LTP1 Delivery Report

Year

Indicative amount (from 2000 settlement letter)

Actual settlement
(including DfT contribution
to GMtif)

Amount spent

2001/02

£35,800

£35,800

£26,126

2002/03

£32,000

£38,182

£43,235

2003/04

£32,900

£39,845

£35,168

2004/05

£36,500

£42,116

£39,178

2005/06

£36,500

£39,997

£39,678

Total

£173,700

£195,940

£183,385

Year

Actual settlement
(DfT + PTA contributions)

Amount spent*

2001/02

£7,000

£1,917

2002/03

£7,000

£6,092

2003/04

£7,000

£5,773

2004/05

£5,500

£6,681

2005/06

£7,000

£7,506

Total

£33,500

£27,969

Year

Actual settlement

Amount spent

2002/03

£7,445

£4,666

2003/04

£15,000

£10,812

2004/05

£15,000

£18,953

2005/06

£6,786

£12,161

Total

£44,231

£46,592*

Year

Actual settlement

Amount spent

2001/02

£64,483

£35,544

2002/03

£122,033

£121,521

2003/04

£73,859
(plus £20,175 withheld pending further details)

£40,339

2004/05

£29,107
(plus £84,225 withheld pending further details)

£39,273

2005/06

£25,530

£39,914

Total

£315,012

£276,591

Year

Actual settlement

Amount spent

2001/02

27,472

31,464

2002/03

27,225

28,950

2003/04

30,231

31,920

2004/05

29,900

35,036

2005/06

28,786

34,124

Total

143,614

161,494

Plus explanation of any changes to what was planned

We published a Bus Strategy in 2002. The main elements had already been established through the Integrate Project, where we worked in partnership with operators to bring about improvements in services, information, ticketing, waiting facilities and interchange (see 5.1.2.6 ‘Information’).

Achievement level : 3

The planned QBC network was for 33 corridors. The Councils and GMPTE began to implement 25 of them through topslicing funding from the minor works settlement. However early experience showed that the desired level of improvements could only be achieved by developing a series of major scheme projects to tackle groups of roads in local areas. The SEMMMS QBC and Northern Orbital QBC schemes were therefore developed for the remaining 8  original corridors and to improve journey time reliability on a number of routes around the Airport . The SEMMMS and Northern Orbital schemes are on schedule for completion in 2008 & 2007 respectively, as planned.

The M60 Junction Eighteen to Twelve ( JETTS) Multi-Modal Study proposed a further major QBC scheme. The Regional Funding Allocation process suggested that this scheme should start in the period 2009/10 to 2015/16.

A Transport and Works Act application was made for the guided section of the Leigh- Salford-Manchester QBC scheme and a public inquiry held in 2002, but Powers were not granted until 2005 (Traffic Regulation Orders for the on-highway section were obtained in 2003. The scheme is now awaiting full funding approval.

(See Statement ‘The Quality Bus Corridor Network’ for further details of the QBC network).

Since LTP1, improvements have been made to the bus network by GMPTE and Councils working with operators on a voluntary basis via the Integrate project, notably the QBC programme, information and ticketing schemes, improvements in network stability and latterly in service reliability. However, performance still falls short of passenger requirements in a number of respects. Significant interventions are needed if the bus is to attract people away from their cars in sufficient numbers to respond to the forecast economic growth without adding to congestion. In recognition of this, our approach has been modified for LTP2; Corridor Partnerships will be adopted to integrate bus services and infrastructure improvements with wider economic and social strategies in partnership with operators. Where this does not prove possible or successful, and the only practical way of delivering the required improvements is through either a statutory Quality Partnership, an enhanced Quality Partnership or, as a last resort, a Quality Contract, we will seek the powers to introduce these and have undertaken preparatory work to facilitate this.

GMPTE has been working with key stakeholders such as Local Authority transport services departments, the Greater Manchester Ambulance Service and providers in the not-for-profit sector, to develop an Integrated Social Needs Transport (ISNT) product delivered in a cost-effective and co-ordinated way. A successful pilot project integrated GMPTE’s Ring and Ride service with those of a community transport provider and a local authority, with the result that the resources of the latter two organisations were more fully utilised and the refusal rate for Ring and Ride bookings was reduced. GMPTE has also worked to build capacity in the community transport sector, to the extent that community transport organisations now operate some of GMPTE’s tendered demand responsive services. (See also 5.1.5 ‘Disability Issues and Social Inclusion’).

QBCs have been key to improving reliability, which has been achieved on the routes examined to date.

Away from the QBCs we have begun to tackle unreliability through the development of remedial measures and targets in Performance Improvement Partnerships with operators. In the last year most operators have shown an increased willingness to engage in the Service Performance Monitoring process. The majority of the 12 largest operators are now showing improved period on period performance, and none are declining.The reliability and punctuality of buses (timetabled services) have improved considerably: reliability from 92.3% (2004/05) to 93.9% (2005/06) and punctuality from 76.1% (2004/05) to 78.2% (2005/06).  Larger improvements have been achieved on subsidised services where performance has been brought closer to that in other PTE areas. This is as a result of an improved contract monitoring procedure, including the use of Electronic Ticket  Machine data to deduct payments for services which operators failed to run.

Councils have also systematically targeted schemes at congestion hotspots across the county, which were identified by bus operators as being particularly problematic.

Achievement level : 3

We completed Middleton,and Hyde bus stations, Shudehill Interchange and the Manchester Airport Ground Transport Interchange (The Station).  Bolton Interchange was also rebuilt. Major scheme bids were submitted for Altrincham and Rochdale, but these schemes have not yet been approved. The proposed Wythenshawe bus station scheme has been delayed due to uncertainties over the impact of a town centre regeneration scheme, but will be brought forward in due course. In addition to the originally planned schemes we have built a new Interchange at Eccles, adding value to a town centre regeneration scheme. We have also carried out smaller refurbishments at other bus stations in Farnworth, Whitefield and Ashton-under-Lyne.

We have started a programme of additional high quality bus shelters and installed a larger type of shelter at some very busy locations. We have also carried out numerous improvements at other bus stations in terms of accessibility, safety and security and passenger comfort.

Section 5.1.5 ‘Disability Issues and Social Inclusion’  sets out our achievements in this area, including integration with the voluntary, health and education sectors and with taxis and the work we have done in rural areas (see also 5.1.4.4 ‘Rural Issues’) . Section 5.1.2.5 ‘Interchange’ describes the steps we have taken to integrate bus services with each other and with other modes.

Plus explanation of any changes to what was planned

We have developed the Greater Manchester Railplan and undertaken development work which will allow schemes to proceed in the future. We have assessed each station in Greater Manchester and identified the improvements required, particularly in terms of accessibility and safety and security. Schemes for a number of stations on the Airport line are in an advanced stage of development and will build on platform works planned by Network Rail.

In terms of improving stations, success has been limited, partly due to the financial difficulties of the rail industry during the LTP1 period together with changes in franchises, and also partly due to the fragmented nature of the industry at the time which made it difficult to negotiate solutions.

We have worked with the industry and contributed LTP funding to improve the passenger benefits from improvement schemes at Piccadilly, Stockport and Ashton stations. These stations have been significantly improved and have contributed to town centre regeneration

Elsewhere, for the reasons outlined above, our focus has been on improving park and ride, as schemes outside rail land have proved easier to implement. We have provided over 280 additional parking spaces spaces at stations, with schemes at Marple, Bredbury, Horwich Parkway, Hindley, Greenfield and Westhoughton, bringing the total to 2,600 on the local rail network.

We have also provided a ticket office and waiting room.at Horwich Parkway

Some progress has also been made on increasing the number of accessible rail stations, with eight more stations becoming fully accessible (see also Table 6.6 ‘Summary of progress towards local targets’).

No new stations were built during LTP1, because of the difficulties in dealing with the structure and financing of the rail industry.

We have taken steps to improve the integration of rail services, by providing three free Metroshuttle services (linking central Manchester stations with key locations, including car parks), free travel on Metrolink in Manchester City Centre for rail passengers, providing rail/bus/ taxi interchange at rural stations (Blackrod, Glazebrook and Greenfield), Rural Bus Challenge, and through providing interchange information at rail stations (see Interchange). Through the Railplan GMPTE and the councils are developing the Station Development Zone concept, in which the environment around the station for pedestrians and cyclists is improved at the same time as station improvements themselves, and that opportunities are identified for higher density development near stations. Examples of the application of these principles include surfacing and lighting improvements to footpaths around Gatley, Hazel Grove and Rose Hill stations in Stockport, and new residential development adjacent to Bredbury station, and under construction next to East Didsbury station. Secure cycle parking has also been installed at 46 rail and Metrolink stations, including 103 long-stay lockers.

Plus explanation of any changes to what was planned

Achievement level :1

Funding for the three new lines (known as the 'Single Contract') was announced in 2000 and the tendering process began. We carried out advanced works at a number of locations, including the clearance of land for the proposed depot at Old Trafford, rebuilding St Mary's School, Droylsden and works at Central Park Manchester.

In July 2004 the Secretary of State withdrew funding owing to the rise in cost of the project. A ministerial working group was set up with DfT to find a way forward and met between September and December 2004. The Government subsequently confirmed that the original offer of £520m was still available for Metrolink expansion in Greater Manchester. In April 2005, the countywide Integrated Transport Strategy, developed by GMPTA and AGMA, was submitted to DfT. This reaffirmed Metrolink as the most appropriate solution for the Oldham/ Rochdale, Ashton and South Manchester/Manchester Airport corridors and set the light rail proposals in a multi-modal context, with supporting behavioural change strategies. It also included a revised  procurement strategy for Metrolink. Following more detailed appraisal, the South  Manchester/Manchester Airport scheme was modified and only the eastern section of the loop which travels through Wythenshawe to Manchester Airport is now included in the current scheme. The revised scheme is £40M cheaper than the original, and makes the line  the best performing of the proposed extensions in terms of costs and benefits. The powers  that would enable the western part of the loop to be built will , however , be retained, in order  to improve transport links to Wythenshawe Hospital further, and to serve proposed  developments in the Davenport Green area.  Metrolink Phase 3 has been identified as a priority for regional funding allocation in the regional prioritisation process, and spend can now progress on this.  We are also exploring other funding sources, including the Transport Innovation Fund, and prudential borrowing. Dialogue with DfT is continuing.

We submitted a major scheme bid for the Stockport extension in 2001, but government assessment of the scheme became bound up in discussions on the Single Contract. As a result, we were unable to proceed with a Transport and Works Act application. We are still committed to progressing this scheme as soon as possible.

The need to provide additional vehicle capacity for the existing Metrolink lines arose from the fact that peak hour services are overcrowded and the tram stock is insufficient to deal  adequately with demand and with the need for trams to be out of commission for repairs and/or regular maintenance. The most cost effective way to buy new vehicles was to do so as part of the Single Contract. However, because of the lengthy timescale we attempted to solve the problem by adding centre sections to existing trams or by buying secondhand vehicles. Both approaches failed for technical or logistical reasons so we  modified our approach by adding additional vehicles and infrastructure enhancements such as renewed track & ticket machines (the need for which had become apparent during LTP1) to the Single Contract.

We carried out a programme of improvements to stops on the Altrincham-Bury line, including platform renewals, removal of unnecessary footbridges and redundant structures on platforms. We also fully opened the Cornbrook stop, which was previously an interchange only with no street access, to reflect the increased activity in the surrounding area as a result of ongoing investment in regeneration.

We are undertaking a refurbishment of the Phase 1 tram vehicles, including new floors and livery which improves door visibility for partially sighted people.

In July 2005, the Secretary of State conditionally approved proposals which had been submitted in January 2005 for the allocation of £58m of the £520m originally agreed for the Single Contract to fund 8 additional trams, improvements to stops (including lighting, information and accessibility, along with new ticket machines) and major infrastructure works including the upgrade and renewal of the sections of former railway lines and other works in Manchester city centre. The approval of this spend is subject to a number of conditions being met, in particular that there will be no increases in cost. The £44M balance of the programme will be funded by GMPTE. The total funding package will deliver the following improvements to the existing network:

• capacity improvements and system reliability works – primarily 8 additional trams together with the associated facilities and Infrastructure upgrade works including those necessary to meet Disability Discrimination Act requirements and enhance personal safety
• track improvements
• new ticket vending machines

A shortlist of four bidders has been drawn up for the supply of trams, and another five companies have been invited to bid to renew the track.

The delay in increasing vehicle capacity has meant that we have not pursued plans for additional stops on the Altrincham-Bury line other than the Shudehill Interchange in central Manchester. We have however, increased car parking at a number of stops, providing 271 spaces, in order to alleviate on-street parking problems. We also built the 450 space Ladywell park and ride facility on the Eccles line. There are now 1,300 spaces at Metrolink stops.

Plus explanation of any changes to what was planned

In addition to specifying pick up times within 30 minutes of the desired time, and punctuality standards, GMPTE's service specification for Demand Responsive Taxi services sets out standards for vehicles which include accessibility, repair/ maintenance, driver training in customer care and disability issues.

Taxi ranks or drop offs are included in new bus station design, and have been introduced at rural rail stations (see below). Examples include ranks provided next to the new Hyde bus station, and at Eccles.

In centres with an extensive night time economy, taxis are unable to meet the demand when pubs and clubs close. Nightbuses were therefore introduced, initially in Manchester and later in Wigan and Bolton (a further pilot in Altrincham was withdrawn due to lack of demand), to disperse revellers more rapidly. This has reduced the crime and disorder associated with waiting for transport home.

A taxi call point was installed at Stockport bus station, mainly for the benefit of coach travellers.

Taxis are also used to supplement bus services in areas of very low demand (see Statement ‘’)

Facilities for taxis / buses have been provided at Blackrod, Glazebrook (in Warrington but close to the border with Salford) and Greenfield

See Statement ‘Taxi and Private Hire Development Work’ below

Taxis in Manchester and Stockport are required to meet emissions standards in order to be granted a licence.

Plus explanation of any changes to what was planned

The Integrate project identified both the potential of interchange to increase the range of the public transport network and the need to remove barriers to interchange.

We identified over 200 places of  existing or potential places of interchange, grouped them into classes (ranging from major interchanges to 'informal' groupings of bus stops) and specified standards for each in terms of accessibility, safety and security, information and passenger facilities. An audit then identified deficiencies. 

Achievement level : 3

The results of the audit influenced the work programme and affected our original targets for Headline Indicator 1 (Interchange). Because of the potential high cost of physical improvements, it was decided to implement these as part of other schemes rather than develop a specific programme, and focus on improving information at interchanges. The targets were amended in the light of the revised work programme in 2004.

Information has been provided at all identified places of interchange. Information about bus services is now available at rail stations and information about rail and Metrolink destinations is included in bus timetables. All of this is subject to ongoing audit. We also carried out a mystery shopper exercise involving over 100 journeys, many of which involved interchange. Overall, we received very good feedback on interchange information, staff and facilities. (See also 5.1.2.6 ‘Information’).

Partnerships have been formed under the Integrate Project umbrella (see Statement ‘The Integrate Project’). Performance Improvement Partnerships have been formed with the three largest operators and a dozen services now have prioritised action plans. The reliability of GMPTE subsidised services has improved over the last year as a result of these actions.

Multi-modal day tickets were introduced prior to LTP1, but were incorporated in a Ticketing Scheme, one of the first to be completed under the Transport Act 2000.

Further ticketing improvements were intended to follow the introduction of smartcard ticketing (' Readycard'). This scheme has been subject to delay because of the complexity of dealing with multiple operators.

Improvements have been made to enhance interchange infrastructure, including better facilities for disabled people. We have built new multimodal facilities at Eccles, Shudehill and Manchester Airport, as well as bus stations at Middleton and Hyde.  We have improved other bus stations (such as Bury Interchange) and Metrolink stops, and begun a programme of additional bus shelters, including larger facilities at key locations. We have worked with the rail industry to improve Piccadilly, Ashton,  Stockport, Salford Central and Horwich Parkway stations

Achievement level : 2

We have provided secure cycle parking at a number of rail and bus stations, and introduced the innovative Bike Locker Users Club (BLUC).

GMPTE and councils have developed proposals for 'Station Development Zones' which would see pedestrian access being improved at the same time as the station. GMPTE also routinely screens major planning applications.

The Cornbrook Metrolink stop was previously just an interchange, but this has now opened as a stop to access development sites.

The implementation of Shudehill Interchange was part of the Masterplan following the 1996 bomb; this development has improved access to the Northern Quarter  and to the expanded Arndale centre.

We used Rural Bus Challenge funding to provide bus/ taxi interchange at 3 rural rail stations. All our demand responsive services (bus & shared taxi) link with appropriate local rail stations.

Plus explanation of any changes to what was planned.

We provide: printed timetables, timetable displays, maps, telephone information services, staffed information points, self service information points, an internet journey planner, bus station signing, fares information, bus stop plates, guides to specific destinations and information on concessionary fares (recently revised following the introduction of the free concessionary travel scheme).

We are also rolling out real time passenger information as part of a wider Information Strategy

The Scheme of Information includes accessibility standards for information provision, and all published material conforms to DDA guidelines. The internet site is “bobby” tested for DDA and we also use ‘Typetalk’ through the call centres. Following the introduction of free concessionary travel, a specific leaflet has been produced  on 'low fares and free travel for disabled people'

Achievement level : 4

We work in partnership to fund and provide information services. We established Greater Manchester Passenger Transport Information Limited (GMPTIL) in partnership with operators (including rail). This company shares the cost of providing call centre services, the internet journey planner, SMS services and on-street kiosks. Operators currently contribute 49% of the cost of these services.

Bus timetables are produced through the GMPTE information Bureau, which charges for its services. In this way the cost of producing and updating bus timetables is also shared between GMPTE and operators.

In 2005/06, the gross cost of providing the information service was £2.105m, of which £629,000 was recouped from operators, giving a net cost of £1.315m. In addition, specific information improvements are funded from the capital programme, eg real time passenger information, electronic information points and information at interchanges.

Achievement level : 4

During LTP1 we greatly increased the availability of information, exceeding  our targets for bus stops with timetables and locations where timetables are available. Timetable guides for all services across Greater Manchester and timetables are now displayed at over 6000 stops across Greater Manchester

The proportion of bus stops with timetables increased from 19.8% to 60.5% in 2005/06 (our target was 60%), whilst timetables and other information were made available at 3437 other locations (our target was 3000) compared to 600 in 1999/00. 

We also provided information in other languages and formats.

Achievement level : 4

Traveline, our telephone inquiry bureau, provides timetable information on bus, tram and train, as well as information on demand responsive transport services and bus fares. This has achieved, and indeed bettered,  all its performance measures in line with the National Measures, with 96%+ of calls answered (compared to the target of 90%) and 92% of calls answered within 30 seconds (compared to the target of 80%). In national ‘mystery shopper’ exercises, covering quality and quantity standards, we achieve a 93-95% success rate.

We provide SMS service for information on the next service from individual stops (using scheduled information or RTPI, where available). We also have 41 electronic information points at key locations.

Specific information improvements have been made at Manchester Airport, including  Manchester Airport Information System (MAISY) kiosks, Passenger Information Display Systems monitors, multi-modal information systems and common branding for maps, vehicles and bus stops 

We provide, in line with PTI guidelines, an Internet Journey planner covering journeys across the North West region: see Statement ‘’ below

We work in partnership to fund and provide information services. We established Greater Manchester Passenger Transport Information Limited (GMPTIL) in partnership with rail and bus operators). This company shares the cost of providing call centre services, the internet journey planner, SMS services and on-street kiosks. The North West Traveline Board, which has representatives from each of the North West authority partners and operators, ensures that PTI requirements are implemented across the region. As part of the UK Traveline network we are one of 6 areas using the same software. This enables us to share the costs of future developments. The Railspeech information system, accessible by mobile and tone phones, has since 2004 given real time train running information for 97 medium and smaller stations not equipped with electronic displays, and is a valuable information and personal safety feature at unstaffed stations. It uses Network Rail's TRUST train reporting system

Information is provided at all bus and rail stations and Metrolink stops. We have also made excellent progress in extending interchange information to informal places of interchange (groupings of bus stops). (See also 5.1.2.5 ‘Interchange’)

Achievement level : 3

Bus information is provided at rail stations and information about rail and Metrolink destinations is included in bus timetables. 

Information on station cycle parking is included on most rail timetables, and has featured in articles in the 'On Yer Bike' magazine.

Walking and cycling promotional events have appeared alongside other events accessible by public transport in GMPTE's leaflet ''Days Out In June', produced for Green Transport Week.

Achievement level : 4

We have pioneered information targeted at people who are not regular public transport users. The booklet 'Connecting People with Places'  provides advice on how to get information, plan a journey, buy the right ticket and get cheaper travel. A website,  http://www.goto.org.uk/, provides a guide to travel in Greater Manchester  for 14-19 year olds. This includes journey planning, fares, safety and also encourages young people to walk and cycle for short journeys

GMPTE provides a journey planning service to businesses locating or relocating in the conurbation, to those preparing Travel Plans and at events such as 'Freshers' Weeks' at the Universities. It has also piloted a scheme in partnership with Jobcentre Plus in Manchester, using Neighbourhood Renewal Fund resources. This trains Jobcentre Plus staff to give journey planning advice to jobseekers and provides free tickets for interviews and for an initial period at work.

GMPTE have provided relevant printed timetable information for travel plan operators to display in their premises for employees and visitors.

We have produced a series of leaflets on access to specific college and hospital sites throughout Greater Manchester, and a series of  'Places to Go'   leaflets on local tourist attractions accessible by public transport.

Councils have included public transport promotion and information alongside that for other sustainable forms of transport as part of Green Transport Week or In Town Without My Car day promotions.

What was delivered?

Plus explanation of any changes to what was planned

To meet national road safety targets and the local targets set for Greater Manchester for 2010.

Achievement Level 3

Good progress has been made, with reductions in casualties in all our target areas. We are on track to meet all our targets apart from our stretched total KSI target. (Progress towards our targets is described in the 6.1 ‘Overall Progress on Core Targets’ and 6.3 ‘Overall Progress on Other Local Headline Targets’ sections)

Achievement Level 4

Road accidents and casualties occurring throughout the county are monitored informally by each council as an ongoing exercise, with a formal in-depth analysis being undertaken annually at a countywide level. 

Greater Manchester Transportation Unit (GMTU) continue to monitor trends in KSIs. A new enhanced GIS based road accident/casualty database (GMAXI) was introduced to provide analytical and mapping features which help us to target funds better towards accident clusters.

Achievement Level 4

The Greater Manchester Road Safety Strategy sub-group was formed specifically to ensure delivery of the national strategy at the local level with ongoing development so that positive progress in casualty reduction is achieved within all of the ten authorities.

The partnership with the police and other agencies in tackling problems of excessive and inappropriate speed has been successful in reducing KSIs at locations where cameras have been introduced (Further information is given in Statement ‘WATCHMAN Casualty Reduction Scheme in Tameside’).

Manchester's Transport Thematic Partnership spent a substantial part (50% in 2005/06) of its funding allocation on Safer Routes to Schools, 20mph zones and road safety training.

The Greater Manchester Casualty Reduction Partnership - 'Drivesafe' and the multi agency life skills programme 'Crucial Crew' are further partnerships designed to meet road safety objectives (see 'Statement ‘The Greater Manchester Casualty Reduction Partnership - 'Drivesafe'’).

The Neighbourhood Road Safety Initiative (NRSI) is a partnership of local authorities with the aim of reducing casualties in deprived areas. The work also involves other organisations and agencies including the Fire Service, Sure Start, and Youth Services. (See Statement ‘Neighbourhood Road Safety Initiative’).

School Travel Advisors have promoted safer routes to school schemes and a major factor has been to ensure that these routes integrate with the existing School Crossing Patrol locations throughout Greater Manchester.  Indices of KSIs are erratic for both pupils to/from school and others. However, since 2003, KSIs and slight casualties of pupils travelling to/from school have fallen.

Speed Management, including:

• Extending the use of self-enforcing 20mph zones and speed limits and pursue the concept of Home Zones

Achievement Level 2

The removal of fears concerning speed and danger of road traffic has been a key element of the Road Safety Strategy. All Greater Manchester authorities have introduced 20mph zones and traffic calming measures, to the extent that 20% of properties are now in traffic calmed areas. Home Zones have been introduced in Manchester, Stockport, Tameside, Trafford and Wigan (see also Statement ‘Northmoor Home Zone, Manchester’).

In Tameside MBC 90% of primary schools have 20mph zones nearby, and half of these have physical speed reducing features, Oldham MBC have introduced development control standards to ensure new and regenerated residential areas minimise vehicle/ pedestrian conflict and reduce vehicle speeds.

We fully support several recommendations contained in the publication 'New Directions in Speed Management - a Review of Policy.  Many are already being implemented within the Greater Manchester area and those, in conjunction with new activities, which are recommended will form a basis for further developing speed management policies and a co-ordinated action plan for the Greater Manchester area.

Vehicle actuated signs, already in use in Stockport on the A6 and the B6167, have resulted in a decrease in casualties.  These signs are also in use in Salford on the A580 and becoming widely used in other authorities including. Manchester, Tameside, and Bury.

Achievement Level 3

Many LTP schemes for traffic calming and local road safety schemes have made a significant impact on casualty reduction, as well as improving safety and security in general, and contributing to the achievement of other LTP and quality of life objectives.Good examples of this are Manchester's Rusholme safety and regeneration scheme, and street lighting improvements in Stockport (further information and examples are given in sections 4.2.2.2 ‘Quality of Life in Greater Manchester’, 5.1.4.4 ‘Rural Issues’, 5.1.6 ‘Travel to School’ and 5.1.7 ‘Cycling’ ). Other sources of funding have also contributed towards schemes to improve road safety in recent years, including the Single Regeneration Budget. The authorities will continue to seek additional funding to support road safety objectives.

Identification & Prioritisation of Local Safety Schemes and other engineering measures, including:

• Focusing safety engineering measures at known accident sites where the vulnerable are at risk.

• Maximising the economic rate of return from the local road safety scheme programme as a whole.

• Continuing to review best practice.

• Continuing to prepare local road safety and other schemes in partnership with local communities and agencies.

Achievement Level 3

Many of the authorities are involved with the police in the use of speed camera and radar through our Community Concern matrix process. This is where a location does not meet the Government's criteria but where the local community has requested enforcement and a speeding problem has been identified. 

Tameside have developed a speed reduction system based on bespoke traffic cameras (Watchman) with associated speed actuated signs and static signage being introduced on an area by area basis.  The programme of installation commenced in the autumn of 2001 and is due to be completed by spring 2007. Results obtained so far indicate that the introduction of such systems on such a scale have had a considerable effect in reducing the overall annual number of casualties.

Significant progress has already been made in implementing physical traffic calming measures as speed reduction initiatives, particularly in residential areas.

GMTU have monitored the effectiveness of local authorities local road safety schemes to ensure good value. The overall cost-benefit ratio of schemes has declined over the period; this is to be expected with a successful targeted programme, as easier to treat high impact sites are treated first, with the more difficult sites remaining.

Throughout the LTP1 period, councils have developed assessment procedures to prioritise potential schemes in this category, particularly in relation to environmental traffic calming schemes and pedestrian crossing facilities.

Education,Training and Publicity

• To develop road safety programmes and resources to raise the awareness of road safety for all ages and classes of road user.

• To assess the need and to implement publicity campaigns aimed at specific county and local problems.

Achievement Level 4

The education, training and publicity programmes carried out in Greater Manchester are mainly aimed at groups known to be at the greatest risk -namely  children, pedestrians, cyclists and motorcyclists, and additionally at car drivers and passengers.  Where appropriate, local authorities work closely together to develop co-ordinated approaches and solutions to problems through the exchange of information on best practice, development, and the production of resources. Joint documents include the Greater Manchester safer cycling handbook, leaflets regarding the use of pedestrian facilities, the school crossing service, and  materials designed to encourage road safety education for all ages within the national curriculum. Many schools throughout the conurbation operate the Junior Road Safety Officer scheme, which aims to encourage children to promote road safety amongst themselves.  Road Safety Units also provide resources to link with existing projects in schools.  This approach will continue. There are also many illustrations of partnerships with the police to educate drivers, including the 'Stop and Talk' campaign in Stockport, and the use of jointly-funded signing for speed and other campaigns in Salford.

'Drivesafe' is the commercial name for the Greater Manchester Casualty Reduction Partnership.  Drivesafe focuses on letting the people of Greater Manchester know about the dangers of using inappropriate speed and educating them on the benefits of driving appropriately to their surroundings. The high profile publicity of Drivesafe's anti-speeding messages has been extremely effective in changing motorists' attitude towards speeding.

The multi agency project entitled 'Crucial Crew' continues to be used by authorities to help children recognise and respond to dangerous situations by increasing their self assessment of risk taking and hazards.  The scheme involves the emergency services and other agencies.

The 'Safer Routes to Schools' projects include road safety education, training and publicity, as a major factor and a  joint resource has been developed by the Greater Manchester Road Safety Units entitled 'Step Outside - a Journey in Road Safety'. This document aims to develop children's awareness of the road environment in which they live through practical pedestrian training.

Cycle training has been given great emphasis in many Greater Manchester authorities and significant resources are used in the provision of on-road cycle training schemes for schoolchildren.   Greater Manchester authorities are working together to produce a strategy for the future development of cycle training within the area.

Road Safety Units also actively promote training schemes for adults such as Pass Plus for drivers, Compulsory Basic Training (CBT) for motorcyclists, advanced training schemes provided by the Institute for Advanced Motorists, British Motorcyclists' Federation and  RoSPA Advanced Driving scheme.

Councils are the Service Provider for the delivery of  the Association of National Driver Improvement Service Providers (ANDISP) -  the scheme,  launched in 1999, as a diversionary scheme for drivers who commit 'Driving Without Due Care and Attention' offences.  The scheme is self financing and has dealt with 7,331 clients to date.

Greater Manchester Road Safety Units along with Greater Manchester Police carry out joint publicity campaigns which include 'Commit it to Memory', 'Don't Drink and Drive', In-car Safety, Fatigue, etc.

GMPTE developed an award winning educational website with games for children and lesson plans for teachers to promote safety when crossing the road, and using public transport (www.dingding.org.uk). The Greater Manchester authorities have also developed a road safety website (www.gmroadsafety.co.uk)

Achievement level : 4

Creation of the Air Quality Steering Group to improve co-ordination and partnership working between appropriate stakeholders and provide expertise on air quality issues. The group consists of senior environmental health officers, GMPTE and local authority transport officers and planners. The group co-ordinated the production of the Air Quality Action Plan.

Partnership working with the Highways Agency and Manchester Airport on strategic air quality issues.

Implementation of the Cleaner vehicles campaign (see Statement ‘Cleaner Vehicles Campaign’ below)

An air quality information website was established and maintained.

An initial scoping study into a Low Emission Zone in Manchester City Centre was completed , and concluded that 2005 traffic emissions would be significantly reduced if such a zone was implemented. However, more detailed study was recommended into the effects on driver behaviour and on traffic emissions in other areas. Funding has not yet to be obtained for this.

Air quality improvements in Cadishead, following construction of Cadishead Way bypass.

Introduction of SCOOT at traffic signals to reduce congestion, for example in Ashton-Under-Lyne town centre

GMPTE has undertaken much work with bus operators in order to reduce air pollution, in particular PM10s. This included:

• Contract conditions for subsidised parts of the bus network now require vehicles to be fitted with particulate traps.
• From 2001 grants of up to 25% of the cost were offered for the fitting of traps to bus vehicles, with the result that 350 buses (13% of the fleet) is now so fitted, involving over 10 operators. The remaining funding had been covered by the Energy Saving Trust, but further progress was stalled by the collapse of the latter's grant system.
• GMPTE funded Stagecoach in a trial of exhaust gas recirculation units, resulting in a dramatic drop in NOx emissions, although due to its high cost this will require a national grant scheme before it can be applied more widely.
• Yellow school buses conform to the latest engine standards, and are fitted with particulate traps.
• The Regional Centre Metroshuttle service has trialled the use of hybrid diesel-electric buses, and the Ring & Ride service has trialled biodiesel.
• A greater proportion of current buses meeting Euro 2 or 3 engine emission standards
• A financial contribution was also made to the development and trial of an innovative particulate trap developed by Pertek at the University of Manchester.

There have also been improvements in Council fleet management policies;  Stockport, Trafford and Wigan's fleets use LPG or cleaner diesel fuels to reduce NOx and particulate emissions.

The employment of council based sustainable travel plan co-ordinators to deliver “soft measures” to encourage modal shift, including travel planning and marketing campaigns. A number of sustainable travel partnerships, such as those in Salford and Wigan, are helping to promote this message. Particularly successful travel plans include those of the Highways Agency, Government Office North West, Oldham and Stockport Councils, Manchester Higher Educational precinct, Hopwood Hall College in Rochdale, and South Manchester University Hospitals Trust in Wythenshawe.  See also Statement ‘Highways Agency Travel Plan’

A number of town centres have benefited from measures to reduce access by motor vehicles, thereby reducing people's exposure to traffic generated pollution. Wigan, Bolton and Manchester have extended pedestrianised areas in their town centres, often in conjunction with better penetration by cycles. Stockport has removed general traffic from some roads and improved bus movements within its town centre by the use of bus priority measures.

The development and implementation of Homezones (see Statement ‘Northmoor Home Zone, Manchester’).

Investment in walking and cycling infrastructure and training.

Plus explanation of any changes to what was planned.

Central Government has developed a national approach to noise mapping, which will include Greater Manchester, but as yet nothing specific in the area has been carried out.

Improved road surfacing and response to maintenance issues (See also 6.2 ‘Progress on Highways Maintenance’).

Improved scheduling of road works, including the development of the designation of sensitive routes for the timing of maintenance works.

There was more extensive use of low-noise surfacing in preference to hot rolled asphalt. This performed well in use, although there were difficulties where carriageway repairs had compromised benefits.

Pedestrianisation and traffic restrictions were implemented in a number of town centres, including Atherton, Prestwich High Street, King Street in Wigan, Cross St in Manchester City Centre and Underbanks in Stockport's historic town centre.

Traffic calming in residential areas, undertaken by all authorities, reduced the level of rat-running traffic, and thereby the amount of traffic noise residents are exposed to.

Improvements in freight routing away from residential areas, including the Primary Route Network re signing project (see Statement ‘Primary Route Network Re-Signing’)

Plus explanation of any changes to what was planned.

The implementation of workplace and school travel plans. In the LTP1 period, the number of workplace travel plans being implemented rose from 29 to 79, and the number of school travel plans from 7 in 2002/03 to 365 in 2005/06

The introduction of home working and flexible working policies negating the need to commute by polluting modes of transport.

The number of people home working in Greater Manchester doubled between 1991 and 2001, from 3.7% to 7.7% of the workforce.

Investment in infrastructure and training to encourage the increased use of zero emission modes of transport such as walking and cycling.

The Regional Centre's Metroshuttle service is estimated to save 285 tonnes of CO2 being emitted each year by reducing car and taxi use

All councils and GMPTE are supporting the 'Manchester is my Planet' campaign (http://www.manchesterismyplanet.com/) to reduce greenhouse gas emissions by 20% by 2010. the campaign addresses a number of sources of greenhouse gases, including transport.

• committed to procure highly efficient vehicles for 90% of fleet vehicles procured through a new procurement agreement and thereafter through procurement processes to achieve 100% fuel-efficient vehicles by 2010.
• installed tracking devices on all 'First Choice Homes Oldham' vehicles to reduce fuel consumption.
• required all drivers to input odometer readings when refuelling, so that fuel consumption can be analysed on a regular basis.
• trained drivers in how to improve their driving techniques to reduce their environmental impacts through the Driving Familiarisation scheme
• offered free parking for staff using alternatively fuelled vehicles.
• trialed pool cars for staff to use on Council business using Hybrid cars therefore reducing emissions from business travel & eliminating the need for staff to use their cars to commute (a survey showed a 25% reduction in commuter car use for the staff who participated in the scheme)

Plus explanation of any changes to what was planned.

Needs of rural areas were acknowledged through LTP1 Objectives A,D,F,H.
LTP1 themes include widening travel choices for all.

As mentioned in the introduction, most rural areas are close to the urban area and therefore initiatives delivered benefit both urban and rural areas. The LTP1 strategy emphasises that it is not just applicable to urban areas.

LTP1 supports the concept of speed reduction and looks to minimise the impact of traffic in rural areas. Oldham has implemented a signing and lining programme to improve local safety on rural roads, and has also undertaken a significant programme of providing footways in rural villages and alongside rural roads to improve accessibility and safety. Bolton has tackled various accident black-spots on rural roads through signing and lining, which was partially aimed at leisure motorcyclists. Stockport has targeted various accident problem sites with a series of schemes, including improved pedestrian crossings and bus stops in Woodford, and surfacing and lighting improvements on off-road routes to schools.

The rural character of Broadbottom in Tameside, has been preserved through the reuse and protection of old flags where possible in the Market Street footway maintenance scheme.

LTP1 considers the needs of visitors and tourists in the pursuit of leisure activities such as walking and cycling. Development of the off road cycle network across GM has encouraged walking and cycling and made rural areas more accessible to no car modes. The most significant route is the Trans-Pennine Trail (see Statement ‘Trans-Pennine Trail’). Bolton has implemented an off-road cycle network which will form regional route 80 to the west of the town centre, enabling local access to leisure opportunities, open countryside and other key destinations. Stockport has developed and improved off-road links between rural and urban areas, such as the Marple multi-user trail. Rochdale and Stockport have upgraded parts of the Pennine Bridleway.

Bus and rail operators are represented on the LTP External Liaison Group. There was also consultation in the preparation of LTP1 and Bus Strategy. APT rural bus challenge resources - There have been a number of successful rural bus challenge bids which have involved rural bus operators (see Statement ‘Demand Responsive Transport in Rural Areas’l)

Part of Integrated Strategy. Rail park and ride schemes developed through Rail Investment Plan and Wigan and Bolton Rail Investment Partnership, which includes some semi- rural stations.

Hazel Grove rail station has been designated and publicised as a  Park & Ride site for the Peak District.

Part of Integrated Strategy and specific Integration project Information, Connections and Interchange) Again these projects apply to the conurbation, but will benefit rural areas.

The proposed Freight Strategy was prepared, which covers urban and rural areas. 

Local Link schemes established with Rural Bus Challenge funding, (see Statement ‘Demand Responsive Transport in Rural Areas’).

Overcoming social exclusion in rural areas is part of the Integrate strategy (see 5.1.2.4 ‘Taxis’ and 5.1.5 ‘Disability Issues and Social Inclusion’)

A key theme of LTP1 was widening travel choice; this is specifically related to rural areas. The combination with public transport is covered in the Integrate Project.

In Bolton and Wigan, improved walking and cycling routes to some rural public transport facilities were provided, using GMtif resources.

Attention was given to the development of Rural Bus Challenge proposals to address areas of poor accessibility and cases where commercial services had been withdrawn.

Given the varying nature of our rural wards and the close links to urban areas it proved difficult to separate out the outcomes and outputs that relate to rural wards specifically. However, we were able to rural road accident locations and accessibility to public transport networks and key services.

Achievement Level: 1

There are no exclusively rural bus operations in the county which are part of a quality partnership.

GMPTE Integrate Project. Implementation programme includes bus improvement schemes.
Bus Shelter Improvement Programme through Bolton and Wigan Transport Infrastructure Fund - some improved waiting facilities and passenger information.
Blackrod Public Transport Study - detailed study of public transport facilities in rural settlement - resulted in formation of Friends of Blackrod Station and improved public transport information in Blackrod Centre.
Demand responsive transport scheme to serve Greenfield rail station.
Local travel information boards at rural and urban rail stations.

Achievement level :2

Countryside Agency rural proofing checklist used on development of strategies for rural and semi-rural areas.

Rural bus challenge and council schemes:

• Taxi and Bus Interchange facilities at three rural stations,
• Shared Taxi Service - Broadbottom and Ramsbottom,
• Establishment of Rural Transport Operators Co-operative,
• Expansion of Rural Shared Taxi Service - Bolton and Wigan,
• Expansion of Demand Responsive Taxi Service  - Summerseat, Tottington and Ramsbottom,
• Establishment of Community Transport Organisation in Hattersley,
• Demand responsive transport service in Mossley / Uppermill

(ie. actions in 1997 GTS remaining at 2001)

Plus explanation of any changes to what was planned. (ie. revisions in 2004 GTS)

The development of 'The Station' Interchange (see Statement ‘'The Station': Manchester Airport Ground Transport Interchange’ ), integrating bus, coach and rail between the 3 terminals.  Work will commence on the Metrolink platform following full approval of the Phase 3 expansion. The developments were carried out by the Airport, councils, GMPTA/E, public transport operators and the Highways Agency working in partnership. Relocation of the Cycle Centre to The Station to provide further integration between modes.

Achievement level : 3

Accessibility scheme aimed at enabling workforce to access Manchester Airport.

First Stages of the Wythenshawe Manchester Airport Black Path for cyclists and pedestrians.

Manchester airport subsidised bus links to the airport, including from areas of high deprivation.

The setting up of GMPTE's Integrate Project included Manchester Airport (see Statement ‘The Integrate Project’)

Plus explanation of any changes to what was planned

A Freight Quality Partnership was set up in 2002, comprising the FTA, RHA, rail freight infrastructure providers and operators, the Highways Agency, GM Police, Manchester Airport, GMTU and four councils. Several FQP meetings took place at freight installations in the county in order to improve knowledge about operations

The Partnership produced a Greater Manchester Freight Strategy, referenced to the policies of the North West Region Freight Strategy. The Action Plan for our strategy has produced the outcomes described below:

• access to the network and
• Facilitation and support to the development of freight-critical routes to and from the county

Although this was a part of the strategy we could only advocate rather than deliver, the Partnership ensured that it was kept fully updated on all issues and developments, and that its members were able to contribute effectively to other groups dealing with this aspect.

As above, this was an advocacy policy, but two new flows began to use the Ship canal during the LTP1 period: stone from a rail-served terminal at Weaste and containers from a facility at Irlam Wharf

The LTP, through the FQP, sought to promote this locally, on the back of national initiatives such as Freight Best Practice, but there was some operator concern about the effectiveness of particulate traps for local urban distribution trips, and the fact that the grant system for retrofitting such equipment collapsed during the period

New highway construction such as Cadishead Way and Manchester- Salford Inner Relief Route, and GM UTC upgrades have provided additional capacity for freight vehicles, and removed this traffic from inappropriate areas.

Major highways schemes were constructed which all yielded benefits to freight traffic along with other types of traffic (eg Cadishead Way in Salford). Industrial area access improvements such as the Westwood Link Road in Wigan directly assisted goods movement to final destinations and from origins.

Plus explanation of any changes to what was planned

Achievement level : 3

In improving access for people with disabilities, GMPTE have consulted extensively with disabled people, for example on bus stop design prior to the introduction of raised kerbs. GMPTE staff also undergo Disability Awareness Training.

We have worked with operators to increase the  proportion of accessible vehicles in operation. Whilst the proportion has increased from 33% to 48% during LTP1, this still falls short of our target of 51% but is outside our control.  We have complemented the accessible vehicles by  improved accessibility at bus stops (including raised kerbs and tactile surfaces), and bus stations.

Our Local Link services and Yellow School Bus es are wheelchair accessible, as are our Metrolink stops and vehicles, and we have begun a programme of improving the accessibility of rail stations.

Our Scheme of Information sets out standards for accessible information. (This is described in more detail in 5.1.2.6 ‘Information’). GMPTE was successful in winning an award from the RNIB ‘Simply the Best’ Award for talking signage (REACT) at Bolton Bus Station.

Our understanding of the needs of disabled people has been greatly aided by better consultation on policy and key highway schemes with groups representing disabled people and local authorities, for example those at Bury and Stockport.

Some Councils have applied an auditing process to new highway schemes and the existing highway network; for example Oldham MBC has been working with the local 'Access for All' group to identify locations and carry out Accessibility Audits since 2004. The Greater Manchester-developed audit system COPECAT (see Statement ‘Concise Pedestrian and Cycle Audit (COPECAT)’) also has a section dealing with common barriers for disabled people.

There have been significant improvements in streetscape, for example dropped kerbs and upgraded pedestrian crossings to include facilities for disabled people. These have often been incorporated in floorscaping associated with pedestrianisation schemes, such as that in Atherton, local safety schemes, QBC or carriageway resurfacing works.

The extension of e-government facilities to cover all council services capable of being undertaken online has helped those with mobility problems and potentially reduced the number of trips made.

Achievement level : 3

GMPTE has produced a best practice guide to Travel Training, to enable people with a range of disabilities to gain confidence and skills to travel independently on mainstream public transport. Following a successful launch conference attended by over 80 organisations, GMPTE’s accessible transport grants were extended to include capacity building travel training by voluntary sector organisations. To date, grants have been awarded to GMATL, the Brain and Spinal Injuries Centre, Bury People First and Together Trust, all of whom now offer travel training to their users

We have worked with bus operators to increase the number of wheelchair accessible vehicles, and also undertaken a programme of raising bus stop kerb heights, initially on QBCs. These improvements also benefit people with other mobility problems such as parents with pushchairs.

We also work with taxi operators. We have continued to provide a taxi vouchers scheme to subsidise taxi travel and have also produced a taxi drivers' handbook to help them provide the necessary assistance to disabled people.

We have continued to provide and financially support the Ring and Ride service, which offers door to door transport for people with mobility problems.We are aware of the potential benefits of better integration with other providers and we are taking steps to improve access to it through integration with social needs services. Following a Best Value Review into Integrated Social Needs Transport, we have implemented a pilot scheme integrating community transport and social services. This improved vehicle utilisation, increased access to services and reduced spending on taxis. A project manager has now been appointed to extend integration further.

The commercial bus network continued to contract during the LTP1 period, with operators concentrating on the more profitable routes. We continued to subsidise non commercial bus services in order to maintain the percentage of the population with easy access to a bus service at 93.5% (weekday daytime) . 

In areas of very low demand, we introduced Demand Responsive Transport, which carried 234,000 passengers on 2005/06 on 26 services. In some cases this has involved using minibuses, but in others we use a shared taxi service to provide access, particularly in rural areas. These provide links to key facilities including healthcare and, where appropriate, rail services. Some of these services were launched with funding from Rural Bus Challenge (Partington and Cadishead Transport Co-operative, and shared taxis in Uppermill, Mossley and Hattersley) or Urban Bus Challenge (Wythenshawe, Hulme and East Manchester Local Link services). Rural Bus Grant has been used to support both conventional and demand responsive services, helping 217,000 passengers to travel in 2004/05.

We have been working in partnership with Community Transport (CT) organisations to help them increase their competence and capacities, including business planning, governance training, information exchange and tendering abilities. Community Transport organisations now provide 12 services through contracts funded by GMPTE and 6 services funded by external finance.

We continued to provide schools services where there was either no bus service, where peak hour buses are overcrowded or where pupils would face an unreasonably long journey to school. Since 2002, we have introduced 29 dedicated Yellow Buses. The package of measures, introduced in partnership with schools, Local Education Authorities and operators, have resulted in a dramatic reduction in anti-social behaviour. The buses have achieved, on average, a modal shift of 21%.

We continued to offer a more generous concessionary fare scheme than legally required, providing concessions for mobility impaired people, children (including 16-19 year olds ) and elderly people. In 2006 we introduced free travel within Greater Manchester on bus, rail and Metrolink for elderly people.

Safety and security has been identified as a key concern through consultation, and can lead to increased social exclusion for vulnerable groups. We have worked with operators and through local Crime and Disorder Partnerships to introduce a number of measures including free concessionary travel for Police, Police Community Support Officers and Local Authority Wardens, the use of bus escorts, a mobile policing unit and a mobile security unit, the setting up of dedicated Public Transport Crime Task Groups in seven councils and the improvement of incident reporting procedures. Recent evaluations show that following the introduction of Bus ‘Safer Travel Officers’ on some 1,715 bus journeys, there was  a 34% decrease in the number of reported incidents compared to the same period the previous year. In Manchester, Wigan and Bolton centres, we have introduced Night buses which give access to jobs in the night time economy as well as improving safety and security by dispersing revellers quickly.

CCTV has also been introduced or upgraded at a number of locations, including Bredbury and Marple rail stations.

Achievement level : 2

Manchester Airport subsidises early / late bus services to assist shift workers, and a demand responsive transport service from an area of job shortage (Middleton).

European Regional Development Funding has been used to provide a shuttle bus service to link Middlebrook retail and leisure development to Bolton town centre.

A shopping link demand responsive service in Oldham links communities with supermarkets, using a fully accessible minibus. A section 106 agreement funded additional bus services to a food store and employment area at Bredbury Industrial Estate, Stockport.

In Manchester, we have used Neighbourhood Renewal Funding to train Jobcentre Plus staff to provide personalised journey planning to jobseekers, including incapacity benefit claimants and lone parents. The scheme also provides free bus tickets for interviews and an initial period of work.

A number of partnerships with the Health Service have improved access to local hospitals - for example the Bolton Perfect Journey Partnership on bus service 501 from Moss Bank Way through Bolton town centre to the Royal Bolton Hospital, and a section 106 agreement helping to fund additional bus services to Stepping Hill hospital in Stockport. General PTE-supported bus services also perform an important role in providing access to hospitals.

Prior to the development of Accessibility Planning, GMPTE had established, and continues to service, a Health and Transport Network to bring together key players in the health and transport sectors. This comprises a Health and Transport Forum open to all practitioners, an electronic newsletter withover 200 subscribers and contributors, and a Health Reference Group to progress joint projects. We had also undertaken significant partnership working with the education sector, including post 16. As part of the Accessibility Planning Strategy we established three Strategic Accessibility Partnerships for employment, education and health and food to ensure the involvement and commitment of partners.

Building on the strong foundations of our ongoing work to improve accessibility, we published an Accessibility Strategy in 2005.  We undertook research on people's travel horizons and access priorities, mapped the accessibility of health, education, employment, district centres and major supermarkets and identified particular areas where there are problems. We developed an Action Plan for studying these in more detail and have begun to implement actions from early studies of Stepping Hill Hospital (provision of an additional bus link) and the Culcheth, Ashton-in-Makerfield, Newton-le-Willows and Golborne areas (provision of cross-boundary bus links).

Walking and cycling routes linking areas to employment, leisure or other facilities have been improved in the Reddish and Brinnington areas of Stockport, Oldham and Wythenshawe. Other innovative schemes include a community bike 'library' in Adswood and a cycle club in Brinnington (both in Stockport). Oldham's school travel advisor has undertaken much work with schools in regeneration areas. Bolton have invested in their Economic Development Zone to increase accessibility to employment from deprived areas.

Our Cycle Marketing Strategy also specifically recognised the need to encourage female cyclists; subsequently the On Your Bike promotional magazine profiled a number of women cyclists.

What was planned to be done?

What was delivered?

Plus explanation of any changes to what was planned

Achievement level : 3

A 'hands up' survey asking how children travelled to school on that day has sent annually to all schools since October 2002, in a format consistent with neighbouring council areas. Typically a 45% response rate has been achieved. The results are split between primary and secondary schools, and reported as LTP indicator H10: School Travel. The numbers and progress of school travel plans are also collected, and detailed surveys carried out at individual travel plan operators.

Achievement level : 3

Our first LTP contained a mode shift target for mode of travel to school for both primary and secondary schools, based on our hands up survey data.

Links to our road safety target was made in our GM School Travel Plan Strategy.

Travel Plans:
Proposed measures for identified schools, with costed implementation programme

Achievement level : 3

365 schools have produced STPs, each of which contains a list of measures appropriate to that school and an implementation plan.

Travel Plans:
Phased strategy with suitable monitoring arrangements and targets in place

Achievement level : 3

Our STP Strategy was produced toward the end of the first LTP period.  However, by this time we had already developed targets for mode of travel to school and the number of schools adopting STPs each year.

Mode of travel to school is measured through the hands up survey (see above) and the number and progress of STPs is measured through our annual STP audit.

Clear integration with Walking and Cycling /Safer Routes to School

Identification of continuous walking and cycling routes to schools with links to existing cycle and pedestrian networks

Achievement level :3

Every individual STP identifies the need for route improvements. School Travel Advisers then prioritise these improvements with council engineers. In addition, Bolton and Wigan also include traffic management questions in their school travel surveys. Salford and Bury have a rolling programme of installing cycle shelters at schools that have STPs. Stockport has implemented 46 20mph zones, again prioritising those schools with STPs,  Manchester 76 and Tameside 63. By the end of LTP1, 45%  of schools in Oldham had physical traffic calming on their frontage.

Manchester has also taken advantage of Links to School joint-funding and has connected 14 schools to the National Cycle Network.

Stockport has also produced a Green A - Z showing walking and cycling routes and utilises GIS mapping to plot pupils' routes to school and identify areas of need for improvement.

All Greater Manchester authorities also take into account those schools with STPs when they prioritise schools to receive pedestrian and cycling training.

Achievement level: 3

GMPTE provides nearly 203,900 school bus journeys on subsidised services, where regular services either do not exist, have no spare capacity or would give an unacceptably long or complex journey to school. These carry 9.73m children per year.

Many parents have concerns over safety on school buses, given the high levels of anti-social behaviour experienced on some buses. We have therefore introduced 29 Yellow School Buses, carrying 1,800 pupils. These offer a high quality service and their introduction is accompanied by a package of measures to improve behaviour. These are proving highly effective in achieving a modal shift away from the car. (see case study) GMPTE has also piloted the introduction of some of the features of yellow buses, eg CCTV, on other services.

When identifying which schools will have Yellow School Buses, priority has been given to those schools with STPs and schools where there is potential for modal shift.

GMPTE liaises with council planning departments to ensure that boarding facilities for buses are included in plans for new schools.  Boarding facilities and waiting environments are also improved when yellow buses are introduced.

Achievement level: 4

• Specific school bus timetables were distributed to every high school at the beginning of the school year and were also obtainable from Travelshops.
• A brochure ‘A Parent’s Guide to School Transport’ is distributed to every Year 6 pupil in Greater Manchester. The guide tells parents about school transport, shows parents how to help the child travel independently and tackles issues like bully and anti-social behaviour.
• The ‘Getting Further’ pocket guide is distributed to all year 11 pupils. This explains about Scholars' Permits and concessionary fare availability, and how to get information on services by the various formats.

Achievement level: 4

Children aged 5-15 pay a 50p (each way) concessionary fare for all trips trips wholly within the county. In addition, young people aged 16-18 can pay the concessionary fare on the journey between home and the school or college on production of a scholar’s permit  Children may also receive a free school bus pass depending on the distance they have to travel to school.

a) Evidence of joint working between transport and education officers;

b) evidence of consultation with schools, police, health authorities, bus operators

Achievement level : 3

a) All GM authorities now enjoy closer links between transport and education officers, in part expedited by the provision of School Travel Advisers.  Most authorities operate a STP Group, for example Oldham, which includes representatives from Healthy Schools, Eco-Schools, Road Safety, Education, NRSI, New Deal for Communities, Traffic Management & Transport Planning.

b) Consultation with schools, police, health authorities and any other interested parties takes place during the production of a STP.  Authorities also consult with these groups on specific initiatives, such as appropriate traffic calming measures.

In addition, Manchester runs the Safer Schools Task Force, which comprises the internal partners mentioned above, but also includes external members such as Greater Manchester Police and the Health Authority. Wigan's STP Working Groups and Road Safety Forum include police, school, health authority, council members, residents, parents children and any other interested party.

Authorities are also working with Children’s Services, Further Education Colleges and GMPTE on 16-19 Transport Provision.

There is close liaison between GMPTE and Education departments and schools.  The routes of school services are reviewed each year, to reflect the addresses of pupils.  Yellow buses are used by schools during the school day and after school, in order to get best value out of them (see Statement ‘Yellow School Buses’). Educational material is provided to schools to educate pupils about travel choices and how to use public transport (see below)

The ‘Crucial Crew’ project delivered safety advice to 9-13 year olds, alongside British Transport Police, police and emergency services. Bury bus station provided a base covering Bury , Rochdale, Salford and Bolton, with Manchester joining the scheme in 2005 and the remaining councils by 2007/08.

Achievement level : 4

GMPTE works with schools to help pupils understand the links between transport and the environment and to encourage them to use public transport in a responsible way. A variety of educational materials has been produced:

• The ground-breaking DingDing.org.uk website has been developed in consultation with children, teachers and education advisers.  Aimed at 5-14 year olds, it uses games to develop public transport skills.  As well as different levels of games, each module also includes quizzes, fact sheets, work sheet and lesson plans. 
• The ‘Right of Passage’ teacher’s pack has been endorsed by the Citizenship Foundation. Aimed at 10-14 year olds, it consists of a video, CD Rom and lesson plans.  It involves children to dramatise the effects of vandalism on public transport in a way which engages with young people showing them the effects on their own local communities.
• Kid’s Packs’ are distributed via ‘Crucial Crew’ events and given to primary schools children to introduce them to public transport and explain the link with environmental issues. 

Achievement level : 3

Every STP has been produced in consultation with these groups where appropriate.  Some of these groups also sit on the STP group within councils.

Parents and residents are actively encouraged to volunteer to run STP initiatives, for example walking buses.  In Salford, community police assist with parking issues outside schools, and local businesses allow park and walk schemes to run on their premises.

The Yellow School Bus schemes involved partnerships with parents, schools and operators, for example in the drafting of codes of conduct.

Achievement level : 3

• Road safety education is achieved through provision of pedestrian and cycling training, for example the Go-ride cycling course run at schools in Salford's cycling shelter provision programme  The Walk to School Week passports that we developed also focus on safety and health. The 'Crucial Crew' scheme delivers safety advice to 9-13 year olds alongside the Police and emergency services.
• Health education is achieved through working with Healthy Schools Co-ordinators and providing activities such as pedometer projects in Wigan, and through "foot" badge award schemes for walking.  Bury has set up Physical Activity Forum with relevant bodies to discuss and plan education campaigns. A Healthy Routes to School project has been set up in Reddish and Brinnington, Stockport, as part of a Healthy Living Centre.
• Environmental education is achieved through close work with Eco Schools champions and organisations such as  the Education for Sustainable Development Network in Wigan and Manchester Environmental Education Network in Manchester.  Schemes include Manchester's Green Miles campaign, which recorded levels of sustainable travel of over 90% in some schools.

Achievement level : 3

All councils employ a range of measures around schools to manage traffic.  Examples include park and walk schemes, 20mph zones around appropriate schools in Manchester and Tameside, NRSI funded traffic calming measures in Bury and traffic calming measures implemented on local distributor roads and in residential areas using LTP funding in Oldham.

Achievement level : 2

The process to engage independent schools is slow, as they do not qualify for the DfES capital grant.  However there are some successes, for example in Stockport two independent schools have STPs, and Road Safety Officers deliver activities to independent schools.

What was delivered?

Explanation of any changes to what was planned

Strategy adopted which supported principles of National Cycling Strategy and targets, and expressed desire to increase cycle trips, reduce cyclist casualties, increase training, reduce cycle theft, produce cycle parking standards and monitor cycle use.

In response to falling cycling levels, a remedial Greater Manchester Action Plan was produced in 2003, with a set of actions designed to target key areas in a cost-effective way. Implementation was monitored on an annual basis.Most authorities have a local strategy or specific set of policies regarding cycling. Tameside's Strategy has been approved by its cycle forum and will be published shortly.

All authorities have implemented improvements for cyclists in line with the Greater Manchester Cycling Strategy and their own local cycling strategies. These have involved both physical measures, improved involvement, and awareness raising /  promotion.

LTP resources specifically for cycling schemes were increased over the LTP1 period, from 1.06% of the ITB in 2001/02 to 2.44% in 2005/06, in recognition of the disappointing performance. In addition, as we have successfully integrated cycling with other workstreams, many improvements for cyclists were installed as part of schemes funded from other pots, for example Quality Bus Corridors, or maintenance works. Other sources of funds were also exploited, notably Oldham MBC who secured £0.5m of ERDF resources towards developing a comprehensive cycle route network.

Achievement level ; 4

Some Councils, such as Manchester and Stockport, have formally adopted local hierarchies which give priority to pedestrians and cyclists; this has influenced work in local centres in particular. A hierarchy was adopted as part of the Greater Manchester Walking Strategy, but it has proved difficult to enforce in all areas.

Countywide minimum standards developed and issued as guidelines for authorities to consider when adopting their own standards, due to difficulties in reaching agreement on associated car parking standards.

Design guidance was incorporated into the above cycle parking standards guidance.

Achievement level : 4

Trans-Pennine Trail (NCN 62) was delivered and publicised. It formed a focus for some Bike Week events.
Links to the Trail have also been created, such as those linking Brinnington and Reddish in Stockport.
See also Statement ‘Trans-Pennine Trail’

Achievement level : 3

Manchester Cycle way (NCN 60) between Chorlton, Gorton and Sportcity completed.

Proposed routes for the NCN have changed and increased over the LTP1 period, but to date there has been much progress made, including substantial completion of routes NCN 6 (Ramsbottom – Fallowfield) and route 55 in Salford, and Regional Routes 85 (Manchester – Airport), 80 (Horwich – Bolton – Ainsworth) and 80 and 92 in Rochdale.

In addition, there have been many additions to the local routes network, including the Alexandra Park scheme in Oldham, cycle lanes on the A49 in Wigan, Barton cycle route in Salford, and Wythenshawe Black Path. Stockport secured £3.5m of additional maintenance funding for strengthening and reconstruction of structures to maintain the integrity of the pedestrian and cycle network.

Extensive cycle features have been included in the QBC network, including almost 20 km of cycle lane, Toucan / Pegasus crossings and advanced stop lines.

More secure racks have been installed at key locations across the county, especially in key centres, which have seen an increase in inbound cyclists in the morning peak, and schools which benefited in particular from the DfES Travel to School Initiative capital grant. Motorcycle parking facilities have also been installed in many town centres, which has reduced the inappropriate use of cycle racks by PTWs.

Overall, these measures have ensured that we met our target for a 50% reduction in pedal cycle casualties. In a minority of cases the need for safety has taken priority over convenience.

Establish a Greater Manchester Cycling officers’ Group to promote and encourage safe cycling as part of all transport policies, and develop partnerships to promote cycling

Achievement level : 4

Group established in 2000, comprising all authorities,  Manchester Airport and the Health Service.

Wherever possible, cycle facilities have been implemented as part of other schemes, for example as part of QBCs on the A6, traffic management measures such as the Rusholme Safety and Regeneration programme (which was praised by over half of cyclists interviewed on Wilmslow Road) , new road construction of Manchester-Salford Inner Relief Route and maintenance schemes such as on Beaumont Road, Bolton.

A number of Greater Manchester authorities benefited from participation in the CTC-run North West Regional Cycle Benchmarking exercise in 2004/05.

The authorities have for the first time mapped the existing and proposed cycle route network, which has assisted route development and implementation, and will be the basis for future published material.

Examples of joint initiatives with the Health Service include the publication of the On Your Bike magazine, Bolton Health on Wheels cardiac rehabilitation scheme as part of the East Bolton Bike Skills Project, linking the Salford Cyclepods initiative offering free bike use to NHS referrals, and a project with Oldham PCT in Hathershaw and Fitton Hill running supervised walks and leasing bicycles

Many examples on collaboration with voluntary and community sectors, including Manchester Council’s Bike Week events with local cycle groups, bike-recycling centre in Ashton West End, Tameside, and Tonge Bikes cycle based social enterprise in Bolton. Other evidence of a growing cycle culture includes the creation of a Community Cycle Club based in Brinnington, Stockport.

Rochdale, Manchester and Stockport formed a partnership with Sustrans as part of their Bike-It project. This was particularly successful in Rochdale, with some schools registering between 10 and 20% of pupils cycling to school.

All councils established forums or an equivalent method by which cyclists can liaise with the authority. For example Bolton Cycle Forum, served and chaired by councillors, meets regularly and has good attendance from a range of interests including Sustrans Volunteers, Bolton Primary Care Trust, Park Rangers, Tourism staff and interested individuals. Manchester Cycle Forum, also with representation from councillors, is used to advise on policy and delivery matters, including priority setting. An email forum has also been established as part of wider efforts to broaden the scope of cyclist representation. Wigan incorporated their cycle forum within the Highways User Group, which represents cyclists alongside other highway users. Trafford's forum  experienced difficulties, mainly due to staff shortages, but are are about to re-establish it  possibly in  association with their Better Transport Group as part of the LSP structure.

Achievement level: 3

Publicity leaflets on routes have been produced when completed; for example regarding the Manchester Cycleway (Fallowfield Loop).

Monitoring has included questionnaires in the On Yer Bike magazine. These indicated that over two thirds of respondents thought that building safe off-road routes, and providing help and advice to cyclists had been done well. Our perceived weaker areas included integration with public transport, slowing traffic speeds and educating cyclists and motorists. As a result, GMPTE is developing a Cycling, Walking and Public Transport Action Plan to improve integration. Our Road Safety Strategy is intended to tackle the other weak areas.

Achievement level : 2

We have increased the number of primary school children receiving Safer Cycle training, from 21% in 2002 to 25% now. Over 60% of primary school leavers in Trafford have received training, but uptake varies a lot between councils, some of which train fewer than 10%. Investigations are ongoing as to how this can be improved, alongside the introduction of the Government’s new cycle training standards. There are significant pressures on the revenue budget used to fund this activity.

Authorities to encourage cycling through their workplace travel plans.

Authorities to encourage travel plans which promote cycling

Achievement level : 3

On Yer Bike magazines produced annually since 2002 were very well received, and 68% of readers said it would encourage them to cycle more.

A Cycle-City route map covering a large area of Greater Manchester was published in 2002. Individual Districts including Bolton and Bury have also produced cycle route maps, and Stockport’s ‘Green A-Z is another notable example.

Launch of local cycle resource website http://www.cyclegm.org/ in 2005, which has shown an exponential rise in use.

Coordinated Bike Week promotional events are now run in all Districts. In 2005 these focused on town centres and schools, and in 2006 upon LTP priority areas including sections of National Cycle Network. Cycling has also been a key element of authorities’ In Town Without My Car events

Some of the best modal shift results from our school travel plan programme have involved cycling. Ladybarn Primary School in Manchester has managed to more than double cycling from 3% of the mode share in 2004 to 6.1% in 2005, following the provision of cycle storage, safer routes and promotional measures. Irlam and Cadishead High School, Salford, has achieved a 25% increase in cyclists since September 2005 after a secure cycle shelter was provided. A cycle training course to help teachers deliver cycle training is currently being organised.

A number of Workplace Travel Plans have also shown excellent results; for example Manchester’s Higher Educational Precinct saw cycle trips almost double from 4% to 7.4% between 1999 and 2005.

Cycling is a strong element of Local Authorities’ own travel plans; additional showers, secure parking, cycle mileage allowance and loan packages are examples from across Greater Manchester.

Non-LTP funds have been used to help fund various schemes; mainly these involve developer contributions and regeneration budgets, for example Oldham secured £0.5m ERDF funding towards a cycle network in the Borough, and Rochdale took advantage of Countryside Commission and Sport England funding to upgrade an 18km section of the Pennine Bridleway. The airport and health sector have contributed to various publicity materials.

Each council either developed a specific internal action plan to guide and prioritise actions, or incorporated cycle projects as part of the LTP delivery plan, based on the Greater Manchester Cycle Action Plan. Most councils liaise closely with their cycle forums on these.

The IHT Cycle Audit and Review Guidelines were felt to be too time-consuming and cumbersome. A more flexible, user-friendly audit system, COPECAT, developed and published in 2003, which  received worldwide expressions of interest. Training events were held for Greater Manchester staff. The has been widespread use, particularly in Bolton, Manchester, Salford, Stockport and Tameside. It has been applied to many schemes affecting cyclists, such as Beaumont Road major maintenance scheme, Bolton, Manchester Road / Seymour Grove, Chorlton and Walkden Rd (A575), Salford. COPECAT will be reviewed in 2006 following lessons learned from the first 3 years of use.

Implementation of secure cycle parking at Metrolink, rail and bus stations. Some of these lockers operated under innovative Bicycle Lockers User Scheme (BLUC).

Specific monitoring of cycle carriage on local rail services  has been introduced, although fluctuations in levels suggest that it requires more years data in order to establish a trend.

Agreement in principle to off-peak cycle carriage on Metrolink Phase 3 trams.

COPECAT design audit guidance contains standards for both users, which should ensure conflict is minimised.