows 2 Vehicle kilometres 3 Public transport usage 4 Cycling activity 5 Walking activity 6 Traffic congestion 7 Journey time variability 8 Bus punctuality 9 Bus journey times 10 Public satisfaction with transport provision 11 Modal splits 12 Vitality of local / town centres 13 Carbon emissions 14 Road safety 15 Accessibility 16 Air quality Each indicator will not be treated in isolation. They are likely to provide useful crossreferencing with other indicators to help understand the delivery against outcomes in greater detail. Where considered useful we have also made use of some existing data sources which, whilst not monitoring against the core outcomes directly, should provide valuable contextual information for interpreting the wider findings. 4.2 Overview of core outcome indicators Details of the proposed core outcome indicators are set out within the table on the following pages. This includes the indicator name, definition, measurement units / variables, applicable geographical level(s), data source(s) and data collection frequency. LSTF _v10a.doc 14

DATA COLLECTION REQUIREMENTS Core 1 Indicator name Vehicle flows Metric definition Measurement units / variables Change in vehicle flows Average 24hr for 7 days, on the core 3TC routes 2 way flows By vehicle type Geographic level Sites within 3TT corridor area Baseline Year/ Data Average of 2010, 2011, 2012 Data sources ATC sites along the corridor National Road Traffic Estimates data Data collection frequency Monitored Continuously or 3-times per year Reported Annually Existing or new data source Existing - supplemented by minimal new sites Core 2 Vehicle kilometres Total vehicle distance travelled (volume of traffic) Vehicle kilometres: (vehicle flow x link length x 365 days) By vehicle type 3TT corridor area Average of 2010, 2011, 2012 ATC sites along the corridor National Road Traffic Estimates data Based on vehicle flow data Existing - supplemented by minimal new sites Core 3 Public transport usage a) Bus passenger journeys for services on the core routes in the 3TT corridor b) Rail passenger boardings / alightings at rail stations within the corridor Total boardings / alightings Total station entries / exits 3TT corridor (key routes/ services) Stations within 3TT corridor Average of 2010, 2011, 2012 Average of 2009-10, 2010-11, 2011-12 Bus patronage data obtained from bus operators Office of Rail Regulation station usage data Annual (figures released in May) Annual (figures released in February) Existing - (sub-set of area wide LTP-PI2 indicator) Existing Core 4 Core 5 Cycling activity Walking activity a) Change in cycling journeys on key routes b) Frequency of cycle use amongst the population a) Change in walking journeys on key routes b) Frequency of walking use amongst the population Annual Average Daily Flows (12hr) % of population cycling: i) Daily, ii) 2-3 times /wk, iii)weekly, iv) monthly or less Sites within 3TT corridor area 3TT corridor area (best fit of wards) 12 hr pedestrian flows Sites within 3TT corridor area % of population walking: i) Daily, ii) 2-3 times /wk, iii)weekly, iv) monthly or less 3TT corridor area (best fit of wards) Average of 2009-10, 2010-11, 2011-12 NHT 2012 Average of 2009-10, 2010-11, 2011-12 NHT 2012 Automatic cycle counts MCC surveys National Highways & Transport Survey Qu21 Annual Once per year Annual (figures released in October) MCC surveys Once per year Existing National Highways & Transport Survey Qu21 Annual (figures released in October) Existing - (sub-set of area wide LTP-PI 11 indicator) Existing Existing LSTF _v10a.doc 15

DATA COLLECTION REQUIREMENTS Core 6 Core 7 Indicator name Traffic congestion Journey time variability Metric definition Measurement units / variables Average vehicle journey Minutes per mile time per mile in the Cars + LGVs + HGVs, morning peak hour (8-8-9AM 9am) Variation in vehicle journey times Standard deviation, day to day, by time bands Cars + LGVs + HGVs Geographic level Corridor (subdivided into sections) Corridor (subdivided into sections) Baseline Year/ Data Sep 2011 Aug 2012 Sep 2011 Aug 2012 Data sources Analysis of Traffic Master journey time data Bluetooth sites (where available) Analysis of Traffic Master journey time data Data collection frequency Annual (figures released in September) Annual (figures released in September) Existing or new data source Existing - (sub-set of area wide LTP-PI6 indicator) Existing data but new form of analysis Core 8 Bus punctuality a) % of buses starting route on time b) % of buses on time at intermediate timing points Observed v s scheduled On time = -1 to +5 mins Observed v s scheduled On time = -1 to +5 mins Corridor (key timing points) Corridor (key timing points) 2012 2012 Observed arrival and departure times Scheduled bus timetables Annual (figures released in May) Existing - (sub-set of area wide LTP-PI13 indicator) c) Average excess waiting times Waiting time in minutes Corridor (key timing points) 2012 Core 9 Bus journey times Bus journey time between key timing points Journey time in minutes Corridor (key timing points) 05/03/13, 09/04/13, 10/03/13 Scheduled bus timetables Annual (or when new timetables published) New indicator (SWPTI) Core 10 Public satisfaction with transport provision a) User satisfaction with cycle routes /lanes and facilities b) User satisfaction with local bus services c) User satisfaction with traffic levels and congestion % user responses at different levels of satisfaction Wards within corridor area Local Authority level NHT 2012 NHT 2012 NHT 2012 Analysis of NHT Survey Annual (figures released in October) Existing requires further disaggregation LSTF _v10a.doc 16

DATA COLLECTION REQUIREMENTS Indicator name Metric definition Measurement units / variables a) Modal split for AM % mode share of different peak trips to Town modes Centres 7 10 AM Geographic level Bournemouth / Poole / Christchurch Town Centres Baseline Year/ Data Average of 2010, 2011, 2012 Data sources Data collection Existing or new frequency data source Cordon counts Annual Existing Core 11 Modal split b) Mode shares for journeys to key employment sites % mode share of different modes Corridor area (key employers) All employers Workplace Travel Plan monitoring (itrace) Annual New Core 12 Core 13 Core 14 Vitality of town / local centres Carbon emissions Road safety c) Mode shares for journeys to school a) Footfall at town / local centres b) Vacancy rates of retail units CO2 emissions from road transport a) Numbers of Killed and Seriously Injured b) Numbers of slight casualties % mode share of different modes Primary / Secondary schools Number and frequency of visitors to the local centre % of retail units vacant in the local centre Corridor area All schools Poole TC Bournemouth, Christchurch Poole TC, Ashley Road, Bournemouth, Christchurch 2011 School Travel Health Check data Average of 2011, 2012 Thousand tonnes CO2 Corridor area Average of 2010, 2011, 2012 Corridor area Corridor area Footfall surveys, Cordon Counts 2012 Local Authority survey and statistics Average of 2008 to 2012 Average of 2008 to 2012 Local Authority Carbon Tool (using vehicle kms data) Spatial analysis of accident data Annual Existing Annual Existing supplemented by new / additional data Annual Existing supplemented by new / additional data Annual Annual New Existing (sub-set of area wide LTP-PI 11 indicator) LSTF _v10a.doc 17

DATA COLLECTION REQUIREMENTS Indicator name Metric definition Measurement units / variables a) Access to Town Threshold Destination Centres within 15 Indicator minutes journey time Individual Town Centres, All Town Centres (nearest) Geographic level From LSOAs within the corridor area Baseline Data sources Year/ Data 2011 DfT Accessibility Statistics Data collection frequency Annual Existing or new data source Existing - further analysis required All households, households without a car Core 15 Accessibility By public transport/ walking, Car and cycling b) Access to the nearest employment centre within 20 minutes journey time (weighted by the likelihood of travel given the time taken) Continuous Destination Indicator All people, people claiming Job Seekers Allowance By public transport/ walking, Car and cycling From LSOAs within the corridor area 2011 DfT Accessibility Statistics Annual Existing - further analysis required Core 16 Air Quality Levels of Nitrogen Dioxide Annual Average NO2 (ug/m 3 ) Corridor (relevant monitoring sites) Average of 2010, 2011, 2012 Nitrogen Dioxide Surveys (Environmental Health Departments) Annual Existing LSTF _v10a.doc 18

DATA COLLECTION REQUIREMENTS 4.3 Other background data In addition to the data sources to be collected for the core outcome indicators there will be a number of other useful data sources which may facilitate interpretation of the outcomes monitoring. This includes data and feedback from specific initiatives. For example, data on membership / usage of cycle hire could be cross-referenced against the relevant core outcome indicators for cycling activity and may help to interpret changes. A series of output type data related to the delivery of initiatives will be collated throughout the project to inform the Annual Outputs Reporting. We will make use of this to provide valuable contextual information to enhance our understanding of the outcomes monitoring. Similarly, other relevant local economic, social and demographic background data will also be referred to. 4.4 Control data As recommended in the LSTF Monitoring and Evaluation Framework, a range of options for providing controls has been considered. The preferred method for control, and that felt to be most appropriate for the nature of the 3TT scheme, is the use of a comparator corridor elsewhere within the South East Dorset conurbation. Due to the associated costs and other practical data collection issues, we do not intend to mirror the core data collection on an exact like for like basis. Instead, we will seek to make use of those data sources that are most readily available. The A3049 Wallisdown corridor is considered to be the most suitable comparator corridor. This is indicated by the solid red corridor illustrated in the diagram below: LSTF _v10a.doc 19

DATA COLLECTION REQUIREMENTS In many instances the data for the proposed metrics is also already collected, or is attainable, at the local authority level. This in itself will provide useful validation data to compare against the core data collected at the corridor level. We welcome the Department s feedback on the approach to control data. 4.5 Baseline data Baselines and historical trend data (where available) are in the process of being established, with a focus on existing data sources. Baseline data will be provided once the core outcome indicators and proposed data collection methods have been agreed with the Department. LSTF _v10a.doc 20

DATA COLLECTION METHODS 5 Data collection methods This section provides a brief overview of each of the main data collection methods necessary to fulfil the data requirements for the 3TT, as identified in Chapter 4. Each of these is considered in the following sections. Relevant supporting maps and tables can be found in Appendices 2 to 4. 5.1 Traffic counts Four different types of traffic count data will be collected to monitor changes in travel patterns. These are: Automatic Traffic Counts (ATC) relevant to Core Outcome Indicators: 1, 2, 6 and 13. Manual Traffic Counts (MTC) - relevant to Core Outcome Indicators: 1, 2, 4, 5 and 13. Automatic Cycling Counts - relevant to Core Outcome Indicators: 4 Cordon surveys - relevant to Core Outcome Indicators: 3, 11 The spatial coverage of this data collection is illustrated in Appendix 2. 5.1.1 Automatic Traffic Counts We intend to collect vehicle counts through ATC s at a total of 58 sites, on a mixture of different road classifications within and around the corridor area. Existing sites of relevance to the 3TT scheme have been reviewed and, where considered necessary, additional sites have been identified. The resultant set of sites is considered to be representative of key vehicle movements, of sufficient coverage and targeted. A broad breakdown of the sites is provided below: Authority Existing New TOTAL Continuous Monthly Quarterly Bournemouth 13 0 13 13 0 0 Poole 22 12 34 34 0 0 Dorset 10 1 11 10 0 1 Full details of the ATC sites are included in Appendix 2. These sites will be monitored consistently throughout the 3TT monitoring period. The ATC sites are able to provide continuous recording of vehicle counts over each 24 hour period, throughout the year. This will not only provides a very robust estimate of LSTF _v10a.doc 21

DATA COLLECTION METHODS changes in total motor traffic, but will also allow investigation of whether the scheme has had any impacts on other trends, such as seasonal variations and daily flow profiles. Existing ATC sites will provide historical trend data going back a number of years which will help to interpret the impacts of the 3TT scheme on longer term trends. The ATC equipment utilised does not provide an accurate description of vehicle type. However, this is not considered to be a significant factor since the 3TT scheme is predominantly focused on reducing car traffic, and cars typically account for over 85% of all vehicles on the majority of roads. 5.1.2 Automatic Cycling Counts We intend to monitor a total of 9 automatic cycle count sites in relation to the 3TT scheme. These are all existing sites and are located on a selection of key cycle routes within the corridor area. Details of the sites are in Appendix 2. It is challenging to monitor cycle flows accurately using static count points (inevitably some leakage will occur). However, the outputs (in terms of average flows) are influenced less by variables, such as the daily weather, which can impact on the results of one-off counts. Historical trend data is available for the Automatic Cycling Count points. The Automatic Cycling Counts data will be complemented by counts of cyclists at sites recorded through Manual Traffic Counts (see 5.1.3 below). 5.1.3 Manual Traffic Counts MTC counts will complement the data collected at automatic count sites. We intend to collect data at a total of 40 MTC sites. We have reviewed MTC sites currently monitored on a regular basis and, where considered necessary, have identified further sites to be monitored on the same basis for the purposes of the 3TT scheme. At each site the number and type of vehicles will be recorded over a 12 hour period (7AM to 7PM). The classifications will include: Car LGV OGV Bus Motorcycle Pedal cycle Pedestrians LSTF _v10a.doc 22

DATA COLLECTION METHODS In addition to supplementing vehicle counts at ATC sites (and providing vehicle classification), the MTC counts will provide a key source of data on pedestrian and cyclist flows. Full details of the MTC sites are included in Appendix 2. This includes the type of count, such as full classified count, turning count or link count. A number of MTC sites will also monitor car and bus occupancies. Counts will be undertaken by enumerators at a minimum frequency of once per year, during a neutral month(s) (typically May/ June or September / October). They will be repeated at the same times of the year, each year, throughout the 3TT monitoring period. Expansion factors will be utilised to gross the figures up to Annual Average Daily Flows. 5.1.4 Cordon / screenline surveys A number of the MTC sites (see above) make up cordon or screenline surveys which are used to monitor total movements into town centres (cordons) or total movements across a defined boundary (screenlines). These are summarised below: Cordon / screenline Bournemouth Town Centre Poole Town Centre Christchurch Town Centre Existing/ New No. of sites Frequency Existing 8 Annual (1 day every May/ June) Existing 6 Annual (1 day every May/ June) Existing 3 Annual (1 day every June) Boscombe Existing 5 Annual (1 day in May/June) East / West screenline Existing Annual (1 day every May/ June) Car and bus occupancy data will be collected at all cordon and screenline sites. This will enable modal splits to be derived for the classifications at each site, and for the cordon as a whole. Historical trend data is available at all cordon and screenline count sites. LSTF _v10a.doc 23

DATA COLLECTION METHODS 5.2 Bus patronage data This data collection method is relevant to Core Outcome Indicators: 3. Historically, data on bus passenger journeys has been collected at the local authority level, sourced from ticket sales data provided by the bus operators. For the purposes of the 3TT we intend to collect data for specific routes / services within the 3TT corridor area. However, there are issues with this approach relating to commercial confidentiality which need to be addressed. We are currently negotiating the scope of bus patronage data collection and reporting as part of the Bus Quality Agreement for the 3TT corridor. We anticipate agreement being reached for the provision of passenger journey data along the geographical extent of the corridor where the two main operators run over the same routes. Passenger journey data would therefore be collected for these services: Service No. Operator Route length M1 Wilts & Dorset between Poole Bus Station and Lansdowne M2 Wilts & Dorset between Poole Bus Station and Fisherman s Walk 1a Yellow Buses between Bournemouth Centre and Pokesdown Station 1b / 1c Yellow Buses between Poole Bus Station and Fisherman s Walk The extent of these services is illustrated on the map in Appendix 3. We do not anticipate collecting passenger journey data for the smaller operators. 5.3 Bus punctuality surveys This data collection method is relevant to Core Outcome Indicators: 8. Bus punctuality data will be collected through recorded observations of bus arrival and departure times at a total of eight key timing points located within the corridor area. The location of these timing points is illustrated on the map in Appendix 3. This is a sub-set of timing points monitored annually to provide area wide bus punctuality figures. Observed arrival and departure times will be collected at each timing point by enumerators, up to four times per month over the course of a year. Observed times LSTF _v10a.doc 24

DATA COLLECTION METHODS are compared with scheduled times to calculate the punctuality figures (number of buses on time). On time is defined as up to one minute early to five minutes late. 5.4 TrafficMaster journey time data This data collection method is relevant to Core Outcome Indicators: 6 and 7. GPS satellite navigation data is provided by TrafficMaster. We plan to use this data to calculate travel times (and variability in travel times) on specific routes within the 3TT corridor area in order to monitor congestion. The route sections within the corridor area selected for these purposes are illustrated in Appendix 4. We have defined a total of ten route sections (eastbound and westbound directions) over which travel times will be monitored, each comprising multiple links. The sections range from approximately 2 to 5 miles in length each. 5.4.1 Average AM peak journey time per mile The parameters to be used consistently in the TrafficMaster data selection are as follows: Parameter Day types Days Value(s) Mon term time, Tue-Thur term time, Fri term time ALL From / to date 1 Sep 2011 to 30 Aug 2012 Start / end time Vehicles types Theme type 8AM to 9AM Cars / LGV / HGV <7.5T / HGV >7.5T Speed KPH In order to provide a congestion measure for the whole corridor area, the section journey times and distances will be weighted by peak flows. The sum of the weighted section journey times will then be divided by the sum of the weighted section distances. We expect there to be sufficient data observations to ensure that average AM peak journey time changes reported at a route section level are statistically significant. We LSTF _v10a.doc 25

DATA COLLECTION METHODS intend to verify this, in addition to investigating the scope for establishing statistically significant changes at a finer level of detail (i.e. segments or individual links). 5.4.2 Variation in journey times Trafficmaster journey time data will provide the basis for this metric with variation based on the upper and lower confidence limits. We intend to analyse day to day variability within defined time bands. The feasibility of this is currently being investigated. 5.5 NHT Survey This data collection method is relevant to Core Outcome Indicators: 4, 5 and 10. The National Highways and Transport survey is conducted annually by Ipsos MORI. It is based on a postal survey with questionnaires being sent to a minimum random sample of 4,500 households per participating authority. For Bournemouth, Poole and Dorset, based on previous years a response rate of approximately 20% can be expected. The questionnaire is predominantly focused on gauging public satisfaction with various aspects of highways and transport provision in the local authority area. It also includes some useful questions on travel behaviour. Aspects of both these types of questions have been identified as part of the data requirements for the 3TT. In order that the analysis of the survey results is of particular relevance to the 3TT scheme, we intend to disaggregate the results to the group of wards within the corridor area. However, we acknowledge that, in doing so, it will become more difficult to demonstrate statistically significant changes due to the smaller sample size. 5.6 Workplace travel surveys This data collection method is relevant to Core Outcome Indicators: 11. Records of workplace travel survey results are maintained within the relevant travel plan monitoring databases for each authority. Surveys are currently undertaken by employers either to their own timescales or as required by a Travel Plan monitoring schedule (as part of a planning permission). For the purposes of the 3TT we intend to encourage employers to participate in a regular annual snapshot travel survey which will collect basic data on the main mode of transport used by staff. This will be undertaken in the same month each year in order to enhance the consistency of data. The number of participating employers is likely to grow throughout the monitoring period. The use of itrace (travel plan monitoring software) will allow employers within the 3TT corridor area to be attached to a group in order to facilitate the reporting of results. LSTF _v10a.doc 26

DATA COLLECTION METHODS 5.7 Air Quality Data This data collection method is relevant to Core Outcome Indicator: 16. Levels of nitrogen dioxide (NO2) are monitored at 27 locations throughout the corridor. Data is collected by way of diffusion tubes which provide an average concentration of nitrogen dioxide over a four or five week period. Annual average NO2 data will be reported. 5.8 Stated Preference Surveys This data collection method could be relevant to Core Outcome Indicators: 4, 5, 8, 10, 11, 12 and 15. Consideration is being given to the use of stated preference surveys of a stratified sample of transport users in the corridor. Surveys could be undertaken during 2013 and again in 2015. The results would complement the physical data collection stated above. LSTF _v10a.doc 27

RESOURCING AND GOVERNANCE 6 Resourcing and governance 6.1 Monitoring budget We have allocated a proportion of the overall Programme Management budget (see Chapter 2) specifically for the purposes of monitoring and evaluation. The anticipated breakdown is shown in the table below. The table sets out annual budgets for the 3 years of the LSTF period, plus the anticipated budget requirements for monitoring beyond the end of the fund period (from local authority funding) 2. 3TT Monitoring budget ( 000 s) TOTAL BUDGET DfT LSTF grant (Revenue) Local authority funding 12/13 13/14 14/15 TOTAL 15/16 16/17 17/18 TOTAL 22 23 32 76 25 35 30 90 The monitoring budget accounts for a relatively small proportion of the overall scheme costs. This reflects our proportionate approach to monitoring and our intention to utilise existing data sources (such as the Local Transport Plan monitoring data) wherever feasible and appropriate. In the majority of cases, the use of existing data sources will still require time and effort in undertaking further analysis and disaggregation. 6.2 Governance and delivery The diagram on the following page illustrates the overall governance and delivery arrangements for the 3TT. These will ensure that the plan is appropriately resourced, that it is delivered to time and budget, and that there are suitable reporting mechanisms in place. 2 These are indicative budgets and, subject to Project Board approval, could be revised. Existing monitoring funded from LTP budgets will also contribute to the overall data collection for 3TT monitoring. LSTF _v10a.doc 28

RESOURCING AND GOVERNANCE 3TT Project Management Board Key stakeholders DfT 3TT Programme Manager 3TT Delivery Group 3TT Monitoring Co-ordinator Bournemouth BC monitoring staff Poole BC monitoring staff Dorset CC monitoring staff A 3TT Monitoring Co-ordinator will have overall responsibility for delivering the 3TT. This will not be a full time role, but will comprise of ad-hoc support from a designated staff resource as necessary (equivalent to approximately 0.2 FTE). This role is currently being undertaken by an in-house member of staff at Dorset County Council. Working closely with existing monitoring staff within the three partner authorities and relevant delivery partners, they will be responsible for making arrangements for data collection, collation of data, analysis, reporting and dissemination. They will have full ownership of the 3TT throughout the monitoring period. The 3TT Monitoring Co-ordinator will report to the 3TT Programme Manager, providing regular updates and reporting of any issues. The escalation process will be via the Programme Manager to the 3TT Project Management Board, as appropriate. LSTF _v10a.doc 29

RESOURCING AND GOVERNANCE 6.3 Risk management and quality assurance We intend to put in place appropriate procedures to ensure that our data collection and reporting is as accurate and reliable as possible. These include: Independent checking of key calculations at officer level; A robust approvals process via the Programme Manager and Project Management Board for the issuing of monitoring reports and the release of data to third parties; Regular checks on ATC sites and other monitoring equipment to identify any faults at an early stage and to minimise the likelihood of inconsistent / incomplete data sets; Maintaining a diary of any key external events or factors that may influence the project outcomes (this will be maintained by the 3TT Monitoring Coordinator); Checks on data accuracy and consistency to identify any abnormal results or irregular patterns which require further investigation; and Keeping a log of any assumptions applied in the course of delivering the 3TT. Where it is necessary to make assumptions, these will be based on the most robust evidence available and, if necessary, discussed and agreed with the DfT. LSTF _v10a.doc 30

DELIVERY PLAN 7 Delivery plan 7.1 Monitoring timeframe Whilst the LSTF period will finish at the end of March 2015 we expect the full impacts of the 3TT scheme to continue to ramp up over time. To allow for the full benefits of the scheme to be realised the outcomes will continue to be monitored over a further 24 month period. Each of the data sources required to monitor against the core outcome indicators will be collected at least once a year throughout the monitoring period, as set out in Chapter 4. 7.2 Delivery timescales The delivery of the 3TT will follow structured timescales for both data collection and reporting. The timescale for key milestones is detailed below: Key milestone 1 Submit draft 3TT to DfT for discussion and agreement Timescale February 2013 2 Publish Final 3TT August 2013 3 Annual 3TT Monitoring Report 1 August 2013 4 Annual 3TT Monitoring Report 2 July 2014 5 Interim 3TT Update Report January 2015 6 End of LSTF funding period March 2015 7 Annual 3TT Monitoring Report 3 July 2015 8 3TT Detailed Interim Report July 2016 9 Final 3TT post implementation report July 2017 LSTF _v10a.doc 31

DISSEMINATION PLAN 8 Dissemination plan 8.1 Overview We recognise the importance of sharing the progress and findings from the 3TT with the public, stakeholders, the Department, and other local authorities. Dissemination activity will focus on achieving the following: Ensuring maximum overall use of the 3TT project findings; Ensuring maximum awareness of the 3TT outcomes; Ensuring lessons learned from the 3TT project are shared locally and nationally (and internationally if relevant); and Ensuring researchers and other third parties have maximum opportunity to assess the impact of the 3TT programme. 8.2 Dissemination tools Dissemination will be co-ordinated with the wider Communications Strategy for the 3TT project which has established appropriate communication methods for different target audiences. Relevant tools which will support the dissemination of findings from the project evaluation include: a distinctive brand / logo; dedicated web pages (www.bournemouth.gov.uk/threetownstravel); a full stakeholder contact list; and a media strategy (press releases, articles etc). 8.3 Dissemination methods We aim to share our project findings with a wide spectrum of different groups, which will require a variety of approaches. The proposed methods for dissemination and their relevant target audiences are shown in the table below: Dissemination Method type 3TT Web pages On-line videos Description Final and annual Monitoring Reports to be published and made available on the dedicated project web pages. We supported the successful launch of the 3TT project with an informative on-line video, hosted on YouTube. We will explore Target audience Everybody (including the general public) Everybody (including the LSTF _v10a.doc 32

DISSEMINATION PLAN LSTF Knowledge hub Stakeholder events Conferences E-mail / E- newsletter Local authority networking groups Local forums Internal briefings/ meetings Data repository the potential for further video material to report on project findings, subject to costs. Final, annual Monitoring Reports and relevant information (e.g any best practice approaches / templates developed through the project) to be added to the LSTF Knowledge Hub. Key stakeholders invited to a half-day event to communicate project updates/ findings (anticipated to be held annually, with a final event in 2016). Participation at, and contribution towards, future LSTF and / or other sustainable travel related conferences within the UK and beyond. A log of potential conferences will be maintained. E-communication to inform of the publication of Monitoring Reports Project findings to be shared and discussed at established local authority networks, such as the South West Highways and Transport Benchmarking Group. Briefings / presentations at forums for local cycling / access / disability groups. Provision of brief updates / notices regarding relevant aspects of the monitoring activity to ensure all relevant project team members are informed. All relevant data sources and records will be collated and stored in an organised manner to ensure appropriate data management and to facilitate ease of distribution to third parties on request general public) Other local authorities DfT Sustainable travel practitioners All key stakeholders (Appendix 5) Other LA s Wider sustainable travel community Research / academic institutes All key stakeholders (Appendix 5) Other local authorities Local community action groups 3TT Project team Research / academic institutions LSTF _v10a.doc 33

APPENDICES APPENDIX 1 Logic Map LSTF _v10a.doc 34

APPENDIX 1 - Logic Map Three Towns Travel LSTF - Logic Map Context / issues Inputs Short tem Outputs Outcomes Impacts National Local Creating Growth, Cutting Carbon - Climate change - Economic downturn Transport issues in the 3TT area Car dependent travel behaviour - High proportion of short distance trips made by car Operational efficiency - Congestion hotspots and delays - Low average vehicle speeds - Journey time variability Bus performance - Bus punctuality / reliability issues - Journey time delays Integration / accessibility issues - Inconsistent standard of waiting / interchange facilities - Limited opportunities for integrated trips Local - local housing / jobs provision - productivity & economic competitiveness - Dorset LEP priorities Enhancing low carbon alternatives Bus improvement measures 1.5m Cap / 0.6m Rev - Bus priority (signals, junctions, bus lanes) - Partnering with bus operators (Bus Quality Agreement) Walking, cycling and low carbon vehicles 4.8m Cap / 0.6m Rev - investment in cycle lanes, cycle parking and pedestrian crossing facilities Managing the corridor more efficiently Intelligent Transport systems 2.7m Cap / 0.6m Rev - MOVA / ANPR technology deployed Active Management & enforcement 0.1m Cap / 0.9m Rev - Resources for dedicated TRO review Improving integration Interchanges / waiting facilities 3.8m Cap / 0.6m Rev - investment in new bus stops /shelters/ interchange points - Real time technology for information Access to stations 0.15m Cap / 0.03m Rev - investment in minor infrastructure works Enabling and influencing behaviour change Increased priority for buses along the corridor Higher quality bus services in terms of comfort and security More regular bus service patterns Smartcard bus ticketing with quicker boarding times Continuous, well-signed walking and cycling routes connecting key destinations Optimised traffic signals providing increased operational capacity Rationalised on-street parking Enhanced live traffic and travel information More effective enforcement Better co-ordination of planned works / events Integrated travel opportunities between services / modes for end to end journeys Consistent quality of waiting facilities along the entire corridor Bus superstops at key locations Cycle hire scheme at 2 stations Enhanced accessibility, wayfinding, information and facilities at key interchanges Consistent provision of audio / visual Real Time Information throughout the corridor New bus hub at Royal Bournemouth Hospital 1. Reduced congestion and delays 2. Enhanced bus service performance (improved journey times, reliability and punctuality) 3. Modal shift to public transport, walking and cycling 4. Reduced car dependency (fewer car trips and overall mileage) 5. Increased public transport patronage 6. Increased levels of active travel 7. Thriving and attractive centres Supporting the economy - Increased business confidence and economic competitiveness - Increased productivity (reduced time costs of travel) - Support higher density growth on a key corridor - Enhanced vitality of local centres - Increased pool of labour for businesses Reducing carbon emissions - Reduced CO2 emissions for transport Wider impacts Increased social inclusion Stronger communities Increased levels of physical activity Improved air quality Walking / cycling amenity - Gaps in strategic cycle / walk networks - Cycle parking does not meet demand - Car dominated environments Competing user needs - High place and movement function - Conflicting needs of traffic with residents, shoppers, visitors and local businesses Travel Planning 0.07 Cap / 0.45m Rev - Engagement with businesses / schools - Provision of support and advice Creating thriving and attractive local centres Public realm improvements 1.3m Cap / 0.2m Rev - Use of quality materials / lighting - Application of Manual for Streets 2 principles Effective Workplace, School and Station Travel Plans in place Travel information and incentives delivered to commuters Increased awareness of sustainable travel options amongst commuters More attractive, safe and welcoming local environments Re-allocation of road space between bus, cyclist, pedestrian and vehicles with a better balance between different user needs External factors LSTF _v10a.doc 35

APPENDICES APPENDIX 2 Traffic counts data Supporting information LSTF _v10a.doc 36

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Automatic Traffic Count Sites Site Location Easting Northing 31 A31 Barrack Road Iford 413849 93677 41 B3059 Bridge Street 416238 92838 42 A35 Christchurch Bypass West 416169 93206 43 B3073 Hurn Road 413577 95848 114 A35 Christcurch Bypass East 417522 93864 1825 A338 Highcliffe 420480 93403 1957 A35 Lyndhurst Road 419042 94381 212 B3347 Winkton 416163 95724 1824 A31 Barrack Road 414559 93495 1915 B3073 Hurn Road 414303 94831 1843 B3059 Somerford Road 417760 93285 135 Poole Road 407718 91224 130 Christchurch Road 410210 91473 1505 Christchurch Road 412409 92350 201 Boscombe O,cliff 412852 91387 SC118 Castle Lane East 413240 93630 67 Castle Lane East 412564 94036 136 Westcliff Road 407739 90699 74 Wessex Way,Westbourne Spur 406995 91614 134 Branksome Wood Road 407751 91749 133 Wimborne Road 408843 91923 132 Lansdowne Road 409452 91707 131 Holdenhurst Road 409803 91800 129 Bath Road 409056 90885 30 Stour Road Tuckton Bridge 414927 92214 123 Longfleet Road (Nr St. Marys Chruch) 402077 91474 325 Consitution Hill (Between College Entrance and Felton Road) 402970 92150 327 Ashley Road / Richmond Road Junction 404406 92137 338 Parkstone Road (At Civic Centre Gyratory) 402653 91467 339 Civic Centre Gyratory (at Commercial Rd Junction) 402953 91477 304 Commercial Road / Springfield Road Junction 403605 91662 Bournemouth Road / Archway Road 341 Junction 405405 91922 Penn Hill Avnenue / Woodside 342 Avenue Junction 404447 91412 343 Penn Hill Junction 405384 91567 Lindsay Road (Nr Tesco Ped Crossing) 406021 91699 52 53 Poole Road (at Rutland Manor) 406468 91654 344 Wessex Way (At County Gates) 406713 91694 111 Wessex Way 405150 94704 44 HOLES BAY ROAD 400973 91422 50 PINECLIFFE ROAD 406354 89655 54 Ashley Road 406589 92172 120 SELDOWN BRIDGE 401776 90829 122 WIMBORNE ROAD 401532 91332 LSTF _v10a.doc 38

124 PARKSTONE ROAD 402105 91195 125 WEST STREET 401122 90837 126 WEST QUAY ROAD 400966 90833 128 WIMBORNE ROAD 401685 91692 305 BANKS/SHORE ROAD 404916 88484 306 THE AVENUE 406597 91239 311 TOWNGATE BRIDGE 401388 91086 313 CASTLE HILL 403638 91472 314 BOURNEMOUTH ROAD 404657 91668 315 BOURNEMOUTH ROAD 404096 91722 316 BOURNEMOUTH ROAD 404432 91677 323 LIBERTY WAY 401597 90529 324 SEAGER WAY 401775 90476 329 DORCHESTER ROAD 402510 92510 335 AVENEL WAY 401876 90608 Automatic Cycle Count Sites Site Location Easting Northing 8 Christchurch Road 411951 92110 2093 Hoburn Lane 419040 93636 2107 Hurn Road Cycleway 413572 95853 2241 A35 Christchurch Bypass Cycleway 416045 93146 2670 Druitt Gardens Cycleway 415610 92765 612 Wallisdown Road 407680 93663 602 HOLES BAY CYCLE (WEST) CYCLE 401150 91266 606 POOLE ROAD CYCLE 406643 91608 614 HOLES BAY CYCLE (EAST) CYCLE 401243 91111 LSTF _v10a.doc 39

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Manual Traffic Count Locations Site Location Easting Northing B1 Poole Road 407794 91204 B2 Christchurch Road 410230 91474 B3 Westcliff Rd 407739 90699 B4 Wessex Way, Westbourne Spur 406995 91614 B5 Wimborne Road 408843 91923 B6 Lansdowne Road 409452 91707 B7 Wessex Way St Pauls 409525 91969 B8 Holdenhurst Road 409829 91845 B9 Christchurch Road 411897 92096 B10 Boscombe O,cliff 412852 91387 B11 Iford Roundabout 413572 93418 B12 Littlemoore Ave 411250 93020 B13 Wessex Way (Springbourne) 411220 93090 B14 Wallisdown Road 407670 93703 P1 Holes Bay Road / Sterte Road (Peds, Cycles and Bus Occ) 401201 91232 P2 Poole Rail Station 401243 91092 P3 Wimborne Road (at Garland Road) 401714 91714 P4 Maple Road ( South of Garland Road ) 401900 91657 P5 St. Marys Road 402045 91615 P6 Longfleet Road (South of Garland Road) 402178 91553 P7 Churchfield Road (at Birds Hill Road) 402287 91452 P8 Parkstone Road (East of Mount Pleasant Road Rbt) 402062 91189 P9 Poole Park (At Kingland Road) 401852 90924 P10 Western Road (at The Avenue Junction) 406495 90947 P11 Hunger Hill Gyratory 401187 90881 P12 Mountbatten Arms Junction 404857 94946 P13 Shore Road / Haven Road Junction 404835 88766 P14 Pinecliff Road (at Branksome Chine car Park) 406490 89699 Additional LSTF MTC Sites P15 Shah of Persia Junction 402431 91742 P16 Civic Centre Gyratory 402738 91537 P17 Commercial Road / Station Road Junction 403519 91538 P18 Bournemouth Road / Richmond Road Junction 404409 91683 P19 Pottery Junction 405506 92000 P20 Poole Road / St. Aldhelms Road Junction 405842 91870 P21 Poole Road / Bourne Valley Road Junction 406001 91837 P22 Ashley Road / Victoria Road Junction 404408 92142 P23 County Gates Gyratory 406670 91634 C1 Bridge Street 416440 92880 C2 St Margarets Avenue 415450 92520 C3 High Street 415730 92880 LSTF _v10.doc 41

APPENDICES APPENDIX 3 Bus related data collection Supporting information LSTF _v10a.doc 42

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APPENDICES APPENDIX 4 Journey time data collection Supporting information LSTF _v10a.doc 44

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