travel west – lstf / funding application · funding application prepared for west of england...

Forecas t i ng Repor t

Travel WEST – LSTF ��/�� Funding Application

Prepared for

West of England Authorities

Date 28th March 2014

1 The Square

Temple Quay

Bristol

BS1 6DG

Contents

Section Page

Introduction ............................................................................................................................................ 1

Overview ................................................................................................................................................. 1

Modelling Suite ....................................................................................................................................... 1

Modelling Overview ................................................................................................................................ 1

The Travel WEST Package ......................................................................................................................... 2

Overview ................................................................................................................................................. 2

Scheme Costs .......................................................................................................................................... 3

Review of Evidence .................................................................................................................................. 5

Source Documents .................................................................................................................................. 5

Adopted Evidence ................................................................................................................................... 5

Forecast Assumptions .............................................................................................................................. 6

Modelled Scenarios................................................................................................................................. 6

Highway Matrix Adjustments ................................................................................................................. 6

Effect of Travel WEST .............................................................................................................................. 8

Forecast Results ..................................................................................................................................... 12

Highway Network Performance ............................................................................................................ 12

Summary ............................................................................................................................................... 14

Overview ............................................................................................................................................... 14

TRAVEL WEST, FORECASTING REPORT

LSTF 1516 FUNDING APPLICATION ECONOMIC CASE FORECASTING REPORT.DOCX

Travel WEST, Forecasting Report

Introduction

Overview

Travel WEST is an integrated package of focused measures built around the three themes of Stimulating

Growth in Enterprise Areas, Connected and Thriving Centres and Transitions to Low-Carbon Lifestyles. This

report sets out the modelling approach and forecasting results to support the development of an economic

case for Travel WEST LSTF funding bid.

Modelling Suite

The Travel WEST assessment uses the Greater Bristol area modelling suite, commonly referred to as G-BATS.

The assessment considers two forecast years, namely 2016 and 2031, for one future Reference Case, one

Core Scenario and one Sensitivity Test Scenario. The Reference Case scenario is assumed to include the

South Bristol Link (SBL), Ashton Vale to Temple Meads (AVTM) and North Fringe to Hengrove Park (NFHP)

major schemes as well as the transport impacts from interventions proposed in the successful 2011 WEST

(West of England Sustainable Travel) LSTF bid.

Modelling Overview

The modelling approach assumed applies highway trip matrix adjustments in line with published evidence

on the effects of Smarter Choices schemes. The spatial distribution of these adjustments has been derived in

line with geographical scheme definition.

The resulting adjusted trip matrices have been re-assigned within G-BATS to identify network impacts and to

provide inputs to other appraisal tools used such as TUBA.

It should be noted that the impacts of the scheme have only been modelled within the G-BATS highway

model. With this in mind, it is reasonable to say that the benefits reported are conservative insofar as they

do not include public transport passenger journey time savings.


2

The Travel WEST Package

Overview

The Travel WEST package comprises of the seven ‘projects’ connected across three ‘themes’. A summary of

these can be seen in Table 1.

TABLE 1

Travel WEST Project Overview

Project Theme Locations Audience

Business Partnerships Stimulating Growth in

Enterprise Areas

• Bristol Temple Quarter Enterprise

Zone

• North Fringe and Emersons Green

• Port area - Royal Portbury Dock,

Avonmouth & Severnside

• J21 Enterprise Area (Weston

Villages/Locking Parklands)

• Hengrove and Filwood growth area

• Key employers/employment

clusters across the West of

England currently difficult

to access by non-car modes

• Particular focus on

‘Enterprise Zones and

Areas’

Key Commuter Routes Stimulating Growth in

Enterprise Areas

• North Fringe

• Weston-super-Mare

• Clevedon and Nailsea

• Bath Enterprise Area

• Commuters travelling to

work by car

Local Economic Activity

in Urban Areas

Connected & Thriving

Centres

• Priority neighbourhoods and

neighbourhood partnerships

• Local Communities

• Priority neighbourhoods in

South Gloucestershire

Key Centres Connected & Thriving

Centres

• Bath

• Bristol

• Weston-super-Mare

• Enterprise areas

• Users of urban streets

including businesses,

shoppers and tourists

New Developments Transitions to Low

Carbon Lifestyles

• Bath City Riverside Enterprise Area

• North Fringe (Charlton Hayes, Harry

Stoke, Cribbs Patchway – Fishpool

Hill)

• Emersons Green

• Junction 21 Enterprise Area (Locking

Parklands and Weston Villages)

• Residents moving into new

developments and between

existing developments

Access to Work & Skills Transitions to Low

Carbon Lifestyles

• Bath Enterprise Area

• Bristol Airport

• Royal Portbury Dock (RPD)

• Weston Town Centre

• Junction 21 Enterprise Area

• 16-25 year olds

Secondary Schools Transitions to Low

Carbon Lifestyles

• Bristol

• North Somerset

• South Gloucestershire

• B&NES

• School children

transitioning from primary

to secondary and at other

key transition stages

An overview of the Travel WEST priority locations and key walking/cycling/PT corridors can be seen in Figure

1.


LSTF 1516 FUNDING APPLICATION ECONOMIC CASE FORECASTING REPORT.DOCX 3

FIGURE 1

Travel WEST LSTF 2015/16

Scheme Costs

A summary of scheme costs for the Travel WEST package can be seen in Table 2 and Table 3.

The Travel WEST project measures have been grouped into categories for which there is supporting

evidence of impacts, as shown below:

• Walking and Cycling schemes;

• Information Provision and Engagement;

• Public Transport;

• Car Clubs;

• Car Sharing;

• Electric Vehicles;

• Parking and Freight Management; and

• Other.



TABLE 2

Total Spend by Project and Type / Source of Fund (£000’s in 2015 prices)

Project Grant

(Revenue)

LGF

(Capital) UA Capital

UA

Revenue

Third Party

Capital

Third Party

Revenue Total

Project Management and Central £260.0 £0.0 £0.0 £0.0 £0.0 £0.0 £260.0

Evaluation £40.0 £0.0 £0.0 £10.0 £0.0 £0.0 £50.0

Business Partnerships £838.5 £997.0 £965.0 £72.0 £0.0 £14.0 £2,886.5

Key Commuter Routes £1,089.5 £1,403.0 £317.0 £51.0 £280.0 £35.0 £3,175.5

Local Economic Activity in Urban Areas £475.0 £0.0 £0.0 £0.0 £0.0 £0.0 £475.0

Key Centres £399.0 £200.0 £270.0 £40.0 £0.0 £70.0 £979.0

Secondary Schools £487.5 £130.0 £150.0 £36.5 £10.0 £0.0 £814.0

Access to Work and Skills £225.0 £10.0 £0.0 £26.5 £10.0 £20.0 £291.5

New Developments £185.5 £260.0 £40.0 £37.5 £10.0 £50.0 £583.0

All £4,000.0 £3,000.0 £1,742.0 £273.5 £310.0 £189.0 £9,514.5

TABLE 3

Total Spend by Project, Local Authority and Category of Measures (£000’s in 2015 prices)

Project Walking

Cycling I/E1: PT I/E: Other Car Clubs Car Sharing

Electric

Vehicles Freight Other Total

Business Partnerships £ 1,448.7 £ 143.5 £ 334.4 £ 20.4 £ 136.4 £ 81.5 £ 40.8 £ 750.7 £ 2,956.4

Key Commuter Routes £ 1,486.6 £ 834.2 £ 121.6 £ 9.6 £ 108.0 £ 8.3 £ - £ 697.6 £ 3,265.7

Local Economic Activity in Urban Areas £ 252.7 £ 191.6 £ 16.2 £ 21.6 £ 31.4 £ - £ - £ - £ 513.5

Key Centres £ 598.2 £ 62.2 £ 133.7 £ 18.0 £ 18.0 £ 21.1 £ 162.5 £ - £ 1,013.8

Secondary Schools £ 598.5 £ 116.3 £ 117.2 £ - £ 19.7 £ - £ - £ 2.6 £ 854.3

Access to Work and Skills £ 96.0 £ 53.6 £ 134.6 £ 10.8 £ 4.9 £ 10.8 £ - £ - £ 310.8

New Developments £ 424.4 £ 76.1 £ 59.5 £ 10.6 £ 29.4 £ - £ - £ - £ 600.0

All £ 4,905.2 £ 1,477.5 £ 917.2 £ 91.0 £ 347.8 £ 121.7 £ 203.2 £ 1,450.9 £ 9,514.5

1 I/E = Information / Engagement



Review of Evidence

Source Documents

A number of published documents have been reviewed in detail to examine the evidence for impacts of

the types of measures proposed as part of Travel WEST. These include:

• The Effects of Smarter Choices in the Sustainable Travel Towns, Sloman et al, 2010;

• Smarter Choices: Changing the Way We Travel, Sloman et al, 2004;

• Greater Bristol Cycling City: End of Project Report, Bristol City and South Gloucestershire

Councils 2011;

• Making Personal Travel Planning Work: Summary Report, DfT 2007;

• Analysis and synthesis of evidence on the effects of investment in six Cycling Demonstration

Towns, Sloman et al 2009;

• Soft Measures - Hard Facts, Dept of Health SW, Highways Agency, SW RDA 2011; and

• Greater Bristol Bus Network MSBC Update to Forecasting Report.

A review of the evidence is provided in Annex A. This contains evidence of effects of individual types of

measures as well as ‘aggregate’ impacts of a package of Smarter Choice measures.

Adopted Evidence

A summary of the evidence used as part of the modelling assessment can be seen in Table 4.

TABLE 4

Evidence of Scheme Impacts

Type Impacts Source

Cycling/Walking £10 per person (2008) to achieve a 4% increase

in cycling and a 1.7% increase in walking

Cycling demonstration Towns Sloman et al, 2009

and The Effects of Smarter Choices Programmes

in the Sustainable Travel Towns, 2010

Information/Engagement £40 to remove 1000 vehicle km’s (2009) The Effects of Smarter Choices Programmes in

the Sustainable Travel Towns, 2010

Public Transport 5% increase in PT trips / 0.5% decrease in car

trips with total scheme cost £70 million (2008)

Greater Bristol Bus Network MSBC, Update to

Forecasting Report

Car Clubs

1 car club vehicle ‘removes’ 20 private cars.

Each Car club member drives around 5000 miles

less than a car owner. This amounts to a saving

of 100,000 miles per car club vehicle.

Soft Measures-Hard Facts, 2011

Generally speaking, the evidence adopted as part of the modelling assessment can be said to be a

‘conservative’ estimate of the likely scheme impacts. This is in view of a number of alternative evidence

bases:

• The Sustainable Travel Towns project indicates a slightly higher annual percentage increase in

cycling trips (4.7%) than the value adopted (4%) from the Cycle Demonstration Towns project;

• The Greater Bristol Cycling City End of Project Report indicates a 16.3% annual increase in cycle

trips with a spend of £16 per person per year; and

• Soft Measures, Hard Facts reports large scale PTP projects (up to 25,000 households) delivering

car vehicle km savings of 1000km per £20 spent, with a greater cost per 1000 vehicle km’s for

smaller projects (up to 1,500 households).


6

Forecast Assumptions

Modelled Scenarios

The main modelling scenarios are as follows for future years of 2016 and 2031:

• A Future Reference Case with all proposed interventions in the successful 2011 WEST bid

(reflecting travel demand impacts of the WEST proposal and network changes including major

schemes such as AVTM, NFHP and SBL Metrobus Schemes;

• A Core Scenario with additional Travel WEST measures proposed in this bid; and

• A Sensitivity Test Scenario with the same measures as in the Core Scenario with 25% reduction

in scheme impacts.

Highway Matrix Adjustments

Overview

Following the established approach for the 2011 WEST LSTF bid, in each of the scenarios, the effect of

the measures have been applied through a set of highway matrix adjustments rather than via the

demand model.

The process can be defined as follows:

1. Identify scheme costs;

2. Identify total impact of measures based on evidence and total spend based on:

a) Total vehicle trips (<8km) to be removed due to cycle measures

b) Total vehicle km’s to be removed due to information / engagement measures

c) Total trips to be removed due to PT measures

d) Total vehicle km’s to be removed due to car clubs

3. Identify model zones relating to each type of measure with different geographical focus;

4. Apportion scheme costs to model zones for each type of measure; and

5. Apply trip adjustments for each category of measure, in proportion to the scheme spend per

model zone for each category and Unitary Authority.

Matrix Segmentation

The G-BATS highway matrices are segmented as follows:

• UC1: Commute & Other car trips: low income;

• UC2: Commute & Other car trips: medium income;

• UC3: Commute & Other car trips: high income;

• UC4: Employers’ business car trips;

• UC5: Light goods vehicles; and

• UC6: Heavy goods vehicles.

Given that the proposed measures primarily target non-business car trips, matrix adjustments detailed in

Step 5 have only been applied to UC1 to UC3.



Price Adjustments

A number of the historic evidence bases adopted relate to monetary spend. In these instances, price

base has been adjusted so it is consistent with that for the estimated scheme costs. The projected index

can be seen in Table 5.

TABLE 5

2015 Projected Retail Price Index (RPI)

Year RPI

2008 834.0

2009 834.0

2010 864.7

2011 912.5

2012 946.4

2013 976.8

2014 1004.6

2015 1036.0

Using the projected index, the following has been assumed as part of Steps 2a and 2b:

• The £40 necessary to achieve 1000 vehicle km reduction (2009 prices) has been adjusted to

£49.68 in 2015 prices; and

• The £10 necessary to achieve 4% increase in cycling and 1.7% increase in walking (both 2008

prices) has been adjusted to £12.42 in 2015 prices.

Mode Share

The current mode share assumed can be seen in Table 6. The values used are based on the results of the

2004 Greater Bristol Strategic Transport Study (GBSTS) and the 2011 Journey to Work census data.

Based on the adopted evidence adjustments the predicted Travel WEST modal share is also presented in

the same table for comparison purpose.

TABLE 6

Current Mode Share

Mode Current Modal Share Modal Share with Travel WEST

Cycle 13.75% 13.90%

Walk 17.05% 17.24%

Bus 6.34% 6.31%

Train 3.21% 3.19%

Car/Van/Taxi Driver 46.58% 46.35%

Car Passenger 13.06% 13.00%


8

Effect of Travel WEST

Taking all measures into account, the effect of the proposed Travel WEST measures, in terms of highway

trip reductions can be seen in Tables 7 and 8 and Figures 3 through to 8.

Given that drivers will be traveling further in 2031 due to increased levels of congestion, the ‘absolute’

fewer highway trips are removed compared to 2016.

TABLE 7

Effect of Travel WEST: 2016 Do-Something Core Scenario Highway Trip Reduction

Peak Units B&NES BCC NSC SGC Travel WEST

AM pcu 77 266 216 158 716

IP pcu 61 230 176 124 591

PM pcu 77 239 217 137 670

TABLE 8

Effect of Travel WEST: 2031 Do-Something Core Scenario Highway Trip Reduction

Peak Units B&NES BCC NSC SGC Travel WEST

AM pcu 77 240 228 152 697

IP pcu 62 202 180 123 566

PM pcu 81 232 213 140 667

Figure 2 provides a sense check of the modelled impacts of Travel WEST in terms of car trip and car

reduction against each unit of spending per head. It can be observed that both the Travel WEST Core

and Sensitivity scenarios generate very similar impacts to that of the findings from a DfT study in 2010.

This shows that the matrix adjustments undertaken are broadly comparable to existing evidence at the

aggregated level.

FIGURE 2

A Comparison of Scheme Impacts for Every Unit of Spending per Head

0.00%

0.05%

0.10%

0.15%

0.20%

The effects of smarter choices

programmes in the sustainable

travel towns, DfT 2010

Travel WEST Core Scenario Travel WEST Low Impacts

Sensitivity Test

Annual % Reduction in Vehicle KMs Annual % Reduction in Car Trips



FIGURE 3

Effect of Travel WEST: 2016 Do-Something Core Scenario Highway Trip Reduction – AM Peak

FIGURE 4

Effect of Travel WEST: 2016 Do-Something Core Scenario Highway Trip Reduction – Inter Peak


10

FIGURE 5

Effect of Travel WEST: 2016 Do-Something Core Scenario Highway Trip Reduction – PM Peak

FIGURE 6

Effect of Travel WEST: 2031 Do-Something Core Scenario Highway Trip Reduction – AM Peak



FIGURE 7

Effect of Travel WEST: 2031 Do-Something Core Scenario Highway Trip Reduction – Inter Peak

FIGURE 8

Effect of Travel WEST: 2031 Do-Something Core Scenario Highway Trip Reduction – PM Peak


12

Forecast Results

Highway Network Performance

12��/123� Do-Minimum

Network summary statistics for the 2016/2031 Reference Case Scenario assessments can be seen in

Table 9.

TABLE 9

2016/2031 Reference Case Highway Statistics

Indicator Units 2016

AM

2016

IP

2016

PM

2031

AM

2031

IP

2031

PM

Total Travel Distance pcu km/hr 5,870,859 5,232,958 5,550,862 7,112,737 6,508,831 6,756,534

Total Travel Time pcu hrs/hr 88072 69942 82887 122224 94323 115541

Average Speed km/hr 66.7 74.8 67 58.2 69 58.5

12��/123� Core Scenario

Network summary statistics for the 2016/2031 Travel WEST Core scenario assessments can be seen in

Table 10.

TABLE 10

2016/2031 Core Scenario Highway Statistics


AM

2016

IP

2016

PM

2031

AM

2031

IP

2031

PM


Total Travel Time pcu hrs/hr 87563 69683 82427 121354 93886 114589

Average Speed km/hr 66.9 74.9 67.2 58.5 69.2 58.8

12��/123� Sensitivity Test Low Impacts

Network Summary statistics for the 2016/2031 Travel WEST Low Impact sensitivity test scenario can be

seen in Table 10.

TABLE 10

2016/2031 Sensitivity Test Scenario Highway Statistics


AM

2016

IP

2016

PM

2031

AM

2031

IP

2031

PM


Total Travel Time pcu hrs/hr 87693.2 69750.3 82532.8 121557 93973 114827

Average Speed km/hr 66.8 74.9 67.1 58.4 69.2 58.7



Overall Effect of Travel WEST Measures

The overall effect of the proposed Travel WEST measures can be seen in Table 11.

TABLE 11

Percentage Change in 2016/2031 Highway Statistics from Do-Minimum

Indicator Units Scenario 2016

AM

2016

IP

2016

PM

2031

AM

2031

IP

2031

PM

Total Travel Distance pcu km/hr DS -0.27% -0.23% -0.26% -0.22% -0.19% -0.21%

DSL -0.20% -0.18% -0.20% -0.17% -0.14% -0.16%

Total Travel Time pcu hrs/hr DS -0.58% -0.37% -0.55% -0.71% -0.46% -0.82%

DSL -0.43% -0.27% -0.43% -0.55% -0.37% -0.62%

Average Speed km/hr DS 0.30% 0.13% 0.30% 0.52% 0.29% 0.51%

DSL 0.15% 0.13% 0.15% 0.34% 0.29% 0.34%


14

Summary

Overview

The Travel WEST core scenario results suggest the proposed measures to achieve travel time and

distance savings of up to 0.58% and 0.27% respectively in 2016 and 0.82% and 0.22% respectively in

2031.

It should be noted that the results predicted are a conservative estimate due to the following reasons:

1. Improvements to PT passenger journey times not modelled;

2. Conservative evidence of impacts has been adopted; and

3. Some scheme measures are not reflected i.e. car sharing, freight, electric vehicles.



Annex A Evidence Review

ANNEX A: EVIDENCE REVIEW

16

Annex A: Evidence Review

Scheme Type Evidence Evidence Source

The average investment across the sites was £10/head/year over the period (2006 to 2009) to achieve the average 4% annual increase in cycling trips. Information was

not gathered on where the trips how the trips were generated, new or transferred from other modes.

Cycling demonstration Towns

Sloman et al, 2009

Using figures from the Active People Survey, the proportion of adult residents of the local authorities with Cycling Demonstration Towns cycling for at least 30

minutes once or more per month increased from 11.8% in 2006 to 15.1% in 2008, an increase of 3.3%-points or 28%. Meanwhile, the proportion of adult residents of

the six towns who cycled regularly (that is, for at least 30 minutes 12 times or more per month) increased from 2.6% in 2006 to 3.5% in 2008, an increase of 0.9%-

points or 37%.

Cycling demonstration Towns

Sloman et al, 2009

The Towns received £500k per year (approx £5 per head) from DfT. Total investment was £10 per head Cycling demonstration Towns

Sloman et al, 2009

Cycling/: One off cost of saving 1000 car kms in the first year is: £480(Adult Cycle Training, p7 t3)/£520(Bike It, p11 t7) Soft Measures-Hard Facts, 2011

Walking: One off cost of saving 1000 car kms in the first year is: £740(health p8 t4)/£69(Information Packs p9 t5)/£565 (Walking to Work p13 t9)/£400(Workplace

Challenge p14 t10).


The number of cycle trips per head grew substantially by 26%-30%. cycle trips declined in medium-sized towns elsewhere. (4.7% per year) The Effects of Smarter Choices

Programmes in the Sustainable

Travel Towns, 2010

The number of walking trips per head grew substantially, by 10%-13%, compared to a national decline in similar towns. (1.9% per year) The Effects of Smarter Choices


Travel Towns, 2010

BCC and SGC spent £22.8M over 2.5 year. Spend per head was £16 per annum. Greater Bristol Cycling City End

of Project Report June 2011

The C2W mode share increased from 6.7% (2007) to 9.8% (2010) i.e. a 46% increase (16.3% per year) Greater Bristol Cycling City End

of Project Report June 2011

Information Provision The change in average vehicle kilometres per corridor, due to information measures was calculated as £0.04 per km. (£40 per 1000km 2009

prices)

The Effects of Smarter Choices


Travel Towns, 2010

PTP typically see between 2 to 7% reductions in car distance. Soft Measures-Hard Facts, 2011

The cost of reducing 1000 car kms (625 car miles) ranges from £20 for large scale projects engaging with up to 25,000 households, to up to £130 for smaller projects

reaching around 1,500 households.


Sustrans PTP projects have delivered an average reduction in car distance of 11.6%. Average increases in Walking of 15% and cycling of 35%. Soft Measures-Hard Facts, 2011

School travel plans cut school traffic by 8-15%

Personalized Travel Plans report reductions of 7-15% in urban areas

Reduce car driver trips by 11%

£0.02 to £0.13 for each vehicle km (Or saving of £20 to £130 saving per 1000 car kms) (£20 for Large Scale Projects over 250k households)

The total cost of the scheme: £70 million. 5% increase in PT trips / 0.5% decrease in car trips Greater Bristol Bus Network

MSBC Update to Forecasting

Report

PT Info increases bus use by 1.5-5% Smarter Choices, Changing the

Way We Travel, 2004

Bus trips per person grew substantially, by 10%-22%, compared with a national fall of 0.5% in medium-sized towns. The Effects of Smarter Choices


Travel Towns, 2010

A car club vehicle ‘removes’ 20 private cars (i.e. privately owned cars being sold). Each Car club member drives around 5000 miles less than a car owner. This

amounts to a saving of 100,000 miles per car club vehicle.


Average BCR is very high 72:1 Soft Measures-Hard Facts, 2011

It can be expected that the overall reduction in travel, in an urban area over 10 years, will be, in the peak periods of between 5% to 21% (off peak 3 to 13%)

depending on the intensity of the soft measures scenario.

The public expenditure cost of achieving reduced car use by soft measures, on average, is estimated at about 1.5 pence per car kilometre, i.e. £15 for removing each

1000 vehicle kilometres of traffic.

Car driver trips by residents fell by 9% per person and distance by 5-7% between 2004 to 2009. Compared to only a 1% fall in similar towns over the same period.

(1.6% annual decrease in car driver trips) Bus use rose by 10-22% compared with a national fall of 0.5% in similar towns. Cycling / Walking trips per person grew by

26-30% / 10-13% respectively compared to a slight decline in similar towns. (4.7% cycling / 1.9% walking annual increase)

The public expenditure cost of achieving reduced car use by the smarter choice programme was £11 per person per year and was on average, estimated at about 4

pence (Nov 2009 prices) per car kilometre, i.e. £40 for removing each 1000 vehicle kilometres of traffic. The benefit cost ratio is of the order of 4.5.

Three medium-sized, towns were selected under competition, as Sustainable Travel Towns’, implementing a 5 year programme of transport behaviour change

measures. Taken together they spent £15 million, of which £10 million was from the Department for Transport. Spend was £10 per person per year. (£11 November

2009 prices) Population: Darlington 100k, Peterborough 137k, Worcester 100k.

Sustained reductions in Car distance travelled between 2% to 11%.

Car driver trips per resident of the three towns taken together fell by 9% between 2004 and 2008, whilst car driver distance per resident fell by 5-7%. National trends

in similar sized towns during the same period showed a reduction of only 1.2% in trips and 0.9% in distance. Reductions were more marked in inner areas than outer

areas.

Journeys that showed the largest percentage reduction in distance travelled as a car driver were education (25%), work related business (14%) and leisure (12%).

However as education trips accounted for only a small proportion of total overall distance, the largest contribution to the reduction in total car driver distance came

from leisure (45% of miles reduced), shopping (30%) and work related business (21%).

Bus trips per resident increased by 10-22% compared to a national decline of 0.5% in the same period in similar sized towns.

Agg

rega

te I

mp

acts

Cycling/ Walking

Schemes

Information

Measures

Public Transport

Car Clubs

Car Sharing

Smarter Choices, Changing the

Way We Travel, 2004

Smarter Choices, Changing the

Way We Travel, 2004

Making Personal Travel Planning

Work Summary Report 2007

The Effects of Smarter Choices


Travel Towns, 2010
