CABINET 16/10/2012 FOR INFORMATION

AGENDA ITEM7

BOROUGH OF POOLE

TRANSPORTATION ADVISORY GROUP – THURSDAY 20 SEPTEMBER 2012

REPORT OF HEAD OF TRANSPORTATION SERVICES

UPGRADE OF PUBLIC TRANSPORT FACILITIES ACROSS SE DORSET

PART OF THE PUBLISHED FORWARD PLAN:

  1. MATTER FOR CONSIDERATION AND POLICY CONTEXT

1.1 The Borough of Poole has worked in partnership with Bournemouth Borough Council and Dorset County Council to submit successful bids for the following additional funding streams:-

  • Better Bus Area Fund (BBAF)
  • Local Sustainable Transport Fund (LSTF)

1.2 The bids are complementary and are designed to provide a step change in the provision of public transport across the conurbation.Principal objectives include:-

  • Improving Real Time Information
  • Bus priority at signalised junctions through the Real Time System
  • Higher quality, safe and secure waiting/interchange facilities

1.3 These three aspects are intrinsically linked. The services of a specialist technical consultant has been secured to act as advisor to the councils and assist with the retender of the system.

  1. DECISIONS REQUIRED

It is recommended that the Council approves:-

2.1The re-procurement of the current Real Time Information (RTI) / Bus Priority system / Bus Shelter contracts as described in this report.

  1. BACKGROUND

3.1The South East Dorset Real Time Information and Bus Priority Project

3.2The Real Time Information (RTI)system originated in 2001, following the securing of initial funding from the Department for Transport. The contract was awarded to Action Information Management (AIM) in November of that year. It was based initially on the main Poole- Canford Heath and Poole - Bournemouth urban corridors.After a programme of delivery and testing the project was finally signed off on 1st November 2006. A maintenance contract was tendered and was subsequently won by system supplier AIM (now acquired by Trapeze).

3.3Coverage of the RTI system has increased dramatically over the last decade, with the success of the system attracting significant private and public sector investment. Ithas been developed in close partnership with the three Local Authoritiesand the two major operators, Wilts & Dorset and Yellow Buses. In 2009 the latter completed fitment of tracking to their fleet, bringing the total to 259 buses overall.

3.4Real Time Information now extends across the South East Dorset conurbation from Swanage/Wimborne to Christchurch/Highcliffe. Over 260electronic displays are in use at the busiest bus shelters, with additional signs in key Hospitals, Civic Buildings, Supermarkets and University campuses.

3.5The system was the first to launch the real time text messaging service for Traveline South West in 2007, with demand far exceeding all expectations. In 2011 this has been further expanded by the development of Near Field Communication technology at over 150 bus stops, allowing easy access for smartphone users.

  1. Existing Communications Network

4.1The current RTI system uses Private Mobile Radio (PMR) to communicate information between buses and shelter displays. Two radio masts are used to ensure sufficient coverage.

4.2However both the geographical expansion of the system and the local topography has stretched the capacity of the system, well beyond the original project brief.As a result communicationproblemscan therefore occur, particularly in remote, hilly areas as well as in densely built uptown centrelocations.

4.3For the customer this may result in a temporary loss of “Real Time Information” at the bus stop. It also fundamentally impacts upon the bus operators who use the system on a daily basis to actively manage services. Bus supervisorsare able to see and track all active buses using a “Command and Control” viewer to ensure remedial action is taken if delays occur. Operators also use the system’s“Schedule Adherence” software package as an invaluable tool to monitor the running of their services to ensure compliance. The functionality of the system is therefore compromised by the intermittent tracking of buses in these problem areas.

5 Upgrade of Communications - Better Bus Area Funding

5.1A solution is proposed to migrate to a General Packet Radio Services (GPRS) based solution, which will resolve the intermittent problems with the existing PMR system. This will require an upgrade of the existing shelter and bus equipment, plus a reconfiguration of the supporting back office communications network.

5.2An estimated cost has been sought from the existing Real Time supplierwhich was used as a basis to successfully secure Better Bus Area Funding from the Department for Transport.

5.3With all three authorities working jointly together a specialist technical consultant has been engaged to retender the existing contract (through the OJEU process)in order to gain Best Value. In particular improving advances in technology willgreatly assist. The use of Electronic Ticket Machines to pinpoint vehicle location may negate the need to provide separate in-bus equipment in the future, reducing ongoing maintenance costs.

5.4The upgrade to GPRS provides significant benefits. Fundamentally the problems of “communications blackspots” will significantly reduce, together with anincreased volume of real time data presented on the signs. This will greatly assist the bus companies who use the system to manage and monitor the daily running of their fleets.

5.5The upgrade of the system will also permit interoperability between neighbouring Real Time systems, benefitting services such as the X53 from Exeter- Poole.

5.6Better Bus Funding has also been secured to provide on-bus audible announcements within the 259 vehicles. This will supplement the existing visual LED displays and will prove invaluable for passengers with a visual impairment.

6Bus Priority

6.1The system is linked to both Poole and Bournemouth’s Urban Traffic Control(UTC) systems, in order to provide traffic light priority for buses at key junctions when running behind schedule. Problems have also occurred with a latency of messaging being received from the buses, although testing at three key junctions in Bournemouth have recently shown positive results. GPRS will increase both the speed of these messages and the number of actively tracked buses thus enabling the delivery of this key function across the conurbation.

6.2The delivery of Advanced Bus Priority at 38 signalised junctions is a key component of the successful LSTF bid. In addition there are a further 30 locations on key corridors across the conurbation where priority should be delivered.

7Higher quality, safe and secure waiting/interchange facilities

7.1The LSTF package includes the upgrade of 130 bus shelters / stops on the A35 corridor. High quality branded shelters to a common design across the area are to be delivered, with RTI and Near Field Communication (NFC) tags. A series of “Super Stops” will also provide CCTV, WiFi etc at key interchanges.

7.2The Better Bus Fund includes a further 12 high specification shelters across the three authorities plus 250 solar powered stops with lighting and illuminated timetable cases. Fundamentally it provides funding for replacing the oldest 100 RTI shelter signs, plus the provision of a further 40 solar powered signs. The former are approaching a ten year life and require increasing levels of maintenance.

7.3The new displays will benefit from the ability to provide an instant variable message facility to inform the public of delays/cancelled services when they occur. In addition an effective audible announcement facility for blind/visually impaired users will be provided. Whilst the current on street signage has this functionality this is limited at present and is difficult to update as service destinations change.

8Current and future service delivery of bus infrastructure at the roadside

8.1At present the three local authorities have individual separate bus shelter contracts. This results in a varied mix of styles and standards of maintenance. It has also created problems when fitting RTI equipment, which is supplied and maintained by a further system supplier. This creates duplication in electrical testing, inspections, and cleansing. Having separate maintenance agreements within one item of street furniture also results in potential difficulties when responding to complaints from members of the public and isolating the cause of faults when problems occur.

8.2The opportunity is therefore being undertaken to combine and retender the three existing bus shelter contracts in order to provide a commonality of street furniture across the conurbation. In addition the preferred option of the shelter supplier providing and maintaining the RTI signs within their infrastructure as part of this contract should be actively pursued. This would provide a single, turn key solution at the roadside and assist with the reduction in the ongoing revenue costs of the project, which is of fundamental importance.

9Financial Implications

9.1 The Local Authorities have receivedBetter Bus Area Funding to deliver the following key aspects of the project across the conurbation:-

  • Improving Real Time Information ( base communication system ) £915k(12/13 and 13/14)
  • Higher Quality, Safe and secure waiting

facilities ( replacement of existing RTI signs, bus shelters, etc ) £1,325k (12/13 and 13/14)

  • In bus audible announcements£259k (12/13 and 13/14)

9.2The following funding has been allocated to Poole from theLSTF and Capital Programme:-

  • Superstops including CCTV £120k (12/13,13/14 and 14/15)
  • Upgrade stops (civils) £200k (12/13,13/14 and 14/15)
  • Upgrade shelters £430k (12/13,13/14 and 14/15)

9.3 The majority of the above funding is Capital with a smaller amount of Revenue.

10 Legal Implications

10.1 The new RTI and the Bus shelter contracts are being re-tendered through the OJEU process to ensure that Best Value is obtained.

11 Risk Management

11.1The three local authorities are well placed to deliver this package of improvement measures, having a proven track record of working in partnership with public transport operators. The established South East Dorset Quality Bus Partnership is being used to deliver the improvements, with a steering group consisting of senior representatives of the Councils, Wilts & Dorset (Go South Coast Ltd) and Yellow Buses (Bournemouth Transport Ltd).

11.2 A specific Project Manager has been appointed by the partnership to oversee the programme including financial management and monitoring. The Steering Group meets six times a year to monitor progress.

11.3 The LSTF funding in particular has strict conditions from the DfT regarding spending over the three year period. The Better Bus Area Funding must be spent over a two year period. However it is considered that there is the appropriate level of project management arrangements in place to ensure the project is delivered within the agreed timescales.

12 Equalities Implications

12.1 Many elderly residents and people with disabilities rely on the bus to make essential journeys.

12.2 The needs of people with disabilities has been embedded into the specification for the project and this includes:-

  • Raised kerbs at stops to permit flat, level access onto the bus
  • DDA Seating and lighting at stops
  • Clear, easy to read Real Time Information displays
  • Visual and audible “next stop” displays on the vehicles themselves

13Conclusion

13.1This package of improvements willenhance public transport facilities across the conurbation and will greatly assist with improving the bus journey experience for all users.

Julian McLaughlin

Head of Transportation Services

Officer Contact: Nick Phillips (01202 262051)

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