Merseyside LSTF Baseline Report Content Chapter Title Page 1. Introduction 1 1.1 Outline of Our LSTF Programme 1 1.2 Outputs vs. Outcomes 2 2. Background to LSTF in Merseyside 3 2.1 Merseyside LSTF 3 2.2 Packages and projects 4 2.2.1 Working with Employers 4 2.2.2 Travel Solutions 5 2.2.3 Sustainable Transport Infrastructure 5 2.2.4 Bus Services 5 2.3 Baseline data methodology 6 2.3.1 Core data sets 6 2.3.2 Supplementary data sets 7 2.3.3 Baseline calculations 7 3. Overarching figures 8 4. Package 1 - Working with employers 10 5. Package 2 - Travel Solutions 13 6. Package 3 - Sustainable Transport Infrastructure 15 7. Package 4 - Bus Services 18 8. Secondary Objectives 20 9. Appendix 22 9.1 Package 1 Working with Employers - Key Objectives and Outcomes 22 9.2 Package 2 Travel Solutions Key Objectives and Outcomes 23 9.3 Package 3 Sustainable Transport Infrastructure Key Objectives and Outcomes 25 9.4 Package 4 Bus Services Key Objectives and Outcomes 28 9.5 LSTF Data sets 29
1. Introduction Merseyside s Local Sustainable Transport Fund (LSTF) programme supports access to opportunity through the facilitation and promotion of sustainable travel trips. Across Merseyside, it includes additional support for employers seeking sustainable transport options, and for prospective and current employees in some of England s most disadvantaged areas. It aims to improve the public transport network and key infrastructure for active travel users, whilst ensuring that sustainable access to opportunity brings environmental benefits through a reduction in carbon emissions. It assists access to forthcoming private sector employment opportunities such as those resulting from developments like Wirral and Liverpool Waters alongside a reduced dependency on public sector employment. The purpose of this document is to present the baseline conditions against which the progress and success of the project can be measured, monitored and evaluated over the lifetime of the programme. This report will firstly provide some additional background on the makeup of our LSTF programme, and then present on a package by package basis the quantitative baseline conditions for monitoring future outcomes. The range of data sources used to compile the baseline data and the methodology used is also provided to enable easy comparisons going forwards. This baseline monitoring is in addition to the wider qualitative evaluation and monitoring proposed in the Evaluation and Monitoring plan, which will call upon metadata from case studies and diaries which will be analysed at the end of the programme. 1.1 Outline of Our LSTF Programme The Merseyside LSTF Programme is formed of four distinct, complementary elements: Working with Employers We are providing transport and travel planning support and advice to both businesses and individuals to aid sustainable economic growth, encourage travel behaviour change and to help people access employment. Travel Solutions In some areas of Merseyside members of the public experience real disconnection from emerging employment opportunities. These areas display low travel horizons and low levels of personal mobility. Our travel solutions element targets investment to support members of the public in these areas, and in particular younger members of the public, wishing to access employment and training opportunities. Sustainable Transport Infrastructure We are committed to removing the physical barriers which continue to restrict sustainable travel and access to employment opportunities. A programme of infrastructure improvements is underway which will directly support our softer measures focussing on travel behaviour change. Bus Services Bus services are the main mode of public transport on Merseyside with 164 million trips a year and 26% of all journey to work trips. By improving local bus services on Merseyside, we aim to support members of the public who travel within the city region to access employment and training. Each of these elements comprise schemes that work together to create an environment that supports sustainable access to opportunity, as illustrated in Figure 1.1. Our work to provide advice, information and support for members of the public wishing to access employment through active modes is supported by a programme of investment in infrastructure for active mode users. Our Bus Services package includes investment in new technology to ensure that enhanced timetabling information is available along our 1
strategic routes and to deliver more dynamic monitoring of our road network, complementing our efforts to reduce vehicle speeds in key areas and enhance the local environment for cyclists and pedestrians. Figure 1.1: LSTF Programme Elements and Linkages Source: Merseyside Transport Partnership 1.2 Outputs vs. Outcomes This report presents baseline figures against which the outcomes from the packages can be monitored. The DfT LSTF Monitoring and Evaluation Framework provides the following definitions of outputs and outcomes 1 : Outputs are the tangible deliverables in a project such as a new bus service; and Outcomes are the observable changes in the short to medium term, such as patronage numbers on the new bus service. 1 DfT Local Sustainable Transport Fund Monitoring and Evaluation Framework, December 2012 2
2. Background to LSTF in Merseyside 2.1 Merseyside LSTF Our LSTF programme aims to deliver real benefits for Merseyside through measures that reduce congestion, improve journey time reliability, reduce the proportion of journeys made by car and increase the proportion made using sustainable modes, enhance access to employment and other essential services and broaden travel horizons. Economic appraisal of the overall package shows it is likely to deliver a present value of benefits of 165million (at 2002 prices), whilst a benefits-to-cost ratio (BCR) of 13.4 demonstrates very high value for money. The Merseyside LSTF programme is spread over the whole of Merseyside targeting specific areas where sustainable connectivity to employment centres is most required. The Merseyside region incorporates the following local authority areas: Liverpool City Knowsley Sefton Wirral St. Helens The map at Figure 2.1 highlights our LSTF programme target areas. The majority of the measures are local in nature and are anticipated to impact mostly on shorter distance trips, with over 70% of time benefits forecast to be associated with trips that are shorter than 15 kilometres. 3
Figure 2.1 Merseyside LSTF Programme Spatial Coverage 2.2 Packages and projects The four packages incorporate over 40 projects between them which are spread over the Merseyside region. The breakdown of the projects and packages is provided below, with further detailed information available in the Outcome Monitoring Plan and the LSTF bid Business Case Document. 2.2.1 Working with Employers Members of the Merseyside Transport Partnership recognise the need to support private sector partners across Merseyside as they grow their businesses and drive economic growth. With changes to the local employment market and wider economic climate, the need to assist businesses in reducing their costs and improving their access to suitable labour becomes more apparent. Liverpool and St Helens Chambers of Commerce have had key roles to play in guiding members of the Merseyside Transport Partnership as they have explored ways in which the transport and travel issues facing businesses on Merseyside can be overcome. With their support, this package of activity contains three complementary elements: The provision of advice, guidance and employment support to business; The installation and maintenance of small infrastructure elements which support active travel to key employment destinations; and Supporting the Transport and Logistics industry to reduce their carbon emissions 4
2.2.2 Travel Solutions Members of the Merseyside Transport Partnership have now worked together for some time to provide smarter choices and travel planning support to members of the public across Merseyside. Programmes such as Merseyside s TravelWise scheme are recognised nationally as examples of good proactive in transport planning. Nevertheless, partners are acutely aware of the need to continually learn from others and adapt to the changing needs of Merseyside and its residents. With the issues of unemployment, job creation and economic growth now at the forefront of everyone s thinking, Partners have developed a programme of travel solutions activity which responds to these issues. The package includes: The provision of community travel hubs located in some of Merseyside s most deprived communities, to act as a focal point for the provision of advice to the community; Enhanced support and services for cyclists, including: The refinement of Sustrans Bike It programme to focus on providing active mode access to training opportunities for 16-21 year olds as they leave secondary education; The provision of a cycle hire scheme for Liverpool City Centre; Pool bikes for employers to use in Sefton, complementing the highly successful Southport Cycle Hire scheme; Scooter loans for younger members of the public Personalised Travel Planning support for members of the public wishing to travel to employment by sustainable modes, but who are unsure as to how to go about doing so; and The provision of short term travel passes for new employees. 2.2.3 Sustainable Transport Infrastructure Providing support for members of the public to access new employment and training opportunities relies on a number of elements. Whilst the provision of personalised travel planning support and advice to employers is of critical importance, the success of such efforts is often restricted due to poor supporting infrastructure. Members of the Merseyside Transport Partnership are therefore committed to removing those physical barriers which continue to restrict access to employment opportunities. In considering this application to the Local Sustainable Transport Fund, partners have identified a programme of infrastructure improvements which will directly interface with our proposed softer measures focussing on travel behaviour change. Our aim is to lock in the benefits of our proposed infrastructure improvements by ensuring that members of the public and employers are given support, advice and guidance in accessing employment and business opportunity through our proposed Working with Employers and Travel Solutions programmes. Our proposed infrastructure measures can be sub-divided into a number of categories: The development of green corridors for active mode users; Infrastructure improvements at the micro level designed to address very local accessibility issues; Schemes targeted at securing accessibility improvements for school leavers attending further education and training; and Infrastructure designed to lower traffic speeds in the vicinity of key employment locations to encourage walking and cycling 2.2.4 Bus Services The Merseyside Transport Partnership is keen to raise levels of access to key employment locations whilst reducing levels of carbon emissions caused by commuter travel. However, we also recognise that many employers require particular skills and may recruit outside their immediate area. By improving local bus 5
services on Merseyside, we aim to support members of the public who must travel a further distance within the city region to access employment and training. Bus services are the main mode of public transport on Merseyside with 164 million trips a year and 26% of all journey to work trips. The bus network, both commercial and tendered, covers the whole of the region and is accessible to all residents. It therefore has a valuable role to play in supporting sustainable economic growth, reducing emissions attributable to transport and improving access to employment and other facilities. The way forward for Merseyside is clear. There is a need for improvements to the local bus network which build on Merseyside s existing network and which respond to the needs of employers and members of the public seeking employment. The Merseyside Transport Partnership propose a package of improvements focussed on the bus network which includes: Revisions and expansions to the timetables of services providing access to key employment sites; The provision of services, operated by partners in the Community Transport and Taxi industries which provide improved access through the use of vehicles appropriate to local needs; Physical access improvements at selected locations which allow members of the public to walk from their place of work to the local bus stop safely; The provision of Real-Time Information at employment sites, as well as on street, providing employees with updates on the status of their local bus service, negating the need to walk to the bus stop when the service is delayed; and The installation of a Control Centre in Liverpool to provide more effective management of Merseyside s local bus network 2.3 Baseline data methodology The baseline figures presented within this document have drawn upon available robust data sets which we feel provide robust indicators for the Merseyside Region. These have been pulled from the best available indicators provided in a range of core data sets, and supplemented by the growing LSTF datasets where possible. The baseline figures are presented in a range of formats including percentage modal shares, indexes and factors depending upon the type of change being monitored and the data set, or combination of data sets, used to determine the baseline figure. An index has been used to provide a baseline figure where change in an absolute number is being monitored or in instances where multiple data sources have been combined. 2.3.1 Core data sets The core data sets from which the baseline figures have been collated include the Merseyside s Third Local Transport Plan (LTP3) programme and performance monitoring indicators, which provide an overview of the conditions within the Merseyside region prior to the LSTF schemes having an impact, and are part of an on-going data collection exercise. In addition to using some specific existing LTP3 indicators, data has also been extracted from: Automated Cycle Counts (ACC) which are located at key cycle routes across Merseyside and provide daily cycle flows; National Trafficmaster data which uses in-vehicle GPS to show journey time data for a national network of routes; DfT Annual Average Traffic Flows (AADF) which use factored Manual Classified Counts (MCC) to derive traffic flows on a national network of routes; 6
TravelWise Survey Data, which is a specific survey conducted with employers engaging with the LSTF programme and focuses on employee journeys to work; Merseyside urban centres Mode Share Surveys which use a combination of manual and automatic counts to derive persons travelling inbound to Merseyside Urban Centres (Birkenhead, Bootle, Huyton, Liverpool, St Helens & Southport) by private vehicle, bus, train, walking and cycling. Together, these core data sets act as useful tools to enable an understanding of how the projects and packages will perform in the future against the baseline figures, and will enable an investigation of the outcomes of the project as well as evaluating the projects effectiveness. It is intended that a review of performance will be undertaken annually for the duration of the LSTF programme. 2.3.2 Supplementary data sets In addition to the LTP indicators, we also have a wealth of data sets collected specifically for the LSTF programme as well as a range of other purposes which can be used to monitor the progress of the packages. Where possible some of these have also been used to present baseline figures within this report. The majority of these data sets however are either in the early stages of collection with some initial figures available or are planned to be collected over the lifetime of the project or package to monitor the ongoing progress of the programme. For the purpose of the baseline identification, given the early stages of this data collection, few of these supplementary data sets have been applied at this stage, but it is envisaged that they would be utilised at later review stages to supplement the LTP monitoring data and provide a holistic view of the impact of the LSTF programme. These data sets are presented and explained further in the Appendix of this report. 2.3.3 Baseline calculations The baseline figures presented within the document are to be used for progress reviews going forward, with the date of this report acting as the baseline date. Some of the LTP monitoring data used to determine the baseline data may be slightly older than this, however to ensure the progression of the LSTF programme can be cross compared across packages and regions, the baseline data within this report, set at September 2013, should be used for future evaluations. In some instances, there is no baseline data currently available, for example if a project is a new initiative and the evaluation of this project will be its impact. An example within the Merseyside LSTF programme is the bike hire scheme; it does not currently exist therefore there is no baseline data available. In these instances the baseline has been set at zero. 7
3. Overarching figures At a higher level, sitting above the monitoring of outcomes at a package level (as discussed in sections 4 through to 7) is a wealth of contextual data which sets the scene for sustainable travel patterns in their economic context in Merseyside. This section has been added in to provide additional overarching measures of relevant transport and economic outcomes across Merseyside. It makes use of several key data sources which provide valuable background indicators of change across Merseyside, which are either relevant or specific to the LSTF programme as a whole, as opposed to a particular package. Of particular note is the Countywide Survey, a household travel diary survey with 2000 households which allows the monitoring of economic characteristics and travel behaviour across Merseyside. The survey has been undertaken in some form since 1978 and has been completed once more in 2013. The next survey is currently proposed for 2016 and together this comprehensive data can provide a valuable before and after measure of changes during the LSTF period. In this chapter, overarching indicators are identified and presented in a concise format, and can be used in forthcoming reviews to understand changes across the areas. Further contextual information can be found within Local Transport Plan monitoring documentation, and the annual Travel in Merseyside compendium of data. Table 3.1 Overarching LSTF indicators for baseline review Ref. Indicator Data source Baseline figure Transport O1 Travel to Work Mode Share Countywide Survey 2013/2016 Car/Bus/Walk/Rail/Cycle 2013 figure available from Nov 2013 O2 Car Ownership Countywide Survey 2013/2016 2013 figure available from Nov 2013 O3 Change in modal share Travel in Merseyside Comparing 2011/12 and 2010/11 mode share in the AM Peak in Liverpool City Centre, we observe a 2.5% rise in private vehicles and a respective 0.5% and 2.2% fall in share for bus and train O4 Average distance travelled to work per employee TravelWise Survey 10.08 miles O5 Average distance travelled to work per Merseyside employee Countywide Survey 2013/2016 2013 figure available from Nov 2013 O6 Ease and take up of accessing employment by cycle in LSTF areas Mersey Forest Baseline Evaluation Report 44% say that they would find it easy to cycle to their work and 14% do so 8
Ref. Indicator Data source Baseline figure Socio Economic O7 O8 Number of Job Seekers Allowance (JSA) claimants in Merseyside LSTF authority areas Change in employment rate Department for Work and Pensions Travel in Merseyside 2012 25,835 people in total in June 2013 The employment rate on Merseyside has fallen by 2% between 2004 and 2011 and by 2.5% nationally O9 Indices of Deprivation for Health Travel in Merseyside 2012 21% of Merseyside Super Output Areas (SOAs) rank in the highest 3% of the Indices of Deprivation for Health, when compared with England and Wales 9
4. Package 1 - Working with employers A key objective of the Working with Employers element of our LSTF programme is to deliver a range of measures aimed at providing direct support, advice and guidance to employers as they examine issues which affect current and prospective staff as they travel to work. Economic growth will be supported by providing the local population with information about areas of employment, and travel opportunities to these areas by different modes of travel. Members of the Merseyside Transport Partnership recognise that by increasing the number of people in employment a significant contribution can be made to support the local and city region economy. In addition, improved accessibility to employment sites will become an asset which can be used to attract further inward investment. The logic chart below sets out the outcomes and indicators for the package, as well as presenting the data requirements, as set out in the monitoring and evaluation plan. Table 4.1 identifies the indicators which require baseline figures to enable future comparisons and highlights the units of comparison required, together with presenting the raw baseline figure. Figure 4.1 Working with Employers Data Requirements Package Key outcomes Indicators % increase in walking and cycling journeys Working with Employers Commuter mode shift from car use / single car occupancy to walking, cycling and public transport % reduction in car use / single occupancy car use % increase in bus patronage along targeted corridors Unemployed people access employment % of participants who access employment 10
Table 4.1 Working with employers - Baseline data by indicator Ref. Indicator to monitor A1 A2 A3 A4 A5 A6 A7 A8 A9 A10 A11 % increase in walking journeys % increase in cycling journeys % reduction in car use % increase in bus use % change in single occupancy car use Primary baseline data source(s) TravelWise Survey Data LTP Mode share TravelWise Survey Data LTP Mode share TravelWise Survey Data LTP Mode share TravelWise Survey Data SQBP peak data LTP Mode share LTP Mode share Mersey Forest Baseline Evaluation Geography Sites engaged with for LSTF Merseyside centres Sites engaged with for LSTF Merseyside centres Sites engaged with for LSTF Merseyside centres Sites engaged with for LSTF SQBP Services Merseyside centres Merseyside centres Merseyside Baseline unit % Walking Mode share % Walking Mode share % Cycling Mode share % Cycling Mode share % Car Mode share % Car Mode share % Mode share Baseline figure 12% 9% 4% 1% 53% 49% 15% Index 100 % Mode share % single occupancy cars % commuters car sharing 20% 80% 36.5% of commuters car sharing The following table provides a brief background to the composition of the baseline figures presented above and how they have been calculated. 11
Table 4.2 Indicator compositions Ref. A1 A2 A3 A4 A5 A6 A7 A8 A9 A10 A11 Composition Employees walking to work as % of total employees surveyed across all organisations engaged (usual main method of travel to work). Persons walking as % of AM Peak (07:30-09:30) persons travelling inbound to Merseyside Urban Centres (Birkenhead, Bootle, Huyton, Liverpool, St Helens & Southport). Employees cycling to work as % of total employees surveyed across all organisations engaged (usual main method of travel to work). Persons cycling as % of AM Peak (07:30-09:30) persons travelling inbound to Merseyside Urban Centres (Birkenhead, Bootle, Huyton, Liverpool, St Helens & Southport). Employees travelling to work by car as % of total employees surveyed across all organisations engaged (usual main method of travel to work). Total persons by car (drivers & passengers) as % of AM Peak (07:30-09:30) persons travelling inbound to Merseyside Urban Centres (Birkenhead, Bootle, Huyton, Liverpool, St Helens & Southport). Employees travelling to work by bus as % of total employees surveyed across all organisations engaged (usual main method of travel to work). Peak (07:00-09:59 and 15:00-17:59) patronage for SQPS routes (10, 14, 53, 82, 86, 1/2, 471/472 including all variations e.g. 10A etc.). Modelled figures based on weighted results from Merseytravel reimbursement surveys and route scheduled mileage. Bus passengers as % of AM Peak (07:30-09:30) persons travelling inbound to Merseyside Urban Centres (Birkenhead, Bootle, Huyton, Liverpool, St Helens & Southport). Single occupancy cars as % of AM Peak (07:30-09:30) cars travelling inbound to Merseyside Urban Centres (Birkenhead, Bootle, Huyton, Liverpool, St Helens & Southport). Mersey Forest questionnaire response extracted directly from results and averaged for Local authority areas to provide a figure for Merseyside. 12
5. Package 2 - Travel Solutions The Travel Solutions element of Merseyside s LSTF programme focuses on travel training, information provision and community travel support to change travel behaviour and broaden travel horizons. Figure 5.1 Travel Solutions Data Requirements Package Key outcomes Indicators Mode shift to walking, cycling and public transport % increase in walking, cycling and public transport journeys Increase in overall cycling levels % increase in cycling levels Travel Solutions Reduction in car journeys % reduction in car journeys to and from employment sites and schools Unemployed people access employment % of participants who access employment Enhanced travel horizons Those trained travel further to access employment or services The following table presents the baseline figures relevant to these indicators. 13
Table 5.1 Travel Solutions - Baseline data by indicator Ref. Indicator to monitor Primary baseline data source(s) Geography Baseline unit Baseline figure B1 % increase in walking LTP Mode share Merseyside centres % Mode share 9% B2 % increase in cycling LTP Mode share Merseyside centres % Mode share 1% B3 Increase in cycling levels LTP cycling indicator and LSTF specific data Merseyside Index 100 B4 % increase in bus journeys LTP Mode share Merseyside centres % Mode share 20% B5 B6 % reduction in car journeys to and from schools % of participants who access and retain employment Sustrans Hands up LSTF specific project data Schools engaged in Merseyside Participants engaged in Merseyside % Mode share 32% % 0 The following table provides a brief background to the composition of the baseline figures presented above and how they have been calculated. Table 5.2 Indicator compositions Ref. B1 B2 B3 B4 B5 B6 Composition Persons walking as % of AM Peak (07:30-09:30) persons travelling inbound to Merseyside Urban Centres (Birkenhead, Bootle, Huyton, Liverpool, St Helens & Southport). Persons cycling as % of AM Peak (07:30-09:30) persons travelling inbound to Merseyside Urban Centres (Birkenhead, Bootle, Huyton, Liverpool, St Helens & Southport). Change in annual average daily cycle flow across all Merseyside counter sites both directions combined (AAC data). NB: Equivalent change figures will be calculated using various LSTF specific project data sources once this has been collected for all schemes. Index will be calculated using a weighting of all sources. Bus passengers as % of AM Peak (07:30-09:30) persons travelling inbound to Merseyside Urban Centres (Birkenhead, Bootle, Huyton, Liverpool, St Helens & Southport). Students travelling to school by car as % of total students surveyed across all schools engaged (usual main method of travel to school). This is used as an indicator of how their parents travel rather than the children themselves, and will hence monitor parental change. Number of NEETs still in employment who have passed the '13 weeks in employment' mark as % of total participants engaged. 14
6. Package 3 - Sustainable Transport Infrastructure In providing support for the private sector and businesses in Merseyside as they examine the transport and travel issues facing current and prospective staff, we are acutely aware of the need to accompany support for individuals as they choose sustainable, active modes with improvements to transport infrastructure. By doing so, physical barriers to active travel can be removed making it easier for members of the public to put into practice their desire to travel by more sustainable, active modes. The improvements to local infrastructure and access to employment locations, combined with the Working with Employers projects, will result in a reduction in car based commuting. There will also be consequent reductions in carbon emissions. In the long term, this will also improve the condition of transport infrastructure assets. Figure 6.1 Sustainable Transport Infrastructure Data Requirements Package Key outcomes Indicators Mode shift to walking and cycling % increase in walking and cycling on routes Average AM peak journey times on key routes Congestion relief % reduction in per person delay on key routes Sustainable Transport Infrastructure Reduced bus journey times Safer environment for active travel Reduction in bus journey times Increase in bus patronage % reduction in accidents % increase in active travel journeys made on those roads Increased cycle use to travel around the city centre Levels of cycle hire use % increase in cycling on routes 15
Table 6.1 Sustainable Transport Infrastructure - Baseline data by indicator Ref Indicator to monitor Primary baseline data source(s) Geography Baseline unit Baseline figure C1 C2 C3 C4 C5 Increase in walking levels Increase in cycling levels Ease and take up of accessing employment on foot in LSTF areas Reduction in per person delay on key routes Increase in bus patronage LTP Mode share and LSTF specific data (such as count data) LTP cycling indicator and LSTF specific data (such as count data and Sustrans) Mersey Forest Baseline Evaluation Report Merseyside Index 100 Merseyside Index 100 Merseyside Number 41% say that they would find it easy to walk to their work Of those who find it easy, 65% do walk to work LTP Indicator B7 Merseyside Factor 1.34 LTP Indicator B5 Merseyside Number 136.2 M C6 Reduction in accidents (collisions) Collision data LSTF low speed zones Index 100 C7 Increase in cycling journeys in low speed zones ACC Data Proximity of LSTF low speed zones Index 100 C8 Levels of cycle hire use LSTF Scheme Usage Data Proximity of scheme Number 0 The following table provides a brief background to the composition of the baseline figures presented above and how they have been calculated. 16
Table 6.2 Indicator compositions Ref. C1 C2 C3 C4 C5 C6 C7 C8 Composition Change in number of persons walking inbound to Merseyside Urban Centres (Birkenhead, Bootle, Huyton, Liverpool, St Helens & Southport) in the AM Peak 07:30-09:30 (Mode Share data). NB: Equivalent change figures will be calculated using various LSTF specific project data sources once this has been collected for all schemes. Index will be calculated using a weighting of all sources. Change in number of persons cycling inbound to Merseyside Urban Centres (Birkenhead, Bootle, Huyton, Liverpool, St Helens & Southport) in the AM Peak 07:30-09:30 (Mode Share data). NB: Equivalent change figures will be calculated using various LSTF specific project data sources (such as Sustrans and the ACC s) once this has been collected for all schemes. Index will be calculated using a weighting of all sources. This has been extracted from the baseline Mersey Forest Evaluation report. Factor of difference in journey-time between 08:00-09:00 and 20:00-23:00 on the Merseyside LTP3 strategic network and selected JT routes. Indicator is as the Merseyside LTP3 PI B5 The annual total number of local bus journeys originating in the authority. The indicator includes all bus operators serving the general public, excluding school services and Merseylink. School children travelling on a service available for use by the general public included. Exclude children under 5. Change in the total number of recorded injury collisions (all types) on roads which will be converted to 20mph (3 year period). Change in annual average daily cycle flow across counter sites both directions combined within low speed zones. Total number of trips using the cycle hire bikes 17
7. Package 4 - Bus Services A key focus of Merseyside s LSTF programme is on improving access to key employment sites through improvements to elements of Merseyside s bus network. The logic map at Figure 7.1 sets out the outcomes and impacts we seek to achieve through the Bus Services package of measures and illustrates the inputs and outputs that will enable them to be realised. Figure 7.1 Bus Services Data Requirements Package Key outcomes Indicators Mode shift from car to bus Reduction in car use Improved bus reliability Increase in bus patronage on targeted routes / services Bus Services Improved access to leisure and employment sites Average AM peak journey times on key routes % reduction in per person delay on key routes Reduction in carbon emissions % reduction in carbon emissions 18
Table 7.1 Bus Services - Baseline data by indicator Ref Indicator to monitor Primary baseline data source(s) Geography Baseline unit Baseline figure D1 Mode Share Merseyside Index 100 D2 D3 Increase in bus patronage LTP Indicator B5 Merseyside Number 136.2 M SQBP peak data SQBP Services Index 100 D4 LSTF Target Services data Service specific Index 100 D5 Reduction in per person delay on key routes LTP Congestion Indicator Routes SQBP Services Factor of difference 1.28 D6 Increase in customer satisfaction LTP Indicator A6 Merseyside % satisfied passengers 88% The following table provides a brief background to the composition of the baseline figures presented above and how they have been calculated. Table 7.2 Indicator compositions Ref. D1 D2 D3 D4 D5 D6 Composition Change in number of bus passengers travelling inbound to Merseyside Urban Centres (Birkenhead, Bootle, Huyton, Liverpool, St Helens & Southport) in the AM Peak (07:30-09:30). Indicator is as the Merseyside LTP3 PI B5 The annual total number of local bus journeys originating in the authority. The indicator includes all bus operators serving the general public, excluding school services and Merseylink. School children travelling on a service available for use by the general public included. Exclude children under 5. Peak (07:00-09:59 and 15:00-17:59) patronage for SQPS routes (10, 14, 53, 82, 86, 1/2, 471/472 including all variations e.g. 10A etc.). Modelled figures based on weighted results from Merseytravel reimbursement surveys and route scheduled mileage. Change figures will be calculated using the various LSTF route-specific data sources once this has been collected for all routes. Index will be calculated using a weighting of all sources. Factor of difference in journey-time between 08:00-09:00 and 20:00-23:00 on the Merseyside SQBP routes. Indicator is as the Merseyside LTP3 PI A6. Total % of satisfied passengers based on Passenger Focus Surveys on a sample of bus and rail services. Satisfaction of key issues around bus and rail travel is aggregated to an overall % total for each mode and then weighted by journeys on bus and rail to provide an overall satisfaction percentage for PT 19
8. Secondary Objectives A number of our LSTF projects target secondary objectives as a key element of their outcome. As an example bus services projects look to increase accessibility to leisure and employment sites and low speed zones aim to improve road safety. The data requirements and collection methods for these targeted secondary objectives are covered within each package. In addition, where appropriate, further data has been collected across all packages to assess secondary objectives as defined in Figure 8.1. Figure 8.1 Secondary Objectives Data Requirements Programme Package Key outcomes Indicators Improved health & wellbeing Increase in physical activity levels All Projects All Packages Improved environment Improved air quality Social benefits for local communities Reduced deprivation 20
Table 8.1 Secondary Objectives - Baseline data by indicator Ref Indicator to monitor S1 S2 S3 S4 Improved air quality Increase in physical activity levels Reduced deprivation Primary baseline data source(s) LTP performance indicator B4 Mersey Forest Baseline Evaluation Report 2013 Sports England Active People Survey (APS) NI8 Travel in Merseyside Geography Baseline unit Merseyside Merseyside Merseyside Merseyside Number Number No. of SOA s in the 10% most deprived in the country Baseline figure Pollutant emissions 2012 NOX - 5,935 (35.45%) PM10 165 (18.26%) CO - 12,349 (67.46%) CO2-1,523,049 (18.36%) GWP total CO2 Equivalent - 1,539,122 (18.37%) 3.3 hours on average across Merseyside spent outdoors In the 4 th APS, 21.6% of residents fall into the NI8 category in Merseyside 321 Super Output Areas s The following table provides a brief background to the composition of the baseline figures presented above and how they have been calculated. Table 8.2 Indicator compositions Ref. S1 S2 S3 S4 Composition Estimated emissions of CO, CO2 NOx and particulates from transport sources, in tonnes/year and as a proportion of total Merseyside-wide emissions from all sources. Extraction from Mersey Forest Survey and averaged across Local Authority area to provide a Merseyside figure Extraction from the sport England NI8 survey for Merseyside looking at the percentage of the adult population, aged 16 and above, in a local area who participate in sport and active recreation, at moderate intensity, for at least 30 minutes on at least 12 days out of the last 4 weeks (equivalent to 30 minutes on 3 or more days a week). Extracted from Travel in Merseyside report and represents the overall Index of Multiple Deprivation rankings for Merseyside. Further contextual information can be found in the Travel in Merseyside (TiM) report. 21
9. Appendix This section contains information on the scheme objectives and outcomes by package. This has been duplicated from the Monitoring and Evaluation Report and is intended as a reminder only. 9.1 Package 1 Working with Employers - Key Objectives and Outcomes Scheme Objective NEET Travel Advisor Support: To improve access to employment and training opportunities in Knowsley. Travel Advisor Support - Borough-wide: To provide travel advisory services to employers to develop sustainable travel initiatives. City Centre Sustainable Travel: Delivery of travel plans across Liverpool business district, combined with promotion of active travel modes including travel Advisor, U-Cycle promotional activities and access to education/ training scheme. Speke Transport Hub: A set of measures that promote active travel (walking/ cycling) within a community setting to connect people to economic opportunity and reduce transport barriers. Key Outcomes Scheme targets total of 3,700 young people with 1,080 expected to receive advice during the course of the scheme. Based on a modest target of 2% success for identifying work for NEET members of the public, a total of 22 NEETs will secure jobs over the LSTF period. Total of 30 medium/large businesses (of over 200 car-available employees each) to adopt sustainable travel plans. Evidence from Merseyside travel plan initiatives show that schemes such as this can reduce commuter car travel by up to 30%. On average those companies engaged in travel plan development reduce car use on average by about 7%. Estimated 7% reduction in car movements (420 car trips). TravelWise Merseyside Personal Travel Plan project reported 9.1% increase in trips by sustainable modes and a 7.1% reduction in car use through comparable activity A 10% reduction in single occupancy car trips for Liverpool John Moores University through their Travel Plan was shown through comparable activity. Workplace travel planning activity in Liverpool has demonstrated a 4.3% overall reduction in all-purpose single car occupancy trips2. A third of the population fall into a convertible category where they are particularly open to change, either towards public transport modes or to the active modes. Evidence from cycle training schemes show for example, that the Bikeability training in Merseyside has encouraged cycle use for the individuals who had undertaken training, and had also had an influence on increased cycling levels in other householders. 22
Scheme Objective Employment in Transport Sector: Provides support to unemployed people wishing to gain employment in the transport, leisure and tourism sectors. Merseyside-wide Employer Support - encouraging sustainable transport: Establishment of an 'Employers Network' providing travel plan services to large organisations. PTP for SQPS and infrastructure works: The production, implementation and ongoing delivery of a personal travel planning project based on the 4 Statutory Quality Partnership Corridors being developed by Merseytravel in the key LSTF areas. Business Travel Support General: Employment of business travel advisor with Invest Wirral, which has a business forum with 1,800 employers. Supporting Sustainable Transport for Business: Comprises elements that will help provide transport support to existing and new businesses within the borough including a range of cycling initiatives. Key Outcomes Benefits are based on finding employment in the transport sector for a total of 30 NEETs. A minimum of 25 travel plans including annual Action Plans will be produced with a positive impact on travel patterns for a total of 6,250 people. Estimated benefits of between 7-9% using sustainable travel (mode shift), equivalent to a reduction of car-commuting of 438 trips across Merseyside. Estimated 10% increase in bus patronage on corridors to be achieved due to increased information on public transport. Anticipated bus patronage increase of 10% for all bus services along targeted corridors Project will assist with reducing car use for trips to Liverpool and St. Helens Centres and to key employers in these areas and in Bootle, Speke and Birkenhead. Focus on supporting 20 large businesses, estimated at 5,000 employees. Estimated benefits include an 18% behavioural change to the target group. Promotional elements of the scheme are predicted to bring about a 10% increase in the take-up of active modes of travel across the borough. 9.2 Package 2 Travel Solutions Key Objectives and Outcomes Scheme Objective Neighbourhood Travel (Citywide): Provision of staff, journey plans, travel assistance training, travel passes, bicycle scheme, promotion and communications materials Key Outcomes Based on the figures for travel passes currently (2,600 in Liverpool), approximately 130 passes will be issued per month across the city through the LSTF programme. 23
Scheme Objective Bike Maintenance Scheme: Strategic support across Merseyside to improve the quality and safety of bikes. Supporting Sustainable Economic Independence: Provision of public transport information and personalised journey planning to more intensive forms of travel training and travel 'buddying'. Transitional Transport Solutions: Provision of information, advice, training and practical assistance specifically targeted at those making the transition from school into college, training or employment or those leaving college to enter training or employment. Active Sefton - Community Based sustainable transport programme - delivered with CVC and Sefton NHS: Community based campaigns and programmes to support and promote walking, cycling and public transport as part of a wider active and healthy lifestyle programme. Community Travel Hub: Community based project to lower the transport barriers people face and to support them back into employment. Maxi Taxi: Available where there is no suitable bus service operating 24 hours a day and 7 days a week. Key Outcomes Increasing a person's travel horizons and ability to access employment is a positive benefit for the employer, increasing the pool of potential employees. The WorkWise scheme which provided a bike and training saw an employee retention in employment rate of 85%, making savings to employer HR processes. Results from the Cycle Demonstration and Cycling City and Towns programmes estimated health benefits alone to outweigh costs by 2:5:1 (with total benefits outweighing costs by around 3:1). Removing transport barriers and supporting people back into employment. The scheme is targeted at people who are largely non-car users. The impact of the scheme on its own, on mode switch from car is therefore limited. The evidence base identifies that over 70% of the people who benefited from the Lets Get Moving Project (similar to this scheme) were still in employment 3 months later The programme is intended to develop confidence and independence and to improve health and wellbeing amongst the local population, whilst encouraging greater use of local facilities and businesses. The Hub will offer advice and guidance on different travel options available, and offer solutions to help individuals complete their journey to new employment. There will be six solutions on offer. The community travel hub will be looking to offer travel solutions to 1500 beneficiaries per year. A similar scheme in Telford and Wrekin was reported in the 2006 LTP Delivery Report as having 257 registered clients and 130 active journeys each week. 24
Scheme Objective BIkeIt Project: Practical project that delivers an intensive programme of promotional and educational activities to increase the number of journeys undertaken by bicycle. Key Outcomes The BikeIt programme will work with 20 establishments per officer (100 in total) over 3 years (4 days per week of Officer time). The initiative will involve 5 officers, together with 3,750 beneficiaries engaged per year per officers (eg18,750 per year overall plus a similar number of parents, or a total of 36,000) 9.3 Package 3 Sustainable Transport Infrastructure Key Objectives and Outcomes Scheme Objective Any town : Scheme comprises improving journey times as well as UTC implementation. St Helens Community Cycle Initiative: The initiative includes Community Cycle Training Health and Well Being Project and other cycle improvements Supporting Low Carbon Visitor Economy: Scheme comprises non-motorised modes of transport (low carbon) including St.Helens Heritage Trails. Sustainable Transport Infrastructure Kirkby Specific: Development of a 5.7km active travel route which connects residential areas in Kirkby to employment sites i.e. Knowsley Industrial Park, Kirkby Town Centre. Sustainable Transport Infrastructure Borough Wide: Development of a network of key cycling routes connecting employment centres and residential areas in Knowsley. Key Outcomes UTC implementation predicted to result in a 12% reduction in delays which, in turn, reduce journey times along Scotland Road to the City Centre. Mode shift associated with improved cycle links and reduced congestion on the highway network in North Liverpool. The scheme will provide a benefit on mode shift through creating behaviour change and altering perceptions towards cycling Total number of beneficiaries is between 850 and 900 local residents. There is no active modes network in the transport model. The impacts of these improvements to the sustainable travel network are modelled by adjustments to travel demand. Predicted journey time benefits from this initiative - especially for residents who choose to cycle as opposed to using public transport. Once the cycle infrastructure is operational anticipate seeing fewer cars and more cycles thus bringing congestion benefits Mode shift impact increase in the region of 10% of total trips of the number of people choosing to travel by cycle Predicted journey time benefits from this initiative - especially for residents who choose to cycle as opposed to using public transport. Once the cycle infrastructure is operational anticipate seeing fewer cars and more cycles thus bringing congestion benefits Mode shift impact increase in the region of 10% of total trips of the number of people choosing to travel by cycle. 25
Scheme Objective South Liverpool Sustainable Transport Package: Infrastructure to bring about modal shift to more sustainable active modes of travel, and improving local connectivity to jobs and services. Creation of 20 mph zones: Implementation of 20mph zones on residential roads, where appropriate. City Centre Cycle Hire Scheme: The inclusion of a cycle hire scheme is a key element in trying to increase the number of cycle trips, as well as reducing congestion and improving air quality. St Helens Sustainable Transport Corridors: Scheme to deliver a package of measures along four key transport corridors within St.Helens to reduce congestion, cut carbon emissions and improve access for all modes. Low carbon logistics project: Scheme to work with the Logistic sector to promote sustainable logistics practices. Key Outcomes This package of measures support the local economy of deprived South Liverpool and reduce carbon emissions and congestion. By improving pedestrian and cycling infrastructure, there is a predicted reduction in congestion through modal shift away from private vehicles. Based on the results of the Cycle Speke Project which resulted in an 18% increase in cycle trips it is predicted that a similar level of increase in the number of commuting cycle trips to/from South Liverpool. There could potentially be a total reduction of 54 collisions a year in the 20mph speed limit areas bringing significant economic benefits. As a result of 20mph zones, highway links become more user friendly for cyclists and pedestrians, with a more attractive, and safer, environment creating the potential to encourage more cycle and walking trips. Increased physical activity improves individual mental and physical wellbeing, resulting in reduced absenteeism and more people cycling result in economic benefits. Within Merseyside's LTP3 that the economic benefits associated with increased levels of cycling are substantial (LTP3, Annexe 8). Public transport/bike trips would also be encouraged into the city centre, in particular for commuter trips. Emphasis is placed in the integration of employment, infrastructure and other facilities to promote sustainable travel, particularly cycling. Although it is difficult to quantify the potential positive impact aside from aiming for 3 trips per day per bike equates to 3000 bike trips per day once the scheme is fully up and running at the end of the LSTF period. The scheme builds on the development of quality bus corridor in St.Helens with investment in urban control systems. Use of technology schemes to improve public transport is predicted to result in a 10% increase in bus trips and a corresponding total reduction in car trips along the corridor. Improved traffic control measures will also result in a 12% reduction in delays on these corridors. The scheme will try and provide more effective use of freight vehicles. It may provide some reduction in the use of freight vehicles being used. 26