Final Local Transport Plan 2006/07 - 2010/11 - Achieving Desired Outcomes by Tackling Shared Priorities

This section outlines how we will seek to achieve our desired outcomes under the headings of the shared priorities agreed with Government. We do this by showing how the LTP component strategies will be used in this process, and what we intend to have achieved by the end of the LTP period.

In LTP1 our approach to demand management was to focus on measures which encouraged modal switch and improved alternatives to the private car. In the case of Quality Bus Corridors and cycle routes these also involved the reallocation of roadspace away from the car.

Over the period of LTP2, we shall continue the integrated approach commenced in GMLTP1 that provides incentives to use public transport, and discourages the use of private cars in the peak period. We shall focus on trying to ensure that congestion does not worsen as a result of our plans for economic growth; any reduction secured will be regarded as a bonus.

We are looking at various options for managing demand as part of our TIF pump-priming work to develop a 'toolkit' of demand management measures that will support sustainable economic growth. These will be coupled with development of an investment programme for public transport combined with investigation of techniques to achieve the behavioural change necessary.

Actions for Public Transport

Metrolink

The expansion of Metrolink is central to our strategy of achieving modal shift, particularly for journeys to the Regional Centre

By the end of the LTP2 period, as part of the Phase 1/2 renewal approved scheme, we shall have

introduced additional trams, to relieve overcrowding and to maximise the benefits from additional car parking currently being introduced
improved stops in terms of lighting, accessibility and new ticket machines
renewal of track to improve ride quality and reduce noise

We will continue to work closely with DfT to identify a way of procuring the full Phase 3 expansion which is central to our longer-term strategy: namely the lines to Oldham-Rochdale, Ashton-under-Lyne and Manchester Airport. In future we also aim to develop Metrolink to Stockport and, subject to availability of private funding, to Trafford Park.

Bus

Through our bus strategy we aim to provide the following during LTP2 in order to achieve modal shift and so combat congestion:

continuation of the Integrate Project which since 1998 has consistently brought all partners together to deliver service improvements.
a focus on improving service reliability, vehicle quality, and integration of services, modes and fares to develop a bus network to support the sustainable and inclusive growth of Greater Manchester. These will be delivered through partnership with bus operators (see the GMITS bus operator concordat overleaf), using mechanisms such as Corridor Partnerships and, through these, Statutory Quality Partnership schemes.
completion of the current QBC programme, involving a package of measures including bus priority and improved waiting facilities, on radial routes to the Regional Centre and in the Northern Orbital, SEMMMS and JETTS corridors
more Yellow School Buses to reduce car usage on the school run
detailed appraisal of future bus park and ride facilities and work to implement facilities where these provide value for money and complement our overall strategy
other specific measures, detailed in the Bus Strategy, including improvements to waiting facilities, ticketing (including Smartcards) and information (including the continued roll-out of RTPI)

Policy

GMITS

Bus Operator Concordat

The Greater Manchester Authorities and GMBOA recognise the role that bus services will play in the development and implementation of the Greater Manchester Integrated Transport Strategy. They have agreed this Concordat to set out the principles on which they will work together to deliver the bus network that will be required under the Strategy.

The Authorities welcome the active participation of GMBOA members in the development and implementation of the Strategy and the Strategic Corridor Partnerships.

GMBOA supports the principles of the Integrated Transport Strategy covering all transport modes, public and private, and through its members will participate in the Strategic Corridor Partnerships.

The Authorities and GMBOA recognise that to deliver the modal shift required by the Strategy will require a significant increase in the level, quality and reliability of bus services and will work in both the Corridor Partnerships and the Integration Project to deliver this to complement demand restraint measures.

GMBOA members will work with the Passenger Transport Authority, individual district councils and other key partners to agree and deliver transport and regeneration outcome based targets in individual corridors. It is anticipated that statutory quality partnerships will be developed, on a corridor basis, as an important mechanism for delivering those elements of the corridor agreements relating to bus services.

GMBOA will continue to work with GMPTE to deliver, at countywide level, the objectives set out in the County-Wide Quality Partnership Agreement including:

Improvements to information for passengers and potential passengers

Integration of ticketing

Improvements to reliability and bus journey times

Raising vehicle quality

Improvements to waiting facilities and interchange.

Rail

Our approach during LTP2 will be to enhance local facilities in line with the Greater Manchester Railplan. These measures will focus on improving information, accessibility, safety, security and car parking. We will also direct other investment to improve the station environs in accordance with the Railplan's Station Development Zone(SDZ) concept. ⁱResearch shows that the majority of a station's catchment patronage comes from within 800 to 1000 metres of the station. A fully accessible, safe and secure station with good facilities will not achieve its potential if access routes, especially close to the station, are inaccessible or dangerous. In SDZs, authorities will develop co-ordinated proposals to better link stations and the areas they serve, identifying improvements to local roads (including pedestrian crossings), walking and cycling routes, car parking, local signage, information boards and landscaping. In this way, we believe that more people will be encouraged to use local stations.

We will also work with the rail industry to increase capacity by identifying funding mechanisms which will enable delivery of:

additional rolling stock to alleviate overcrowding on services
additional platforms at existing stations (e.g. Salford Central, Salford Crescent and Manchester Airport)
new stations (e.g. Golborne).
schemes for the possible future conversion of other routes to tram-train technology.
new station car parks, and extensions to existing ones where further park and ride trips can be encouraged.

We intend to make a major input to the forthcoming review of the Northern Rail Franchise. We are aware that a number of stations in Greater Manchester are under-utilised, and we shall review their future. However, it is essential that any revisions to the rail network have clear advantages overall (eg in terms of allowing the improvement of other parts of the rail network or the local bus network) so that the number of current and future passengers benefiting exceeds those who are inconvenienced. Furthermore, we will ensure that any proposals deliver improved value for money. Any review must take into account future demand generated by new residential or commercial development, especially in relation to sub-regional and City Region strategies.

Coaches

Coaches need facilities for picking up and setting down passengers at venues so that congestion is avoided, and pedestrian movement takes place safely. In addition, safe parking areas are required.

We shall continue to implement and monitor the Coach Parking Strategy for the Regional Centre, which has been devised in partnership with coach operators and major venue operators. This will be done by a Coach Parking Liaison Group for Manchester and Salford. Coach parking / drop off will also be considered by other authorities across the conurbation as part of Sustainable Tourism initiatives which also encourage visitors to walk / cycle to attractions.

Taxis

Hackney and private hire cabs provide an alternative to the private car, and play a role in reducing congestion by providing the final ‘leg’ of a public transport journey or a ‘backup mode’ should a connection be missed.

We shall continue to fund a taxi home for travellers at some bus stations when their last bus has failed. We will support their continued presence at transport interchanges and in other convenient and safe locations.

Our ten Licensing Authorities have reviewed the number of licences they issue by undertaking surveys of unmet demand. As a result, eight authorities currently follow a policy of restricting the issue of plates. Bolton has no restrictions, and Manchester has a policy of controlled expansion. Circumstances do vary between Districts and therefore a single approach across the county may not be appropriate. The number of licences will be kept under review. In Manchester, Bolton and Wigan, the Nightbus services will continue to supplement taxis in serving the weekend night-time economy.

We are developing a Taxi Strategy to improve their integration with other modes. GMPTE will maintain their training guide for taxi drivers, particularly incorporating diversity and disability awareness, in conjunction with Local Authority licensing officers.

Integration

We shall continue to promote increased integration between transport modes, as we want our transport systems to offer a more comprehensive network and as seamless a journey as possible when being assessed against the private car alternative. In the deregulated and privately-operated public transport system, we shall work with our partners to achieve this, building on the successes we have delivered through the Integrate project.

Through our Corridor Partnerships, we aim to ensure that different public transport modes complement rather than compete with each other.
We will continue our work to improve physical integration (eg by providing car and cycle parking at interchanges, encouraging the development of feeder services), building on the work we have already done to provide information about connecting modes at interchanges.
We will work with operators to simplify tickets and fares structures across the board, whilst at the same time examining the case for specialist tickets such as City Centre Visitor Card or a “carnet” type card that could give the benefit of discounted fares to occasional users.
We will continue to develop park & ride schemes for rail stations and Metrolink stops, and will also consider bus-based schemes where these conform with our wider objectives.

Actions for Cycling

In LTP2, we aim to facilitate trips to local centres, schools and key employment locations. We aim to deliver and promote a safe cycle network in order to encourage those people who have been considering but not yet undertaking short cycle journeys, to switch from habitual use of the car.

During the next five years, we shall take the following steps to improve cycling:

Invest in better cycling facilities, targeted at busy centres, schools and major businesses, in areas most likely to attract cycle use.

Focus promotion on increasing levels of cycling at selected locations where infrastructure has been improved, to be verified by automatic cycle counters
Focus resources on areas with the greatest potential to increase cycle usage. In 2005/06, Manchester will invest £100,000 in improving conditions for cyclists on the Oxford Road/HEP corridor.
Publish a new Greater Manchester cycle map to complement a bi-annual 'On Yer Bike in Greater Manchester' magazine and a Districts' cycling website (www.cyclegm.org)
Delivery of improved school cycle training and establishing adult cycle training - the latter inline with the recommendations of a study to be commissioned
Substantially complete the National Cycle Network within Greater Manchester, as described in Figure 5.1 (N.B. changes to the route network can be expected as the project develops)
Update the Concise Pedestrian and Cycle Audit document ( COPECAT),ⁱⁱ informed by experience of its utilisation to date
Incorporate cycle facilities into authorities' Transport Asset Management Plans (TAMPs)
Share good practice, with effective dissemination around the Districts via the LTP Cycle Group, ensuring that we adopt the latest techniques and measures

Through these measures, we aim to achieve the LTP2 indicator for cycle flows across a range of monitored sites on main and unclassified roads and on off-road routes.

Actions for Walking

To increase the proportion of short trips made on foot, the Greater Manchester Walking Strategy's Action Plan targets the following types of trip:

School trips
Other education trips
Trips to both leisure and shopping destinations
Commuter trips
Trips to public transport

These are ranked in order of potential for growth with trips to schools showing the most likely area for growth. A major focus over the next Plan period will be on school trips as the car accounts for 35% of school journeys and there is a considerable potential for a modal shift to walking.

During the next five years, we shall take the following steps to improve walking:

Create and promote travel plans for business and educational sites
Encourage training such as kerbcraft in schools to encourage greater levels of walking amongst younger people
Implement engineering measures e.g. improved lighting, crossing points, surfacing, and the removal of other obstructions to walking to increase the attractiveness of walking as a mode of transport.
establish more direct and safe routes for pedestrians, provide safe and convenient crossing points on key routes , and reduce speeds

Through these measures we aim to meet the target for indicators LTP 10e and 114

LTP2 Cycle Investment Priorities

Smarter Choices

The Greater Manchester authorities will continue to build on the foundations laid during our first LTP for the next five years:

We will employ School Travel Advisers to meet the DfT Travel To School Initiative target of every school having a school travel plan in place by 2010. To date, 207 of our 1161 schools have been assisted in producing a STP.
We will continue to encourage and support employers to develop workplace travel plans where we feel that this will have the most impact on local traffic.
Where appropriate, we will encourage developers to implement residential travel plans, and are revising our Supplementary Planning Document on travel plans to reflect this.
GMPTE will continue to work on providing bespoke public transport information to support employers implementing travel plans and hospitals, through timetable provision and, where possible, personalised journey advice.
We will continue to promote car sharing, through use of our rebranded car sharing website www.carsharegm.com
We will continue to support travel awareness campaigns such as In Town Without My Car and BikeWeek.
Additionally, opportunities to implement other Smarter Choices measures will be seized upon. For example, Manchester City Council is at an advanced stage in procuring a car club, providing access to a car for city centre residents. The car club is expected to deliver modal shift and reduce congestion.

Continuing efforts will be made to secure funding and commitments for these measures through the planning system, using section 106 agreements which we trust will still be available for this purpose. We have some concerns over our ability to do this if proposals contained in the recent Government consultation document on planning gain support are implemented.

In addition to continuing the work begun in our first LTP, we also are seeking to bring about a step change in this area of work, through implementation of the Travel Behaviour Change Strategy that forms part of the GMITS.

Research conducted by Sustrans and Socialdata on our behalf shows that implementing this strategy could being about a reduction in car use of up to 15% in the four priority corridors and increase public transport patronage by 17% between 2008 and 2020. However, a work programme on this scale is unprecedented and will only be achieved through a successful Transport Innovation Fund bid.

Development Planning and Parking Policy

We are working to ensure that Regional Spatial Strategy continues the emphasis established in the Unitary Development Plans developed during the period of LTP1. These sought to steer significant traffic generating development to locations which are highly accessible by public transport, and will be incorporated in the new Local Development Frameworks which will be developed over the LTP2 period.

We shall work to ensure that a higher percentage of newly-approved developments are in locations with good public transport access and that appropriate parking standards are applied (a copy of the Greater Manchester Parking Standards can be found in the Annexe.....)The aim is to ensure these tie in with our accessibility and congestion targets.

We shall continue to ensure that short stay parkers currently receive priority in terms of pricing and provision in order to sustain the economy of our town centres. We will work to reduce long-term provision and increase its cost over LTP2, particularly where investment has been made in public transport.

Freight

Local authorities, with the assistance of the Freight Quality Partnership, will take actions on freight that will assist in a more economically prosperous Greater Manchester.

Congestion Related Activities that will be progressed;

Possible use of some bus lanes at certain times, or HGV-only lanes
Route network signing for freight
Examination of delivery restrictions
Using Decriminalised Enforcement powers to protect loading areas from illegal parking
Investing in and encouraging freight modal switch

Powered Two Wheelers (PTWs)

These vehicles are relatively economical in their use of road space. However, their accident rate is high thus conflicting with the road safety shared priority. We will continue our objective of improving their safety on the road by assessing all road markings for skid hazards, especially on bends and installing anti-skid markings where necessary and providing adequate and secure stands for their parking requirements. The Greater Manchester authorities will analyse the research that has taken place into allowing Powered Two Wheelers into bus lanes in British Cities and in Dublin. We will develop a PTW strategy to develop these themes further.

Statement

GMPTE advice on travel plans

PPG 13 recommends that Travel Plans should be submitted alongside planning applications that are likely to have significant transport implications. A Travel Plan is considered to be a useful tool to help deliver ‘sustainable transport objectives’ and the production of Travel Plans is therefore a key element of LTP strategy. Guidance produced by the AGMA Travel Co-ordinator (ref: Best Practice Model -Supplementary Planning Guidance) sets down the thresholds, based on PPG13, which should trigger the request for a Travel Plan alongside a planning application.

In responding to consultations on planning applications, GMPTE will check to see if a Travel Plan is required in accordance with the AGMA guidance and will request the submission of a Travel Plan if one has not already been submitted. GMPTE also advises on the types of measures it would like to see included in a Travel Plan such as improvements to, and promotion of public transport e.g. additional services and stops, better access to information, discounted tickets, promotional campaigns. This area of work is expanding owing to the scale of new development taking place in Greater Manchester and the potential traffic impact, which means that the 'softer' measures are becoming more essential in order to encourage the use of public transport.

GMPTE has also used Neighbourhood Renewal Funding to provide personalised travel advice for job seekers. Travel Advisers have been placed in Job Centres in Newton Heath and Wythenshawe, offering advice on routes, timetables and ticketing, with the aim of making new jobs accessible to people that were previously unaware that they could get to them. In addition to cutting car use, this has helped to address the Accessibility shared priority. GMPTE is bidding to continue this work.

Additionally, workers at Job Centres have been trained in the use of the GMPTE internet journey planner, so that they can offer similar advice to job seekers. Travel Shop Assistants also attend job fayres to offer advice to those seeking new employment.

Greater Manchester's Approach to the Traffic Management Act

Effectively managing the highway network to keep all modes of transport moving safely contributes to reducing congestion and casualties and improving accessibility and air quality. The LTP Technical Annex provides details of progress of individual authorities in Greater Manchester.

Coordination arrangements have been introduced in Greater Manchester so that the highway authorities, Passenger Transport Authority (on behalf of the public transport operators), the police (on behalf of the emergency services), freight association and utilities work together to maximise the traffic management benefit for all parties.Ten Traffic Managers have been appointed, and they meet on a sub-regional basis.

The Highways Agency, ten Greater Manchester local authorities and one neighbouring unitary authority have collectively agreed a key highway network for the sub region, which includes main roads, distributor roads with over 10,000 vehicles/day, high usage bus routes, on-street tram routes and access to local centres including hospitals and industrial estates.

Cycling and pedestrian routes to local centres have been identified and their conflicts with the priority road traffic network are being considered. Where appropriate, pedestrian crossing points of pedestrian routes to key centres are being given an increased share of the available highway capacity to create safe walking routes.

Two aspects of traffic management activity are being coordinated across the conurbation:

regular congestion or delays because of inadequate capacity, and
disruption due to events, incidents, or temporary works.

Identification of congestion hotspots in a systematic way is planned utilising the ITIS data supplied by DfT. As an interim measure bus delay data from bus operators and moving observer data on radial routes is being utilised to identify hotspots for further investigation. Actions currently being undertaken include changes to signal junction timing and targeted enforcement of parking offences. Actions planned include reviews of parking and loading arrangements on radial routes and improving pedestrian and cycling access to local centres. In the longer term, reviews of the highway capacity at hotspots identified by the ITIS data and the provision of better information to the travelling public are proposed.

Disruption has been identified by a Greater Manchester study into the causes of bus service unreliability as a minor proportion of the overall delay to bus services. Congestion, due to limited highway capacity, and the dwell time at bus stops were identified as the major delaying factors. Although the actual delay as a proportion of all journeys is minor, the impact is significant as the disruption delays are a variation to the normal or anticipated journey times.

More timely information to public transport operators and the travelling public is proposed. This requires a more rigorous approach to the coordination of highway authority, utility and developers' works on or immediately adjacent the highway. A conurbation wide roadworks on-line information project has been completed and is currently being rolled out across the sub region. Essentially the project shares road and street works information, edited by local highway authorities to identify disruption to the key highway network, with other users such as Greater Manchester Fire Service and the Passenger Transport Executive. It is proposed to make this more widely available to transport operators and the travelling public.

Consideration of the benefits of a permit system to better coordinate road and street works is currently underway and it is anticipated that a permit system which gives more attention to works affecting the key highway network would be beneficial and consistent with the Greater Manchester approach to traffic management.

Cooperation between the emergency services, led by Greater Manchester Police, and the local highway authorities on responses to incidents such as road traffic collisions is already operating well. It is proposed to improve the dissemination of information by extending the current media arrangement for strategic routes to the recently developed key highway network.

Events such as football matches, and pop concerts can have a significant disruptive effect on journeys on both public and private transport in a significant area around the venues of the event. Greater Manchester Passenger Transport Executive is coordinating the identification of events likely to affect the key highway and public transport networks and local highway authorities are coordinating the development of management plans for each event.

Whilst Greater Manchester Police have confirmed that congestion is not a national policing priority, they are fully involved in helping to prepare the management plans for events and in deploying resources to assist in managing the congestion. Event organisers have generally welcomed the proactive approach of local authorities, the Police and the Passenger Transport Executive.

Within the five year LTP2 period it is anticipated that the corridor partnership work of the Greater Manchester Integrated Transport Strategy will lead to better coordination of mass transit movements with regeneration activity, and the management of congestion and disruption on corridors will involve a wider partnership than is currently the case.

Smarter Travel options will be developed involving the coordination of real time travel information across the conurbation and the dissemination of this via on-street displays and personal messages by text and computer in addition to improvements to the quality of information on local radio, television, and in local newspapers.

Camera enforcement of parking and moving traffic offences is seen as a positive way to manage congestion hotspots across Greater Manchester. Preparations to support such initiatives are currently underway along with bids for the recently introduced bus lane enforcement powers. Liaison between local authorities, the Highways Agency and the Police are in hand to ensure that a coordinated approach to each transport corridor can be supported.

Statement

Bolton Town Centre Study

Churchgate, Bolton Town Centre

Introduction

Bolton is a key centre for one of the larger metropolitan boroughs, and lies in the north west of the conurbation. It is an important retail and employment centre, and pioneered town centre pedestrianisation in Greater Manchester. These traffic-free areas have been enhanced and extended over the years, but the popularity of the centre means that there are still issues to be addressed in order to maintain and increase its attractiveness.

Current Problems and Issues

Poor bus circulation and reliability due to congestion
Congestion on main roads into the centre, especially in the north-east quadrant
Poor interchange between bus services and rail services
Poor linkages between arrival points (bus station, rail station and car parks) and town centre attractions / facilities
Incoherent cycling and walking network
Rat-running in peak period resulting in congestion

Proposed approach

Development of a major scheme bid (identified as a regional priority for RFA) for a new bus and rail interchange, with the introduction of a bus gyratory system in the town centre and contra-flow traffic lanes, will improve modal interchange and town centre traffic circulation. Junction improvements on the highway box to improve bus flow between the QBCs and bus gyratory system will also improve traffic flow, in particular for buses. The public realm will be improved by redesigning the layout of main town centre streets, including upgraded pedestrian and cycle routes through the centre. Car parking will be rationalised and managed to improve accessibility and manage demand. Servicing arrangements for commercial properties will also be improved.

Funding Sources

A major scheme bid is included in LTP2 to develop a new interchange and improve pedestrian, cycling and bus movement within the town centre. Additional funding will support the work, including Transport Infrastructure Funding, PTA Capital Programme and Developer Contributions.

Targets and Objectives Met

Main LTP targets addressed include LTP1 accessibility, LTP2,6 and 12a traffic flows and modal split, LTP3 and 11 cycling and walking, and LTP8 and 9 air quality and climate change.

Statement

Routes to Ashton-under-Lyne

Introduction

Ashton-under-Lyne is a key centre in the east of the conurbation. It is an important retail focus, and there are plans for a major extension to its Arcades shopping centre. Areas to the west of the town centre have been the subject of an extensive regeneration exercise, and close by is the A635 intersection with the M60 Manchester Outer Ring Road , which has significantly increased the accessibility of Ashton and also been instrumental in the development of a large strategic site at Ashton Moss, adjacent to the town centre.

Routes to Ashton - under - Lyne include A6017 Ashton-Denton, A670 Ashton-Mossley, A627 Ashton-Dukinfield, A635 Ashton -Stalybridge and A635 Ashton-Audenshaw.

Current Problems and Issues

Severe and increasing congestion is being experienced on the routes into and out of Ashton town centre, in particular to Manchester,Mossley, Denton, Hyde and Stalybridge.
Poor accessibility by cycle is currently being experienced along these routes from Ashton town centre to the other local centres within Tameside, such as Denton and Hyde, as well as poor accessibility by cycle to Ashton town centre from the nearby residential areas.
There is also poor pedestrian access to the public transport interchanges, particularly railway stations, from the surrounding residential areas which is currently inhibiting the role public transport can play by encouraging modal shift and reducing congestion.

Proposed approach

In order to resolve these problems and issues the following schemes will be pursued in the LTP2 period:

provision of on road cycle facilities between Ashton and Denton. The cycle flow between Ashton and Denton is currently the highest in Tameside, but on-road cycle facilities are presently only provided on A6017 Guide Lane between Guide Bridge and Audenshaw. Additional on-road cycle facilities are currently being provided along A6017 Stockport Road between Ashton and Guide Bridge. It is proposed to complete the on-road cycle facilities on the remainder of the route between Ashton and Denton in 2006/07. This scheme will help to reduce the high numbers of short trips which are currently undertaken by car and to improve the poor accessibility by cycle into Ashton.
upgraded pedestrian routes to interchanges, particularly rail stations. Many of the pedestrian routes which provide access from the surrounding residential areas to the public transport interchanges, especially the rail stations, are currently poorly used for this purpose. It is proposed to undertake a programme of improvements, including direction signing, lighting, and footways, in order to facilitate such use.
provision of real-time public transport information for the A635 Manchester-Ashton-Stalybridge. QBC.
linking Ashton and Denton SCOOT systems. Ashton town centre has an extensive SCOOT system which is currently being extended to incorporate the Ashton Northern Bypass Stage 1, and A635 Manchester Road between Ashton and Audenshaw, including the junctions accessing the M60. A SCOOT system is currently being provided along A57 Manchester Road and A6017 Ashton Road in Denton. This proposal will link these two separate SCOOT systems along the A6017 between Ashton and Denton thereby reducing congestion and journey times on this important route.
extension of SCOOT along the A670 from Ashton town centre to Fountain Street, and from A627 Ashton town centre to Chapel St., Dukinfield. These two proposals will extend the existing Ashton SCOOT system along two of the main routes from Ashton, thereby helping to reduce congestion and improve journey times on these important routes to Mossley and Hyde. These two routes also form parts of the Rochdale - Oldham - Ashton - Hyde QBC and the Manchester - Ashton - Stalybridge QBC and the extension of the SCOOT system will additionally help buses.
completion of Manchester-Ashton-Stalybridge QBC, including provision of traffic signals at A670 Mossley Rd / Beaufort Rd junction. This QBC forms one of the main east-west public transport corridors crossing Tameside, linking Manchester, Ashton and Stalybridge. Proposals on this QBC include schemes that will reduce delays to buses, including both bus lanes and priority at signals, in order to encourage modal shift. Proposals for the introduction of bus lanes on B6390 Audenshaw Road, Audenshaw are currently being developed and proposals for bus lanes and traffic signal improvements on A635 Stamford Street between Ashton and Stalybridge are under investigation. The A670 Mossley Rd / Beaufort Rd junction is a group of complex priority junctions which delay buses on this QBC. The provision of traffic signals and SCOOT at this junction will assist in alleviating these problems.
investigation into, and subsequent improvement of, off-road cycle routes along the Peak Forest Canal to Hyde, and along the disused railway to Oldham. These proposals will form a major north - south off-road cycle route across Tameside, linking Oldham with Ashton and Hyde. The investigation and subsequent improvements will be undertaken in conjunction with Sustrans.
improvements to cycle routes and signing to Ashton from the residential areas to the south, south-west and east. These proposals will form a safe network of cycle routes into Ashton town centre from the adjacent residential areas in order to reduce the high numbers of short trips which are currently undertaken by car, and to improve the poor accessibility by cycle into Ashton.
secure cycle parking in the town centre. Cycle parking facilities have already been provided at a number of locations across Ashton town centre. It is proposed to provide additional secure cycle parking facilities at locations across the town centre to encourage more trips to the town centre to be made by cycle.

Funding Sources

Funding will come primarily from the LTP Integrated Transport Block. There is potential for joint working with GMPTE on public transport schemes, and GM UTC regarding SCOOT. Some developer contributions may be forthcoming.

Targets and Objectives Met

The schemes will directly and significantly contribute to BV102, LTP1, LTP3, LTP6, LTP9, LTP11 and LTP12b.

Statement

Shawclough Primary School, Rochdale

Bike to School Day, Shawclough

Walking to Shawclough Primary School

Introduction

Shawclough Primary School is located some 2kms north west of Rochdale Town Centre. It has nearly 450 pupils, and part of its catchment covers an area of above-average car ownership.

Problems and Issues

The car-borne school run causes significant localised congestion, and reduces the amount of physical activity undertaken by children.

There are a number of problems with the pedestrian and cycle network, including a lack of continuity of off-road and urban links, and constraints imposed by the hill and valley terrain on which ribbon development took place as the town grew. Justification for further provision of off-road links is hampered by the low numbers of existing cyclists.

Further issues compounding the problem include lack of or poor facilities for walking and cycling, indiscriminate parking by parents leading to complaints from local residents, frustration of a latent desire of the pupils to use their bikes and the natural concerns from parents regarding safety issues.

Proposed approach

Techniques addressing the whole of the school journey have been used in the Shawclough scheme, involving implementation of improvements to infrastructure particularly links to off road routes, an education process with schools and pupils, and then follow up works to widen the sphere of influence of the initiative. Along with other schools, they took advantage of a cycle parking grant to create 36 cycle parking bays. Working with Sustrans, the school became a 'Bike It' pilot school -which involved cycle training incorporating promotional cycle rides, cycle maintenance classes, and a Bike on Wednesday incentive scheme. Physical works included a widened surfaced track linking into a disused railway route being developed as NCN 92. This improved both the cycling and walking route from adjacent estates to the school and to the wider network. This is part of our network initiative for the area which has been branded as BikeEDlinks.

The intention now is to build on this work by introducing further improvements. The school travel plan will be formalised this year. Further work to sign the network is ongoing, and an old pelican crossing on Whitworth Road will be upgraded to a toucan. Follow up work from the sustainability team, including the travel coordinator, remains an essential ingredient to ensure that the long term improvements continue, using the foundations described above.

Funding Sources

Infrastructure: Sustrans £17k, LTP £22k

Council revenue funding for Walking to School training

NRF, Fairshares Lottery fund and Sustrans £5.5k, for cyclist training courses and Bike It staff time on promotion, bike maintenance classes, ride leading, surveys & curriculum links.

A crucial factor in this process has been the funding of travel planning by schools, LTP and the Council.

Targets and Objectives Met

Up to 45 children (10% of pupils) now cycle to school on Wednesdays and approximately 10 - 15 on other days of the week. This contributes in particular to the achievements of targets LTP3 Cycling, LTP4 Mode of Travel to School, and LTP11 Walking.

Following this work with Sustrans, and their recognition that the authority is delivering, it has been possible to gain additional capital funding (£100k for the NCN 92 route). This will extend NCN 92, through the addition of toucan crossings across two classified A roads, linking in with the second phase pathfinder Wardleworth Homezone and an upgrading of the river valley route for a further 3km. This puts the formal link between the Whitworth /Rochdale Route NCN 92, the Littleborough Rochdale Route NCN 80 and the Calderdale, Rochdale, Oldham, Manchester NCN 66 on a practical footing. A further boost to the network will come with the jointly funded LTP and ERDF scheme to improve this route in the area of the Kingsway business park over the next 2 years. This work will benefit six other schools, although constraints on available revenue funding may reduce the potential for such a comprehensive approach, which could limit the effectiveness of the programme.

Statement

The Greater Manchester Motorway Network

M60 motorway

Introduction

The Highways Agency is responsible for the management, operation, maintenance and improvement of the motorway and trunk road network. These are roads that are of national importance.

In Greater Manchester this network comprises the M60 Manchester Outer Ring Road, the M62 Trans-Pennine Motorway and motorways which link Greater Manchester to the national network - M56 , M61, M66, M67, and M602. In addition, part of the M6 national route passes through Greater Manchester in the Wigan area. . The network also includes a Principal Road Motorway - A627(M)- and some all-purpose roads - A57(T), A628(T) and A663(T).

Current Problems and Issues

Congestion causing journey times to be unreliable. An estimated 35% of delays on the network are due to incidents such as road traffic accidents and roadworks.
Road safety problems
Environmental issues such as poor air quality around the motorway network
Need for maintenance of carriageways and structures

Proposed approach

Works to widen the M60 between Junctions 5 and 8 are due to finish in Spring 2006
Progress the by-pass of the villages of Mottram, Hollingworth and Tintwistle:it is anticipated that a Public Inquiry will be needed and will be held during Autumn 2006. If it is decided that the scheme should proceed, and necessary funds continue to be available, the earliest date the new road could open is Autumn 2009.
Improve the planning and management of roadworks
Highways Agency Traffic Officers have recently taken over responsibility from the police for patrolling the motorway network in Greater Manchester and dealing with incidents
Trial of a system to manage the flow of vehicles joining at motorway junctions. The system, also known as “ramp metering”, uses traffic signals located on a motorway slip road to control the amount of traffic joining the motorway during periods of congestion on the motorway. The sites are M62 J19 and M60 J2.
A study is to be carried out looking at issues on the M62 and M60 and along the A663(T) Broadway, Oldham.
A study into air quality issues on the M60 motorway is also to be carried out.
Performance of the network will be kept under review and both large and small scale works will be carried out where needed to tackle safety problems, deal with environmental issues, make journeys more reliable, and ensure that roads and structures are well maintained.

Funding Sources

Highways Agency funding

Targets and Objectives Met

These schemes will directly affect BV99 road safety, and an indirect effect on LTP2 traffic flows, LTP7 congestion, LTP8 and 9 air quality

Policy

Congestion Measures Summary

Summary of measures Greater Manchester local authority's and the GMPTE will adopt over the next 5 years to reduce congestion:

Completing the Phase 1 and 2 Metrolink upgrade
Establishing with Governemnt a way of delivering all the Metrolink Phase 3 lines
Completing the Quality Bus Corridor Network
Implementing Statutory Quality Partnerships for all completed QBC schemes
Identifying further improvements to QBCs, including any additional routes
Developing schemes for off-road busways, complementing rail and Metrolink
Working with operators to establish express services on suitable corridors where this would complement the rail and Metrolink networks
Working with operators to improve reliability including a cashless fares system
Simplifying fares and introducing through ticketing
Improving school transport, including the use of Yellow School Buses, to help tackle the 'school run'
Assessing the potential of bus-based park and ride and implementing value for money proposals
Enhancing local rail facilities, including rail based park and ride and increasing peak period capacity
Promoting the development of school and workplace travel plans
Implementing a coach parking strategy for the Regional Centre
Keeping the number of taxi licences under review and further improving integration with public transport
Providing parking for powered two-wheelers and implementing measures to improve their safety
Increasing the price and reducing the provision, in the longer term, of long stay parking in town centres
Using planning policies to reduce the need to travel and ensure that new development is accessible by public transport
Work with public transport operators to improve integration between modes
Completing the Transport Innovation Fund bid to fund the additional transport infrastructure and demand management measures necessary to tackle congestion.
Continued development of Traffic Managementmeasures designed to improve the efficiency of the network.

These measures will help us to achieve LTP2 targets BV102a-c ,104, LTP 2, 6a, 6b, 7 and 12a-c

Action taken to improve accessibility ensures that all residents of Greater Manchester – particularly those without access to a car or with mobility problems – can access those facilities which affect their life chances. Better accessibility also leads to a stronger economy, better access to lifelong learning, a healthier lifestyle and a more inclusive society. Despite increasing trends towards working at home and accessing information and services electronically, transport remains a key factor in influencing accessibility.

For the purposes of the LTP programmes, the term ‘ accessibility’ covers both:

The degree to which employment and amenities such as healthcare, education and shops can be accessed by the whole of the community, particularly those who are disadvantaged.
The physical accessibility of public transport services and infrastructure for people with mobility problems.

Measures to improve access in the first, wider sense of the word, are an important part of our Bus Strategy, and are specifically addressed by our Accessibility Strategy

The Accessibility Strategy and its implementation during the LTP2 period.

In line with Guidance on Accessibility Planning, we have established Local Accessibility Partnerships and we shall be undertaking detailed local area studies throughout the LTP2 period. The studies will identify options under a value for money approach for the five-year programme. Measures identified through these studies will then be implemented by the various partners. A number of pilot studies were begun in 2005/06 to improve our understanding of the issues involved in accessibility planning, and we will be implementing measures arising from these. In order to ensure that a range of accessibility issues is tacked in all parts of Greater Manchester, we have developed a programme that involves action relating to each of the four sectors ( employment, education, health and food), and the four LTP segments (NW,NE,SE,SW) across the county.

A 5-year Action Plan has been prepared, which will be reviewed annually with partners to ensure its continued relevance. The Plan includes actions for implementation and studies to analyse access issues in more depth and propose cost effective solutions.

Where bus operators cannot commercially meet needs arising from these studies, we will use subsidy to provide a network of local services (including schools services) within walking distance of as many people as possible, linking to local centres or interchanges and to specific local facilities such as education, healthcare and employment. These local services will include both conventional buses and demand responsive services, including shared taxis, and will in some instances be operated by Community transport organisations.

Taxis also contribute to the accessibility shared priority by reducing social exclusion for older people and people with mobility difficulties, and we want to ensure that taxi and PHV operators participate in the current GMPTE-funded Travel Voucher Scheme. GMPTE has commissioned research into the use of Travel Vouchers, aimed at improving the service to disabled people who cannot use public transport. Taxis will continue to be used to provide Demand Responsive Transport services in areas of low demand. We will encourage a higher proportion of taxis across Greater Manchester being made fully accessible to wheelchair users.

While better transport is one means of improving access, others may be more relevant depending on situation and timeframe. Examples of alternative mechanisms include:

Better location of facilities
Changes in the method of service delivery: e.g. changes in appointment systems or mobile delivery of services.
Improved awareness among users of their options for access: for instance, clearer and more accessible public transport information.

GREATER MANCHESTER’S ACCESSIBILITY STRATEGY – KEY POINTS

Policy

Analysis suggests poor accessibility to Further Education in the rural areas on the eastern and northern fringes of Greater Manchester.

A specific study on access to FE and HE in Oldham and Rochdale will examine this in Year 1

The effects of local school re-organisation and the Schools White Paper are currently uncertain and are likely to be complex. Further work will be required to understand these issues.

To be addressed by the Education Strategic Accessibility Partnership.

There is a major opportunity to improve access through cycling, particularly to secondary schools and FE/HE.

A pilot study will examine this in Oldham in Year 1.

There are significant issues about integration between operators and modes – for instance, cross-city journeys to access the Universities south of Manchester City Centre.

This will be addressed in the Integrated Travel cards study identified in Year 1

There are both significant concentrations of job opportunities and job seekers within Greater Manchester. Where these overlap – for instance, Wythenshawe/Airport and central Manchester - better information and local re-organisation of bus routes may be required.

Will be addressed by the Manchester Airport Ground Transport Strategy, the Trafford Park / Salford Quays Access Study, the Skills Match Study and the Review of Information (all Year 1). Further studies have been identified for later years.

In some cases (Central Oldham and Rochdale), there is significant unemployment that is remote from job opportunities. Much better public transport access is needed, particularly into the regional centre.

Studies to examine access to Rochdale Business Park and access to employment from Oldham are included in Year 2.

Cross boundary collaboration is needed to examine how access to jobs outside the county be improved.

Will be addressed in a review of cross-boundary employment access issues relating to Liverpool, Omega (Warrington), Royal Ordnance (Leyland), Haydock Industrial Estate (St Helens) in Year 1.

Further work needs to be carried out to define access to fresh food, map sources of fresh food and identify local “food deserts”.

A study will examine these issues in Year 1. In Year 2, partnerships will be developed to implement actions to improve fresh food in selected “food deserts”.

There will be a need to work with PCTs to ensure good access to GP facilities, ideally by new centres being situated close to frequent bus routes.

A study to examine access to community healthcare facilities will examine this in Year 2.

Hospital access is poor in certain parts of the county - for instance, the rural fringe of Oldham, outer East Manchester, a significant area east of Stockport and south of Ashton-under-Lyne, and parts of Bolton Bury and Wigan.

Actions from the Stepping Hill Pilot, work on the North East Sector Health Service reconfiguration and the Royal Oldham Hospital Accessibility Study (all Year 1) and further studies in subsequent years will address these issues.

Physical access to transport, and special needs transport

In order to improve physical access, we shall continue with the programmes introduced in LTP1 by investing in, for instance, ramps, tactiles, dropped kerbs, automatic doors and low-floor buses. Travel plans and other ‘ smarter choices’ techniques will be used to increase awareness of improvements in physical accessibility and to promote the more sustainable modes of travel, with a particular emphasis on short trips.

Following completion of our Integrated Social Needs Transport Best Value review we shall take further steps to integrate local authority education and social transport services alongside the Greater Manchester Ambulance Service, and Ring and Ride as well as over 15 Community Transport and other not-for-profit organisations . . This work follows completion of a Best Value review into integrated social needs transport provision.

Statement

Trafford Park Access Study

Trafford Centre

Introduction

Trafford Park and Salford Quays are located to the west of the Regional Centre, the latter being only 3.5km from the Centre. Historically, this was a huge employment area, with Trafford Park laying claim to be the first industrial estate in the country, and it was based on manufacturing industry and port activities. It followed the fortunes of these two sectors into decline, but even at its lowest point, it remained a major generator and attractor of journeys. Over recent years, Trafford MBC and Salford City Council have played a major role in the regeneration of the area, and as a result it has developed vibrant new economic activities based around retail, logistics, commercial and leisure developments

Current Problems and Issues

Public transport has not reflected these changes in regeneration and economic development. The main problem perceived is that a lack of bus services causes problems of accessibility, which leads to difficulties in the recruitment, and retention of staff, particularly for shift and evening work.

Access to Trafford Park will be improved by the proposed Metrolink extension, but there are significant areas of deprivation which will not be served, and for which other solutions need to be found.

Proposed approach

A study has been commissioned jointly by GMPTE, Trafford MBC and Salford City Council to examine accessibility to employment opportunities in Trafford Park and Salford Quays.

The objectives of the study are:

to quantify the issues of employee recruitment and retention amongst businesses in the park and the Quays
to identify how much poor transport provision, poor awareness of transport options, poor working conditions and poor awareness of job opportunities contribute to the recruitment and retention issue
to identify where a lack of public transport provision is creating a barrier to people being able to access employment, retail and leisure opportunities,
to quantify and geographically locate these access issues,
to identify and evaluate a range of potential solutions (both transport and non-transport) in terms of costs, benefits, practicality and deliverability
to identify potential sources of funding for accessibility solutions
to determine a detailed action plan for addressing access to Salford Quays and Trafford Park with a timetable for implementation
to identify other measures which could contribute to the successful implementation of a transport strategy for the area.

Approach taken

A steering group has been formed between GMPTA/E, Trafford Council, Salford City Council and Greater Manchester Chamber of Commerce to oversee the study, which is being undertaken by MVA Consultancy. The study is scheduled to report in late spring 2006.

Funding Sources

The initial study will be funded jointly by Trafford, Salford and GMPTE, using LTP mainstream funding. Future funding sources will depend on the outcome of the study.

Targets and Objectives Met

To establish a successful bus service(s) which are workable, and well supported by businesses.
To reduce unemployment around the periphery and in Trafford Park
To make Trafford Park and surrounding areas more accessible to employment.

This will contribute in particular to LTP2 targets BV102 bus patronage, BV104 bus satisfaction, LTP1 accessibility, and LTP2 area wide traffic

Statement

Upgrading signalised crossings: Tameside MBC

New pedestrian crossing, Tameside

Current Problems and Issues

Poor accessibility for both mobility and visually impaired people on the pedestrian routes to district and local centres, especially when using older signalised crossing installations which no longer meet the latest design standards.

Proposed approach

Systematic programme for the replacement of older crossings in order to provide signalised facilities which meet the latest BVPI 165 standards, which include dropped kerbs, tactile paving and audible and tactile signals as appropriate, in accordance with the latest design guidance. This will also be done for older crossings where other types of scheme which involve the upgrading of signal facilities, for example Quality Bus Corridor schemes, are taking place.

Funding Sources

£60k per year from the LTP Integrated Transport Block, supplemented by developer contributions where possible.

Targets and Objectives Met

This measure is reflected directly in indicator LTP10d, and is also expected to contribute to an increase in walking modal share to key centres LTP12b. This measure will help to meet BV165 targets. It is proposed that the BV165 target will increase from 87% in 2006/07 to 95.5% in 2010/11.

Policy

Accessibility Measures Summary

We intend to continue to use a toolkit of measures to improve accessibility across Greater Manchester, particularly for those who are dependent on public transport services for their mobility. To inform these solutions we have utilised the new Accession mapping software and intend to undertake further studies to identify the most effective measures in areas of identified need. Our strategy includes the following elements-:

New public transport services to be delivered to improve connections in those areas where growth is expected, both in economic (employment) terms and at specific sites where for example, new housing and or education and health facilities will be built.
Ensure access considerations, are given due weight in development control decisions particularly those which involve proposals which will create significant travel demand.
Performance standards for network coverage as a whole and individual corridors will be agreed, and opportunities identified to pump-prime new services.
Improvements to the capacity and reliability of public transport, better walking and cycling links to the public transport network, therefore providing safe and efficient alternatives for those without access to a car.
A review of the criteria for supporting bus services, to ensure that subsidy is being used to best effect in relation to accessibility needs.
Travel planning initiatives to raise awareness of public transport options , improve travel information, and publicise the benefits on offer to both the environment and the individual of adopting “smarter” travel choices.
A range of initiatives to improve cross boundary accessibility in the more peripheral areas of the conurbation.
Our Concessionary Fares scheme will continue to offer a more generous range of concessions than that required by statute. The scheme is engineered to help reduce social exclusion amongst the over 60s and the disabled.
Following our Best Value Review, a range of actions to better integrate social needs transport provision are underway. This work is intended to deliver greater coordination between different service providers including cooperation between Ring and Ride and other social needs transport operators designed to improve overall efficiency.
We will continue to subsidise bus services to meet identified social needs not met by the commercial network and provide demand responsive transport in areas where conventional services cannot be provided economically.

Access for people with mobility problems will be improved through:

the design of new infrastructure,
provision of dropped kerb crossings,
provision of raised kerbs at bus stops,
physical access improvements at railway stations
provision of new vehicles for the Ring and Ride service
joint working with operators to increase further the number of low floor buses.
schemes to improve access for disabled people on walking journeys, such as at traffic signals and on footways

These measures will help us to achieve the targets LTP 1a and 1b regarding accessibility

Our desired outcome is to reduce deaths and injuries, and to ensure that people feel safe on their journey. The road safety strategy has been developed in partnership with the Highways Agency and follows National Guidance.

In terms of options considered it is not an option to do nothing, therefore, we shall continue to analyse data and focus on locations where we can get the greatest returns. We will also continue to implement tried and trusted techniques which are proven to have a significant impact on safety and security.

We shall continue to identify and prioritise local safety schemes not only with the aim of maximising accident and casualty reduction in general but also with the more vulnerable road user in mind. This will encourage greater cycling and pedestrian activity, particularly for shorter distance trips, in line with the main thrust of the LTP. ‘ Safer Routes to School’ projects, including road safety education, training and publicity initiatives are continuing to be developed by Greater Manchester authorities. Our intention to install high quality cycle infrastructure will help to maintain the safety of users.

The Walking strategy seeks to support the reduction in road traffic accidents in terms of pedestrian casualties by promoting the use of Kerbcraft and other road safety education among younger children. The improvement in pedestrian areas and increase in the number of crossing points for pedestrians both controlled and non controlled as appropriate should also help to improve the casualty rates on Greater Manchester’s streets.

Our Bus Strategy identifies safety as a key concern for people who are considering using public transport. We therefore aim to tackle safety at all stages of the journey: through improving the quality of pedestrian routes (including lighting and provision of crossings), and passenger-friendly design of bus stations, CCTV coverage of stops and stations and real time information (which provides reassurance to passengers about their service). The Quality Bus Corridors include improvements to the pedestrian environment, particularly in local centres along the routes. GMPTE has developed a safety and security strategy focusing on anti-social behaviour, criminal damage and perceptions of safety and is working in partnership with operators, local authorities and Police, eg through Crime and Disorder partnerships. A number of initiatives are in place such as Night buses in Manchester, Wigan and Bolton (which disperse revelers quickly) a mobile policing unit and increased staffing at bus stations. We will also continue to focus on the high levels of anti-social behaviour associated with school buses by introducing measures such as CCTV and codes of behaviour and by introducing more Yellow School Buses, which have proved highly successful in tackling anti-social behaviour.

Statement

Casualty reduction on Leigh Road, Leigh

Introduction

Leigh is situated in the west of the conurbation, and although not a key centre, it is the next largest centre in Wigan Metropolitan Borough outside Wigan itself. It is an important retail destination, and there is also considerable other employment around the edge of the town's core. Although the centre is by-passed by the A579 Atherleigh Way, there is still much access traffic which has to co-exist safely with pedestrian movements

Current Problems and Issues

This road is part of the A572 and B5215 and forms part of the main retail area of Leigh. It is a single carriageway and has high levels of pedestrian activity both along it and crossing it. In the three year period 1^st Dec 2003 to 30^th Nov 2005 there were 57 reported injury accidents, resulting in 84 casualties. Of these casualties 4 were KSI and 15 were pedestrians, 8 of whom were children.

Proposed approach

As these accidents are distributed along a route of approximately 1.5km the problem will be investigated as a route action. This is a well used and researched approach to investigating accidents of this nature. Measures such as speed management, pedestrian improvements and general traffic management measures will be implemented. Given that the road penetrates the heart of Leigh a more pedestrian friendly environment will be created, where vehicular traffic is less intrusive. .

Funding Sources

This scheme will be implemented in 2007/08. The possibility of supplementing LTP Integrated Transport Block funds with regeneration resources will be explored.

Targets and Objectives Met

This scheme will in particular help us achieve our BV99 road safety target.

Statement

Casualty reduction in residential areas:

The Adswood & Bridgehall Community Transport Project, Stockport

Adswood / Bridgehall Home Zone

Introduction

Adswood and Bridgehall are adjoining areas of Stockport Metropolitan Borough which suffer from high levels of socio-economic deprivation. Situated relatively close to the town centre, the areas have received SRB funding which ended March 2006, and improvement work for residents and visitors has taken place over a number of years. This work will continue throughout the LTP2 period.

Current Problems and Issues

Many children of primary school age walked to school unaccompanied by adults, and then also played in the same streets in which they lived. Headteachers and parents had safety concerns particularly because of speedy traffic and an unattractive street environment, which also discouraged children from cycling to school.

Proposed approach

This will continue the emphasis of a three year, £500 000 scheme which was funded during 2002/03 – 2004/05. Residents participated in the development of a new Home Zone, road safety schemes and user training, and improvements to walking and cycling routes including safer routes to schools.

After the initial pilot Home Zone, Oban Crescent Adswood and six further roads on the Adswood Estate, were redesigned to include Home Zone style elements within the new layout, as this was seen as the primary solution to

reducing speeding,
tackling rat running through the area,
reducing the use of vehicles for criminal activities,
improving the physical environment of the area, and
overall, encouraging people to cycle and walk more within the regeneration area by feeling more confident using the road space.

Funding Sources

LTP monies and DTER Challenge Funds.

Targets and Objectives Met

Overall results have benefited road and community safety, accessibility particularly to local facilities and services, and also quality of life with 77% of people being satisfied with living in the area in September 2005 compared with 31% in 2001.

This approach provides a model for local schemes during the second LTP.

Statement

Woodhey High School, Bury

Introduction

Woodhey High School is a highly-regarded 1000-pupil comprehensive school situated close to the northern boundary of Greater Manchester, between Ramsbottom and Holcombe Brook. It is close to a main route, the A676, linking the two communities and also connecting with routes leading to the key centre of Bury.

Problems and Issues

A majority (56%) of students currently walk to the school. Consequently, car use to the school is relatively low, as is bus use. However, there are still problems around the school at peak times, including:

Lack of safe means for pedestrians to negotiate the complex junction on Bolton Road West / Longsight Road known locally as Fourways Junction. Cycle safe markings are also needed here.
Bolton Road West is a very busy two lane road with narrow footpaths, made dangerous by the exit of pupils, parents cars and school buses entering it at the junction of Esk Bank Road at the end of the school day.
Lack of suitable parking and drop-off zones, outside and within the school grounds. In particular the turning circle within the school grounds is very congested at peak periods, leading to a number of safety issues in the vicinity for motorists as well as pedestrians.
Limited cycle storage and the security issues associated with this.
Lack of awareness on the part of both students and some parents in respect of the limited access and severe congestion.
Limited car parking space for staff.

Proposed approach

As a result of these concerns, Bury MBC has helped the school to develop a School Travel Plan to raise awareness of both students and parents, especially car drivers, about the issues identified above. Measures from this Plan will be implemented over the LTP2 period. Safety of cyclists and pedestrians will be improved by engineering measures at Fourways junction and Bolton Road West. Links will be made to the National Cycle Route 6 which passes near the site. Pupils and vehicles will be better segregated at the turning circle, and secure cycle storage will be provided. In addition, efforts are being made to promote behavioural change through information and promotion, including the use of a new school travel noticeboard for pupils and parents. It is hoped that these measures will encourage more pupils choose to travel by these modes as a result. This approach meets the aims of a number of different Council strategies including those concerning transport, education and young people, health, safety and land-use planning.

Funding Sources

The school will receive a grant from the DfT and DfES of approximately £10,000 to be spent on Travel Plan initiatives. The School has recently been awarded Specialist Science College Status by DfES and has been awarded targeted Capital Funding of £6 million, together with a further £1.5 million from School Modernisation Grant, allocated in 2006/07 – 2008/09, to meet the cost of refurbishment, adaptation and extension. The Council has allocated approximately £120k per annum from LTP funds for walking and cycling. Some of this funding will be used to provide schemes as part of other local initiatives.

Targets and Objectives Met

The school has set itself a target of reducing the number of pupils travelling to school by car by 5% per year, with a corresponding increase in pupils walking or cycling. However, a re-drawing of the school’s catchment area could have an effect on this target.

The schools annual review will take on a greater significance in the future as the premises are currently being refurbished and expanded. The Senior Management Team will review the School Travel Plan in the light of new information and will continue to monitor it on an annual basis to ensure the travel patterns from the annual influx of new children is taken into account. A ‘Hands Up’ survey has been undertaken and will be carried out on an annual basis as part of the ongoing LTP monitoring process.

These works will contribute in particular to the achievement of Local Transport Plan targets LTP3 cycling, LTP4 mode of travel to school and LTP11 walking.

Statement

Secure Cycle Parking Programme, Salford City Council

Secure cycle parking and shelter, Irlam & Cadishead School, Salford

Introduction

Salford City Council is a major metropolitan borough in the west of Greater Manchester. Its eastern boundary is within the Regional Centre, and it has a complex pattern of circumferential and radial movements, some of which are of appropriate length for cycle use. It has an ambitious programme of installing secure cycle parking facilities at secondary schools, local centres and civic amenities.

Current Problems and Issues

Lack of secure facilities was a major factor in limiting the accessibility by bike to these key destinations. Provision of parking facilities at local centres encourages short trips to aid regeneration, and secure facilities at school gives pupils the confidence to travel by bike and reduce high car use.

Proposed approach

Safe, secure and prominent cycle parking facilities will be provided at schools, local centres and civic amenities. Cycle parking was identified in the North West Regional Cycle Benchmarking Project as being a low-cost / high impact measure to overcome one of the main barriers to cycle use.

Funding Sources

£295,000 of LTP Integrated Transport Block between 2006/07 and 2008/09.
Additional funding from DfES for schools with written school travel plans.

Targets and Objectives Met

This measure will contribute mainly to LTP targets LTP3 Cycling, LTP4 modal split to school, and LTP12b modal split to key centres. Local monitoring at one school has recorded a 20% increase in cycle trips in the month following installation.

Policy

Transport Safety and Security Measures Summary

During the next five years we will take the following steps to improve safety:

Introduce measures for speed management in line with the DfT publication 'New Directions in Speed Management'
Improve the number and safety of pedestrian crossing points
Target local safety scheme resources at sites which give the best rates of return, with a particular emphasis on reducing child casualties
Continue the implementation of measures to improve security on public transport
Introduce measures designed to reduce bridge strikes

These measures will help us to achieve the targets BV 99 x,y and z regarding Road Safety.

We shall continue to take action integrated with other policies to improve air quality over time. There is not a 'do nothing' option here - there are national targets which must be met. Air Quality Management Areas (AQMAs) and the main roads (which are the ones where air quality is poorest) will be targeted and a range of techniques will be assessed and tested during the course of LTP2.

The Greater Manchester Air Quality Action Plan (AQAP) which was submitted to DEFRA in 2004, includes many of the policies contained in LTP1, and the AQAP has now been revised and updated as part of its incorporation into LTP2. The full Plan is included in the LTP2 technical annex. Better source apportionment will be available later in 2006. CO₂ is now included in the strategy.

We will aim to remove emissions at source, and reduce the impact of pollution along transport corridors by promoting modal switch, fuel efficient technologies and practices – such as particulate traps, low emission fuels and driver training and awareness raising.

Our aim is that during the course of this Plan, many of the short journeys currently undertaken by car will switch to walking and cycling which will contribute to improved air quality and life generally, and reduced congestion.

Our strategy of achieving modal shift from car to public transport will reduce the amount of greenhouse gases produced per passenger mile. We are testing a diesel-electric hybrid Metroshuttle bus in central Manchester.

The Taxi strategy under development will address the issue of emissions of those vehicles, which tend to concentrate in the town centres and key locations.

Supplementary Planning Guidance on Air quality is also being prepared.

Partnerships with the Highways Agency and Manchester Airport are being set up. These will be imperative to address effectively air quality issues outside the control of the Greater Manchester Authorities. This relates to road traffic emissions associated with trunk roads, and synergy with both the Highways Agency’s M60 Route Management Strategy and Manchester Airport’s revised Ground Transport Strategy.

Measures to Reduce Carbon Emissions and address Climate Change

Many of the actions necessary to tackle climate change are the same as those which we need to take to improve air quality. These are set out above and in detail in the Air Quality Local Transport Strategy and Action Plan annex.

The measures outlined in the Plan to encourage greater use of public transport and more use of cycling and walking for short trips will all have a positive impact in these terms. We will also use our influence to encourage the use of vehicles with lower levels of emissions through local authority procurement policies and encourage the greater use of alternative fuels in line with Government strategy.

Statement

Greater Manchester Cleaner Vehicles Campaign

Introduction

In Chapter 4 (para 4.3.4) we set out the air quality problems which will need to be tackled over the LTP2 period. As well as investment in schemes which will contribute to a reduction in NO₂, particulates and CO₂,there is a need for awareness and enforcement measures.

Current Problems and Issues

The main aims of the Cleaner Vehicles Campaign scheme are to raise awareness of air quality issues and highlight the negative impact of poorly performing vehicles to help encourage drivers to change polluting behaviour.

Proposed approach

The Greater Manchester authorities have been conducting a successful conurbation-wide “Cleaner Vehicles Campaign” (CVC) since July 2003.

The campaign involves roadside emission testing of cars against emission standards specified in the official MOT test. Failures of the test result in fixed penalty notices being issued to motorists. Testing is supported by a promotion and information campaign.

It is important for further vehicle emission testing to be undertaken in partnership with the Vehicle and Operator Services Agency (VOSA) during the LTP2 period.

Funding Sources

The LTP1 initially provided £400,000 to establish and run the scheme.

Targets and Objectives Met

The chart shows that a lower percentage of vehicles failed tests in 2005 compared to 2003.

Table 1 Results of Cleaner Vehicles Tests
	Petrol Cars			Diesel Cars
	Pass	Fail	%	Pass	Fail	%
2003	969	12	1.2	62	7	11.3
2004	380	19	5.0	69	3	4.3
2005	759	4	0.5	133	10	7.2

This helps to meet LTP targets 8 and 9

Policy

Air Quality Measures Summary

During the next five years, we will take the following steps to improve air quality and reduce carbon emissions

Implement measures to encourage modal shift to zero/low emissions modes of transport - Metrolink, walking, cycling
Implement measures to reduce congestion.
Invest in low emissions technology and practices
Development of GM air quality supplementary planning guidance
Revise GM taxi licensing regime to increase air quality standards
Revise contracts with bus operators to include air quality standards
Implement measures through the Freight Quality Partnership
Increase the attractiveness of public transport at the expense of the car.
Develop partnerships with Highways Agency and Manchester Airport

These measures will help us to achieve the targets LTP 8 and 9 regarding air quality and climate change.

Statement

Manchester - Bury Quality Bus Corridor

low floor articulated bus used on Manchester-Bury corridor

Introduction

This is part of a comprehensive network of Quality Bus Corridors covering main arterial and orbital routes in Greater Manchester. The programme was started in LTP1, and the current phase is due to be completed in 2008. The corridor runs for 8 miles from the Regional Centre to the Bury Key Centre in the north of Greater Manchester. The main service along this QBC is already operated withew articulated single-deck buses.

Current Problems and Issues

The problems identified in Chapter 4 which the QBC programme addresses include:

congestion on corridors into key centres, especially at peak times, leading to problems with bus journey times and reliability
The need to improve modal split, especially to key centres, in order to tackle congestion and air quality problems in particular

Proposed approach

The QBC network is being developed along the strategic corridors of movement in the conurbation to provide benefits principally to bus users. As a result the type of measures implemented are: additional bus shelters, better information at stops (this will include Real Time Information in the future), bus priority measures including bus lanes and priority at traffic signals, more and better pedestrian crossing points and improvements to the street environment (eg residents parking bays to facilitate movement of vehicles, loading/unloading facilities for businesses, improved street lighting and improved pavements and drainage).

The schemes are a collaboration between GMPTE and the Local Highway Authorities, with operators providing new vehicles. Progress is monitored by the QBC Review Group, which includes bus operators. As they are completed, the intention is to develop a Statutory Quality partnership for each corridor. The first of these is being drawn up for the Leigh-Bolton corridor.

The treatment of individual corridors varies according to local conditions (eg road widths) and is informed by local consultation. This is a two stage process, with views on general principles influencing the development of the detailed schemes, which are then subject to further consultation.

As an example, the following improvements have been made to the Bury Manchester corridor:

Bury New Road, Bury Old Road & Manchester sections – Traffic Regulation Orders (TRO) and bus stop improvements
Moor Lane/Singleton Road – signal junction improvements
Manchester Road – bus lane
Seymour Road and King David’s school – pedestrian facilities
Bury sections – SCOOT/MOVA traffic signal enhancements
Manchester Road/Gigg Lane – bus lane
Derby Street – signals
Great Ducie St /Southall St /Sherbourne St – right turn lane

During LTP2 we will complete the programme and develop QBC+ , a second-generation of bus priority, which will build on what has been achieved to deliver an even higher level of bus priority.

Funding Sources

The programme is funded mainly through a Greater Manchester-wide topslice from the LTP Integrated Transport Block, with contributions from developer funding where appropriate.

There is also major schemes funding for SEMMMS, and Northern Orbital programmes . It is being sought for the JETTS programmes.

Targets and Objectives Met

The QBC programme is being monitored for its effect on journey times, including on reliability, and patronage. It will contribute mainly to LTP targets BV102 bus patronage, BV104 bus user satisfaction, LTP7 congestion, LTP10 accessible infrastructure and LTP12 key centre modal split.

Statement

Rail interchange improvements

Ashton rail station

Introduction

Greater Manchester has a comprehensive local rail network. There have been considerable patronage increases recently, especially on services in the north of the area, and the time is therefore ripe for investment in facilities which can further increase patronage and contribute to congestion reduction, since the rail mode is proven as an alternative for car users.

Current Problems and Issues

The poor quality of some rail infrastructure , and lack of suitable facilities for mobility impaired people, inhibits use in some locations, preventing rail from playing a full role in reducing congestion on radial corridors, and improving modal split into key centres.The Greater Manchester Rail Plan identified the need for improvements to stations across Greater Manchester, focusing on safety and security, accessibility, information and car parking.

Proposed approach

The scope of this work is very large, and GMPTE has brought forward schemes that are value for money in a largely opportunistic way, particularly where there is an opportunity for joint funding. For example, Salford Central is in a regeneration area and a scheme was prioritised because there was the opportunity to bid for ERDF funding. Where the joint funding has a time constraint, the scheme is given a high priority. For example, at Stalybridge a scheme has been developed jointly with Trans-Pennine Express. As part of their franchise commitment, TPE are carrying out a £1.25m scheme to improve the platform buildings and passenger information. This work is being done in 2006/07, so complementary improvements by GMPTE need to be done at the same time. Similarly, we hope to ‘piggyback’ on the platform works that Network Rail has planned for stations on the Airport line.

Whilst opportunities for joint funding will continue to be taken, the Project Lifecycle Process now in place at GMPTE, which incorporates several ways of scheme development, will help to ensure that priority is given to the schemes that best meet the LTP objectives.

A number of improvements were made to rail stations in the lifetime of LTP1, including Manchester Piccadilly, Stockport and Ashton-under-Lyne

Funding Sources

LTP Integrated Transport Block and rail operators

Targets and Objectives Met

This work directly contributes to the achievement of LTP targets BV102 rail patronage, LTP7 congestion, LTP10b accessible infrastructure and LTP12 key centre modal split.

Statement

Bus Station Improvements

Introduction

Greater Manchester has some 20 bus stations, which provide waiting, interchange, information and ticket purchase facilities for passengers. Some of these have been rebuilt to higher standards, but there is much to do to bring the remainder up to these levels.

Current Problems and Issues

Bus stations need not only to be kept in a good state of repair, but continuously upgraded to take account of, for example, DDA requirements and the need to improve their attractiveness to passengers in the face of competition from other modes especially the private car.

Proposed approach

In accordance with GMPTE’s maintenance strategy, a condition survey is carried out at each bus station every 5 years. This gives an indication of when facilities are expected to reach the end of their life (which can be up to 25 years) and allows maintenance to be planned accordingly. Facilities which are time-expired receive only a basic level of maintenance until they can be replaced.

At this point the issue of betterment is considered so that the opportunity can be taken to provide a better facility for passengers and, if appropriate, a scheme developed for the capital programme. This may be for an entire replacement bus station, or for a particular facility within a bus station. In the latter case, the improvement is funded from a generic minor works budget.

Our major scheme bid for Rochdale bus station is an example of the former: a wholesale upgrade would not be cost effective due to the limited life of the existing facility and major structural repairs expected in the near future. At the same time, the existing facility is now considered to be unattractive, dark and dingy, with poor air quality, and we want to take the opportunity to provide a high quality facility for passengers to complement the regeneration of the town centre.

An example of a minor works improvement is the replacement of benches by seats. These make it easier for elderly people or those with mobility problems to get up, individual components can be replaced in the event of vandalism (so reducing maintenance costs) and they are less likely to be used overnight by vagrants. Another example is CCTV, which has been installed at some locations partly as a benefit to passengers but also to reduce the high maintenance costs associated with vandalism.

In developing large schemes, specific consultation will be undertaken with users. In the case of minor schemes, we shall draw on the general views of the public (eg as obtained through the Tracking Survey), specific research carried out when a new type of facility is introduced for the first time, and on the views of the local bus station managers, who are able to recommend particular improvements based on their day-to-day experience.

Funding Sources

Funding for small scale improvements is from the minor works budget, but major refurbishments or rebuilds require major scheme funding. Where the latter is part of a town centre regeneration scheme, funding is sought from developers / regeneration agencies as appropriate

Targets and Objectives Met

This work directly contributes to the achievement of LTP targets BV102 bus patronage, BV105 bus satisfaction, LTP7 congestion, LTP10b accessible infrastructure and LTP12 key centre modal split

Statement

Community Transport

Current Problems and Issues

There are areas, and times of the day/week that are not well served by the commercial bus network. GMPTE provides tendered services, including demand responsive services where demand is low. However, this provision is constrained by the high cost of provision and the limited availability of revenue funding. In some areas, there is potential for Community Transport Organisations to provide services.

Proposed approach

We recognise the role that Community Transport can play in an integrated transport strategy and GMPTE is working with the Community Transport Association through ‘Greater Manchester Communities On The Move’ to provide the right resources and training for community transport operators to run their own services.

As part of the initiative a GMPTE Community Transport Trust Fund has been set up to help pay for initiatives such as extra drivers to work evenings and weekends. The scheme is one of five in the Northwest to receive Examplar Learning Status for 2006, from the government -backed regeneration best practice agency, RENEW Northwest.

The Milkstone community transport organisation, based in Rochdale’s Asian community began by carrying girls to a faith school in Bolton, but did not have the correct structures in place to meet legal requirements. With a GMPTE grant of £25,000 they were able to register as a charity, improve their management and develop a business plan. Now renamed as Rochdale Community Transport, their short term focus is on school journeys, trips to mosques and on improving accessibility for pensioners living in central Rochdale where, for example, a number of post offices have closed. However, in the medium term they plan to extend their operation to the wider community, working with GMPTE to identify gaps in the bus network, and bids have been submitted for SRB and NRF funding. In the longer term, the plan is to serve Kingsway Business Park, which is one of the locations identified in our Accessibility Strategy as having access problems.

We expect further schemes of this nature to come into operation during the LTP2 period.

Funding Sources

Support for Community transport is provided through their own charitable status. However where they operate a service for GMPTE, this is funded through GMPTE's revenue budgets. Use is also made of external funding, such as developer contributions. For example the developer of Kingsway Business Park has agreed a sum of money to develop a demand responsive service to cover early shifts.

Targets and Objectives Met

This scheme will demonstrate a measurable impact among local subsidiary accessibility indicators

Global warming

The actions necessary to tackle climate change (in particular CO2 emissions) are the same as those contained in the Air Quality Action Plan to address nitrogen dioxide and particulate emissions. Details of our approach can be found in Section 5.2.4 and the LTP2 Annex.

Environmental Impact of Transport

Transport schemes will be designed with suitable mitigation measures for any adverse effects on biodiversity. Schemes will respect and, where possible, enhance the landscape through attention to design and provision of landscaping. This aspect has been tested through the SEA process. We intend to continue our emphasis on designing out noise from new infrastructure and reducing it through the materials and practices used in maintenance. The Greater Manchester Freight Strategy contains several actions to reduce the environmental impact of freight movement, as follows:

encouraging modal shift from road to rail and water
implementing schemes to deal with identified environmental “hot-spots” on the network
reducing particulate emissions from exhaust
maintaining highways so as to assist less intrusive vehicle running- e.g low noise surfacing, less noise from empty vehicles.

Longer term, looking towards 2020, it would be desirable to have trans-shipment based schemes to reduce freight vehicle impact arising from deliveries in urban areas.

Liveability

We shall continue investment to improve the quality of the public realm during LTP2. LTP2 funding will contribute towards a variety of measures ranging from town centre schemes through to housing areas and localised environmental problems. Some examples are shown below:

Statement

Future Stockport

Introduction

Stockport Town Centre is a major contributor to the economic success story of the southern Greater Manchester conurbation, and is

The principal employment location in south-east Greater Manchester
The fifth ranked shopping area in North-West England
The key location in south-east Greater Manchester and parts of Derbyshire and Cheshire for professional services, education, health services and administrative functions
Successfully developing its leisure and tourism potential

Current Problems and Issues

Although Stockport is a major transport hub for all modes, and an Interchange for local, regional and national movements, there are some particular problems which if not addressed could constrain its development. These include:

Deficiencies in the physical infrastructure that make interchange unattractive, in particular the fact that bus and rail stations are separated from each other, and from the town by the A6
The major transport corridors create barriers to access to and movement within the town. This is a problem for local people and the more distant traveller.
The concentration of road traffic on the M60 and other roads, combined with topography, results in air quality problems and clusters of personal injury accidents. Walking and cycling can be challenging experiences.

Proposed approach

FUTURE STOCKPORT is the £500 million Masterplan to take forward the regeneration of Stockport Town Centre which was begun around five years ago. It provides a 15 year framework for development and investment. The challenge for the transport infrastructure is to support future development by catering for local movements in and to the town centre, and fulfilling the town centre’s wider role as a pivotal location in the south east of the Manchester sub-region

Investment during the LTP1 period was targeted on improving conditions for travellers on foot, and by cycle, bus and rail. We will continue to prioritise these modes, and by doing so help create an attractive destination for the increasing number of visitors, workers and residents. A Town Centre Travel Plan is a priority. We plan to take action with our partners to reduce congestion on the approaches to the town centre and through routes, and this will complement other action we intend to improve air quality.

The largest capital investment, which remains an aspiration but is crucial to the regeneration of the town centre in the medium term and its development also as a sub-regional hub, is the construction of a new Transport Interchange to encourage access by rail, bus and Metrolink.

Funding Sources

Using LTP, SEMMMS and other funding

Targets and Objectives Met

Main LTP targets addressed include LTP1 accessibility, LTP2,6 and 12a traffic flows and modal split, LTP3 and 11 cycling and walking, and LTP8 and 9 air quality and climate change.

Statement

Oldham Community Regeneration Programme

Before treatment: Groby Street

Introduction

Oldham is a Key Centre in the north east of Greater Manchester. It has a number of regeneration areas within the borough where LTP funding contributions are made - namely New Deal for Communities(NDC) (Hathershaw & Fittonhill), Single Regeneration Budget SRB 6 (Werneth & Coppice) and Housing Market Renewal Fund (HMRF) (Derker & Werneth).

Current Problems and Issues

Poor accessibility to local facilities is undermining pedestrian safety
High traffic flows causes congestion and rat running
Heavy goods vehicle intrude in residential areas
Pavements are over-ridden and damaged by indiscriminate parking
Existing parking areas in shopping corridors are undefined thus depriving shoppers of their use
Car speeds in residential areas are causing a safety hazard and have a detrimental impact on the environment and parking
Alleyways are causing access problems and a consequent increase in crime levels.

Proposed approach

The Council has been working in close collaboration with the NDC Board, which received £50M funding to be expended over 10 years, including tackling problems related to parking, road safety, rat running and heavy goods vehicles. Consultants have been appointed to assess the traffic impacts of proposed developments in the NDC area, particularly at major/minor road junctions along Ashton Road.
The Consultants are working on a project entitled “Streets Modes and Places”, which forms part of the Masterplan for the Werneth area. The aim of this project is to address any inadequacies within the existing highway network, and to deal with parking issues, the treatment of alleyways and reducing vehicle speeds by the introduction of Home Zones.
In 2006/07, the first year of LTP2, the road layout around Quebec Street/Osbourne Street will be altered to keep industrial traffic out of residential areas. The need for this scheme was identified under the SRB1 regeneration initiative, but its implementation was dependent upon property demolition, which has only recently taken place.

Funding Sources

The LTP integrated transport block will contribute £10,000 a year to support wider regeneration programmes including Housing Market Renewal, Single Regeneration Budget and New Deal for Communities. The LTP schemes themselves are being initiated by these various programmes.

Targets and Objectives Met

The schemes taken forward through LTP funding are consistent with LTP targets and objectives in that they will contribute towards achieving BV99 road safety, LTP3 cycling and LTP11 walking.

Statement

Standish Town Centre

St. Wilfrid's Church, Standish

Introduction

Standish is one of the smaller town centres in Wigan Metropolitan Borough, in the west of the conurbation. It is situated around the crossroads of the A49 radial route with the A5209 and B5239, which are used as routes around the north side of Wigan. In addition, the former links to Junction 27 on the M6 motorway.

Current Problems and Issues

Standish town centre offers a wide variety of local amenities to which residents could walk. However, the environment is poor for pedestrians. The footways are narrow is some places and many of the junctions have large bell mouths making it difficult for pedestrians to cross. These issues were brought up through consultation with the Townships in Wigan.

Proposed approach

There are two focal points in the town centre, the cross roads which suffers from congestion particularly at peak periods and St Wilfrid's Church which is the only Grade I listed building in the borough. Nearby, the town's ancient wooden stocks and market cross can still be found, along with an old well. At the cross roads MOVA will be introduced to ease congestion, and around the church and stocks environmental enhancements will be undertaken through Heritage Lottery Funds.

Additionally, footways will be widened, junction radii tightened, a controlled crossing facility introduced and disabled parking bays provided. Other street scene enhancements will also be provided, such as tree planting. The materials used will be of high quality to reflect the historic nature of the town centre and this scheme will complement street lighting improvements that have previously been introduced in Standish.

Funding Sources

LTP funding and Heritage Lottery Funds

Targets and Objectives Met

LTP10d, LTP11, BV99

Policy

During the next five years, we will take the following steps to improve quality of life by:

Promoting active travel modes (walking and cycling) as part of everyday life.
Providing suitable infrastructure and a better environment for those who wish to travel actively - with a particular emphasis on improving road safety and pedestrian safety and security.
Making our town centres more attractive paces to visit
Addressing environmental problems in residential areas, especially those subject to HMRA and other regeneration initiatives
Using land-use planning to encourage the provision of affordable local goods and services within walking distance.
Preparing and implementing Rights of Way Improvement Plans

Final Local Transport Plan 2006/07 - 2010/11

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