ContentsEditorial 1Publications

Focus on personal travel 2001Waterborne freight in the UK 2000Traffic in Great Britain, Q4 2001Rail performance figures Oct-Dec 2001Road goods vehicles to Europe, Q4 2001Traffic speeds on English trunk roads: 2001Concessionary bus fare schemes, England, 2001Bus quality indicators Oct-Dec 2001Scottish household survey travel diary resultsScottish bus and coach statistics 2000-01Travel by Scottish residents 1998/2000

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News£20 million boost for rural bus servicesGreen light to £16 billion tube modernisationLondon City Airport gets DLR extensionHeathrow Terminal 5 rail extension approvedNew targets for better bus servicesTransport 2000 launches new website

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10101010

New Forest animal road casualties 2001 11Letter to the editor (on readability) 11Seminars

Bus and coach statisticsMaritime statisticsTransport in Wales

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News of members 16Dates for your diary 17Next newsletter 18Appendix: DTLR statistical publications 18

EditorialI apologise to members who may be puzzled to receive the April newsletter during the second week of May. I’m afraid my frequent absences from home in recent weeks have made me unable to access my computer to do the final editing in a reasonable time. The material is, I hope, up to date to 30 April.

There are no particular issues in this newsletter to draw your attention to. It’s very much business as usual.

Publications

Focus on Personal Travel 2001This in-depth report on how and why people travel around Britain was published in December 2001. It brings together information from the National Travel Survey (NTS) for 1998-2000 and from other sources. It includes details of the travel habits of residents in Great Britain, and shows how these habits vary according to factors such as age, gender, car ownership and where people live.

In addition to basic trends, there are five chapters using mainly NTS data on topics of current interest (how, why and when people travel and effects of social background and geography), together with data on travel spending from the Family Expenditure Survey, and on public attitudes to transport issues.

Focus on Personal Travel (ISBN 0-11-552302-2) is published by TSO on behalf of the DTLR, priced £32. An earlier bulletin (published by DTLR in July) included basic statistics from the NTS, allowing users the latest figures as soon as possible. Focus on Personal Travel 2001 covers some of the same data in greater depth, and also draws upon a range of other sources relating to personal travel.

The 1998/2000 National Travel Survey is the latest in a series of household surveys designed to provide a databank of personal travel information for Great Britain. From January 1998 to December 2000 nearly 9,400 households provided details of their personal travel by filling in travel diaries over a period of a week. These details included journey purpose, method of travel, time of day and journey length. Background information, such as age, sex, working status, and driving licence holding of individuals, and details of the cars available for their use, was also provided. 65% of households approached responded fully to all parts of the latest survey.

A detailed Technical Report for 2000 is available from the Office for National Statistics (price £10) on 01633 812078. The transport statistics web site www.transtat.dtlr.gov.uk/tables/2001/fperson/fpers01.htm also contains much information. See also page 8 below for some results for Scottish residents.

TSUG NEWS TRANSPORT STATISTICS USERS GROUP Issue No. 58: May 2002

Waterborne freight in the United Kingdom 2000The DTLR announced in January that 49 million tonnes of cargo were carried on inland waters in 2000 in the UK. Highlights from its Statistics Bulletin for the year 2000 include:

the volume of goods moved was 1.7 billion tonne-kilometres

of all modes of transport in the UK, water transport in total carried 8% of goods lifted measured in tonnes, and 33% of goods moved measured in tonne-kilometres

crude petroleum and petroleum products dominated waterborne freight movements with 81.2 billion tonne-kilometres of goods moved, 87% of all waterborne freight. Two thirds of this was one-port traffic from North Sea oil fields

of the total tonnage of waterborne freight including coastwise, one-port and inland waters traffic carried in 2000, 30% was carried on inland waters at some stage in its transportation. Inland waters accounted for 2% of total goods moved

UK registered ships handled 20 million tonnes of coastwise and one-port oil cargoes, 22% of the total

the Thames was the busiest major inland water- way, with 14.5 million tonnes of goods lifted and 0.6 billion tonne kilometres of goods moved.

The statistics are compiled by MDS-Transmodal for the DTLR, and come from a range of sources: statistics collected from shipping lines or their agents and port authorities, returns from surveys of barge operators, and shipping movements collated by Lloyd’s Maritime Information Services Ltd.

The way that some of the information was derived in 2000 was changed in order to comply with regulations implementing an EC Maritime Statistics Directive. Also in 2000 there was more accurate recording of the routeing of shipments of crude oil unloaded at mainland refinery ports. As a result of these differences traffic figures for 2000 for coastwise and one-port traffic are not directly comparable with figures for 1999.

This report, the twentieth in the series, is available free of charge from the Department’s Maritime Statistics Branch, Zone 2/19 Great Minster House, 76 Marsham Street, London SW1P 4DR (telephone

number 020 7944 3087) as well as on the DTLR web site at http://www.dtlr.gov.uk./

Traffic in Great Britain – 4th Quarter 2001Motor vehicle traffic levels in 2001 were about 1% higher than in 2000. Both years were affected by special factors (the fuel protests in September 2000 and foot and mouth disease in 2001). Overall, the underlying increase is also estimated to be about 1%.

Estimated traffic levels rose by 3% between the fourth quarter of 2000 and the same quarter of 2001 - the first to be relatively unaffected by the impact of foot and mouth disease on travel since the outbreak of the disease in February 2001.

These figures, and analyses by vehicle type and road class, were published in February by the DTLR. Key points include:

Car traffic levels rose by about 3% between the fourth quarters of 2000 and 2001

The level of goods vehicle traffic rose by 1% over the same period. For the year as a whole, goods vehicles traffic fell by 1%

Motorway traffic rose by 3% between 2000 and 2001. Over the year to the fourth quarter, the rise was 4%.

This Statistics Bulletin is available free from DTLR, TSR2, Zone 2/14, Great Minster House, 76 Marsham Street, London, SW1P 4DR (Tel: 020 7944 3095). Quarterly road traffic statistics can also be viewed athttp://www.transtat.dtlr.gov.uk/qbullets/qtraff.htm

Rail performance figures Oct-Dec 2001Rail performance figures for autumn 2001 were published in March by the Transport Secretary, Stephen Byers. For the first time the figures include the average age of rolling stock as an indicator of quality. The reference point for all the indicators is the end of June 2001 (end of quarter 1 of the 2001/02 financial year). This information will be included in each published scorecard. The next scorecard will be published on 6 June 2002, and publication dates for the remainder of 2001/02 will be notified then.

The published information includes:

Punctuality and Reliability performance of each Train Operating Company (TOC) in the last quarter, their average performance over the past 12 months and the annual average performance at

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the end of quarter 1 2001/02. The same data for overall railway performance, broken down into London & the South East, Long Distance and Regional. The same data for London & the South East peak hour services

Safety: SPADS (Signals Passed At Danger).The Health and Safety Executive (HSE) classifies SPADs into two main categories: “non-serious” and “serious”. A “serious SPAD” is any SPAD that causes injury or damage as well as any that exceeds the normal 200-yard overlap distance. All SPADs with moderate or higher potential for serious consequences are classified as serious

Quality. A new table provides information on the average age of trains in service for long distance operators, London and the South East, Regional Operators, and for the whole network. The scorecard shows the information for the first 3 quarters of the 2001-02 financial year. Rail vehicles typically have a life span of between 30 and 35 years receiving a major refurbishment at mid life. At the end of quarter 3 2001/02 (31 December 2001) there were 1888 rail vehicles on long distance routes, 5767 on London and South East routes, and 2631 on regional routes - a total of 10,286 rail vehicles. Some 600 new vehicles entered into service in 2001. Over 1000 new vehicles are expected to enter service in 2002.

The DTLR Rail Performance Scorecard is located at:http://www.press.dtlr.gov.uk/pns/pnattach/20020059/1.doc

An extract from the Q2 DTLR Rail Performance Scorecard is given below.

Punctuality and reliability: Quarter 1 PPM (April – June 2001)

Overall performance

(%)

Rolling annual

average (%)

Rolling annual average at Q1 2001/02 (%)

Long Distance 65.8 64.4 64.4

London & South East(all day)

81.6 76.1 76.1

Regional & other operators

81.6 79.7 79.7

Overall 80.9 77.2 77.2

London & South East(peak hours)

79.4 72.0 72.0

Quarter 2 PPM (July – September 2001)

Overall performance

(%)

Rolling annual

average (%)

Rolling annual

average at Q1 2001/02 (%)

Long Distance 70.7 61.9 64.4

London & South East(all day)

79.2 74.2 76.1

Regional & other operators

79.7 77.8 79.7

Overall 79.0 75.3 77.2

London & South East(peak hours)

77.5 69.7 72.0

Note: PPM figures for individual Train Operating Companies can be accessed on the DTLR website at www.railways.dtlr.gov.uk/index.htm

Safety:Number of Serious Signals Passed at Danger (SPAD)

Q1(Apr-May)

Q2(Jul-Sep)

Q3(Oct-Dec)

Q4(Jan-Mar)

Rolling annual total

2001-02 (Q1)

46 - - - 194

2001-02 (Q2)

46 45 189

2001-02 (Q3)

46 45 45 - 179

The most recent Public Performance Measure is at:

PPM Qtr 3

Road Goods Vehicles Travelling to Mainland Europe, Q3 2001The fourth quarter report for 2001 on the number of roads goods vehicles travelling to mainland Europe from Great Britain was published in March. The figures are presented on a seasonally adjusted basis to help identify underlying trends, especially changes between successive quarters.

2001 Figures:

The total number of vehicles travelling to main- land Europe was 2,398,400 – 3% more than in 2000

1,712,100 of this total were powered vehicles - a 7% increase on the previous year

there was a 4% fall in the number of unaccompanied trailers compared with 2000

UK-registered vehicles accounted for 30% of all powered vehicles compared with 34% a year ago

Fourth Quarter 2001 figures:

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the total number of vehicles travelling to mainland Europe was 604,500 – virtually unchanged from the previous quarter and 3% more than in the same quarter last year

the number of powered vehicles was 439,600 – 1% more than in the previous quarter and 7% more than in the fourth quarter of 2000

the number of unaccompanied trailers was 2% less than in the third quarter of 2001 and 5% less than a year ago

UK-registered powered vehicles comprised 29% of all powered vehicles, compared with 30% in the previous quarter and 33% a year ago

In this report survey results are broken down by country of vehicle registration, by country of disembarkation and by UK port group. Separate figures are given for powered vehicles and unaccompanied trailers. It is available free of charge from Lisa Ayers, Transport Statistics Freight Division, tel: 0117 372 8484.

Traffic speeds on English trunk roads: 2001The DTLR published in March a report giving the results of a survey of average traffic speeds conducted on the English trunk road network in 2001. This survey is the third in a series, the first of which was carried out in 1995 and the second in 1998.

Some main points on speeds measured in 2001 are:

The average speed of traffic on trunk roads in England in 2001 was 48.8 mph in the morning peak, 51.3mph in the evening peak and 53.1 mph during the intervening off-peak period

Average traffic speeds in 2001 were lowest in London and highest overall in the South West. Differences between the peak and off-peak periods were most marked in the North East and lowest in the South West

In the morning peak period, traffic spent 15% of the time at less than 20 mph, compared to 11% in the off-peak. In all time periods, over half of the time was spent at more than 50 mph.

As well as giving a snapshot view of the speeds on trunk roads in England, it is also possible to look at changes since the previous survey. The 2001 survey shows that average peak time traffic speeds have risen since 1998. Important changes include:

Average traffic speeds were 2.6 mph faster in 2001 in the morning peak period than in the 1998 survey. In the evening peak, they were 2.2 mph faster. In the off-peak period speeds were virtually unchanged

For all types of road the average speed of traffic rose between 1998 and 2001 in the two peak periods. The largest increases were on motorways, where average peak period speeds rose by about 3 mph. The off-peak speed has fallen on motorways and single carriageway A-roads and risen on dual carriageways

The biggest increases in morning peak traffic speeds were on roads in built up areas, especially motorways. Evening peak speeds showed a smaller increase overall but again, the largest increases were on motorways in built up areas. In the off-peak period, while there was no consistent change across road types, the largest speed decrease was on single carriageway A-roads in built-up areas, which fell by 2.4 mph on average

Most regions reflected the overall trend of increasing peak time traffic speeds, with no clear pattern during the off-peak. The main exception was the West Midlands, where there were decreases in speed in the morning peak and off-peak periods and no change in the evening peak. The smallest aggregate increases in speed were seen in the East Midlands and the South East/London

The North East showed the largest increase in average traffic speed over all periods, although the North West had the single largest rise of over 5 mph in the morning peak.

Many of the roads surveyed in 2001 and 1998 were also surveyed in 1995, so some basic comparisons can be made over the three surveys:

While traffic speeds have generally increased in the peak periods between 1998 and 2001, they are still consistently lower than in 1995. All road types and most of the regions show large speed decreases between 1995 and 1998, followed by smaller increases between 1998 and 2001 during peak periods

Off-peak speeds show less of a clear pattern, although for all road types average speeds were lower in 2001 than in 1995.

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Copies of this report are available from: DTLR, TSR4, 2/16 Great Minster House, 76 Marsham Street, London SW1P 4DR (tel: 020 7944 3046) Vehicle Statistics

Similar surveys of traffic speed have been carried out in London since 1968, firstly by the Greater London Council, and since 1986 by the Department. During the 1960s and 70s, the Transport and Road Research Laboratory undertook some surveying of traffic speeds in a number of urban areas outside London. In 1993, DETR commissioned a more comprehensive survey of speeds in urban areas other than London and this was followed in 1995 survey of speeds on trunk roads. Both the urban areas survey and the trunk roads survey have been repeated every three years and will now be carried out every two years.

The surveys are designed to estimate average weekday traffic speeds over a road network using the “floating car” technique. This involves the survey car driving at the prevailing traffic speed in such a way as to balance the number of vehicles the survey car overtakes and the number of vehicles overtaking the survey car. The speeds that result from these types of surveys differ from “spot” speeds obtained from fixed automatic traffic counters which measure the speeds of all vehicles passing a point and indicate compliance with speed limits rather than measures of road network performance.

Surveying was carried out during the morning peak period (7am to 10am), the evening peak period (4pm to 7pm) and the intervening daytime off-peak period (10am to 4pm).

Survey of concessionary bus fare schemes in England: 2001Results of a survey looking at the extent of reduced bus fares available to elderly and disabled people were announced in March. The survey, which included all local authorities in England, focused on concessionary bus fare schemes for elderly and disabled people, but also included details of schemes for school children and students in each local authority area.

The main objective of the survey was to monitor the effect of the Transport Act 2000, which introduced a statutory half fare scheme for elderly and disabled people. The main results are as follows:

94% of local authorities offer a half fare concessionary scheme for the elderly, 90% for disabled and 60% for blind people. The

remainder have either flat fare schemes or schemes offering free travel

Some 2 million people live in areas offering free travel. About a third of local authorities offered free travel for the blind, 2% offered free travel to the elderly and 3% for disabled people. Some local authorities had restrictions on travel times, with no free travel until after the morning peak

Over 40% of schemes include concessions on other modes of public transport.

Over 100 local authorities offered an alternative to their half fare scheme for elderly and disabled people

Over half of local authorities had a more generous concessionary fare scheme for elderly and disabled people in 2001 compared with the position before the Transport Act took effect

6% of local authorities have introduced a concessionary fare scheme for elderly and disabled people in 2001 where there had been no scheme previously. About a third of local authorities reported no change in their concessionary fare scheme

27% of the local authorities (23 LAs) that responded had a concessionary fare scheme for school children

30% of the local authorities (26 LAs) that responded had a concessionary fare scheme for further education students.

The above figures, and further details, are obtainable from:

DTLRTransport Statistics Personal TravelRoom 2/1776 Marsham StreetLondonSW1P 4DRTelephone: 020 7944 3076

Bus Quality Indicators: Quarter 3, 2001/2002 (October-December 2001) The latest issue of the Bus Quality Indicators Bulletin was published in April. It shows that:

The average satisfaction score given by passengers for the bus journey just completed was 79 out of 100 in England, 81/82 in Shire and Metropolitan areas and 75 in London. Ratings

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were generally slightly up compared with one year ago

The highest satisfaction rating in London was for on-bus safety and security and bus crew behaviour, with an average rating of 83 out of 100. In Metropolitan and Shire areas passengers were also most satisfied with these aspects, and additionally with journey time

Satisfaction with information at the bus stop averaged 60 for England compared with 71 in London. The England rating was one point higher than a year ago

Satisfaction with bus service reliability averaged 63 out of 100 in London, 61/62 for Metropolitan and Shire areas, and 62 for England as a whole. All except Shire areas were down by one point compared with one year ago

The average age of the bus fleet fell to 8.4 years at the end of December 2001, down from 8.5 the previous quarter

The bus service reliability survey (lost service mileage) found that 1.7% of scheduled local bus mileage in England was lost owing to factors within an operator’s control, and that 42% of the lost mileage was due to staffing problems. Results for London contrasted with those outside London. In London, 3.9% of scheduled mileage was lost, compared with 1.2% outside London

In addition to staffing, mechanical problems and traffic congestion were the most significant factors affecting bus service reliability.

The above figures, and further details, are obtainable free of charge from:

DTLRTransport Statistics Personal TravelRoom 2/17, Great Minster House76 Marsham StreetLondonSW1P 4DRTelephone: 020 7944 4589

Scottish household survey travel diary resultsThis bulletin, published by The Scottish Executive in February, gives information collected by the Scottish Household Survey (SHS) in 1999 and 2000 about travel by a random sample of adults

(aged 16+) living in private households across Scotland. The topics covered include the means of transport used by different types of people, car occupancy, the purposes for which people travel, the distances that they go, the times of day at which trips start, the duration of journeys, and the days of the week on which people travel. The information was obtained from interviews with one randomly-chosen adult per household in the sample. The information about the person’s travel was analysed in conjunction with data collected by questions about the household as a whole, which were answered by the Highest Income Householder or his/her spouse or partner.Its main points are: In 1999/2000, 75% of adults said that

they had gone somewhere on the previous day. The percentage is highest (82%) for those in the 20-29 and 30-39 age-groups, and lowest (40%) for the 80+ age-group. Overall, men were slightly more likely to have travelled than women

Almost two-thirds of adults’ reported journeys were by car or van: 50% as a driver, and 16% as a passenger. 19% of journeys were made on foot, 10% by bus, 2% by taxi/minicab and 1% by rail

The modes of travel differed between the sexes: 60% of journeys by men were as a driver of a car or van compared with 42% of journeys by women. Mode of travel also varied with journey purpose: 58% of commuting journeys were as a driver of a car or van, as were 68% of escort and 72% of business journeys, compared with only 27% of journeys by people going to eat or drink and 31% of journeys to or from education

Overall most journeys were for commuting (23%) or shopping (23%). There was some variation by gender: 26% of journeys by women were for the purpose of shopping compared to 19% by men

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Over a third of reported journeys were of less than 2 km “as the crow flies”, and 19% were less than 1 km long. Only 5% of journeys were 40 km and over

The overall average (mean) journey distance was 9.7 km, whereas the median distance was only 3.7 km: i.e., half of all journeys were 3.7 km or less. Men’s journeys had a median length of 4.2 km and women’s 3.2 km. There was more variation in median distance by age: those in the 16-19 age-group travelled a median 3.1 km compared to 2 km for those aged 80+ and 4.1 km for those in the 30-39 and 40-49 age-groups

There were also differences in the median distance travelled by journey purpose: a median 9.6 km for business journeys compared with 5.1 km for commuting journeys and 2.7 km for shopping trips. The median distances for journeys made by people who lived in rural areas were markedly higher than the overall median, being 7.9 km for “accessible” rural areas and 7.3 km for “remote” rural areas

People of different ages tend to travel at different times of the day. For example, around 17% of journeys by adults in the 16-59 age-groups started from 7am to 9:30am, compared to 6% for people aged 80+. Similarly, 25% of journeys by 16-19 year olds started from 6:30pm onwards in contrast to 7% of journeys by the over 80’s

There was considerable difference in journey duration by main mode of travel: 27% of walking journeys and 34% of taxi/minicab journeys took 5 to 10 minutes compared with 7% of bus journeys and 4% of rail journeys. 23% of bus journeys were 21 to 30 minutes long compared to 15% of walking and driving journeys

There were fewer journeys on Sundays (12% of journeys compared to 14-16% of journeys on each of the other days

of the week). Only 5% of bus and 4% of rail journeys were on Sunday.

This bulletin, and the next two bulletins below, are all available, price £2, from Scottish Executive Publication Sales, The Stationery Office Bookshop, 71 Lothian Road, Edinburgh EH3 9AZ, tel: 0131 228 4181, fax: 0131 622 7017.

There are also national statistics on the Scottish Executive website: http://www.scotland.gov.uk/stats

Correspondence and enquiries about this publication should be addressed to Alastair Douglas, Transport Statistics branch, Scottish Executive Development Department, Victoria Quay, EDINBURGH EH6 6QQTelephone: 0131 244 7255Fax: 0131 244 0888E-mail: transtat@scotland.gsi.gov.uk

Bus and coach statistics 2000-01This bulletin, published by the Scottish Executive in March, describes the trends in Scottish bus and coach services over the financial years 1990-91 to 2000-01, using statistics provided by the DTLR. A summary table provides some key figures over a longer period, including 1985-86, the last full year prior to the deregulation of bus services outside London. The tables include, in many cases, comparable statistics for Great Britain and/or for “Great Britain outside London”, where this is more appropriate. The bulletin also provides Scottish Household Survey (SHS) statistics, for the calendar years 1999 and 2000, on the following topics: the accessibility and frequency of bus services; views on the quality of public transport; travel to work by bus and the possible use of public transport by those who travel to work by car; reasons for not using buses more often; and the proportion of adults’ journeys which are made by bus. It also provides, for the first time, statistics on Fuel Duty Rebate for Scotland.

Its main points are:

• Scottish bus and coach services travelled 535 million vehicle kilometres in 2000-01, 8% more than in the previous year, and 7% more than in 1990-91. Local bus services accounted for 373 million vehicle kilometres in 2000-01, 2% more than the previous year – a rise of 11% in ten years, compared with a rise of 8% in Great Britain

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• The total number of passenger journeys (boardings) on local bus services in Scotland was 436 million in 2000-01, 0.5% more than in the previous year - only the fourth increase since the current records began in 1975. This represented 85 journeys per head of population

• In real terms, fares on local bus services in Scotland were 1% higher in 2000-01 than in the previous year. They have increased by 27% over the past ten years, compared with 24% for Great Britain. Over the same 10 year period, motoring costs rose by 11% in real terms

• Passenger receipts from Scottish bus and coach services totalled £475 million in 2000-01, in real terms £30 million more than the previous year and £26 million more than ten years earlier

• Public transport support for local bus services in Scotland in 2000-01 was £28 million, 75% more in real terms than the unusually low figure for 1990-91, compared with a fall of 28% for Great Britain

• In Scotland, over the past ten years, the number of single decker buses has increased by 24%, the number of double deckers has reduced by 33%, and staff numbers have fallen by 10%. In consequence, operating costs per vehicle kilometre (including depreciation) were 27% lower in real terms than ten years earlier

• Since 1975, Scotland has seen a 51% reduction in the number of local bus passenger journeys (boardings) but a 10% increase in the distance travelled by local bus services. This compares with a 43% reduction in passenger journeys for Great Britain as a whole and an increase of 8% in vehicle kilometres

• In the SHS interviews conducted in 1999 and 2000, over five-sixths of households said that they were within

6 minutes walk of a bus stop. About 5% of householders said that they had no bus service or were at least 14 minutes walk away from the nearest place where one could get on a bus. But over 30% of householders in “remote” rural areas said that they had no bus service or were at least 14 minutes walk away from one

• In the two-year period 1999/2000, public transport was described as “very convenient” by 54% of adults in large urban areas, but by only 14% of those living in “remote” rural areas, where 35% said that it was “very inconvenient”. Among the Council areas, the “very inconvenient” percentage was highest for Orkney (44%)

• In 1999/2000, 12% of commuters said that they usually travelled to work by bus, 67% went by car or van, and 21% other means (mainly walking). Proportionately more women travelled by bus. 45% of those who went by car/van said that they could use public transport. The main reasons they gave for not using public transport to travel to work included “inconvenient”, “no direct route”, “takes too long”, “lack of service” and “use my own car”

• The bus was the usual means of travel to work for 19% of those living in large urban areas. Edinburgh had the highest percentage (25%)

• 86% of car/van commuters living in “remote” rural areas said that they could not use public transport.

Travel by Scottish residents: some National Travel Survey results for 1998/2000 and earlier yearsThis bulletin, published by the Scottish Executive in April, provides information from the National Travel Survey (NTS) about travel within Great Britain by Scottish residents. The NTS covers travel for private purposes, for work, and for

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education. Commuting is included. Trips in the course of work are included if they fulfil the requirement that the main reason for the trip is for the traveller to reach the destination. However, travel in the course of work to convey passengers or to deliver goods is excluded (eg travel at work by bus drivers, lorry drivers and postmen). The NTS is not designed to produce annual figures for Scotland: up to the end of 2001, each year’s sample included only 300 or so Scottish households, so the samples for a number of years must be combined in order to produce Scottish results, and even they will be subject to sampling variability, leading to unreliable results for some relatively infrequent types of travel. The DTLR tripled the NTS’s sample size at the start of 2002, so sampling errors for subsequent years’ results will be smaller.Highlights from the 1998/2000 NTS include: An average Scottish resident travelled

around 7,200 miles per year within Great Britain. Since 1985/86, this average has risen by almost 2,600 miles (55%); and by over 3,000 miles (72%) since 1975/76. This is not so much because people are travelling more often (the average number of trips per person per year has risen by only 20% since 1975/76) as that they are going further when they do travel (the average length of a trip was 45% higher in 1998/2000 than in 1975/76)

The average time spent travelling per person increased by 24% from 289 hours per year in 1975/76 to 359 hours per year in 1998/2000

Cars alone accounted for 85% of the increase since 1975/76 in the average distance travelled per person per year

In 1998/2000, cars alone accounted for 74% of the total distance travelled per person (over 5,300 miles). No other mode of travel accounted for more

than 10%: “surface rail” had the next highest share (6%: 450 miles), followed by “local bus” (6%: 430 miles)

Between 1985/86 and 1998/2000, there were large increases in the average numbers of trips per person made as a car driver (up 79%) or as a car passenger (up 35%), and large falls for walking (down 28%) and local bus (down 30%)

Shopping was the most frequent purpose of travel in 1998/2000, accounting for 22% of the average of over 1,050 trips per person per year. Commuting or business purposes accounted for 19% of trips

Between 1985/86 - 1998/2000, the average distance travelled per person rose by 94% for shopping trips, by 92% for other personal business (e.g. visits to a doctor, library or church), by 42% for commuting and by 58% for holidays and day trips

Men made 1% more trips each, on average, than women. ‘Car driver’ was the main mode of travel for men, accounting for 69% of the distance they covered in 1998/2000, whereas only 38% of the distance travelled by women was as a car driver

In 1998/2000, people in the highest quintile income group averaged 15% more than the overall average number of trips per person per year; people in the lowest quintile income group averaged 23% fewer trips than the overall average

People in households without a car averaged 24% fewer trips than the overall average number of trips per person per year.

News

£20 million boost for rural bus services

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Transport Minister Sally Keeble announced in January that innovative schemes to improve bus services in rural areas have been awarded more than £20 million. These awards, made by the Rural Bus Challenge competition 2001, will provide 39 local authorities with funds to launch 58 rural transport schemes across England to help tackle the social isolation of those living in rural areas. This cash injection adds to the 155 awards funded in the first three Rural Bus Challenge competitions totalling £49 million. In addition to the Rural Bus Challenge scheme, the Government has provided funds for the Rural Bus Subsidy Grant, which has seen some 1,800 new, or enhanced services provided across England since its introduction in 1998.

The Rural Bus Challenge competition was first introduced in 1998. Funding for these awards is part of the £198m provided for new or improved rural bus services across England in the current three year spending plan (2001/02 – 2003/04). Bids will be invited for the next competition later this year.

For the full list of winning schemes, please click: Winning scheme table

Green light to £16 billion tube modernisationTransport Secretary Stephen Byers announced in February that he was minded to give the green light to London Underground’s £16bn modernisation plans for the Tube – equivalent to £5,000 of investment for every household in London. The announcement follows independent scrutiny of whether the plans offer value for money [it is claimed that the Government’s publicly owned, privately built plan is £2bn cheaper than traditional public funding over 15 years]. London Underground is now consulting the Mayor and Transport for London on the details of their plans before a final decision is made.

According to Stephen Byers: “These proposals will secure £4bn of private money over 15 years. London Underground has a very poor record of delivering big infrastructure projects on time, or on budget. The average cost overrun is 20% and on the Jubilee Line extension it was 67%. These proposals would keep a publicly owned and publicly accountable London Underground in control, with three private sector companies providing the best project management expertise to ensure the investment is carried out in the most effective way.”

London City Airport gets DLR extensionA new 4.4 km light railway linking London City Airport directly to the centre moved an important step closer in March. Stephen Byers granted Docklands Light Railway Ltd the necessary powers and planning permission to build a new line which will connect business and communities in east London and the City. The line will have four, possibly five new stations, and will run from Canning Town to North Woolwich, via London City Airport, improving access for the communities of Silvertown and North Woolwich to the centre of London and providing a direct rail connection from London City Airport to the City and Canary Wharf, thus enabling the airport’s future growth potential to be realised.

Details of the project can be obtained from either:

Docklands Light Railway LimitedPO Box 154Castor LanePoplarLONDON E14 0DX

or their Parliamentary Agents, Messrs Bircham Dyson Bell, 50 Broadway, Westminster, London SW1H 0BL

Heathrow Terminal 5 – rail extension plans approvedPlans for crucial new rail and tube links to serve Heathrow Airport’s proposed Terminal 5 moved a step further in March when Stephen Byers granted BAA the necessary powers and planning permission for extensions to the Heathrow Express and the Piccadilly Line to Heathrow Airport. This follows his decision of 20th November 2001 to approve the new terminal with strict conditions.

New targets for better bus servicesMinister for Transport John Spellar has announced a series of performance targets to improve services for bus users. These have been agreed with the Confederation of Passenger Transport (CPT), which represents the vast majority of bus operators in the UK. They will underpin the Government’s overall target to increase bus patronage nationally by 10%, which was set out in the Ten Year Plan for Transport. The targets cover:

Reliability: the existing reliability indicator for services in England of mileage lost for reasons within the operator’s control will be retained.

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This will entail CPT members working towards a target that requires them to run 99.5% of scheduled mileage, except where this is affected by factors beyond their control

• Fleet age: the CPT has committed its GB members to a target which aims to achieve and maintain an average fleet age of 8 years or less for their vehicles which are mainly used for local bus services, during the Ten Year Plan period

• Accessibility: a new indicator will be introduced to track the proportion of full size bus fleet that is fully accessible, the aim being to ensure that 50% of vehicles are fully accessible by 2010

• Passenger information: a new target, under which operators in England will seek to achieve year-on-year improvement in information at bus stops, based on DTLR national passenger satisfaction ratings during the Ten Year Plan period.

Transport 2000 launches new websitewww.transport2000.org.uk “provides commentary on a wide range of transport issues. It gives case studies of good practice… and it provides a full news service on issues that Transport 2000 has a view on.” [Ed: Transport 2000 is not a primary source of transport statistics, but may cover topics and activities, which have statistical implications.]

New Forest animal road casualtiesCatholic Roadwatch has sent me data on animal road casualties in the New Forest, as follows (abridged):

“Statistics from the Verderers of the New Forest in Hampshire indicate that during 2001 there was a monthly average of seven deaths and two injuries of animals on local roads. Altogether, 89 animals died that year, with a further 31 hurt in some way. Those killed included 75 ponies, 13 cattle and one donkey.

Altogether, 168 road accidents had been attended by the agisters, two more than in 2000. 99 collisions had evidently featured local motorists, a tragic increase of 30 upon the previous year. 25 smashes went unreported to the Police, five less than in 2000. 123 incidents had taken place at night, 19 more than the year before. In all, 140 motor vehicles had been

involved in this carnage, five more than in 2000, plus one motorcycle.”

Letter to the editorFurther to the correspondence in the last issue on the readibility of e-mailed newsletters, I have received the following comment on the newsletter from Natalie Lethbridge of Transport Statistics, DTLR:

“You might like to point out that you can of course view it on-line without having to scroll up and down if you switch to ‘Normal’ view in Word.”

I have tried this, and it works.

Seminar: Bus and coach statisticsThis seminar, which covered the National Statistics Quality Assurance Review of bus and coach statistics, was held at DTLR HQ in Great Minster House, Marsham Street, London, on Wednesday 16 January. An audience of about 40 heard three speakers from the DTLR instead of the two advertised: David Campion spoke according to plan, but Hilary Hillier’s place was taken by Mike Haslam and Paul O’Hara.

Mike Haslam opened by summarising the background to the Review. He said that National Statistics’ key objectives were to improve the quality of statistics; to improve public confidence in them; and to improve the efficiency of their production. National Statistics (NS) aim to:

Provide an accurate, up-to-date, comprehensive and meaningful picture of the economy and society, to support the formulation and monitoring of policies

Publish information needed to allow the impact of government policies to be assessed

Provide statistics required to assist businesses, researchers and analysts

Managing their quality requires the adoption of clear quality assurance processes and a transparent mechanism for consulting users (via, for example, this seminar). It was important both to develop and maintain standards and regularly to review the scope of National Statistics. The TSUG was invited to comment at an early stage of this process, and indeed did so.

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For the NS quality review programme the complete output of the organisation is allocated to one of 12 ‘themes’, each of which has a review programme to cover all main outputs within 5 years. Bus and coach statistics are subsumed in the ‘Transport, Travel and Tourism Theme’, though other themes may also contain relevant material: NTS (2000), Road freight, and Road accidents.

The NS QA reviews have the following features in common: they

Are carried out in a transparent manner

Involve representatives from producer, user and stakeholder communities

Involve external independent participation

Report publicly with recommendations for improving efficiency and effectiveness

May cover one large survey, or a range of ouputs relating to a particular issue or related set of issues

Cover relevance, accuracy, timeliness, accessibility, completeness, comparability, coherence, efficiency

May also consider non-official statistical sources

Are not a pass/fail assessment.

* * *

At this point Paul O’Hara took over seamlessly to talk about trends. There has been, he said, a long-term decline in bus use since the mid-1950s, though the trend has flattened in recent years. Indeed, London has been gaining passengers – up 4% last year – though some falls in other areas (Merseyside, for example) restricted the overall growth in England to 1% in 2000-01. Nearly a third of all bus journeys in GB take place in London. Other points he made included:

Bus fares generally have increased by more than the rate of inflation, but roughly in line with average earnings during the last nine years

London’s low fare policy and simple fare structure has been beneficial in terms of patronage

The main purposes of bus trips during 1998-2000 were shopping (28%), commuting and business (22%), leisure (19%) and education (18%)

Bus passenger journeys in England need, according to the 10-year plan, to increase by 10% by 2010-11. This is a challenging target, but could be met if London continues to do well

At the bus summit it was agreed that not more than 0.5% of scheduled mileage within an operator’s control should be lost, and that the average age of the bus and coach fleet should be reduced to 8 years

In over half the assaults on bus passengers the victims were under 21; and over half of all assaults were in the afternoon and evening.

He concluded by listing where outputs could be found and handing out examples of some publications – Bus Quality Indicators and the Bus and coach fact sheet.

Before the break there was an extended question and answer session:

It was suggested that the target 10% increase in bus patronage was unambitious in relation to the 50% rail target, especially as it allowed some operators to decline, on the grounds that growth in London would do their job for them. Rasther than set a national target, shouldn’t there be differentiated local targets? In practice, some PSAs were setting local targets, as was the Mayor of London

Operators and PTEs did not always seem to show the same picture (in South Yorks, for example). Peter White, from the floor, commented that though there were short term fluctuations between PTE and operator figures they were broadly consistent in the long term

Although the seminar title referred to bus and coach statistics, in practice most of the statistics related exclusively to buses. This is largely because local bus stopping services are of the most significance politically, though non-local coach services are increasing in importance

Data on loss of mileage, etc, is provided by a panel of large bus operators, who liaise with the DTLR on definitions. Data given to operators by depots and drivers may be faulty. Data on mileage and lost mileage are used by operators for fuel duty rebate purposes. LA and independent inspectors and Traffic Commissioners may check up on lost mileage on occasion, but little information comes into the DTLR

London’s disproportionate number of short journeys may make fare comparisons with other regions invalid

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Journey numbers are assessed from user diaries, physical counts and ticket sales. How are travel cards dealt with? They are not formally reconciled with other data, but all the main data sources show the same trends. Absolute figures are not wholly reliable

Population migration might be a factor in the variability of bus patronage figures outside London. And the growth in Manchester could in part be attributed to feeder traffic to the successful new tram system

The onus is on operators to split PTE and non-PTE services. The survey will be completed by all operators of more than 30 vehicles and a stratified random sample of smaller operators

Could the incidence of assaults be related to the volume of traffic? Unfortunately the data are too limited to permit matching with travel patterns. The whole area of crime and vandalism may be worth a separate survey in due course

The passenger-kilometre figures are difficult to measure and all measures are unreliable. The national published figures are based on passenger receipts deflated by the appropriate price index. The use of smart cards could lead to better information.

Could downloads from the website be made easier? What about community bus services and the mobility and inclusion unit? Who decided what went into the basket of fares for assessing fare trends? What proportion of all journeys were made on flat fares? Etc, etc. So many questions, it took some effort of will for the chairman to redirect proceedings to tea and to the next speaker…

* * *

who was David Champion (Statistician in charge of public transport statistics, DTLR). His task was to tell us about the Quality Review. It would be conducted by a Review Board (which would meet for the first time at the end of the month), with a Review Manager (David Champion himself, who would be responsible for progressing the Review) and a Review Team (a contractor, still to be appointed, probably in mid-February). It would consult suppliers, users and others.

It will seek to answer a number of questions:

What are users’ needs from the output, and does the output meet those needs?

Are we efficient and effective in meeting user needs?

Which areas can be improved? Is the burden on data suppliers justified and at a

reasonable level? Can data collection be improved through, for

example, EDS? (Almost all data are currently collected by paper questionnaires)

Can the quality of data collected be improved? Are there alternative data sources to bus

operators?

It will cover 8 DTLR bus and coach surveys + DVLA vehicle registration data base (age of bus fleet). The 8 surveys are summarised below:Annual survey of bus & coach operators:

Coverage: GB Sample size: 1,200 operators, incl all with 30 or

more vehicle discs Main outputs: local bus: passenger journeys,

vehicle km, passenger receipts; coach: vehicle km, passenger receipts

Content: is all the information collected useful? Is the effort of surveying coach operators justified

in terms of outputs? Quality: How can response be improved? Are

there concerns about data quality?

Bus Fares survey:

Coverage: GB, quarterly Sample Size: about 100 operators with 60 or

more discs Main output: local bus fares index Content: are we collecting sufficient information? Quality: Is survey representative? Are there

concerns about data quality? Methodology : What is the index measuring?

Can it be improved?

Passenger satisfaction survey:

Coverage: England, quarterly Sample size: London 8,500, rest 6,000 Main output: Satisfaction rating for journey just

completed and individual components of journey Frequency : quarterly too often? Quality : sample size, analysis and reporting Methodology: rating scale, weighting

Reliability survey:

Coverage: England, quarterly Sample size: about 80 operators outside London,

London data from TfL

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Main output: % of scheduled mileage lost, analysed by reason

Content : Is this the best way to measure reliability? What does it tell passengers?

Quality : non response, London/non London data collected on same basis?

Assaults and vandalism:

Coverage: GB, bus crew quarterly, bus passengers annually, vandalism annually

Sampling: bus crew and vandalism, panel of largest operators; passengers, police forces

Main outputs: reports on attacks on bus crew, bus passengers and vandalism

2 fundamental questions: Is there a need for these statistics? How can they be collected effectively?

Content : questionnaires Quality : non response, reporting and analysis,

London/non London data consistency? Reliability of cost estimates (vandalism)

Methodology : bus passengers survey; how can data collection be improved? Are there other data sources?

Others, NTS

Coverage: GB Sample size: about 3,000 households – will be

about 10,000 from 2002 Main output: journey purpose, journey length,

frequency of use, user profile, share of total journeys, duration of journey, rural accessibility (TYP)

Others, DVLA

All licensed vehicles, GB Main output, average age of bus and coach fleet

Gaps?

Local bus punctuality (only collected in London) LA level data More frequent statistics More timely statistics Alternative sources Consequences: cost (to taxpayers and suppliers),

burden (on suppliers of data)

What’s next?

February-April: Main consultation, data suppliers and users and other interested parties. Details on ONS web site, http://www.statistics.gov.uk/

June: Review Board considers draft report, seeks comments.

July: Final report published.

August: Follow-up action plan published

David’s presentation also generated a number of questions, from which it emerged, amongst many other things, that:

NTS data treat private hire buses as private transport. Should be addressed

Traffic Commissioners collect much information, and publish some themselves, of limited value

Statistics of international coach movements through ports and the Channel Tunnel are collected. But no-one knows what the coaches do after they’ve left the port or terminal – perhaps some ad hoc surveys, say every five years, could be run to pick up this kind of information

For many users bus punctuality may be more important than rail, and it could be useful to collect data on it. Perhaps the LTP commitments to punctuality targets could generate data? South Yorks does monitor punctuality in a labour-intensive way. Could national punctuality targets be set to help LAs set their own objectives?

Aggregation is a major problem: how does one effectively collate data collected by different people at different times by different methods for different purposes using different definitions

The excursion side of the coach business is considered part of tourism – but tourism statistics are in a mess. Should be addressed

Seminar: Maritime statisticsThis seminar, held at Great Minster House, had two speakers: Alan Brown, a DTLR statistician who has been working on Maritime Statistics since April 2001; and Peter Malpas, Data Development Manager at Lloyd’s Register – Fairplay Ltd. I am indebted to Simon Lister for the following account (very lightly edited) of the proceedings, which I was unfortunately unable to attend.

To start with Alan Brown gave a presentation on the current situation of Maritime Statistics in the UK, focusing on EU collection requirements.

Commission Directive 95/64/EC defines statistical returns in respect of the carriage of goods and passengers by sea. It covers statistical information relating to freight traffic, passenger traffic and vessel movements. Its purpose is to assist the European Commission in policy development and analysis, e.g. short-sea shipping, competition issues; and it

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complements other EU transport statistics directives. The Directive has been European Legislation since 1995, and came into force in January 1997. Most Member States had derogations until January 2000 for some of the detailed requirements. But it has now been fully implemented in all Member States and in many Mediterranean and candidate countries as well.

Detailed data are collected on passengers at larger ports, more aggregate at smaller ones. In general passenger data have not been a problem in the UK, with good data available from 1997.

Freight is a more complex topic and more of a problem. For ports handling more than 1million tonnes, freight data by cargo type, route, flag are collected quarterly. In a country like the UK almost all freight is covered at the detailed level. This is a census, not a sample exercise as has sometimes been the case before. Agents and ship owners/operators provide the data rather than the ports themselves, though the port’s own data act as a cross check with the other sources.

Data can be reported in a variety of ways. The port community systems in place at the larger UK ports provide the data semi-automatically, and generate 50% of all records; ASCI file systems provide another 25%, with customised systems and paper records accounting for the rest. To date web-based systems contribute very little, though the potential is there.

Alan showed a fascinating range of statistics that can be obtained from the data now being collected. For example the role of ships by country of registered owner can be seen, and the flows of commodity by port pair can be analysed. Checks of loadings and discharges for domestic traffic allow data to be corrected.

However, there are some data quality issues: completeness, errors, interpretation and even some wrong figures. Procedures for dealing with non- response need to be implemented. The industry needs to decide on how the data are published and to deal with problems of discontinuities with existing data, confidentiality and quality issues and how to exploit the data in the most effective way. We saw examples of discrepancies thrown up by the system.

Questions from the floor on passenger data included the treatment of cruise passengers, which is a difficult one. On freight the issue of data availability in spreadsheet form was raised, with the CAA seen as

a model. The availability of onward/previous mode of transport at ports was raised. Modes are available, but port hinterland O/Ds are not. The difficulties of identifying container content information and of reporting intermediate port calls where cargo is not handled were also discussed.

* * *Then Peter Malpas of Lloyd’s Register – Fairplay Ltd gave a presentation about his company and its activities in the marine information world.

The Maritime Information Publishing group (MIPG), the publishing arm of Lloyd’s Register Of Shipping, and Fairplay Publications Ltd merged their activities on July 1, 2001. This is a development that many in the industry have been pressing for. The new joint company, Lloyd’s Register–Fairplay Ltd., is an important information provider to the marine industry.

With several hundred years of prior experience between them (Lloyds started in 1764 and Fairplay in 1883) the two companies brought a loyal client base and different data to the joint company, but both had high levels of accreditation and are committed to providing access to quality information from a single convenient one stop shop, combining the prior strengths of Lloyds’ technical focus and Fairplay’s more commercial interests. Fleet data in the two systems have traditionally been different, with Lloyds Register data including ships above 100grt, Fairplay above 300grt.Examples of the data available include:

Comprehensive ships’ particulars

• Over 128,000 ships of 100 GT+, including 90,000 current vessels

• Over 120,000 current & historic companies • Up to 600 fields of information

New construction

• Approximately 3,000 ships on order or under construction at any time

• New building price data on 15,000 vessels

Casualty and Demolition data

Detentions - data received from MOUs

S&P transactions price data - second hand price data on 30,000 vessels

Charter fixtures (over 80,000 fixtures)

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Offshore structures

Ports data on over 6,500 ports and terminals and over 20,000 port service providers

Companies and their structures

• Over 70,000 companies currently active• 25 Industry sectors covered

The company draws on a very wide range of sources including: Shipbuilders, Shipbrokers reports, Shipowners/managers, Correspondents/journalists, Maritime press, National Registration Authorities, Lloyd’s Register HQ and overseas offices, Port Authorities, Port operators, Terminal operators, Port agents, Civilian organisations, Trade Associations and the Maritime press.

After the presentation the discussion briefly dealt with the issue of the quality of ship detention data and the trends towards a smaller world fleet of larger ships.

Seminar: Transport in Wales – meeting the challenge 2002This one-day seminar, organised jointly by the Wales Transport Research Centre and the TSUG, was held in the University of Glamorgan, Pontypridd, on Wednesday 20 March. Over 60 people attended to hear the following presentations:

• Professor Stuart Cole, Director, Wales Transport Research Centre, on the information needs of the independent traveller

• Leighton James, Transport Directorate, National Assembly for Wales, on the development of ‘Transport Direct’ in Wales

• Reg Hill, Cardiff County Council, on the Cardiff real time travel information system

• Dr Nich Pearson, Director, Welsh Consumer Council, on customer satisfaction and perception

• Sarah Demery and Glyn Jones, National Assembly for Wales, on recent developments in transport statistics within the National Assembly for Wales Statistical Directorate

• Nick King, Oscar Faber, on environmental information for transport appraisal

• Peter Mackenzie-Williams, Head of Aviation, TRL Ltd, and Jon Horne, Managing Director,

Cardiff International Airport, on current and future developments in the aviation market

• Scott Hellewell, independent consultant, on passenger transport interchange

• Chris Douglas, Freight Transport Association, on delivering the goods

• Stuart Reid, Head of Walking & Cycling, TRL Ltd, on measures and policies to encourage walking and cycling

The proceedings were far too lengthy to be suited for a report in this newsletter. Members who are interested in copies of the presentation material may, however, contact the TSUG organiser of this event, Glyn Rhys-Tyler, at TRL Ltd on

Tel: 01344 770543Fax: 01344 770643Email: grhys-tyler@trl.co.uk

News of membersDuring the four months ended 30 April, the following activities of members that may have a direct influence on the provision or analysis of transport statistics have been reported:

West Sussex County Council appointed MVA to carry out a comprehensive review of the county’s passenger transport network, focusing primarily on bus services. The study is intended to help the CC develop a sustainable bus network, comprising both commercial and supported routes. It also aims to integrate its services with other passenger transport in the County, provided by the Education and Social Services Departments, Health Authority, voluntary transport sector, taxis, and the rail industry. The project will involve extensive public consultation through household postal surveys designed to assess local travel needs, effects of service withdrawals, and to identify potential for new services, as well as on-board surveys to assess current patterns of use on marginal services. MVA will use focus groups to obtain information about travel needs for specific groups within the community. Stakeholder meetings will be held to elicit the views of transport providers and users across the County. MVA will carry out a detailed assessment of the existing passenger transport network and advise on best practise in planning

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and procuring services and the development of a sustainable bus network. This may for example include ‘core’ services as well as feeder services that may take the form of taxis, community buses or smaller demand-responsive services.

MVA was awarded contracts with Transport for London for two major streams of work to support its Congestion Charging Scheme. The first stream will monitor the traffic and transport impacts of the scheme. Covering all transport modes, the monitoring programme is designed to detect changes in traffic and transport flows, speeds, and journey time variability. These changes will be analysed in the context of changing levels of service offered by the different modes. Data will be obtained from current monitoring programmes conducted by London’s transport operators, the DTLR and the London Boroughs, supplemented by new surveys. A major innovation in the programme is to process data from Automatic Number Plate Recognition enforcement cameras to assess road traffic journey times and their variability. The second stream involves a series of market and social research studies to develop a greater understanding of the public’s awareness and likely responses to the scheme. Current work includes a tracker survey of a cross-section of London’s residents, a study of drivers’ travel responses and licence purchase intentions, and the design of a social impact study.

TRL won contracts for the Highways Agency to undertake a mixed land use trip generation study; and for the National Roads Authority, Eire, to prepare revised estimates of national traffic volumes and forecasts in Ireland.

Dates for your diary

15 May TSUG Seminar hosted by Birmingham City Council in the Council House, Victoria Square, Birmingham on Channel Tunnel Access for the Heartlands. There will be 3 speakers:~ Ken Medlock OBE, formerly of Liverpool Chamber of Commerce and the North West Channel Tunnel Group; Simon Lister, formerly of Arthur D Little Ltd; and Robert Rafferty, of Central Railways plc

For further details, contact Chris Veasey, Transport and Traffic Consultancy, 48 Church Gardens, London W5 4HH

Tel: 020 8579 4385 Fax: 020 8840 6280 Email:transport-traffic@roadtransport.net

23 May Joint DTLR, TSUG and ILT seminar on Road freight surveys – National Statistics Quality Review consultation, to be held in DTLR HQ, Great Minster House. There will be 4 speakers:~ Mike Hughes, Chairman of the Transport, Travel and Tourism Theme Working Group; John Garnsworthy, Statistician in charge of the 3 Road Freight surveys; Simon Chapman, from the Freight Transport Association; and Mike Farmer, from the Road Haulage Association

For further details, contact Hema Pandya, Zone 2/19, Great Minster House, 76 Marsham Street, London SW1P 4DR.

Tel: 020 7944 4845 Fax: 020 7944 2165Also on: hema.pandya@dtlr.gsi.gov.uk

12 Jun TSUG seminar at Great Minster House on Railway Statistics

18 Jun ILT half-day seminar at Manchester Airport on Opening up the Airports – Meeting the Challenge of the 10 Year Plan. Many airports are working to become integral transport hubs. Airport Transport Forums have an increasingly important role to play. This seminar looks at that role and how it translates into real life. The speakers will be:~ Alastair Duff, Chairman of the ILT Aviation Working Party and Transport Policy Advisor to BAA at Heathrow Airport; Bob Longworth, Ground Transport Manager, Manchester Airport; Peter Boulton, Project Manager, Ground Transport Interchange at Manchester Airport, GMPTE; Paul Bunting, Commercial Director, First North West Trains; and David Hoggarth, Assistant Director,

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Development, Metro (West Yorks PTE)

Fees: £30 members/£40 non-members (including lunch and afternoon tea).

For further details, contact Damian Price, Policies Executive, Institute of Logistics & Transport, 11/12 Buckingham Gate, London, SW1E 6LB

Tel: 020 7592 3117 Fax: 020 7592 3111 Email: dprice@iolt.org.uk

Next newsletterPlease send contributions for Newsletter 59 to:

J M Woods43 Church LaneLower BemertonSalisburyWilts SP2 9NR

Tel: 01722 422169Fax: 01722 503007Email: liswoods@aol.com

Appendix:DTLR Statistical PublicationsA schedule of publications to be produced during the next three months by Transport Statistics, DTLR, is given below.

May Provisional Ports Statistics: 2001*

National Road Maintenance Condition Survey: 2001*

Road goods vehicles Travelling to Mainland Europe: Q1 2002*

June Road Casualties in Great Britain: Main Results: 2001*

Statistical Release on Bus Quality Indicators: Q4 2001/02*

July National Travel Survey: 1999/2001*

Vehicle Speeds in Great Britain: 2001*

Road Traffic Statistics: 2001*

*Bulletins or press releases supplied free of charge.

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