Local Transport Plan Annual Progress Report July 2003
Bruce Jamieson Director of Highways, Transportation & Waste Management County Hall Glenfield Leicester LE3 8RJ Leicestershire County Council is involved in the production of the two Local Transport Plan Annual Progress Reports for Leicestershire and Central Leicestershire.
This document is the Leicestershire Local Transport Plan Annual Progress Report 2003. It covers those parts of Leicestershire outside the Central Leicestershire area.
For further details of the Leicestershire LTP or this Annual Progress Report, please contact
Douglas Reid LTP and Programmes Manager Department of Highways, Transportation and Waste Management Leicestershire County Council County Hall, Glenfield Leicester LE3 8RJ
Telephone 0116 265 7103 e-mail [email protected] websitewww.leics.gov.uk/p_t/ltp/index.htm
The Central Leicestershire LTP Annual Progress Report is produced jointly with Leicester City Council.
For details of the Central Leicestershire LTP or the Annual Progress Report, please contact
Garry Scott Transport Strategy Leicester City Council Welford Place Leicester LE1 6ZG
Telephone 0116 252 6526 e-mail [email protected] website www.leicester.gov.uk
or Leicestershire County Council, contact details above.
The areas covered by the two documents are shown in the map opposite. ISBN 0-85-022445-4
The maps in this document are reproduced from Ordnance Survey material with the permission of the Ordnance Survey on behalf of the controller of Her Majesty’s Stationery Office © Crown copyright. Unauthorised reproduction infringes Crown copyright and may lead to prosecution or civil proceedings. Leicestershire County Council LA076724. Published 2003. Leicestershire LTP Annual Progress Report 2003
Council Council
County County
Leicestershire Leicestershire
Council Council County County
Leicestershire Leicestershire
Leicestershire LTP area Central Leicestershire LTP area
County Council boundary © Crown© Crown copyright copyright. 2003. All All rights rights reserved. reserved Leicester City Council boundary Use of this image is limited to viewing on-line and printing one copy Leicestershire County Council. LA076724 District Council boundaries LeicestershirePublished 2003 County Council. LA076724 .
i Leicestershire LTP Annual Progress Report 2003
TABLE OF CONTENTS
EXECUTIVE SUMMARY ...... iv CHAPTER 1- Introduction...... 1 CHAPTER 2 – Implementation in 2002/03...... 3 Overall Delivery of 2002/03 Programme...... 3 Major Scheme Progress – Earl Shilton Bypass ...... 5 Public Transport Bus Service Quality ...... 6 Public Transport Information...... 8 Public Transport Interchange...... 8 Passenger Rail ...... 9 Social Inclusion...... 9 Road Network and Town Centres Highway Network Improvements ...... 10 Freight ...... 10 Town Centres ...... 12 Road Safety Road Casualty Reduction ...... 12 Road Safety Education ...... 13 Speed Management ...... 14 Street Lighting and Personal Security...... 14 Walking and Cycling Walking...... 14 Cycling...... 15 Travel Behaviour School Travel...... 16 Workplace Travel Plans...... 16 Travel Awareness ...... 18 Parking Management...... 18 Maintenance and Renewal Highway Maintenance ...... 19 Bridge Maintenance/Strengthening...... 21 Wider Policies Disability ...... 21 Air Quality ...... 22 Climate Change...... 22 Land Use and Planning...... 22 CHAPTER 3 – Performance Indicators and Targets ...... 23 Local PSA for Casualty Reduction...... 23 Other Revisions to PIs and Targets ...... 23 Overall Position Core Performance Indicators ...... 23 Non - Core Performance Indicators ...... 24 Congestion and Road Safety Statements ...... 24 Public Transport ...... 25 Road Network and Town Centres...... 26 Road Safety...... 27 Walking and Cycling ...... 29 Travel Behaviour ...... 30 Maintenance and Renewal ...... 31 Wider Policies...... 32
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CHAPTER 4 – Spending Programme ...... 35 Government Allocations...... 35 Expenditure in 2002/03 Overall Progress...... 35 Detailed Breakdown of Spending Programme ...... 36 Impact of Divergences in 2002/03...... 38 The Five Year Spending Programme The 2003/04 Programme...... 40 The 2004/05 and 2005/06 Programmes ...... 42 Programme for 2006/07 and Beyond ...... 43 Non-LTP Expenditure The Discretionary Element of the Single Capital Pot ...... 43 Revenue Expenditure ...... 44 Other Sources of Funding...... 45 CHAPTER 5 – Response to Government Comments...... 47 CHAPTER 6 – Consultation...... 48 User Satisfaction with Consultation Arrangements...... 48 Key Actions Arising out of the Best Value Reviews ...... 48 Scheme Implementation...... 49 Leicestershire’s Voice Questionnaire...... 51 Local Strategic Partnerships...... 52 LTP Consultation Day...... 53 Distribution and Feedback from APR2...... 53 Stakeholder and Partnership Meetings...... 54 Regional and Cross-Boundary Consultation...... 54 Working with District Councils ...... 55 Continuous Improvement ...... 55 CHAPTER 7 – Best Practice Sharing and Learning ...... 56 Learning from Others...... 56 Sharing Our Own Best Practice...... 57 Working With Others ...... 57 Changes to Working Practice and Improved Performance ...... 58 CHAPTER 8 – Emerging Issues ...... 59 Accessibility Planning...... 59 Taxis ...... 59 Street Lighting Funding ...... 60 Government Wider Issues ...... 61 CHAPTER 9 – Overcoming Barriers to Implementation ...... 62
Glossary...... 63
APPENDICES A – Tables of Indicators and Targets B – Congestion and Road Safety Statements C – Road, Bridge and Street Lighting Data D – District Council Statements E – Best Practice F – Finance Forms
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EXECUTIVE SUMMARY
INTRODUCTION
1. This document is the third Annual Progress Report (APR) for the Leicestershire Local Transport Plan (LTP). It outlines key achievements and progress towards delivering the objectives and targets of the LTP during the financial year 2002/03. Significant progress has been made during the year in making improvements to the transport system both in terms of how the money has been spent and what has been achieved. This executive summary provides an overview of the progress that is reported through the APR.
IMPLEMENTATION IN 2002/03
2. A key requirement of the APR is to demonstrate how LTP money has been spent, what it has achieved and how this contributes to delivering LTP objectives and targets.
3. In 2002/03 Leicestershire spend was 100% of the budget (£13.288m). A slight overspend of £433k in the Leicestershire LTP area was matched by a corresponding underspend in Central Leicestershire. There were some variations within the programme but the spend and schemes delivered were broadly in line with expectation. For the few exceptions to this, explanations of the variances are provided in Chapters 2 and 4.
4. Chapter 2 also gives examples of schemes delivered during the year. Many show encouraging outcomes which demonstrate how work on the ground is helping to deliver both national and local targets. Key outcomes are:
PUBLIC TRANSPORT
• There has been excellent progress in improving public transport access in rural areas where the percentage of households with access to an hourly bus service has risen from 55% to 61%. • Improved County Council contract bus services between Coalville and Hinckley, as well as between Loughborough and Grantham have attracted 78% and 25% more passengers respectively. • The new quality bus corridor improvement between Leicester, Loughborough and Shepshed, which is nearing completion, has already attracted 27% more passengers. • The County Council has adopted a new Bus Information Strategy for formal consultation, and a sound base has been established monitoring bus passenger numbers. There is new bus operator data for relative reliability and punctuality.
ROAD SAFETY
• The new safety camera scheme started in April 2002 and has already achieved a dramatic 59% fall in killed or seriously injured casualties at safety camera sites. This is well above the average of 35% achieved by the pilot authorities. This can be attributed, at least in part, to the extensive and pro-active publicity campaign run by the County Council on behalf of the Road Safety Partnership.
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• Whilst it is too early to measure the outcomes of safety schemes completed in 2002/03, examples of earlier schemes which have led to very encouraging falls in road casualties are given in Chapter 2. These include a halving of all casualty accidents from 14 to 7 per year on the A607 between Melton Mowbray and the County boundary following relatively inexpensive route treatment including signs, road markings and speed management measures. Two local safety schemes in Coalville and Stapleton together saved six accidents per year, with none reported in the year following completion.
TRAVEL PLANS
• Good progress continues to be made with 12 more schools and 5 major employers adopting travel plans during the year in line with the challenging targets the County Council has set. • The County Council has adopted its own travel plan for County Hall including stretching targets for changes to travel patterns.
MAINTENANCE
• 26 principal road maintenance schemes were completed on 25 km of carriageway. 44 carriageway and 14 footway schemes were completed on the remainder of the network (the latter making good use of the County Council’s recycling machines). • A total of 40 km of road benefited from low noise surfacing.
MAJOR IMPROVEMENTS
5. The £6m developer funded Epinal Way Extension opened to traffic one month early in July 2003. This has given much needed relief to residents on the A6 and Shelthorpe Road in the south of Loughborough and provided some traffic relief in the town centre.
6. A reappraisal of the A47 Earl Shilton Bypass has been undertaken following the cost increases reported last year. This shows the scheme still provides excellent value for money, paying for itself four to five times over in its lifetime. Construction is expected to start in autumn 2005 subject to the Department for Transport (DfT) continuing its provisional acceptance and satisfactory completion of the statutory procedures.
PROGRESS TOWARDS TARGETS
7. Core performance indicators (PIs): of the nine core PIs which relate to national targets, five are on track, two are not and there is no clear evidence for the remaining two. This can be summarised as:
• On track: Killed and seriously injured (KSI) casualties Child KSI casualties Rural households with good access to hourly bus services Principal road maintenance Non-principal (unclassified) road maintenance. • No clear evidence User satisfaction with bus services Bus passenger numbers.
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• Not on track Level of cycling Non-principal classified road condition.
8. Of the five PIs on track, particularly good progress was made on road safety with an 11% fall in KSI casualties in 2002 (compared with 3% nationally) and a dramatic 41% fall in child KSI casualties compared with 7% nationally.
9. Excellent progress is being made on rural bus access where the Government target for 2010 will be more than exceeded by 2004/05.
10. In 2003/04 and 2004/05 DfT is allocating the County Council significantly more maintenance funds and this will ensure all maintenance targets are kept on track.
11. A review of the County Council’s programme development procedures will seek to tackle the cycling target, but this is an extremely challenging national target which most authorities are finding difficult to measure and achieve.
12. A robust new baseline has been established to measure bus patronage and the outcomes of schemes in 2002/03 are very encouraging. User satisfaction with bus services will be measured in autumn 2003 as part of the County Council’s corporate user satisfaction surveys.
13. Non Core PIs: Very good progress is being made on the 32 non-core PIs with 24 (75%) on track and only two not on track, with no clear evidence for the remaining six PIs. Chapter 3 explains the current position and steps being taken for those PIs not on track or where there is as yet no clear evidence.
SPENDING PROGRAMME
14. The County Council continues to make excellent progress in delivering its LTP spending programmes. All funds allocated to Leicestershire by the DfT in the first four LTP settlements (including the provisional LTP) have been, or are being, spent on transport. In addition very significant non-LTP sources of funding continue to be obtained to supplement the LTP programmes to help deliver the LTP objectives and targets. Table S1 sets out the County Council’s overall LTP spend in 2002/03.
TABLE S1 – OVERALL PROGRAMME AND SPEND IN 2002/03 (£000s)
LTP LTP funds Total Outturn OVERALL LTP Divergences settlement c/over from programme spend PROGRAMME for 2002/03 2001/02 2002/03 2002/03 Amount %age Leicestershire LTP 2836 390 3226 3659 +433 +13% Improvements Maintenance 6788 -815 5973 5973 0 0% Countywide Sub Total 9624 -425 9199 9632 +433 +5%
Fully Approved Major 790 0 790 790 0 0% Scheme Central Leicestershire 2560 739 3299 2866 -433 -13% LTP TOTAL 12947 314 13288 13288 0 0%
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15. Chapter 4 also includes details of transport investment that is funded from a range of sources other than the LTP. The County Council has a particularly good record of working with developers to ensure the integration of land use and transport planning. Each year around £1.6m of transport improvements are funded by developers. This is in addition to major new schemes or specific major projects valued around £16m that will help to achieve LTP objectives and have either recently been funded or will be funded in the next few years.
RESPONSE TO GOVERNMENT COMMENTS
16. Chapter 5 contains the Pro-forma C table which sets out the County Council’s response to comments made in the DfT settlement letter of December 2002.
CONSULTATION AND SHARING BEST PRACTICE
17. The County Council recognises the importance of consultation in delivering the LTP. In particular, improving the effectiveness of the measures and ensuring individual schemes meet local needs and receive local support. Chapter 6 outlines eight different aspects of consultation carried out in 2002/03 which can be summarised as:
• user satisfaction with consultation arrangements • key actions arising out of the Best Value reviews • scheme implementation • Leicestershire’s Voice questionnaire • local strategic partnerships • LTP consultation day • stakeholder and partnership meetings • working with district councils.
18. Sharing best practice is a fundamental part of the County Council’s policy of continuous improvement. The DfT considered the County Council’s approach to be of a very high standard last year and Chapter 7 with Appendix E shows how this has been taken forward in 2002/03.
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viii Leicestershire LTP Annual Progress Report 2003
CHAPTER 1 - INTRODUCTION LOCAL TRANSPORT PLANS IN LEICESTERSHIRE
1.1 Local Transport Plans (LTPs) are five year transport strategies, which set out the policies, objectives, programmes and targets for the area they cover. Local transport authorities produced their first LTPs in July 2000 for the five years from April 2001 to March 2006. Annual Progress Reports (APRs) are produced which describe progress in delivering the transport strategies and programmes. APRs are submitted to government in July each year, and are the principal means of determining how much money each local transport authority receives for transport investment in the following year. The third APRs for each LTP are required for submission this year.
1.2 There are two LTPs for Leicestershire. The Central Leicestershire LTP covers the City of Leicester together with the surrounding areas of the County, and was produced jointly with Leicester City Council. The Leicestershire LTP covers the rest of the County, but includes road and bridge maintenance for the whole County. The boundary between the two LTP areas is shown on the map at the front of this report. This is the third APR reporting progress on the Leicestershire LTP, and a separate APR has been produced for the Central Leicestershire LTP.
MAIN CHAPTERS
1.3 This APR has been produced in accordance with the guidance published by the Department for Transport (DfT) in June 2003. After this chapter the structure of the APR is as follows: Chapter 2 - Implementation in 2002/03 gives information on progress in delivering schemes. It includes a delivery table showing the numbers and types of schemes that have been implemented, progress on Earl Shilton Bypass and examples of completed schemes with their contribution to national targets, local targets and objectives. Chapter 3 - Performance Indicators and Targets provides an explanation of progress against performance indicators (PIs) and targets. Information is given on progress with every PI, making comparisons with the position in the 2002 APR (APR2). Chapter 4 - Spending Programme gives information and explanations of expenditure for the report year 2002/03, the programme for 2003/04, the five year programme and beyond, and non-LTP funding including revenue expenditure. Chapter 5 - Response to Government Comments shows how the comments made by Government on APR2 of last year have been considered and acted upon. Chapter 6 - Consultation gives an update on ongoing consultation activities and details of specific consultation during 2002/03. It also gives examples of consultation influencing the design and delivery of individual schemes. Chapter 7 - Best Practice Sharing and Learning provides a summary of ongoing and new activities where the County Council shares its own best practice and learns from the best practice of others. Chapter 8 - Emerging Issues provides information on certain transport initiatives that have arisen during 2002/03 and how the County Council is becoming involved. These include wider issues and accessibility planning. Chapter 9 - Overcoming Barriers to Implementation explains how certain issues affected progress in delivering the LTP programme and how they are being overcome.
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APPENDICES
1.4 Before the Appendices there is a Glossary which also explains all the abbreviations used in this APR. The Appendices contain information which supports the main chapters or is required by government guidance. The contents are as follows: Appendix A - Pro-forma A & B tables of PIs and Table C to support Chapters 2 and 3. Appendix B - Congestion and Road Safety Statements. Appendix C - Road, bridge and street lighting data. Appendix D - Annual statements from the six district councils in the LTP area. Appendix E - Extensive further details on best practice to support Chapter 7. Appendix F - Finance forms detailing capital expenditure and outputs.
EARL SHILTON BYPASS
1.5 An updated scheme appraisal for the Earl Shilton Bypass is being submitted to the Government at the same time as the APR. A summary of progress with the scheme, and the main results of the updated appraisal are given in Chapter 2.
IMPROVEMENTS TO THE APR
1.6 Last year’s APR2 was distributed widely, and comments were sought from nearly 200 stakeholders and other interested parties on the presentation and level of detail provided. Responses indicated that the general content is about right but that it could be improved by making it easier to read with more illustrations. This suggestion also came from the DfT with the December 2002 settlement. In response this APR has been written in clearer language and is illustrated with photographs, more maps and diagrams. In many of the chapters a set of seven overall headings has been used to make clear the different categories of LTP implementation as follows: • Public Transport • Travel Behaviour • Road Network and Town Centres • Maintenance and Renewal • Road Safety • Wider Policies • Walking and Cycling With these headings it is possible to select a particular topic, for example road safety, and follow it through from scheme delivery and achievement of targets, and on to spend programmes and how we have improved performance by exchanging best practice.
AVAILABILITY AND DISTRIBUTION
1.7 As in previous years 1000 copies of this APR are being printed and made available free of charge on request, and for inspection at all County Council service shops and public libraries. It is again being posted to nearly 200 stakeholders and other interested parties with a letter inviting comment. It is being published on the County Council web site, www.leics.gov.uk, under Local Transport Plans (see A to Z) in early August 2003.
1.8 A graphic designed colour summary leaflet is being prepared for publication in September 2003 and will be widely distributed during October 2003. As in previous years, there are arrangements for producing the APR in accessible formats and community languages on request, as indicated on the back cover of this document. Requests are handled in accordance with general County Council practice and are assisted by all LTP staff having been trained in disability awareness.
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CHAPTER 2 - IMPLEMENTATION IN 2002/03
2.1 This chapter provides information on schemes completed and progress towards implementation during 2002/03. It begins with a summary of the number and type of schemes, followed by a brief description of progress towards construction of the Earl Shilton Bypass major scheme.
2.2 The remaining parts of the chapter give a full range of examples of work done during 2002/03 for each of the LTP measures, showing how these contributed to national targets and local targets and objectives (see Chapter 3 and Appendix A for details of both national and local targets). Consultation is described separately in Chapter 6 with examples of how this has helped determine which schemes are built, what features they include and how they are designed. Table C (see Appendix A) shows how the various scheme examples and local targets contribute to national targets.
OVERALL DELIVERY OF 2002/03 PROGRAMME
2.3 The County Council continues to make excellent progress in delivering its LTP programme. A total of 68 integrated transport schemes and 84 maintenance and bridge strengthening schemes were programmed with 77 of each being built. This is a total of 2 (1%) more than programmed. A number of both positive and negative factors have influenced overall delivery. In summary: • There was some over-programming to allow for difficulties which would inevitably be encountered in delivering some schemes. • £433k extra was spent on integrated transport improvements than was originally programmed, to offset the under-spend in Central Leicestershire (see Chapter 4). • The integrated transport improvement schemes that were delayed whilst issues raised during public consultation were resolved tended to be larger, and therefore fewer, than the schemes which replaced them in the programme. • There has been increased use of consultants to supplement in-house resources which has led to a slight increase in design and supervision costs. • There is a continuing pressure for scheme costs to increase, in particular carriageway materials, which had a disproportionate impact on maintenance schemes. • Changes brought about by detailed design and public consultation altered the projected cost of individual schemes, leading generally, but by no means always, to more comprehensive schemes than were originally envisaged. The relatively low overall variance is a testament to the control exerted by the County Council as the programme developed throughout the year.
2.4 Table 2.1 shows how delivery of key areas of the programme has changed. It should be noted that the County Council’s approach to its programme development is to seek to make comprehensive improvements across a range of measures to maximise the impact and outcomes of schemes. For example, an improvement scheme on the A607 through Waltham-on-the-Wolds had the following features: • traffic calming measures to reduce speeds • measures to improve conditions for children walking to the primary school which fronts the main road, including a 20 mph zone outside the school
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• buff-coloured stone surfacing and timber street furniture to match conservation area buildings, to accentuate the impact of the new features and highlight the village environment to the motorist • extension of the existing 30 mph speed limit • dropped crossings with refuges to assist pedestrians • enhanced street lighting to improve personal security • better conditions for local cyclists within the village • mitigation of the impact of lorries on this part of the County’s strategic lorry network
2.5 Schemes like this appear under a number of measures in Table 2.1 and the totals therefore exceed the number of schemes built. On average it can be seen that each integrated transport improvement makes a significant contribution to three key areas of our programme. This ensures that the most efficient use is made of LTP funds by carrying out all work in an area at the same time. This approach was commended by the Audit Commission during the Highway Network Management Best Value Review.
TABLE 2.1 - OVERALL DELIVERY OF SCHEMES IN 2002/03
TYPES OF SCHEME OR NUMBERS OF SCHEMES SCHEME CONTRIBUTION Programmed Completed Variance Percentage
INTEGRATED TRANSPORT Public Transport Bus Improvements 6 5 -1 -17% Road Network and Town Centres Freight – Lorry Strategy 3 3 0 0% Town Centre Improvements - - - - Road Network Signing - 1 +1 - Road Safety Road Casualty Reduction 18 12 -6 -33% Speed Management 22 20 -2 -9% Home Zones 1 - -1 - Street Lighting 18 17 -1 -5% Walking and Cycling Walking Improvements 44 43 -1 -2% Cycling Improvements 24 31 +7 +29% Travel Behaviour School Travel Improvements 20 22 +2 +10% School Travel Plans 12 13 +1 +8% Workplace Travel Plans 5 5 0 0% Travel awareness campaigns 4 4 0 0% Wider Policies Disability Improvements 44 43 -1 -2% TOTAL 221 218 -3 -1% MAINTENANCE AND RENEWAL Footway maintenance 16 14 -2 -13% Carriageway maintenance 71 66 -5 -7% Noise reducing surfaces 51 44 -7 -14% Bridges strengthening 9 2 -7 -78% Bridge structural maintenance 19 16 -3 -16% TOTAL 166 142 -24 -14%
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INDIVIDUAL VARIANCES EXCEEDING 25%
2.6 The casualty reduction programme resulted in six schemes (33%) fewer than planned. The original programme over estimated the number of schemes which could be completed with available funds. Nevertheless, excellent progress is being made towards casualty reduction targets (see 3.27 to 3.34), and the County Council has entered into a local Public Service Agreement (PSA) with stretching targets for killed or seriously injured casualties on all roads except motorways, and additional funds have been made available for local safety schemes (see 4.36). We are also carrying out a review of our road safety scheme development procedures as a key element of the local PSA which will lead to improved control of this area of the programme.
2.7 Seven (29%) more cycling improvement schemes were completed than planned. This was largely due to cycle parking schemes at libraries, the outcome of which is reported below (see 2.50).
2.8 The number of bridge strengthening schemes completed was seven (78%) less than programmed. This was largely as a result of negotiations with British Waterways which led to a delay in strengthening six canal bridges. These now have temporary weight restriction orders, with a view to strengthening taking place as soon as possible. British Waterways required the County Council to take ownership of the bridges before strengthening, and negotiations on this proved difficult. They have now provisionally agreed to the County Council strengthening these bridges before formal transfer of ownership. It is anticipated that this will be done in 2003/04.
MAJOR SCHEME PROGRESS – EARL SHILTON BYPASS
2.9 A detailed Annex E appraisal for Earl Shilton Bypass was submitted with the LTP and the scheme received provisional acceptance in the December 2000 settlement. In October 2001 public consultation, including an exhibition was held to gauge opinion and inform residents of the proposals for the Bypass. With subsequent design work, an improved scheme was developed including a traffic signal junction at Elmesthorpe Lane, and a traffic signal junction instead of a roundabout at Station Road. The new side road connections, together with extensive earth bunding, will reduce the impact on nearby properties, and improve conditions for pedestrians and cyclists.
2.10 A number of factors particularly relating to land compensation, construction price inflation and statutory undertakers costs led to an increase in the estimated cost of the Bypass which was reported in APR2. To retain provisional DfT acceptance the December 2002 settlement required a new scheme appraisal to be produced because of the changed circumstances. The County Council approved the preferred scheme in December 2002 and the planning application was submitted in January 2003.
2.11 Following detailed consideration, County planning officers are recommending that Members grant planning permission at a Regulatory Board meeting in autumn 2003. The anticipated start of construction has been amended from summer 2005, reported in APR2, to autumn 2005 to allow for additional ecological and archaeological studies (which are likely to be a condition of planning permission) and statutory utility works.
2.12 Although the scheme cost has increased from £8.9m to £14.2m (which is £0.6m more than was estimated in APR2), the updated scheme appraisal, submitted with this APR, shows that the Bypass continues to give excellent value for money. The appraisal has been carried out to meet the most recent DfT guidance and Government Treasury
5 Leicestershire LTP Annual Progress Report 2003 requirements. The results show that the scheme will pay for itself four to five times over during its life. This is better than when the scheme was submitted with the LTP. The updated appraisal provides a robust basis for confirming provisional DfT acceptance.
PUBLIC TRANSPORT BUS SERVICE QUALITY (NATIONAL TARGET PSA 2) Specific objective – Increase bus passenger journeys
2.13 The Public Transport Best Value Review, completed in 2001/02 was described in APR2. Its main recommendation was that 95% of Leicestershire people should live within 800m of an hourly or more frequent daytime bus service. This is being fulfilled by expansion of the hourly bus network to improve the availability of public transport and increase the number of passenger journeys to contribute to the national target (PSA 2) and local targets (see 3.14 and 3.16).
2.14 The expansion of the hourly bus network has been planned in detail. The starting point was the 2001/02 hourly or more frequent network, which included most of the commercial services together with the contract services in the more rural parts of the County. The expansion of routes was planned by mapping the population data for all settlements in Leicestershire. This identified households that are more than 800m from an hourly service and have a road suitable for bus services within that distance. A network of additional hourly routes was devised to serve 95% of households in the County in the most cost effective way.
2.15 The additional hourly services are being introduced over a three year period ending in 2004/05. These will all be County Council contract services funded from the revenue budget. During 2002/03 the first phase of the additional routes was completed. These new or increased frequency routes are mainly in the east of the County together with a key inter-urban route across the south of the County connecting Market Harborough to Hinckley via Lutterworth. Further phases of the programme to complete the hourly network will see many new or enhanced routes in other areas of the County. Details of the network are shown in Figure 2.1.
2.16 Existing and new contract bus services, including the expanding hourly network, are subject to promotion and monitoring of performance. The growth in the number of journeys on these services is expected to make a significant contribution to overall growth in bus travel, and a new separate PI and target for this is described in Chapter 3 (see 3.16). Whilst overall growth will be reported with this new PI in future APRs, excellent outcomes have been recorded for contract services in 2002/03. The enhanced service between Coalville and Hinckley attracted 78% more passengers in its first year, and there was growth of 25% on the new hourly service between Loughborough and Grantham in Lincolnshire. In total, the percentage of households with good access to an hourly bus service increased from 89% in 2001/02 to 90.5% in 2002/03.
2.17 The commercial bus network has seen major progress towards completion of the Quality Bus Corridor from Leicester to Loughborough and Shepshed. Bus operator Arriva Midlands introduced 17 new double deck buses on routes 125/6/7, and services are operating in accordance with the partnership agreement. Good progress has been made with upgrading bus stops, including new shelters, raised kerbs for level access and faster boarding, and StarTrak real time displays. Following local consultation, many bus stops were completed during 2002/03 and the programme will finish in autumn 2003. Initial figures from Arriva Midlands show that passenger journeys have grown by 27% compared with 2001/02 figures before implementation.
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FIGURE 2.1 - HOURLY OR BETTER BUS SERVICE NETWORK (AT LEAST 7 AM TO 7 PM, MONDAY TO SATURDAY)
Council Council
County County
Leicestershire Leicestershire
Council Council County County
Leicestershire Leicestershire
Commercial and contract services in place prior to 31 March 2002 Contract services introduced during 2002/03 Contract services to be introduced during 2003/04 or 2004/05
©© Crown Crown copyright copyright. 2003. All rights All rights reserved. reserved Central Leicestershire LTP area UseLeicestershire of this image County is limited Council to viewing LA076724 on-line and printing one copy. City of Leicester LeicestershirePublished 2003 County Council. LA076724
7 Leicestershire LTP Annual Progress Report 2003
2.18 The main expansion to the StarTrak real time information system was on the Leicester-Loughborough-Shepshed bus corridor. This gives passenger information, as well as providing monitoring data and improving punctuality and reliability as referred to in the national target (PSA 2). Recent work has focused on improving reliability of the system, including the validation of predicted arrival times as well as the training of control centre operators and bus drivers to ensure the system provides accurate information.
PUBLIC TRANSPORT INFORMATION (assists national PSA 2) Specific objective - Increase awareness of public transport travel opportunities
2.19 A key achievement is the preparation of a Bus Information Strategy as required by the Transport Act 2000. This has been developed as a joint strategy in partnership with Leicester City Council and recognises the importance of the City as a destination and interchange for bus travel from many parts of the County. The bus operators were involved in developing the strategy on which formal consultation started in July 2003. A key component of the strategy is a proposed specification for the coverage, quality and availability of the following information: • printed information displayed at bus stops • the Traveline telephone enquiry service • internet access to the Traveline database • timetable leaflets/booklets for commercial and contract services • bus maps/guides at various levels of detail • real time bus information at bus stops, by text message or internet • designated Travel Shops for personal enquiries • service disruption notices • on vehicle information from drivers and displays. Implementing the strategy will provide a better awareness of bus services, and play an important part in encouraging travel by bus. This will help meet both the national target (PSA 2), and the local target (see 3.21) for satisfaction with public transport information.
2.20 In November 2002, the StarTrak real time information system was enhanced to provide text messages to mobile phones. Under the name of StarText, this was one of the first such services in the country, and one of three innovations shortlisted for the Annual Bus Industry National Transport Awards in June 2003. Information is obtained by entering a bus stop code into a mobile phone and sending it as a text message. A rapid StarText reply gives the waiting times for the next buses from the chosen stop. This enables passengers to plan when they need to walk to the bus stop. By March 2003, the StarText service was responding to 600 messages per day.
PUBLIC TRANSPORT INTERCHANGE (assists national PSA 2) Specific objective – Make public transport interchange more effective
2.21 Two interchanges have benefited from significant improvements to bus services. A new hourly County Council contract bus service operates from Foxton and Fleckney via the town centre of Market Harborough and the railway station. At Loughborough Station interchange, frequent services from the town centre, university and East Midlands Airport have been enhanced by the extension of a commercial service from Shepshed which previously terminated in the town centre. Both of these interchange stations have a half- hourly Midland Mainline train service throughout the day.
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2.22 Good progress has been made in planning the improved interchange in Melton Mowbray. Bus interchange facilities in the town were reviewed as part of the Rural Bus Challenge project. St. Mary’s Way, in the heart of the town centre, was found to be the best location having considered other options. The scheme is due to be implemented in 2003/04 and will contribute to the local target (see 3.22) for improved interchanges.
PASSENGER RAIL Specific objective – Increase passenger journeys by train
2.23 Work has focussed on the Ivanhoe Line train service and its stations between Leicester and Loughborough. This service is financially supported by the County and City Councils and has benefited from initiatives arising from the Public Transport Best Value Review. These include improvements to revenue protection, increasing customer satisfaction and better marketing. A County Council programme of station and train service inspections has been established to support more effective liaison with train operator Central Trains in addressing operational and maintenance issues.
2.24 The marketing initiative has targeted the catchment areas of the new Ivanhoe stations between Loughborough and Leicester. Early in 2003 a series of one month, two- for-one travel offers were made to residents of Sileby, Barrow upon Soar and Syston. Syston station, which is in the Central Leicestershire LTP area, has also benefited from enlargement and resurfacing of the station car park. The outcomes will be monitored by comparing 2002/03 and 2003/04 passenger figures for each Ivanhoe station. It is expected that this will show a significant contribution to the local target (see 3.23) for travel by train.
SOCIAL INCLUSION (NATIONAL TARGET 10YP 6) Specific objective – Improve social inclusion through the availability of public transport
2.25 There was significant expansion of the hourly, or more frequent, bus network as described under Bus Service Quality (see 2.13 to 2.15) and illustrated in Figure 2.1. The proportion of rural households within 800m of the hourly or more frequent bus network increased from 55% in 2001/02 to 61% in 2002/03. The local target described in Chapter 3 (see 3.24) is for this proportion of rural households to reach 76% in 2004/05. By increasing the proportion from a base of 55% to 76%, the national target (10YP 6) of a one-third increase by 2010 will have been exceeded in Leicestershire and reached five years ahead of schedule.
2.26 When the 2004/05 local target has been met, 24% of rural households will remain more than 800m from the hourly bus network. The residents of these households will comprise the 5% of all Leicestershire people who will benefit from complementary public transport services being developed in line with the recommendations of the Public Transport Best Value Review. During 2002/03 the main activity has been the planning of new rural community transport and taxi based services to nearby centres to meet the priority local needs and connect with the hourly bus network as it expands during the next two years.
2.27 The enhanced Leicestershire Councils Concessionary Travel Partnership was described in APR2, and is key to the County Council’s effort to tackle social exclusion. With an additional £1m of County Council revenue funding, the scheme entitlements considerably exceed the minimum requirements that the Government expects district councils to provide, and include enhanced provision for young people.
9 Leicestershire LTP Annual Progress Report 2003
2.28 Of particular benefit is the inclusion of countywide and cross-border travel so that people are not restricted to services in their own district area. Since early 2003 bus and local train travel has been allowed before 09.30 in the morning for all elderly and disabled concession holders. From the start of 2003/04, the annual value of travel tokens for qualifying concession holders has been increased from £22 to £33.
ROAD NETWORK AND TOWN CENTRES HIGHWAY NETWORK IMPROVEMENTS (assists national PSA 2) Specific objective – Concentrate traffic movements and growth on the safest and most suitable roads
2.29 Progress towards construction of Earl Shilton Bypass is described earlier in this chapter (see 2.9 to 2.12). Regarding completed major schemes, Ashby Bypass opened to traffic in March 2002 and a detailed before and after study was completed in autumn 2002. For the Burton Road section of the previous route through the town, this confirmed the 61% traffic reduction reported in APR2. This reduction included 94% fewer lorries, and there were lorry reductions on other routes, as described under Freight (see 2.31). The study also included separate journey time surveys for cars and buses. These confirmed the relief of congestion, with bus running times during congested periods of the day reduced by as much as 87% along the surveyed routes.
2.30 Construction of the Epinal Way Extension road south of Loughborough started in August 2002 with a 12 month contract. As described elsewhere (see 2.77 and 4.35), the scheme has been fully funded by an adjacent housing development. Good progress has been made, with the opening taking place one month early in July 2003. The effects of the scheme on traffic routes, including benefits to buses, will be studied during winter 2003/04 after conditions have settled down. Much of the survey data will be used to finalise the updating of the Loughborough traffic model, which will then be fully available for studies of the town and the proposed Inner Relief Road. FREIGHT Specific objective - Facilitate the efficient and sustainable movement of freight by road, move more freight by rail and by waterways where appropriate.
2.31 As reported in APR2, a zonal weight restriction was introduced in the Ashby Woulds area to the west and south of the town centre. This was to coincide with the opening of the Ashby Bypass in March 2002. Running north of Ashby, the Bypass immediately removed most lorries from the Nottingham Road and Burton Road routes through the town centre. Lorry reductions on other roads, not directly relieved by the Bypass are as a result of the zonal weight restriction. Traffic counts in September 2002 showed 90 fewer lorries per 12 hour day on the B5003 Moira Road. This represents a 53% reduction compared with May 2000. On Station Road to the south of the town centre, the reduction was 61%, with 108 fewer lorries per 12 hour day.
2.32 Two substantial zonal weight restrictions were implemented in the southern part of the County. The first of these protects an area to the east of Earl Shilton and has reduced lorry movements through the village of Thurlaston. The other much larger area lies between the A426 and A5109, extending from the edge of Leicester to as far south as the A4304 route between Lutterworth and Market Harborough. This protects many small rural communities from lorry movements, as well as relieving Countesthorpe in the Central Leicestershire LTP area. The two zonal weight restrictions in 2002/03 contribute significantly to the local target (see 3.26).
10 Leicestershire LTP Annual Progress Report 2003
Public Transport Information: StarTrak bus Public Transport Interchange: Loughborough stop at Quorn, on the Leicester-Loughborough railway station, showing the new Shepshed Quality Bus Corridor. Inset: StarText plate shuttle service
Highway Network Improvements: Epinal Way Road Casualty Reduction: Gateway Extension under construction, view towards treatment, part of the A607 route treatment from Loughborough Rearsby to the Leicestershire boundary
Speed Management: 20 mph speed limit Road Safety Education: A selection of the Road Safety Education: outside Waltham on the Wolds Church of leaflets produced by the County Council’s Road England Primary School Safety Section
11 Leicestershire LTP Annual Progress Report 2003
TOWN CENTRES (assists national PSA 2 and 10YP 5) Specific objective – Enhance the vitality of town centres
2.33 Good progress was made towards the schemes in Hinckley and Ashby-de-la- Zouch. The detail of the Hinckley Town Centre scheme was the subject of extensive consultation. Following initial utility works in March and April 2003, main construction started in May 2003. The scheme will remove most traffic from Regent Street and allow better access for pedestrians, cyclists and buses. The Ashby Town Centre scheme, with similar aims, will maximise the benefits of the Bypass which opened in March 2002. Following consultation on alternative proposals during 2002/03, consultation on the scheme details is due in autumn 2003 with construction expected to start in 2004.
ROAD SAFETY
ROAD CASUALTY REDUCTION (NATIONAL TARGET PSA 3) Specific objective - Reduce road casualties
2.34 The most significant achievement in 2002/03 was the start of the Safety Camera Scheme and in particular the initial outcomes. The scheme began in April 2002 and is managed by the Leicester, Leicestershire and Rutland Road Safety Partnership. It builds on the existing seven red light camera sites and four fixed speed camera sites over the whole County. Thirty four fixed and mobile speed camera sites became operational in the year, with the mobile sites using six camera units attending in rotation, and the launch of the scheme marked by two extensive awareness and publicity campaigns.
2.35 Early results show a 26% reduction in casualty accidents at the sites, and an even more dramatic fall of 59% in the number of people killed or seriously injured. From the outcomes so far, it is clear that the scheme is making a major contribution to the national target (PSA 3), as well as the local PSA and other local targets (see 3.27 to 3.34). For example, the number of people killed or seriously injured on all roads in the LTP area dropped from 300 in the calendar year 2001 to 266 in 2002, a reduction of 11%.
2.36 Included in the casualty reduction schemes was the whole of the A607 between Rearsby and Melton Mowbray. This involved road signing and extensive new 40 mph or 50 mph speed limits. Through the village of Kirby Bellars additional work was carried out to limit speeds which included village entry signs, pedestrian refuges and alterations to the road layout. The predicted savings for the whole route are 4.3 casualty accidents per year, with the actual outcome due to be monitored after the scheme has been in place for at least a year.
2.37 Accidents involving vehicle skidding have been tackled at several locations. On Leicester Road in Hinckley a substantial scheme involving super-elevation of a bend with anti-skid coloured road surfacing, rumble strips and speed limit changes was completed. It is predicted to save 2.7 casualty accidents per year. A smaller scheme in Osgathorpe to the west of Shepshed using anti-skid surfacing is predicted to save 0.7 casualty accidents per year. Other casualty reduction schemes with anti-skid surfacing include the A6006 at Wymeswold and various locations on the A444 in Hinckley.
2.38 It is too soon to know the outcomes of the 2002/03 casualty reduction programme but there are some excellent outcomes from schemes completed in 2001/02. Along the A607 between Melton Mowbray and the County boundary, casualty accidents more than halved from 13.8 to 6.8 per year. On Warren Hills Road in Coalville, there were no casualty accidents in the year after the scheme, amounting to 3.7 fewer per year. Similarly
12 Leicestershire LTP Annual Progress Report 2003 on the A447 at Stapleton there was a saving of 2.7 per year with no casualty accidents in the year after the scheme. To fully establish the outcomes of these examples, and all other casualty reduction schemes in the programme, monitoring will continue for at least three years after completion.
2.39 Significant accident savings have also been made from traffic calming schemes implemented before 2002/03 which reduced speeds and improved facilities for walking and cycling. Analysis of the outcomes of six schemes, which have been in place long enough to draw firm conclusions, show an average saving of three casualty accidents per year for each scheme. This is a reduction of 40%. Several 2002/03 schemes of this type are described under Speed Management (see 2.44 and 2.45), Cycling (see 2.53 and 2.54) and School Travel (see 2.56). These are all expected to produce significant savings in casualty accidents and contribute to the national target (PSA 3), the local PSA and other local targets (see 3.27 to 3.34).
ROAD SAFETY EDUCATION (assists national PSA 3) Specific objective - Promote road safety through training, education and awareness
2.40 Road safety education continued in 2002/03 with the aims of reducing casualties and promoting good road safety practice, particularly in children, whilst encouraging more sustainable travel. The work with schools included cyclist training, practical pedestrian training, classroom visits, theatre in education, pre-driver courses, the junior road safety officer scheme and transition modules. As in 2001/02, 16 driver improvement courses were given for 220 offenders as an alternative to prosecution. For pre-retirement and older drivers, 120 people attended the 15 seminars in 2002/03. The Safer Driving with Age (SAGE) initiative, introduced in 2001/02, was extended to further areas of the County and saw an increase in uptake during the year to around 150 clients.
2.41 There were 26 road safety publicity campaigns and promotions in 2002/03, many of which were linked to DfT national campaigns. The various media included local radio, leaflets, posters, the backs of buses and colour buses. As in 2001/02, there were 10 road safety exhibitions staged in association with particular campaigns and events. These included Bike to Work, Drink Drive and Walk to School campaigns.
2.42 With co-ordination through the Road Safety Partnership, some campaigns were linked to particular enforcement activities, including the wearing of seat belts, use of mobile phones and drinking and driving. Mobile radar speed displays have been used to good effect at over 1300 locations during the year. In the last two years the County Council has won four national and regional awards for radio adverts developed for child pedestrian and young driver safety messages.
2.43 With powered two wheelers, there has been concern throughout the region at the increase in the number of riders killed or seriously injured in recent years. To focus on these particular problems and address them in a co-ordinated way, 2002/03 saw the formation of a new motorcycle safety partnership for the East Midlands with the adopted title of Shiny Side Up. As in 2001/02, the Leicester and Leicestershire Motorcycle Forum continues to work with the County Council to support the interests of local riders and share good practice.
13 Leicestershire LTP Annual Progress Report 2003
SPEED MANAGEMENT (assists national PSA 3) Specific objective – Reduce vehicle speeds in sensitive areas
2.44 During 2002/03 there has been increasing emphasis on reducing vehicle speeds in the vicinity of schools. In the village of Heather, to the west of Ibstock, a number of speed tables and pedestrian refuges have been particularly effective in slowing down traffic near the primary school. There have also been extensions to the 30 mph limit as well as a new 50 mph limit along the road from Ibstock, reducing to 40 mph before entering Heather. Speed reductions of up to 40% have been achieved with this scheme. Similar methods have been used in Market Harborough where speeds along the Ridgeway, a busy residential road, have been much reduced near the primary school.
2.45 At Waltham on the Wolds on the A607 between Melton Mowbray and Grantham, sign gateway treatments and pedestrian refuges have been installed. The existing 30 mph speed limit has been extended and a 20 mph limit introduced in the village centre near the primary school. Speeds have dropped by 20% on entry to the village and by 22% near the school. In Hinckley, similar reductions have been achieved with a new mini roundabout and sheltered parking along Stoke Road and Hollycroft on the north side of the town. On Kirk Hill in Shepshed a new mini roundabout and zebra crossing has reduced speeds in the vicinity of the school crossing patrol making it safer.
STREET LIGHTING AND PERSONAL SECURITY (assists national PSA 3) Specific objective - Maintain and improve street lighting and improve personal security
2.46 The community safety lighting improvement programme has continued with all requests for lighting schemes being considered by the district community safety partnerships. Potential schemes were ranked by each of the Partnerships taking into account crime statistics. A particularly successful outcome was achieved on Almeys Lane in Earl Shilton. During the six months preceding the scheme, there were nine crimes, one of which involved violence. In the six months after the scheme, only a single non-violent crime was recorded. A similarly successful result was achieved with the lighting improvement scheme along Astley Road also in Earl Shilton.
2.47 The other main priority for street lighting improvement has involved replacement of nearly 1000 structurally unsound lighting columns as part of the ongoing programme for the renewal of lighting installations. At the same time as replacing the columns, the opportunity has been taken to upgrade lighting levels to the British Standard to further help reduce road casualties, crime and the fear of crime in the areas where renewal has taken place.
WALKING AND CYCLING
WALKING Specific objective - Increase safe walking
2.48 The footway network was extended at a number of locations in the County. At Bottesford, an inadequate narrow footway has been widened to encourage walking from nearby areas of housing, particularly to Belvoir High School and Community College, and also the Bottesford Church of England primary school. The latter has adopted a school travel plan and an increase in walking has been reported. In Market Bosworth a new footway has been built to provide a missing link between Dixie Grammar School and the nearby playing fields.
14 Leicestershire LTP Annual Progress Report 2003
2.49 The level of Shenton Lane in Dadlington was raised through a cutting to provide enough width for a long awaited footway, and giving the safety benefit of increased visibility between pedestrians and vehicles. Other footway improvement schemes were completed at Newbold Verdon, Ratcliffe-on-the-Wreake and Barlestone. Zebra crossings were installed in Loughborough, Hinckley, Melton Mowbray and Ashby-de-la-Zouch, the latter being of particular benefit to a school crossing patrol. Comprehensive pedestrian facilities were provided at a new traffic signal junction on Broomleys Road in Coalville.
CYCLING (NATIONAL TARGET 10YP 5) Specific objective - Increase safe cycling
2.50 A Countywide scheme has provided cycle parking stands outside 33 public libraries, with 15 in the Leicestershire LTP area. This initiative had its origins in the County Council’s contact with the Cyclist’s Touring Club. Surveys of users took place during April 2003 at 10 locations to establish satisfaction levels and influences on travel behaviour. Over 90% of the people interviewed expressed a high level of satisfaction with the new facilities. Although none of the respondents were new to cycling, many said that they cycled more often because of new cycle racks. This outcome shows good cycle parking clearly contributing to the national target (10YP 5) and local target (see 3.43).
2.51 A new cycle route along the A47 road is being built between Earl Shilton and the outskirts of Leicester. During 2002/03 a significant section of the route was completed near Leicester Forest West, providing 4.4 km of cycle lane where the carriageway width exceeds current traffic requirements. Work took place in conjunction with carriageway maintenance and has produced an excellent riding surface for cyclists.
2.52 The Market Harborough Millennium Mile project was described in APR2 with a 12% increase in cycling to a nearby community college. A further phase was completed with a bridge for pedestrians and cyclists being extended northwards over the River Welland and connecting with Route 6 of the National Cycle Network. During June 2003, a sample of cyclists was interviewed at the bridge. The facilities in six categories were rated average by 26%, good by 35% and very good by 39% of cyclists. The greatest satisfaction was with directness and surface quality. Although there were some concerns about mixing with pedestrians, there was a wish to see further schemes of this type.
2.53 At Woodmarket in Lutterworth, there have been significant benefits to cyclists from a traffic calming scheme which included speed tables, sheltered parking and a mini- roundabout. To gauge the likely outcome for cycling, parents and pupils from the nearby John Whycliffe primary school were surveyed during May 2002. Cycling to school was clearly a popular option for Year 6 pupils, and 80% of their parents are willing to allow this following completion of the scheme and with secure cycle parking. Many parents of pupils living further afield who are currently most likely travel to school by car support Year 6 cycle training.
2.54 As demonstrated by the Lutterworth example, schemes to reduce traffic speed are effective in encouraging more cycling to school. Other schemes of this type include Maxwell Drive in Loughborough, for cycling to the Stonebow Primary School and local shops. Cycling to schools has also been assisted by traffic calming on Dieppe Way in Melton Mowbray and a 20 mph zone in the Forest View area of Hinckley. Work in rural areas included a National Byway heritage cycle route via country lanes between Melton Mowbray and Market Harborough. The quality of the County Council signing for this cycle route has been particularly commended by the National Byway company.
15 Leicestershire LTP Annual Progress Report 2003
TRAVEL BEHAVIOUR
SCHOOL TRAVEL (assists national PSA 2 and 10YP 5) Specific objective - Promote fewer car arrivals at school
2.55 Many schemes assisting the journey to school are described under Walking, Cycling and Speed Management (see 2.44, 2.45, 2.48, 2.53 and 2.54). There are encouraging results at the John Whycliffe primary school in Lutterworth, where in the 12 months from July 2002 the percentage of children walking to school has risen from 49% to 57%. There has been a corresponding fall from 42% to 36% in those arriving by car. These figures indicate a 16% increase in walking and 14% reduction in car arrivals, and demonstrate the appropriateness of the local targets (see 3.38 and 3.46).
2.56 In Melton Mowbray a scheme for the John Fernely High School was completed on Scalford Road with speed cushions, a speed limit extension, footway widening and a zebra crossing. Also in Melton, at the Brownlow primary school, a cycle permit scheme was introduced to provide secure parking for children and parents who cycle to school. In Loughborough, three routes to Mountfields Lodge Primary School were marked out with Safer Trail Footprints as part of the adopted school travel plan (STP). Progress towards the local target for STP adoption is described in Chapter 3 (see 3.44 and 3.45).
2.57 The County Council has acquired three yellow school buses on a six year lease to try out the American approach to school travel. Since March 2003, these high capacity single deck buses have been used on different types of route to high or upper schools, and operate with specially trained drivers, security cameras, and allocated seating with seat belts. All aspects of the scheme will be monitored to show outcomes and determine the future provision of this type of service. In due course, this new type of public transport will make a modest contribution to the national target (PSA 2).
2.58 Walking bus routes have increased and there are now nine routes operating at five schools, ensuring groups of children are escorted safely on foot. Three of these schools are in the Central Leicestershire LTP area, one of which has two separate routes. On average 115 pupils use the Walking Buses each day and there has been an estimated total reduction of 75 car arrivals per day at the five schools. Park and Stride schemes have been established at 10 primary schools to encourage walking from the nearest car park. For St. Pauls School in Woodhouse Eaves, 20 cars have switched to using the village car park from which a new footway has been built to the school. These results show a clear contribution to the local target (see 3.46).
WORKPLACE TRAVEL PLANS (assists national PSA 2 and 10 YP 5) Specific objective – Reduce car use generated by workplaces
2.59 The Leicestershire County Hall Workplace Travel Plan (WTP) was adopted in March 2003. It has since been subject to formal consultation with all 1900 County Hall staff, including the Fire Service headquarters. The WTP includes a wide range of actions to limit single occupancy car travel, promote more efficient car use for journeys during work, and limit demand for more parking spaces. By the end of 2004/05 the actions are intended to: • at least triple the number of active registered car sharers • increase by 50% the number of staff who regularly travel by bus • increase by at least 50% the number of staff who walk or cycle to work. Adoption of the County Hall WTP fully achieves the local target (see 3.47).
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School Travel: A ‘Walking Bus’ to the primary school in Queniborough, and one of the fleet of American-style yellow school buses currently on trial across the county
Cycling: The Millennium Mile project in Market Bridges: The new bridge carrying the Epinal Harborough extends over the River Welland Way Extension, Loughborough, over the Great with this new footway/cycle bridge Central Railway
Highway Maintenance: The TRITON road Disability: One of the Optare low-floor buses noise measurement vehicle has led to operating around Leicestershire significant savings in surfacing costs
17 Leicestershire LTP Annual Progress Report 2003
2.60 Progress with WTPs was described in some detail in APR2 and its supporting document. This included a map showing workplaces in the whole of the County with more than 250 staff. The details also included the eight WTPs adopted up to 2001/02. During 2002/03 a further five WTPs have been adopted in the whole County as follows:
• Caterpillar Logistics Services, Desford (second WTP with major site expansion) • DHL Worldwide Express, East Midlands Airport • Harborough District Council, Market Harborough • Leicestershire County Hall, Glenfield (see 2.59 above) • North West Leicestershire District Council. These WTP adoptions contribute to the local target (see 3.48) TRAVEL AWARENESS (assists national PSA 2 and 10 YP 5) Specific objective - Promote less car use generally
2.61 Work continued in 2002/03 linked with national and international travel awareness campaigns. The County Council sees that these are publicised locally and through the National TravelWise Association website. This work contributed to the National Festival of Cycling in June 2002 and the European Car Free Day in September 2002. In October 2002, the County Council organised a Walk to School Week in the County and also in Leicester on behalf of the City Council. The Wednesday of that week was the International Walk to School Day. For the first three days of the week there was a 14% increase in walking to school compared with normal levels. This confirms the scope for meeting the local walking target (see 3.38).
PARKING MANAGEMENT Specific objective - Limit the growth in commuting by car
2.62 For the central areas of the six main town centres the target is to reduce by 10% the number of publicly available free commuter spaces (see 3.50). APR2 referred to a survey of town centres, and the expectation that some commuter parking spaces would be prioritised for short stay use. The details of the survey are as follows:
PUBLICLY AVAILABLE FREE COMMUTER PARKING SPACES – JUNE 2002 TOWN CENTRE On street Off street Combined % of Total Loughborough 0 0 0 0 Melton Mowbray 58 0 58 3 Ashby-de-la-Zouch 103 135 238 11 Hinckley 33 343 376 17 Market Harborough 17 664 681 30 Coalville 44 847 891 39 TOTAL 255 1989 2244 100
2.63 In Market Harborough concerns have been raised about the lack of short term parking for shoppers and visitors. Consequently many of the 681 long stay spaces are likely to be converted to short stay spaces. Similar changes are being introduced in Coalville. The changes in the combined total are expected to eventually exceed the local target (see 3.50) for reducing by 10% the 2244 existing commuter parking spaces.
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MAINTENANCE AND RENEWAL
HIGHWAY MAINTENANCE (NATIONAL TARGET 10YP 7) Specific objective - Maintain the highway network to a standard that provides for the safe and efficient movement of people and goods, and does not inhibit walking and cycling.
2.64 Principal road condition continues to improve with the life expired proportion falling from 18.1% in 2001/02 to 16.8% in 2002/03, as gauged by deflectograph surveys. This was achieved in a year for which the National Road Condition Survey recorded a general deterioration in principal roads. For the whole County, historic and expected future condition and expenditure are shown in Figure 2.2, which updates the graph in the APR2 supporting document. This shows the deterioration being halted in 2001/02 and the backlog being progressively eliminated in line with the national target (10YP 7) and local target (see 3.51). The difference between the two types of dotted line shows how actual progress is better than was predicted in the LTP.
2.65 During the year 26 maintenance schemes on principal roads were completed involving 25 km of carriageway. From the independent deflectograph surveys in April each year much information is available to ensure the precise targeting of maintenance work. This is supported by visual inspection data when planning the most cost effective methods of renewal. Where possible, the opportunity was taken to integrate these works with improvements under other measures. For example, new cycle lanes (see 2.51) with the strengthening and resurfacing of the A47 at Leicester Forest West.
2.66 For non-principal and unclassified roads, outcomes and changed methods of calculating PIs are described in Chapter 3 (see 3.52 to 3.54). For footways, the outcome is given in Chapter 3 under the heading of Walking (see 3.39). A total of 44 carriageway and 14 footway schemes were completed in 2002/03, the latter making good use of the two County Council footway recycling machines. Of the 44 carriageway schemes, 32 were on the B and C class roads where increasing work is still required to halt the deterioration and move towards the national target (10YP 7).
2.67 As with principal roads, maintenance work has been increasingly integrated with improvements, for example on Belvoir Road in Coalville, where resurfacing was combined with a local safety scheme to improve a junction and enable relocation of a school crossing patrol. To avoid subsequent traffic disruption, resurfacing was carried out on Barkby Road at Thurmaston in conjunction with the substantial developer funded road improvements prior to the opening of a major supermarket. Apart from preventing subsequent periods of traffic disruption, this way of arranging maintenance gives better value for money all round.
2.68 A key outcome of carriageway maintenance is the environmental benefit gained by resurfacing roads with noise reducing materials. The choice of materials is determined by considering the proximity of people living near the road, the speed of traffic and the safety record. This process has been assisted by precise measurements of tyre noise using the TRITON vehicle commissioned from the Transport Research Laboratory. In restoring the skid resistance of the A512 Coleorton Bypass, the TRITON results justified the selection of a fine textured surface dressing instead of more conventional and expensive low noise materials. Including this innovative scheme, a total of 40 km of road benefited from low noise resurfacing during the year.
19 FIGURE 2.2 - PRINCIPAL ROAD EXPENDITURE AND RESIDUAL LIFE (APRIL 2003) 60 3
ACTUAL REVISED ESTIMATES (Updated 2003) % < 0 Years Residual Life % < 0 Years Residual Life % < 4 Years Residual Life 50 % < 4 Years Residual Life 2.5 Principal Road Expenditure Principal Road Expenditure
40 2 MILLION) (£ EXPENDITURE % YEARSRESIDUAL LIFE
30 1.5
20 1
LTP STRATEGY ESTIMATES (2000) 10 0.5 % < 0 Years Residual Life % < 4 Years Residual Life Principal Road Expenditure
0 0
3 4 5 6 7 8 9 0 1 2 3 4 5 6 7 8 9 0 1 /9 /9 /9 /9 /9 /9 /9 /0 /0 /0 /0 /0 /0 /0 /0 /0 /0 /1 /1 2 3 4 5 6 7 8 9 0 1 2 3 4 5 6 7 8 9 0 99 99 99 99 99 99 99 99 00 00 00 00 00 00 00 00 00 00 01 1 1 1 1 1 1 1 1 2 2 2 2 2 2 2 2 2 2 2
FINANCIAL YEAR Leicestershire LTP Annual Progress Report 2003
BRIDGE MAINTENANCE / STRENGTHENING (NATIONAL TARGET 10YP 7) Specific objective - Reduce number of bridges needing repair or strengthening
2.69 Good progress was made in finishing the assessments of bridges for carrying the heaviest lorries. This involved completion of 20 assessments, including many bridges owned by Network Rail, leaving 13 remaining assessments for completion in 2003/04. For the latter 13 bridges, details of ownership and type of road are given in Appendix C. Three of the remaining assessments are for bridges on principal roads, including two small culverts and the extensive A606 Burton Road bridge over the railway near Melton Mowbray station. The other 10 of the 13 remaining assessments involve relatively minor bridges on less important classified or unclassified roads.
2.70 Major strengthening of the A60 Nottingham Road bridge over the railway near Loughborough station has been completed. This included replacement of the steel sections of the structure with a concrete beam deck and the provision of safety barriers to prevent incursion of vehicles onto the railway. Another bridge over a railway line is shown in the Primary Route bid table in Appendix C, and is proposed for strengthening in 2006/07. This bridge is on the A607 Leicester Road at Melton Mowbray, and the bid follows the decision of the Strategic Rail Authority not to proceed with a fully funded upgrade of the bridge for larger freight trains. Also shown in Appendix C is the current three year bridge strengthening programme up to 2005/06.
2.71 With the strengthening programme, and current levels of bridge maintenance, the deterioration in condition has been halted and good progress can now be made towards eliminating the backlog of work to meet the national target (10YP 7). As shown in Appendix C, only three bridges are expected to require maintenance work costing more than £50k. All County Council owned bridges are now being inspected using the Bridge Condition Indicator method, which is likely to be used in determining government funding for future maintenance work. In 2002/03 maintenance schemes were completed at 22 bridges, including a number of repairs following flood damage.
WIDER POLICIES DISABILITY (assists national target PSA 2) Specific objective – Remove barriers to free movement by disabled people
2.72 As in 2001/02, many schemes completed for the whole range of LTP measures have introduced better facilities for disabled people. The inclusion of suitable facilities is developed in consultation with representative groups. A scheme specifically for disabled people was implemented at Somerby, in the east of the County. This included junction alterations and dropped crossings with tactile paving near a surgery. New traffic signal crossings with facilities for disabled people were provided at six locations. Existing traffic signal crossings at a further six locations were upgraded as part of the ongoing programme due for completion in 2003/04 to meet the local target (see 3.59).
2.73 Low floor buses have been provided on seven contract services introduced in 2002/03. For the whole bus fleet serving the County and City there has been a major increase in the proportion of low floor vehicles from 24% in June 2002 to 33% in March 2003, which is good progress towards the local target (see 3.60). This progress has been matched by the ongoing provision of raised kerbs giving level access, as well as faster boarding for all passengers. Apart from scheduled buses, there was continuing expansion throughout the County of complementary services for disabled people, with 13 Dial-a-Ride and 28 special minibus services each week, supported by nine social car schemes. Use of these services is subject to a new local target (see 3.61).
21 Leicestershire LTP Annual Progress Report 2003
AIR QUALITY (NATIONAL TARGET PSA 4) Specific objective – Comply with Air Quality Regulations 1997 and National Strategy
2.74 The main air quality improvement has been in Ashby town centre following the reduction in traffic levels with the opening of the Bypass in March 2002. Had the Bypass not been programmed at the time of the Air Quality Review, it is understood that North West Leicestershire District Council would have declared an Air Quality Management Area (AQMA) in the town. By reducing pollution levels, the Bypass has fully met the air quality strategy objectives in Ashby, and contributed to the national target (PSA 4).
2.75 Elsewhere in the County, a number of traffic related AQMAs were declared by district councils based on assessments in accordance with their statutory responsibility. For much of 2002/03 the district councils have focussed on work leading to action plans following the delayed publication of national emission factors. In February 2003 new Government guidance introduced a further round of assessment and all the district councils have submitted their initial screening results. With these further assessments it is expected that many of the traffic related AQMAs can be revoked or reduced in size. For those AQMAs that remain, the district councils will work with the County Council before consulting more widely on their draft action plans.
CLIMATE CHANGE Specific objective - Reduce emissions of CO2 from road transport
2.76 Whilst the Transport 10 Year Plan included the national target for reducing CO2 emissions, the previous association with LTPs is no longer specified for APRs in 2003. Progress in Leicestershire continues to be monitored with respect to traffic growth on County Council roads and is fully reported in Chapter 3 (see 3.62).
LAND USE PLANNING (assists national PSA 2 and 10YP 5) Specific objective – Co-ordinate land use and transport planning
2.77 The Epinal Way Extension in Loughborough is described under Highway Network Improvements (see 2.30). The outturn cost is expected to be around £6m, funded entirely by a development of 800 houses. Whilst the transport contribution of £7.5k per house considerably exceeds typical contribution rates, it does suggest that house building and other developments could generally do much more to improve local transport. Elsewhere in Loughborough, the northern end of the Inner Relief Road was completed in 2002/03 with £0.38m of funding from the Metrobrook retail development. This involved road widening and new traffic signals at the junction of Bridge Street with Fennel Street, and included red and green man pedestrian facilities.
2.78 At Bagworth south of Coalville, a housing development on the brownfield land of the old colliery site has funded a series of works to reduce traffic speeds along 2.5 km of Station Road. The work included two new small roundabouts and improvements to two existing priority junctions. Additional traffic calming works will be funded following further consultation. Another housing development has taken place on the east side of Market Harborough near the A4304 Rockingham Road junction with Gores Lane. This has funded new traffic signals at the junction, with pedestrian signals, signalled cycle crossings, and cycle lanes on the approaches both on and off the carriageway.
22 Leicestershire LTP Annual Progress Report 2003
CHAPTER 3 - PERFORMANCE INDICATORS AND TARGETS
3.1 This chapter provides an overview of performance indicators (PIs) and targets, giving information to support the Pro-forma A and Pro-forma B tables of PIs and targets (see Appendix A). As in Chapter 2, the detailed information is given under the headings for each LTP measure with PIs and targets. The contribution to national targets from the local PIs and targets is summarised in Table C (see Appendix A).
LOCAL PSA FOR CASUALTY REDUCTION
3.2 Local Public Service Agreements (PSAs) are a Government initiative to encourage local authorities to improve performance in key areas of service delivery. The local PSA for Leicestershire was agreed in March 2003 between the Government and the County Council. In the PSA there is a wide range of negotiated targets for most local services including transport. The agreement covers the three years up to 2005/06, which is also the final year of the current LTP.
3.3 The local PSA includes two transport targets for road casualty reduction. These were negotiated with DfT as part of a comprehensive review of LTP targets for casualty reduction. These local PSA targets will lead to the national target (PSA 2) of a 40% reduction by 2010 being achieved two years earlier on both the County Council’s roads and on trunk roads (excluding motorways) in the County as a whole. All other casualty reduction targets in the LTP have been made compatible with this.
OTHER REVISIONS TO PIs AND TARGETS
3.4 APR2 included a major review of other LTP PIs and targets and only modest revisions have been made for this APR. Three new PIs and targets have been introduced, of which two are from the local PSA. Three PIs and targets have been withdrawn, leaving the overall number unchanged. Apart from the five casualty reduction targets made compatible with the demanding local PSA, a further five PIs have also had their targets reset, of which three are now more stretching. The rationale for all these revisions is described under the relevant headings for the LTP measures in this chapter.
OVERALL POSITION
CORE PERFORMANCE INDICATORS
3.5 Pro-forma A (see Appendix A) contains the nine DfT specified core PIs required in all APRs which are relevant to the LTP area. All have baselines established and targets set and reviewed. The progress column in Pro-forma A has references to the paragraphs in this chapter which give explanations under the following headings: • Bus Service Quality • Social Inclusion • Road Casualty Reduction • Cycling • Highway Maintenance.
3.6 Of the nine core PIs, five are on track, two are not on track and there is as yet no clear evidence for the remaining two. Of particular note is the excellent progress made in 2002 when killed or seriously injured (KSI) casualties fell by 11% in the LTP area, and child KSI casualties fell by 41% compared with 2001. Early indications are that this
23 Leicestershire LTP Annual Progress Report 2003 excellent progress has continued into 2003. Excellent progress is also being made with the number of rural households having good access to an hourly bus service, with an even more stretching target now set to exceed the national target (10YP 6) and to do so five years early.
3.7 The two PIs not on track are for non-principal road maintenance and cycling. With respect to the former, DfT has allocated the County Council significantly more funds in recognition of the condition of the County’s roads, and this will bring progress back on track. With respect to cycling, the local target is a milestone towards a very demanding national target (10YP 5: to triple cycling by 2010 from a base of 2000). Progress towards this can be anticipated when there is a more comprehensive cycle network in place, and further progress is made with cycle parking. In the meantime excellent progress is being made in reducing cycle and pedestrian casualties, which should also help to encourage more walking and cycling.
3.8 There is as yet no clear evidence for the two public transport core PIs. Surveys will be carried out in autumn 2003 on satisfaction levels for bus services as part of the national three yearly Best Value Performance Indicators (BVPI) satisfaction surveys. A robust baseline has now been established for bus passenger journeys from which to measure future progress.
3.9 Where core PIs are not on track, or there is no clear evidence, examples are given of actions being taken, or schemes built by the County Council which are leading to encouraging progress with respect to the targets.
NON-CORE PERFORMANCE INDICATORS
3.10 Pro-forma B (see Appendix A) contains 33 non-core PIs, all but one of which has a target. Following the format of APR2, there is a heading line for each LTP measure in Pro-forma B, and the nine core PIs are repeated under these headings to give the most complete overview of progress. The comments and explanations for all PIs are given below in the same order as in Pro-forma B. As in Chapter 2, the PIs are grouped under the seven overall headings for each category of LTP implementation.
3.11 Of the 32 non-core PIs with targets, 24 (amounting to 75%) are on track to meet their targets. Only two non-core PIs are not on track to meet targets, and the remaining six are yet to show progress, mainly because they are new or recent PIs, or because of difficulty with data acquisition. One of the latter for bus reliability is shown without a baseline (but see 3.19), although the DfT national target was set as the local target in APR2. Apart from this, all 32 non-core PIs have established baselines and targets.
CONGESTION AND ROAD SAFETY STATEMENTS
3.12 The Leicestershire LTP does not include an urban area with a population greater than 250,000 and is therefore not required to produce a congestion statement. However, congestion is considered to be a problem in the LTP area, and a statement is given in Appendix B, explaining the steps being taken to reduce congestion, how best possible use of road space will be made, and the expected outcomes.
3.13 Across the country as a whole, there is strong evidence that people living in poorer communities are more likely to become road accident casualties than people in better-off areas. All APRs in 2003 are required to include a statement outlining how it is planned to tackle the issue of road safety and disadvantage, and this is given as the Road Safety Statement in the second part of Appendix B.
24 Leicestershire LTP Annual Progress Report 2003
PUBLIC TRANSPORT
BUS SERVICE QUALITY
3.14 The core PI for number of bus journeys needed considerable County Council resources to acquire and analyse data from the bus operators. This has given a robust baseline for 2002/03 using methods that will be repeated for each future year. Progress will be shown when 2003/04 and subsequent year data is collected. Whilst progress towards the target has not yet been measured, very encouraging scheme outcomes show increasing bus usage (see 2.16 and 2.17).
3.15 The core PI for bus passenger satisfaction is being monitored in accordance with the national BVPI survey requirements. The baseline data was collected in autumn 2000 with the wider satisfaction surveys. The first national follow-up surveys will take place in autumn 2003, and a clear indication of progress will be given in the next APR.
3.16 The number of journeys on County Council contract bus services is a new PI for 2002/03. These passenger numbers are part of the core PI total for all bus journeys, and future figures will show the important contribution of the subsidised network to passenger growth. The target has been set for 3.3% yearly growth, considerably above the core PI target of 1% yearly growth. Whilst this new PI cannot yet show progress, there are very encouraging outcomes on improved or new routes (see 2.17).
3.17 The average age of the bus fleet increased from 7.2 years in June 2002 to 7.6 in March 2003. Investigations have found that no specific fleet of vehicles can be reliably associated with local services. From year to year, vehicles are reallocated between different parts of the region or country. With this shifting pattern, there is little basis for adopting a local target below the national DfT target of 8 years or less, and this has now been set as the target for the PI. With this reset target, the PI is clearly on track.
3.18 The percentage of services delivered is the only PI without a fully established baseline. Whilst we work well with the local bus operators through the Quality Bus Partnerships, they are extremely wary of releasing information for publication that could invite attention from DfT Traffic Commissioners, and possible financial penalties which would be detrimental to service delivery. The County Council has raised this issue nationally through the Association of Transport Co-ordinating Officers (ATCO) and the matter was discussed at the meeting of the ATCO National Bus Sub Committee in June 2003. It was reported that the Traffic Commissioner saw monitoring to be a key issue and would not take advantage of any information received, and the County Council looks forward to a satisfactory outcome being confirmed.
3.19 The reassurance from the Traffic Commissioner was given to the Performance Monitoring and Publication Task and Finish Group of the Buses Partnership Forum. This Group is arranging six pilot studies in England to monitor adherence to timetables. Well in advance of these studies, bus operators in Leicestershire have agreed to share with the County Council data which could be used to monitor relative reliability, and also punctuality. The data has been given on a trial basis to establish baseline indices for 2002/03, with a view to monitoring changes in 2003/04 and subsequent years.
3.20 As well as the reliability PI, APR2 also introduced a PI for bus punctuality. Both these PIs are closely related to the national target (PSA 2) and were recommended in DfT 2002 monitoring guidance. However, the difficulties of sampling bus punctuality are now well recognised in DfT 2003 monitoring guidance, and this local PI has been
25 Leicestershire LTP Annual Progress Report 2003 suspended. However, the County Council recognises how important bus punctuality is to passenger numbers, so data is now being acquired from bus operators on a trial basis with a view to monitoring relative punctuality on a year by year basis.
PUBLIC TRANSPORT INFORMATION
3.21 Like the core PI for bus passenger satisfaction, the PI for satisfaction with public transport information is being monitored in line with the national BVPI requirements. Baseline data were collected in autumn 2000 in the wider satisfaction surveys. The first national follow-up surveys will take place during autumn 2003 and a clear indication of progress will be given in the next APR.
PUBLIC TRANSPORT INTERCHANGE
3.22 The number of improved interchanges remained the same during 2002/03, but will show good progress in 2003/04 with the scheme in Melton Mowbray (see 2.22) and the scheme in Hinckley (see 2.33). The PI is well on track to meet the target of eight improved interchanges by 2005/06.
PASSENGER RAIL
3.23 Rail passenger journeys as reported in APR2 increased by 3.4% in 2001/02. Even higher growth of 5.8% took place in 2002/03. These excellent figures are for train journeys from all stations in the County, including the effects of the improved Midland Mainline train services, and more buses at Loughborough Station interchange.
SOCIAL INCLUSION
3.24 The core PI for hourly bus access from rural households has shown excellent progress in 2002/03 with the percentage of rural households rising from 55% to 61%. With the complete hourly network now firmly planned, the target of 76% of households has been made more stretching by resetting it one year earlier to 2004/05. Chapter 2 gives further details of this (see 2.25) as well as the development of complementary public transport for the remaining 24% of rural households (see 2.26). For the build up of services to the 24% of rural households, consideration is being given to developing a PI and setting a local target.
3.25 Hourly bus access from all households in the County increased from 89% in 2001/02 to 90.5% in 2002/03. The target has been made more stretching with the 95% level to be reached a year earlier in 2004/05. The remaining 5% of all households in the County comprise the 24% of rural households which will benefit from complementary public transport.
ROAD NETWORK AND TOWN CENTRES FREIGHT
3.26 Implementation of the lorry control plan shows good progress with completion rising from 75% in 2001/02 to 85% in 2002/03. However, the target of 100% by 2003/04 is no longer achievable and has been reset to 2004/05. The slippage is in completing the very last scheme in the north east of the County, and which involves joint work with Lincolnshire and Nottinghamshire County Councils. Apart from this final scheme, the other 90% of the plan will be completed in 2003/04. The County Council remains well ahead of most other authorities in this area of work.
26 Leicestershire LTP Annual Progress Report 2003
ROAD SAFETY
ROAD CASUALTY REDUCTION
3.27 The core PI for all road users killed or seriously injured in the LTP area has shown excellent progress decreasing by 11% from 300 in 2001 to 268 in 2002. In line with the local PSA, the target for 2005 has been reset to 23% below the baseline, and the PI is well on track to achieve this. The annual profile is illustrated in Figure 3.1.
3.28 The core PI for child casualties killed or seriously injured in the LTP area has fallen dramatically from 29 in 2001 to 17 in 2002. This is below the target of 18 for 2005, which has now been reset in line with the local PSA. Whilst an excellent result, small numbers of accidents tend to fluctuate considerably from year to year as can be seen in Figure 3.1. It is therefore not appropriate to further reset this target at this stage.
3.29 The PI for pedestrian and cyclist casualties killed or seriously injured in the LTP area has halved from 48 in 2001 to 24 in 2002. Again the fluctuations in small numbers of accidents apply as shown in Figure 3.1. Whilst it is too soon to claim that the target has been reached ahead of schedule, this is exceptional progress with respect to the 2005 target of 40, now reset in line with the local PSA.
3.30 The PI for all road users killed or seriously injured per 100,000 population in the whole County also had its target reset in line with the local PSA. The 13% reduction below the baseline matches the first core PI for the LTP area only, which shows that progress in the Leicestershire LTP area is similar to progress in the County part of the Central Leicestershire LTP.
3.31 The PI for slight casualties per 100,000 population has also fallen significantly from 489 per 100k population in 2001 to 467 in 2002 and is well on track not to exceed the upper limit target of 506 in 2005, despite the effects of traffic growth.
3.32 The new PI for the first specific local PSA target is for the whole County and covers all road users killed or seriously injured, but excluding those on trunk roads and motorways (which are included in all the five PIs above). The excellent progress with casualty reduction on County Council roads can be seen. The total of 247 casualties in 2002 is 24% below the baseline and getting close to the target of 235 in 2005. However, it is too soon to anticipate if the target can be reached ahead of schedule.
3.33 The other new PI is for the second specific local PSA target. This singles out the trunk roads in the whole County, but does not include motorways, which are outside the scope of a local PSA. With a very stretching target, the PI was clearly not on track in 2002, when casualties were 17% above baseline.
3.34 Problems with trunk road accidents were particularly highlighted in APR2 and the County Council is now working very closely with the Highways Agency to address the issue. The Road Safety Partnership will shortly be introducing 15 safety camera sites on trunk roads in Leicestershire where casualties are high and speed is a problem, and the Highways Agency is promoting a series of safety improvements that will be further developed to meet concerns with this PI in the local PSA. In the meantime there are early indications that in 2003 there will be a significant fall in numbers of KSI casualties on trunk roads.
27 Leicestershire LTP Annual Progress Report 2003
FIGURE 3.1 –CASUALTY REDUCTION TARGETS & PROGRESS
Killed and Seriously Injured Casualties – All categories 350 Target 40% reduction on 300 1994 to 1998 average by 2010. Applies to all roads 250
200
150 Motorways and trunk roads 100 County roads 1994 to 1998
Killed and Seriously Injured Seriously and Killed 50 average 0 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 Year Killed and Seriously Injured Casualties – Pedestrians and Cyclists 60 Target 40% reduction on 50 1994 to 1998 average by 2008. Applies to all roads 40
30
20
10 Killed and Seriously Injured Killed
0 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 Year Killed and Seriously Injured Casualties – Children under 16 35 Target 50% reduction on 30 1994 to 1998 average by 2010. Applies to all roads 25
20 ously Injured
15
10
Killed and Seri 5
0 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 Year
28 Leicestershire LTP Annual Progress Report 2003
ROAD SAFETY EDUCATION
3.35 The percentage of schools provided with road safety services has now risen from 77% in 2001/02 to the 2005/06 target level of 81% in 2002/03. This excellent performance depends on the willingness of schools and parents to contribute to and take up the services on offer. It will be stretching to maintain the level at 81%. Therefore at present, there is not a robust basis for resetting the target at a higher percentage.
3.36 The percentage of Year 6 (10/11 year old) pupils receiving cycle training has risen from 52% in 2001/02 to 55% in 2002/03, and is well on track to achieve the 60% target in 2005/06. As with road safety services, progress towards expanding this area of activity is dependent on the involvement of schools and parents. STREET LIGHTING AND PERSONAL SECURITY
3.37 The percentage of street lights not working as planned has shown a steady history of keeping close to the target of 0.5%. However in 2002/03 the figure went up to 0.82% and was clearly not on track. This has been due to reliability problems with a particular type of lamp. Following a change of supplier, the faulty lamps have nearly all been replaced, and performance is expected to get fully back on track in 2003/04. The APR2 PI for street lighting energy consumption has been withdrawn because there was found to be no reasonable basis for setting a target.
WALKING AND CYCLING WALKING
3.38 The percentage increase in walking with School Travel Plans (STPs) is unclear from the 2002/03 follow-up surveys, compared with the more detailed surveys before adoption of STPs. Methods and reliability of data collection are being improved, more resources are now committed, and the follow-up surveys will be repeated. Whilst the PI is yet to show progress, a 16% increase in walking is indicated by figures for the John Whycliffe Primary School in Lutterworth (see 2.55), and a 14% increase in walking was measured during the Walk to School Week (see 2.61). These outcomes indicate that the 15% target is realistic for the average of all schools with adopted STPs.
3.39 The percentage of busier footways with significant defects was extensively surveyed in 2002/03 and a baseline of 1.4% established. This percentage has also been set as the target for 2005/06. There is little scope to improve on this low figure with the existing regime of monthly inspections and quick repairs. The existing arrangements for these footways are long established, and therefore the PI is clearly on track.
3.40 APR2 introduced a PI for defects on the less busy categories of footway. Together with the above PI for busier footways, this was a new national BVPI announced in 2002. It has since been deferred nationally, and has been withdrawn as a local PI. CYCLING
3.41 The core PI for the number of cyclists at a representative number of counting points now requires the number of cycling journeys to be established for the baseline year. The monitoring of cycling on cycle tracks has significantly increased since the first continuous count sites were installed in December 1999. There were 21 count sites by December 2001 and an analysis of data has been undertaken for the calendar years 2000, 2001 and 2002 (see note at end of Appendix A). Total number of cyclists per week shows almost no change during the three years, and the core PI is not on track.
29 Leicestershire LTP Annual Progress Report 2003
3.42 There has been no decline in cycling and many of the County Council’s initiatives are at an early stage. It is likely that a more comprehensive cycle network than is currently in place, together with good cycle parking facilities and active publicity will all be needed before progress towards this very demanding target can be clearly achieved. Although showing no increase, the consistency of the count site data over three years (see note at end of Appendix A) suggests that cycling volumes are being effectively monitored by the 21 continuous count sites. This alone is a significant achievement.
3.43 The local target of 73% more cycling by 2005 was set in APR2 as an interim milestone towards the national target (10YP 5) of a 200% increase by 2010. Recent DfT predictions indicate national cycling growth of around 30% by 2010. The local target will be reviewed when data for the whole of 2003 becomes available, taking account of any further findings regarding the national target. Apart from these considerations, much work was done in 2002/03 to promote cycling through the Walking and Cycling Strategy.
TRAVEL BEHAVIOUR
SCHOOL TRAVEL
3.44 The PI for the number of STPs at primary schools showed good progress, with 11 primary schools adopting STPs during 2002/03 bringing the total to 20. This more than doubles the number of primary schools with STPs. Current work in progress clearly shows that the rate of adoption will increase further in 2003/04 and additional resources are now being committed to school travel planning to keep this PI on track.
3.45 The PI for the number of STPs at secondary schools showed good progress with three adoptions during 2002/03 bringing the total to four. Again, with the increasing rate of adoption, and the extra resources for school travel planning, the PI is on track.
3.46 The reduction in car arrivals at schools with adopted STPs is unclear from the 2002/03 follow-up surveys, compared with the more detailed surveys before adoption. As with the associated PI for walking to school (see 3.38), methods and reliability of data collection are being improved, more resources are now committed, and follow-up surveys will be repeated. Whilst the PI is yet to show progress, a 14% fall in car arrivals at the John Whycliffe primary school in Lutterworth is shown by the figures in Chapter 2 (see 2.55). Good outcomes are also shown in Chapter 2 (see 2.58) for the Walking Bus and Park and Stride schemes. These outcomes also indicate that the 15% target is realistic for the average of all schools with adopted STPs.
WORKPLACE TRAVEL PLANS
3.47 The target for the adoption of the County Hall Workplace Travel Plan was fully completed by the formal approval of the plan by the corporate management team in March 2003. The intended changes in travel behaviour (see 2.59), will be ideal for reporting as scheme outcomes in future APRs.
3.48 The PI for all major workplace travel plans has shown steady progress during 2002/03 with a further five adoptions bringing the total number to 13. This is nearly halfway towards the target of 28, showing that the PI is well on track.
30 Leicestershire LTP Annual Progress Report 2003
TRAVEL AWARENESS
3.49 The PI for supporting national and regional campaigns was again on track in 2002/03, with all four campaigns covered (see 2.61). This target is not being stretched as it is already set at an appropriate level. However it remains in the list of PIs and targets to ensure progress is continually monitored.
PARKING MANAGEMENT
3.50 The PI for public free commuter parking spaces in the six main town centres has shown no progress on the ground in 2002/03. However, the PI is on track because of the steps being taken in Market Harborough and Coalville (see 2.63). It is expected that the number of spaces converted to short stay parking will be significantly more than the target, but this may not be achieved until the end of the LTP period.
MAINTENANCE AND RENEWAL
HIGHWAY MAINTENANCE
3.51 The core PI for principal roads needing structural maintenance has continued to show good progress towards the target which was made more stretching in APR2. From the independent deflectograph surveys, the length of carriageway with negative residual life went down from 18.1% in 2001/02 to 16.8% in 2002/03. These results show that the PI is well on track to meet the target of 13% in 2005/06. This progress has been achieved against the national worsening of condition (see 2.64).
3.52 The core PI for non-principal classified roads with significant defects has been subject to a national change of definition for visual inspection data. This results in many more lengths of road being identified as deficient. The PI value has increased from 11.7% in 2001/02 to 23.5% in 2002/03. However, not all of this increase was due to the new method, and it has been estimated that the proportion for 2002/03 would have been 13.3% using the previous method. This indicates that the core PI is not on track.
3.53 To take account of the above changed definition, a new target for the PI has been set at 16% in 2005/06. Following the significant increase in maintenance funding with the December 2002 settlement, there is an increased programme for non-principal classified roads, and it is expected that the PI will be back on track towards the new target when the results are known for 2003/04.
3.54 The core PI for non-principal unclassified roads with significant defects has also had a national change of definition for visual inspection data. The deficient lengths of road increased from 13.1% in 2001/02 to 14.7% in 2002/03. However the figure for 2002/03 would have been 10.9% under the previous method, and therefore the PI is on track. Despite the change of definition, the target has been kept at 9% in 2005/06, but is now based on the new definition, and has therefore been made more stretching.
3.55 The PI derived from principal road condition and expenditure was anticipated in APR2 following its announcement as a national BVPI. Using the first available guidance, the baseline has been calculated for 2002/03 and a target set for 2005/06 based on the target for the core PI for principal roads (see 3.51). Because this core PI is on track, the new derived PI is also on track.
31 Leicestershire LTP Annual Progress Report 2003
3.56 The PI derived from all non-principal road condition and expenditure was also new in APR2 and has had a baseline calculated for 2002/03 using both core PIs above (see 3.52 and 3.54) combined to represent all non-principal roads. Because one of the core PIs is not on track, but the other is on track, progress towards the new target is unclear. However with the problem core PI expected to get back on track (see 3.53), good progress is expected during 2003/04.
3.57 The PI for days lost per kilometre of traffic sensitive road due to roadworks remained at 0.8 days/km in both 2001/02 and 2002/03, which is comfortably below the target of 1.0 days/km in APR2. Taking into account the increasing maintenance work, particularly on non-principal classified roads (see 3.53), the target has been made more stretching by resetting it to 0.9 days/km.
BRIDGE MAINTENANCE AND STRENGTHENING
3.58 The proportion of bridges below intended carrying capacity slightly increased from 3.4% in 2001/02 to 3.5% in 2002/03 with some newly assessed bridges added to programmes for strengthening or weight limits. Despite relatively few completions during 2002/03, the PI remains on track to meet the target of 0.9% in 2005/06. Recent progress has been affected by delayed arrangements with British Waterways and difficulties with processing permanent weight restriction orders. These problems have now both been overcome and work is in hand to make the necessary progress during 2003/04.
WIDER POLICIES DISABILITY
3.59 The proportion of pedestrian crossings with facilities for disabled people only slightly increased from 84% in 2001/02 to 86% in 2002/03, but arrangements are now well in hand to complete all the remaining work in 2003/04 and fully complete the target of 100% on schedule. This is benefiting from the County Council’s new construction procurement arrangements now in place following the Best Value review.
3.60 The PI for the proportion of low-floor vehicles in the bus fleet has shown excellent progress, increasing from 24% in June 2002 to 33% in March 2003. With the average age of the bus fleet showing an increase (see 3.17), the improvement is due in part to the reallocation of vehicles between areas. The PI is clearly well on track, but it is too soon to anticipate that the target might be achieved ahead of schedule.
3.61 The PI for travel using complementary public transport has been considerably expanded in scope from the version in APR2 based on the number of disabled people using special community buses. For 2002/03, data collection arrangements have been extended to include Dial-a-Ride services and the many social car schemes supported by the County Council. The new target is for a modest increase in line with other public transport, and with the ongoing increase in the range of services, the PI is on track. CLIMATE CHANGE
3.62 The percentage reduction in CO2 emissions from traffic on County roads continues to show good progress although there is no target. Details of the traffic flow monitoring are given in Figures 3.2 and 3.3. The overall growth of 1.6% is the combined value from all the sites shown in Figure 3.3. As in APR2 the change in CO2 is taken as annual traffic growth minus 2%. This gives 0.4% less CO2 in May 2003 compared with May 2002, and a cumulative reduction of 2.3% compared with the May 2000 baseline.
32 Leicestershire LTP Annual Progress Report 2003
FIGURE 3.2 - TRAFFIC FLOWS ON COUNTY A AND B ROADS AVERAGE DAILY 24HR FLOW - MAY 2003
Council Council
County County 18180
6760 n/a 11770 6780 8680
9240 n/a 3980 24360 18980
n/a n/a 7590 23750 Leicestershire Leicestershire13490 10150 17630 4680
Council Council
13960 County 13770 12520 County19540 8080
10560 8080 9130 9690 9090 16190 11530 10300
15770 Leicestershire7530 13100
11330 Leicestershire 9370
LTP area non trunk A roads
LTP area B roads
Continuous Count Site n/a no data for May 2003
New Continuous Count Site (2003 on) ©© Crown Crown copyright. copyright All 2003. rights All reserved. rights reserved Use of this image is limited to viewing on-line and printing one copy. Leicestershire County Council. LA076724 Central Leicestershire LTP area LeicestershirePublished 2003 County Council. LA076724
33 Leicestershire LTP Annual Progress Report 2003
FIGURE 3.3 - PERCENTAGE TRAFFIC GROWTH MAY 2002 TO MAY 2003
Council Council
County County -2%
3% n/a -12% 5% 1%
6% 0%
1% n/a n/a n/a n/a Leicestershire Leicestershire-1% 0%
Council Council
n/a County n/a 1%
County-1%
2%
n/a 4% 9%
2% Leicestershiren/a 1%
2% Leicestershire 2%
LTP area non trunk A roads
LTP area B roads
Continuous Count Site n/a no data for May 2002 or May 2003
©© Crown Crown copyright. copyright All 2003. rights All reserved. rights reserved Use of this image is limited to viewing on-line and printing one copy. Leicestershire County Council. LA076724 Central Leicestershire LTP area LeicestershirePublished 2003 County Council. LA076724
34 Leicestershire LTP Annual Progress Report 2003
CHAPTER 4 - SPENDING PROGRAMME
4.1 This chapter summarises the County Council’s spending programme, explains variances from planned spending and outlines the many non-LTP sources of funding the County Council uses to help deliver the LTP objectives and targets. GOVERNMENT ALLOCATIONS
4.2 The Government allocates capital funds for both the Leicestershire and Central Leicestershire LTPs within the County Council’s single capital pot. This gives freedom for the County Council to spend its funds in a way that reflects its own priorities, and enables it to manage funds in the light of changing circumstances. The County Council’s maintenance allocation is given to it as part of the Leicestershire LTP settlement, but the integrated transport improvement block is given separately for each of the LTP areas. Funds for fully accepted major schemes are individually allocated and are not part of the single capital pot.
4.3 Freedom was given in the December 2000 settlement for 2001/02 to carry over any unspent maintenance or transport improvement funds to 2002/03, recognising the difficulties authorities might experience in delivering, in just one year, a greatly increased programme. (The County Council’s LTP settlement in 2001/02 was £17.2m compared with £6.6m in 2000/01 - a very welcome 161% increase).
EXPENDITURE IN 2002/03 OVERALL PROGRESS
4.4 The County Council continues to make excellent progress in delivering its LTP spending programmes. All funds allocated to Leicestershire by DfT in the first four LTP settlements (including the provisional LTP) have been, or are being, spent on transport. In addition, very significant funding from non-LTP sources continues to be obtained to supplement programmes and help deliver the LTP objectives and targets. Table 4.1 sets out the County Councils overall LTP spend in 2002/03 with the following information: • the 2002/03 LTP settlement from DfT • funds brought forward from 2001/02 • the total 2002/03 LTP spend programme • outturn in 2002/03 • divergence between outturn and programmed spend. TABLE 4.1 – OVERALL PROGRAMME AND SPEND IN 2002/03 (£000s)
OVERALL LTP LTP LTP funds Total Outturn Divergences PROGRAMME settlement c/over from Programme spend for 2002/03 2001/02 2002/03 2002/03 Amount %age Leicestershire LTP improvements 2836 390 3226 3659 +433 +13% Maintenance 6788 -815 5973 5973 0 0% Countywide Sub Total 9624 -425 9199 9632 +433 +5% Fully Accepted Major 790 0 790 790 0 0% Scheme Central Leicestershire 2560 739 3299 2866 -433 -13% LTP TOTAL 12947 314 13288 13288 0 0%
35 Leicestershire LTP Annual Progress Report 2003
4.5 It can be seen from Table 4.1 that: • only £314k had to be carried over from 2001/02 (3% of the 2001/02 programme) • the overspend (£815k) on maintenance in 2001/02 was brought back on track • the small underspend (£390k) on the Leicestershire LTP improvements in 2001/02 was brought back on track in 2002/03 (with some additional spend) • the underspend (£739k) on the County Council’s improvement programme in Central Leicestershire in 2001/02 is nearly back on track • the small total underspend (£314k) in 2001/02 has been brought back on track.
DETAILED BREAKDOWN OF SPENDING PROGRAMME
4.6 Table 4.2 sets out the Leicestershire LTP spend programme for 2002/03 against outturn expenditure for that year broken down by key areas of the transport programme. It can be seen from this table, that although the outturn exceeds the original programme to take up the small residual underspend of £433k in Central Leicestershire, there are some variances within specific areas of the transport programme. This reflects: • delay in delivering a few schemes whilst issues raised during the County Council’s comprehensive public consultation processes were resolved • our ability to bring forward other schemes which would otherwise have been carried out in 2003/04 • the need to offset the £433k underspend in Central Leicestershire • our increased capability to carry out advanced design on schemes so we can plan ahead with a greater degree of certainty.
4.7 The following points explain in more detail the reasons for the larger divergences particularly where the divergence exceeds 25%:
Public Transport (+ £91k: +75%) • Greater progress than anticipated was made with the Loughborough - Leicester Quality Bus Corridor in the Leicestershire LTP area.
Road Network and Town Centres (-£191k: - 34%) • The Hinckley Town Centre improvements were expected to start towards the end of 2002/03 but the time needed to resolve issues raised during public consultation meant that construction could not start until May 2003 (-£176k: -58%). • The opportunity was taken to utilise part of a developer contribution to fund some of the preparation costs for the Ashby-de-la-Zouch Town Centre improvements (-£14k: -35%). • There was a late claim on some Urban Traffic Management and Control (UTMC) work carried out in 2001/02 (+£22k). • The opportunity was taken to carry out some much needed minor improvements to road network signing to offset underspend elsewhere in the programme (+£21k).
36 Leicestershire LTP Annual Progress Report 2003
TABLE 4.2 - SPEND PROGRAMME FOR 2002/03 AGAINST OUTTURN (£000s)
Programme Outturn Variances EXPENDITURE MEASURES in 2002 APR expenditure Amount Percentage
Public Transport Bus Improvements 121 212 +91 +75% Road Network & Town Centres UTMC Development 0 22 +22 0% Road Network Signing 0 21 +21 0% Freight & Lorry Strategy 187 148 -39 -21% Ashby-de-la-Zouch 40 26 -14 -35% Hinckley Town Centre 305 129 -176 -58% Loughborough & Inner Relief Road 35 30 -5 -14% Sub Total 567 376 -191 -34% Road Safety Casualty Reduction 735 675 -60 -8% Speed Management 447 549 +102 +23% Home Zones 50 8 -42 -84% Street Lighting 117 187 +70 +60% Sub Total 1349 1419 +70 +5% Walking & Cycling Walking Improvements 117 173 +56 +48% Cycling Improvements 116 150 +34 +29% Sub Total 233 323 +90 +39% Travel Behaviour School Travel 564 842 +278 +49% Wider Policies Disability Improvements 47 57 +10 +21% Miscellaneous Monitoring 70 60 -10 -14% Advance Design Earl Shilton Bypass 235 240 +5 +2% Integrated Transport Schemes 40 130 +90 +225% Sub Total 275 370 +95 +35% TOTAL INTEGRATED TRANSPORT 3226 3659 +433 +13%
Road Maintenance Principal Roads 1654 1713 +59 +4% Non Principal Roads 3405 3465 +60 +2% Sub Total 5059 5178 +119 +2% Bridge Maintenance and Strengthening 914 795 -119 -13% TOTAL ROADS AND BRIDGES 5973 5973 0 0%
Major Scheme above £5m (Ashby BP.) 790 790 0 0%
TOTAL ALL SCHEMES 9989 10422 +433 +4%
37 Leicestershire LTP Annual Progress Report 2003
Road Safety (+£70k: +5%) • Although outturn has exceeded expenditure in this area of the programme, there was a slight delay in developing an innovative rural Home Zone scheme in Higham-on-the-Hill (-£42k: -84%). • The opportunity was also taken to use slightly more LTP funds to supplement the County Council’s own resources (of £217k) to replace the most dangerously defective plastic coated lamp columns (+£70k: +60%). Walking and Cycling (+£90k: +39%) • Additional measures to improve conditions for pedestrians and cyclists helped to offset underspend elsewhere in the programme. Travel Behaviour (+£278k: +49%) • Additional and more comprehensive schemes to make the routes to schools safer for pedestrians and cyclists helped to offset the underspend elsewhere in the programme. This work is increasingly linked to schools developing travel plans. Advanced Design (+£95k: +35%) • The steps taken by the County Council to tackle the shortage of key technical staff has allowed more advance design to take place on the minor integrated transport schemes to improve forward planning (+£90k: +225%). Bridge maintenance and strengthening (-£119k: 13%) • Protracted negotiations with British Waterways Board led to a delay in the strengthening of six canal bridges, which are now programmed for 2003/04. The shortfall was offset by the increasing spend on the road maintenance programme.
IMPACT OF DIVERGENCES IN 2002/03
4.8 The increase in spend (13%) on the integrated transport schemes block has had an overall beneficial impact on outputs (schemes delivered) in 2002/03, and also on progress towards targets and objectives. The following LTP objectives (and their targets) have benefited from at least 25% more funds in 2002/03: • increase bus passenger journeys • improved social inclusion through the availability of public transport • increase safe walking • increase safe cycling • maintain and improve street lighting • promote fewer car arrivals at school.
4.9 Conversely, the slight delay in starting construction on the Hinckley Town Centre improvements has had a minor impact on the LTP objective of enhancing the vitality of the market town centres. Whilst it is difficult to measure the specific impacts of these changes, Chapter 2 gives many examples of typical outcomes of schemes in these areas of the County Council’s transport programme. One of these is the 27% increase in patronage on the Loughborough – Leicester Quality Bus Corridor which will contribute to the LTP target of increasing bus passenger journeys by 1% per year.
38 Leicestershire LTP Annual Progress Report 2003
TABLE 4.3 - LEICESTERSHIRE LTP 5 YEAR SPENDING PROGRAMME (£000s)
OUTTURN PRICES £000s FULL LTP PERIOD FROM 01/02 TO 05/06 Year 1 Year 2 Year 3 Year 4 Year 5 5 Year 5 Yr Total EXPENDITURE HEADINGS 01/02 02/03 03/04 04/05 05/06 Total in APR2 Actual outturn Current programmes INTEGRATED TRANSPORT Public Transport Bus Improvements 170 212 180 230 255 1047 961 Road Network and Town Centres UTMC Development 87 22 62 60 65 296 262 Road Network Signing 31 21 20 21 22 115 94 Freight – Lorry Strategy 32 148 118 86 87 471 482 Ashby de-la-Zouch 34 26 0 350 0 410 424 Hinckley 55 129 480 100 0 764 835 Melton Mowbray 0 0 20 30 185 235 285 Loughborough + Inner Relief Road 55 30 50 100 230 465 440 Lutterworth 0 0 0 0 20 20 165 Earl Shilton 0 0 0 0 36 36 36 Road Safety Road Casualty Reduction 332 675 510 530 565 2612 2497 Speed Management 168 549 282 220 225 1444 1284 Home Zones 12 8 76 70 83 249 275 Street Lighting 116 187 55 50 85 493 518 Walking and Cycling Walking Improvements 194 173 112 120 130 729 576 Cycling Improvements 181 150 108 127 140 706 588 Travel Behaviour School Travel 341 842 335 286 290 2094 1781 Wider Policies Disability Improvements 229 57 147 100 100 633 576 Miscellaneous Travel Monitoring 97 60 50 100 100 347 467 Adjustment for 2002/03 overspend AA -433 Advanced Land Purchase 0 0 5 25 25 55 75 Advance Design Earl Shilton Bypass 291 240 180 0 0 711 701 Integrated Transport Schemes 213 130 222 200 180 1005 835 TOTAL INTEGRATED TRANSPORT 2638 3659 3012 2372 2823 B 14504 14175 SETTLEMENT 3000 2836 C 3257 2805 2823 14721 14147 MAINTENANCE Roads and Bridges 7357 5973 8730 9334 5091 D 36485 28603 SETTLEMENT 6494 6788 C 8485 9334 5091 36192 28603 MAJOR SCHEMES ABOVE £5m A511 Ashby Bypass 5960 790 552 0 0 7302 7302 A47 Earl Shilton Bypass E 0 0 0 974 4783 5757 E 7267 TOTAL MAJOR SCHEMES 5960 790 552 974 4783 13059 14569
TOTAL ALL SCHEMES 15955 10422 12294 12680 12697 64048 57347
Notes: A for explanation see 4.19 D includes carry over of £48k from 2000/01 B includes carry over of £28k from 2000/01 E subject to the scheme being fully approved C shows transfer of £245k (see 4.14)
39 Leicestershire LTP Annual Progress Report 2003
THE FIVE YEAR SPENDING PROGRAMME
4.10 Table 4.3 sets out the current five year LTP spend programme. This table shows for all key areas of the LTP programme: • actual spend in 2001/02 and 2002/03 • programmed spend for 2003/04 to 2005/06 • the current estimate of total five year spend • the previous estimate of total five year spend in APR2. It also shows the totals for integrated transport and maintenance for each year with the equivalent DfT settlements. The paragraphs below explain for 2003/04 and beyond, the key issues, material variances and changes to the APR2 programme.
THE 2003/04 PROGRAMME
4.11 Table 4.4 sets out the current spend programme for 2003/04 against the predicted spend programme in APR2 for that year broken down by all the key areas of the County Council transport programme. It can be seen from this table that: • The current programme for 2003/04 is £4.421m more than the APR2 programme for the same year due, almost entirely, to the increased settlements for both integrated transport block (+£0.574m) and maintenance (+£3.394m) over and above the earlier indicative settlements • The integrated transport programme is £0.329m more than the APR2 programme due mainly to the increased settlement following the good progress reported in the APR2 (but see 4.12 to 4.14) • The maintenance programme is £3.639m more than the APR2 programme due to the increased settlement following the good progress reported in the APR2 and DfT’s assessment of the condition of County roads (but see 4.12 to 4.14)
4.12 For the past few years the County Council has put significant revenue funds into road maintenance renewal work, over and above the revenue allocations from the Government for maintenance. It has done this to try to improve the condition of the county’s roads during a time of low capital maintenance settlements from DfT.
4.13 The Government’s 2003/04 Revenue Settlement has been extremely harsh on the County Council and it received the lowest education revenue settlement per pupil in the country and the lowest possible percentage increase per child. Although the County Council is making very strong representations about this to the Government to seek to rectify the position in future years, it means that in 2003/04 it cannot afford to support the road maintenance capital programme from its own revenue funds to the extent that it would wish. As a result the revenue maintenance budget has had to be cut by about £1m compared with the 2002/03 budget (see Table 4.6).
4.14 Despite this the County Council has identified tackling the road maintenance backlog as one of its key priorities in its Medium Term Corporate Strategy and it is a high priority in the Leicestershire Community Strategy. Therefore to offset this reduction in its revenue road maintenance renewal funds, £400k of the bridge maintenance settlement for 2003/04 has been transferred to road maintenance as well as £245k of the integrated transport improvements settlement. These transfers are reflected in the 2003/04 programme shown in Tables 4.3 and 4.4. A further £100k has been provided for road maintenance from the discretionary element of the single capital pot.
40 Leicestershire LTP Annual Progress Report 2003
TABLE 4.4 - SPEND PROGRAMME CHANGES FOR 2003/04 (£000s)
Programme Current Variances EXPENDITURE MEASURES in 2002 APR Programme Amount Percentage
Public Transport Bus Improvements 185 180 +5 -3% Road Network & Town Centres UTMC Development 50 62 +12 24% Road Network Signing 20 20 0 0% Freight & Lorry Strategy 90 118 +28 +31% Hinckley 375 480 +105 +28% Melton Mowbray 0 20 +20 - Loughborough & Inner Relief Road 20 50 +30 +150% Sub Total 555 750 +195 +35% Road Safety Casualty Reduction 480 510 +30 +6% Speed Management 224 282 +58 +26% Home Zones 60 76 +16 +27% Street Lighting 100 55 -45 -45% Sub Total 864 923 +59 +7% Walking & Cycling Walking Improvements 85 112 +27 +32% Cycling Improvements 94 108 +14 +15% Sub Total 179 220 +41 +23% Travel Behaviour School Travel 300 335 +35 +12% Wider Policies Disability Improvements 100 147 +47 +47% Miscellaneous Monitoring 100 50 -50 -50% Advanced Land Purchase 25 5 -20 -80% Sub Total 125 55 -70 -56% Advance Design Earl Shilton Bypass 175 180 +5 +3% Integrated Transport Schemes 200 222 +22 +11% Sub Total 375 402 +27 +7% TOTAL INTEGRATED TRANSPORT 2683 3012 +329 +12%
Road Maintenance Principal Roads 2814 2751 -63 -2% Non Principal Roads 1377 4694 +3317 +240% Sub Total 4191 7445 +3254 +78% Bridge Maintenance and Strengthening 900 1285 +385 +43%
TOTAL ROADS AND BRIDGES 5091 8730 +3639 +71%
Major Scheme above £5m (Ashby BP.) 99 552 453 +458%
TOTAL ALL SCHEMES 7873 12294 +4421 +56%
41 Leicestershire LTP Annual Progress Report 2003
4.15 Other changes of note to the 2003/04 programme are: • an increase of £50k to carry out more extensive development work on proposals for Loughborough and Melton Mowbray town centres in partnership with the districts as they start to develop their Local Development Frameworks • an extra £105k for Hinckley Town Centre Improvements to offset the underspend in 2002/03 • a reduction of the £45k in street lighting since all replacement of defective lamp columns will be funded in 2003/04 from capital receipts and the discretionary element of the single capital pot • an increase of £47k for improvements for disabled people to reach our target of 100% of pedestrian crossings with facilities for disabled people by 2004/05 • a reduction of £50k in monitoring which will be largely funded from the revenue budget in 2003/04 • the majority of the increase in the road maintenance budget which will be targeted on the non-principal road classified network to ensure the decline in its condition is arrested by 2004 in line with the Government’s 10 Year Plan target.
THE 2004/05 AND 2005/06 PROGRAMMES
4.16 The County Council, as part of its programme of continuous improvement, is undertaking two important reviews of current procedures. The first follows the Highway Network Management Best Value Review and is a review of how we identify and prioritise transport improvement schemes and allocate funds to key areas of the programme to ensure that best use is made of the available resources to deliver the LTP objectives.
4.17 The second is a more specific review of our accident investigation procedures and road safety scheme development work. This is a key element of our local Public Service Agreement action plan that aims to deliver the Government’s 2010 target for killed or seriously injured casualties by 2008 on all roads except motorways. This will build on the excellent progress already being made in this area of work.
4.18 As a result of these two reviews the spend programme for 2004/05 and 2005/06 could be subject to change in the next APR and consequently only minor changes have been made to the programmes in these two years.
4.19 It is currently anticipated that the £433k overspend in the Leicestershire LTP area in 2002/03 will be transferred back to the Central Leicestershire LTP in 2004/05, when more will be known about the need for funds in that year following a study into the M1 Junction 21 area, and the review of the Leicester West Transport Scheme. For the reasons given above (see 4.16 to 4.18) and in anticipation of a possible increase in the indicative allocation, no detailed changes have been made to the specific areas of the 2004/05 programme with respect to this £433k.
4.20 Progress on delivering the Earl Shilton Bypass is described in Chapter 2. As a result of the slight delay in the anticipated start of construction, it is now anticipated that £0.974m will be spent on the Bypass in 2004/05 and £4.783m in 2005/06, compared with the £1.464m and £5.803m shown for these two years in APR2.
42 Leicestershire LTP Annual Progress Report 2003
PROGRAMME FOR 2006/07 AND BEYOND
4.21 The County Council is embarking on a number of strategic studies to identify priorities for investment for the second LTP and beyond. It is clearly too early to say what the outcome of these might be, but it is envisaged that:
• Major new investment will be needed in Loughborough to tackle both its existing transport problems and to cater for future growth as it becomes a focus for the development which will take place outside of the three main East Midlands cities. • A bypass will be built for Kegworth on the soon to be detrunked A6 as has been recommended in the M1 corridor Multi-Modal Study. • In Central Leicestershire a bypass for Kibworth (again on the A6) will be needed. • Addressing the high traffic flows in the M1 junction 21 area, in the light of improvements proposed on the motorway, will be a high priority for future investment (£5m of developer funds are already available).
NON-LTP EXPENDITURE
4.22 The County Council continues to support LTP capital funds with significant expenditure from other sources to help it achieve the LTP objectives and targets. This part of the chapter summarises County Council expenditure in both LTP areas.
THE DISCRETIONARY ELEMENT OF THE SINGLE CAPITAL POT
4.23 In 2002/03 the County Council was awarded only £267k as its discretionary element of the single capital pot. This increased to £741k in 2003/04, primarily as a result of the County Council’s improved performance on transport. The discretionary element of the single capital pot is combined with the County Council’s own capital receipts and Table 4.5 sets out the funds which have been, or will be, spent on transport.
TABLE 4.5 - TRANSPORT SPEND FROM DISCRETIONARY ELEMENT OF SINGLE CAPITAL POT AND CAPITAL RECEIPTS (£000s)
MEASURE 2002/03 2003/04
Replacement of defective street lighting columns 280 550
Accommodation/property fees 70 -
Private street works - 60
Road maintenance - 100
20 mph zones outside schools - 50
Security at Lubbesthorpe Bridge over A563 - 35
TOTAL 350 795
%age of discretionary element of single capital pot 131% 107%
43 Leicestershire LTP Annual Progress Report 2003
REVENUE EXPENDITURE
4.24 Table 4.6 sets out the revenue budget and outturn for 2002/03. It is of particular note that Leicestershire continues to be one of the few County Councils to make a major contribution towards the cost of a comprehensive and co-ordinated concessionary travel scheme in its area, which as a result is much more extensive than the minimum required by Government. In 2002/03 the County Council was also able to continue to spend at a level above the Government’s assessment for revenue maintenance.
4.25 The outturn in 2002/03 generally matched the budget. Whilst there was an unexpected increase in the market price of contract bus services, this was more than offset by savings in the contingency sum set aside to cover the accelerated use of concessionary bus and taxi tokens when they were being phased out to be replaced by passes.
TABLE 4.6 – REVENUE BUGDET AND OUTTURN 2002/03 (£000s)
MEASURE 2002/03 Budget 2002/03 Outturn
Public Transport Support of public bus services 1637 1782 Concessionary Travel 1861 1745 Support of Ivanhoe Line 254 286 Road Network UTMC Development 130 141 Traffic Signals 399 379 Traffic Management 272 270 Road Safety Road Safety Education Training 170 164 Walking and Cycling Countryside access 216 222 Dropped kerbs 22 24 Travel Behaviour TravelWise initiative 27 36 Miscellaneous Monitoring 130 128 SUB TOTAL Integrated Transport 5085 5117 Highway Maintenance Structural 9631 9451 Safety 1427 1444 Environmental 1220 1341 Street Lighting 1839 1842 Winter 2200 1942 Miscellaneous 244 credit 79 SUB TOTAL Maintenance 16561 15941 TOTAL 21316 21118
Note: With the exception of road safety tutors, all the above exclude staff and administration costs
44 Leicestershire LTP Annual Progress Report 2003
OTHER SOURCES OF FUNDING
4.26 Continuation of the Government’s Rural Bus Grant represents a major proportion of revenue funding for the hourly network of bus services. The allocation was £812k in 2002/03 and £828k for 2003/04. The County Council is encouraged that the grant is being extended, and that DfT expect to make similar allocations in 2004/05 and 2005/06.
4.27 Rural Bus Challenge is an annual challenge, and in 2002 the County Council was awarded the then biggest single grant of £1.6m over the period 2001/02 to 2003/04. The award is being used to support high quality inter-urban services in the hourly network. The County Council spent £183k in 2001/02, £513k in 2002/03 and will spend the remaining £923k in 2003/04.
4.28 Real Time Bus Information Challenge was a new initiative described in APR2, and the funding from the successful bid is being used to develop the StarTrak real time information system on nine bus routes in Central Leicestershire and Loughborough. The award amounted to £996k for 2002/03 and 2003/04 with the bus operators spending a further £645k over the two year period. When completed it will provide display signs at over 200 bus stops and priority timings at 35 traffic signal junctions.
4.29 The Rural Transport Partnership Fund is a transport initiative promoted and administered by the Countryside Agency on behalf of the DfT. The purpose of this fund is for partnerships to implement local projects to equip small villages to shape their future, encourage the revitalisation of market towns as rural service centres and open up the countryside for more people to enjoy.
4.30 On behalf of the Leicestershire Rural Partnership, and with funding from the Countryside Agency, the County Council has established two rural transport partnerships covering east and west Leicestershire. Funding from the Countryside Agency amounted to £30k in 2002/03, and increased to £180k in both 2003/04 and 2004/05 following successful bids for 10 projects. In addition a delegated fund of approximately £19k per annum has already seen 14 projects in the County benefiting from small grants towards transport projects.
4.31 The network of public rights of way extends to nearly 2000 miles and the £300k spent on improvements in 2002/03 included £75k of support for specific projects from the East Midlands Development Agency (emda), the Leicestershire Rural Partnership and National Forest Company. The work was focussed on improving signing and opening up over 100 paths by the clearing of obstructions.
4.32 The County Council works with a range of partners to carry out environmental improvements in market towns and rural centres. Funding is drawn from a number of sources including the County Council’s Environmental Action Programme, Leicestershire Rural Partnership, English Heritage, Leicester Shire Economic Partnership and Landfill Tax Credits. With £80k of funding in 2002/03, schemes were completed in Higham on the Hill, Thurcaston, Glenfield, Melton Mowbray and Rothley. A more extensive range of schemes is programmed in 2003/04. Wherever possible these are being combined with transport improvement schemes to enhance the overall effect of the work on the local environment.
45 Leicestershire LTP Annual Progress Report 2003
4.33 The County Council has worked closely with SUSTRANS to integrate the National Cycle Network into the developing County network of cycle routes. In 2002/03 the Ratby to Thornton cycle trail was constructed in partnership with the Woodland Trust, National Forest Company, Waste Recycling Environmental Limited and SUSTRANS. The expenditure of £145k was largely met from £130k of external partnership funding.
4.34 The district and parish councils are important and active partners in the delivery of the LTP objectives. The districts have been funding transport improvements over a number of years, and a small number of parish councils fund local traffic calming to supplement the LTP programme. In 2002/03 the district council contribution was £510k to the Leicestershire Council’s Concessionary Travel Partnership. Also of particular note is Hinckley and Bosworth Borough Council’s contribution towards the Hinckley Town Centre scheme, amounting to £50k in 2002/03 with a further £440k due in 2003/04.
4.35 The County Council has an enviable record of working with developers to ensure the integration of land use and transport planning which minimises the need to travel, encourages walking, cycling and public transport, as well as reducing congestion. This work results in about £1.6m of minor transport improvement schemes being funded by developers each year. In addition, a number of more major schemes are funded by developers. The Epinal Way Extension in Loughborough was opened to traffic in July 2003 at a cost of £6m entirely funded by development. The County Council currently has over £10.5m from developer contributions for other specific projects, including the agreement on a development at Birstall, north of Leicester, for a contribution of about £3.5m towards a park and ride site and associated bus priority improvements.
4.36 To facilitate the work needed over the next two years to deliver the targets set in the local Public Service Agreement for road casualty reduction, DfT has given a £113k pump priming grant and the County Council has allowed for £600k unsupported credit approval for additional local safety scheme work. Additional revenue funds will also be made available to supplement the pump priming grant. This will be used to increase road safety education and training for those groups most vulnerable to serious injury on the roads.
46 Leicestershire LTP Annual Progress Report 2003
CHAPTER 5 - RESPONSE TO GOVERNMENT COMMENTS 5.1 This chapter contains the Pro-forma C table which sets out the County Council’s response to comments made in the DfT settlement letter of December 2002.
PRO-FORMA C - FOR REPORTING IMPROVEMENTS
Summary of the comments contained Summary of actions taken in response to in the December 2002 LTP settlement comments contained in the decision decision letter that indicated a need for letter improvement or clarification Progress towards targets and objectives • Important progress unclear because Monitoring now established for all PIs monitoring not yet fully established. (but see 3.18 and 3.19). • A number of baselines also still need to Baselines now established for all PIs be established. (but see 3.18 and 3.19). Delivery of schemes on the ground • Difficult to trace links between schemes Chapter 2 headings and descriptions make delivered and national targets. clear the links with national targets. Table C (see Appendix A) summarises the links. An effective LTP spending programme • 2001/02 narrative could usefully have 2002/03 variances highlighted in Table 4.2 explained variances highlighted in table. are fully explained in Chapter 4. • 2002/03 narrative almost exclusively Narrative on expenditure in 2003/04 covers focussed on Ashby Bypass major all aspects of the programme. scheme. Actions taken to address areas identified in the 2001 decision letter • Linkages between actions taken and In this pro-forma the only remedial actions achievements of LTP targets not clear. relevant to LTP targets are the two items above regarding monitoring and baselines. • Useful if details of any revised Congestion and road safety statements are strategies could be appended to future in Appendix B, but bus information strategy APRs. required to be issued as separate document. Clear consultation arrangements • No clear examples of how consultation Previous guidance was misinterpreted and shapes the implementation plan. clear examples are now given in Chapter 6. Best practice sharing and learning No comments needing to be addressed. A clear readable and accessible APR • APR significantly longer than guidance Additional pages were needed to describe suggests. the many strategy improvements in 2002. • Quite technical and has noticeable lack APR now easier to read with several more of colour, graphs or maps. colour pages, including graphs and maps. • APR summary document not published. A summary document for this APR will be published at the end of September 2003. • No undertaking of a survey of the APR The 2003 follow-up consultation of almost audience to gauge views about the APR. 200 APR recipients is described in 6.28.
47 Leicestershire LTP Annual Progress Report 2003
CHAPTER 6 - CONSULTATION 6.1 This chapter summarises eight aspects of public consultation that help to shape how the LTP is implemented, improve effectiveness of the measures and ensure individual schemes meet local needs and receive local support.
USER SATISFACTION WITH CONSULTATION ARRANGEMENTS
6.2 Both the Public Transport and Highway Network Management Best Value Reviews (BVRs) inspectors’ reports were positive about the County Council’s consultation arrangements. The public transport review concluded that the County Council uses the consultation process to identify strengths and weaknesses, address areas of concern and learn from others. More detail was given in APR2.
6.3 The inspectors for the Highway Network Management BVR commented that constructive relationships exist between the County Council and those it works with to deliver services, including district and parish councils. They also commented that recommendations for improvement address what is important to the public and there is good partnership working and effective liaison with other agencies. During their ‘reality checks’ the inspectors found examples of measures to reflect the environmental sensitivity of schemes designed in partnership with the local community.
6.4 The Audit Commission inspections for the two BVRs provide independent evidence that the comprehensive nature of the County Council’s consultation and partnership arrangements not only leads to schemes being developed following identification of local issues but also to changes after detailed consultation. Feedback is regularly received from parish councils and Members representing local communities on the effectiveness of consultation. This feedback is used to develop consultation processes further.
6.5 A recent questionnaire for Ashby Town Centre sought views on public perception of the consultation. This showed 90% satisfaction, with 50% of respondents positively praising the consultation process. A similar exercise for Station Road, Earl Shilton speed management proposals near the Earl Shilton Bypass showed 65% satisfaction. For both the Ashby and Hinckley Town Centre schemes a final consultation exercise will be carried out following completion to gauge opinion on the success of the scheme, how it was planned and implemented and effectiveness of consultation. Comments received on people’s perception of our consultation processes are fed back into subsequent exercises to seek improved satisfaction levels.
KEY ACTIONS ARISING OUT OF THE BEST VALUE REVIEWS
6.6 Extensive consultation as part of the BVRs gave considerable priority to obtaining and understanding the views of service users. The results of these major consultation exercises, summarised in last year’s APR, continue to shape services, in particular issues relating to customer care and contact arrangements.
6.7 There have been some changes in 2002/03 for users following the Highway Network BVR. For example a single telephone number for reporting highway issues was introduced and the service was reorganised. This included integrating the district council highway agencies and Direct Labour Organisation into the Department to improve efficiency and provide improved customer care, access and contact arrangements. As part of the BVR Implementation Plan further improvements are programmed for 2003/04 which will be reported in next year’s APR. Widespread consultation with parish councils and residents will be an integral part of this.
48 Leicestershire LTP Annual Progress Report 2003
6.8 During 2002/03 consultation began in the areas to be covered by the new hourly bus network (see Figure 2.1). This included written information about services and public meetings for communities not on the hourly network. There was some very positive feedback on the implementation of the hourly network, but also some negative feedback. Despite previous consultation there was understandably some confusion from those communities not covered by the 95% target.
6.9 Consequently we now have an improved process. This includes providing an information pack with leaflets giving information about the policy, how the network was designed, the services, what will happen if a community is not on an hourly network and a series of frequently asked questions. This improved and more focussed consultation to those communities not covered by the hourly network should provide the necessary reassurance by providing information about alternative transport solutions, for example demand responsive services, community transport and linkages to the hourly network. For example, in Shawell and Cotesbach the new arrangements led to the introduction of an alternative proposal more focussed on specific local needs. This included changing return journey times on Saturday evenings for young people.
SCHEME IMPLEMENTATION
6.10 Comprehensive and effective consultation continues to be an important and integral part of the County Council’s implementation strategy for all schemes. Feedback is regularly received from parish councils and Members on the effectiveness of the County Council’s scheme consultation arrangements.
6.11 Two major scheme consultation exercises were undertaken during 2002/03. In Hinckley Town Centre a two-day public exhibition took place when over 4000 leaflets and questionnaires were distributed to gauge public opinion on the detail of the preferred scheme identified in earlier consultation. Following consultation there were minor alterations to scheme design including provision of a taxi rank and positioning of street furniture to mitigate the impact of the scheme on the annual street fair.
6.12 The second major consultation was for Ashby Town Centre where a three-day public exhibition took place with over 4000 questionnaires distributed to gauge public opinion on two scheme options. Following consultation, the extended one-way option was considered by Cabinet in March 2003 and following further consideration by the Highways, Transportation and Waste Management Scrutiny Committee was considered again by Cabinet in July 2003. As a result, further public consultation on the detail of the extended one-way option is now planned for autumn 2003. This will also seek views on a do-minimum alternative which will not significantly change traffic flows in Market Street and North Street.
6.13 The County Council designs all integrated transport schemes to meet the needs of the local community. This is essential if they are to be successful in achieving objectives. Public consultation is central to the identification, design and delivery of schemes. Several hundred requests and representations relating to local transport needs are received annually from all sections of the community. These are assessed against LTP objectives, and together with projects identified through the our monitoring procedures, form the basis of the delivery plan.
6.14 The consultation model generally followed in developing schemes begins with discussing operational constraints on the design with the emergency services. This is typically followed by discussion with the parish council to agree detailed objectives and conceptual solutions. Once outline design options and budget estimates are prepared,
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Consultation leaflets Examples from the range of highway scheme consultation leaflets used by the County Council
50 Leicestershire LTP Annual Progress Report 2003 more extensive consultation is carried out through the distribution of publicity leaflets, public exhibitions and publication of statutory notices. Responses from the various consultation stages are continuously fed back into the detailed design until a scheme is produced which meets the aspirations of the majority of the local community.
6.15 Such a full and comprehensive consultation procedure can lead to delays as a scheme supported by the local community is developed. For example a traffic calming scheme incorporating home zone principles in Higham-on-the-Hill is widely welcomed as a means of reducing exposure to danger from traffic avoiding congestion on the nearby A5 trunk road. Villagers have established a Residents Forum to oversee development of the scheme and provide a further channel of communication with local residents (including children attending the village primary school).
6.16 The expansion of the scheme from the original plans has delayed implementation whilst additional design work is carried out and sources of funding identified. This in turn has allowed the opportunity for highway maintenance and environmental enhancements to be carried out at the same time. Despite the delay in implementation, the resulting scheme (to be constructed in 2003/04) will provide a much greater range of benefits.
6.17 In 2002/03 the County Council held 73 public meetings and 28 exhibitions. Whilst all schemes are influenced by the early consultation which takes place before details are developed, a significant number also benefit from changes made as result of the more formal public consultation on the detailed proposals. Some examples are now described.
6.18 Wistow Park Crossroads, Kilby – this is a rural traffic calming scheme to reduce accidents. To ensure the scheme is sympathetic to the environment, including the open grazing of cattle, consultation influenced the use of materials, planting and programming of works.
6.19 Woodmarket, Lutterworth – this is an urban traffic calming scheme to provide safer conditions around two schools which have pupils from a large catchment area. Local consultation identified traffic related problems encountered on the journey to school across a wide area of the town. The scheme has been extended in scope to encompass as many of these as possible. As this has increased the total scheme cost, the works are being phased over two years with completion programmed in 2003/04. The scheme has further benefited from a contribution from the County Council’s Landscape Programme enabling street furniture to be included in the scheme to sensitively reflect the area’s conservation area status.
6.20 Butt Lane, Hinckley – in an approach similar to Woodmarket, Lutterworth the scope of this scheme has been extended to introduce a 20 mph zone over a wider area than originally planned because of concerns raised about displacing traffic into adjoining residential streets. This scheme will also be phased over two years.
6.21 Proposed B676 Burton on the Wolds speed reducing scheme – a number of issues were incorporated into the detailed design and a proposed 50 mph speed limit will be reduced to 40 mph.
LEICESTERSHIRE’S VOICE QUESTIONNAIRE
6.22 Leicestershire’s Voice is the County Council’s Citizens’ Panel. The second wave took place in March 2003 and focussed mainly on transportation issues. The results are being used in the ongoing development of the highways and transportation service. The response was very good with 1,097 panel members out of 1,316 returning completed
51 Leicestershire LTP Annual Progress Report 2003 questionnaires (83% return). The objectives of the transport questions were to get feedback on the improvements described in the LTP and APRs and to understand Leicestershire people’s priorities for further improvements, as well as helping with the review of procedures to develop the transportation improvement programme.
6.23 The responses can be summarised as:
• Improving buses, road safety and controlling traffic speed should be given top priority in investment. • Bus users are generally satisfied with service frequency, reliability, quality of buses and driver attitude. They are less satisfied with seating and lighting at bus stops and shelters and with the provision of timetable information.
• Main disincentives to travel by bus are the convenience of a car, lack of choice in destination, limited frequency, cost, convenience and length of journey.
• The most effective ways of improving road safety are considered to be displays informing motorists of their speed, safety cameras and low speed limits. Speed tables and other traffic calming received mixed views.
• Priorities for improving road safety were identified as education in schools and enforcing speed limits.
• Congestion caused by parents taking their children to school by car could best be reduced by introducing supervised walking groups to and from school and improving public transport to schools.
6.24 Survey results will be published in the summer edition of Leicestershire Matters (the County Council newspaper), a newsletter to Panel members and on the County Council website.
LOCAL STRATEGIC PARTNERSHIPS
6.25 The Leicestershire Local Strategic Partnership (LLSP) includes a wide range of organisations involved in delivering services in the County. It seeks to improve quality of life for Leicestershire people and co-ordinate public services. One of the main mechanisms for achieving this is the production and implementation of a Community Strategy. This was consulted on in two stages. Stage 1 took place during autumn 2002 and involved identifying key issues and priorities. Six discussion groups, a young person’s citizen’s jury, and a quality of life questionnaire through ‘Leicestershire’s Voice’ were carried out. Stage 2 consultation sought views on actions to tackle the issues identified in Stage 1.
6.26 The key transport priorities identified from consultation include the following which are addressed in the revised Community Strategy published in July 2003: • the need for reliable, safe and comfortable public transport providing better access to essential services • better integration of public transport with walking and cycling facilities, safer roads with less speeding and reduced congestion • roads and pavements kept clean and in a good state of repair.
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6.27 Many issues raised through this consultation have led to action plans which mirror many of those already identified through the LTP. These include improved accessibility in rural areas, including for people with mobility impairments, improved road safety and reducing the backlog of maintenance. The County Council’s existing strategy will be enhanced by a new action plan to deliver better access to health services and one with district councils to ensure roads and pavements are cleaned to an appropriate standard compatible with the national code of practice.
6.28 The partnership has identified as one of its 10 priorities vital and thriving market town centres to act as ‘hubs’ for surrounding communities. The County Council’s programme of bypasses and transport improvements in the market town centres will give vital support to this priority.
6.29 The County Council is directly involved with the six district based Local Strategic Partnerships and thereby seeks to ensure that there is compatibility between the partnerships, their priorities, and the policies and strategies being pursued in the LTPs.
LTP CONSULTATION DAY
6.30 LTP day is an annual event for the Central Leicestershire LTP attended by stakeholders. As many of the stakeholders are also involved in the Leicestershire LTP the 2003 event was expanded to include both LTPs and was attended by around 100 people. The event included a series of presentations and group discussions to give feedback on progress and suggestions for the future.
6.31 The day provided useful information on the delivery of the LTPs and issues for developing future LTPs. The general view was positive and in particular there was widespread support for the safety camera initiative. Following feedback from this event, the County Council will adopt a more focussed approach at future events to issues in market towns. By addressing these issues at future LTP consultation days, the County Council will reflect the high priority given to market towns in the Community Strategy as the focal points for the surrounding communities.
DISTRIBUTION AND FEEDBACK FROM APR2
6.32 The 2002 APR2 was distributed widely, being made publicly available in all libraries, service shops and on the County Council’s web site. Copies were sent to stakeholders and comments on progress were invited. Follow-up letters were sent in April 2003 seeking views on presentation and level of information. There was satisfaction with the general content but a number of responses suggested making the APR easier to read and more colourful. These comments are addressed by the improvements in this APR.
6.33 An audio cassette version of Chapters 2 and 3 was produced with 25 copies issued for consideration by the Leicestershire and Rutland Visually Impaired Council. Their comments highlighted the need to minimise use of jargon and abbreviations in the text. Comments were also made about awareness of the Traveline enquiry services, shared cycle / footways, disabled parking space enforcement and the adequacy of travel tokens when needed for taxis on longer rural journeys. These comments are being taken on board and regularly addressed in the detailed consultation for individual schemes.
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STAKEHOLDER AND PARTNERSHIP MEETINGS
6.34 Throughout the year a wide range of stakeholder and partnership meetings are organised to guide strategies and delivery. Examples include the: • Central Leicestershire, Loughborough and Shepshed, and Hinckley Quality Bus Partnerships • East and West Leicestershire Rural Transport Partnerships • Leicester, Leicestershire and Rutland Road Safety Partnership • Freight Quality Partnership • Hinckley and Ashby Town Centre Joint Member Steering Groups • local pedestrian, cycling, and disability forums or consultative meetings • District Community Safety Partnerships • Concessionary Travel Partnership.
6.35 Examples of how these have directly influenced LTP implementation include the: • detailed design and implementation of a bus lane as part of Epinal Way extension in Loughborough • location of StarTrak displays at bus stops between Leicester and Loughborough • development of taxi provision in Hinckley Town Centre • provision of a more flexible response to the transport needs of mobility impaired and rurally isolated people in the Shepshed area • extension of a car service in the Melton area to meet the transport needs of mobility impaired and rurally isolated people • development of a Leicester, Leicestershire and Rutland Road Safety Partnership action plan for 2003/04 including additional safety cameras • Hinckley and Ashby town centre schemes • development of schemes for cycle parking outside 15 libraries • street lighting improvements resulting in reduced crime levels, for example along Almeys Lane in Earl Shilton.
REGIONAL AND CROSS-BOUNDARY CONSULTATION
6.36 The County Council actively participates in a wide range of regional groups to ensure effective contribution to the development of regional strategies and programmes. For example: • Multi-Modal and road based studies • Association of Transport Co-ordinating Officers (ATCO) regional meetings covering Best Value, Ticketing, Rail, Education, Social Services and Community Transport • East Midlands Airport Transport Forum • Regional Rail Co-ordination Group • Transport Officers Group of the Regional Planning Forum • Regional Planning Guidance monitoring group
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6.37 The County Council is involved in cross-boundary consultation, including sharing best practice, for many aspects of the programme. For example, the implementation of area-wide lorry controls in the north of the County is dependent on Lincolnshire and Nottinghamshire County Councils consulting with local communities on behalf of the County Council to promote a scheme benefiting all three areas.
6.38 The Best Value Inspectorate recognised a long track record of successful working between Leicestershire and surrounding local authorities for cross boundary bus services. In 2002/03 consultation on bus services to Bingham (with Nottinghamshire County Council), services to Rugby (Warwickshire County Council) and services to Uppingham (Rutland County Council) resulted in services appropriate to the needs of users regardless of county boundaries. This led to the retention of services between Oakham and Nottingham via Melton Mowbray, extended services in the Vale of Belvoir to Bingham and a new contract service between Uppingham and Leicester.
WORKING WITH DISTRICT COUNCILS
6.39 District councils are actively involved in implementing the LTP through meetings on the development of bus and community transport services, the Air Quality Forum, consultation on all schemes in the implementation programme and annual Member meetings to influence the LTP programmes. Examples include the Leicestershire Council’s Concessionary Travel Partnership (see 2.27 and 2.28), and District Community Safety Partnerships.
6.40 As a recommendation of the BVRs, the County Council is seeking to further improve district council involvement by the introduction of district based local Highway Forums from summer 2003 for Members of all authorities. The Forums will facilitate enhanced joint working, identify local concerns and advise on local priorities for services and schemes. The first of these meetings was held in June 2003 with the first round of all districts to be completed by September 2003. District council statements relating to delivery of the LTP are included in Appendix D.
CONTINUOUS IMPROVEMENT
6.41 Although the approach to consultation is both comprehensive and effective in seeking the views of Leicestershire people there is no room for complacency. The County Council has therefore recently launched a Consultation Toolkit on its intranet offering advice and guidance to officers who are engaged in or contemplating carrying out consultation. The Toolkit will assist officers in planning, implementing and monitoring consultation activity with advice on all aspects of consultation from ensuring social inclusion to choosing appropriate methodologies. It also contains information on the relevant legislation affecting consultation, the results from Leicestershire’s Voice and the minutes and work programme of the corporate consultation group.
6.42 An important part of the Toolkit is the Consultation Database, due to be launched in September 2003, to provide a mechanism through which consultation activity can be accessed, monitored and evaluated. By the end of the year it is hoped that key partners from the local authority, health, fire and voluntary sectors will also have access to this resource to both contribute information and add to existing records. This will form the basis of agencies working together and joining up their consultation plans where possible.
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CHAPTER 7 - BEST PRACTICE SHARING AND LEARNING 7.1 This chapter summarises how we have shared our own best practice, learnt from the expertise of others and built on the best practice examples reported in last years APR. More detail is given in Appendix E including a summary of the best practice and other groups we work with.
7.2 The County Council is fully committed to both learning from others and sharing its own good practice, which is now a routine part of daily work. We continue to be actively involved in best practice and benchmarking groups and for example have a significant role in the work of the Midlands Regional Best Value Group which is going from strength to strength following the appointment of a full time support officer.
7.3 Officers regularly attend a wide range of seminars, conferences and working groups providing excellent opportunities for sharing and learning. Opportunities are also taken whenever possible to learn from Beacon Councils and Centres of Excellence. Examples during the last year include conferences on Sharing Best Practice, held in Telford; Delivering Local Transport Plans held in Leicester; and an Improvement and Development Agency (IDeA) conference in Birmingham, which outlined the work that is taking place to develop accessibility planning initiatives discussed in Chapter 8.
7.4 As reported in last years APR the two Best Value reviews made a significant contribution to continuous improvement through comparisons and benchmarking with a number of authorities. The lessons learnt from the reviews continue through implementing improvement plans.
7.5 Many examples of best practice were included in last years APR and the County Council was quoted in a national publication as being a good practice example in this aspect of the APR. LEARNING FROM OTHERS
7.6 Details of where the County Council has benefited from the experience or advice of others are given in Appendix E. Recent examples include: • introduction of Yellow Buses as part of improving the quality, safety and security of the home to school journey • comprehensive and positive use of the media to publicise the new safety cameras to maximise their impact and to obtain and maintain public support for them • continuing to provide advisory disabled parking places in residential areas • continuing the popular use of coloured stone surfacing and other techniques to highlight lower speed limits or traffic calmed areas resulting in much lower speeds • use of a Walking Bus Pack to initiate a number of walking buses to school • introduction of an innovative system for recycling gully emptying arisings, including a well received local amenity site for local residents • speed activated signs which continue to provide a significant reduction in speed and which are now being used more widely • introduction of a single telephone number for main highway services to improve customer contact arrangements • use of flashing amber lamps to denote lower speed limits at school at start and finish times resulting in a reduction in speed.
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SHARING OUR OWN BEST PRACTICE
7.7 Details of where the County Council has shared its own good practice is given in Appendix E. Recent examples include: • recognition of the StarTrak text messaging service for innovation and being shortlisted for the recent National Transport Awards • implementation of the Best Value review recommendation to provide hourly bus services in rural areas being recognised as cutting edge good practice and resulting in Council Officers taking up an invitation to give a presentation to DfT • the national and regional awards won for radio advertisements developed for child pedestrian and young driver safety messages • innovative recycling initiatives • the County Council initiating a very well received best practice group covering both the East and West Midlands to share our new initiative for securing commuted sums to cover future maintenance costs of schemes for new developments.
WORKING WITH OTHERS
7.8 Whilst many of the groups the County Council works with look to develop a range of services, a number have been set up to address specific issues. These include:
• The Leicester, Leicestershire and Rutland Road Safety Partnership, which shares best practice within the Leicestershire Constabulary area. This partnership made a successful bid as part of the national implementation of safety cameras. • The East Midlands Association of Transport Co-ordinating Officers, which shares best practice relating to public transport. This group has a number of special interest groups attached to it, including Information and Ticketing, Social Services and Community Transport, Rail, and Education. The Group is currently setting up practical workshops, for example on Real Time Information, Community Transport and School Transport. • The Local Authority Cycle Planning Group involving local authorities, consultants and SUSTRANS, and which shares best practice and resolves issues relating to cycling. • The East Midlands Highways Development Control Forum comprising 10 East Midlands authorities which shares best practice on the effective integration of transport, land use planning and highways development control. • The East Midlands Regional Accident Working Group which is attended by the Highways Agency and all East Midlands highway authorities meets quarterly to exchange experience, information and best practice on road safety initiatives throughout the region. • The ‘Shiny Side Up’ Partnership comprising Lincolnshire, Nottinghamshire, Derbyshire, Rutland, Northamptonshire and Leicestershire County Councils which meets around six times a year to share best practice and deal with issues relating to the vulnerability of powered two wheeler users. • Continuing to have an active role in the Vaisala User Group to exchange information and working practices relating to ice detection and weather monitoring.
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• A number of groups operating corporately in the County Council to share best practice in specific areas, for example a Sustainability Group whose remit includes the production of the County Green newsletter containing good practice information, a Procurement Group, a Consultation and Public Involvement Group and a Performance Management Group. • Active involvement on the Central and Local Government Information Partnership - Transport Statistics Group (CLIP-TS). This group includes representatives from DfT, the Local Government Association, Passenger Transport Executives and six local authorities. It has a key role in ensuring that statistics and monitoring meet the needs of local and national government and that expertise is shared. One role of the CLIP-TS group is to assist with DfT monitoring advice for LTPs. • Offering advice to the East Midlands Regional Assembly on monitoring Regional Planning Guidance (RPG), including the scope for using LTP practice for target setting. For the Regional Transport Strategy within the RPG, they have been encouraged to use LTP transport data to minimise additional work and cost.
CHANGES TO WORKING PRACTICE AND IMPROVED PERFORMANCE
7.9 The effectiveness of good practice sharing can be subjective and difficult to quantify, but the outcome of a number of new initiatives can and have been assessed. Examples are summarised below with further details in Appendix E. • the pro-active media campaign related to the safety camera initiative has brought about very positive and supportive local media coverage and has contributed to a 59% fall in the number of people killed and seriously injured at camera sites (compared with a 35% fall in the national pilots) • a continuing and significant reduction in vehicle speeds and accidents since the introduction of speed activated signs which are being extended across the County • a saving of £20k through the use of ice prediction and weather monitoring stations and thermal mapping • continuing use of coloured stone surfacing material in road surfaces to highlight the presence of a lower speed limit or traffic calmed areas continues, resulting in a significant reduction in speed • Walking Bus Packs were used to assist the implementation of Walking Buses at four schools. A total of five schools now have Walking Buses, with 115 children using them to travel to school on an average day • continuing provision of around 50 parking spaces per year for disabled people in the vicinity of their homes.
7.10 Some initiatives have implications for, or can be applied to other service areas. For example the principles adopted by regional Best Value benchmarking and best practice groups can equally apply to all County Council service areas. Similar groups exist in education, museums, property, regulatory services and treasurers. A number of corporate groups operate in the County Council (see 7.8) which share best practice and develop improved ways of working. The comprehensive lorry control plan has significant implications for prioritising maintenance work where savings can be made by concentrating resources on the ‘A’ and ‘B’ class roads which comprise the Leicestershire Lorry Route Network.
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CHAPTER 8 - EMERGING ISSUES 8.1 This chapter explains the progress on several initiatives that have gained greater prominence during the last year, including the Government’s wider issues.
ACCESSIBILITY PLANNING
8.2 The February 2003 report of the Government’s Social Exclusion Unit ‘Making the Connections: Final Report on Transport and Social Exclusion’ identifies accessibility planning as people being able to get to key services at reasonable cost, in reasonable time and with reasonable ease. The report suggests that accessibility planning will be built into the next round of LTPs. This year’s APR guidance confirms that this will be the case and asks local authorities to indicate what they are already doing.
8.3 For many years the County Council has recognised the need to have a quantitative methodology to assess the most appropriate locations for new developments and establish a basis for seeking developer contributions to improve public transport to them. The County Council has continued to develop its capability to measure accessibility, primarily for new developments, but more recently to consider social exclusion.
8.4 In 1999, the County Council was one of the first local authorities to purchase ACCMAP which is a GIS-based system for measuring accessibility of defined locations. By 2001 all bus stops in the County were mapped creating a database of facilities. The County Council subsequently pioneered, and paid for, the development of software to enable electronic bus timetable information to be included in ACCMAP. The accessibility of hospitals has been mapped for the Primary Care Trust and the County Council has worked in partnership with Leicester City Council to develop an accessibility indicator for major employment locations. This could be extended to include schools, libraries etc.
8.5 The Rural Transport Partnerships deal with accessibility for both disabled and rurally isolated people and have funded community transport services for both groups.
8.6 A lack of convenient and cheap transport can be a major problem for young people wanting to continue their education after leaving school. The Government requires the County Council to produce an annual report outlining what arrangements are in place. This is a function of the Post-16 Transport Partnership between the County Council, the Leicestershire Learning and Skills Council (Connexions) and schools and colleges. The Government has provided a grant of £184k this year, which will enable further research and pilot projects to be started for issues such as disabled transport and mobility and independence training for special needs youngsters.
8.7 In its input to the transport aspects of community strategies the County Council seeks to ensure there is due regard to existing commitments and proposals in other policy documents, including the LTP and APRs.
TAXIS
8.8 In February 2003 the DfT wrote to all local transport and taxi licensing local authorities and Government Offices in England, as well as the National Assembly for Wales, urging them to ensure that the LTP process incorporates the contribution of taxis and private hire vehicles to integrated transport. This followed completion of a study commissioned by DfT to find out what lessons could be learnt for future guidance.
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8.9 In Leicestershire the district councils are responsible for taxi and private hire vehicle (PHV) licensing and are all working to ensure they are incorporated into the LTP process. Following the May 2002 request from the County Council, all district councils included taxis in their APR2 statements. The current position is summarised below:
• Blaby District Council’s licensing arrangements introduced in 2001/02 are working well. The role of taxis as part of the wider public transport system has been improved by establishing a dual licensing procedure to allow taxis to operate over a wider area which is particularly useful in the more remote rural areas.
• Charnwood Borough Council monitors vehicle quality regularly and operators are subject to six monthly certificates of compliance and emission tests. Discussions are ongoing with the local taxi association on the potential to develop community schemes such as taxibuses to serve rural areas. The bus facilities scheme in Loughborough town centre includes waiting facilities for taxis and making them accessible to the public at times when buses are not available.
• Harborough District Council aims to maintain the quality of taxis and PHVs by carrying out annual checks on drivers and vehicles. In 2001/02 approval was given for a new high profile town centre taxi rank in Market Harborough.
• Hinckley and Bosworth Borough Council have established meetings with the main taxi operators in the Hinckley area with discussion covering the siting of taxi ranks, integrated transport and disabled transport.
• Melton Borough Council has reviewed licensing policy to take account of integrated transport, and traffic regulation orders are being changed to allow taxis and PHVs to use bus priority routes in Melton Mowbray.
• North West Leicestershire District Council is incorporating taxis and private hire vehicles into the wider public transport system, for example the ranking provision introduced in Ashby-de-la-Zouch to meet late night demand and reduce the potential for crime and disorder. Consultation with the licensing group for a scheme for Coalville will ensure appropriate ranking provision is included.
8.10 The implementation plan following the County Council’s Public Transport Best Value Review includes actions to set up a working group with appropriate district council officers and this has recently got underway.
STREET LIGHTING FUNDING
8.11 Appendix C includes a street lighting inventory for the County which shows that approximately 40% is life expired. Funding is required to replace the backlog of column replacements to provide a safe environment for the public.
8.12 Leicestershire County Council investigated the possibility of Private Finance Initiative (PFI) funding in 1998 and determined that it was not financially viable. It is likely that it will still not be viable when renewed investigations are complete in summer 2003. The House of Commons Transport Committee report of 25 June 2003 on Local Roads and Footpaths concluded that "PFI for road and street lighting maintenance will only be applicable in a minority of cases. Greater funding through traditional channels will be necessary to clear the backlog." Leicestershire County Council endorses this view, and seeks an allowance for street lighting replacements through the LTP settlement.
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GOVERNMENT WIDER ISSUES
8.13 In 2002 the Government and Local Government Association agreed seven shared priorities which are now the focus for the Government and local authorities in improving public services. This section summarises how the LTP is contributing to these objectives and where in this APR further information is given. RAISING STANDARDS ACROSS OUR SCHOOLS 8.14 Working with schools is an important aspect of delivering the LTP. In particular this includes the development of School Travel Plans and road safety education. IMPROVING THE QUALITY OF LIFE OF CHILDREN, YOUNG PEOPLE, FAMILIES AT RISK AND OLDER PEOPLE 8.15 Safe and efficient accessibility to services and facilities is important for quality of life. The County Council is involved in many schemes that provide this accessibility to services and which are discussed in Chapter 2. Examples include the Leicestershire Councils Concessionary Travel Partnership, safer routes to school projects and the Post- 16 Transport Partnership. PROMOTING HEALTHIER COMMUNITIES BY TARGETING KEY LOCAL SERVICES, SUCH AS HEALTH AND HOUSING 8.16 The County Council’s existing accessibility strategies will be enhanced by a new action plan in the Leicestershire Community Strategy to deliver better access to these services. CREATING SAFER AND STRONGER COMMUNITIES 8.17 Chapter 2 gives information on the schemes completed through the LTP. Considerable progress is reported in reducing road casualties, in particular through the safety camera partnership that began in 2002. Street lighting investment is important in reducing crime and the fear of crime (see 2.46) and is particularly important as part of an integrated transport strategy to encourage people to cycle and use public transport. TRANSFORMING OUR LOCAL ENVIRONMENT 8.18 The increased capital allocation for transport in recent years has enabled a vastly increased programme of new transport investment to be carried out. This includes schemes to reduce the impact of traffic in sensitive areas, particularly outside schools. Priority has also been given to using noise reducing surfaces in maintenance schemes including use of the TRITON vehicle (see 2.68). MEETING TRANPSORT NEEDS MORE EFFECTIVELY 8.19 The LTP includes objectives and targets which clearly set out what it aims to deliver. A comprehensive and robust monitoring system is in place to ensure schemes contribute to these objectives and targets. In delivering improvements the County Council has a proactive approach to both consultation and best practice sharing to ensure that in identifying what schemes are built and how they are designed the needs of the local community are incorporated. This is summarised in Chapters 6 and 7. PROMOTING THE ECONOMIC VITALITY OF LOCALITIES 8.20 Improving accessibility to areas of employment is particularly important to promote economic vitality. Significant investment is being made to promote and improve the opportunities to use public transport, walk and cycle throughout the County. Access to employment will also be an important aspect of accessibility planning.
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CHAPTER 9 - OVERCOMING BARRIERS TO IMPLEMENTATION 9.1 This chapter briefly explains the circumstances that are affecting implementation of the LTP and the fulfilment of all the objectives, and any steps being taken or planned to address the issues.
9.2 As reported in APR2, the large increase in transportation work nationally resulting from the Government’s 10 Year Plan and the significant increase in LTP settlements has caused a shortage of skilled staff. The County Council has however raised the level of staff resources for implementing the LTP. This has involved more use of consultants, recruitment and retention measures (including a corporate job evaluation scheme recognising current market forces), training of new staff and flexible deployment. This has been very successful in meeting the needs of the increased programme.
9.3 Increasing construction costs were raised as an issue in APR2. To combat this, the County Council’s new integrated construction arrangements provide a competitive discount on average tendered rates. Apart from the more rapid procurement of works, there is increasing effort to achieve optimum rates of construction throughout the year to make best use of resources. We are also putting in place a number of measures, including setting target costs, to help drive down overall costs.
9.4 A particular concern is the increasing cost of road surfacing, including the low noise materials needed to reduce the environmental impact of traffic. An innovative scheme (see 2.68) using fine textured surface dressing has been successful in achieving measured low noise at a fraction of the cost of normal low noise materials. Further developments of this technique are taking place to widen the areas of application.
9.5 In APR2 the increase in casualties on Leicestershire’s trunk roads and motorways was shown to be inhibiting overall progress on casualty reduction. The County Council is now working closely with the Highways Agency to tackle this, and 15 new safety camera sites on trunk roads have been included in the safety camera scheme. The Highways Agency is also carrying out a significant number of safety schemes on trunk roads in Leicestershire. Although too late to affect the 2002 casualty figures, initial indications in 2003 are encouraging, and significant progress now appears to be being made. The County Council’s local Public Service Agreement includes a specific and very challenging target to bring non-motorway trunk road casualties not only back on track by 2005, but reducing in a more stretching way than the national target.
9.6 Two particular concerns affect the bus network. Firstly, the competition legislation makes it difficult to introduce through ticketing arrangements, which are a necessity if there is going to be an integrated transport system. Secondly, the commercial network continues to be unstable with de-registration of services at 56 days notice happening all too often, leaving the County Council to pick up the cost at short notice of supporting a continued service. Despite this the County Council is making excellent progress towards its very stretching target for rural bus accessibility with encouraging outcomes in terms of increased patronage.
9.7 There is increasing concern that the remit of the Strategic Rail Authority, and the inflated costs of railway works, will prevent better train services, including proposals from the Multi-Modal Studies. Despite this, there was a very encouraging local increase of 6% in rail passengers in 2002/03. The County Council is seeking to build on this through improved revenue protection on the Ivanhoe Line train service with service inspections to increase customer satisfaction and improved marketing (see 2.23 and 2.24).
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GLOSSARY
Best Value - A duty placed on Local Authorities by the Local Government Act 2000 to test efficiency, effectiveness and economy and to secure continuous improvement. Commercial / Contract bus services - Commercial services are planned by bus operators and run without subsidy. Contract services are those which the County Council pays bus operators to run. These often fill gaps in commercial services. Community Strategy - A duty placed on county and district councils by the Local Government Act 2000 to develop strategies in partnership with the wider community in their areas to ‘promote economic, social and environmental well-being’. Deflectograph - A method of estimating the structural life of a road by measuring its deflection when subjected to a moving load under a specially designed test vehicle. East Midlands Development Agency (emda) - A statutory body set up in 1999 to promote economic development in the region. Highways Agency - An executive agency of the Department for Transport that has responsibility for managing the national road network (trunk roads and motorways). Home Zone - An officially designated zone in a residential area where measures have been implemented to give priority to pedestrians, normally in conjunction with a 20mph speed limit. Multi-modal study - Studies commissioned by the Government to investigate solutions to problems on the motorway and trunk road network which include examining improvements to other modes including rail and bus. Negative Residual Life - A road which has passed the point where it is possible to predict its structural integrity using a deflectograph survey. This does not necessarily mean that it is no longer serviceable. Performance Indicator - A criterion against which progress can be measured towards objectives and targets. Principal Road - In this document it refers to A roads managed by the County Council and it therefore excludes trunk roads. Non-principal roads comprise B roads and all lesser roads managed by the County Council. Public Service Agreement (PSA) - National PSAs are an agreement whereby DfT seeks to achieve certain transport targets in exchange for additional funding from the Treasury. Local PSAs are similar but are an agreement between local authorities and DfT which can include additional freedoms to assist service delivery. Single Capital Pot - A system introduced by the Government in 2002/03 which allows a local authority freedom to decide how to allocate the grant it receives from the Government according to its own spending priorities. StarTrak - A system to locate buses using global satellite navigation technology in order to provide information to passengers and operators. StarText is the name given to the new initiative to access the StarTrak system using mobile phone text messaging. SUSTRANS - a sustainable transport charity which works on projects, such as the National Cycle Network, to encourage people to walk, cycle and use public transport in order to reduce motor traffic and its adverse effects. TravelWise - A national initiative in which local authorities and other organisations work together to promote sustainable transport. Travel Plan - A plan or a programme of actions to reduce car use, normally for journey to work (WTP) or to school (STP). Trunk roads – Motorways and the most important A class roads forming a national network and managed by the Highways Agency on behalf of the Government. Walking bus - A method of providing organised supervision for school children walking to school.
63 Leicestershire LTP Annual Progress Report 2003
APPENDIX A - TABLES OF INDICATORS AND TARGETS
A.1 This Appendix contains the tables of performance indicators and targets which are referred to in Chapters 2 and 3. Pro-forma A is the table of core indicators including paragraph references to Chapter 3 where the explanations are given. Pro-forma B is the full table of performance indicators, updating Table 4.1 in APR2, and again repeating the core indicators to give the most complete overview progress. For ease of reference, the headings in Pro-forma B repeat those used in Chapter 3. Paragraph references are only given where the “on track” designation merits explanation, although Chapter 3 describes the progress of every PI compared with the position in APR2.
A.2 Table C is provided to give a summary of how PIs and the schemes described in Chapter 2 contribute to national targets. At the end of the appendix is a note describing the data and derivation the baseline for the cycling core indicator.
NATIONAL PSA TARGETS PSA 1 Reduce congestion on the inter-urban trunk road network, and in large urban areas in England, below 2000 levels by 2010. PSA 2 Improve accessibility, punctuality and reliability of local transport (bus and light rail) with an increase in use of more than 12% from 2000 levels by 2010. PSA 3 Reduce number of people killed or seriously injured in Great Britain in road accidents by 40% and the number of children killed or seriously injured by 50%, by 2010 compared with the average for 1994-98, tackling the significantly higher incidence in disadvantaged communities. PSA 4 Improve air quality by meeting our national air quality strategy objectives for carbon monoxide, lead, nitrogen dioxide, particles, sulphur dioxide, benzene and 1-3 butadiene (PSA shared with DEFRA). DfT 10 YEAR PLAN TARGETS (NOT COVERED BY PSAs ABOVE) 10YP 5 By 2010 to triple the number of cycling trips compared with a 2000 base. 10YP 6 To achieve a one-third increase in the proportion of households in rural areas within about 10 minutes walk of an hourly or better bus service by 2010. 10YP 7 Provide sufficient resources to local authorities to halt the deterioration in the condition of local roads by 2004 and eliminate the backlog by the end of the Plan period.
ABBREVIATIONS USED IN PRO-FORMA A AND PRO-FORMA B LA Local Authority BVXX National Best Value PI Core PI DfT standard PI required for inclusion in all APRs PSA X National Public Service Agreement target for APRs (see above) Local PSA Leicestershire Public Service Agreement with DfT for casualty reduction 10YP National Transport 10 Year Plan PT Public transport (both bus and rail) StMn Structural Maintenance KSI Killed or seriously injured STP School Travel Plan WTP Workplace Travel Plan CO2 Carbon dioxide (greenhouse gas emission) PRO-FORMA A – CORE PERFORMANCE INDICATORS AND TARGETS
Baseline position Most recent position Target LA view on Core Indicator Units/Definitions Source of data Year Data Year Data Year Data progress
(1) Principal roads - 1999/00 23.3% 2002/03 16.8% 2005/06 13% On track Deflectograph surveys BV96 (ref para 3.51) (Countywide) Road Condition (% (2) Non-principal Coarse visual inspection with where structural classified roads - 2000/01 10.1% 2002/03 23.5% 2005/06 16% Not on track change of definition for maintenance should BV97a (ref para 3.52/3) 2002/03 (Countywide) be considered) (3) Non-principal Coarse visual inspection with unclassified roads - 2001/02 13.1% 2002/03 14.7% 2005/06 9% On track change of definition for BV97b (ref para 3.54) 2002/03 (Countywide) Thousands of bus Number of bus passenger journeys 2002/03 16,100 2002/03 16,100 2005/06 16,600 No clear All bus operators passenger journeys (boardings) per year in up 3.1% evidence (Countywide) the authority - BV102 (ref para 3.14) Percentage of bus users No clear Autumn 2000 Leicestershire Bus passenger satisfied with local bus 2000/01 65% 2000/01 65% 2005/06 70% evidence BVPI user satisfaction survey satisfaction services - BV104u (ref para 3.15) (Countywide) Number of cycling trips at Continuous automatic counts Number of cycling representative number of 2000 14,062 2002 14,083 2005 24,300 Not on track at 21 cycle track sites (see trips counting points Expanded from the up 73% (ref para 3.41-3) note at end of this Appendix) five original sites (Countywide) Number of deaths Number of people killed 1994 – and serious injuries or seriously injured on all 1998 305 2002 268 2005 234 On track Police accident reports for all (all ages) roads in the LTP area average 23% less (ref para 3.27) roads including motorways. (LTP area only) Number of children Number of children 1994 – killed and seriously (under 16) killed or 1998 26 2002 17 2005 18 On track Police accident reports for all injured seriously injured on all average 29% less (ref para 3.28) roads including motorways. roads in the LTP area (LTP area only) Light rail Not applicable in Leicestershire LTP area % rural households % of rural households within 13 mins walk within 800 metres of an 2001/02 55% 2002/03 61% 2004/05 76% On track Population data and mapping of an hourly or better hourly or better bus (ref para 3.24) (Countywide) bus service service Congestion Not applicable in Leicestershire LTP area PRO-FORMA B – COMPLETE TABLE OF OBJECTIVES, PERFORMANCE INDICATORS AND TARGETS
Local LTP Local Performance Source of data Local targets or Baseline Progress in 2002/03 against On track National Objectives Indicators in LTP outcomes in LTP data local targets or outcomes to meet PSA/10YP (as reviewed in APRs) (as reviewed in APRs) targets? linkage BUS SERVICE QUALITY Increase bus Bus passenger journeys No clear Bus use passenger (boardings) per year (BV102) Bus operators 05/06 16.6m 02/03 16.1m New baseline established evidence and quality journeys (Core PI) (whole County) (1% yearly growth) (replaces earlier DfT data) (Core PI) (PSA 2) % of bus users satisfied with Local BVPI user No clear Bus use local bus services (BV104) satisfaction survey 05/06 70% satisfied Autumn 2000 Next survey due Autumn 2003 evidence and quality (Core PI) (whole County) 65% satisfied (Core PI) (PSA 2) Bus passenger journeys per Bus use year on County Council Bus operators 05/06 2.08m 02/03 1.89m New PI developed following No clear and quality contract services. (whole County) (new local target) Best Value review evidence (PSA 2) Main operators Bus use Average age of bus fleet (90% of fleet) 2006 8 years or less June 2002 March 2003 7.6 years old On track and quality (County + City) (reset to nat’l DfT target) 7.2 years old (ref 3.17) (PSA 2) Bus use % of scheduled bus services Bus operators) 05/06 99.5% or more 02/03 data Baseline being established No clear and quality delivered (reliability). (County + City) (DfT target) (see 3.19) evidence (PSA 2) PUBLIC TRANSPORT INFORMATION More awareness % of users satisfied with Local BVPI user Bus use of PT travel public transport information satisfaction survey 05/06 76% satisfied Autumn 2000 Next survey due Autumn 2003 No clear and quality opportunities (BV103) (whole County) 69% satisfied evidence (PSA 2) PUBLIC TRANSPORT INTERCHANGE Make PT Number of improved County public Bus use interchange interchanges introduced transport records 05/06 8 interchanges 00/01 Zero 02/03 2 interchanges total On track and quality more effective (whole County) in total (PSA 2) PASSENGER RAIL Increase rail Train Operating No DfT passenger Passenger journeys/year Companies 05/06 2.86m journeys 00/01 2.34m 02/03 2.56m journeys On track specified journeys (whole County) journeys linkage SOCIAL INCLUSION Improve social % of rural households within Mapping (800m Rural bus inclusion through 800m walk of hourly or better walk distance) 04/05 76% 01/02 55% 02/03 61% On track access public transort bus service. (Core PI) (whole County) (reset local target) (Core PI) (10YP 6) availability. % of all households within Mapping (800m Bus use 800m walk of hourly or better walk distance) 04/05 95% 01/02 89% 02/03 90.5% On track and quality bus service. (whole County) (reset local target) (ref 3.25) (PSA 2) Local LTP Local Performance Source of data Local targets or Baseline Progress in 2002/03 against On track National Objectives Indicators in LTP outcomes in LTP data local targets or outcomes to meet PSA/10YP (as reviewed in APRs) (as reviewed in APRs) targets? linkage FREIGHT More efficient & Extent of implementation of Lorry control sustainable on lorry control plan records 04/05 100% 99/00 60% 02/03 85% complete On track n/a suitable routes (whole County) (reset local target) (ref 3.26) ROAD CASUALTY REDUCTION Reduce road Number of casualties – all Fewer KSI casualities road users killed or seriously Police reports 2005 234 (down 23%) 305 per year 2002 268 (down 13%) On track casualties injured (KSI) (Core PI) (LTP area only) (reset with Local PSA) (1994/98 avg) (Core PI) (PSA 3) (includes figures Number of child casualties Fewer KSI for trunk roads killed or seriously injured Police reports 2005 18 (down 31%) 26 per year 2002 17 (down 35%) On track casualties and motorways (KSI) (Core PI) (LTP area only) (reset with Local PSA) (1994/98 avg) (Core PI) (PSA 3) in the areas No. of pedestrian + cyclists Fewer KSI indicated) combined KSI (vulnerable Police reports 2005 40 (down 27%) 55 per year 2002 24 (down 44%) On track casualties road users) (LTP area only) (reset with Local PSA) (1994/98 avg) (PSA 3) No. of casualties per 100k of Police repords & Fewer KSI population KSI (BV99(i)) population stats 05/06 50.6 (down 26%) 68.7 02/03 59.6 (down 13%) On track casualties - all road users combined (whole County) (reset with Local PSA) (1994/98 avg) (PSA 3) No. of casualties per 100k of Police reports & pop’n slight injury (BV99(ii)) population stats 05/06 506 467 02/03 467 On track n/a - all road users combined (whole County) (reset with Local PSA) (1994/98 avg) Local PSA Number of casualties KSI on Fewer KSI (Public Service County roads (i.e. excludes Police reports 2005 235 (down 28%) 326 2002 247 (down 24%) On track casualties Agreement) for trunk roads and motorways) (whole County) (DfT agreed Local PSA) (1994/98 avg) (PSA 3) road casualty Number of casualties KSI on Fewer KSI reduction agreed trunk roads but not including Police reports 2005 42 (down 28%) 59 2002 69 (up 17%) Not on casualties with DfT in 2003 motorways (whole County) (DfT agreed Local PSA) (1994/98 avg) track (PSA 3) ROAD SAFETY EDUCATION Promote road % of schools provided with Safety training Fewer KSI safety through road safety services records 05/06 81% 99/00 79% 02/03 81% On track casualties training, (whole County) (PSA 3) education and % of year 6 (10/11 year old) Safety training Fewer KSI awareness pupils receiving cycle records 05/06 60% 99/00 50% 02/03 55% On track casualties training (whole County) (PSA 3) STREET LIGHTING AND PERSONAL SECURITY Maintain and % of street lamps not Street lighting 99/00 Fewer KSI improve street working as planned fault records 05/06 0.50% 0.55% not 02/03 0.82% Not on casualties lighting (former BV98) (whole County) working track (PSA 3) Local LTP Local Performance Source of data Local targets or Baseline Progress in 2002/03 against On track National Objectives Indicators in LTP outcomes in LTP data local targets or outcomes to meet PSA/10YP (as reviewed in APRs) (as reviewed in APRs) targets? linkage WALKING Increase safe % increase in walking to Surveys after walking schools with School Travel STPs adopted Average 15% increase 99/00 02/03 24 STPs - survey data No clear n/a Plans (STPs) adopted (whole County) where STPs adopted no STPs not yet sufficiently reliable evidence % of Category 1, 1a, and 2 Visual Inspection Road footways with significant 50%/year sample 05/06 1.4% 02/03 1.4% Baseline established – target On track condition defects (BV187) (whole County) (new local target) to maintain % at current level (ref 3.39) (10YP 7) CYCLING Increase safe Number of cycling trips at Automatic counts Not on Triple cycling representative number of on cycle tracks 05/06 24,300 per wk 2000 14,062 2002 14,083 per week track cycle trips counting points (Core PI) (whole County) (up 73% towards 10YP) per week (Core PI) (10YP 5) SCHOOL TRAVEL Promote fewer Number of primary schools STP co-ordination Bus/cycle car arrivals at with adopted School Travel records 05/06 96 STPs total 99/00 none 02/03 20 STPs total On track use PSA 2 school Plans (STPs) (whole County) & 10YP 5 Number of second’y schools STP co-ordination Bus/cycle with adopted School Travel records 05/06 21 STPs total 99/00 none 02/03 4 STPs total On track use PSA 2 Plans (STPs) (whole County) & 10YP 5 Reduction in car arrivals at Surveys after schools with adopted STPs STPs adopted Average 15% reduction 99/00 none 02/03 24 STPs - survey data No clear n/a (whole County) where STPs adopted not yet sufficiently reliable evidence WORKPLACE TRAVEL PLANS Reduce car use Development and adoption Bus/cycle generated by of workplace travel plan WTP records 02/03 WTP adoption 99/00 02/03 WTP adopted for On track use PSA 2 workplaces (WTP) for County Hall No WTP detailed staff consultation & 10YP 5 Number of major workplaces Bus/cycle (> 250 people) with adopted WTP records 05/06 28 WTPs total 99/00 none 02/03 13 WTPs total On track use PSA 2 WTPs (whole County) & 10YP 5 TRAVEL AWARENESS Promote less car Proportion of national travel Bus/cycle use generally awarenes campaigns Travel Awareness Each year support all 00/01 02/03 all 4 campaigns On track use PSA 2 supported locally campaign records relevant campaigns 3 out of 4 & 10YP 5 PARKING MANAGEMENT Limit the growth Public free long stay parking Public parking on Bus/cycle in commuting by spaces for commuting by car and off-street 05/06 2020 spaces 99/00 2244 02/03 2244 spaces On track use PSA 2 car into six main town centres (six main centres) (10% reduction) spaces (no reduction) (ref 3.50) & 10YP 5 Local LTP Local Performance Source of data Local targets or Baseline Progress in 2002/03 against On track National Objectives Indicators in LTP outcomes in LTP data local targets or outcomes to meet PSA/10YP (as reviewed in APRs) (as reviewed in APRs) targets? linkage HIGHWAY MAINTENANCE Maintain County % of principal roads with Deflectograph Road highway network negative residual life surveys 05/06 13% 99/00 23.3% 02/03 16.8% On track condition to standard that (BV96) (Core PI) (whole County) (Core PI) (10YP 7) provides for safe % of non-principal classified Visual Inspection Not on Road and efficient roads with significant defects surveys 05/06 16% 00/01 10.1% 02/03 23.5% track condition movement of (BV97a) (Core PI) (whole County) (new local target) (old definit’n) (definition changed for 02/03) (Core PI) (10YP 7) people and % of non-principal unclassif'd Visual Inspection On track Road goods and does roads with significant defects surveys 05/06 9% 01/02 13.1% 02/03 14.7% (ref 3.54) condition not inhibit (BV97b) (Core PI) (whole County) (old definit’n) (definition changed for 02/03) (Core PI) (10YP 7) walking and % of principal roads not Derivative using Road cycling needing StMn ÷ by last 3 yrs BV96 above 05/06 8607 02/03 9964 02/03 Baseline established On track condition StMn £m/km (BV186a) (whole County) (new local target) using first available guidance (ref 3.55) (10YP 7) Note: Structural % of non-principal roads not Derivative using Road maintenance is needing StMn ÷ by last 3 yrs BV97a&b above 05/06 21800 02/03 23833 02/03 Baseline established No clear condition abbreviated to StMn £m/km (BV186b) (whole County) (new local target) using first available guidance evidence (10YP 7) “StMn” Days/km of traffic controls or Utility & maint’nce closure of traffic sensitive works records 05/06 0.9 days/km 99/00 1.0 02/03 0.8 days/km On track n/a roads (BV100) (whole County (reset local target) BRIDGE MAINTENANCE AND STRENGTHENING Fewer bridges % of bridges on County Bridge assessm’ts 99/00 Road needing repair or roads below intended spans > 1.5m 05/06 0.9% 4.7% below 02/03 3.5% On track condition strengthening carrying capacity (whole County) capacity (10YP 7) DISABILITY Remove barriers % of pedestrian crossings County records of to movement by with facilities for disabled ped crossings 03/04 100% 99/00 75% 02/03 86% On track n/a disabled people people (BV165) (whole County) % of bus fleet low-floor for Main operators Bus use level access and faster (90% of fleet) 05/06 45% June 2002 March 2003 33% low floor On track and quality boarding (County + City) 24% low floor (PSA 2) Travel using complementary County public Bus use public transport services for transport records 05/06 1550 02/03 1494 New baseline established for On track and quality disabled people (whole County) (new local target) journeys/wk wider range of services (ref 3.61) (PSA 2) CLIMATE CHANGE Reduce CO2 % CO2 reduction – based on Automatic traffic No DfT emmisions from local road traffic growth count sites No targets for local (or May 2000 2003 2.3% CO2 reduction No target specified road transport (LTP area only) trunk road) traffic growth traffic levels below base year level linkage TABLE C – CONTRIBUTIONS TO NATIONAL TARGETS FROM SCHEMES AND LOCAL TARGETS
LOCAL TARGETS WHICH CONTRIBUTE TO NATIONAL TARGETS SCHEMES WHICH CONTRIBUTE TO NATIONAL TARGETS (PIs with relevant linkage shown in right hand column of Pro-forma B) (see APR paragraph numbers as indicated) National target PSA 1 reduce congestion on the inter-urban trunk road network, and in large urban areas in England, below 2000 levels by 2010
The Leicestershire LTP area does not include any large urban areas (as defined) and the inter-urban trunk road network is managed by the Highways Agency, therefore no local targets are currently set. However, a congestion statement is included in Appendix B. National target PSA 2 improve accessibility, punctuality and reliability of local transport (bus and light rail) with an increase in use of more than 12% from 2000 levels by 2010
BV102 bus passenger journeys (boardings) per year (core PI). Expansion of the hourly bus network (see 2.13 to 2.15) BV104 percentage of bus users satisfied with local bus services (core PI). New contract bus services (see 2.16) Bus passenger journeys per year on County Council contract services. Leicester - Loughborough - Shepshed bus corridor (see 2.17) Average age of bus fleet. StarTrak real time information (see 2.18) percentage of scheduled bus services delivered (reliability). Bus Information Strategy (see 2.19) BV103 percentage of users satisfied with public transport information. StarTrak text messages – StarText (see 2.20) Number of improved interchanges introduced. Public transport interchanges (see 2.21 & 2.22) Percentage of all households within 800m walk of hourly or better bus service. Complementary public transport (see 2.26) Number of primary schools with adopted School Travel Plans. Concessionary Travel Scheme (see 2.27 & 2.28) Number of secondary schools with adopted School Travel Plans. Highway network improvements (see 2.29 & 2.30) Development and adoption of Workplace Travel Plan (WTP) for County Hall. Town centre improvements (see 2.33) Number of major workplaces (>250 people) with adopted WTPs. Yellow school buses (see 2.57) Proportion of national travel awareness campaigns supported locally. County Hall and other Workplace Travel Plans (see 2.59 & 2.60) Public free long stay parking spaces for commuting to the six main town centres. National & international travel awareness campaigns (2.61) Percentage of bus fleet low-floor for level access and faster boarding. Parking management (see 2.62 & 2.63) Travel using complementary public transport services for disabled people. Land use planning – Epinal Way Extension (see 2.77) LOCAL TARGETS WHICH CONTRIBUTE TO NATIONAL TARGETS SCHEMES WHICH CONTRIBUTE TO NATIONAL TARGETS (PIs with relevant linkage shown in right hand column of Pro-forma B) (see APR paragraph numbers as indicated)
National target PSA 3 reduce no. of ksi road casualties by 40% and no. of children ksi by 50%, by 2010 compared with 1994-98 average, tackling higher incidence in disadvantaged communities Number of casualties - all road users killed or seriously injured (KSI)(core PI). Safety Camera Scheme (see 2.34) Number of child casualties killed or seriously injured (KSI)(core PI). Casualty reduction schemes (2.36 to 2.39) Number of pedestrians + cyclists combined killed or seriously injured (KSI). Road safety education (see 2.40 to 2.42) BV99(i) all road user casualties per 100k of population. Powered two wheelers (2.43) Number of casualties KSI on County roads only (local PSA). Speed management (see 2.44 & 2.45) Number of casualties KSI on non-motorway trunk roads (local PSA). Street lighting improvements (see 2.46) Percentage of schools provided with road safety services. Footway network and crossings (see 2.48 & 2.49) Percentage of Year 6 (10/11 year old) pupils receiving cycle training. Traffic calming (see 2.39 & 2.53) Percentage of street lamps not working as planned (former BV98). Fine textured surface dressing to restore skid resistance (see 2.68) Road safety statement (see Appendix B)
National target PSA 4 improve air quality meeting national air quality strategy objectives for carbon monoxide, lead, nitrogen dioxide, particles, sulphur dioxide, benzene and 1-3 butadiene (psa shared with DEFRA) No local PI for air quality. Ashby town centre following opening of Bypass (see 2.74) District council air quality action plan consultation (see 2.75) LOCAL TARGETS WHICH CONTRIBUTE TO NATIONAL TARGETS SCHEMES WHICH CONTRIBUTE TO NATIONAL TARGETS (PIs with relevant linkage shown in right hand column of Pro-forma B) (see APR paragraph numbers as indicated)
National target 10YP 5 by 2010 to triple the number of cycling trips compared with a 2000 base
Number of cycling trips at representative number of counting points (core PI). Town centre schemes (see 2.33) Number of primary schools with adopted School Travel Plans. Casualty reduction schemes (2.39) Number of secondary schools with adopted School Travel Plans. Road safety education (see 2.40) Development and adoption of workplace travel plan (WTP) for County Hall. Speed management near schools (see 2.44) Number of major workplaces (>250 people) with adopted WTPs. Cycle parking stands (see 2.50) Proportion of national travel awareness campaigns supported locally. Cycle routes and signing (see 2.51, 2.52 & 2.54) Public free long stay parking spaces for commuting to the six main town centres. Cycling to school (see 2.53 & 2.56) County Hall and other Workplace Travel Plans (see 2.59 & 2.60) National & international Travel Awareness Campaigns (2.61) Parking management (see 2.62 & 2.63) Cycle lanes and crossings at traffic signal junctions (see 2.78)
National target 10YP 6 to achieve a one-third increase in the proportion of households in rural areas within about 10 minutes walk of an hourly or better bus service by 2010
Percentage of rural households within 800m walk of hourly or better bus service. Expansion of the hourly bus network (see 2.13 to 2.15) Complementary public transport (2.26) LOCAL TARGETS WHICH CONTRIBUTE TO NATIONAL TARGETS SCHEMES WHICH CONTRIBUTE TO NATIONAL TARGETS (PIs with relevant linkage shown in right hand column of Pro-forma B) (see APR paragraph numbers as indicated)
National target 10YP 7 provide sufficient resources to local authorities to halt the deterioration in the condition of local roads by 2004 and eliminate the backlog by the end of the plan period
BV187 percentage of Category 1, 1a and 2 footways with significant defects. Replacement of street lighting columns (see 2.47) BV96 percentage of principal roads with negative residual life. Principal roads (see 2.64 & 2.65) BV97a percentage of non-principal classified roads with significant defects. Non-principal and unclassified roads (2.66) BV97b percentage of non-principal unclassified roads with significant defects. More cost effective low noise surfacing materials (2.68) BV186a percentage of principal roads not needing structural maintenance (StMn) Bridge assessment (see 2.69) divided by the last three years StMn £m/km. Bridge strengthening (see 2.70) BV186b percentage of non-principal roads not needing structural maintenance Bridge maintenance (see 2.71) (StMn) divided by the last three years StMn £m/km .
Percentage of bridges on County roads below intended carrying capacity. Leicestershire LTP Annual Progress Report 2003
NOTE EXPLAINING DATA FOR CYCLING CORE INDICATOR
A.3 The monitoring of cycling for the core PI is based on continuous data from 21 permanent automatic count sites located on cycle tracks. This results from a steady build up of count sites during the LTP period. However the core PI requires a number of cycle movements to be specified in the base year 2000 when only 5 of the 21 count sites were in operation having been installed in late 1999. The next 7 sites were installed in late 2000 and the final 9 sites in late 2001.
A.4 To meet the core PI requirement, a process of estimation has been used to arrive at a baseline figure for all 21 count sites. This assumes that year on year growth factors at the non-installed sites would have been the same as the values observed at the installed sites. The calculation of this is shown in the table below. It can be noted that the observed component (5625) amounts to 40% of the estimated baseline (14062).
OBSERVED AND ESTIMATED FLOWS DERIVATION OF 2000 AND 2001 FLOWS cyclists per week USING YEAR ON YEAR FACTORS 2000 2001 2002
Total counted flows at first 5 sites 5625 5697 5647
Flow factor 2000 to 2001 from 5 sites 1.013
Total counted flows at next 7 sites N/A 4522 4455 Estimated 2000 total flow for next 7 sites 4464 (4522 divided by 1.013) Total counted flows at above 12 sites 10219 10102
Flow factor 2001 to 2002 from 12 sites 0.989
Total counted flow at final 9 sites N/A N/A 3981 Estimated 2001 total flow for final 9 sites 4025 (3981 divided by 0.989) Estimated 2000 total flow for final 9 sites 3973 (4025 divided by 1.013) COUNTED / ESTIMATED FLOWS - 21 SITES 14062 14244 14083 Leicestershire LTP Annual Progress Report 2003
APPENDIX B - CONGESTION AND ROAD SAFETY
CONGESTION STATEMENT
B.1 Although there are no major urban areas (population greater than 250,000) in the Leicestershire LTP area, congestion is still a problem which many of the LTP strategies and schemes seek to tackle. Four of the LTP primary objectives (improve accessibility, economic development, safety and environment) will all benefit from lower congestion. In the Leicestershire LTP area, congestion primarily occurs in the county towns, on the motorway and trunk road networks and around schools and major employment areas. It is generally confined to peak periods. Congestion is often made worse by road works and accidents, particularly when they occur on the busier roads. The County Council seeks to reduce congestion and make the best possible use of road space by:
• reducing the need to travel by adopting appropriate locational policies in both Structure and Local Plans • encouraging the use of public transport, walking and cycling as set out in the LTP and APRs • working with the district councils to transfer 10% of long stay town centre parking to short stay use by 2005/06 • using UTMC systems, such as SCOOT, to make best use of junction capacity and to provide up to date travel information • improving road signing to keep traffic on the most suitable routes • building bypasses, such as the Ashby bypass, where bus journey times reduced by up to 87% and the Earl Shilton Bypass, together with complementary town centre enhancements to remove traffic from unsuitable town centre routes • co-ordinating roadworks, avoiding peak periods where possible, and combining improvement and maintenance works into one scheme where possible • carefully assessing the impact of cycling and public transport schemes to avoid undesirable increases in congestion by introducing these in a capacity neutral way wherever possible • carefully assessing the impact of new development to seek developer funded schemes to encourage alternatives to the car, but then ensure improvements are carried out to the highway network to avoid increasing congestion • supporting national campaigns to alter travel behaviour to encourage less car use • encouraging schools and employers to develop travel plans to decrease car use on school and work journeys. B.2 We are also carrying out a number of strategic studies, initially focussed on Loughborough, Melton Mowbray and the M1 Junction 21 area (Central Leicestershire) to tackle the transport and congestion problems in the areas. We will also be carrying out a review of congestion ‘hot spots’ on the main road network, particularly where traffic diverts on to less suitable and less safe routes in the peak periods. Outcomes from these studies will feed into the next LTPs. Leicestershire LTP Annual Progress Report 2003
B.3 The County Council has generally supported (or as in the case of the A5 around Hinckley, has encouraged), the Department for Transport (DfT) with its Multi-Modal Studies to ensure congestion on the M1 and A5 is tackled and in a way which does not lead to traffic diverting onto less suitable local roads.
B.4 Following the outcome of the Multi-Modal Studies, the County Council agrees that despite all the steps being taken, traffic flows will continue to grow, albeit at a slower rate than would otherwise be the case. However, by a combination of strategies to reduce car travel and targeted LTP and developer funded improvements, we anticipate that the overall level of congestion will over time reduce.
STATEMENT ON TACKLING THE ROAD SAFETY IMPLICATIONS OF DISADVANTAGE
B.5 DfT has revised its Road Safety national Public Service Agreement (PSA 3) to include the need to tackle the significantly higher incidence of road casualties in disadvantaged communities. Since almost all casualties in deprived areas are on locally managed roads, delivery will be focussed through local authorities.
B.6 By deprived areas, DfT means, in general, the 10% most deprived wards as ranked by the Index of Multiple Deprivation (IMD2000). Although none of these lie within Leicestershire, it is important that the County Council properly investigates whether there is a road safety problem related to disadvantage. There are seven Leicestershire wards in the 25% most deprived wards in the country. Initial investigations reveal that: • there is no apparent correlation between these wards and the total number of casualties, as the total per head of population • there appears to be a slightly higher incidence of child and cycle casualties • pedestrian casualties are significantly higher than would be expected, especially in three of the wards investigated.
B.7 We will carry out further more detailed investigations to determine causes of the above and to seek appropriate solutions. In doing so, we will work with other agencies, including those within the Road Safety Partnership (which includes the police and health authority). We will also look to develop a Council-wide approach to these areas through the Corporate Community Safety Strategy which is being developed and is expected to be published in autumn 2003.
B.8 Without wishing to prejudice the outcome of the final strategy, the transport element is likely to include some or all of: • involvement of the local communities in identifying the likely causes of any higher incidence of road casualties • focussed road safety education and training in local schools, if possible alongside other community safety initiatives • improved infrastructure to make walking and cycling safer • management of traffic speeds where pedestrians and cycling activities are greatest
B.9 It will also be important for the County Council to share best practice in this area through its existing partnership and best value groups so that we learn from others who have a higher level of disadvantage than Leicestershire. Leicestershire LTP Annual Progress Report 2003
APPENDIX C - ROAD, BRIDGE & STREET LIGHTING DATA
CARRIAGEWAY AND FOOTWAY CONDITION DATA FROM 2002/03 SURVEYS
Indicator Best Value Performance Value Indicator Principal Road Condition BV 96 Deflectograph 16.8% CVI 10.2% Non-Principal classified road condition BV 97a CVI 23.5% Non-Principal unclassified road condition BV 97b CVI 14.7% Categories 1 & 2 footway condition BV 187 1.4%
LATEST BRIDGE DATA
No. of bridges requiring No. of bridges requiring major Total No. of bridges strengthening maintenance (>£50k) (>1.5m span) 14 3 776
LATEST PRIMARY ROUTE BRIDGE AND RETAINING WALL DATA
Structure Name Primary Route Strengthening or Major Cost £ Date Road No. Maintenance (>£50,000) Leicester Road Railway A607 Strengthening £100k 2006/07 Bridge, Melton Mowbray contribution
OUTSTANDING BRIDGE ASSESSMENTS - ALL FOR COMPLETION 2003/04 Numbers of Bridges by Road Class and Ownership Road Class County Network British Rail Other Totals Council Rail Waterways Property Owners Principal 0 1 0 0 2 3 Non-Principal Classified 1 1 0 1 2 5 Unclassified 4 1 0 0 0 5 TOTAL 5 3 0 1 4 13
BRIDGES CURRENTLY PROPOSED FOR STRENGTHENING Numbers of Bridges by Road Class and Ownership Road Class County Network British Rail Other Totals Council Rail Waterways Property Owners Principal 0 1 0 0 0 1 Non-Principal Classified 1 2 4 0 1 8 Unclassified 1 1 2 1 0 5 TOTAL 2 4 6 1 1 14
BRIDGES CURRENTLY AWAITING PERMANENT WEIGHT RESTRICTIONS Numbers of Bridges by Road Class and Ownership Road Class County Network British Rail Other Totals Council Rail Waterways Property Owners Principal Road 0 0 0 0 0 0 Non-Principal classified 0 0 0 0 0 0 Unclassified 11 0 1 0 1 13 TOTAL 11 0 1 0 1 13 Leicestershire LTP Annual Progress Report 2003
BRIDGE STRENGTHENING PROGRAMME UP TO 2005/6
No. Bridge Name Description of Work Road Owner Programme Year and Class Cost 2003/4 2004/5 2005/6 683 Carlton Canal Strengthening of brick arch NPC British £30k Bridge No. 44 by means of insertion of Water- steel reinforcement or ways possible haunching. 720 Gumley Road Strengthening of brick arch NPC British £30k Canal Bridge by means of insertion of Water- No. 60 steel reinforcement or ways possible haunching. 722 Theddingworth Strengthening of brick arch NPC British £30k Lodge Canal by means of insertion of Water- Bridge No. 50 steel reinforcement or ways possible haunching. 773 Higham Lane Strengthening of brick arch NPC British £30k Canal Bridge by means of insertion of Water- No. 23 steel reinforcement or ways possible haunching. 781 Langton Road Railtrack has not yet NPC Network £100k Railway decided strengthening Rail Bridge method for weak bridge. Estimate of contribution from LCC is indicated. 782 Bottesford Remove existing reinforced NPC Leics £55k Canal Bridge concrete deck and replace CC No. 55 with new reinforced concrete deck. 878 Quarry Bridge, Remove existing steel NPC Private £30k Stoney trough deck and replace in (contr) Stanton reinforced concrete 897 Meadow Lane, Strengthening of 2 spans of NPC Network £380k Loughborough viaduct. Brick arch to be Rail (contr) saddled and/or cross ties. Steel deck to be removed and replaced with pre cast concrete beams. 914 Bates Wharf Strengthening of brick arch UC British £30k Canal Bridge by means of insertion of Water- No. 51 steel reinforcement or ways possible haunching. 950 Butt Lane, Strengthening of abutments UC Rail No cost Wymondham by cross tying or demolition Property or infilling. Ltd. 996 North of Saddle bridge and erect UC Leics £15k Thorpe Arnold new parapet CC 1000 Humble Lane, Strengthening of existing UC Network £50k Cossington steel deck by cross tying. Rail (cont) 1016 Leicester Lane Strengthening of brick arch UC British £30k Canal Bridge by means of insertion of Water- No. 10 steel reinforcement. ways Leicestershire LTP Annual Progress Report 2003
STREET LIGHTING INVENTORY
PRIMARY FACTORS
Column Column Mounting Height Material Age In 4m 5m 6m 8m 10m 12m >12 Years Mild steel 0-20 7 15935 2845 6132 5293 1502 21-30 1436 62 290 251 6 31+ 5515 36 697 891 9 Stainless Steel 0-20 23 21-30 31+ Concrete 0-20 636 1 21-30 1374 29 31+ 15965 112 3 2 Aluminium 0-20 22 21-30 47 31+ 329 Cast Iron 0-20 30 21-30 31+ 6 Wood 0-20 530 44 21-30 68 31+ 1007 1 Composite 0-20 21-30 31+
COLUMN TYPE PROFILE
Material Type Number of Columns Mild Steel - External Protective Coating Only 31986 Mild Steel - Hot Dipped Galvanised Only 8656 Mild Steel - Hot Dipped Galvanised and External Protective Coating 265 Stainless Steel 23 Concrete 18122 Aluminium 398 Cast Iron 36 Wood 1650 Composite Leicestershire LTP Annual Progress Report 2003
ENERGY PROFILE
Lamp Type Lamp Number of Lamp Type Lamp Number of Wattage Lamps Wattage Lamps SOX 35 38875 CDM/T 35 55 70 90 3315 150 135 476 250 180 MCF 20 SOX-E 26 30 36 36 66 40 91 58 90 131 65 SON 50 2945 70 70 4334 75 100 2058 85 150 7159 125 250 4146 PL-L 24 400 125 36 600 40 114 1000 55 21 MBF 50 PL-T 18 80 2 26 125 32 250 42 16 400 TH 50 QL 55 100 85 300 METAL HALIDE 70 500 100 1000 150 1500 250 2 GLS 60 400 100 1000 150 2000 MBT/L 160
LIGHTING CONTROL
Control Number of Lamps Time Switch - All Night Time Switch - Part Night Photo Cell - All Night 61477 Photo Cell - Part Night 24 Hour Operation 204 Leicestershire LTP Annual Progress Report 2003
APPENDIX D - DISTRICT COUNCIL STATEMENTS
BLABY DISTRICT COUNCIL Introduction D.1 This statement has been prepared by Blaby District Council as its annual progress report on its actions to ensure the effective implementation of the Leicestershire Local Transport Plan. Blaby District Council welcomes that the Highway Authority has undertaken a number of minor transport schemes within its administrative area, and in particular welcomes the measures to improve cycling and walking within the District. Integration with Development Plans D.2 The Blaby District Local Plan was adopted in September 1999. A timetable for the review of the Local Plan has not been established, given the lack of clarity on the national, regional and strategic planning policy background. Progress to adoption of the Leicestershire, Leicester & Rutland Structure Plan is of particular importance in this respect. It is therefore anticipated that a timetable for the Local Plan Review could be established in late 2003. Blaby and Croft Rail Stations D.3 The District Council continues to support the development of new passenger railway stations in Blaby and Croft, policies supporting both of which are contained in the Local Plan. Although both located within Central Leicestershire, it is considered that these stations would benefit the rest of the District. The Blaby train station has also recently been proposed in a government sponsored Multi-Modal Study examining north/south movements on the M1 corridor undertaken by a consortium of consultants. Management of Blaby District Council’s Parking Stock D.4 Progress on the possible improvements and extension to the Narborough Station car park have been hampered by the construction work on platform extensions. More significant problems have been caused by the financial problems and reorganisation of Railtrack, whereby it has proved difficult to obtain any satisfactory responses to requests to the organisation or its successor, Network Rail. It is hoped that it will be possible to significantly increase the number of parking spaces at the station as well as to improve the surfacing of this car park. Blaby District Council Travel Plan D.5 Blaby District Council has provided new shower and changing facilities and secure cycle parking within the Council Offices aimed at encouraging members of staff to walk or cycle to work. These new facilities are a key part of the Council’s emerging Travel Plan, which will be considered in the near future. The Travel Plan not only covers staff travel to work but also the areas of business mileage, fleet management, access by customers, deliveries to the Authority, and other initiatives. District Council Taxi Licensing Strategy D.6 The District Council’s licensing arrangements for taxis operating within the District were introduced in 2001/02, and have been working well. These measures are based on best practice and have introduced a clear definition of responsibility of operators, vehicle owners, and drivers resulting in a significantly improved public service and a more recognisable fleet. The role of taxis as part of the wider public transport system has been improved by the establishment of a dual licensing procedure which allows taxis to Leicestershire LTP Annual Progress Report 2003 operate over a wider area. This is particularly useful in the rural areas. The new procedures have also benefited those sections of the community with disabilities as, for example, it is a new requirement that all taxis be able to accommodate guide dogs. The size of the taxi fleet has expanded significantly over the last financial year, therefore offering a more comprehensive service throughout the District. Earl Shilton Bypass D.7 The LTP supports the principle of the Earl Shilton Bypass (ESB) and it contains a bid for construction work to start in the final year of the plan period. The Plan highlights the widespread support for the principle of the bypass and the benefits that the ESB would provide. The LTP also makes reference to the inclusion of dedicated cycle lanes.
D.8 A planning application for the ESB was submitted in January 2003 by Leicestershire County Council, on which this Council was invited to comment. In its Cabinet report of 11th April 2003, the Council agreed that, in principle, the proposal was in accordance with the policies of the development plan, however, the details of the scheme were of concern. In particular, the Council reiterated its fundamental requirement that the section of bypass passing through Elmesthorpe should be in cutting. The Council considered that some of the environmental impacts of the proposed scheme would be more severe than a bypass in cutting and that certain additional matters gave cause for concern.
CHARNWOOD BOROUGH COUNCIL
D.9 This Submission comments on progress in implementing transport initiatives in and around Loughborough and those parts of the Borough outside the broad Leicester travel to work area.
Town Centre Improvements D.10 Public and private partners have continued efforts to secure new transport infrastructure and better travel choices in support of growth and improvement of Loughborough town centre. Contributions are being sought from new developments towards the Loughborough Inner Relief Road (IRR), bus, cycle and pedestrian facilities. Discussions are ongoing with the County Council to implement the IRR and related town centre measures at the earliest opportunity in order to remove non-essential traffic from the centre and improve access for buses, taxis and cyclists. This will consolidate the benefits of the Epinal Way Extension due to open later this year.
Buses D.11 In April 2003 Borough Council’s Cabinet approved development of an on-street bus hub in Loughborough town centre to provide high quality waiting facilities. The scheme will be implemented in partnership with the County Council as part of an integrated transport scheme for the town centre including delivery of the IRR.
D.12 The Loughborough Quality Bus Partnership continues to secure improvements to facilities and bus services on main routes, primarily the corridor linking Leicester, Loughborough and Shepshed. The Partnership is pressing for better bus access as part of improved interchange at Loughborough rail station. This would form part of a wider regeneration scheme under consideration by the Borough Council. The StarTrak real time information and Star Text messaging systems being rolled out on more routes are improving the reliability of bus travel. Leicestershire LTP Annual Progress Report 2003
Travel Plans D.13 The slow progress in developing behavioural change measures, such as Travel Plan initiatives, reflects low priority being given to these issues by many local employers and other organisations and a lack of resources dedicated to this developing area.
Car Parking D.14 The county and district councils continue to review parking provision in the main urban centres including Loughborough in order to move towards greater consistency in charging regimes and the priorities given to long and short stay provision. This needs to evolve into a countywide parking strategy.
Safety and Speed Reduction Measures D.15 The scheme being implemented by the County Council in Mountsorrel will help reduce traffic speeds, improve the safety of pedestrians, especially schoolchildren walking to school and help reduce traffic levels rat running through a residential area
Urban Regeneration D.16 Planning permission has been granted for the £1.5m Nottingham Road / Meadow Lane link road funded by the Borough Council and designed by the County Council. The start date has slipped to 2004/05 due to complex land acquisition negotiations. The County Council is considering implementation of a home zone in adjoining housing areas that will be relieved of through traffic.
West Leicestershire Rural Transport Partnership D.17 The Borough Council is actively involved in this Partnership with the County Council, the Countryside Agency and public and community transport operators. Innovative schemes being developed should improve the accessibility of people living in remoter rural areas.
Concessionary Travel D.18 During the past year the Borough and County Councils have secured reinstatement in Charnwood of concessions for bus travel before 9.30am and rail travel for the disabled and people over 60.
Integration with Land Use Planning D.19 The local planning and highway authorities work closely with developers and transport operators to seek to ensure developments make provision wherever appropriate for enhanced access by public transport, cycling and walking and car parking based on maximum standards. Travel Plans are sought to help reduce significant traffic generation.
Air Quality D.20 The 'Stage 4' air quality review has not been completed due to slippage by Leicester City Council, our partner agency, in delivering the modelling service required as part of the review. The service may need to be contracted out. In the meantime the Borough Council is undertaking an Updating and Screening review of air quality (USA) to update the information and assumptions on which the three Air Quality Management Areas in Charnwood were based and to take account of the data from the expanded monitoring network. A report will be published by June 2003. Leicestershire LTP Annual Progress Report 2003
Community Strategy D.21 The Charnwood Borough Community Strategy is currently in the Consultation Draft stage with the aim of being adopted by the Local Strategic Partnership during Summer 2003. Aim Eight of the Community Strategy – “An Accessible Borough” is to Meet Local Transport Needs More Effectively and incorporates a wide range of short and long-term actions to address that aim.
Barriers to Implementation D.22 Car ownership and car use continues to increase. Between 1991 and 2001 the number of households in Charnwood with no car fell by over 4% to under 20%. Households with two or more cars increased by over 5% to about 35% of the total, and the Borough’s population increased by 4.5%. About 68% of journeys to work are made by car with only 7.5% by public transport, mainly bus.
D.23 Much good work is being done implementing the LTP strategy locally but there is still relatively low take up of the alternative travel choices being made available and a lack of real transport choice for many trips people wish to make, especially in rural areas.
D.24 The bus offers the most scope to provide a real alternative to the car in Charnwood. However a step change in the attractiveness of bus travel is proving difficult to achieve within the current regulatory framework and given funding levels. Competition legislation works against through ticketing. Continuing changes to the service network hinder development of reliable services, high quality information etc. Operators should have more incentive to innovate. Loughborough town centre’s strong evening economy should support more bus services but the present level of services seems to be interpreted, as meaning there is a lack of demand.
D.25 Whilst there have been real improvements in frequency and quality on principal inter urban bus routes the number of local communities with half hourly or better, daytime services to main urban centres has declined in the past year reducing transport choice.
HARBOROUGH DISTRICT COUNCIL
D.26 This progress report explains our progress working with Leicestershire County Council and other public bodies, agencies and organisations towards achieving the goals of the Leicestershire Local Transport plan.
Consultation D.27 Our consultation programme for 2002/3 included:
• The local community through a series of Community Forums which are held quarterly throughout the District. The main themes discussed were Rural Transport and Parking Policies. • The Harborough Youth Forum. We have urged young people to discuss and inform us of their transport needs. • The Highways Agency in respect of road safety on the A47. The Council is concerned over the poor safety record of this highway and is seeking urgent improvements to the highway infrastructure. Leicestershire LTP Annual Progress Report 2003
Improving access to services in Rural Areas D.28 Action Plans have been produced by both the Welland Transport initiative and East Leicestershire Rural Transport Partnership and endorsed by all partners. Both partnerships cover the whole of Leicestershire within Harborough District. The Action Plans prioritise projects to be delivered in each of the three years of the partnership. The Welland Transport initiative is working with partners to produce a comprehensive travel information map of the five local authority areas, which make up the Welland. The map will include all public transport, walking and cycling routes, together with voluntary transport schemes and car share schemes. East Leicestershire Rural Transport Partnership has made a number of successful bids to the Countryside Agency for new projects, including a pilot project to provide people with transport to GP appointments.
Central Rail Proposals D.29 The Council continues to support in principle Central Rail’s freight line proposals. Through its membership of the Local Authority’s Central Railway Consortium we are seeking to influence the debate to ensure that Central Rail’s contribution to the national freight system has been established, and the needs and concerns of its local communities have been met. As the scheme would have a major impact on residents and the environment on the west of the District, we continue to call for a comprehensive environmental impact assessment of the project. Appraising the local environmental impacts of the scheme is difficult due to the fact that, as yet Central Rail has put forward no definitive route through the District.
Parking Strategy D.30 The Council is currently progressing with their car park asset review with attention primarily focused on Market Harborough and Lutterworth. We are consulting with the Leicestershire County Council on issues relating to on street parking and exploring possible use of Traffic Regulation Orders and decriminalisation as part of the asset review.
Green Travel Plans D.31 The Council continues to condition the submission and implementation of Green Travel Plans through planning approvals and is investigating the potential for more proactive working with major local employers to encourage their use.
Barriers to Implementation D.32 The use of Traffic Regulation Orders should be re-appraised particularly in areas such as town centres, as they are reliant solely on policing which with extended use of TROs can then be resourced by the Police Authority. Decriminalisation should be progressed to allow options for policing on street parking issues as an alternative to Traffic Regulation Orders.
D.33 Lack of staff resources.
D.34 Termination of District highway partnership.
Conclusion D.35 We will continue to support Leicestershire County Council and other partners with the development of Local Transport Plans Leicestershire LTP Annual Progress Report 2003
HINCKLEY & BOSWORTH BOROUGH COUNCIL
Introduction D.36 This statement has been prepared by Hinckley & Bosworth Borough Council in line with the Department for Transport's Local Transport Plan (LTP) Annual Progress Report (third edition) published in March 2003. The statement provides an annual progress report regarding actions taken to ensure the implementation of the Leicestershire LTP. Hinckley and Bosworth Borough Council is pleased to submit a statement supporting the initiatives contained within the Leicestershire LTP.
Integration with Land Use Policy D.37 The Hinckley and Bosworth Local Plan was adopted in February 2001 and runs until 2006. The Local Plan sets out detailed policies and specific proposals for the development and use of land within the Borough. The review of the Local Plan has now commenced. The formulation of policy will provide transportation objectives that will need to be delivered in parallel with the objectives of the LTP.
D.38 Hinckley and Bosworth Borough Council has also played an active role in the progression of emerging regional and strategic planning policy guidance.
Car Parking Policy D.39 In May 2002 the Council commissioned an independent consultancy to undertake a sustainable car parking strategy for Hinckley town centre. The consultancy reported its findings in March 2003 and the Council is now finalising the draft strategy before publishing its proposed actions and allowing feedback on future parking options.
D.40 The Council currently operates a number of off-street car parks across the Borough. A charging mechanism is imposed within Hinckley town centre, whilst off-street car parks are operated free of charge within the parishes.
Travel Plans D.41 The Borough Council supports proposals to encourage travel plans and is working in partnership with the County Council to promote this issue. In particular, over the last year, a school travel plan has been completed at Burbage C. of E. Infant and Junior Schools, and a travel plan has commenced at St. Martins High School in Stoke Golding. Several schemes are ongoing.
D.42 In relation to business travel plans a scheme is to be introduced as part of the planning consent for the re-provision of Hinckley hospitals in Hinckley, additional business related travel plans are ongoing at Stanton-under-Bardon and Nutts Lane, Hinckley (Hammonds).
D.43 The Borough Council is an active member of the Countywide Forum promoting travel plans for local businesses.
Quality Bus Partnership D.44 The Council is a member of the Hinckley Quality Bus Partnership which aims to produce improved bus services within Hinckley, Burbage, Barwell and Earl Shilton. The partnership has been active in maintaining timetable displays, improving bus facilities in the town centre and introducing new bus shelters. Leicestershire LTP Annual Progress Report 2003
Cycling Initiatives D.45 The Borough Council has recently adopted the Rural Parishes Network Cycling Plan which aims to develop:
• Safer routes to schools. • Safer routes to residential and employment areas, local shopping centres and community/leisure facilities. • Rural links encouraging cycling as a sustainable and healthy form of transport. Initiatives will be developed particularly through developer contributions acquired as a result of development proposals.
Local Air Quality Management D.46 The Borough Council has recently completed an air quality review and assessment which indicated that the Air Quality management Area in central Hinckley was performing above expectation. Consequently, it is likely to be removed.
D.47 Additional surveys are to be undertaken in the current financial year close to the A5 in Hinckley.
Barriers to Implementation D.48 The de-regulation of the bus service is a barrier to improving quality. There is also a lack of integration between bus and rail services (through ticketing would assist).
D.49 The new highway forums, which are to commence in 2003/4, will hopefully begin to bridge the gap of lost expertise since the termination of the Highways Agency in 2001.
Conclusion D.50 The Borough Council attaches great importance to transport issues, this has been highlighted in the Community Plan. This statement demonstrates the active involvement and support of the Borough Council in the preparation and implementation of the LTP.
MELTON BOROUGH COUNCIL
Introduction D.51 The Borough Council was disappointed with the outcome of the HNM Best Value Review and to lose the Highway Agency arrangements for Melton Mowbray, which it considered worked well and very cost effectively. However, the Council is optimistic that the new the joint working arrangements between the two councils through the Melton Highways Forum will work well, and feedback from the first meeting has been positive. The Borough Council is keen to continue working closely with the County Council.
Accessibility D.52 The Borough Council remains committed to the improvement of rural transport, particularly in the Vale of Belvoir and new initiatives for alternative transport modes are being considered. In connection with a significant residential development at Leicester Road Melton Mowbray, highway improvements are currently underway at the junction of Leicester Road A607 and Lake Terrace that involve road widening, improved lighting and a new roundabout. Other highway improvement and maintenance schemes in Melton Mowbray have been carried out at Thorpe End, Leicester Road, Burton Street / Burton Road, Sysonby Street and West Avenue. Leicestershire LTP Annual Progress Report 2003
Economic Development D.53 The Melton Community Partnership has made progress on the preparation of its first Melton Community Strategy. A second draft strategy was published for public consultation in July 2003. The plan has been developed in tandem with the Countryside Agency's Market Towns Health Check initiative for Melton Borough.
D.54 The public's concerns and aspirations on traffic and transport in Melton Mowbray and the rural area will be an important consideration for the Community Strategy. The Council hopes that the Strategy's priorities for improvements to transport will inform the Local Transport Plan.
D.55 The Borough Council continues to promote the local economy and in particular the Melton Mowbray Cattle Market which suffered the effects of the Foot and Mouth disease. Together with funding from emda and other partners a significant refurbishment scheme has recently been completed. The Borough Council has also commissioned a retail study for the Melton Mowbray town centre that will inform the preparation of the Melton Local Development Framework and future strategy for the town centre.
Health D.56 Congestion in Melton Mowbray town centre is continually viewed as an issue that threatens its vitality and viability. The Borough Council looks forward to working with the County Council in solving this problem in a comprehensive way.
D.57 Melton Mowbray has been designated an Air Quality Management Area. The quality of air is monitored regularly by the Borough Council. The Institute for Transport Studies, University of Leeds is developing an air quality model for the town.
D.58 Planning permission has been granted for a cycle park and amenity area at the junction of Windsor Street and King Street in the town centre of Melton Mowbray. The Borough Council has secured funding from a number of diverse sources for the scheme that will be completed by autumn 2003.
D.59 The Civic Trust Regeneration Unit completed a Melton Mowbray Town Centre Strategy and Action Plan that recommends specific improvements for the management of traffic and highway improvements that would improve both the quality of the built environment and amenity for pedestrians.
Safety D.60 Traffic calming schemes have been completed within the residential areas of Baldocks Lane and Dieppe Way, Melton Mowbray and at Asfordby. A management scheme at Waltham on the Wolds was the first initiative to introduce 20 mph zones for all schools in the Borough.
Environment D.61 The Borough Council has been assisting a number of parish groups with the preparation of the Countryside Agency's initiative for Village Appraisals. Appraisals have been completed for Bottesford, Hoby, Frisby, Redmile and Wymondham. Work is on- going at Waltham on the Wolds.
D.62 The Borough Council is pleased to see the introduction of the HGV Weight Restriction Order for parts of Bottesford, and supports the County programme for blanket Weight Restriction Orders to cover the rural area. Leicestershire LTP Annual Progress Report 2003
D.63 The Borough Council is proceeding with a dedicated cycle path in Melton Mowbray town centre as part of the National Cycle Network.
D.64 Short stay parking charges in Melton Mowbray were increased from 1st April 2003, and the Council continues to promote non-car modes of transport.
Integration
D.65 Three discussion papers in connection with the preparation of the Melton Local Development Framework have been issued for the purpose of public consultation since March 2003. A discussion paper on Transport is programmed for consultation in early 2004. The Borough Council will liaise closely with the County Council to produce the paper.
D.66 Responses from the consultation exercise on this paper and the findings of the traffic model will be important when transport policies are devised for the new plan. The Borough Council has allocated funds from the Government's recent planning delivery grant towards the development of the computer traffic model of Melton Mowbray that will be used to inform both the Melton Local Development Framework and the County Council's transport strategy for Melton Borough.
NORTH WEST LEICESTERSHIRE DISTRICT COUNCIL
Introduction
D.67 This statement sets out North West Leicestershire’s contribution to the annual report on progress with the Leicestershire LTP. It identifies the developments which have taken place in the District during the past year, with particular relevance to the promotion of an integrated transport policy.
Development Planning and Control
D.68 The planning system has a key role to play in the integration of land use and transportation. The North West Leicestershire Local Plan was adopted in August 2002. The plan contains policies and proposals aimed at encouraging a pattern of development that reduces the need to travel, permitting effective operation of public transport and safeguarding potential transport routes.
D.69 The Council continues to seek to enter into planning agreements in order to secure appropriate provision for public transport, pedestrian and cycle access and the implementation of Green Travel Plans.
Crime and Disorder
D.70 The District Council, through the Partnership in Safer Communities, has won significant funds from the Home office for the extension of the CCTV system in Ashby, a new system for Coalville and a new system covering Agar Nook, in conjunction with East Midlands Housing Association. These schemes, if implemented, will assist in deterring vehicle crime and will improve safety for pedestrians and users of public transport. Leicestershire LTP Annual Progress Report 2003
Parking
D.71 Proposals for the introduction of short stay parking at a number of car parks in Coalville and Ashby-de-la-Zouch have now been agreed. The new bylaws including excess charges for any contravention will be introduced in Coalville in Summer 2003. Implementation in Ashby-de-la-Zouch has been deferred until the number of public car parking spaces available has been increased as proposed in the Best Value Service Improvement Plan.
D.72 An assessment has been undertaken on the works necessary to achieve "Secure Car Park" status but no date has yet been set for when this can be achieved."
Development Planning and Control
D.73 The planning system has a key role to play in the integration of land use and transportation. The North West Leicestershire Local Plan was adopted in August 2002. The plan contains policies and proposals aimed at encouraging a pattern of development which reduces the need to travel, permitting effective operation of public transport and safeguarding potential transport routes.
D.74 The Council continues to seek to enter into planning agreements in order to secure appropriate provision for public transport, pedestrian and cycle access and the implementation of Green Travel Plans.
Taxis
D.75 The Council’s policy regarding taxis aims at:
“Ensuring that premises and vehicles within the District which require licensing meet the requirements of the legislation for health, safety and accessibility purposes.”
D.76 The Council checks every vehicle annually, those over 8 years old every 6 months, and occasionally spot checks are undertaken. As for vehicle drivers, a Criminal Records Bureau check is undertaken with any new application and every third year thereafter. Through the Hackney Carriage and Private Hire Licensing Group (formerly Forum), a body bringing together Council representatives and the trade, current issues are discussed which have included:
• Provision of taxi ranks • Limiting the number of taxis • Review of policies/licence conditions • Roles for taxis and private hire vehicles as part of the wider public transport system • Awareness of the impending requirements of the disability legislation • Driver knowledge and standards
D.77 The Council understands the contribution that taxis and private hire vehicles can make as part of the wider public transport system, as typified by amendments made to ranking provision in Ashby-de-la-Zouch to meet late night demand and reduce the potential for crime and disorder and provision in Marlborough Square, Coalville, co- ordinated with other transport providers serving that area. Leicestershire LTP Annual Progress Report 2003
D.78 Discussion through the Licensing Group has taken place as to whether consultants should be engaged to research whether the criteria of “unmet demand” had been reached. However, at the last group meeting it was understood that the Office of Fair Trading had announced their intention to carry out an investigation into the regulations that allowed local authorities to impose a limit on the number of hackney carriages. The group agreed not to pursue this matter until such time that the Office of Fair Trading had completed their investigation.
D.79 Ashby-de-la-Zouch is currently subject to a proposed enhancement scheme and it has been agreed through the group that as part of the consultation exercise a small number of trade representatives meet with officers of the County Council with regard to ranking provision in the scheme.
National Forest Line
D.80 The District Council continues to press for the re-opening of the Leicester-Burton railway (the ‘National Forest Line’) to passenger traffic. Its consultants have advised that significant cost savings are possible and that the scheme should be promoted for its wider benefits.
Cross Border Working
D.81 The District Council considers that there is much to be gained in cross-border working on transport initiatives and welcomes the County Council’s involvement with the working group covering the National Forest area.
East Midlands Airport
D.82 The District Council has registered its opposition to the provision of a second runaway at East Midlands Airport and to expansion of the airport outside its present limits.
D.83 The Council has again run the Junior Citizen project where hundreds of local schoolchildren are put through safety scenarios to help awareness of various dangers. Leicestershire LTP Annual Progress Report 2003
APPENDIX E - BEST PRACTICE
E.1 This appendix gives the supporting information for Chapter 7 with many examples of practical ways of working with others to improve performance. The first part of this appendix gives examples of how practices from elsewhere are being introduced in Leicestershire. The second part shows how the County Council is enabling local good practices to be transferred and applied elsewhere.
LEARNING FROM OTHERS
APR PREPARATION AND CONSULTATION
E.2 Following the 2002 Nottingham City Council event described in APR2, a further APR seminar was organised by Derby City Council in May 2003. This brought together key people closely involved in LTP and APR preparation. The scope of the event was usefully extended to include all nine LTP authorities in the East Midlands Region. Following an excellent presentation on consultation by Derby City Council, there was much discussion and exchange of ideas on a range of issues, including some matters of detail which can make all the difference in the scoring of APRs.
E.3 The County Council has recently launched a Consultation Toolkit on its intranet offering advice and guidance to officers who are engaged in or considering carrying out consultation. The Toolkit will assist officers in planning, implementing and monitoring consultation activity with advice on all aspects of consultation from ensuring social inclusion to choosing appropriate methodologies. It also contains information on the relevant legislation affecting consultation as well as the minutes and work programme of the corporate consultation group. The idea was developed after looking at a similar approach in Leicester City Council.
PUBLIC TRANSPORT
E.4 The three Yellow Buses which were introduced in March this year to transport children to and from schools in the Loughborough, Barrow on Soar and Kibworth areas have been informed by visits to Norfolk and Staffordshire. These buses have been very well received by parents and schools and are contributing to improvement in the quality, safety and security of the home to school journey. Many schools are also hiring the vehicles for swimming bath trips and other extra curricular activities.
E.5 The concept of the Public Transport Best Value Review recommendation to provide an hourly frequency of bus services was developed from the County Council’s ‘Cross-county’ bus service, this had originally utilised and developed some of Lincolnshire County Council’s experience with its 'Interconnect' project, and our own experience with the Rural Rider service in east Leicestershire. The hourly bus service concept has since become recognised as best practice and we are widely sharing our approach with others (see E.35).
E.6 An implementation group comprising the County Council, Leicester City Council and local bus operators provided comment on the development of the County Council’s bus information strategy produced by consultants (The TAS Partnership Ltd). The strategy has also been subject to the testing of best practice by bus company partners and informed by work of the Association of Transport Co-ordinating Officers (ATCO). The implementation group will now be working together on delivering the strategy to agreed standards, quality and timeliness. Leicestershire LTP Annual Progress Report 2003
E.7 The County Council’s bus stop database (Naptan) is now complete and was the first in the country to go live with all the information completed. It is successfully feeding into the national network and informing Traveline of all bus routes including any changes to services and to any new developments. The development of the database has been subject to the sharing of experiences by means of monthly meetings with authorities in Derbyshire, Lincolnshire, Rutland, Peterborough and Northamptonshire.
ROAD NETWORK AND TOWN CENTRES
E.8 A new way of setting out maintenance agreements has been developed with Hinckley and Bosworth Borough Council following a procedure used previously by Mid Bedfordshire District Council. This approach will be used for Hinckley Town Centre covering maintenance responsibilities for all aspects of the works, for example street lights, planting, drainage, amenity areas etc and result in revenue budget allocation, speedier responses to repair and a better understanding by key stakeholders of which authority is responsible for various aspects of the new streetscape. It will therefore result in an improved inspection and maintenance regime following significant capital expenditure. The approach will then be rolled out to future town centre works.
E.9 Through liaison with the Hinckley Town Centre Manager who meets regularly with neighbouring town centre managers, lessons have been learnt about the control of public space, for example creating space for ‘café culture’ and displays of ‘A’ boards etc. Again these lessons will be used in the development of Hinckley Town Centre and extended to future town centre works. The preparation of an activity plan for public areas created by the scheme will ensure that the vibrancy and vitality of the town centre is realised.
ROAD SAFETY
E.10 A reduction in accidents continues following learning from Norfolk County Council which resulted in the trial introduction of speed-activated signs in village conservation areas on the emergency access route to East Midlands Airport and Castle Donington Race Track. Speeds have reduced by 10 mph and accidents have reduced from 12 personal injury accidents in three years to none in the two years of trial. There are now a number of other schemes in the capital programme for 2003 including Somerby, Newbold Verdon, Albert Village and Great Glen. County officers continue to learn lessons from Norfolk County Council, in particular relating to contracts and preferred suppliers.
E.11 The idea of using flashing amber lamps to denote a 20 mph zone during school starting and leaving times was developed after using an idea from Derbyshire County Council. This approach has been adopted so far in Claybrooke Parva, Breedon on the Hill and Queniborough and is proving to be a more popular request from schools than a mandatory speed limit. At Breedon the average speed has reduced by 8 mph.
E.12 The ‘First Steps’ child pedestrian scheme developed following initial research in Strathclyde University continues to be very well received by schools and parents. The scheme was introduced to prepare young children for independence as pedestrians by improving their knowledge and skills in a practical way. The scheme has been operating in Leicestershire Schools and Leicester City Schools (under a trading agreement) during the past three years and has been very well received. It continues to reach around 30 schools each year and about 1500 pupils in the County and City areas. Leicestershire LTP Annual Progress Report 2003
E.13 Lessons have been learnt from Babtie Consultants as a result of their evaluation of our road safety services to schools. One of the recommendations was to look at how the Service is marketed and as a result it is planned to develop an interactive website for Schools. This will be mainly for secondary schools where teachers will be able to download lesson plans and ideas. It will provide a more efficient way of targeting road safety services to the vulnerable age group of 12 – 13 year olds.
E.14 The Safer Driving with Age (SAGE) initiative introduced in 2001/02 was developed after learning from Gloucestershire County Council and the County Council’s own Driver Improvement Scheme. The initiative, in conjunction with local health centres, optometrists and approved driving instructors, assists drivers who are aged over seventy offering a medication review, eye sight check and driving assessment. The initiative has proved to be very popular and the service has been provided to around 150 clients in 2002/03.
E.15 The Shiny Side Up Partnership comprising authorities from Lincolnshire, Nottinghamshire, Derbyshire, Rutland, Northamptonshire and Leicestershire developed a campaign called ‘Fatal Attraction’ to target sports bike motorcycle users. A video wall was on display at motorcycling events and competitions were used as a mechanism to gather user group data to enable targeting of specific campaigns. As a result of learning from this experience the County Council went a step further and used the idea of competitions as a method of collecting data about near miss motorcycle incidents. This was done by the use of an exhibition trailer at a British Motorcycle Federation Rally on an ‘Act of Blind Faith’ theme. The data collected and the trailer will be shared with a national campaign and the ‘Shiny Side Up’ partnership.
E.16 Lessons continue to be learnt from an idea pioneered by other Councils such as Norfolk and Northamptonshire County Councils, where different coloured stone has been used in road surfaces to highlight the presence of a lower speed limit or traffic calmed area in rural village environments. The County Council initially piloted two villages, Kilby and Houghton on the Hill, where different road surface treatments were used as part of a package of other speed reducing measures, and were successful in reducing vehicle speeds. The approach is now being further developed and a scheme has been introduced at Waltham on the Wolds where vehicle speeds have reduced from 50 to 39 mph on the approach from Melton and the scheme has been very well received by the Parish Council and local County Councillor.
E.17 A more environmentally sensitive method of delivering the road safety message in a manner entirely in keeping with the rural environment has been learnt from Bedfordshire County Council. Such approaches have been used in Kilby in 2001/02 and Stoughton in 2002/03 where a timber village entry gateway signing has been used as part of a package of traffic calming measures. At Stoughton the timber signing has been used to highlight the start of the new 20 mph zone, whilst in Kilby similar signing was introduced as well as the new road surfacing which incorporated red stone. The use of the timber gateway features has been well received and 85th percentile vehicle speeds have been reduced from 37 mph to 25 mph at Kilby. Leicestershire LTP Annual Progress Report 2003
E.18 County Council officers attended a Risk Management and Highways Liability conference in March 2003, hosted by Derbyshire County Council and attended by the majority of other East Midlands local authorities. At this event, participants were able to share relatively new guidance, given by the Transport Research Laboratory with regards to the development of the Road Death Investigation Manual. The guidance is mainly relevant to police services and standardises the level of service that police forces will be dedicating to road death and 'serious life changing incidents'. At this event there was also guidance on the link between highways liability and authorities' inspection systems and on a variety of accident investigation techniques.
WALKING AND CYCLING
E.19 At its last meeting, the Local Authority Cycle Planning Group learned about an approach adopted by Lancashire and Glasgow City Councils to switch lights off overnight on semi rural cycle tracks. The benefits of this approach are reduced light pollution, energy saving and less impact on wildlife. The County Council is very interested in this idea and will be looking at the suitability of the approach in the Quorn area.
TRAVEL BEHAVIOUR
E.20 By learning from Halton Borough Council’s Junior Travel approach the County Council has developed a similar scheme called Travel Detective. This involves two, one hour sessions with year five and six children and takes them through the fictional development of a School Travel Plan including through role play. The aim of Travel Detective is to encourage children to participate in the development of travel plans and is used as part of the overall approach to travel plans. Since the beginning of 2003 eight schools have participated in the scheme and many more are booked for sessions throughout the rest of the year.
E.21 The operation of Walking Buses which utilised the experience of Hertfordshire County Council through the Local Authority School Travel Forum continues to be very well received by the schools and parents. The County Council has now developed a Walking Bus Pack as a result of recent learning from Hertfordshire and Staffordshire County Councils. The pack is given to Walking Bus organisers and gives practical guidance on the setting up and organisation of schemes and safety issues etc. Seven walking buses have now been successfully organised, four of which have been kick- started by the Walking Bus Pack. Other Walking Buses are in the pipeline for development.
E.22 The strategy of forming Workplace Travel Plan forums around the County continues as a way of providing supportive networks to exchange information and advice. The Loughborough Travel Plan Forum has been meeting through the year and a new one has recently met at East Midlands Airport.
E.23 The framing of the County Hall Workplace Travel Plan has been informed by drawing on best practice examples from other authorities, for example Suffolk and Cheshire County Councils. Leicestershire LTP Annual Progress Report 2003
MAINTENANCE AND RENEWAL
E.24 After learning from Tayside Contracts in Dundee, the County Council commissioned Living Water in Billesdon in June 2002. Living Water is an innovative application for recycling gully emptying arisings which are drained through natural materials (straw) to a pond. The system is designed to accommodate six tankers per day discharging their liquid load with sufficient capacity for expansion. The process results in the dry residue from the arisings being used as verge fill and saves disposal to land fill. Also, in consultation with the parish council and local residents an amenity area, taking the form of a wetlands, pond and meadow, has been created in an adjacent field that will enhance bio-diversity and wildlife for the enjoyment of local residents.
E.25 After researching the contents of an article seen in TRL News (a trade Journal produced by the Transport Research Laboratory) the County Council became the first county highway authority to commission TRL's TRITON. This is a purpose built vehicle to measure noise emitted from tyres. Various road surface materials i.e. Stone Mastic Asphalt, Hot Rolled Asphalt and Surface Dressing, have been tested at 50 kph and 80 kph, and initial results have been used to select the most appropriate surfacing material on the County's network. Further tests are programmed for autumn and the results will be shared with other highway authorities.
E.26 The County Council is currently in the process of purchasing a new Highway Maintenance Management system which will improve management of the highway network including safety inspections and customer care / contact. During research into the system County Council officers visited Lincolnshire County Council, Dorset County Council, West Sussex County Council and Derbyshire County Council. These visits proved very useful and in particular the importance of planning resources necessary for both implementation of the system and the ongoing maintenance was found and has proved a useful lesson.
E.27 As an outcome of the Highway Network Management Best Value Review the County Council is currently preparing a Highway Charter setting out standards for users and stakeholders. As part of the research we have studied websites of many other local authorities and have also contacted the Midlands Regional Best Value Group and CSS for information.
E.28 Following the installation and commissioning of three ice detection/weather monitoring stations during 2001/02 an active role continues in the Vaisala User Group. This provides opportunity to exchange information and working practices with other users from both private and public sectors. The County Council also continues to arrange the weather forecasting service for Leicester City Council and Rutland District Council.
E.29 A recommendation of the Highway Network Management Best Value Review was to set up a single telephone number in order to improve public access to the service. Whilst researching possible systems County Council officers visited / liaised with Northamptonshire County Council, Edinburgh City Council and Hampshire County Council. Advice was gained relating to the suitability and operating of systems and as a result of the research a single telephone number suitable to requirements was set up and running from 1 April 2003 providing the public with a single point of contact. Leicestershire LTP Annual Progress Report 2003
E.30 In April 2003 the County Council was successful in a national test case heard in the High Court against Transco Plc for the non payment of street works charges which minimise delays and congestion during road works. The action was taken under Section 74 of the New Roads and Street Works Act 1991 which permits highway authorities to charge statutory undertakers for occupation of the highway where their works are unreasonably prolonged. The County Council sought and received direct assistance from East Sussex County Council, Nottingham City Council, Suffolk County Council and the National Highways Street Works Manager at the Local Government Association in preparing the court case and more recently assistance has been given by Walsall Metropolitan Borough Council.
E.31 Nine local authorities in the region were contacted to find out about the whole process of Coarse Visual Inspection data collection, including how it is collected (i.e. in-house or by consultants), how it is used and what for, the cost and the processes undertaken. Valuable lessons have been learnt from this exercise, in particular that the Leicestershire in-house method provides good value for money and that very good use is made of the data collected.
WIDER POLICIES
E.32 The choice of the type of bus kerbs used has been informed by carrying out a study of best practice including the current practices of Nottingham City Council, Wolverhampton Borough Council, and Milton Keynes Borough Council. We also learned from a study of kerb types carried out by Leicester City Council. The study looked at near level access onto buses which in particular benefits people with mobility impairments and those with pushchairs.
E.33 The County Council continues with the method of providing disabled parking places in residential areas on an advisory basis as learnt from Portsmouth City Council. Approximately another 50 parking places have been provided for disabled people in the vicinity of their homes again this year.
E.34 Best practice guidance for Section 38 agreements (new road adoptions) has been developed by Nottinghamshire County Council. This guidance has been published on the Midlands Regional Best Practice Group website and we are using it to improve our procedures. Leicestershire LTP Annual Progress Report 2003
SHARING OUR GOOD PRACTICE WITH OTHERS
PUBLIC TRANSPORT
E.35 The Public Transport Best Value Review recommendation to provide an hourly frequency of bus services has been recognised as cutting edge good practice. As a result of this County Council Officers were invited to give a presentation to DfT in spring 2003. The approach has also been shared with the Association of Transport Co-ordinating Officers (ATCO) regionally.
E.36 The County Council has shared its experience of the Yellow Buses (see E.4), introduced in March this year to transport children to and from schools, with local authorities from Bedfordshire, Nottinghamshire, Aberdeenshire, Suffolk and a bus company from Cardiff City.
E.37 The Leicester and Leicestershire StarTrak partnership is the first in the country to introduce a text messaging service from mobile phones linked to the real time information system. In March 2003 the service was being used by around 600 callers per day. Recognised as best practice this innovation was one of three shortlisted for the National Transport Awards at the Annual Bus Industry Awards on 5 June 2003.
ROAD NETWORK AND TOWN CENTRES
E.38 Now in the final stages of implementing the lorry control strategy the County Council continues to give advice to a number of other local authorities. This has included visits from officers from Northamptonshire, Warwickshire, Norfolk and Derbyshire County Councils. In particular, Council officers are offering support to Northamptonshire County Council on their lorry control strategy and freight partnership. This follows on from recognition by the Government in its Rural White Paper as best practice in this area and, in partnership with the Ashby Woulds Regeneration Forum the winning of the Royal Town Planning Institute Silver Jubilee Cup for National Planning achievement in 2001/02. The area-wide lorry controls made a direct contribution to the dramatic environmental and economic regeneration of this former mining area. In addition to the benefits enjoyed by rural communities relieved of through heavy goods traffic, an effective lorry control strategy enables the efficient channelling of highway maintenance funds into the designated lorry routes, rather than being dispersed over a wider road network.
E.39 As a recommendation of the Highway Network Management Best Value Review, a Traffic Management Policies and Standards document has been prepared. It provides a very useful single source of information by bringing together information, guidelines and polices. This document is proving very useful internally, it provides a single source of information, saves time and ensures a consistency of approach. The document was initially informed by information from both Derbyshire and Northamptonshire County Councils and is now being shared with other authorities. Leicestershire LTP Annual Progress Report 2003
ROAD SAFETY
E.40 The County Council is sharing its experience of the successful implementation of speed-activated signs in Leicestershire as referred to in the learning from others part of this appendix. Advice was shared with the consultants who built the Great Glen Bypass on behalf of the Highways Agency which resulted in the installation of signs at the end of the bypass in Kibworth. Advice has also been given to numerous other consultants and authorities.
E.41 As a result of a positive evaluation of the County Council’s Junior Road Safety Officer scheme carried out by Transport Research Laboratory we launched a Junior Road Safety Officer Website in April 2003. This site was designed by children through competitions and is used by the Junior Road Safety Officers in 190 schools. The London Borough of Richmond is quoting the website as good practice in presentations they are presently carrying out.
E.42 The County Council has won four national and regional awards in the last two years for radio adverts developed for child pedestrian and young driver safety messages. As a result requests have been received from other authorities, including Tayside Region and Cornwall County Council for a licence to use the advert in their areas.
E.43 The County Council hosted an East Midlands Road Safety Audit Forum in April 2003, representatives from seven local authorities attended (Leicestershire, Leicester City, Rutland, Lincolnshire, Nottingham City, Derby City and Derbyshire). This forum was the latest in a series of such events which sees participating authorities share ideas and experience of safety audit practice, covering areas such as safety auditing standards, specific attention to cycle facilities and the scope of safety audits. One specific matter concerning a suggested non-standard safety improvement on carriageway bends was raised at the forum in April. This received support at the forum and a recent accident investigation report has taken on board the recommendation.
E.44 The County Council has shared its experience by contributing to a study of the effectiveness of traffic calming schemes carried out by Liverpool University. The study has recently been published and is available to all contributing authorities. County Council officers will be looking at the study closely to see what can be learnt to further improve existing practices.
E.45 The use of solar powered flashing amber lamps for a cattle crossing site and school warning signs at a remote site have been subject to publicity as good practice in a local newspaper and on national television.
E.46 The County Council’s approach to providing spiral markings at roundabouts to improve lane discipline and road safety has been quoted as best practice in the National Driving Instructor’s Magazine. The article urged other authorities to adopt a similar approach. Spiral markings have been provided at a number of sites, for example at the A50 / A46 roundabout in Glenfield, Oadby Racecourse roundabout, Cossington Lane roundabout on the Syston Bypass and Fosse Park roundabout. Leicestershire LTP Annual Progress Report 2003
WALKING AND CYCLING
E.47 The National Byway has commended the County Council for the excellent quality of signing and the integration of new signs into existing signage in Leicestershire. In its letter to the County Council the National Byway said that it will photograph the signs and show them to other local authorities as an example “of how the Byway can and should be signed”.
E.48 A cycling best practice folder has been developed and is used internally and has been shared with numerous others, including Northamptonshire, Norfolk, Lincolnshire and Nottinghamshire County Councils, SUSTRANS and the National Parks. It is also shared with consultants who are designing new schemes and as a result schemes are now designed in the first instance to County Council standards and best practice which has saved significant hours of staff time in consultant liaison. The folder has been extremely well received with very positive comments and praise.
TRAVEL BEHAVIOUR
E.49 A School Travel Plan Co-ordinator has recently been appointed by Leicester City Council and the experience and expertise from Leicestershire has been shared, for example in the use of the new Walking Bus Packs.
E.50 The County Council chaired the East Midlands Regional conference in January on Best Practice travel planning. Nearly 80 delegates attended representing private, public and voluntary sector employers.
E.51 The County Council is fully involved in raising awareness through publicity and events such as National Bike Week and European Mobility Week etc. Every year a calendar of relevant dates is prepared and published nationally via the TravelWise website.
MAINTENANCE AND RENEWAL
E.52 The County Council is currently assisting and sharing information to Faber Maunsell Consultants with a pilot study relating to Asset Management by providing highway advice and technical expertise. County Council officers are happy to assist with the study and both parties are learning considerably from the process. An example being a recent workshop organised by Faber Maunsell where learning and sharing of information took place about highway issues, processes, performance indicators and performance management. At the end of the study Leicestershire will be provided with an example of how asset management could help improve the decision making process in managing the network.
E.53 The successful partnership with Mineral Recycling Co Ltd which resulted in the development of a mobile unit to re-heat excavated bituminous material for re-use continues. The unit recycles 100% of break out material providing significant environmental benefits by reducing the use of non renewable resources and savings on disposal and aggregate tax costs and is subject to ongoing improvements. This method has been published as best practice by the Transport Research Laboratory and our experience is shared with others who have the use of a similar machine for example Suffolk County Council and some international authorities. Leicestershire LTP Annual Progress Report 2003
E.54 The practice of screening surface dressing chippings which involves the sweeping up of surplus surface dressing chippings that are stored, washed and screen sized to be used the following season has been demonstrated and discussed at the Midlands CSS Direct Management Group. Derbyshire County Council and Warwickshire County Councils now follow a similar practice.
E.55 Nottinghamshire County Council officers have visited the County Council to learn from our ongoing experience of developing the Highway Maintenance Management system (see E.26), and to share what we have learnt from other authorities.
E.56 As a result of the national test case (see E.30) the County Council was able to advise other highway authorities on how to proceed with similar actions. These included Buckinghamshire, Derbyshire, Essex, Norfolk, Northumberland and North Yorkshire County Councils and Birmingham City Council.
WIDER POLICIES
E.57 Through the Regional Best Value and East Midlands Development Control Forums, the County Council has led the way by developing best practice on securing commuted sums from developers to cover future maintenance costs associated with new developments. County Council officers organised a regional meeting involving 12 authorities in June 2003 and obtained agreement on how the regions should move forward relating to commuted sums. The County Council’s best practice guidance will then be published on the Midlands Regional Best Value Group website for other authorities in the group to share and develop their own approach in line with general agreement reached in the region. The meeting was received very positively and comments have been made that it was a major step forward facilitated by Leicestershire County Council as being at the forefront on this important issue.
E.58 Attending the Institute of Highway Incorporated Engineer's inaugural development control conference the County Council was pro-active in sharing details of and seeking views on its work on commuted sums by distributing a paper to the 120 delegates, who represented authorities throughout the country. Reference was also made by one of the conference speakers to a residents’ survey undertaken by the County Council; several other authorities have undertaken their own surveys based on the County Council's work.
E.59 The extent of the public highway is available as an overlay on a computerised mapping programme (GeoMap) and Leicestershire officers have demonstrated this to Derbyshire County Council, who are very interested in following our lead.
E.60 We have published Advanced Payment Code best practice guidance on the Midlands Regional Best Value Group website for others to use. This has also been publicised through task group meetings.
E.61 The County Council has had significant involvement in the Office of the Deputy Prime Minister research on PPG3 and highway adoption procedures and was one of the seven highway authority representatives involved in the sounding board meeting on the ODPM draft report. This was due to the County Council’s provision of extensive information and research in this area. Leicestershire LTP Annual Progress Report 2003
BEST PRACTICE GROUPS
THE MIDLANDS REGIONAL BEST VALUE GROUP (MRBVG)
E.62 This Group was established in 1997 to deal with matters concerning Best Value, and Performance Management specifically within the Highways and Road Safety Disciplines. It consists of 11 shire counties (Cheshire, Derbyshire, Lancashire, Leicestershire, Lincolnshire, Northamptonshire, Nottinghamshire, Shropshire, Staffordshire, Warwickshire, and Worcestershire), and two unitary authorities (Herefordshire and Rutland). The work of the group is undertaken by means of 16 task groups and the steering group co-ordinates and oversees the work of the task groups. Other midlands authorities are involved in some of the task groups as invited, or requested.
E.63 This group continues to go from strength to strength particularly since the appointment of a full time support officer (collectively funded by the member authorities). The officer has specific responsibility for driving and monitoring progress within the group, facilitating outcomes from the various functional task groups and assisting with Best Value reviews. He is also responsible for maintaining a website which is shared and used by all member authorities.
E.64 The CSS (formerly the County Surveyors’ Society) has high regard for the work of the MRBVG and takes the opportunity of linking its work with the national CSS Best Value Working Group. This sharing of best practice is used to assist in Best Value reviews and inform authorities’ Best Value Performance Plans and Local Transport Plans, including the development of local PIs.
E.65 Recent examples of outcomes of benefit to all the authorities include:
• The MRBVG website, which contains various information and advice, for example on process mapping and national and locally developed PIs. The website is used to share best practice, for example the County Council has published its best practice guidance on Advanced Payment Codes on the site. It also contains all the notes of meetings. • The message board is used by the County Council and other authorities in the group. For example, it has been used to share information on a number of matters, for example data collection, PI guidance, contact and consultation and Best Value reviews etc. • The first newsletter for all participating authorities has been published and made available on the website, giving a flavour of the work carried out by the group. • The group has conducted a comparison of financial information which sought to find comparisons between what central government was giving to local authorities and what they passed onto their highway services. An ongoing exercise is linking these figures to PIs, Comprehensive Performance Assessments and Best Value reviews. • The support officer’s assistance with Best Value reviews, for example Rutland County Council and Derbyshire County Council’s reviews. • The production of a sustainability toolkit for member authorities produced by a small sub group including a representative from Leicestershire. • The production of an advisory paper for member authorities on the implications and opportunities arising from the governments e-government agenda. Leicestershire LTP Annual Progress Report 2003
CONSTRUCTION BEST PRACTICE PROGRAMME (CBPP) MIDLANDS GROUP
E.66 A demonstration project within the Construction Best Practice programme was commenced under the Movement for Innovation by the Five Counties Peer Group, consisting of Hampshire, Oxfordshire, Dorset, Wiltshire, Gloucestershire and their highways term maintenance contractors. Key performance indicators (KPIs) were introduced in February 2001 and based on the 10 Headline KPIs as suggested in the Egan Report (Rethinking Construction).
E.67 The County Council has been a member of the Highways Works Best Value Benchmarking Club, comprising over 25 members for over a year, which compares the Highways Works KPIs with other members from local authorities and the private sector. Sets of 10 KPIs for both design and respect for people have also been produced and implemented, and we are collecting and submitting data for comparison through the group.
OTHER GROUPS
E.68 All of the groups listed below (some of whom have already been mentioned) have provided and continue to provide invaluable opportunities for sharing and learning best practice:
Local Authority Cycle Planning Group Cyclesafe East Midlands Regional Accident Working Group Regional Forum for East and West Midlands Safety Camera Partnerships East Midlands Regional Safety Audit Forum Countywide Forum for liaison with Builders and Developers MARCH Liaison Group UKPMS Technical Steering Group Local Authority Road Safety Officers Association (LARSOA) RoSPA’s Early Years Development Group Local Authority School Travel Forum meetings (LAST) Leicester, Leicestershire and Rutland Travel Planning Network Leicester, Leicestershire and Rutland Road Safety Partnership National TravelWise Association Midlands Regional Best Value Strategic Planning sub-group East Midlands Development Control Forum (EMDCF) Midlands Regional Development Control Best Value Group DLO Midland Counties Group CSS Direct Management Group Association for Public Service Excellence (APSE) Town Centre Improvement Benchmarking meetings Freight Quality Partnership Local pedestrian and walking forums. Leicestershire LTP Annual Progress Report 2003
APPENDIX F
FINANCE FORMS LOCAL TRANSPORT PLAN - CAPITAL PROGRAMME EXPENDITURE 2001-02 TO 2006-07
LTP-F1: Summary of actual, estimated outturn and projected local transport capital expenditure
Authority Name: LEICESTERSHIRE COUNTY COUNCIL – LEICESTERSHIRE LTP Authority No: 215C
Contact Name : Val Dilkes Version No: 1
Telephone Number (with extension) : 0116 2657140
All figures in £000 2001-02 2002-03 2003-04 2004-05 2005-06 2006-07 (LTP - F3) Maintenance of principal and non-principal highways (MM1, MM3, MM5) 6,566 5,179 7,445 8,134 4,558 0 (LTP - F3) Maintenance, assessment, strengthening of bridges and other structures (MM7, MM8) 758 736 1,255 1,180 533 0 (LTP - F3) Maintenance other (including street lighting) (MM9) 33 58 30 20 0 0 (LTP - F2) Individual schemes costing £5 million or more 5,960 790 552 974 4,783 6,418 (LTP - F3) Other Individual schemes costing less than £5 million or groups of related schemes (Block) 2,639 3,659 3,012 2,372 2,823 0 Total 15,956 10,422 12,294 12,680 12,697 6,418
Notes: LTPF1 1. Expenditure on schemes with Gross Costs of £5 million or more (including major maintenance schemes) is included in the major schemes row (row 4) of this table. 2. Expenditure on schemes with Gross Costs of less than £5 million is recorded in rows 1, 2 and 3 for maintenance schemes and in row 5 for all other schemes. LTPF2 and LTPF3 3. Where available, audited cash information should be used. 4. For years before the current financial year, actual or estimated outturn expenditure should be given. 5. Give estimated outturn expenditure for the current financial year. 6. Give projected expenditure for years after the current financial year. You should not make any adjustments for this to reflect resources held from previous years or resources which are sought for expenditure which will occur, or have occurred, in other financial years. 7. Enter all financial data in multiples of £1000, e.g. 500 = £500,000. DO NOT use commas or decimal places. Do not insert asterisks, or insert text in any number cells. LTPF2 8. Use LTPF2 for existing and new major schemes with gross costs of £5 million or more. This includes new road schemes, public transport schemes and major highway maintenance schemes. 9. For new schemes, the local authority priority (DfT Ref/Pry 1,2, 3 ... etc) must not have equal rankings. LTPF3 10. Use LTPF3 for all schemes not included in LTPF2. LTP-F4 Refer to the LTP Technical Guidance LOCAL TRANSPORT PLAN - CAPITAL PROGRAMME EXPENDITURE 2001-02 TO 2006-07
LTP-F2: Actual, estimated outturn and projected local transport capital expenditure on individual schemes costing £5 million or more
Authority Name: LEICESTERSHIRE COUNTY COUNCIL – LEICESTERSHIRE LTP Authority No: 215C
All figures in £000 Scheme Name Type DfT Ref/ Joint Start of Main End of Main Gross Net 2001-02 2002-03 2003-04 2004-05 2005-06 2006-07 Pry Works Works Total Total
New Rural Bypasses – Ashby Bypass RD1 4,533 26-Feb-01 31-Mar-02 9,626 8,381 5,960 790 552 0 0 0 New Rural Bypasses – Earl Shilton RD1 9,228 01-Aug-05 30-Nov-06 14,217 13,395 0 0 0 974 4,783 6,418 New Relief or Urban Ring Rd – Epinal Way – Developer RD1 9,320 01-Aug-02 31-Jul-03 6,113 0 0 0 0 0 0 0 TOTAL LTPF2 29,956 21,776 5,960 790 522 974 4,783 6,418 LOCAL TRANSPORT PLAN - CAPITAL PROGRAMME EXPENDITURE 2001-02 TO 2006-07
LTP-F3: Actual, estimated outturn and projected local transport capital expenditure on individual transport schemes costing less than £5 million and groups of related schemes
Authority Name: LEICESTERSHIRE COUNTY COUNCIL – LEICESTERSHIRE LTP Authority No: 215C
ALL FIGURES IN £000 Scheme Name Type Gross Total Net Total 2001-02 2002-03 2003-04 2004-05 2005-06 2006-07 TOTAL LTPF2 – ALL PAGES 58,730 50,990 9,996 9,632 11,742 11,706 7,914 0 Improvements to Existing Bus Stops B13 520 512 18 10 91 184 209 PTI 2000 B14 236 0 0 0 0 0 0 Real Time Bus Information B14 408 0 0 0 0 0 0 Quality Bus Corridor/ Showcase Route Schemes BL1 615 535 152 202 89 46 46 Rural Bus Challenge BL1 1,619 0 0 0 0 0 0 Cycle Tracks CY1 400 376 154 81 96 22 23 Cycle Lanes CY3 174 174 1 49 12 55 57 Other Cycling Schemes CY7 64 64 4 20 0 20 20 School Travel LS1 2,260 2,177 400 822 335 310 310 Other Safe Routes LS2 21 21 21 0 0 0 0 Schemes which include New Street Lighting LS4 569 543 116 187 55 100 85 Casualty Reduction LS5 2,368 2,168 220 667 510 366 405 Town Centre Improvements – Ashby-de-la –Zouch OS1 710 410 34 26 0 350 0 Town Centre Improvements – Earl Shilton OS1 36 36 0 0 0 0 36 Town Centre Improvements – Hinckley OS1 1,232 764 55 129 480 100 0 Other Schemes (Loughborough Inner Relief Road ) OS1 465 465 55 30 50 100 230 Town Centre Improvements – Lutterworth OS1 179 165 0 0 0 20 145 Town Centre Improvements – Melton Mowbray OS1 305 305 0 0 20 100 185 Monitoring / Advanced Design OS1 1,697 1,339 222 190 277 325 325 Contribution to Central Leicestershire LTP OS1 -433 -433 0 0 0 -433 0 All figures in £000 Scheme Name Type Gross Total Net Total 2001-02 2002-03 2003-04 2004-05 2005-06 2006-07 TOTAL LTPF2 – ALL PAGES 58,730 50,990 9,996 9,632 11,742 11,706 7,914 0 Toucan or Puffin Crossing RC1 74 74 34 0 0 20 20 Other Signalled Crossings RC2 103 103 0 43 0 30 30 Other Unsignalled Crossings RC3 184 184 84 0 0 50 50 Earl Shilton Bypass – Preparatory Work RD1 719 711 291 240 180 0 0 Beveridge Lane Employment Area Coalville – Dev funded RD11 1,342 0 0 0 0 0 0 Lutterworth Development – Developer funded RD11 553 0 0 0 0 0 0 New Junc/Junc Impt Schemes (Lorry Route– Dev funded) RD11 31 31 31 0 0 0 0 New Junc/Junc Impt Schemes (Snells Nook Lane- Dev funded) RD11 709 0 0 0 0 0 0 Other Local Road Schemes – Signing RD12 103 103 60 0 0 21 22 Urban Traffic Control (Instations) TM1 84 84 0 22 62 0 0 Signalling/Signal Upgrading (Outstations) TM2 725 605 276 57 147 60 65 Other Traffic Management Schemes TM3 376 354 47 169 138 0 0 Home Zones TM4 249 249 12 8 76 70 83 Urban 20 mph Zones TM7 238 188 42 102 0 22 22 Rural 20 mph Zones TM8 198 185 0 52 33 50 50 Speed Management – Urban TM9 614 614 19 297 179 59 60 Speed Management – Rural TM10 642 567 79 63 70 175 180 School Travel Plans TP3 155 155 0 20 0 60 75 New or Improved Footways WA1 707 677 212 173 112 90 90 Footway Maintenance Schemes MM1 4,253 4,253 615 446 1,452 1,500 240 Carriageway Maintenance Schemes MM3 9,820 9,740 3,015 1,717 1,500 1,600 1,908 Noise Reducing Road Surfaces MM5 17,989 17,889 2,936 3,016 4,493 5,034 2,410 Strengthening to Carry 40 Tonne Vehicular Loading MM7 963 963 109 259 481 50 64 Structural Maint & Enhancement of Existing Highway Structures MM8 3,473 3,460 649 477 774 1,091 469 Other Schemes (Weight Limits) MM8 39 39 0 0 0 39 0 Other Schemes (Assessment) MM9 137 137 29 58 30 20 0 Other Schemes (Street Lighting) MM9 805 4 4 0 0 0 0 LOCAL TRANSPORT PLAN - CAPITAL PROGRAMME EXPENDITURE 2001-02 TO 2006-07
LTP-F4: Actual and proposed use of LTP Integrated Transport block and maintenance funding (for actual and indicative allocations respectively)
Authority Name: LEICESTERSHIRE COUNTY COUNCIL – LEICESTERHIRE LTP Authority No: 215C General points: 1. Unless indicated otherwise, codes include new schemes and improvements or extensions to existing schemes; 2. Use whole numbers only - round up to the nearest kilometre or metre. 3. Authorities should give complete data for 2001/2 onwards in accordance with the Technical Guidance. SCHEME TYPE CODE UNIT OF DATA 2001-02 2002-03 2003-04 2004-5 2005-06 2006-07 Bus Priority Schemes (excluding signalling) Quality Bus Corridor / Showcase Route Schemes BL1 number 1 4 2 2 BL2km 25783033 Busways / Bus Lanes BL3 number 1 2 2 BL4 km High Occupancy Vehicle (HOV) Lanes BL5 number BL6 km Other Bus Priority Schemes BL7 number 1 Guided Bus Schemes New Guided Bus Scheme BG1 number BG2 km Bus Infrastructure Schemes (excluding interchanges) New Bus Stop BI1 number 2 Bus Stops with Travel Information Displays BI2 number 1 17 4 29 32 Improvements to Existing Bus Stops BI3 number 41 51 50 100 120 Other Bus Infrastructure Scheme BI4 number 1 Light Rail (including tram and other rapid transit systems; excluding interchanges) New Light Rail Line (excluding line extensions) LR1 number LR2 km Light Rail Line Improvements (including track dualling and line extensions) LR3 number LR4 km Additional Capacity (vehicles) LR5 number Other Light Rail Schemes LR6 number SCHEME TYPE CODE UNIT OF DATA 2001-02 2002-03 2003-04 2004-5 2005-06 2006-07 Public Transport Interchanges Single Mode Interchanges (new) IN1 number (improvement) IN2 number 8 6 7 Public Transport Interchanges at Airports (new) IN3 number (improvement) IN4 number Multi-Modal Interchanges (new) IN5 number 2 2 (improvement) IN6 number New Dynamic Information Systems at Interchanges IN7 number 8 11 Park and Ride Park and Ride (bus / road related) new schemes PR1 number extensions to existing schemes PR2 number Park and Ride (rail-related) new schemes PR3 number extensions to existing schemes PR4 number Cycling Schemes Cycle Tracks CY1number106633 CY2km52111 Cycle Lanes CY3 number 22 11 7 12 12 CY4km1914455 New Advanced Stop Lines CY5 number 6 2 6 6 New Cycle Parking Facilities CY6 number 10 15 10 8 8 Other Cycling Schemes CY7number11211 Walking schemes New or Improved Footways WA1 number 41 36 21 11 6 WA2 metres 8,645 5,858 2,177 1,000 500 Pedestrianisation WA3 number 1 WA4 metres 200 New or Improved Pedestrian / Cycle Bridge WA5 number 1 2 Other Walking Schemes WA6 number 1 Travel Plans Local Highway Authority Site Travel Plans TP1 number 1 Shire District Travel Plans TP2 number 2 1 1 School Travel Plans TP3 number 10 13 20 30 45 Further / Higher Education Establishment Travel Plans TP4 number 1 1 1 Hospital Travel Plans TP5 number 1 1 Employer Travel Plans TP6number12233 SCHEME TYPE CODE UNIT OF DATA 2001-02 2002-03 2003-04 2004-5 2005-06 2006-07 Local Safety Schemes Schools Implementing First Safe Routes Scheme LS1 number 19 12 8 10 12 Other Sites Implementing First Safe Routes Scheme LS2number12111 Schemes which include New CCTV Cameras LS3 number 1 Schemes which include New Street Lighting LS4 number 40 17 14 28 31 Other Safety Schemes LS5 number 15 14 10 15 17 Road Crossings Toucan or Puffin Crossings RC1 number 1 1 2 2 Other Signalled Crossings RC2number112599 Other Unsignalled Crossings RC3 number 146 67 56 73 77 Underpass Replacement RC4 number Traffic Management and Traffic Calming (excluding CCTV cameras) Urban Traffic Control (instations) TM1 number 1 2 Signalling/Signal Upgrading (outstations) TM2 number 6 4 14 4 4 Other Traffic Management Schemes TM3 number 5 2 Home Zones TM4 number 1 2 2 Quiet Lanes TM5 number 0 0 Clear Zones / Low-emission Zones TM6 number 0 0 Urban 20mph Zones TM7 number 2 3 2 2 Rural 20mph Zones TM8 number 11111 Other Urban Traffic Calming Schemes (excluding home zones) TM9 number 8 11 7 3 4 Other Rural Traffic Calming Schemes (excluding quiet lanes) TM10 number 3 5 6 10 11 Local Road Schemes (excluding trunk roads) New Rural Bypasses RD1 number 1 1 RD2 km 4 5 New Relief Road or Urban Ring Road RD3 number RD4 km New/Improved Access Roads with Specific Regeneration or Social Inclusion Benefits RD5 number RD6 km Road Dualling and Widening Schemes RD7 number RD8 Km Road Realignment Schemes RD9 number 1 RD10 metres New Junction or Junction Improvement Schemes RD11 number 18 26 29 0 Other Local Road Schemes RD12 number 1 13 13 SCHEME TYPE CODE UNIT OF DATA 2001-02 2002-03 2003-04 2004-5 2005-06 2006-07 Miscellaneous Other Schemes (Using LTP Integrated Transport Block Funding) OS1 number 2 1 Maintenance schemes Footway Maintenance Schemes MM1 number 23 14 74 70 11 MM2 metres 13,568 7,300 24,000 23,000 5,700 Carriageway Maintenance Scheme MM3 number 84 66 110 123 43 MM4 km 67 55 79 88 33 Noise Reducing Road Surfaces MM5 number 49 44 75 96 32 MM6 km 46 40 59 70 23 Strengthening to carry 40 Tonne Vehicular Loading MM7 number 2 2 8 1 3 Structural Maintenance and Enhancement of Existing Highway Structures MM8 number 20 16 77 123 120 Other Schemes (Using LTP Capital Maintenance Funding) MM9 number 33 19 13 2