ࡱ> 7 .[bjbjUU ڄ7|7|#W lT@\3h]$$4'%+3-3-3-3-3-3-3$>5 ^7\Q3C%$@]$C%C%Q3(f34(((C%+3(C%+3((k+:g0,0 @и}!'B0 0<3<30R7c(:70(  Methodology for Assessment of Transport ImpactS of Social Exclusion Validation Report Prepared for DG Employment and Social Affairs By The MATISSE Consortium  Version 1.0 September 2003 VS//2001/0713 DG Employment and Social Affairs Preparatory Measures Combating and Preventing Exclusion MATISSE VS//2001/0713 Validation Report By Transport & Travel Research (UK) Merseytravel (UK) ISIS (Italy) Rupprecht Consult (Germany) Author(s)Philip BarhamQuality ControlSarah CliffordVersion1.0DateSeptember 2003Last editedSeptember 25th 2003This report has been prepared for TTRs Client in accordance with the terms and conditions of appointment. Transport & Travel Research Ltd cannot accept any responsibility for any use of or reliance on the contents of this report by any third party.  EMBED Word.Document.8 \s  Introduction This document reports on the validation exercise that was carried out in order to assess the usefulness and usability of the Manual for Assessing the Impacts of Transport Policy on Social Exclusion this report is the core deliverable of the MATISSE Project (Methodology for the Assessment of Transport ImpactS of Social Exclusion). The validation process took place in Germany, Italy and the UK corresponding to the countries represented by the projects partners with the main validation site being in Merseyside, an Objective 1 region in the North West of England. Validation in Merseyside, UK Validation of Validation was carried out in the UK by interviewing local authority planning practitioners in Merseyside. The interviewees were Phil Hunt (PHu), the Head of the Transportation Planning Unit of the local authority representing the district of Sefton, John Harrison (JH), the Roads and Transport Strategy Officer for St Helens and Peter Hampson (PHa), Principal Planning Officer in the Forward Planning Department of Wallasey District Council, in TThe Wirral. All three were current members of the Merseyside regions Local Transport Plan (LTP) Working Group. The interviews were carried out in August 2003, and were supported by the use of a topic guide, that was common to all of the validation interviews taking place in the UK, Italy and Germany (See Appendix 1). Interviewees had had been given the opportunity to examine the manual beforehand. Interviews began with the interviewee describing his role and position within the Local Authority, particularly in relation to the issues of transport and social exclusion. The MATISSE manual was then discussed in terms of the relevance of its objectives, the usefulness of having such a framework for evaluation, the clarity and practicability of the methodology presented, and the appropriateness of the impact indicators listed. The Role of the Interviewees in Relation to Transport, and Social Exclusion Issues All three of the men interviewedinterviewees were involved in the planning of transport by virtue of being members of the Local Transport Plan Working Group, but, whilst PHu and JH were primarily employed to deal with transport related matters, PHa was actually an urban planner and was unique in this respect among members of the LTP Working Group. PHu led Seftons multi-disciplinary Transportation Planning Unit, which included people specialising in public transport issues. One of the functions of this unit was to represent the local authority in securing funds for local transport projects. JH, whilst working in the Planning Department at St Helens has a transport planning background, and was very much involved in transport strategy work. JH was responsible for comments on planning applications relating to highway and transport planning issues. PHa, whilst being an urban planner, stated that he spends most of his time on transport related issues. All three interviewees acknowledged that, as their local authorities lay within the Merseyside Objective 1 area, the social inclusion agenda was a theme that ran through all of their activities, and the need to try to alleviate poverty and deprivation was ever-present. JH reported that, in St Helens, he had no direct involvement in implementing the social inclusion agenda, since there was a small Social Exclusion Unit elsewhere in the local authority. This unit has produced a social exclusion policy document, to which JH has contributed a section on transport related issues. He acknowledged that the influence of the Social Exclusion Unit (SEU) of the UK Governments Cabinet Office had been growing in recent years, so increasing St Helenss general awareness of the social inclusion agenda. He was also aware that this agenda was increasingly having an impact on the local health sector. In fact, the whole issue of social exclusion and integration linked in with a number of policy areas, including access for disabled people, walking and cycling strategies, Community Transport project, safety and accident reduction etc... It was generally agreed among the interviewees that many of the transport policy initiatives that might be undertaken in order to combat social exclusion were already a reality in Merseyside PHu pointed out, for example, that the concessionary fares scheme in the conurbation provided free travel by public transport for all pensioners but that they had not been formally described as being part of a co-ordinated raft of measures designated to fulfil this policy objective. PHu did, however, state that it had appeared, over the past twelve months or so, that addressing the issue of social exclusion had become more focused, especially since the distribution of the Department for Transports Policy Guide on social exclusion. Securing funding for projects is clearly important to achieving improvements in peoples quality of life, and the social inclusion agenda is a major element of funding applications. PHu was also mindful of the need to carry out accessibility planning, and mentioned that an accessibility audit of the Borough, looking at barriers to movement, had been completed. PHa was at pains to emphasiseemphasised that parts of The Wirral, such as Birkenhead, were among the most deprived areas of Merseyside, and that there was a priority for economic and urban regeneration here. An example is the Wirral Waterfront Strategic Investment Area, and a major theme of Local Transport Plans for this area is the improvement of public transport links, indicating that there is an awareness locally of the importance of the link between transport and social exclusion. Furthermore, a health audit carried out recently by the Transport, Health and Environment Forum for Merseyside recognised the important role of transport facilities. General Impressions of the Evaluation Manual All three respondents broadly welcomed the provision of an evaluation tool for assessing the impacts of transport policies, and generally felt that the MATISSE Manual was a sound and practical piece of work. PHa pointed out that, whilst the content of the Manual was not rocket science, it was a useful tool, and explained that the main limitation of its usefulness was that Local Authorities would not have the time or resources to implement all of the advice contained within it. Typically, departments do not have dedicated staff to employ on Local Ttransport Plans and Annual Progress Reports. JH particularly welcomed the provision of check-lists of considerations, especially when these are focused on the social exclusion agenda, since it is important, in Local Transport Plans, to provide evidence of joined-up thinking. He also noted that, whilst individual directives and guidance notes were received from the Government, and small units were pursuing their own interests and contributing to alleviating social exclusion, there was little overall co-ordination of these efforts, so that there was no guarantee that all parties were pulling in the same direction the MATISSE guidelines might represent a means of providing a common framework. For example, St Helens already carries out various checks and audits of pedestrian safety, but the provision of an official, agreed check-list of issues would be useful. PHu thought the production of the manual was timely, and particularly welcomed guidelines on the measurement of change and the particular indicators that should be used. Remarks Relating to Particular Sections of the Evaluation Manual PHu stated that the section on setting up partnerships in the area under study is particularly important. The setting up of such partnerships in Merseyside has recently been facilitated by the creation of Local Strategic Partnerships and Pathways Areas. Generally, communication in the region is already good, with many small partnerships and for a (e.g. the Health & Environment Forum, and similar partnerships to consider local communities, cycling etc.). He pointed out, though, that it was sometimes difficult to communicate with people at an individual level, so that, in spite of initiatives and directives filtering down from Government, the publics perception of the performance of the Local Authority might be conditioned by the provision, of non-provision, of, say, a particular local bus service. Connected with this, he pointed out the importance of better face-to-face communications, so welcomed the Manuals recommendation for consultation by means of focus groups and similar qualitative techniques, in order to get the public on board with what the Local Authority is trying to do. Similarly, JH was appreciative of the modern requirement for auditing and validation, and of the need for Local Authorities to justify their actions by demonstrating that adequate consultation had taken place. He was also interested in the link between public transport provision and employment opportunities, since people who are constrained to jobs that are close to where they live in Merseyside are typically low-paid this includes people living in and around Liverpool City Centre, who are involved in service industries, such as cleaning. Better paid, professional people tend to live on the outskirts of the city, or in rural areas, and travel longer distances to work. JH also remarked about the inclusion of measures to improve personal security as a means of increasing social cohesion. Whilst acknowledging that additional street lighting should have benefits by both reducing the risk of traffic accidents for car drivers, cyclists and pedestrians, and reducing opportunities for crime, he recounted an example of reactions to a planned pedestrian link that was intended to link a fairly deprived area of Merseyside with a more affluent district. Whilst the Local Authority and community groups regarded this development as an opportunity to promote social inclusion by reducing community severance, the Police and some residents groups saw it as a potential security risk, fearing that the link would merely provide an escape route for thieves and petty criminals. There was therefore a desire in some quarters to maintain a separation between the two sectors of the community. He added that personal security on public transport was a source of concern in Merseyside, and that Merseytravel already promoted Travel Safe initiatives in conjunction with the Police and local womens groups. Feedback on the Selection of Indicators All three respondents pointed out that many of the indicators listed in the MATISSE Manual were already currently used in Merseyside, over a hundred of which appear in an annex to the regions Local Transport Plan, indicating that the basic data required for evaluation were available locally. Subject areas that are currently well covered, in terms of indicators, in Merseyside are distances to the public transport network (to bus stops etc.), the frequency and quality of bus and rail services, public health indicators, travel-to-school figures, accident statistics (including pedestrian accident rates in more deprived areas) and statistics relating to the accessibility of services for disabled people. PHu suggested that the most important MATISSE indicators that were not currently used in Merseyside were related to the personal security of pedestrians and passengers, more especially as crime and personal security at certain times of the day were an issue on the regions public transport network. PHa pointed out that use of indicators such as those highlighted in the MATISSE Manual was mostly the responsibility of those involved in the provision of transport facilities; certainly, it is the role of Merseytravel to collect and maintain statistics on road accidents and other safety related statistics connected with the public transport network. He added that Merseytravel already carries out consultation with focus groups, and that the Merseyside Information Service (MIS) undertakes a household survey, involving a number of face-to-face interviews, every five years. Similarly, JH stated that indicators relating to satisfaction levels with public transport services were used in conjunction with Best Value reviews these include the number of pedestrian crossings with tactile paving, satisfaction with public transport information provision, satisfaction with local bus services etc. and that such monitoring was also the responsibility of Merseytravel. Validation in Germany Feedback on the MATISSE Evaluation Manual has been received from two respondents in Germany: Friedemann Kunst, of the Berliner Senatsverwaltung Stadtentwicklung, Berlin, and Lutz Auerbach, of the Traffic Engineering Department of the Verkehrsverbund Oberelbe (VVO), Dresden. Lutz Auerbach (LA), Dresden LA was generally positive about the Manual, but his main reservations concerned the practicability of the indicators quoted. His role in VVO includes the planning and procurement of public transport services (particularly rail services), the monitoring and controlling of public transport contracts, and the provision of support for political strategies and issues. Whilst he provides advice on transport policy for the General Manager for transport in Saxony, he is not generally involved with the promotion of social inclusion policies. Whilst LA found the Manual to be interesting, he admitted that it was not directly relevant to his own role. Whilst there is no single methodology for assessing the impact of transport policy on social exclusion in Germany, there are aims and targets included in the local transport plan for the region covered by VVO relating to inclusion issues, particularly in the context of accessibility for disabled people. LA was of the opinion that large sections of the MATISSE Manual might be of use to local transport plans and evaluations in Germany, provided that certain adaptations could be made to cater for political differences and the particular planning procedures that are in place in Germany, as compared with the UK. He welcomed the step-by-step nature of the manual, for use in relation to what is a complex set of issues. In terms of particular sections of the Manual, LA thought that the Impact Evaluation Logic was both relevant to the problem area and clearly described, but that the overall tone of the document was rather theoretical. He also thought that the suggested participation of a large number of groups and stakeholders might be difficult to manage. LA added that, whilst the selected list of indicators was clearly laid out, and that these indicators appeared to be relevant, there was some doubt as to the practical issue of whether financial resources would be available for carrying out the planned evaluation. He also suggested that the usefulness of the indicators might be dependent upon certain political and planning preconditions. Unlike the situation in Merseyside, LA reported that there is no existing list of such indicators that he might use for evaluating the impacts of transport policies, and stated that all of the indicators listed in the Manual appear to be relevant, particularly those relating to the accessibility of public transport, affordability and reliability of public transport services. Friedemann Kunst (FK), Berlin FK expressed the opinion that the issue of transport policies and their effects on social exclusion was both important and relevant, and that it was a central function of urban planners and transport planning departments to consider such issues. Because of this, he thought that the description of the problem in the Introduction to the Manual was rather complicated, for a relatively simple issue; similarly, he thought that the style of presentation was fairly academic, considering the practical nature of the issues addressed. FK suggested that a clear differentiation between rural and urban social exclusion issues was the most important omission from the Manual, and that more information on the costs and benefits of implementing measures suggested in the text was required, in order to support decisions as to the priorities for evaluation, in relation to the cost of carrying out such procedures. This is particularly important in Berlin, where resources for carrying out evaluation are scarce, so that this is rarely a priority. In a city where there are pronounced differences, people in the East are doubly disadvantaged, in as much as they experience both poor living conditions and inadequate transport services. FK also suggests that the Manual might be slightly nave in its recommendation for encouraging the growth of small neighbourhood service and retail centres, pointing out that there are economic realities, such as economies of scale, thatscale that will ensure an increasing emphasis on fewer, larger establishments. FK also pointed out that the Manual is rather focused on the situation in the UK, since many of the indicators listed might not be relevant in Germany; because of this, separate data collection surveys would have to be carried out in order for the guidelines to be followed, which would have a cost implication. Furthermore, for these data to be effective, such surveys would need to be repeated every five to ten years. Validation in Italy Validation in Italy was carried out in the city of Rome, involving the participation of four key actors with complementary views: a planner, a city councillor, a local politician, and a representative of a Non-Governmental Organisation. Whilst this exercise is now complete, the results of consultation have not yet been received it is hoped that these might be included in a subsequent version of this Validation Report. Conclusions from the Validation Exercise Consultations with practitioners in the UK and Germany have indicated that the MATISSE Evaluation Manual is regarded as a useful and welcome tool, providing a step-by-step framework for what is a complex set of issues. The main limitation on the usefulness of these guidelines appears to be the resources that might be available, in practice, for the implementation of the processes and procedures that are suggested. This is particularly the case in Germany; whereas the indicators listed in the Manual are largely available and currently in use in Merseyside, the main validation site for the project, far fewer of them would be available to German practitioners, which would probably necessitate a fairly costly data collection exercise. Appendix 1: Topic Guide used for Validation Interviews in Germany, Italy and the UK   Validation - Discussion Guide for Interviews This document outlines the topics that should be covered during the interviews that will be carried out in order to validate the MATISSE Evaluation Framework. It is assumed that interviewees will have had the opportunity to examine the MATISSE Evaluation Manual before the interview, but a copy of this manual should be available during the interview. INTRODUCTION [ Outline the objectives of the MATISSE Project, and briefly describe the projects activities. Explain the purpose of the interview. ] BACKGROUND INFORMATION Name of interviewee: Job title: Name of company / Local Authority: Please briefly describe your role in your organisation, and your main responsibilities. To what extent are you involved in the implementation of transport policy ? To what extent are you responsible for dealing with social exclusion problems / promoting social inclusion ? RELEVANCE OF THE OBJECTIVES OF MATISSE To what extent is a framework to assess the effects of a transport policy intervention on social exclusion relevant to YOU, in your role ? What are your views on the general relevance of such a framework ? Is there an alternative methodology or technique that you currently use ? Do you think that you might use the MATISSE Manual in relation to formal planning procedures ? [ e.g. in the UK this might refer to a Local Transport Plan; in Rome this might refer to the New Master Plan etc. ] [ If the answer is No, ] Might the MATISSE Manual be used in this way by a colleague in your organisation ? THE MATISSE EVALUATION FRAMEWORK Generally: to what extent do you welcome the opportunity to have a step-by-step methodology for assessing transport policy interventions ? [ Alternatively . ] Do you find the step-by-step format to be too rigid / restrictive ? Please comment on the RELEVANCE, CLARITY and PRACTICALITY of the main sections of the MATISSE Manual the Impact Evaluation Logic, the Selection of Indicators and the listing of the indicators that might be used. SectionRelevanceClarityPracticalityImpact Evaluation LogicSelection of IndicatorsList of Indicators THE USE OF INDICATORS Is there already a list or source of indicators that you use for the purposes of evaluation ? Which of the indicators listed in the Manual are of relevance to you ? Which indicators are most relevant / useful ? Are the indicators listed in the Manual adequate for your evaluation needs ? Are there any indicators that you think should be added to this list ? AND FINALLY . Do you have any other comments about the MATISSE Evaluation manual ? 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