2nd Local Transport Plan Progress Report

7.2 Delivery & achievements to date

7.2.1 Over the last two years we have worked to improve accessibility in a number of ways:

• improving the coverage of the bus network,
• making public transport easier for everyone to use,
• improving facilities for walkers and cyclists,
• working with partners to improve local access and improving the accessibility of new development. Progress in each of these areas is described in the following sections.

Improving Coverage of the Public Transport Network

7.2.2 We have worked to improve the coverage of the public transport network, but success in this area is difficult to measure due to the changing nature of the bus network, as services are created, withdrawn or modified by the operators. This is liable to occur anywhere on the network, although  the impact is minimised on the most densely-trafficked corridors where overall frequencies are highest. Our accessibility indicators suggest that the overall accessibility  of the network has declined slightly, due to the withdrawal of services and the fact that congestion increases journey times. On the other hand, accessibility for jobseekers has improved slightly, due to public transport improvements and the fact that fewer jobseekers are currently living in the less accessible areas. It is clear, however, that our actions have largely maintained accessibility despite the loss of commercial bus services in some areas.

7.2.3 From 2006-8, the number of service changes was generally similar to the average since 2001(800-000 p.a.). Not all these represented changes to the network owing to the administrative procedures involved  in operator changes and temporary service diversions. GMPTE works to maintain the coverage of the network as far as possible either by negotiations with operators or, as a last resort, funding services where their loss or modification would have a serious impact on accessibility. In the last two years the most significant changes have been in the west of the conurbation.  In both cases, GMPTE was able to intervene to maintain accessibility by arranging subsidised services and  demand-responsive transport

7.2.4 GMPTA’s annual budget for socially necessary transport services throughout Greater Manchester has increased by an average of 15% per annum over the last four years in order to keep pace with increased transport costs, which are largely outside the control of the Authority, and the need to maintain services (the number of kilometres operated by subsidised buses increased by 25% 1995 - 2006). Even this level of investment has not been enough to enable us to meet our accessibility target. In procuring a mix of subsidised services and demand responsive transport to fill the gaps, GMPTE employs  value for money criteria which are essential to the wise use of scarce resources, and under these circumstances it is not always possible to restore previous service levels where operators de-register routes. We are, however, intending to revise the indicator of accessibility to interchanges because it is not very useful owing to its sensitivity to the choice of interchange used, and because it cannot be broken down to District level.(see Chapter 3 - Changes to Indicators)

7.2.5 Bus operators are often unwilling to take a commercial risk to improve services or introduce new ones, because of the time it takes for patronage to build up and recoup the initial investment. The Government's 'Kickstart' initiative has provided pump-priming funding to three services in Greater Manchester, as described in the Case Study overleaf.

7.2.6 Flexible Transport (or Demand Responsive Transport) services, using small buses or private hire taxis were introduced or expanded in 4 locations, and now operate in 26 areas, delivering increasing numbers of journeys each year.  As well as filling gaps in the network, where there are no conventional services, these allow people to travel at the times they need, eg for early morning shifts or evening hospital visits. They are particularly important on the rural fringes of the conurbation, where conventional services are not viable due to the low demand. The total number of journeys in 2006 exceeded 270,000, and over 15% of the population live within the 20% of the geographical area of the conurbation that is covered by DRT services. It is not possible to make meaningful comparisons with other areas to judge relative levels of coverage because of differing circumstances and varying levels of commercial service coverage, but Greater Manchester's scale of DRT operation is clearly extensive.

7.2.7 New services added in the last two years are: Hindley and Aspull: serving Hindley, Pennington Green and Aspull, including links to Hindley station, a relocated GP surgery and Wigan town centre; Dane Bank and North Reddish: providing links to North Reddish station and shops in Reddish and Denton; and an extension of the Horwich service (linking Blackrod, Horwich, Lostock & Westhoughton) to include Daisy Hill.

7.2.8 A key feature of GMPTE’s work in this area has been the partnership with the Community Transport Association (CTA) and Community Transport operators in Greater Manchester to develop community transport.  The award winning ‘Greater Manchester Communities on the Move’ (GMCOTM) programme provided resources and training for the community transport sector to meet standards eg in driver training, vehicle maintenance, fleet management programmes and financial management. This has enabled GMPTE to use community transport operators to provide services alongside private hire taxi services and small bus operation, thereby extending the scope of flexible transport. Currently, community transport operates around 60% of the Local Link services in Greater Manchester. It also operates conventional fixed route services and Yellow School Bus contracts. Community transport provides a cost effective service, is flexible, provides transport to some of the most vulnerable communities and is responsive to their needs.

7.2.9 All Districts in Greater Manchester now have a community transport operator, with the addition of a scheme in Bury in 2007.

7.2.10 Qualitative research by MRUK , on behalf of GMPTE, in 2006 found that of those passengers surveyed 58% said that they would be unable to make the trip if it was not for community transport. Reasons for using the services were safety and security (cited by 96%), reliability (95%) and friendliness (95%) and  95% of those surveyed were very satisfied or satisfied.

Making Public Transport Easier for Everyone

Access for people with mobility problems

7.2.11 Better access for people with mobility difficulties has been achieved through improvements to infrastructure and service provision, including:

• Bus operators investing in more accessible vehicles, with the proportion rising from 48% in 2005 to 71% in 2007.
• To complement this we have improved bus stops as part of the Quality Bus Corridor programme. 79% of stops on these routes now have raised kerbs giving virtually level access to low floor buses.
• As part of the Bury-Altrincham Metrolink line upgrade, stops were improved, with the installation of tactile paving, passenger boarding points on platforms, accessibility works to ramps/handrails and platform resurfacing to improve accessibility for disabled passengers and enhance the passenger environment.
• All the local authorities provided additional accessible pedestrian crossings.
• Improvements have been made to a number of rail stations, including a high profile scheme at Salford Central, described in case study 2. Improvements at other stations are set out below.  We did not meet our target for increasing the number of accessible rail station, due to delays on individual schemes, but work is in progress to resolve this.
• GMPTE has contributed to a First Keolis Trans-Pennine Express scheme to improve passenger facilities at Stalybridge station and at Greenfield, as part of our strategy to improve access to the rail network.  The latter has been complemented by the introduction of a Sunday service giving access to tourism destinations. From May to October 2008, average loadings on the 6 daily journeys were 369 and 414 inbound and outbound respectively.
• Tameside has embarked on a programme of raising all non QBC bus stops across the SEMMMS area with over 50% now complete.

7.2.12 The following  schemes have helped people who find it hard to use public transport:

• People aged over 60 and disabled people can now travel free on local buses in England after 9.30. In Greater Manchester we have extended this free travel to include trams and trains after 9.30, and also provide travel before 9.30 at the concessionary fare on buses and at half fare on trams and trains. In addition, some disabled people can travel free on buses, trams and trains at all times. There were 512,000 over-60s in Greater Manchester in 2007, of which over 400,000 had applied for permits by Summer 2008.
• Recent work at Salford Central Station (see Case Study 2) included a major access upgrade
• Improvements were made at a number of Metrolink stops at the same time as the track upgrades in 2007.
• Work is currently underway to improve access to stations on the Airport line.
• The popular Ring and Ride service now offers a ‘Meet the Neighbours’ service in response to demand for journeys that cross the previous boundaries for each service.
• Travel vouchers, which can be used to pay for taxis or accessible transport such as Ring and Ride, now provide £120 (formerly £105) worth of travel for £30
• The GMPTE ‘Scheme of Information’ includes accessibility standards for information provision, and all published material conforms to DDA guidelines.
• Children aged 5-15 pay the concessionary fare on all buses, trams and trains.

7.2.13 In addition, GMPTE has worked closely with the voluntary sector on projects to make it easier for disabled people to use public transport.

• Providing funding and good practice guidance for travel training. This training teaches people, particularly those with learning disabilities, to be a safe pedestrian, how to plan public transport journeys and then to travel safely and independently. These initiatives, run by voluntary sector organisations, have helped more than 100 people across Greater Manchester to gain more independence. The initiative has received national recognition, wining the Accessibility category at the UK bus Awards in 2006. Since then GMPTE have been working with DfT to introduce an accreditation system for travel training schemes.
• Funding the United Response charity for a project in Trafford dealing with the harassment of people with learning disabilities on public transport. See Case Study 12
• Providing small grants to a variety of organisations eg for organising one-off trips or for publicity / training relating to community transport or  shopmobility services.
• Improving access to healthcare and social care services in Rochdale through the Department of Health’s ‘Partnerships for Older People Project (POPP)’ through partnership working between GMPTE, Rochdale Council and the voluntary sector.  A transport co-ordinator, part funded by GMPTE, has been able to broker over 3000 trips during the first year of the project through work with local community transport operators. In addition, a Volunteer Driver Scheme was established to take people to health appointments.
• GMPTE is also working with specialist transport service providers on an Integrated Social Needs Transport Project (ISNT). This pools the resources of various agencies who provide some form of door-to-door transport, such as; community transport, Ring and Ride, North West Ambulance Service (NWAS) and Local Authority fleets.  Using Trapeze and Mobisoft software GMPTE has moved to the forefront of expertise in the use and application of these booking and scheduling systems for all non-conventional public transport systems.  Although still in its infancy an ISNT project is operating in North Manchester, where community transport plays a major part.
• As part of the work to develop its Single Equality Scheme, GMPTE has piloted an Equality Impact Assessment, which will be applied to future policies, initiatives and schemes

7.2.14 GMPTE have also been active in collaborative working and sharing best practice:

• Working with Merseytravel to lead the North West Accessible Transport Strategy Group, which aims to develop seamless, cross boundary accessible transport solutions across the North West. This project is still at the scoping stage. Discussions are being held with the NWDA regarding entering into partnership on the concept, which would involve North West PTEs and LAs, and would potentially include a bid for EU funding to support development.
• Co-ordinating the Accessibility Working Group of the European Metropolitan Transport Authorities (ETMA) and contributed to a European wide research project: ‘Older People and Public Transport’. This led to involvement in the AENEAS Project, collating best practice across Europe in relation to older people.
• Working with Bolton University to create a Masters degree in Inclusive Transport
• Working with Manchester Airport and Northern Rail  to understand the implications of European Access legislation, with a view to harmonisation of standards.

Safety and Security

7.2.15 Improvements in safety and security also play an important part in accessibility, as crime and the fear of crime can deter people from using public transport at certain times of the day. It can also lead to the withdrawal of services due to operator concerns about the safety of staff or damage to vehicles. Our work in this area is detailed in 5.6 ‘Crime’.

7.2.16 54 Travel Safe Officer posts were created by the operator to carry out security, revenue protection and customer care on the Metrolink network. A further 20 staff will be be taken on in the next few months.

Information

7.2.17 The provision of information is crucial to improving accessibility. GMPTE provides bus service information across Greater Manchester, to ensure uniform standards, and recovers appropriate costs from the operators.  In the recent multi-modal tracking surveys 75% of people have said they are satisfied or very satisfied with passenger information in Greater Manchester compared with 52% in 2004.

7.2.18 Timetable information is displayed at 67% of the bus stops in Greater Manchester (8,000+ stops out of a total number of 12,000+ stops). GMPTE also distribute timetable leaflets and other printed material to over 3,000 outlets.

7.2.19 SMS (Short Messaging System) is now available at every stop in Greater Manchester and its use is increasing. There is evidence that people find this service particularly useful when they know that there will be a variation to the standard timetable such as at Christmas and Easter.

7.2.20 Groups of bus stops, which provide an opportunity to change between services have been formally recognised as interchanges. More than 200 such locations are now supplied with information to make interchange easier.

7.2.21 Over 2 million timetable leaflets were produced  in  2007/8 and we hope to be able to reduce this for environmental reasons. Promoting on-line access to information (timetable leaflets and journey planning) is an important current initiative, and the timetable information on the GMPTE website is receiving in excess of 120,000 hits each month.   

7.2.22 In 2004, GMPTE awarded a contract for the development of a Real Time Passenger Information system serving 54 bus routes. Unfortunately the project  experienced a range of challenging issues, including the contractor entering administration. Whilst the installation programme was completed during 2006, the system is unable to provide consistent, accurate information about bus arrival times. Agreement was therefore reached with the principal bus operators to disable this feature.  As an interim measure, the bus stop displays have been used, wherever possible, to provide information messages for passengers.  A review of RTPI was completed in 2008, which included a formal appraisal of all the options for the future development of the system. However, the way forward will not be decided until after there is a decision on the Transport Innovation Fund (TIF) bid, since this will influence the type of system needed.  

Ticketing

7.2.23 The cost of travel is also a key factor in enabling people to travel. In the last two years there have been developments for both elderly and young people.

7.2.24  Smartcard-type passes have been issued for the English National Concessionary travel scheme.

7.2.25 Improvements to the Scholars' pass are being made in response to changes brought about by the Education and Inspections Act. The Scholars Pass can now be used up to 9pm and can be used for more  destinations. Changes were needed to allow travel to different educational establishments or work placements during the school day and to allow them to access ‘positive activities’ after school (LEAs are now required to promote such activities). We have also extended the validity of the ‘under 16 pass’ to the end of the school year, rather than the 16th birthday.

7.2.26 We had planned to introduce the ‘Readycard’ smartcard, however the supplier was unable to deliver any part of the system and the contract was terminated. A review of future options was then carried out by an independent consultancy. The report concluded because the 'ITSO' industry standard for smartcards is very complex. GMPTE is undertaking an initial rollout of an ITSO smartcard pilot scheme in Bolton. Bolton was chosen because there were ITSO smartcards already issued by Bolton MBC as the Bolton Citizen Card (for accessing library and leisure services) and the operating system was working well. Also, buses operating from the Arriva Depot in Bolton had Electronic Ticket Machines that could be made ITSO compliant. Roll out of the card, involving 73 buses, began in Autumn 2008.

Partnership Working to Improve Local Access

7.2.27 Accessibility has always received a high priority in Greater Manchester and the measures outlined above have long been part of our mainstream activities. However the Accessibility Strategy, published in 2005, used ‘Accession’ mapping to identify specific areas where accessibility needed to be improved. The strategy focussed on improving access to employment, education and health and fresh food through partnership with other sectors. The strategy was developed in partnership with representatives from the health, education and employment sectors, which continue to be represented on the Accessibility Strategy Steering Group, along with the District Councils and GMPTE. 

7.2.28 We have forged important partnerships with a variety of partners. Passenger Transport Authorities are now named partners on Local Strategic Partnerships and GMPTE works with these either at Board level or through specific transport groups. GMPTE sits on the Board of the Greater Manchester Employer Coalition, which is helping to raise the profile of access to work issues. The Education and Inspections Act, 2006, has significant implications for transport, and a group has been set up to enable the ten Local Education Authorities to meet regularly and exchange best practice. We are monitoring the impact of increased parental choice on travel patterns. GMPTE works with most of the PCTs and Acute Trusts in the area to raise the profile of accessibility. Several of these bodies have now appointed staff to work on access issues. A Quarterly Health and Transport Forum and newsletter raises awareness of access issues and spreads good practice (see Case Study 3). Partnerships with the Highways Agency, Manchester Airport and Jobcentre Plus have also been important in delivering specific initiatives. In terms of new development, GMPTE also provides advice to the local planning authorities in order to improve acccessibility (see Case Study 18).

7.2.29 Local access to employment, healthcare and education has been improved by a range of measures and activities, many of which are described in the District Appendices. They are also summarised below to give an overall picture of the work being done to improve accessibility.

Improving Local Access to Employment

7.2.30 We have improved local access to employment in the following ways:

• Continued support for early / late / weekend bus services by Manchester Airport to their site, under the ‘Skyline’brand
• Joint working with the Highways Agency to promote sustainable travel in Trafford Park and Salford Quays
• Gaining NWDA funding to extend Metrolink to Media City
• Supporting an ERDF funded scheme to provide journey planning advice to jobseekers as well as free tickets for travel to interview and starting work. Pilot schemes were carried out in partnership with Jobcentre Plus in Wythenshawe and Newton Heath. A bid has now been submitted to continue this work.
• Identified bus access improvements to Kingsway Business Park to be implemented as the site develops
• Progressing the Oldham-Rochdale Metrolink extension , which will provide access to major employment locations for Oldham residents
• Improved access to Middlebrook by opening the Middlebrook Valley Trail cycle route and introducing pedestrian crossings to improve movement to the Parklands Employment site
• Providing journey planning advice to employees as part of the 'one stop shop' for large scale business relocations or redundancies, delivered by a partnership between the local authorities, GMPTE, Jobcentre Plus and MIDAS.

Improving Local Access to Healthcare and Fresh Food

7.2.31 We have improved local access to healthcare and fresh food by:

• Improving public transport information at hospital sites
• Providing a bus link through the grounds of Stepping Hill Hospital to Hazel Grove station and remodelling the bus pick-up at the station to tie in with Network Rail’s ‘Access for All’ improvements at the station itself
• Providing advice on accessibility to inform the re-organisation of acute hospitals in the North East Sector.
• Producing a ‘Public Transport and Health ‘ guide to advise the health sector and planning authorities on making new health facilities accessible
• Promoting sustainable travel to LIFT centres in Oldham, via bespoke leaflets
• Developing a ‘Public Transport to hospital’ website, which receives 1000 hits per month
• Wigan PCT is funding a shuttle bus moving staff and records between various hospital sites and satellite car parks
• Funding the Oldham Shopping Link bus to give elderly and disabled people access to a supermarket
• Mapping access to fresh food in Marsh Green and Ince as part of the Health Improvement Officer scheme in Wigan
• Working with the Health Trainers employed by the Ashton, Wigan and Leigh PCT to promote public transport awareness as part of the wider Community Health agenda.

Improving Local Access to Education

7.2.32 We have improved local access to education by:

• Extending the validity of the Scholars Pass to cover after school activities and travel to other locations during the school day, as required by the curriculum
• Funding a community transport bus link to the relocated Wigan and Leigh college from developer contributions (Leigh Sports Village scheme)
• Providing information and journey planning advice to 16-19 year olds, as well as improving walking and cycling links, through the Wigan Further Education Access project (set up by the Post 16-19 Transport Partnership) , which aims to improve participation and attendance.
• Reducing the cost of school travel by introducing a cheaper Weekly School Saver Ticket on specified services
• Promoting cycling to schools  via Bikeability training and provision of cycle parking
• Providing advice on accessibility to inform ‘Building Schools for the Future’ programmes. Several school proposals have been modified to include on-site provision for buses
• Increasing the number of Yellow School Buses in operation. In 2007/08 they were estimated to have replaced 265,000 car miles (7,790 per yellow bus). As well as improving non-car access to schools, these are used for  travel during the school day. This is cheaper than coach hire, which means that the schools concerned are able to fund more outings from their transport budgets (see also 6.2.4 ‘Travel Behaviour’)
• Providing school pupils and young people with information about using public transport, via the ‘Dingding’ (which has over 150 visitors per day) and ‘Goto’ websites
• Providing travel training  in Oldham (via a bid from Learning and Skills Council) for pupils and students aged 14-19 with special educational needs
• Involvement in the Wigan Further Education Access Project is aimed at improving participation and attendance for the 16-19 age group.

Improving Accessibility of New Developments

7.2.33 We have also worked closely with planning authorities and developers to improve the accessibility of new development, as shown in the Case Study above.

Cycling

7.2.34 Cycle use has shown an upturn in the last two years, after many years of slow decline. This is illustrated not only by the headline indicator (6% rise in cycle trips), but also other subsidiary indicators; flows increased by 9% on segregated routes and 4% on on-road lanes. There has been a dramatic reduction in the numbers of cyclists injured since the 1994-98 base.  Greater cycling use is vital to our strategy of improving accessibility and promoting non-car modes for shorter trips.

7.2.35 In the LTP2 period, Greater Manchester's cycle network was extended from 1018.6km in 2006 to 1142.2km in 2008. The biggest increase was in traffic-free routes (approximately half the total added) and recommended signed routes. Over the same period, the length of the National Cycle Network (NCN) in the area increased from 172.3km to 188.8km. Monitoring has indicated that the off-road routes have seen the greatest increase in use.

7.2.36 The total proportion of primary school leavers receiving cycle training increased to 30% in 2007, but there were variations between authorities. Seven out of ten Districts achieved an increase in on-road child cycle training from 2002/03 to 2006/07. Off-road training also took place in 5 Districts during 2005-07. More adult cycle training was an LTP2 policy, but so far its availability has been rather limited.

Progress with the Cycle Action Plan

7.2.37 Route improvements were made, and additional facilities provided, at specific cycle investment sites, especially as part of the Quality Bus Corridor network. These included 134 new cycle lanes totalling 24km in length, 230 new advance stop lines at signals and 12 new cycle parking facilities within District centres and at transport interchanges.  Improvements have been made to the National Cycle Network and Regional Cycle Network where routes pass through the conurbation (eg NCN6, NCN55, NCN60, NCN66 and RCN86); see also Case Study 14 ‘National Cycle Routes NCN 55 and NCN 6’. The following map illustrates network construction in the LTP2 period.

7.2.38 Work is in progress at many of the other sites identified in the Action Plan throughout the county. Some highlights include:

• secure cycle parking installed across the Manchester Airport site,
• Completion of regional route 85 between Bolton and Middlebrook was completed
• a link to a  primary school in Bury opened in May 2007,
• Resurfacing of the Middlewood Way route in Stockport,
• new cycle facilities at A6 Mill Lane junction
• cycle lanes installed on the A6017 in Tameside.
• Improvements to leisure routes in Salford , Wigan, Rochdale, and at Manchester Airport (see Case Studies 13 and 15).
• a pilot free cycle hire service started at Clifton Country Park in Salford
• a section of the Bridgewater Canal towpath in Salford improved as the first phase of its development as a walk/cycle route (see Case Study 14).

7.2.39 Case Study 13 ‘Oldham Cycle Network Masterplan’ gives an example of how local authorities are working to develop local cycle networks.

7.2.40 LTP money spent at cycle investment sites has been supplemented by many other sources, examples being Coalfield Communities, the National Lottery, S106 agreements, DfT Links to Schools, NRF, ERDF, HMRF, Sustrans and various leisure funds. Over £1M additional funding was obtained from these sources by 2007/8.

7.2.41 The recent success in securing Lottery funding for a number of Sustrans Connect2 schemes in Greater Manchester will be a boost for the network in the remaining LTP2 period, as the scale of these projects meant that they were difficult to fund from LTP resources.

7.2.42 Cycling does not operate in isolation. Links between cycling and public transport are an important part of our accessibility strategy. Cycle lockers (20 in all) and parking were provided at all Metrolink stations on the Bury and Altrincham lines, and also at Hindley rail station, coupled with signed routes to stations. GMPTE launched the Bike Locker Users’ Club (BLUC) in 2007, following a successful pilot in Stockport. The pilot was highly commended  in the ‘Most Innovative Approach to Cycle- Rail Innovation’ in the 2006 National Cycle-Rail Awards. Passengers who join BLUC are given a key to open any locker at 30 locations across the conurbation's public transport network. They are able to keep their bike safe by putting their own padlock on a locker when it is in use.

7.2.43 Marketing cycling is facilitated through an annual topslice of LTP funding. Two editions of the popular 'On Your Bike In Greater Manchester' magazine were produced. After the resolution of a legal dispute, the popular Greater Manchester cycling maps were updated and republished in June 2008. In a joint project with the NHS we included cycle promotional material in a health supplement in the Manchester Evening News in June 2008. Publicity was produced in most Districts for leisure cycle routes, in the form of leaflets and publicity on Council websites. Special events were held for awareness raising, not just in Bike Week, but throughout the year. The www.cyclegm.org website was used to publicise these, and was also kept up to date with other information. Usage statistics show it received between 4,000 and 8,000 visits / month depending on the time of year, and that route details were the most sought after information. Unfortunately the site has recently suffered from technical problems, although these are being addressed.

7.2.44 Cycling figures strongly in primary school travel plans. For example, 21 primary schools in Stockport took part during Bike Week, making 1500 extra cycle trips. BikeIT officers have had great success where they have been used, for example in Rochdale in engaging with interested groups and individuals.

7.2.45 Cycling was promoted in workplace travel plans in Manchester, Oldham, Stockport and Salford. However, more staff recruitment is needed to achieve further progress and we are trying to secure this.

7.2.46 Good practice continues to be shared across Greater Manchester. Quarterly cycling forums are held with users in all Districts, and the GM Cycle Sub-Group meets to co-ordinate countywide initiatives, share good practice, analyse performance and develop strategy.

7.2.47 Use of the COPECAT pedestrian/cycle audit procedure spread, and the GM Cycle parking standards are in use. However, both of these require updating and republicising.

7.2.48 In view of the large amount of joint work undertaken by the Greater Manchester authorities, and the need to build on the encouraging outcomes being recorded, a Greater Manchester Cycling and Walking Officer post has been created. This post has been operational since June 2008, and has enabled progress to be made on an increasing number of projects, and has also helped delivery of those projects which had slipped owing to lack of resources. It will also assist the delivery of improvements for cyclists in other areas by establishing better liaison between the work of different partners.

Walking

7.2.49 Walking is encouraged in order to improve accessibility and as an attractive alternative mode for short trips. The Action Plan in the GM Walking Strategy concentrates on:

• school trips
• other education trips;
• leisure and shopping trips;
• commuter trips; and
• trips to access public transport.

7.2.50 According to the National Travel Survey, walking trips are increasing in Greater Manchester, although a mixed picture is given by other supporting data sources.

7.2.51 The major focus for the LTP2 period is on schools trips as there is considerable potential for modal shift to walking. To facilitate this we said we would do the following:

• Create and promote travel plans for business and educational sites;
• Encourage pedestrian training in schools to encourage greater levels of walking amongst younger people;
• Implement engineering measures to increase the attractiveness of walking as a mode of transport; and,
• Establish more direct and safe routes for pedestrians, provide safe and convenient crossing points on key routes, and reduce speeds.

7.2.52 In line with Government objectives all authorities across Greater Manchester are working towards all schools having a travel plan by 2010, which enlists schools commitment to promoting a healthier lifestyle. This is complemented by Safer Routes to School Programmes being delivered year on year, across the conurbation, which underpin travel planning in schools with physical measures that make walking an attractive and safe alternative to the car.

7.2.53 These engineering measures are supported through publicity and co-ordinated events and initiatives which are a popular tool to engage and encourage children to walk to school. Such events include, Walk to School Week, Walk on Wednesdays, Green Miles, Park and Stride and walking buses.

7.2.54 Pedestrian training also forms part of the holistic approach to encouraging walking, not only in younger children but also across the age spectrum. Several authorities undertake Kerbcraft pedestrian training and others initiate their own. Manchester have used NRF and WNF funding to provide training for schools and have also obtained DfT Road Safety Partnership grant to improve safety and accessibility for older people.

7.2.55 The Education and Inspections Act 2006 put a duty on local authorities to adopt a Sustainable Modes of Travel Strategy for home to school travel which encompasses all the above initiatives together with setting out priorities for encouraging sustainable travel. Wigan, for instance, have produced and distributed Sustainable School Travel leaflets to all primary, secondary and special need schools and colleges providing information for parents and young people to make informed decisions on their mode of travel. This information is also available on an interactive map on the internet.

7.2.56 Throughout the conurbation programmes of work are developed and implemented to remove barriers to walking and improve the attractiveness of this mode by improving street lighting, installing and improving crossing points, resurfacing and removing physical obstructions.  All this forms part of the strategy to improve accessibility.

7.2.57 In addition, authorities have developed schemes to improve pedestrian accessibility to and around town centres. Case Study 15, below, is one such example, but others can be found in the District Appendices. This type of work is aimed at encouraging walking trips to leisure, shopping, health centres and employment opportunities. To further complement these improvements the production of publicity maps is being encouraged. The increase in town centre living is also considered to have increased walking levels. Pedestrian crossings have been improved to comply with national standards for disabled facilities and disabled access audits and improvements have been carried out in some town centre locations.

Public Rights of Way

7.2.58 The development of Rights of Way Improvement Plans (RoWIPs) throughout Greater Manchester has provided new opportunities for planning and monitoring work on countryside access and Public Rights of Way. Previously, this network has been an under utilised resource which offers a safer, well connected, comfortable, convenient, convivial and conspicuous walking, cycling and horse riding environment. The inclusion of the RoWIP in the LTP process has offered the opportunity for this network to be seen as part of the transport network, as well as a leisure facility. This has been grasped by districts who have included improvements to Public Rights of Way in their capital programmes where links to education, leisure, shopping, health and employment can be provided. Case Studies 14 and 16 give an example of the potential of off-road routes. In addition, Rochdale have used funding from the Stronger Safer Communities Fund to support local funding to upgrade and signpost routes on the urban fringe, with the aim of improving routes from the urban area into the countryside and Tameside has made available its PROW as an interactive website on the council's website.

7.2.59 Oldham identified missing signposts as the primary reason for their performance against the LTP10e indicator (BV178)  'Ease of use of PRoWs', and have implemented a programme to address this. Latest figures for 2008 indicate that they are now achieving levels of 65% and are back on track.

Walking in combination with other modes

7.2.60 Considerable work has taken place in partnership with the PTE to improve access to public transport. The first or last legs of a public transport journey can determine whether or not a person uses that mode. The Quality Bus Corridor projects have delivered 185 new pedestrian crossings and 470 new pedestrian phases at traffic signals to improve provision for pedestrians. Local authorities and the PTE also work in partnership to identify upgrades to street lighting on QBCs. On the rail and Metrolink networks, the Station Development Zone approach is being used by local authorities to make the walk to the station convenient and safe. This can involve improvements to footpaths and crossings, clearance of vegetation and better lighting. In some cases maps promoting walking are to be displayed at the stations showing facilities within 5 minutes walking distance. On the Metrolink network, further work has taken place to ensure that access to all stations is convenient and safe for pedestrians.

7.2.61 GMPTE has produced a series of 'Places to Go' leaflets, detailing self-guided walks to places of interest in the conurbation's towns and countryside. These have been very well received and have encouraged the use of both public transport and walking.

Rural Accessibility

7.2.62 In rural areas, the provision of public transport services is often difficult due to low demand and the high cost of subsidy. GMPTE has participated in the Rural Resource Unit project, administered by the Greater Manchester Council for Voluntary Organisations and funded by Defra, looking at the issues facing the urban-rural fringe in Greater Manchester.

7.2.63 Measures that have improved accessibility in rural areas have been described previously, but are summarised as follows:

• GMPTE provides flexible, 'demand responsive' transport in a number of rural areas as a more cost effective alternative. These are designed to provide links to key services such as education, health and employment and provide interchange with the wider network' eg at local rail stations. Some of these were originally set up with Rural Bus Challenge funding, but GMPTE has continued to fund them.
• 'Station Adoption Groups' have been set up at rural stations in Blackrod, Castleton, Littleborough and Glossop. This ensures that they are at the heart of the local community
• Improvements are also being made to countryside access and Public Rights of Way.