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Hampshire County Council Winchester Movement and Access Plan Joint Members' Panel 23 October 2002 Outcome of 2002 Monitoring and Transpol Surveys Report of the County Surveyor

Item 8

Contact: Nick Richardson, ext 5429

1. Summary

1.1 This report sets out the findings of surveys undertaken in 2002 and comparisons made with similar surveys undertaken previously to assess the impact of initiatives within the Winchester Movement and Access Plan (WMAP). This involved an extensive programme of surveys covering road traffic, cycling, pedestrian activity, bus and train use and air quality. In addition, information was obtained on trade in the city centre and freight movements, illustrating how the monitoring has diversified, and involves a wide range of stakeholders. The data included in the report is presented on a comparable basis with previous data collected so that the monitoring is consistent with other surveys. The report details the surveys undertaken and the results obtained. In addition, a further round of Transpol household questionnaire surveys has been undertaken. Members are asked to note the information.

2. Introduction

2.1 The development of WMAP has involved considerable survey work and monitoring since its inception, including biennial surveys of road traffic and public transport use. The Local Transport Plan (LTP) has required additional monitoring to be undertaken to establish how the strategy is performing in relation to its objectives and to ensure that the measures implemented are having the expected impact. The Road Traffic Reduction Act places further requirements on local authorities to assess levels of traffic in their area. In addition, further monitoring surveys are required through WMAP involvement in the Clear Zones and European CIVITAS/MIRACLES projects.

2.2 Consultants were commissioned in 2001 by the then Department for Transport, Local Government and the Regions to develop a methodology for assessing the social and economic impacts of Clear Zones. Winchester and Nottingham, both `Trailblazer' sites, were chosen as case studies. A summary of the core indicators for Clear Zone monitoring is included in the attached appendix.

2.3 The previous biennial survey was undertaken in July 2000 (following completion of the Jewry Street project in 1999) and was repeated in July 2002. Attempts have been made to more closely link the programme of Transpol household questionnaire surveys with other transport strategy monitoring exercises so that Transpol for Winchester also took place in 2002, the previous surveys having been undertaken in 1997.

3. Surveys Undertaken

3.1 The monitoring approach adopted for Winchester since 1989 has evolved to include comprehensive analysis of all transport modes. In addition, a partnership approach has been devised to monitoring with the involvement of the Freight Transport Association, the Winchester City Centre Management Group, Hampshire Cycling and others to compare trends in transport activity with other indicators such as trade, tourism, car park use and crime.

3.2 Data has been obtained on the following:

(i) Counts of road traffic on all major radial routes into Winchester, including Romsey Road, Stockbridge Road, Andover Road, Worthy Lane, Easton Lane, Alresford Road, Chesil Street and St Cross Road.

(ii) Traffic flows from permanent traffic and cycle counters installed on the radial routes.

(iii) Numbers of bus users were obtained by counting people boarding and alighting buses on the radial routes and from Stagecoach in Hampshire.

(iv) Data to indicate bus reliability and punctuality was collected for Stagecoach Services 1, 5 and park and ride.

(v) Counts were undertaken at Winchester Station to obtain the numbers of people boarding trains and cycles carried on trains.

(vi) Pedestrian counts were undertaken at the same locations as those used previously, over 30 locations in total. Pedestrian activity on the radial routes was also recorded.

(vii) Cycling data was obtained from permanent counters installed on the radial routes and in Kingsgate Street, supplemented by manual count data.

(viii) Car park vehicle numbers are recorded by inductive loops at entry and exit points for City Council operated car parks.

(ix) The Freight Transport Association and University of Southampton are undertaking survey work for the Freight Forum.

(x) Air quality data is collected continuously from the monitoring stations, roadside and urban background, in the city centre at two locations.

(xi) The level of trade in the city has been established through the Winchester City Centre Management Group. Quarterly reports produced by the Group cover a wide range of businesses and act as an indicator of trading activity.

(xii) Crime and disorder data is collated by the Hampshire Constabulary and used by the City Council as part of the Community Strategy.

(xiii) Personal injury accident statistics are collated by the Hampshire Constabulary and analysed by the County Council.

4. Survey Results

Traffic Data

4.1 Traffic information has been obtained from manual classified counts since 1993. Since then traffic levels have reduced slightly overall on the radial routes into Winchester (see Table 1). However, the Easton Lane corridor has been subject to particular local circumstances with the opening of new retail facilities; because of this anomaly comparisons have been made both with and without Easton Lane.

4.2 Reductions in traffic levels since 1993 are evident on Alresford Road, Romsey Road, Stockbridge Road, Andover Road and Worthy Road (see Table 2). Overall, the data from manual classified counts (excluding Easton Lane) indicates that traffic levels on the radial routes have decreased by 8% since 1993. Including Easton Lane, traffic levels overall are slightly below their 1993 level. However, some increases are evident for Chesil Street and St Cross Road, the main corridors that would benefit from increased capacity in Park and Ride facilities at Bar End and Bushfield. Traffic using Easton Lane demonstrated the greatest increase between 1993 and 2002.

Table 1

Traffic Count Survey Results

(manual classified count data, 12 hour two-way flows)

Location	1993	1995	1997	2000	2002
Alresford Road	6,715	7,008	6,555	5,786	5,810
Chesil Street	9,670	10,038	10,056	11,376	10,242
St Cross Road	10,225	12,400	10,907	10,878	11,036
Romsey Road	12,057	11,291	9,816	10,857	10,943
Stockbridge Road	7,432	7,784	7,021	6,492	6,039
Andover Road	10,479	9,618	9,591	9,332	9,755
Worthy Road	8,831	8,239	7,523	5,822	6,559
Easton Lane	5,135	5,927	7,958	11,098	9,508
Total for locations surveyed	70,544	72,305	69,427	71,641	69,892
Total excluding Easton Lane	65,409	66,378	61,469	60,543	60,384

Table 2

Traffic Count Survey Results - (1993=100)

Location	1993	1995	1997	2000	2002
Alresford Road	100	104	98	86	87
Chesil Street	100	104	104	118	106
St Cross Road	100	121	107	106	108
Romsey Road	100	94	81	90	91
Stockbridge Road	100	105	94	87	81
Andover Road	100	92	92	89	93
Worthy Road	100	93	85	66	74
Easton Lane	100	115	155	216	185
Total for locations surveyed	100	102	98	102	99
Total excluding Easton Lane	100	101	94	93	92

4.3 Comparison of the latest data with the 2000 surveys indicates some decreases and some increases, the overall situation being a slight reduction compared with that in 2000 (see Table 3). Some increases are evident for Worthy Road and Andover Road.

Table 3

Traffic Count Survey Results - (2000=100)

Location	2000	2002
Alresford Road	100	100
Chesil Street	100	90
St Cross Road	100	101
Romsey Road	100	101
Stockbridge Road	100	93
Andover Road	100	105
Worthy Road	100	113
Easton Lane	100	86
Total for locations surveyed	100	98

4.4 By way of comparison, traffic levels have been rising substantially throughout the country. Department for Transport data suggests that traffic on minor roads in built-up areas has increased by around 15% between 1993 and 2001.

4.5 The traffic flows during the morning peak hour are shown in Table 4. Overall, peak hour traffic has fallen by 5% between 1993 and 2002 excluding Easton Lane and remained at approximately the same levels including Easton Lane. Significant decreases occurred on Stockbridge Road and Worthy Road, although there were significant increases for Easton Lane and lesser increases for Chesil Street, St Cross Road and Andover Road (see Table 5).

Table 4

Traffic Count Survey Results

(manual classified count data, morning peak (0800 to 0900) two-way flows)

Location	1993	1995	1997	2000	2002
Alresford Road	694	670	874	628	679
Chesil Street	961	1,048	1,105	1,061	1,032
St Cross Road	1,076	1,370	1,231	1,227	1,164
Romsey Road	1,212	1,156	1,031	1,107	1,146
Stockbridge Road	806	803	808	722	577
Andover Road	989	961	989	1,009	1,042
Worthy Road	1,008	952	940	729	782
Easton Lane	552	606	762	1,065	857
Total for locations surveyed	7,298	7,566	7,740	7,548	7,279
Total excluding Easton Lane	6,746	6,960	6,978	6,483	6,422

Table 5

Traffic Count Survey Results (morning peak (0800 to 0900)) - (1993=100)

Location	1993	1995	1997	2000	2002
Alresford Road	100	97	126	90	98
Chesil Street	100	109	115	110	107
St Cross Road	100	127	114	114	108
Romsey Road	100	95	85	91	95
Stockbridge Road	100	100	100	90	72
Andover Road	100	97	100	102	105
Worthy Road	100	94	93	72	78
Easton Lane	100	110	138	193	155
Total for locations surveyed	100	103	103	103	100
Total excluding Easton Lane	100	103	103	96	95

4.6 During the morning peak hour traffic levels overall fell very slightly between 2000 and 2002 (see Table 6). Decreases were recorded for Chesil Street and St Cross Road despite total daily flows increasing on these routes, perhaps indicating diversions to an alternative route such as Romsey Road. Stockbridge Road and Easton Lane also showed decreases in morning peak traffic since 2000.

Table 6

Traffic Count Survey Results (morning peak (0800 to 0900)) - (2000=100)

Location	2000	2002
Alresford Road	100	108
Chesil Street	100	97
St Cross Road	100	95
Romsey Road	100	104
Stockbridge Road	100	80
Andover Road	100	103
Worthy Road	100	107
Easton Lane	100	80
Total for locations surveyed	100	96

4.7 Permanent count sites exist on the radial routes for which data has been obtained for comparison with manual classified count data. This data substantiates the manual surveys with a total of 69,045 vehicles for the radial routes (12 hour, two-way). For the 24 hour period (also five day weekday mean, week commencing 22 July 2002) the total traffic flow on the radial routes was 83,516.

Car Occupancy

4.8 Surveys of car occupancy of inbound vehicles were undertaken for Chesil Street and St Cross Road as shown in Table 7. For the two routes, mean occupancy was 1.23 per vehicle.

Table 7

Car Occupancy: inbound (0700 to 1900 23 July 2002)

Location	Chesil Street		St Cross Road (at Norman Road)
Occupancy	Vehicles	Occupants	Vehicles	Occupants
1	3,795	3,795	5,317	5,317
2	747	1,494	951	1,902
3	98	294	149	447
4	36	144	82	328
5	10	50	2	10
Total	4,686	5,777	6,501	8,004
Mean occupancy	1.23		1.23

Commercial Vehicles

4.9 The proportion of heavy commercial vehicles (HCVs) has remained relatively constant compared with previous data. Overall 1.7% of traffic on the radial routes is HCVs (1,209 movements), indicating that the number of HCVs entering the city is lower than might be perceived and very much lower than might be expected for the radial routes serving a commercial centre. Easton Lane and Chesil Street carry the highest proportion of HCVs (2.4% and 2.2% of traffic respectively).

4.10 Survey work undertaken for the Freight Forum in 2001 indicated that there was a high proportion of light commercial vehicles serving premises in the city. This is substantiated in the recent surveys, with 9.9% of total traffic on the radial routes being light commercial vehicles. As with heavy vehicles, the highest proportions of light commercial vehicles were on Easton Lane and Chesil Street (15.8% and 10.5% respectively).

Bus Statistics

4.11 Data has been supplied by Stagecoach in Hampshire for city services and for journeys from the surrounding area into Winchester (factored to exclude journeys outside the urban area) for July 2002. Comparable data for June indicates increases in the number of people using city services on all routes, particularly on Services 1 (Stanmore-City Centre-Harestock) and 5 (Winnall-City Centre-Badger Farm), both having increases of 18% between June and July. However, there are considerable fluctuations in the number of users throughout the year and trends are difficult to establish. Similar data covering a longer period will indicate the longer term changes.

4.12 Surveys were commissioned to assess the punctuality and reliability of bus services. This is in response to guidelines issued to operators for which services must arrive no more than one minute earlier or five minutes later than the published timetable to be considered as running reliably. Three routes in the WMAP area were surveyed, Service 1 (Stanmore - city centre - Harestock), Service 5 (Badger Farm - city centre - Winnall) and Park and Ride (see Table 8). These all have frequencies of at least 15 minutes throughout the day.

Table 8

Bus Service Reliability (July 2002)

Service	Location	% of buses surveyed operating within published departure time*
1	Priors Dean Road, Harestock	84%
	Bus Station, City Centre	71%
	Wavell Way, Stanmore	71%
	Total	75%
5	Imber Road, Winnall	78%
	Broadway, City Centre	92%
	Meadow Way, Badger Farm	73%
	Bus Station, City Centre	91%
	Total	81%
Park and Ride	Gladstone Street	92%
	Broadway (both directions)	77%
	St Catherine's car Park	91%
	Total	84%

* Between one minute early and five minutes late compared with published departure time.

Rail Data

4.13 Results from the counts of rail passengers indicated that the number of users continues to rise, an increase of 12% between 1997 and 2002 (see Table 9). The number of cycles taken onto trains was noted in 2000 and 2002, rising from 38 to 60 (48 cycles were taken from trains in 2002).

Table 9

Number of Rail Passengers at Winchester Station (0700 to 1900)

Direction	1997	2000	2002
Boarding (northbound)	1,762	2,057	2,267
Boarding (southbound)	1,408	1,565	1,475
Boarding (total)	3,170	3,622	3,742
Alighting (northbound)	1,300	n/d	1,473
Alighting (southbound	1,428	n/d	1,380
Alighting (total)	2,728		2,853
Total number of passengers	5,898		6,595

Pedestrians

4.14 Surveys were undertaken to count pedestrian activity at a range of locations in and around the city centre. Comparisons with previous surveys indicate a general increase in the number of people walking (see Table 10). Further monitoring of walking levels will be undertaken to provide robust data and establish trends.

Table 10

Pedestrian Data

Occupier	Location	Friday 11 Jun 1999	Friday 21 Jun 2000	Friday 6 Sep 2002
Iceland	Middle Brook Street	4,860	8,100	7,230
BHS	St Georges Street	2,790	3,060	5,460
Pizza Hut	8 High Street	4,830	6,720	11,010
Marks & Spencer	134-140 High Street	10,080	10,440	16,830
Phones 4 U	28 High Street	13,440	10,590	19,800
The Slug & Lettuce	12-13 The Square	4,260	4,950	3,780
Dixons	53-54 High Street	10,170	9,750	16,080
City Insurance Group	88-89 High Street	3,240	4,320	9,510
The Old Gaolhouse	11 Jewry Street	3,750	3,060	7,500
Habels	38-40 St Georges Street	2,130	2,490	3,390
Oxfam	73 Parchment Street	2,160	2,610	2,790

4.15 Counts were undertaken on the radial routes (see Table 11) and can be compared with the 2000 surveys where data is available.

Table 11

Pedestrian Counts on Radial Routes (two-way, 0700 to 1900)

Location	2000	2002
Alresford Road	326	341
Chesil Street	722	718
St Cross Road	248	n/d
Romsey Road	n/d	1,260
Stockbridge Road	539	558
Andover Road (11am to 7pm)	456	723
Worthy Road	813	96
Easton Lane	n/d	252
Total for locations surveyed	3,383	3,948

Cycling

4.16 The number of cyclists using the radial routes has been recorded using automatic counting equipment and has been compared with previous data. Table 12 shows the number of cyclists on the radial routes. The data indicates that although there was a fall in the number of cyclists between 1999 and 2000, the level has remained constant since.

Table 12

Numbers of Cyclists on Radial Routes

Location	1999	2000	2001	2002
Alresford Road	61	64	58	52
Chesil Street	140	133	114	115
St Cross Road	172	151	152	138
Romsey Road	121	89	85	98
Stockbridge Road	122	62	89	87
Andover Road	198	159	178	99
Worthy Road (on carriageway)*	64	49	52	96
Easton Lane	173	150	123	154
Total for locations surveyed	1,051	857	851	839

* An additional 52 cyclists were recorded using the Worthy Road cycleway in 2002 for which comparable data is not available for previous years.

4.17 The level of use of cycle parking facilities in the city centre and local centres was recorded by Hampshire Cycling for a weekday and Saturday between 11am and noon. A total of 234 parking spaces was available both in March 2000 and July 2002 when the surveys were undertaken. Figures obtained indicate a slight increase in use from 91 to 104 for weekdays (47% to 49% occupancy) and from 64 to 82 on Saturday (33% to 39% occupancy). This represents a 14% increase on weekdays and 28% increase on Saturdays between 2000 and 2002. Observation indicated that cycle vices were less popular than the `Sheffield' stands and that cycles were parked at locations other than stands such as fences. These omissions are expected to be rectified in due course.

Accident Data

4.18 Data on Personal Injury Accidents (PIAs), collected by Hampshire Constabulary, has been extracted for the WMAP area. Generally, three year periods are considered but some comparisons can be drawn for each year. PIA data considers three categories of road casualty - fatal, serious and slight - and non-injury (damage only) accidents are not recorded. Table 13 sets out summary details for PIAs. An indication is also provided of PIAs on the local trunk road network (M3 motorway and A34(T) in the immediate vicinity of Winchester).

Table 13

Personal Injury Accidents

Location	Severity	1 July 1999 to 30 June 2000	1 July 2000 to 30 June 2001	1 July 2001 to 30 June 2002
WMAP urban area	Fatal	2	1	0
	Serious	15	11	15
	Slight	174	150	158
WMAP total		191	162	173
M3 and A34(T) in the Winchester area	Fatal	0	0	1
	Serious	8	3	3
	Slight	52	65	58
Trunk road total		60	68	62

Air Quality

4.19 Since the Environment Act 1995 local authorities have been required to play a major part in improving both local and national air quality. This includes responsibilities to assess and manage local air quality having regard to standards and objectives for eight known pollutants. These are continually being tightened in line with EU limits.

4.20 Within Winchester the monitoring of air quality has been undertaken for a number of years. Following the Stage 3 Review and Assessment of air quality carried out last year, Central Government is of the view that Winchester should declare an Air Quality Management Area (AQMA) for the town centre due to the potential of exceeding the yearly nitrogen dioxide standard close to main roads. However, the work carried out as part of the Stage 3 review was very broad and not designed to look at details, therefore uncertainty about the conclusions exists. Further detailed modelling work has been commissioned to establish if an AQMA should be established, which is due to be completed later this year. Table 14 shows the levels of key pollutants in Winchester in the first nine months of 2001, the latest period for which fully validated data is available.

Table 14

Air Quality Monitoring Data January to September 2001

Parameter	Carbon monoxide (CO) 8 hr rolling mean (ppm)		Particulates (PM10) 24 hr mean (µg/m3)		Nitrogen dioxide (NO2) 1 hour mean (ppb)
	Roadside	Background	Roadside	Background	Roadside	Background
Mean	1.0	0.3	34.8	19.7	28.7	17.6
Number of failures*	0	0	23	2	14	1

*Air Quality Standards

CO = 10 ppm (rolling 8 hour mean)

PM₁₀ = 50µg/m³ (24 hour mean)

NO₂ = 105 ppb (I hour mean)

Trade Activity

4.21 Working in partnership with the Winchester City Centre Management Group, a broad indication of trade activity can be obtained. In recent months there has been a healthy level of investment in retail units and the picture overall is encouraging. Empirical methods to evaluate levels of trade on a consistent basis are being considered, particularly in connection with Clear Zones evaluation.

Car Parking

4.22 Real-time information is available on the ROMANSE website for those car parks connected to the County Council's Urban Traffic Control (UTC) system and is linked with variable message signs indicating parking availability. This data has been obtained for all off-street car parks operated by the City Council and indicates occupancy levels, as indicated in Table 15. Increased occupancy levels between July 2001 and July 2002 are evident at the Park and Ride, Chesil Street and Tower Street car parks, with reductions elsewhere.

Table 15

Car Park Occupancy (11am, mean for July)

Car park	Capacity (spaces)	Occupancy July 2001 (%)	Occupancy July 2002 (%)	Change (2001=100)
St Catherine's Park and Ride*	143	95.1	97.9	103
Barfield Park and Ride*	195	89.2	93.3	105
The Brooks multi-storey	327	97.2	80.7	83
Middle Brook Street*	193	99.5	95.3	96
Chesil Street multi-storey*	626	76.7	78.9	103
St Peter's	180	66.7	61.1	92
Tower Street multi-storey*	541	95.6	109.2	114
Friarsgate multi-storey*	367	57.2	56.7	99
Total	2,572	84.7	84.1	99

* long stay spaces available

4.23 A number of car parks are to be converted from pay and display ticketing to pay-on-foot ticketing. The Brooks multi-storey car park and part of the Middle Brook Street surface car park will be converted from January 2003 which will result in long stay parking being available but at a much increased cost, the main purpose being to provide short term spaces, particularly for shoppers. Chesil Street and Friarsgate multi-storey car parks will be converted to pay-on-foot later in 2003.

Shopmobility

4.24 The use of the Shopmobility facility in Winchester, providing a means of moving around the city for people with mobility impairments, has increased. Shopmobility provides motorised and manual equipment for regular registered members and casual users for a small fee. For the period April 2001 to March 2002 the mean number of trips was 274 per month and for 2002 (April to August inclusive) the mean figure was 302 trips.

5. Transpol Household Questionnaire Surveys

5.1 Questionnaires were distributed to residents of Winchester district in February 2002 with households being selected by ward on a targeted basis. Of the 5,136 questionnaires sent, 1,639 were completed, a response rate of 32%, above average for a survey of this type and representing approximately 3.7% of households. A total of 736 responses were received for the WMAP area. Data obtained was weighted to represent reliably the demographic structure of the area. A similar survey was undertaken in 1997 and comparisons have been made where possible, the questionnaire having been updated since the previous survey.

Modal Split

5.2 The modal split identified by Transpol is shown in Table 16 and compared with national figures. Transpol indicates that the proportion of people walking has increased since 1997 but the proportion of bus users and cyclists has declined.

Table 16

WMAP Modal Split All Journeys

Mode	WMAP Total Journeys 1997 (1)	WMAP Total Journeys 2002	National Total Journeys(2)
Car	63.5%	63.0%	62.6%
Foot	13.3%	20.7%	25.8%
Bus	10.7%	8.4%	5.6%
Train	4.5%	4.7%	2.0%
Cycle	3.3%	1.9%	1.6%
Taxi	2.8%	0.9%	1.2%
Other	1.0%	0.2%	0.3%
Sample	407	736

⁽¹⁾ Journeys over one mile

⁽²⁾ National Travel Survey 1999/2001 Update

5.3 Table 17 shows the modal share for journeys to work. In contrast to the data for total journeys, the proportion of car users has increased while the proportion of people walking to work, cycling or using public transport has decreased.

Table 17 - WMAP Journey to Work Modal Split

Mode	WMAP Journey to Work 1997	WMAP Journey to Work 2002	National Journey to Work(1)
Car	49%	66%	69%
Foot	24%	16%	11%
Bus	10%	7%	7%
Train	8%	7%	6%
Cycle	8%	3%	4
Taxi	0%	0%	--
Other	0%	0%	2%
Sample		1,718

⁽¹⁾ National Travel Survey 1999/2001 Update

5.4 The modal share for journeys to school is shown in Table 18. Compared with national figures, the proportion for walking appears to be higher in the WMAP area although the proportion of bus users is less.

Table 18

WMAP Journeys to School Modal Split

Mode	WMAP Journey to School 2002	National Journey to School (1)
Car	35%	29%
Foot	53%	48%
Bus	10%	18%
Train	1%	--
Cycle	1%	--
Taxi	0%	--
Other	1%	4%
Sample	275

⁽¹⁾ National Travel Survey 1999/2001 Update

Trip Rates

5.5 Respondents were asked to provide details of journeys they made `yesterday'. In the WMAP area, an average of 2.5 journeys per person were made, with younger age groups and males making more journeys than other groups.

Use of Different Travel Modes

5.6 Respondents were asked how frequently they travelled by a range of modes and to indicate the reasons for their travel decisions. Car journeys were favoured for journey time advantages, convenience and comfort, a similar position to the 1997 survey.

5.7 A total of 22% of respondents travelled by bus frequently, 17% occasionally and 61% irregularly. Travel by bus was cited to be a result of a lack of an alternative, and convenient location of bus stop near home, again a similar finding to the 1997 survey. Respondents in the WMAP area who chose to travel by bus when a car was available numbered 29% (102).

5.8 A total of 11% of respondents travelled by train frequently, 17% occasionally and 71% irregularly. The main reasons for travelling by train were the stress of travelling by car and journey time.

5.9 Nationally, an average of 7.5% of males and 3% of females are regular cyclists; this compares with 14% of respondents in the WMAP area with a further 6% who cycle occasionally. Health and enjoyment, good weather conditions and environmental concerns were the main reasons cited for cycling.

5.10 Walking is the most frequent means of travel after the car. A total of 65% of respondents in the WMAP area walk regularly and a further 7% occasionally. The most common reasons for walking included health and enjoyment, convenience and good weather conditions. A total of 52% of respondents who travelled on foot had a car available for that journey.

5.11 A total of 69% of respondents have access to the internet. This is significant in view of the fact that information on transport networks is widely available and can influence choice before journeys are undertaken. Also, there is significant scope for reducing the number of journeys, for example through home working and home shopping.

Impressions of Alternative Travel Modes

5.12 Respondents were asked to give their impressions of local bus and rail services and walking and cycling facilities by rating a list of attributes for each mode to provide an indication of people's views.

5.13 Among bus users, convenience of bus stop near home was rated highest (59% of respondents rating `good' or `very good'), with ease of finding a seat and ease of getting on and off the bus also considered positively. Regular users were generally more critical than occasional users. However, nearly all aspects of rail travel received poor responses, particularly from regular users. The most positive views concerned frequency of trains and journey times (39% and 37% of respondents rating `good' or `very good' respectively).

5.14 For cycling, 23% of respondents considered safety in cycle lanes to be good and 20% considered the provision of cycle lanes to be good. However, only 6% thought that the safety of cyclists on roads was good. For walking, respondents rated personal safety, cleanliness of pavements and crossing facilities relatively highly (all 42% ).

Transport Options

5.15 Respondents were invited to indicate their relative priorities from 14 options provided. The highest priority was for improved public transport, followed by reduced congestion/delays. Other priorities indicated included better maintenance of roads/footways/cycle routes, reducing the number and severity of road accidents and supporting safer routes to schools. The data suggests that car owning households particularly support public transport improvements, especially cheaper fares and park and ride; non-car owning households indicated support for traffic calming and cheaper public transport fares.

6. Conclusion

6.1 Monitoring for the 2002 WMAP surveys has revealed a decrease in overall traffic levels of around 8% between 1993 and 2002 where comparative data is available. Between 2000 and 2002, traffic levels overall appear to be similar. The number of rail passengers has increased over this period. Levels of cycling appear to be similar to those of the previous year while the number of cycles parked has increased. Air quality monitoring indicates that there are no problems of compliance with national standards.

6.2 The requirements for the LTP involve a much greater level of monitoring than has been undertaken previously and the most recent survey has included more information sources, including vehicle occupancy, bus service reliability, car park occupancy and data on road traffic accidents.

6.3 The data collected suggests that the measures included in WMAP to date have had a positive impact on traffic levels, the local environment and economy. Further information will be required in connection with the Clear Zones and MIRACLES initiatives.

6.4 Transpol household questionnaire surveys indicated that around 63% of journeys are made by car and a further 21 % on foot in the WMAP area. Information was obtained on modal choice and journey purpose which will be used in comparison with future surveys.

Recommendation

That the Panel notes the results of the 2002 Winchester Movement and Access Plan and Transpol household questionnaire surveys.

Section 100 D - Local Government Act 1972 - background papers
The following documents disclose facts or matters on which this report, or an important part of it, is based and has been relied upon to a material extent in the preparation of this report.
NB the list excludes:
1.	Published works.
2.	Documents which disclose exempt or confidential information as defined in the Act.

TITLE	LOCATION
CAG Consultants, Levett-Therival and Social Research Associates (June 2002) Clear Zones - Social and Economic Assessment: Review of Case Studies and Proposed Methodology Atkins (September 2002) Transpol County Travel Survey: Analysis for Winchester District

7444/NR

APPENDIX

Winchester Movement and Access Plan

Proposed Core Indicators for Clear Zone Monitoring

Theme	Core indicators (27)	Initial data source
Transport and Access	A1.1 Journey times (and variation)*_	LTP data (radial routes)
	A1.2 Traffic flows*_	LTP data (vehicle and pedestrian flows)
	A1.3 Trips by mode/journey purpose* and modal split_	LTP data (for city area as a whole, if not CZ)
	A1.4 Car park usage_	Council data
	A1.5 Freight movements	Periodic freight survey
	A1.8 Car ownership	Census data
	A2.1 Access to town centre*	Perception study
	A2.2 Access for those with restricted mobility/incomes _	Key informant interviews/LTP indicators
	A3.1 Satisfaction with each mode *_	Perception study
Environment	B1 Air pollution levels (CO, NO2, PM10)*_	AQMA data/LTP indicator
	B2 Noise levels*	When mandatory
	B3 Public concern over (and perceived effects of) noise & air pollution*_	Perception study
Local economy	C1.1 Numbers employed (and type of employment)*	When DTLR figures available - from 2003
	C3.1 Perceptions of business confidence/ effect of transport measures	Key informant interviews
	C4.1 Vacancy rates	Commercial sources
	C4.2 % change in retail sales (or turnover)	When DTLR statistics available - from 2003
	C4.3 Retail prime yields	Valuation Office
	C4.4 Perceived effects of transport on retail trade	Key informant interviews
	C6.3 Perceptions of transport businesses on effect of transport measures	Key informant interviews
Health	D1 Number of road traffic casualties*_	Police
	D2 Estimated health impact of improvements in air quality	COMEAP guidelines
Crime	E1 Number of crimes reported (robbery, violent crime)*	Police/Community Safety (for city centre)
	E2 Fear of crime*	Perception study
Neighbourhood	F1 Satisfaction with local area and street services*	Perception study
Lifestyle	G1 Reasons for visiting CZ; how time spent; services used; timing of visits etc	Perception study
	G2 Perceived quality of experience in visiting CZ*	Perception study
Participation	H1 Perceived feeling of involvement in scheme, including attitudes to level of consultation*	Perception study (and key informant interviews)

(Indicators with an asterisk * form part of the Civilising Cities monitoring framework; those marked with _ are closely related to LTP or Best Value indicators)