2006-2011 Main LTP

Risk

Management of Risk

Cost overrun on schemes resulting in a reduction in number of schemes completed

Early contractor involvement combined with robust estimating; monthly monitoring of project costs

Underspend on annual programme resulting in a loss of funds over the LTP period

Quarterly review of annual capital programme

Insufficient design or contractor resource

Additional resources available through our partnering arrangement with Arup

Indicator / Target area

Amendment and Reason for Amendment

Bus Performance – Bus Punctuality (all services)

Baseline data was unavailable for this indicator for the Provisional Local Transport Plan. Baseline data has subsequently been collected and a target has been set.

Bus Performance – Bus Punctuality (tendered services)

Baseline data was unavailable for this indicator for the Provisional Local Transport Plan. Baseline data has subsequently been collected. However the sample size for tendered services is small and not considered robust enough to establish a baseline figure or set a target. We will review whether additional monitoring can be carried out cost effectively to allow reliable reporting against this indicator.

Mode Share of Journeys to School

The target has been amended to reflect the results of the latest school travel survey which, in accordance with DfT guidelines, now includes car sharing as a mode of travel to school. Journeys undertaken by car sharing have therefore been excluded from the target figure and the baseline year has been updated to 2005/06.

Mode Share of Journeys to Work (companies with a travel plan)

This target was adopted during the life of the first LTP following the adoption by the County Council of an Interim Practice Note on Travel Plans for Developers and has been carried forward to LTP2. The indicator monitors the usual mode of travel to work for companies who have introduced a travel plan as part of a S106 planning agreement. Monitoring is on an annual basis.

However difficulties have been experienced in collecting data to report against this indicator, in part due to the time delay (it can take several years between setting targets through the planning process and the requirement for companies to monitor the plans one year post occupation of the site) and also due to a reliance on companies to supply data.

To ensure that we can reliably report progress in this area, we are proposing to introduce an additional indicator to measure the proportion of the workforce in Warwickshire covered by a travel plan. In choosing a suitable alternative indicator we have referred to the list of local indicators included in the LTP2 Performance Indicators and Targets database. We have also adopted one of the two recommended definitions for the indicator, as listed in the DfT’s advice note on Indicators for Second Local Transport Plans.

Accessibility

In the Provisional LTP we stated that targets would be set for each of the indicators measuring access to health, employment and education destinations, as expressed by journey times and monitored annually using Accession software.

We have subsequently carried out more detailed work as part of our accessibility assessments and have found a number of limitations which have deterred us from setting targets for specific destination types, as detailed below:

• Access to Education – the dataset excludes School and College Transport services and does not therefore adequately reflect the current situation regarding access to education. In these circumstances it was not considered appropriate to set a target. Work is underway to expand the dataset so that it more closely reflects the situation on the ground. Targets may therefore be set in future years.

• Access to Health – the dataset excludes transport for specific health purposes e.g. voluntary car schemes and is not deemed to adequately reflect the current situation regarding access to healthcare. In these circumstances it was not considered appropriate to set a target. Work is underway to expand the dataset so that it more closely reflects the situation on the ground. Targets may therefore be set in future years.

• Access to Employment - the issue of access to employment sites offering shift work and access to employment advice centres has emerged from the strategic audit stage. These issues are being investigated as part of the stage 2 local accessibility assessment. It is anticipated that a local target for access to employment will be developed to reflect the outcome of this work.

In the interim we will continue to report progress against these indicators.

In addition, a general accessibility target has been set for Access to Main Centres. This has been chosen to reflect the role of main centres in providing opportunities to access a range of services and facilities.

Safety

In its 2005 Guidance on Local Transport Plans the Government put forward two sets of standards for casualty reduction targets: 'satisfactory' and 'stretching'. In our provisional plan we stated that we would consider whether the stretching targets are achievable in Warwickshire and acknowledged that commitment from the Highways Agency and the Police would be crucial. In September 2005 we held a joint workshop with the Highways Agency and the Police to discuss the way forward. As a result of discussions we have decided to adopt the stretching targets.

Although the stretching targets are hugely challenging, they will save great human misery. The safety strategy set out in the Provisional Local Transport Plan has been adapted and improved to help us meet the challenging targets. In addition, we are seeking to include the stretching target for people killed or seriously injured in our local public service agreement ('LPSA2'). This will help us promote the targets to our partners and the community and will assist in achieving the resources needed to meet them.

Air Quality

In the Provisional Local Transport Plan we set a target to reduce the number of exceedences of the national air quality standards and objectives between 2005 and 2010. We stated that we were carrying out a modelling assessment in support of the Air Quality Strategy to highlight the likely reductions in road traffic required to remove air quality exceedences in the County by 2010.

The assessment has concluded that a target of retaining traffic volumes in areas of poor air quality (aside from Coleshill – see paragraph below) at 2004 levels by 2011 is likely to achieve compliance with the national air pollutant standards, particularly for NO₂.

In Coleshill the air quality problem relates to motorway traffic rather than urban traffic, as with the other four poor air quality areas. Given this, the above target of retaining 2004 traffic volumes by 2010 will not apply to Coleshill.

Indicator:

No. of bus passenger journeys (BV102)

Target

To increase the number of bus passenger journeys to 11.75m by 2010/11

Target type:

Intermediate outcome (mandatory)

Baseline:

2004/05: 11.16m

(NB. 2003/04 base has not been used as the method of calculating BV102 changed in 2004/05 and the 2003/04 figure is not comparable)

Horizon:

2010/11: 11.75m

Monitoring methodology

This indicator uses data collected for the Best Value Performance Indicator (BVPI102) and reports data from bus operators on the number of passengers boarding in the authority area. Reporting for this indicator is annually.

Target setting

The target is to increase the number of bus passenger journeys by 5% by 2010/11. In setting the target consideration has been given to recent trends in bus patronage within the County and the ability of the County Council to bring about change given planning guideline funding levels. Over recent years bus patronage levels have been subject to fluctuation due to a number of commercial service withdrawals. Despite this uncertainty in the commercial network the overall trend in Warwickshire has been a slight increase in patronage of around 0.85% per annum. This is in part due to the success of Quality Bus Corridor initiatives which have seen patronage increases of between 10-35%. Our target is to maintain this level of growth over the LTP2 period.

Indicator:

No. of bus passenger journeys (Quality Bus Corridors)

Target

To increase the number of bus passenger journeys on Quality Bus Corridors by 15%

Target type:

Intermediate outcome (local)

Baseline:

2003/04: 100 (indexed)

Horizon:

2010/11: 115

Monitoring methodology

This indicator uses patronage data collected from bus operators on routes upgraded as part of the Quality Bus Corridors initiative. A comparison with before data gives the percentage increase. Reporting for this indicator is annually for routes upgraded.

Target setting

The target is to increase the number of bus passenger journeys on routes upgraded as part of the Quality Bus Corridor initiative by 15%. This target is carried forward from the first LTP, where development of Quality Bus Corridors has shown increased patronage levels of between 11-35%.

Indicator:

No. of bus passenger journeys (Quality Bus Initiatives)

Target

To increase the number of bus passenger journeys on Quality Bus Initiatives by 10%

Target type:

Intermediate outcome (local)

Baseline:

2004/05: 100 (indexed)

Horizon:

2010/11: 110

Monitoring methodology

This indicator uses patronage data collected from bus operators on routes upgraded as part of the Quality Bus Initiatives. A comparison with before data gives the percentage increase. Reporting for this indicator is annually for routes upgraded.

Target setting

The target is to increase the number of bus passenger journeys on routes upgraded as part of the Quality Bus Initiatives (QBI) by 10%.

Indicator:

Bus satisfaction (all bus services) (BV104)

Target

For 53% of all respondents (to a user satisfaction survey) to be satisfied with local bus services by 2009/10

Target type:

Intermediate outcome (mandatory)

Baseline:

2003/04: 47%

Horizon:

2009/10: 53%

Monitoring methodology

This indicator uses data collected for the Best Value Performance Indicator (BVPI104) and reports satisfaction levels amongst all respondents (bus users and non-bus users) to a satisfaction survey. Reporting for this indicator is triennially.

Target setting

The target is to increase satisfaction levels by 8% by 2009/10 (NB. the horizon year has been set to coincide with the triennial survey). In setting the target consideration has been given to past performance in this area and the ability of the County Council to bring about change.

Over recent years bus satisfaction levels have remained fairly constant at around 45%. We therefore consider that our target to increase satisfaction levels by 8% is ambitious. With 85% of the bus network in Warwickshire being operated commercially, our ability to achieve this target will depend on close partnership working with bus operators to improve standards.

Indicator:

Bus satisfaction (tendered bus services)

Target

For 70% of all respondents (to a user satisfaction survey) to be satisfied with local tendered bus services by 2009/10

Target type:

Intermediate outcome (local)

Baseline:

2003/04: 62% (NB. this represents the average of satisfaction ratings for reliability (62%), cleanliness (55%) and driver friendliness (68%))

Horizon:

2009/10: 70%

Monitoring methodology

This indicator uses data from satisfaction surveys carried out on subsidised services which the County Council is responsible for. Reporting for this indicator is annually.

Target setting

The target is to increase satisfaction levels from 62% to 70% by 2010/11. In setting the target consideration has been given to past performance in this area and the ability of the County Council to bring about change.

Over recent years bus satisfaction levels on tendered services have shown an increase. Our target to increase satisfaction levels further demonstrates the County Council’s commitment to improving the local bus network within Warwickshire.

Indicator:

Bus performance – punctuality for all services (LTP5)

Target

To increase punctuality (less than 1 minute early or 5 minutes late) for all bus services to 87% by 2010/11

Target type:

Intermediate outcome (mandatory)

Baseline:

2005/06: 80.5%

Horizon:

2010/11: 87%

Monitoring methodology

This indicator records the percentage of buses departing within a window of 1 minute early and up to 5 minutes late and is measured twice a year using bus punctuality surveys. The methodology for monitoring bus punctuality is in accordance with the guidance issued by the DfT in June 2005 (‘Methodology for the Bus Punctuality Indicator (LTP5)’). Data collection allows for punctuality to be measured at start points, intermediate timing points and non-timing points. For frequent service routes punctuality is expressed as average excess waiting time.

Target setting

The baseline position for bus punctuality in 2005/06 is 80.5%. This figure combines recorded measurements of bus punctuality at start points, intermediate timing points and non-timing points. A target of 87% has been set for 2010/11, based on a trajectory towards 90% punctuality by 2012/13, and reflecting the importance of bus punctuality in providing an attractive service for existing and potential customers. Measures to achieve this target will be agreed between the County Council and main bus operators within the County through the bus punctuality performance partnership. The non-linear trajectory shows steady progress in improving bus punctuality in the early years of the plan (with a 1% year on year improvement), increasing to a 2% year on year improvement for later years. This reflects the benefits of traffic management and improved signal systems which will be seen towards the end of the plan period.

Indicator:

Level of patronage on rail services to, from and within Warwickshire

Target

To increase patronage on rail services to, from and within Warwickshire to 4.76m by 2010/11

Target type:

Intermediate outcome (local)

Baseline:

2001/02: 3.81m

Horizon:

2010/11: 4.76m

Monitoring methodology

This indicator uses patronage data collected from rail operators. Reporting for this indicator is annually.

Target setting

The 2000 LTP set a target ‘To increase the number of journeys by rail to, from and within Warwickshire by 15% by 2006 and 25% by 2011’. Good progress has been made towards this target and we are currently on track to meet the 2006 target. With the planned expenditure on rail through the life of the second LTP it is considered that the County Council will have sufficient influence over rail patronage to keep this target and maintain target levels.

Indicator:

Level of patronage on rail services from Warwickshire to the West Midlands conurbation

Target

To increase patronage on rail services from Warwickshire to the West Midlands to 1.23m by 2010/11

Target type:

Intermediate outcome (local)

Baseline:

2001/02: 0.98m

Horizon:

2010/11: 1.23m

Monitoring methodology

This indicator uses patronage data collected from rail operators. Reporting for this indicator is annually.

Target setting

The 2000 LTP set a target ‘To increase the number of journeys by rail from Warwickshire to the West Midlands conurbation by 20% by 2006 and by 35% by 2011’. Good progress has been made towards this target and we are currently on track to meet the 2006 target. With the planned expenditure on rail through the life of the second LTP it is considered that the County Council will have sufficient influence over rail patronage to keep this target and maintain target levels.

Indicator:

Change in area wide road traffic mileage (LTP2)

Target type:

Intermediate outcome

Baseline:

2004 (calendar year): 100

Horizon:

2010 (calendar year): 109 (represents 1.5% annual growth between base and target year)

Monitoring methodology

This indicator monitors the change in area wide vehicle kilometres on local authority managed roads. The indicator will be monitored using data from the National Road Traffic Survey.

Target setting

Traffic growth in Warwickshire, expressed as the number of vehicle kilometres (based on National Road Traffic Estimates), has been increasing steadily at approximately 2% per annum (1993-2003 inclusive). This level of growth is thought to be lower than would have occurred without the sustained level of investment in local transport over recent years. Levels of investment over the LTP period will not be sufficient to halt the growth in area wide vehicle kilometres. The planned level of investment in transport schemes and initiatives, combined with population and economic growth, are expected to increase the growth in traffic by approximately 1.5% per annum. The target for 2011 is therefore a 9% increase in area wide vehicle kilometres compared to 2004 levels. To set a more stretching target would require a significant reduction in traffic growth on the Strategic Highway Network. This is difficult to influence in a Warwickshire context due to the number of  motorways and trunk roads intersecting the County and the long distance nature of many of the journeys.

NB. Where detrunking takes place over the reporting period, suitable adjustments will need to be made to reported data and to the targets.

Indicator:

Journey speeds on main urban highway networks

Target type:

Intermediate outcome (local)

Target:

To avoid congestion causing a deterioration of journey speeds (peak periods) on the local highway network by more than 10% in Warwick / Leamington and Stratford and 5% in Nuneaton, Bedworth, Rugby and Kenilworth

Target dates:

Baseline: 2005/6

Horizon: 2010/11

Monitoring methodology

This local indicator measures journey times (peak periods) on the main urban highway networks as a proxy for local congestion. Monitoring against this indicator will use annual journey runs carried out in each of the main towns. However, other sources of data such as in vehicle tracking devices are becoming available which may provide a more statistically significant measure of journey speeds. The availability of data will be kept under review and when such data is reliable and available at a reasonable cost it may be adopted.

Target setting

The target included in the 2000 LTP for congestion was “To avoid congestion increasing journey times on the local highway network by more than half between 1999 and 2011”. Monitoring over the first LTP period has shown that, on average across the County, there has been a slow deterioration in journey speeds. If the trend since 1999 continues it appears that the above target as an average across the County will be easily met.

The Government’s 10-year plan for Transport contains a national target to reduce congestion to 2000 levels by 2010. It is unlikely that it will be possible to achieve this target in Warwickshire with the levels of investment likely to be available for schemes that will reduce congestion. However, given the relatively modest levels of congestion experienced in Warwickshire it is considered acceptable that this Government target is not adopted for Warwickshire.

With the evidence available it is not possible to make accurate predictions regarding future journey speeds. However, evidence from urban traffic models suggest that with the interventions planned through integrated transport projects, peak hour journey speeds will continue to deteriorate. The level of deterioration is predicted to vary in different towns. Two different targets have therefore been set; that journey speeds should not deteriorate over the Plan Period by more than 10% in Warwick / Leamington and Stratford and 5% in Nuneaton, Bedworth, Rugby and Kenilworth. When considered against the observed change to date this represents a stretched target compared to that set in the first LTP.

There is no existing data on the scale of congestion caused by road works, moving traffic offences and other events affecting the highway network. It is not possible therefore to set outcome targets for reducing congestion resulting from road works and other incidents. However, the Traffic Manager will develop output targets for incorporation in the Network Management Duty Strategy.

Indicator:

Mode share of journeys to school

Target:

To maintain the proportion of car (sole passenger) journeys to school at 2005/06 levels

Target type:

Intermediate outcome (local)

Baseline:

2005/06: 15%

Horizon:

2010/11: 15%

Monitoring methodology

This indicator monitors the usual mode of travel to school and is measured on an annual basis using a hands-up survey of local schools. As required by the DfT guidance, the indicator will report separately for children aged 5 to 10 and children aged 11 to 16.

NB. The monitoring methodology may change in future years if data can be collected via the DfES school census, the DfT’s preferred data collection mechanism.

Target setting

Nationally, the proportion of primary aged children who walk to school has declined from 67% to 55% over the last decade, with a corresponding rise in car travel. Similarly, the proportion of secondary pupils walking has declined from 52% to 43%, and the proportion cycling from 6% to 2%. This situation has evolved due to a wide range of complex issues, including parental concerns over child safety/security during the journey to school, rising car ownership, and an increase in the number of mothers working full or part time.

In Warwickshire, the trend is similar to that observed nationally. An annual countywide School Travel Survey has shown a steady increase in car use for school journeys of 1% per year until 2002 to a peak of 40%. In 2003 this figure was reduced to 39%, which may be an indication that measures that have been implemented during the first Local Transport Plan period are starting to influence travel choices. However, it is clearly too early to know whether this is the start of a positive downward trend.

In the 2000 LTP a target was set to “reduce the proportion of school journeys undertaken by car to 33% by 2006 and 24% by 2011”. In light of the annual survey described above, it is clear that this target will not be met; indeed the overall trend in car use (1% growth per annum) shows that it was unrealistic.

An analysis of local survey data has shown that those schools where Safer Routes to School schemes have been implemented during the past five years an overall reduction of 4% in car usage has been achieved. In contrast, schools where no investment has taken place have seen an increase in car journeys to school by 4%. The countywide target has been amended to reflect these trends.

The target has also been amended to reflect the results of the latest school travel survey which, in accordance with DfT guidelines, now includes car sharing as a mode of travel to school. Journeys undertaken by car sharing have therefore been excluded from the target figure. The target now refers to maintaining the proportion of school journeys undertaken by car (sole passenger) at 2005/06 levels; this is considered stretching given that, with no investment, sole passenger car use for journeys to school could be expected to rise to between 20-25% of trips.

No specific targets have been set for the proportion of children walking, cycling, car sharing or travelling by public transport to school as the primary objective of the target is to reduce the proportion of trips to school by car. However these ‘other modes’ are included as indicators and will be monitored on an annual basis using the school travel survey.

Indicator:

Proportion of the workforce as a whole covered by travel plans

Target type:

Intermediate outcome (local)

Baseline:

2005/06: 8.6%

Horizon:

2010/11: 14.0%

Monitoring methodology

This indicator monitors the number of people who work for companies who have introduced a travel plan as a proportion of the total workforce. Monitoring is on an annual basis through internal records.

Target setting

The target is to increase the proportion of the workforce as a whole covered by travel plans by 5% between 2005/06 to 2010/11. The target level reflects the level of improvement in coverage of travel plans over the first LTP period and the anticipated level of resources for this activity in the life of the second Local Transport Plan.

Indicator:

Annualised Index of Cycling Trips (LTP3)

Target type:

Intermediate outcome (mandatory)

Baseline:

2004: 100 (indexed)

Horizon:

2010: 100

Monitoring methodology

This indicator measures indicative cycling levels across the authority area, indexed against a baseline year. Trend levels in cycling activity will be monitored using a representative network of automatic cycle counters. A separate indicator will monitor cycling levels on corridors where investment has taken place

Target setting

Cycle use in Warwickshire has been steadily declining for a number of years and mirrors the national decline in cycling levels. From Census surveys cycle use for journeys to work in the County has declined from 5.6% in 1981, to 3.8% in 1991 and to 3% in 2001. This trend has also been observed in data from automatic cycle counters and cordon counts up to 2003/04 and marks a movement away from our stretching cycle target set in 2000 to double cycle use in major urban areas by 2006 and double it again by 2011.

More promising results have been shown from cycle counts in 2004/05, with both automatic counters and cordon counts recording increases compared to the previous year. The latest survey results are welcomed and may indicate that measures implemented during the first Local Transport Plan period are starting to influence travel choices. However it is too early to know whether this is the start of a positive upward trend.

In setting our target for 2010 we have used methodology devised by the English Regions Cycling Development Team (Guidance Notes, March 2005) which considers:

• The existing situation in relation to cycle use (as recorded by Journey to Work 2001 Census data and cycle count data);
• An indication of the overall cycling potential for the area;
• An indication of the increase in cycling levels required to reach the potential; and
• The funding levels indicated by the planning guideline.

Indicator:

No. of cycling trips on routes upgraded (local indicator)

Target type:

Intermediate outcome (local)

Baseline:

2004: 100 (indexed)

Horizon:

2010: 105

Monitoring methodology

This indicator measures cycling levels on routes where cycle infrastructure has been put in place. Before and after monitoring will be carried out using automatic cycle counters where possible. Where problems occur in siting automatic counters, manual counts will be taken on a number of days per year (during neutral months)

Target setting

Whilst cycle levels across the County have been steadily declining for a number of years, it is envisaged that on routes where investment is targeted an improvement in cycling levels will occur. As with target LTP3, the ERCDT methodology has been used to determine the appropriate target level.

As planned investment in cycle infrastructure broadly reflects where the demand for cycling is greatest (e.g. as expressed by the number of trip generators along a route), the potential for increasing cycling levels in areas where investment is planned is greater than when considered on a countywide basis. A target of increasing cycling levels by 5% has therefore been adopted for 2010/11.

Indicator:

Access to Main Centres (LTP1)

Target type:

Key outcome

Baseline:

2004/05: 95.6%

Horizon:

2010/11: 98%

Monitoring methodology

A general accessibility target has been set for improving access to the main service centres for Warwickshire residents. This is in recognition of the role of service centres in providing opportunities to access a range of services and facilities.

Changes in accessibility to main service centres (as expressed by journey times) will be monitored annually using a combination of Accession software (for the mainstream bus network) and a calculation to determine the population covered by community transport that offers a similar standard of service to mainstream buses.

Target setting

Mapping work has been carried out to establish a baseline for accessibility of main centres for Warwickshire residents, focusing on access by the mainstream bus network (or community transport that offers a similar standard of service). This includes 'life-line' services that offer a basic level of service provision (minimum of a return journey to a main centre once a week) for some smaller rural settlements. The destination set includes the main centres in Warwickshire (Stratford, Warwick/Leamington, Rugby and Nuneaton) and out of County centres such as Birmingham, Coventry, Banbury, Evesham, Solihull, Hinckley, Tamworth, Sutton Coldfield, Redditch and Daventry which, for some communities, may be easier to reach than centres within Warwickshire.

As access to employment in main centres is being considered separately as part of the Access to Employment theme, the target has focused on journeys during off-peak periods. The time threshold has also been extended to 90 minutes to reflect the maximum journey time, ensuring that all possible journeys are included in the calculation. However the majority of the population fall within a journey time of an hour or less (with around 65% of the population within 30 minutes or less). This is considered reasonable given the longer distance nature of some journeys from more remote rural areas.

The baseline position for accessibility to main centres using the above criteria has been calculated at just over 95% based on public transport data from October 2005. The high percentage reflects the fact that the current bus network provides good coverage across the County, although it should be noted that journey times and frequency of services vary considerably across the County. The target for 2010/11 is to increase this further by 2% to 98%.

Indicator:

BVPI99 (i) Total killed or seriously injured casualties; (ii) Child killed and seriously injured casualties; and (iii) Total slight casualties

Target type:

Key outcome (mandatory)

Target:

By 2010, compared with the average for 2001-04:

(i) achieve a 30% reduction in the number of people killed or seriously injured

(ii) achieve a 35% reduction in the number of children killed or seriously injured

(iii) achieve a 10% reduction in the slight casualty rate

Target dates:

Baseline: 2001-04 average

Horizon: 2010

Monitoring methodology

This indicator monitors the number of casualties within the County (including motorways and other trunk roads). Reporting is carried out annually for the calendar year using STATS19 returns.

Target setting

The 2000 LTP adopted the national targets for casualty reduction. This target was stretched through the adoption of a Public Service Agreement (PSA) to achieve the Government’s 2010 targets a year early by 2009. Good progress has been made over the life of the first LTP and we are currently on track to meet the 2009 targets.

The DfT’s guidance on LTPs (Full Guidance on Local Transport Plans: Second Edition, p100) includes ‘stretching’ targets which are more challenging than those adopted above. In our provisional plan we stated that we would consider whether the stretching targets are achievable in Warwickshire and acknowledged that commitment from the Highways Agency and the Police would be crucial. In September 2005 we held a joint workshop with the Highways Agency and the Police to discuss the way forward. As a result of discussions we have decided to adopt the stretching targets.

Although the stretching targets are hugely challenging, they will save great human misery. The safety strategy set out in the Provisional Local Transport Plan has been adapted and improved to help us meet the challenging targets. In addition, we are seeking to include the stretching target for people killed or seriously injured in our local public service agreement ('LPSA2'). This will help us promote the targets to our partners and the community and will assist in achieving the resources needed to meet them.

Indicator:

Air quality (LTP8)

Target type:

Key outcome (mandatory)

Target:

To reduce the number of exceedances of the national air quality standards in Warwickshire between 2005 and 2010 by retaining traffic volumes in areas of poor air quality at 2004 levels by 2011

Target dates:

Baseline: 2004/05

Horizon: 2010/11

Monitoring methodology

This indicator monitors pollutant concentrations within Air Quality Management Areas (AQMAs). As there is no suitable methodology for the annual assessment of pollutant concentrations, progress will be measured against the intermediate outcome of traffic flows at key points in AQMAs. The surveys will be carried out for a minimum of two weeks during a neutral period, utilising modern traffic counters attached to a set of inductive traffic counting loops.

Target setting

Air quality across the County is largely of good quality. However there are a few areas where air quality is considered a problem. In some areas Air Quality Management Areas have had to be declared or will soon be declared by the relevant district and borough councils due to predicted exceedences, in all cases, of the UK nitrogen dioxide objective. In each of these Air Quality Management Areas road transport is the foremost contributor to elevated air pollution levels and the main problem in exceeding the nitrogen dioxide objective.

The existing (and potential) AQMAs are located in the following parts of Warwickshire:

Rugby urban area - an AQMA for exceedences of the NO₂ objective came into force across the entire urban area of Rugby in December 2004. This was on the basis of predicted exceedences in a number of town centre locations of the NO₂ objectives (with concentrations of between 40 and 44 µg/m³) for the objective year of 2005. Air quality problems in Rugby are directly related to a large number of commuter vehicles and HGVs travelling through the town centre.

Warwick District - there are a number of areas in Warwick District where potential exceedences of the 2005 NO₂ objective are occurring. As a result of this three AQMAs were declared in December 2004 over the following areas:

• Leamington Spa around Bath Street, High Street and Clemens Street. The highest predicted concentration at a roadside property is 56.9 µg/m³ and the lowest predicted concentration is 49.4 µg/m³.
• Warwick town centre, where exceedance of the 2005 NO₂ objective have been predicted in High Street, Jury Street, Church Street and Castle Street junction. The highest predicted concentration is at the corner of Jury Street and Castle Street (55.7 µg/m³).
• Barford, where the highest 2005 concentration (59.1 µg/m³) is predicted to occur around Church Street and Bridge Street.

North Warwickshire Borough - declared AQMA for NO₂ at Coleshill, North Warwickshire. This AQMA has been in place since March 2001 and relates to one relevant residential property adjacent to junction 4 of the M6. The AQMA relates directly to traffic on major trunk roads. As such we are not required to set a target for this AQMA.

Nuneaton and Bedworth Borough - there is currently a possibility that an AQMA may be declared around Leicester Road Gyratory, Weddington Road/ Old Hinckley Road and Old Hinckley Road/ Leicester Road in Nuneaton and Bedworth Borough. Modelling predicts the highest 2005 concentrations to occur at the junction of Weddington Road and Old Hinckley Road, with a value of 47.8 µg/m³. This road network is known to be particularly congested and recent works have been carried out to ease the flow of traffic. It is possible that the ambient air quality in the immediate area surrounding Weddington Road and Old Hinckley Road may improve slightly due to a freer flow of road traffic.

Stratford District - there are currently no AQMAs declared within Stratford District. Monitoring undertaken by the District Council suggests that an AQMA is likely to be declared in the future in Studley. This relates to the high traffic volumes carried by the A435 trunk road between the M42 and the A46 at Alcester. Further monitoring will continue to be undertaken by the District Council to identify other air quality problems as they arise, including within Startford-upon-Avon town centre.

Our target is to reduce the number of exceedences of the national air quality standards and objectives, between 2005 and 2010. A modelling assessment has been carried out in support of the Air Quality Strategy to highlight the likely reductions in road traffic required to achieve reductions in pollutant levels in the County. The assessment has concluded that a target of retaining traffic volumes in areas of poor air quality at 2004 levels by 2011 is likely to help in achieving compliance with the national air pollutant standards, particularly for NO₂. Trajectories are non-linear, having been set to reflect the timing of proposals to deal with air quality issues. This includes the completion of Barford bypass in 2007/08 and the opening of Rugby Western Relief Road in 2008/09. In early years of the plan period trajectories have been set to reflect projected traffic growth levels at 1.5% per annum.

At present no targets have been set for the possible AQMAs at Nuneaton and Studley. Targets will be set if AQMAs are declared.

Indicator:

Principal Road condition (BV223) – percentage of local authority road network where structural maintenance should be considered (previously BV96)

Target type:

Intermediate outcome (mandatory)

Baseline:

2004/05: 27.79%

Horizon:

2010/11: 27.79%

Monitoring methodology

The method of calculating the condition of principal roads has changed in 2004/05, with data derived from SCANNER machine based surveys. Previous years surveys have been undertaken using CVI parameters. Data for 2004/05 cannot therefore be compared with data from earlier years.

Target setting

It is difficult to measure progress for this indicator over the life of the first LTP as monitoring methodologies have changed. However extra funds have been made available in recent years to allow a greater length of carriageway to be treated to improve the overall condition of the network and the most recent figures suggest that the deterioration of principal roads has been or is close to being halted. The sensitivity of figures means that it is difficult to be any more definitive.

A target of no overall deterioration in the principal road condition has been set for 2010/11. This is considered realistic and challenging given planned funding levels.

Indicator:

Non-Principal Classified Road condition (BV224a) – percentage of the local authority non-principal classified road network where maintenance should be considered (previously BV97a)

Target type:

Intermediate outcome (mandatory)

Baseline:

2005/06: Yet to be established

Horizon:

2010/11: To be determined once baseline position is known

Monitoring methodology

A new survey is being introduced from 2005/06 onwards and will be based on mechanised SCANNER surveys. Base data is not yet available.

Target setting

There is no requirement for a target to be set in the Final LTP submission. Targets may be required when baseline data for 2005/06 is available.

Indicator:

Unclassified Road condition (BV224b) – percentage of the local authority unclassified road network where structural maintenance should be considered (previously BV97b)

Target type:

Intermediate outcome (mandatory)

Baseline:

2004/05: 14.94%.

Horizon:

2010/11: 14.94%

Monitoring methodology

Based on a visual survey of a proportion of the unclassified road network (minimum 25% per year) using either a UKPMS Coarse Visual Inspection Survey (CVI) or a more detailed equivalent visual inspection survey (DVI)

Target setting

The baseline value of 14.94% reflects improvements to the non principal network financed through Prudential Borrowing in 2004/05.

A target of no overall deterioration in the unclassified road condition has been set for 2010/11. This is considered realistic and challenging given planned funding levels.

Indicator:

Footway condition (BV187) – percentage of footway network where structural maintenance should be considered

Target type:

Intermediate outcome (mandatory)

Baseline:

2004/05:  34.8%

Horizon:

2010/11: 26%

Monitoring methodology

Based on the collection and analysis of Detailed Visual Inspection (DVI) measurements

Target setting

Over the past two years the footway condition has improved reflecting the increased level of investment in footway maintenance. Our target seeks to further improve the condition of footways, due primarily to the introduction of a new maintenance regime. This stretched target reflects our commitment to improving conditions for pedestrians by targeted maintenance to minimise and reduce insurance claims.

The aim is to achieve a 5% improvement each year.

Mode / topic strategy

Indicator

Monitoring arrangements

Accessibility / Regional Spatial Strategy

Proportion of residents in urban areas and rural areas within 400m of a bus stop and 800m of a rail station (regional target yet to be established)

GIS mapping

Accessibility

Access to Education:

% of pupils of compulsory school age within 30 minutes of a school (primary and secondary) by public transport; and

% of 16-19 year olds within 30 minutes of a further education establishment by public transport.

GIS mapping

Access to Healthcare & healthy food:

% of total population within 30 minutes of a hospital (with outpatient’s department) by public transport

% of total population within 30 minutes of a GP by public transport

% of total population within 30 minutes of a food outlet selling fresh fruit & vegetables by public transport

GIS mapping

% of people of working age (16-74) within 30 minutes of work by public transport

Air Quality

Ensure that air pollutant levels do not exceed national standards in the County where they previously have not

Liaison with District / Borough Councils

Aviation (surface access) strategy

Mode share of trips made by passengers and employees to Birmingham International Airport

Birmingham International Airport

Aviation (surface access) strategy

Mode share of trips made by passengers and employees to Coventry Airport

Coventry Airport

Congestion

Traffic flows (monitored at outer cordon sites) in following towns: Warwick, Leamington, Kenilworth, Stratford, Nuneaton, Bedworth and Rugby

Automatic traffic counters

Cycling / Safer Routes to School

Journey to school by bicycle

School Travel Survey

Promoting Changes in Travel Behaviour / Regional Spatial Strategy

Schools with school travel plans (regional target of 100% by 2011)

Internal records

Promoting Changes in Travel Behaviour / Regional Spatial Strategy

Employees in organisations with Workplace Travel Plans (regional target of 30% of all employees to work in organisations committed to Workplace Travel Plans by 2011)

Internal records

Promoting Changes in Travel Behaviour

Percentage of car use associated with new development

Company travel surveys

Cycling / Promoting Changes in Travel Behaviour

Journey to work by bicycle (for those employers with a Travel Plan secured through s106 agreement)

Travel Plan monitoring

Cycling

Number of people cycling into town centres

Biannual cordon counts

Cycling

Number of cycles parked at key locations (town centres, rail stations & other selected sites)

Annual counts

Cycling

Uptake of new cycle map guides

Internal records

Cycling

Number of bridle paths improved through Rights of Way Improvement Plan

Internal records

Maintenance

The condition of the bridge stock

Bridge Condition Index

Parking / Regional Spatial Strategy

Car parking standards and management – number of:

a) Central area public spaces (regional target yet to be established)

b) Long stay car parking spaces (regional target to reduce by 1% per annum by 2011)

c) Parking spaces at rail stations (regional target to increase by 50% by 2011)

d) Park and Ride for town centre spaces (regional target to increase by 100% by 2011)

e) Strategic Park & Ride spaces (regional target to increase number of spaces by 2000 by 2011)

To be determined

Public Transport

Improve accessibility for Warwickshire residents in the Main Urban Areas from a 2005 base of 90% to 95% by 2011

Internal records

Public Transport

Improve accessibility for Warwickshire residents outside the Main Service Centres from a 2005 base of 79% to 85% by 2011

Internal records

Road Safety / Cycling

Number of adults and children taking part in cycle training within Warwickshire

Internal records

Road safety

Number of children involved in pedestrian skills training

Internal records

Road safety

Number of schools participating in road safety education

Internal records

Taxis & Private Hire Vehicles Strategy

Number of taxis meeting DDA requirements

Liaison with District / Borough Councils

Walking / Safer Routes to School

Journey to school on foot

School Travel Survey

Walking / Promoting Changes in Travel Habits

Journey to work on foot (for those employers with a Travel Plan secured through s106 agreement)

Travel Plan monitoring

Walking

Footpaths and Rights of Way easy to use by the public (BV178)

Best Value monitoring

Walking

Number of people walking into town centres

Biennial cordon counts in main towns