5 Programme Delivery

5.1 Delivery of LTP Programme

The first section of this chapter describes the funding levels and arrangements for LT1P schemes.

The subsequent section describes the delivery of the programmes in the areas of public transport, road safety, sustainable transport, and our three optional areas of disability and social inclusion, travel to school and cycling. The map 'Key Achievements During The LTP1 Period' at the rear of this document also illustrates, where possible, the main achievements described in this section.

Our assessment of the progress of each element within these areas has been classified on a four point scale:

4:    Excellent: successful delivery

3:    Good: broadly delivered as planned

2:    Fair: partly delivered with some positive outcomes

1:    Limited:  significant difficulties in implementation

5.1.1 Funding

The annual LTP funding for Greater Manchester was made available in three main parts:

  • Major schemes: allocated directly to the relevant authorities, as supported borrowing and direct grant
  • Maintenance: allocated directly to highway authorities as supported borrowing, latterly on the basis of a DfT formula
  • Integrated Transport Block (ITB): allocated as supported borrowing as a block for Greater Manchester, and apportioned amongst authorities by local agreement (see 5.1.1.1 ‘Integrated Transport Block’ below)

SEMMMS funding came as a discrete amount alongside the annual LTP settlement (see 5.2 ‘Delivery of SEMMMS Programme’). Government's contribution to the Transport Infrastructure Fund ( GMtif) was also identified as a specific amount within the LTP settlement (see 5.3 ‘Delivery of Transport Infrastructure Fund Programme’). In addition, there were also some supplementary or emergency maintenance bids, or those associated with Primary Route Network or detrunking maintenance.

Government funding was often supported by other capital sources of funds, for example additional prudential borrowing by individual councils, European and regeneration grants, and funds from private developers. See 5.1.1.4 ‘Other Sources’.

Some supporting activities which are not suitable for capital funding, such as some routine maintenance, road safety educational and publicity work, and subsidised public transport services and fares, come from Authorities' revenue budgets (see 5.1.1.5 ‘Revenue Funding’).

5.1.1.1 Integrated Transport Block

The Greater Manchester authorities operated their own agreed formula to try to match resources to effective delivery of the LTP strategy. This involved the following stages:

  • Allocation of any specific grants or portions to appropriate authorities, such as Northmoor Home Zone pilot.
  • 25% of the remainder distributed to councils for local safety schemes, on the basis of previous spend in this category
  • 18.75% topsliced for Quality Bus Corridors
  • 28.12% allocated to GMPTE for public transport schemes throughout Greater Manchester
  • 28.12% allocated amongst Councils according to a formula which took into account population, vehicle and bus mileage, casualties and non-car ownership.

The level of expenditure on local safety schemes, Quality Bus Corridors and public transport infrastructure was estimated to be necessary in order to deliver a work programme in accordance with our strategies which would achieve our LTP1 targets for road casualties, public transport patronage and other aspects of public transport. Councils had discretion on how to spend their allocation from the ITB to meet local needs within the overall strategic framework provided by the LTP1 and its sub-strategies. This was monitored over the period to ensure that certain areas, particularly those where performance was weaker than expected, were being suitably resourced across the county.

The Greater Manchester ITB settlements and spend over the LTP1 period is set out below:

Table 5.1 ITB settlements and spend (inc GMtif), £000s

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

Analysis of the figures is complicated by the fact that spend did not necessarily have to occur in the year for which it was issued. In addition, the DfT's definition of net spend, which form the basis of the figures reported here, changed in 2005 to include a wider variety of funding than previously.

Overall, the figures demonstrate that we were able to secure sufficient resources from the Single Capital Pot in the face of competition from other Local Authority priorities, and spend them broadly in line with our settlement levels. In some cases, funds were put into maintenance in order to address weaker performance in that sector; however, it should be borne in mind that maintenance is an integral part of our programme to achieve LTP objectives, not least for aspects such as road safety, walking and cycling. In certain years, individual authorities were able to take advantage of the more relaxed rules associated with the SCP to reallocate some funding to other important non-transport related projects, but the balance was subsequently redressed in the following years.

Transport Infrastructure Fund

Table 5.2 Total GMtif settlements and spend, £000s

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

These figures reflect spend against both the DfT settlement and the PTA's own resources. The DfT contribution was only £2m in 2004/05. Spend is now on track, after an underspend in the earlier years of the fund's operation.

SEMMMS

Table 5.3 SEMMMS settlements and spend, £000s

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*

* includes bids for additional funding for major schemes preparatory costs.

We were able to successfully spend all SEMMMS resources, although some had to be carried over in the early years. The lack of annual indicative amount hindered forward planning and the implementation of some projects which required security of funding for future years. This has now been remedied by the publication of indicative future amounts for SEMMMS for the LTP2 period.

5.1.1.2 Major Schemes

Major Scheme funding was made directly to the relevant authorities. A summary of major scheme settlements and spending is set out below:

Table 5.4 Major schemes settlements and spend, £000s

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

In addition, funding was secured for the SEMMMS QBC major scheme, see 8.3.2.2 ‘SEMMMS QBC’ . Most major schemes progressed satisfactorily, with the exception of Metrolink expansion where there was disruption to the funding stream due to cost increases, and Metrolink Additional Capacity, which experienced technical difficulties. These schemes were the main reason why spend did not match the settlement for 2003/04 and 2004/05. For details on each major scheme, please see 8 ‘Annex 1 Delivery of Major Schemes’. Spend in 2005/06 was greater than the allocation mainly because GMPTE spent resources from the previously agreed settlements on the Metrolink Single Contract and Phase 1&2 renewals, and Tameside put some of its own resources into advance property purchase for Ashton Northern Bypass Stage 2.

5.1.1.3 Maintenance

Maintenance settlements and spend for the LTP1 period were:

Table 5.5 Maintenance settlements and spend, £000s

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

This demonstrates that across the county, additional funding was spent on maintenance, often transferred from the ITB pot. This was in response to worsening road condition, and increasing focus on Best Value performance indicators. Some authorities were able to secure additional funds, including Stockport and Oldham PSA agreements; for details see 6.2 ‘Progress on Highways Maintenance’. This has resulted in halting the deterioration, or in many cases improving the condition, of all categories of roads and footway in nine districts.

5.1.1.4 Other Sources

The implementation of LTP schemes was boosted by approximately a further 10% by non-LTP funds, which demonstrates the success we have had in integrating LTP work into the wider context. The largest component of this additional funding comprised other Local Authority funds, but significant amounts were also contributed through regeneration budgets such as ERDF, and through developer contributions. The total capital spend on transport will be higher still because some schemes totally funded from other non-LTP sources are not included in this figure.

5.1.1.5 Revenue Funding

The LTP capital programme was also supported by other complementary transport related activities financed through authorities' revenue budgets. There was increasing pressure on these budgets throughout the LTP1 period, which restricted our ability to deliver certain services to the extent that we would have wished, for example road safety education, training and publicity work, and routine carriageway maintenance. Spend in other areas was in many cases offset slightly by income generated from car parking.

Table 5.6 Complementary Revenue Funding (£000s)
 

2001/02

2002/03

2003/04

2004/05

2005/06

Highway structural maintenance

21,708

30,179

21,599

20,209

20,326

Street light maintenance

11,027

11,335

10,742

10,279

12,240

Street light energy

5,615

5,008

5,525

10,459

6,685

Cyclic maintenance

14,601

17,229

19,779

17,721

20,229

Winter maintenance

4,225

3,768

4,381

5,712

4,945,

Bridges / structural maintenance

2,312

1,393

1,621

1,537

1,476

Traffic management & safety

3,011

4,205

4,837

4,224

3,584

Urban traffic control

4,833

3,568

3,436

3,245

3,258

Greater Manchester Transportation Unit

769

611

649

Road safety education, training & publicity

4,958

5,563

5,560

5,765

2,127

School crossing patrols

3,907

Car parking

3,193

1,081

4

1,739

-1,758

Concessionary fare support

44,360

42,260

39,990

40,617

35,664

Subsidised bus services

8,100

9,870

13,650

12,606

14,866

School transport

7,450

7,330

7,980

8,056

8,607

Metrolink

1,260

820

3,460

2,257

1,194

Accessible transport

4,510

4,620

5,800

5,834

6,030

Rail

60,340

73,520

81,480

70,140

60,684

Passenger facilities and services

6,220

2,870

11,910

4,032

5,044

Finance costs

29,531

31,220

49,347

55,077

29,961

Planning & design

3,410

1,989

1,602

1,530

2,297

Other

14,949

9,221

6,329

5,955

5,416

TOTAL

255,905

275,334

299,801

283,743

239,762

 

5.1.2 Public Transport

5.1.2.1 Bus, including Quality Bus Corridors

In LTP1 we planned to increase bus patronage as a principal part of our strategy to achieve modal shift. In particular we aimed to implement a network of Quality Bus Corridors, and the Leigh- Salford Manchester Quality Bus Corridor, which includes a section of guided busway. We also planned to build new bus stations at Middleton, Hyde, Wythenshawe, Rochdale, Altrincham and Shudehill in Manchester.

In order to achieve our objective, we were also dependent on the actions of bus operators' fares policies, routes, frequencies and quality of service. One large operator had particular staffing and engineering problems in the mid to later part of the LTP1 period which impacted on reliability and patronage; GMPTE worked closely with the operator's senior management to improve performance. In addition, larger socio- economic trends outside our control, such as the decline in concessionary trips caused by increasing car ownership and greater independence of concessionary groups, also affected patronage.

Our achievements include:
  • overall a relatively stable level of bus patronage, in the face of a national decline
  • a recorded increase of around 12%-14% in bus patronage on some Quality Bus Corridors
  • an increase in user satisfaction with bus services from 69% in 2002 to 82% in 2006
  • a more generous concessionary fares regime than the required minimum

What was planned to be done? What was delivered?

Plus explanation of any changes to what was planned

Develop a Bus Strategy Achievement level : 4

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’).

Implement a network of Quality Bus Corridors to give greater priority to buses, improve quality and bring about modal shift on key corridors

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).

Partnership with bus operators Achievement level : 2

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.

Integration of services with those of the health, community and voluntary sectors Achievement level: 2

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’).

Improvement of punctuality and reliability Achievement level : 2

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.

Improved waiting facilities

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.

Improve the accessibility of the bus network, including in rural areas Achievement level: 3

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.

Statement

The Quality Bus Corridor Network

The flagship QBC network as proposed in LTP1 is substantially complete, with 172 miles of QBC involving 24 routes and more hot-spot treatments across all Districts in the County. The project is overseen by a joint board comprising representatives of GMPTE, Councils and operators. The delivery mechanisms evolved throughout the period, with some parts of the network being delivered through major schemes ( SEMMMS and Northern Orbital) as opposed to the Integrated Transport Block topslice. The project aimed to create a step change in the quality of bus travel along a network of radial and orbital routes connecting the main centres in Greater Manchester,  thereby increasing reliability, patronage and customer satisfaction, and providing a credible alternative to the private car.

The QBC network involved the introduction of many facilities which not only benefited bus journeys, but the journeys of bus passengers to and from bus stops, and users of other modes as well. This approach offered better value for money than pursuing bus priority measures in isolation from other policy objectives. Overall, the QBC programme in LTP1 provided:

  • 81 bus lanes covering a combined distance of 27.5km (17.1 miles)
  • 91 cycle lanes over a total distance of 19.2 km (11.4 miles)
  • 164 cycle advance stop lines provided at traffic signal junctions
  • 149 traffic management measures to facilitate general traffic improvements and to ease the passage of buses, including works such as turn bans, one-way orders, road marking changes, and bus only restrictions
  • 1271 parking and loading spaces have been formally created to benefit local areas and to reduce the impact on passing bus services. These are either marked on street or in new lay-bys
  • 182 traffic signal improvements have been delivered, with 319 pedestrian facilities being introduced across existing junction arms
  • 131 existing junctions have been included within the SCOOT Urban Traffic Control system to improve their operating efficiency
  • 20 new traffic signal junctions have been created, all incorporating new pedestrian facilities
  • 97 Pelican and/or Puffin crossings have been provided
  • 32 un-signalised pedestrian crossings have been provided, such as refuge islands or kerb extensions to reduce crossing widths
  • 60% of bus stops within the programme have been upgraded to QBC standards, with easy access kerbing, new improved boarding platforms, new stop poles and shelters where required.

Districts have also made improvements to their local centres such as wider footways, higher quality paving and improved street lighting, to complement QBC works by improving the environment

Although work has been carried out on all corridors, only the Bolton-Leigh corridor is fully complete. It is therefore premature to assess the outcomes of the QBCs. The situation is also further complicated by changes in the context and circumstances of individual corridors, making it difficult to link observed changes with measures. Nevertheless, we have noted improved patronage and reliability, but not necessarily whole corridor journey times owing to the delay caused by additional pedestrian crossings and other necessary traffic management measures. Passenger interviews have shown that a higher proportion of QBC passengers, compared to non-QBC passengers, thought that their service had got better since they started using it, and users' perceptions of the service features rated were considerably more positive on the QBC routes than on non-QBC routes.
 

Statement

The A6 Manchester - Hazel Grove Quality Bus Corridor

Background

The A6 QBC runs from Manchester City Centre, through Levenshulme and Stockport to Hazel Grove, on the south east edge of the conurbation. It is an intensively used corridor, not just by high-frequency bus services, but also many other modes including much freight traffic. Congestion on the route caused great problems of bus unreliability. In addition, sections of the route had a poor safety and air quality record.

Description of works

In brief, the works entailed the creation of significant sections of bus lane, traffic signalled junction redesign, traffic queue relocation and upgraded shelters and stops. In addition,  many new crossings were installed, including a Pegasus crossing for the multi-user Trans-Pennine Trail, and parking arrangements were rationalised in order to minimise disruption of parked vehicles whilst maintaining access to local services along the route. Real time information displays are in the process of being installed at key stops.

Outcomes

In summary, the table below highlights the achievements along the A6 to date.

Increased Patronage

Reliability Improvement

Whole Route Journey Time Improvement

Scheme Journey Time improvements

Pedestrian Improvements

Cyclist Improvements

Improved Quality (fleet age)

Yes

Yes

Partly met

Partly met

Yes

Yes

Yes

In addition, complementary investment  to improve the environment has been undertaken by councils in local centres along the route, such as Longsight, Levenshulme and Hazel Grove.

Patronage data has been provided by the primary operator and this has demonstrated that following a decline in patronage between 2000/01 - 2001/02 steady growth has been achieved year on year following the implementation of the QBC measures. This growth represents an overall 12-14% growth in patronage between 2000/01 and 2005/06 against the overall decline and more recent stabilisation of bus patronage across the county.

The reliability of the service has also improved between 2003/04-2005/06 as demonstrated by the reduction in long gaps (21% to 4%) and increased the departures per hour in line with the traffic commissioners targets (9% of time gaps reduced to 0%), although this improvement is expected given the frequency of the route. Reliability, as measured by excess wait times, show the 192 service is now one of the best performing routes within Greater Manchester. In addition data has shown improvements, particularly in the southbound direction, heading out of Manchester where average journey times are converging (ie. less variance by time period). It is also notable that journey times have stabilised and the operator has been able to maintain the frequency without the need to provide extra buses within the schedule over the last 5 years.

The journey time data demonstrates mixed results, which must be understood in the context of the deliverables. Significant improvements for pedestrians have been achieved along the A6 corridor which have generally worsened the conditions for general traffic flow. As such, further work is being undertaken to model the with and without scenarios to understand the full benefits of QBCs.

The provision of the pedestrian improvements should have been offset by the delivery of traffic light pre-emption to provide additional priority for buses; however this has been delayed. Trials of the technology are taking place and it is now programmed to deliver traffic light pre-emption at 30 junctions along the A6 during 2006. To date, despite the lack of good quality before data, analysis of journey time data has demonstrated the following:-

  • The queue relocation scheme in Stockport Town Centre has reduced am. peak bus times by 10% (Car times have increased by 10%).
  • Bus journey times have improved by up to 14% in the northbound evening peak, but worsened by up to 12% in the morning peak northbound.

Other Improvements

  • At the end of the LTP1 period, before a round of intense competition between two operators, 90% of the vehicles on average were low floor, although this has remained steady through the programme
  • Similarly, 52% of the buses were 1-3 years old and the number of buses between 6-10 years had declined from 97% to 40% between 2003 and 2006.

Work continues to be delivered on the A6, and real time information will also shortly come on stream.

5.1.2.2 Rail

In LTP1 we aimed, in conjunction with the franchise replacement process, to increase the frequency and reliability of services, improve stations (particularly in terms of accessibility), increase the amount of park and ride spaces and build ten new stations to improve access to the network. Despite the funding difficulties, the railway network is now generally operating more reliably than in the recent past, with fewer cancellations and better time keeping. The West Coast Main Line renewal works, whilst causing severe disruption during construction, will continue to improve this situation. Along with the success of the Regional Centre economy, this probably explains why we have seen steady increases in rail patronage at all times of day over the last few years. The limited influence of GMPTA and local authorities on rail services and infrastructure provision should be noted, especially with regard to fare levels, service frequencies and key aspects of service quality.

We were able to :
  • meet our target to increase rail patronage, by 18% between 2001/02 and 2005/06
  • increase user satisfaction of rail services from 75% in 2003 to 90% in 2006
  • provide over 280 additional park and ride spaces spaces at stations
  • increase the number of fully accessible stations by 16%, from 48 in 1999/00 to 56 in 2005/06
What was planned to be done? What was delivered?

Plus explanation of any changes to what was planned

Assessment of existing facilities and identification of specific projects to increase mode share Achievement level : 4

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.

Develop partnerships with the rail industry Achievement level : 1

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.

Small number of flagship stations to undergo major improvements Achievement level : 3

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

Improvements to other stations Achievement level : 2

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’).

Contribute towards a number of new stations
 
Achievement level : 1

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

Improving integration with other modes Achievement level : 3

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.

 

Statement

Rail Station Improvements

A programme of station improvements has been implemented in LTP1 to improve rail infrastructure, with the aim of improving patronage and contribute to congestion reduction.  The approach taken was to develop schemes that are value for money in a largely opportunistic way, particularly where there is an opportunity for joint funding and partnership working.Piccadilly station concourse
Open large scaleable image in PopupPiccadilly Station benefited from major engineering works over the LTP1 period, funded mainly by Railtrack. These included

  • a new train shed roof, platform resurfacing and a travelator to provide easier access to the through platforms,
  • complete remodelling of the concourse with new ticket facilities, retail outlets and better train information boards,
  • greatly improved Fairfield Street access with enlarged taxi rank and short stay parking, and
  • an improved main approach with better lighting, widened pavements and restrictions on access limited to buses, police, maintenance vehicles and cyclists.

LTP funding contributed to the provision of additional information screens at the Fairfield Street entrance, an enhanced terminal facility on the part of the approach ramp used by the Metroshuttle services, and improvements to the  pedestrian access and street lighting. The completed station won the 'Large Interchange Project of the Year' and the 'Judges Special Award for 2003' in the Integrated Transport Award competition.

Stockport Station
Open large scaleable image in PopupStockport Station refurbishment was officially opened in November 2003. GMPTA contributed £760,000 to the £3.5m joint project with Network Rail, Stockport Council and Virgin Trains. The scheme provided a new two-tier concourse entrance, enquiry and ticket booking area and waiting room, new disabled and short stay parking, an upgraded underpass with better lighting and CCTV, remodelled taxi rank and better traffic circulation on the adjacent roads. A new platform has been built, but is awaiting upgraded signalling before it can come into use. Bus calming measures were introduced at the station, along with construction of specific passenger crossings and an experimental speed monitoring machine. The nearby Grand Central car park has been included in the town centre's variable message signing system to helping visitors find car parking spaces easily.

Ashton-Under-Lyne Station
Open large scaleable image in PopupAshton-under-Lyne Station rebuilding was completed in 2003/04, after an opportunity was taken to add value to a Network Rail scheme by improving passenger facilities. The station was in poor structural and physical condition due to the lack of maintenance for many years and had poor accessibility and passenger waiting facilities. The works comprised a new ticket office and waiting hall, together with a lift for disabled access.

In addition, work also started to improve Salford Central station significantly, which will greatly enhance passenger facilities in a rapidly developing area of the Regional Centre. GMPTA agreed a £1.25 million contribution to Railtrack works at Manchester Victoria Station to replace the remaining areas of leaking roof.  Crowd handling improvements were made at Horwich Parkway station in connection with events at the Reebok stadium, with subsequent provision of  a new ticket office and waiting room.

5.1.2.3 Metrolink

We planned to build on the success of the Bury - Altrincham and Eccles Metrolink lines, in terms of patronage and modal shift, by extending the Metrolink network to Oldham / Rochdale, Manchester Airport and Ashton-under-Lyne, as well as increasing vehicle capacity and improving stops on the Bury-Altrincham line. In addition, we planned to include extensions to Trafford Park (to be funded by the private sector), the Lowry and East Didsbury in the contract documentation for the 'Single Contract' and invite the private sector to bid for their construction. We also planned to continue development work on a scheme to extend the East Didsbury line to Stockport.

We also planned to open a number of new stops on the Bury-Altrincham line. This work was considered to be the most appropriate transport solution to assist regeneration in these corridors and enable us to achieve our economic goals without compromising policies on achieving modal shift and limiting traffic growth which would otherwise harm the economy and environment.

We were able to :
  • achieve a 16% increase in Metrolink patronage between 2001/02 and 2005/06
  • increase user satisfaction of Metrolink services from 84% in 2003 to 95% in 2005/06
  • improve 18 Metrolink stops
  • provide 720 additional park and ride spaces
 
What was planned to be done?

What was delivered?

Plus explanation of any changes to what was planned

Expansion of the Metrolink network (Phase 3)

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.

Increasing capacity on the Altrincham-Bury line
 
Achievement level : 1

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.

Improvements to existing network Achievement level : 3

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.

Additional stops Achievement level : 1

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.

Statement

Improvements to Stops

Shudehill Interchange
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Apart from the Manchester city centre sections, the stops on the Altrincham- Bury line were all conversions from the original British Rail stations with minimal change other than accessibility improvements and the addition of CCTV and ticket machines. As a result some of the infrastructure was in urgent need of renewal.

During LTP1 we carried out a programme of improvements at these stops, including:

  • The removal of redundant former rail structures such as dividing walls within passenger shelters to improve personal passenger safety and security
  • Additional car parking at Crumpsall, Besses o’ th’ Barn and Whitefield, with improved disabled parking and cycle facilities, and improvements at Prestwich and Radcliffe to the signing and lining
  • New disabled parking  and improved lighting in car parks
  • Additional or revised CCTV
  • Removal of enclosed wooden overbridges at Timperley, Crumpsall,and Bowker Vale
  • Platform renewal to provide level access throughout, along with tactile paving
  • Upgrading access ramps to meet current DDA standards
  • Refurbished staircases
  • Upgraded passenger canopies
  • Improved lighting and public address systems
  • New stop at Shudehill in anticipation of the opening of the major interchange (January 2006)
  • Making Cornbrook fully accessible from the street, as opposed to an interchange-only stop
  • Major improvements to the subways at Prestwich,Radcliffe and Besses o 'th' Barn.

In all, 18 stops underwent some kind of improvement, but a considerable amount of work remains to bring them up to preferred standards, and the Metrolink Phase 1 & 2 Renewals scheme, for which the tendering process is underway, will allow us to make further improvements to lighting, accessibility and ticket machines. Along with the increased tram capacity and infrastructure renewals which form part of the same scheme, this will ensure that Metrolink remains an attractive alternative to the car.

Statement

The Eccles Extension

Eccles Interchange, Salford
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The Metrolink extension to Salford Quays and Eccles opened in two stages. The first section to Broadway opened in December 1999, with the second section from Broadway to Eccles opening in July 2000. It provides links both to central Manchester and the developing employment/leisure facilities at Salford Quays. A Metrolink / bus interchange was built in Eccles town centre in 2002 along with a major 450 space park and ride facility at Ladywell. In 2005 the Cornbrook stop which had previously just provided interchange between the Altrincham - Bury and Eccles lines, was fully opened with access from street level, reflecting the regeneration of the surrounding area. Patronage has grown steadily throughout the LTP1 period, both in the peak and off peak, reflecting the growth of Salford Quays as both an employment and leisure / shopping destination.

Patronage Trend on Eccles Metrolink Line
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5.1.2.4 Taxis

In LTP1 we acknowledged the important role of taxis and private hire vehicles (PHVs) in the integrated transport network by serving a demand to/from remote or dispersed locations or at times that cannot be served by other modes such as bus or rail

We were able to :
  • develop a voluntary service standard for taxis contracted to GMPTA
  • introduce demand responsive transport schemes to supplement the local bus network, six of which are currently shared taxi services
What was planned to be done? What was delivered?

Plus explanation of any changes to what was planned

Development of voluntary service standard for taxis and PHVs contracted to GMPTA Achievement level : 4

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.

Further development of interchange points and other initiatives to integrate taxis further into local transport networks
 
Achievement level : 2

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.

Further development of arranged passenger transport using taxis Achievement level : 3

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

Creation of taxi/bus interchanges at three rail stations, funded from Rural Bus Challenge Achievement level : 4

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

Distribution of handbook to apprise drivers of DDA requirements and customer care. Achievement level : 4

See Statement ‘Taxi and Private Hire Development Work’ below

Improvements to the licensing arrangements Achievement level : 2

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

 

Statement

Arranged Passenger Transport (APT)

In partnership with taxi/PHV operators, we have introduced a number of APT services in areas where demand is too low to merit a full bus service. These shared taxi services either provide new links to facilities or replace bus services which have been withdrawn.  Users book up to 30 minutes in advance and are given a 15-minute pick up slot. Passengers are taken to a destination that tends to be limited to local shops and hospitals, or an interchange point (often a rail station). Some services operate throughout the day, whilst others operate evenings and Sundays only. Fares are slightly higher than equivalent bus journeys, but lower than taxis. More than 20 services now operate across the county re-branded as Local Link. Some were funded through Rural Bus Grant and Rural Bus Challenge. Most users are women (mainly over 50s) with no car available. They often have some form of mobility impairment and use the service for shopping, leisure and travel to hospital. Surveys suggest good user satisfaction ratings.  In 2004/05 the total patronage on Demand Responsive services, including taxi-based DRT, was in excess of 164,000.

Statement

Taxi and Private Hire Development Work

In September 2005 GMPTE carried out a questionnaire survey, which was sent to the ten Greater Manchester licensing authorities to establish policies and practices with regard to vehicle accessibility and disability awareness training for taxi and private hire drivers; and the scope for  collaborative working  to improve disability awareness training and guidance.

A parallel survey of  disabled taxi and private hire users was also carried out to understand more about their needs. 170 Questionnaires were sent out and the response rate was 47% , indicating  the importance of taxi and private hire travel to disabled people. Over two thirds of respondents rated their experience as good or very good.  However, 10% rated their experiences as poor or very poor. From the responses given for both good and bad experiences it was clear that drivers have an effect on the quality of the journey for disabled users and that better customer care training including in disability equality issues would be helpful.

GMPTE had published a Taxi and Private Hire Driver’s Handbook in 1998, giving guidance to drivers on customer care for disabled passengers and advice on the implications of the Disability Discrimination Act.  The Handbook was produced following the introduction of the GMPTE Travel Vouchers Scheme, which provides door to door travel opportunities for certain disabled people who are not able to use mainstream buses.  Vouchers can be spent on accessible bus services such as Ring and Ride and Local Link, but most users tend to spend their vouchers on taxis and private hire vehicles. The handbook was distributed to taxi and private hire operators who participated in the travel vouchers scheme, as a way of spreading awareness of customer care and disability issues. 

Following the survey work, Greater Manchester authorities have agreed to update the handbook to reflect new legislation under the Disability Discrimination Act. Publication of the revised handbook has been delayed due to the need to incorporate the Disability Rights Commission's Code of Practice on provision and use of Public Transport Vehicles, due to be issued imminently.

Production of the handbook is the first step in a programme of work  which also aims in the longer term to work in co-operation with Greater Manchester licensing authorities and other partners to:

  • encourage development of common standards in terms of  vehicle accessibility and driver training across the county (also involving Macclesfield and Warrington councils)
  • encourage greater participation amongst Greater Manchester taxi and private hire operators in the travel vouchers scheme
  • increase the pool of taxi and private hire operators with accessible vehicles
  • encourage take up of  accredited training courses for drivers
  • encourage development of common policies on the use of bus lanes by taxis and private hire cars.

5.1.2.5 Interchange

The LTP1 noted the importance of easy interchange in enhancing the range of journeys that can be undertaken by public transport, and the contributory factors of information provision, reliability and frequency of services, through ticketing and the places of interchange themselves. Improving these factors was a core part of the Integration project.

What was planned to be done? What was delivered?

Plus explanation of any changes to what was planned

Improvements to interchanges, including a better interface with broader policies Achievement level : 4

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.

Initial audit covering four areas for improvement: information, reliability / frequency of services, ticketing and places of interchange. Achievement level : 4

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. 

Development of an implementation programme
 

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.

Implementation of improvements to information Achievement level : 4

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’).

Developing partnerships with operators Achievement level : 2

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.

Ticketing improvements Achievement level : 2

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 to interchange infrastructure
 
Achievement level : 2

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, AshtonStockport, Salford Central and Horwich Parkway stations

Improving access to public transport interchanges

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.

Harnessing the potential of contributory funding Achievement level : 3

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.

 

Statement

Bury Interchange

Bury Interchange
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This scheme included improved bus stands with new information boards, seating, lighting and better bins, refurbishment of the travelshop, improved visibility strips on pedestrian routes to assist people with visual impairments, improvements to pedestrian crossing facilities and signage and improved lighting.

A survey conducted found that over three quarters of respondents stated that they were 'very satisfied' or 'satisfied' with the improvements that have been made at Bury Bus Interchange.  When asked about facilities in place it was found that the PTE was 'getting it about right'.

Statement

'The Station': Manchester Airport Ground Transport Interchange

The Station, Manchester Airport
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The Ground Transport Interchange at Manchester Airport, called 'The Station' was developed as part of the Ground Transport Strategy and cost £60 million.  This comprised a state-of the-art bus station including up-to-the-minute electronic information. Facilities include retail outlets, Manchester Airport Information System (MAISY) information points, the Cycle Centre and the rail booking office. Space is allocated for a Metrolink stop, and the Airport, GMPTE and Network Rail are developing plans for a third railway platform, allowing for longer trains, increased capacity and improved reliability.

In 1992, public transport's mode share stood at 10% (2.4 million trips p.a) and by 2003 had risen to 19% (5.1 million trips p.a). By 2002 there were 16% fewer vehicle trips per air passenger compared to the situation in 1992. (See also Figure 6.7 ‘Average Number of Vehicle Trips / Air Passenger’).

Statement

The Integrate Project

The Integrate project was developed in 1998 as a partnership between the Greater Manchester Authorities, the Highways Agency, the bus operators, the principal train operator, the Metrolink operator, Railtrack and Manchester Airport.  The aim was to improve the quality of public transport and present it as an integrated high quality network that is easy to understand and use. Through the voluntary Quality Partnership Agreement signed in the presence of the then Minister for Transport, John Reid, on 3 August 1998, the partners agreed to work together to improve all five elements of a public transport journey, namely:

  • passenger information
  • the waiting environment
  • the services themselves
  • ticketing
  • connections and interchange

We can point to a number of achievements since the project began:

  • good rail and Metrolink patronage (rail +26%, Metrolink +52%)
  • bus patronage which compared well to other metropolitan areas (-1%). (See also 6.1 ‘Overall Progress on Core Targets’)
  • a network of Quality Bus Corridors
  • significant improvements in the range, quality and availability of public transport information
  • greater integration of ticketing, with the introduction of multi-operator and multi-modal day tickets. In 2003/04,  almost 1 in 12 bus journeys (over 19 million) were made using multi-operator and multi-modal integrated tickets
  • Improvements in bus quality, with 48 %  wheelchair accessible and 53% meeting  Euro 2 or Euro 3 emission requirements (a further 8% of buses are fitted with particulate traps.)
  • Improvements in network stability (reduction in the number of dates per year on which services are changed

The Integration Project was a case study for a report published by the European Commission in November 2003 entitled “Integration and Regulatory Structures in Public Transport”. The report was prepared by a research team led by NEA Transport Research and Training. The Transport Studies Unit of Oxford University carried out the work in the UK. Greater Manchester was one of 14 case studies from all over Europe that were studied in the report. Part of the report contains an evaluation of the impact of the Integration Project. The researchers concluded that the Project’s work in introducing integrated day travelcards and integrated high quality information had resulted in a total benefit of 23 million Euros per year. A cost of 15 million Euros per year is delivering a benefit to passengers of 38 million Euros per year1.  The report summarises the benefits to passengers as follows: “Users are benefiting from improved interchange facilities, integrated information provision, ticketing integration and better planning of routes and timetables. The initiatives within the Integration Project have also provided quality improvements of public transport services. Furthermore there is evidence that users are benefiting from lower journey times for services within the Quality Bus Corridor programme. The information available so far points to the possibility that the Integrate Project is starting to deliver positive results.”2

1 NEA “Integration and Regulatory Structures in Public Transport” Rijswijk, November 2003, Table 4.17

2 NEA report section 4.5.3

5.1.2.6 Information

As a result of joint working with operators through the Integration Project, we already had a well developed information strategy prior to the publication of LTP1. 

We therefore planned to:

  • progress that strategy
  • draw up a specification for information in line with the powers expected in the forthcoming Transport Act
  • create a single integrated information service, covering all modes and giving information on timetables, journey planning and fares.

Most elements of our strategy were included in the Scheme of Information, adopted in 2002, including the items described in detail below. 

 

As a result of our work in this area, we:
  • exceeded our target of increasing the number of outlets with passenger transport information, from 600 in 1999/00 to 3,437 in 2005/06
  • met our target of increasing the percentage of bus stops with information from 19.8% in 1999/00 to 60.5% in 2005/06
  • substantially increased residents' satisfaction with the provision of public transport information from 51% in March 2002 to 65% in March 2006, the highest level ever recorded.

What was planned to be done? What was delivered?

Plus explanation of any changes to what was planned.

Provision of information as specified in the Scheme of Information Achievement level : 4

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

Information for people with disabilities Achievement level : 4

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'

Securing sufficient funding to deliver the strategy

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.

Availability of printed timetables, timetable displays and maps,

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.

Call centre information

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.

Electronic Information Achievement level 3

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.

Information at Manchester Airport
 
Achievement level 4

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 

Internet journey planner Achievement level : 4

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

Co-operation with transport operators and adjacent authorities Achievement level : 3

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 at Interchanges Achievement level: 4

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’)

Integration of information on  other modes of transport
 

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.

Integration of information with other policies such as travel plans, travel awareness and sustainable tourism

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.

Statement

Internet Journey Planner

Journey Planner Screen
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We provide, in line with PTI guidelines, an Internet Journey planner covering journeys across the North West Region, which links nationally to http://www.traveline.org/. A new map based Internet Journey Planner was developed in partnership with Lancashire County Council and Merseytravel, providing information across GMPTE, Merseyside, Lancashire, Cheshire and Warrington.

The journey planner covers bus, coach, tram and train and provides both journey planning and timetable information.  It includes information on walking times and distances to stops. It does not yet include fares (although a pilot is under development), as this has proved complex given the number of operators and changing fare offers in a competitive environment.
 

5.1.3 Road Safety

The Greater Manchester authorities have worked together in a number of partnerships to deliver improvements in road safety as described below. Capital schemes have demonstrated a good rate of return. However, this naturally fell over the period as the key sites were treated. We are now using more sophisticated accident analysis tools to identify where engineering measures could make most impact, and it will be important that sufficient revenue funds are made available for road safety education, training and publicity work.

We were able to :

  • achieve a 16% reduction in all killed and seriously injured (KSI) casualties by 2003-05 compared to the base of 1994-98, although this did not meet our target
  • achieve a 31% reduction in child KSI casualties by 2003-05 compared to the base of 1994-98; on track to meet our target
  • exceed our target for a reduction in pedal cycle casualties, with a 34% reduction by 2005
  • exceed our target for a reduction in pedestrian casualties, with a 27% reduction by 2005
  • exceed our target for a reduction in the slight casualty rate, with a 35% reduction by 2005.
  • meet our target for increasing the number of properties affected by traffic calming, from 14% in 2002/03 to 20% in 2005/06
What was planned to be done?

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)

To constantly monitor on an annual basis progress towards these targets.

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.

To draw local partners into delivery of objectives

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.

Consideration of road safety issues in other relevant policy areas.

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)

 

Statement

WATCHMAN Casualty Reduction Scheme in Tameside

WATCHMAN in operation in Tameside
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Background

Tameside has a good mix of urban and rural roads, and has experienced a large growth in road traffic following the opening, in 2000, of the M60 motorway between junctions 19 and 24. The Council adopted a more stringent road safety Public Service Agreement (PSA), to achieve the authorities LTP local target by bringing forward the KSI reduction by  two years to 2008.

It was felt that a new and innovative approach was needed in order to meet this more stringent target. Initial investment in during the 1990s focused on type-approved safety cameras, well before the Greater Manchester Safety Camera Partnership was introduced.  The plan was for these camera units to be deployed at the council's discretion at sites where additional traffic calming measures were felt most valuable. However, it soon became clear that these safety cameras did not fully meet its requirements. In particular it was felt that the following issues needed to be addressed:

  • Driver speed should be calmed for as long as possible, to avoid problems with severe braking at the camera site

  • Restrictions on the location of equipment should be minimised, in order to facilitate proactive targeting known areas of concern which may not have qualified as camera locations under the criteria laid out for safety camera partnerships

  • Ongoing costs should be minimised

  • Staffing requirements should be minimised and functionality maximised. Having to visit a large number of units to retrieve evidential images would have been too demanding, so Tameside considered other means of downloading data remotely, without jeopardising security.

In order to address these aspects and achieve the PSA targets, Tameside implemented the WATCHMAN Traffic Calming System, which consists of a number of signs and cameras deployed over multiple sites. The first eight WATCHMAN systems were installed in a pilot study in 2001 and there are now almost 50 units installed throughout the borough.

The WATCHMAN System

The WATCHMAN system was found to have a number of advantages over single-site cameras:

  • it aims to reduce the speed of traffic over the whole area of the road network and not just at known hot spots. The speed of the vehicle is measured at two specific points; at the entry point warning Variable Message Sign and at a subsequent WATCHMAN camera site. In this way, WATCHMAN operates more effectively as a deterrent, and gives a more accurate assessment of the driver's average speed over a distance.
  • In a more constructive way than the single site safety camera, a WATCHMAN system sets out to educate rather than book a guilty driver and as a result the system works as a major deterrent to speeding motorists and helps calm traffic movements.  The images are digitally recorded, providing high quality, fully encrypted video evidence.
  • It allows traffic engineers remote access to WATCHMAN from a PC, laptop or dedicated monitoring station, with security provided by password protection as well as encryption of the digital footage.
  • Additional physical protection comes from WATCHMAN's vandal-resistant build qualities, as well as electronic measures that provide a number of alarm features. Even so, WATCHMAN is estimated to cost significantly less than a conventional box style roadside safety camera.

  • As well as its operations in casualty reduction and recording of speeding vehicles, a WATCHMAN system can also be used for long-term analysis of traffic movement by counting each passing vehicle - in essence creating a traffic census for that stretch of road.  It also enables engineers to view the state of the traffic for verification purposes.

  • Tameside uses WATCHMAN to collect data and establish patterns such as the time of day when motorists are most likely to violate speed restrictions, which will inform speed reduction measures in the LTP2 period, as the information will be used by the partnership to help target speed enforcement more efficiently.

  • The WATCHMAN overviewer camera records constantly and the video footage can be used for crime reduction purposes, i.e. public order offences, tracking of vehicles suspected of being involved in a crime etc.

Results of Pilot Study

The pilot WATCHMAN scheme introduced in October 2001 was supported by the police and Highways Agency, and involved the installation of eight WATCHMAN units within the District Assembly area of Mottram-in-Longdendale. The two way east/west traffic flows average around 39,400 vehicles per day through this area. Casualty reduction measures were deemed necessary as drivers could reach high speeds along several relatively straight roads. Vehicles travelling eastwards use the main spine road as a gateway from Greater Manchester through the Peak District to Sheffield.  The  major concern was, that in this direction, the road has a fairly steep downhill gradient with a signal controlled junction and village frontage located at the end of this road.

Actual data is available for six years, covering both the three year periods before and after the units were installed within Mottram-in-Longdendale. The table below details the statistics for accidents and injuries for the 36 month period prior to WATCHMAN systems being installed compared with the 36 months after installation.

Table 5.7 Change in accidents and injuries due to the pilot WATCHMAN scheme

Personal Injury Accidents

Killed and Seriously
Injured Casualties

Slight Casualties

Before

109

20

133

After

76

10

111

Change

30% reduction

50% reduction

16.5% reduction

It should also be noted that these statistics cover the entire area of Mottram-in-Longdendale, and not just the roads where WATCHMAN systems were deployed.  The figures above indicate that the benefits of the WATCHMAN initiative spread to the surrounding areas.

The WATCHMAN Pilot Scheme has paid for itself more than four times over in its first three years. Equally important is the reduced impact on individuals, families and communities.

Statement

The Greater Manchester Casualty Reduction  Partnership - 'Drivesafe'

'Drivesafe' logo
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In February 2003, a joint Greater Manchester bid was submitted to the Department for Transport to recover the costs of speed and red light camera enforcement from fine revenue within the Greater Manchester area.   The bid was successful and since April 2003 the Greater Manchester Casualty Reduction Partnership has been in place, with the objective of severely reducing the number of collisions that result in deaths and injuries in the Greater Manchester area.

The partnership brings together a county wide co-operative group which includes:-

  • The ten Greater Manchester councils and the Highways Agency
  • Greater Manchester Police
  • Greater Manchester Central Ticket Office, HM Courts and Crown Prosecution Service
  • Greater Manchester Health Authority

The Greater Manchester Transportation Unit (GMTU) provide the casualty data required for the Partnership and also provide site assessments for evidence of speeding.  Sites with high numbers of KSI accidents where there is evidence of a speeding problem are being targeted by fixed and mobile safety camera enforcement. 

A system of prioritisation of camera sites has been devised, which ranks all the sites according to collision and speed data to ensure that the best possible casualty reduction can be achieved.

The monitoring of road traffic casualties at camera sites between April 2003 and March 2006, has shown that casualties at these locations are falling: 43% at Fixed Speed Camera sites, 15% at Mobile Camera Sites and 9% at Red Light Camera sites and that the combined efforts of road safety practitioners at a local and strategic level are bringing down the casualty figures for Greater Manchester.

Analysis of road accident casualties over the LTP1 period has shown that almost two thirds of KSI casualties occurred on main roads.,The Partnership's attention has now turned to addressing these routes in line with the objectives of LTP2 and work is currently underway to produce a new Greater Manchester Road Safety Strategy for the end of the year. 

The partnership has focused on all aspects of speed and red-light running related injuries and has raised the awareness level of the public, through the 'Drivesafe' logo, of the effect of inappropriate speed.   

During 2005/06 approximately 100,000 offences were detected by automatic devices throughout the Greater Manchester area.

The Greater Manchester authorities welcomed the announcement by the Secretary of State on 15 December 2005, that from April 2007, funding for safety camera activities and partnerships is to be integrated in to the Local Transport Plan system alongside other road safety measures.  This will allow us to enhance the wider road safety delivery process and to give greater flexibility to use a mix of road safety measures so that we can make the greatest contribution to reducing road casualties.  This will be achieved from April 2007 through a newly formed Greater Manchester Road Safety Partnership.

The Casualty Reduction Partnership has also been responsible for some educational, training and publicity work particularly concerning inappropriate speed, under the 'Drivesafe' label.

Statement

Neighbourhood Road Safety Initiative

NRSI Mural, Heywood
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The Neighbourhood Road Safety Initiative (NRSI), is a DfT-funded short-term intervention set up as a response to the PSA target that seeks to tackle the significantly higher incidence of road accident casualties in disadvantaged communities.

Eight Greater Manchester councils received funding. They are Bolton, Bury, Manchester, Oldham, Rochdale, Salford, Tameside and Wigan. These councils were chosen because they are geographically close and had a relatively high child pedestrian casualty rates and high levels of multiple deprivation. Although Stockport and Trafford have not been directly involved, they have benefited from elements of the regional publicity work, have received supplies of newly produced NRSI educational tools and have participated in a number of NRSI organised information sharing and training events.

NRSI funds programmes of work in individual authorities. Schemes include traffic calming and “Streetscape” schemes; improvements to pedestrian routes & crossings, improvements to play facilities and access to them as well as various community led and neighbourhood schemes, frequently developed in partnership with dedicated NRSI officers.

To support the work of authorities, a central team delivers regional and collaborative initiatives. These include:

  • Ensuring that road safety issues are included in strategic documents such as Community Plans, and linked to corporate and regeneration activity though Local Strategic and Thematic Partnerships.
  • Developing partnerships by supporting the establishment of multi agency road safety groups within authorities and bringing new organisations into the field
  • Encouraging the development of a community-led approach to road safety
  • Developing new approaches to road safety education & producing new educational resources
  • Undertaking publicity and awareness-raising campaigns across the whole region
  • Carrying out research
  • Sharing learning and experience
  • Encouraging a fresh look at the role of road safety units and a move away from delivery towards facilitation and enabling, particularly in road safety education

A full evaluation of NRSI is not yet available but there has been success in a number of areas:

  • In several authorities road safety is now linked with strategic thematic partnerships.
  • Additional resources have been made available.
  • More agencies and organisations are now involved, including the Fire Service, Sure Start, and Youth Services.
  • There have been a large number of community and neighbourhood focused projects, some involving hard-to-reach groups such as young people and those from minority ethnic communities.
  • Many of NRSI’s projects have had regeneration benefits and outcomes.
  • NRSI has run several high profile regional campaigns using outdoor media, buses, radio and other activities.
  • NRSI has produced new, innovative road safety education tools using digital and other media. These cater for age groups from pre-school to 14. Partner authorities have been closely involved in all publicity and education work.

Lessons learned include:

  • The need for a strategic framework to:
  • Provide links to other mainstream and regeneration activity
  • Give access to additional resources
  • Ensure the sustainability of community focussed projects
  • The importance of key partner agencies, and of being aware of their objectives and priorities
  • The value of involving the community who know the issues, the area and how to get the message across
  • The value of local data for engaging partners
  • The importance of face to face communications
  • The value of technical specialists, e.g. in the digital media field.

5.1.4 Sustainable Transport

5.1.4.1 Air Quality

Over 50% of exceedances of national air quality standards for nitrogen dioxide and particulates in Greater Manchester are caused by the transport sector. An Air Quality Action Plan was prepared, and approved by Defra in 2004. This contained measures to address emissions from both transport and non-transport sectors. (See Figure 4.2 ‘Air Quality Management Areas’).

We were able to :
  • meet our targets for the number of exceedances of National Air Quality Strategy standard for NO2 one hour mean  and annual mean concentrations at our eight automatic monitoring stations
  • meet our targets for the number of exceedances of National Air Quality Strategy standard for 24 hour mean PM10 concentration at our eight automatic monitoring stations
What was planned to be done?

What was delivered?

Plus explanation of any changes to what was planned

Develop a joint approach to air quality management

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.

Raise awareness of air quality issues Achievement level : 2

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

An air quality information website was established and maintained.

Reduction of nitrogen dioxide and particulate “hotspots” across the conurbation. Achievement level : 3

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

Promotion of investment in low emissions technology and practices Achievement level: 3

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.

To increase modal shift away from the car for short journeys to more sustainable, lower polluting modes of transportation Achievement level : 2

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.

 

Statement

Cleaner Vehicles Campaign

Cleaner Vehicles Campaign Emissions Testing
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Launched in 2003, the main aim of the Cleaner Vehicles Campaign was to raise awareness of air quality issues, and in particular highlight the negative impact of a minority of poorly performing vehicles to help encourage drivers to change their behaviour.

The campaign involved roadside emissions testing of cars against emission standards specified in the official MoT test. Failure of the test resulted in motorists being issued with fixed penalty notices. The testing was supported by a promotional and information campaign. £400,000 of LTP funds were used to support the scheme in LTP1.

The success of the scheme was demonstrated by the reduction in the numbers of vehicles failing the tests in 2005 compared to 2003:

Table 5.8 Results of Cleaner Vehicles Tests
 

Petrol Cars

Diesel Cars

Pass

Fail

Failure rate%

Pass

Fail

Failure rate%

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

 

5.1.4.2 Noise

The impact of traffic noise was acknowledged in LTP1 as being an important factor in peoples' quality of life. The LTP outlined a number plans to tackle traffic-related noise, as described below

We were able to :
  • lay over 800 km (500 miles) of noise reducing surfacing in the LTP1 period

What was planned to be done?

What was delivered?

Plus explanation of any changes to what was planned.

Investigate the potential to develop noise-mapping techniques Achievement level :1

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.

Improve carriageway maintenance Achievement level : 3

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.

Use of noise-reducing surfacing in sensitive areas Achievement level : 2

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.

Traffic restrictions in sensitive areas Achievement level : 2

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.

Management of freight deliveries Achievement level : 2

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

 

Statement

Use of Noise Reducing Surfacing in Oldham

Noise reducing surfacing offers not only the quality of life benefits to local people of reduced exposure to noise, but this is at less cost because it only requires a thin layer in comparison to its predecessor.  It is easy to lay and has health and safety advantages in that it requires less machinery and fewer workers on site. This has an added benefit of reducing congestion around road maintenance works, because only part of the carriage way needs to be closed to lay it.

Oldham is typical of many Greater  Manchester Authorities in that it has been using noise-reducing surfacing in the form of thin surfacing for a number of years. In 2005/06 this type of surfacing was used on three schemes; one on the A62 Huddersfield Road and two on the B6194 Higginshaw Road.

The A62 Huddersfield Road is one of the main arterial routes between Oldham and Huddersfield and carries a large volume of traffic, especially heavy good vehicles going to the M62 motorway.  The road also forms part of the QBC network.  Noise-reducing surfacing formed part of a QBC scheme involving the dualling of a stretch of Huddersfield Road to accommodate a bus lane in each direction.  The possibility of using surfacing of this nature was included in the consultation exercise undertaken on the scheme and was welcomed by local residents and shopkeepers.

Higginshaw Road, which forms part of the highway network between Oldham and Shaw, carries a large amount of heavy goods vehicles from the two industrial estates at Salmon Fields Road and Meek Street in Oldham.  The surrounding area contains a mix of shops and housing, and the use of thin surfacing on Higginshaw Road reduces the noise levels resulting from traffic movements.

Noise reducing surfacing is also extensively used by other authorities. Bolton have used noise reducing road surfacing on Primary Route Network (PRN) and classified road carriageway resurfacing schemes throughout LTP1, including the Beaumont Road exceptional maintenance bid scheme and other more recent schemes such as the A673 Chorley New Road; a significant radial route to Bolton Town Centre from the M61 motorway network, running through the residential areas of Lostock and Heaton. Manchester use it for all major resurfacing schemes, and Tameside have increased their use of it to the extent that in 2005/06 all PRN carriageway maintenance works, and the majority of works on the non-principal route network employed noise-reducing surfacing. It is also used in Rochdale and Stockport.

 

5.1.4.3 Climate Change

Traffic is recognised as a major contributor to climate change. The core policies of LTP1 to encourage modal shift to public transport and walking and cycling, and reverse decentralisation of services aimed to reduce the emission of greenhouse gases from the transport sector; indeed we were able to increase public transport use and peg back traffic levels on local roads. However, these benefits would have been counteracted by the increasing use of larger cars, and increases in traffic on the motorway network.

In the LTP1 period, we have:
  • met our target to limit the increase in car kilometres on local roads, to only 1.7%
  • increased Metrolink travel by 16%, and met our milestone to increase rail travel by 18%
  • halted the decline in bus travel
  • reversed the downward trend of numbers of walking and cycling trips, to register increases in these at the end of the plan period
  • increased the average numbers of homes built on previously developed land from an average of 81% / council in 2001/02 to 85% in 2005/06, thereby potentially minimising journey lengths.

What was planned to be done?

What was delivered?

Plus explanation of any changes to what was planned.

Reduce the need for motorised travel Achievement level: 2

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.

Increase use of cycling, walking and public transport rather than the private car Achievement level : 2

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

Overall council commitment to reducing greenhouse gases
 
Achievement level: 3

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.

Stockport's lease car subsidy policy is linked to carbon dioxide emissions of the vehicle.
Council membership of the Motorvate greener fleet certification scheme which sets targets for organisations to reduce fleet related carbon dioxide emissions and the Carbon Trust, an organisation helping businesses and the public sector cut carbon emissions.
Use of cleaner fuels in some council's vehicle fleets, including Stockport, Trafford and Wigan Councils.
Oldham MBC were a participant in Phase 2 of the Carbon Management Programme and have:
  • 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)
Use of alternative fuels

Achievement level: 2

Green Gold Biodiesel is the first dedicated biodiesel garage in the UK, located in central Manchester. It is run by Manchester Biodiesel Cooperative, a social enterprise, working to help reduce our fossil fuel use and contribution to climate change. It was supported by Manchester City Council through Neighbourhood Renewal funding.

Use of LPG & Bio diesel in some council fleet vehicles

Statement

Highways Agency Travel Plan

The Highways Agency is based in City Tower in Central Manchester. A formal travel plan was adopted across all sites in 1999, and has been successfully implemented locally with significant assistance and support  from Local Authority Travel Plan Coordinators. Some measures have been linked with the Government Office North West travel plan, as the two share the same building.

Specific initiatives have included:

  • Discounted public transport tickets, interest free season ticket loan.
  • Cycle racks, showers, lockers, Bicycle User Group, cycle mileage payment.
  • Introduction of home working.
  • Video conferencing linking all HA offices.
  • Car sharing with guaranteed priority parking spaces (1/2 of the car park dedicated to car sharers).
  • reduction of carparking.
  • Car parking management - allocating spaces on 'priority points'.
  • Car mileage allowance decreased

The effect of the plan has been marked; driving alone to work was halved between 1998 and 2004, from 35% to 17%. Use of public transport, walking and cycling, and home working all increased. The Plan's own targets were exceeded, prompting the development of a second generation plan which will consider how to cope with the Agency's changing needs, including the establishment of a number of Regional Control Centres with associated vehicle fleets.

Greater Manchester Local Authorities administer their own award system for effective travel plans; The Highways Agency were awarded an ON TRACK Gold Award in 2005.

Statement

Oldham Personal Journey Planning Project

Personal Journey Planner
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Oldham Council ran a pilot project on personalised journey planning and its role in promoting sustainable transport, with funding from the Department of Transport and several partners, including;

  • Oldham Metropolitan Borough Council
  • First (bus operator)
  • Greater Manchester Passenger Transport Executive
  • Pennine Acute Trust
  • The Oldham College
  • SSL International.

A project coordinator was seconded from First to implement the project.

The aim of the project was to facilitate modal shift from single occupancy vehicles to alternative, more sustainable modes of transport, by empowering participants to make their selected journeys by such modes.  A total of 841 personalised journey plans were produced for use by 1149 people.

Feedback from participants on their involvement in the project was very positive, with 90% of people who returned comment cards on their public transport journey stating that they would be prepared to use this mode again.

Following on from this project, Oldham MBC has prioritised its travel planning work and employed a full-time travel coordinator to review, relaunch and implement its own travel plan and to work with other organisations on travel planning.

 

5.1.4.4 Rural Issues

Although Greater Manchester is primarily an urban area, there are a significant number of rural and semi-rural wards towards the edge of the conurbation. Many of these areas have similar transport needs to those of the urban area. Rural proofing was undertaken at each stage of the LTP1 process in line with the Countryside Agency requirements. The most notable progress was made in enhancing accessibility for rural areas through implementing rural bus challenge initiatives. A number of authorities are also involved in developing and implementing the South Pennines Integrated Transport Strategy (SPITS), which has repercussions for our own transport policies and networks.

We were able to meet our national core targets for the percentage of households with access to a regular bus service in rural areas for four of the five LTP1 years.
What was planned to be done? What was delivered?

Plus explanation of any changes to what was planned.

Acknowledging the needs of rural areas Achievement level : 4

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

Relationship between rural and other areas Achievement level : 3

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.

Considers accessibility needs of people living and working in rural areas, and areas of countryside in need of protection Achievement  level : 2

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.

Consideration of tourist needs
 
Achievement level: 2

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.

Evidence of involvement from rural bus and rail operators Achievement level : 3

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)

Consideration of demand management, traffic management and park and ride Achievement level : 1

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.

Interchange and information in rural areas Achievement level : 3

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

Movement of Freight Achievement level : 2

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

Role of Community Sectors and Taxis: Arranged passenger transport partnerships with local taxi operators specifically encouraged Achievement level : 3

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’)

Walking and cycling in combination with public transport Achievement level  2

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.

Priorities for action in rural areas Achievement level : 3

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.

Firm Monitoring of Policies Achievement level : 2

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.

Rural Bus Quality Partnerships

Achievement Level: 1

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

Improve interchange and information in rural areas Achievement level : 3

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.

Use of Countryside Agency funds
 

Achievement level :2

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

Considers scope for enhancing services in rural areas Achievement level : 4

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

Statement

Demand Responsive Transport in Rural Areas

We have successfully used Rural Bus Challenge and Rural Bus Grant to improve accessibility on the rural fringes of the conurbation. Shared taxi services, branded ‘ Local Link’, have been introduced on routes in areas where demand is too low for a conventional, GMPTE subsidised, bus service.

Passengers ring a contact number and specify when and where they wish to travel, within a defined area; they are then picked up at their specified location and time.  Fares are slightly higher than bus fares, but lower than taxi fares. The services are carefully designed to complement, not compete with, existing conventional bus services in their areas of operation. Currently 14 services operate using a dedicated minibus and a further 11 using shared taxis during their ‘downtime’. In  2005 the total patronage on Demand Responsive services was in excess of 237,000.

One example of a demand responsive service in a rural area is that operating in Mossley and Saddleworth. This service, using a dedicated vehicle operated by a local taxi firm, provides links within a defined area which includes Uppermill village centre, Mossley and Greenfield rail stations, the Grotton bus terminus for bus links to Oldham, main bus stops for journeys to Ashton and Manchester and Delph, Denshaw and Tameside Hospital in the evenings and on Sundays when there are no scheduled bus services. Patronage has increased in the last year, from just over 6,000 for the quarter ending December 2004, to over 7,500 in the equivalent period of 2005.

5.1.4.5 Airport Surface Access

The Station, Manchester Airport
Open large scaleable image in PopupManchester Airport is the third busiest in the UK, employs 19,300 people, and is a significant influence on the region's economy. A second runway was added in 2001, and passenger numbers have grown from 19.1m to over 22m in the LTP1 period. Satisfactory provision for surface access to the airport, taking into account their future development, was set out in the first Ground Transport Strategy (GTS), published in 1997. Since this date, the Airport adopted a Vision For Sustainability in 2000, which included the GTS in a suite of documents designed to translate those broad principles into detailed policy. The GTS was reviewed, and republished in 2004. See also Figure 5.2 ‘Main LTP1 Strategic Cycle Schemes’

In partnership with Manchester Airport we have achieved:
  • A decline in the ratio of vehicle trips / passenger from 1.5 in 2001 to 1.44 in 2005
  • An increase in overall non-car modal split from 19% in 2000 to 20.5%
  • A 10% reduction in car trips by employees since 1996,
  • Drive-alone car use is down to its lowest ever figure of 68% of person trips
What was planned to be done?

(ie. actions in 1997 GTS remaining at 2001)

What was delivered?

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

Providing high quality passenger facilities to encourage more use of public transport for journeys to the Airport Achievement level : 4

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.

Improving access to jobs at the Airport from areas in need of employment opportunities

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.

Integration
 
Achievement level : 4

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

5.1.4.6 Freight

Freight is a particularly complex area for two main reasons; one is the inherent potential conflict between the economic necessities of transporting goods efficiently and the environmental impacts of freight movement, the other is that many of the desired actions are outside Local Authority control and are in fact the responsibility of other partners such as fleet operators or the rail industry. These were acknowledged in the LTP document, and should be borne in mind when assessing our effectiveness in delivering the actions identified in the following table.

We were able to :
  • strengthen over 280 highway structures to maintain the integrity of the network for freight movements.
What was planned to be done?

What was delivered?

Plus explanation of any changes to what was planned

Establish a Freight Quality Partnership Achievement level : 4

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

Produce a Freight Strategy. Achievement level : 4

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:

Encourage and facilitate rail freight, including:
  • access to the network and
  • Facilitation and support to the development of freight-critical routes to and from the county
Achievement level : 2

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.

Encourage and facilitate shipping, including the use of Manchester Ship Canal and access to coastal shipping routes
 
Achievement level : 2

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

Encourage environmental improvements to lorry fleets Achievement level : 1

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

Provide additional freight capacity where appropriate Achievement level: 2

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.

Improve freight movements, particularly through land use planning and traffic management Achievement level : 3

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.

A major re signing project covered the Primary Route Network (see Statement ‘Primary Route Network Re-Signing’ below)
30,000 copies of a Greater Manchester Drivers' Freight Map were produced. These were distributed to the freight associations, direct to operators and to motorway service areas / truckstops.
Work was undertaken to identify the incidence of bridge strikes , and then focused on the ten most affected bridges in the county, with the aim of preparing a strike prevention plan for each. Some councils have mounted borough-wide warning sign initiatives, and advice on avoidance has become available on a number of websites available to drivers and operators.
Progress in some areas has been slower than was intended, partly because initiatives which were the subject of experience elsewhere have not been evaluated as quickly as expected (eg HGV-only lanes), or guidance has taken longer to emerge (eg relaxation of delivery curfews).
Reconstruction of many bridges and other highway structures across the county to carry 44t HGVs on major access routes to industrial areas and local centres.
 

Statement

Primary Route Network Re- Signing

New Primary Route Network Sign, Tameside
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In preparation for the completion of the Manchester Motorway Box with the construction of the M60 Denton-Middleton section in 2000, the DfT decided to redesignate the road as the M60 rather than, variously, the M62, M63, M66.

A major re-signing project was implemented by the Highways Agency, which, after some negotiation, included adjacent junctions on local authority roads approaching the M60. The final contract was completed at the same time as the Denton-Middleton construction project in October 2000.

The Greater Manchester authorities decided to complement these changes with a much needed re-signing of the whole of the revised Primary Route Network (PRN) in Greater Manchester. A number of revisions had previously been agreed both to the network and to the key destinations to be signed. The councils and the freight industry were keen to see comprehensive consistent signing in line with the revised (1994) standards.

The LTP provided the opportunity to deliver such a project. £2.4 million was ‘top-sliced’ in three tranches - £600,000 in 2001/02, £800,000 in 2002/03 and £1,000,000 in 2004/05. A working group of all councils, chaired by Trafford, was established, and with technical support from Greater Manchester Transportation Unit (GMTU). There was joint agreement on the extent of signed routes to each key destination in Greater Manchester, and on external destinations. Individual councils then determined their preferred local destinations and undertook sign design with consultation as necessary on local destination signing across council boundaries. All such designs were then subject to an independent auditing process (by GMTU) to ensure as consistent an approach and style as possible.

The whole process began in 2001/02 with signing associated with the main Commonwealth Games 2002 venues. All such signing was in place before the opening of the Games. Subsequently, signing design, audit, manufacture and installation was an ongoing process throughout most of the LTP1 period, until completion in 2005.

The changes have been very extensive, and have included the incorporation of the new key destinations of Altrincham, Leigh, and Trafford Park together with a thoroughgoing rationalisation of signing to and around the regional centre. Appropriate tourist signs have also been incorporated as and when required. The result is a comprehensively revised PRN with continuous and consistent signing to current standards. It has been very well received, particularly by freight industry representatives within the Greater Manchester Freight Quality Partnership, although it is difficult to measure just how beneficial the re-signing has been. However, there were discontinuities and omissions in the previous signing which must have contributed to inappropriate route choices, particularly among visitors to the area, leading to extra mileage, lost time, and annoyance. We believe such problems have been considerably alleviated under the comprehensively revised signing.

5.1.5 Disability Issues and Social Inclusion

In LTP1 we aimed to ensure that the public transport network continued to meet the needs of people dependent on it, and to improve access for people with mobility problems. Accessibility was also a key aim of our Bus Strategy. During the course of LTP1 we developed our  Accessibility Planning Strategy, the aims of which are to work in partnership to provide access to opportunities important for a high quality of life, with a particular focus on access to employment, healthcare and food and lifelong learning as well as access for disadvantaged groups.

We were able to :
  • achieve our target for the percentage of the population with reasonable access to the public transport network
  • increase the number of fully accessible rail stations from 48 in 1999/00 to 56 in 2005/06 (slightly short of our target)
  • meet our target for the number of Ring & Ride journeys
  • increase the proportion of wheelchair accessible buses from 33% in 1999/00 to 48% in 2005/06 (slightly short of our target)
What was planned to be done? What was delivered?

Plus explanation of any changes to what was planned

Improving access for disabled people and meeting their needs

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.

Working in partnership with transport operators to improve access for disabled people

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.

Continuing to provide a Ring and Ride service and improving its integration with other social needs transport Achievement level : 3

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.

Maintaining coverage of the bus network Achievement level : 3

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) . 

Providing demand responsive services in areas of very low demand Achievement level : 4

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.

Developing partnerships with Community Transport operators to provide services Achievement level : 4

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.

Continuing to provide school bus services and improving the quality to make them more attractive to pupils and their families Achievement level : 3

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%.

Continuing to provide a concessionary fare scheme Achievement level : 4

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.

Improving safety and security on public transport journeys to make it easier for vulnerable groups to travel Achievement level : 3

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.

Improving access in response to specific local problems

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.

Working with partners, including the establishment of  Strategic Accessibility Partnerships Achievement level : 3

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.

Developing an Accessibility Planning Strategy
 
Achievement level : 4

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).

Improving access by walking and cycling in areas of deprivation Achievement level : 2

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.

 

Statement

Bolton Mobility and Access Project

Crossing Point, Bolton Town Centre
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In answer to the Disability Discrimination Act 2005, Bolton Council developed an innovative Bolton 4u route that is a beacon for combating disability discrimination in terms of highway and transport infrastructure. The Bolton 4u route essentially follows the Bolton part of the corridor partnership route identified in LTP2. The footprint of the route whilst only covering around 15% of the overall borough is in fact accessible to between 30% to 50% of key services and facilities including the Royal Bolton Hospital and several disability day centres. Consultation on the route is targeted through the local area forums and specialist disability groups split into teams to reflect the diversity of issues along the route.

The project is broader than just ensuring that, for example, all kerbs are DDA compliant along the route. The project also looks to establish partnership working to develop such initiatives as travel training for the disabled and elderly, travel plans / measures with local business along the route including the disability day centres, and encouraging the availability of shop mobility around Bolton Town Centre and along the corridor as a few examples.

The project has put in place a new auditing process by which engineering schemes along the route are audited for disability requirements and where necessary, disability facilities can be installed as part of a package of measures. The project to date has benefited from £500,000 that has delivered a programme of drop kerbs, tactile paving, improved crossing facilities at existing junctions, new puffin crossings, and bus stop environmental improvements to QBC standards. The project will continue into LTP2, and will inform  good practice elsewhere.

 

Statement

Salford Local Link

Salford Local Link
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Through LTP funding, GMPTE provided 3 vehicles for the Salford Local Link demand responsive transport service, and funds the operation through its revenue budget. It is operated by Salford Community Transport to provide links for Ordsall, Seedley, Pendleton and Langworthy to employment, health, education and shopping facilities. These are areas with a high proportion of economically inactive residents (18% lone pensioners), with low car ownership and high levels of limiting long term illness. The area of operation of the service was subsequently expanded to cover the area north of the A6 including Charlestown, Wallness, and parts of Lower Kersal and Lower Broughton, together with an evening and Sunday service providing links to Hope Hospital from the whole of the service area at times when, unlike the daytime period, direct bus services do not operate.

Patronage has been growing steadily: monthly patronage in January has increased from 1400 in 2004 to 1750 in 2005 and 2250 in 2006. This represents an increase of 60% since 2004 and 29% over the last year. Total patronage in 2005 was 23,111.  The service is used mainly for education and shopping purposes, probably because it does not serve the Trafford Park area and only serves Hope Hospital in the evenings. Analysis of passenger characteristics shows that 95% of users have no access to a car; 76% are elderly while 48% are mobility impaired.

An analysis of journey origin and destinations shows that while there were relatively few destinations, with Salford Shopping City, Regent Road Retail Park and De La Salle College the most popular, passengers’ home addresses are widely dispersed across the area. This, combined with physical access difficulties for many of the passengers, precludes the provision of alternative fixed route bus services.  The service is particularly heavily used by residents of Ordsall (an area of high social deprivation where conventional bus service provision is poor). 

An additional benefit is that the vehicle and administrative support afforded by the scheme to Salford Community Transport’s core transport operations (which are revenue funded by a grant from Salford City Council and group hire income) has supported a more than doubling of group trips with 21,100 passenger trips in 2005/06 to date, compared to the 10,500 carried in the whole of 2003/04, representing a reduction in cost per passenger of 39%, to £2.22.

5.1.6 Travel to School

We welcomed the increasing emphasis  placed by central Government on travel to school issues later on in the LTP1 period, and the additional resources provided. This has enabled us to make more progress than we anticipated in 2000.

We were able to :

  • Increase in the number of children travelling to school by non-car modes from 55% to 58% of the mode split in primary schools, exceeding our target of 57%.
  • Encourage 365 schools to adopt an approved School Travel Plan.
  • Produce the ding-ding website, teaching children about public transport.
  • Provide 29 Yellow School Buses  reducing anti social behaviour and encouraging modal shift (see Statement ‘Yellow School Buses’).
  • Employ School Travel Advisors in all councils

What was planned to be done?

What was delivered?

Plus explanation of any changes to what was planned

Integrated strategy for reducing car use on the school run and improving childrens’ safety on the journey to school Our  strategy has the following components: School travel planning, provision of school buses and concessionary fares, safer routes to school, traffic managementroad safety education and engagement with young people about their travel choices.
Assessment of current pattern of travel to school with baseline data; plans for monitoring

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.

Process for setting local targets on modal shift and links to road safety targets.

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.

School transport provision
 

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.

Information on school bus services

Achievement level: 4

In addition to various generally available fares leaflets, GMPTE produces information specifically for schools, including:
  • 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.
Concessionary Travel
 

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.

Engagement with young people

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. 
Clear evidence of effective partnership with parents, residents, schools, police, health authorities, bus operators, local business and voluntary / community transport groups

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.

Effective joint working and co-ordination of road safety education, health education, environmental education and awareness campaigns with plans for physical measures
 

Achievement level : 3

This is addressed in most authorities through the STP groups mentioned above, and by provision of engineering measures identified in individual STPs.  In addition:
  • 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 walkingBury 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.
Clear integration with plans for traffic management, parking and speeding restrictions on routes to 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.

Links with independent school sector

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.

 

Statement

Broadfield School, Rochdale

Broadfield School, Rochdale
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Background

Broadfield School near Rochdale town centre has being extended and upgraded through a PFI project.  It brought together the existing school, a separate annex, and nearby closing school, on one site,. Routes for the migrating pupils and future intake populations were investigated by the council. The main danger points were identified as the A58 dual carriageway and Drake Street. Cross-departmental working on the solution sought to optimise the benefits not just for the school run but to the wider community in line with each of the individual services’ objectives. 

Measures

A Walking Bus was set up in April 2005, and is still operational. It was supported in the early weeks of its operation by the Sustainability team and Road Safety staff.

A 'Puffin' crossing was installed on Drake Street which also assists access to and from the Railway Station and the proposed Metrolink stop.  At the A58 a Toucan crossing was put in place, this having the added benefit of linking the key pedestrian route and a short section of a town centre strategic cycle route to a quiet section of road running parallel to the dual carriageway.  A key operated override was provided to enable the Walking Bus to cross both arms of the dual carriageway in one movement.

A new inclined path was added at Broadfield Park to help both parents with prams or young children and the wider community to avoid the use of the existing steps to access to the park. Heritage style street lighting columns were installed, and park vegetation managed in order to to open up the route and improve personal security.  The area immediately adjacent to the school was traffic calmed.  As part of the modifications to the refuges on the A58, the left turning splay which gives access to a town centre supermarket was extended to help reduce congestion for motorists on the dual carriageway. 

Effect

The modal split of pupils driven to school alone in a car alone fell from 36% to 32%. Significantly walking to school increased from 48% to 68% as a result of the travel plan measures.

 

Statement

Yellow School Buses

Yellow School Buses, Wigan
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GMPTE has introduced 29 Yellow school buses, offering high quality school  transport to 1,800 students throughout the area. Nine of these vehicles, funded through the Transport Infrastructure Fund, operate in Wigan, serving 600 students in 3 high schools. By offering safer and higher quality services, which reduce the level of anti-social behaviour often experienced on school buses, these encourage more families to choose the bus rather than the car for the journey to school.  

The single-decker buses are well equipped with dedicated seats, wheelchair access, seat belts, racks for school bags and sound-systems and their introduction is accompanied by a Code of Conduct, backed up by full CCTV recording systems. Failure to comply with the Code can result in the withdrawal of a pupil’s photo pass. This new system helps the regular bus drivers, who are trained in disability awareness and customer care  to engage with pupils to ensure good behaviour. All the buses are fitted with engines compliant with the Euro 4 standard and with particulate traps to minimize local air pollutants. The routes served by the buses are regularly reviewed by mapping pupil postcodes to minimize walking distances and maximize the catchment area.

Based on the previous mode of travel of pupils, each Yellow Bus operating in Wigan is estimated to reduce car travel by around 600,000 km over its projected 20 year operating life. This reduces traffic flows and the demand for parking, especially near the school.  At Standish school, where the route was not previously served by school buses, the modal shift for pupils using the new buses was 60%.

GMPTE actively promotes the use of the vehicles for wider educational uses including swimming and field trips, after school, weekend and holiday trips. A typical operator will use each vehicle for between 14 and 20 such trips each month. Tender prices for providing services are significantly lower, because operators exclude vehicle costs from their bids. Therefore, over the life of the vehicle it is estimated that the capital and revenue costs of this higher quality service are broadly equivalent to the cost of conventional provision.

Feedback indicates high levels of satisfaction from both pupils and drivers.

 

Statement

Mode Shift for Primary Schools in Stockport

Over the LTP1 period there has been a concentrated effort to encourage the use of healthier and more sustainable modes to travel to school.  44 Stockport schools now have travel plans (40 primary, 3 secondary and 1 independent).  There are also many initiatives going on in schools such as WoW! (Walk Once a Week), Walk to School Week, Park and Stride, and more recently 12 primary schools have had success with Bike Week and 3 secondary schools with Change The Way We Travel Challenge.  This activity is now bearing fruit, with a modal shift from car to walking over the past 3 years and an increase in cycling to school.

Across the area there are programmes to create 20mph zones near schools and enhance the visibility of school crossing patrols.  Off road walking routes to schools have been developed and improved with all weather sufacing and lighting.  Pedestrian and cycle training is offered to all schools, and many schools appoint junior road safety officers who receive information to promote road safety in their own school.

There has also been an ongoing programme to provide cycle racks and cages and improve bus waiting facilities at schools.  Stockport Council is assisting the development of school travel plans by supporting individual schools that are interested but also by looking at all schools within a secondary school’s catchment area to maximise the benefit of potential physical improvements in an area, as well as tailoring packages for individual schools.

Table 5.9 Mode Split at Primary Schools in Stockport


2002

2003

2004

2005

Walk

50.6

53

54.1

57.3

Cycle

0.3

0.9

0.6

1.3

Car

45.4

42.4

41.8

39.4

Bus

3.3

3

2.9

2.4

 

5.1.7 Cycling

At the start of the LTP1 period, there was some disparity in performance with regard to cycling between different authorities. Nevertheless, a specific Greater Manchester cycling strategy was produced early on, which addressed the key areas of:

  • a strategic and policy context to encourage more and safer cycling
  • physical improvements to cycle infrastructure and conditions for cyclists
  • establishing partnerships
  • encouragement and promotion
  • improving monitoring
  • targeting resources strategically in a cost-effective manner

Very good progress been made in establishing a firm foundation for future activities. This has resulted in a much higher profile and recognition of the role of cycling, better coordination between authorities, higher quality infrastructure, better consultation and understanding of cyclists needs, and a greater role for the previously neglected area of promotion and marketing. It appears that this work is now paying off as we have started to see an increase in the number of cyclists in recent years. Unfortunately, our progress towards our target was hampered by our decision to reflect the over-optimistic National Cycling Strategy target which was subsequently abandoned by central Government; our LTP2 target is more robust and achievable.

See also Map 4 Major Cycle Schemes

We were able to :
  • reverse the long term trend of a decline in cycle use towards the end of the plan period, although overall cycle use fell and we failed to meet our ambitious target
  • exceed our target of reducing cycle road accident casualties
  • give on-road safer cycle training to approximately 20% of primary school leavers each year
  • increase cycling to school by up to 50% in specific school travel plan cases
What was planned to be done?

What was delivered?

Explanation of any changes to what was planned

Production of discrete Greater Manchester cycling strategy with target in late 2000. Achievement level : 4

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.



Each Local Authority to have in place a local cycling strategy and action plan Achievement level : 3

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 identified the need to cater for cyclists, and LTP resources to fund this work. Achievement level : 3

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.

Develop countywide cycle monitoring strategy, including establishment of baseline data for monitoring cycle use, and measuring the effect of new schemes.

Achievement level ; 4

Baseline established with 20 core automatic counter sites across Greater Manchester. Currently there are over 60 sites in what is believed to be the most comprehensive cycle monitoring system in the UK. Many have been installed as part of new schemes. These allow us to measure cycle use more accurately, and over a longer time period allowing us to examine longer term trends.
Cyclists crossing cordons into key centres are also counted manually, as are cyclists on A and B roads.
Counts of cycle carriage on local trains, and systematic monitoring of the extent of safer cycle training at primary schools have been introduced.
Recent monitoring is now showing an increase in cycle use for the first time in many years, even on main roads
A road user hierarchy was proposed in the walking strategy, which placed cycling near the top.
 
Achievement level : 2

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.

Develop countywide minimum cycle parking standards to apply to new developments. Achievement level : 3

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.

Develop supplementary planning guidance on design of cycle facilities. Achievement level : 4

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

Completion and promotion of the Trans-Pennine Trail.

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’

Completion of National Cycle Network

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.

Incorporate cycle schemes into Quality Bus Corridors
 
Achievement level : 3

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

Continue local cycle parking implementation programmes Achievement level : 4

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.

Local safety schemes consider the needs of cyclists, and often incorporate cycle friendly measures. Achievement level : 4

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.

Links were made with Friends of the Earth’s ‘Love Your Bike’ campaign in March 2006 aimed at increasing cycling to work in the City Centre.
Each council to set up a cycle forum. Achievement level : 3

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.

Produce publicity leaflets as routes are implemented.

Achievement level: 3

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

Routes have also been publicised in On Yer Bike magazines and on http://www.cyclegm.org/ website.
Monitoring of perceptions on the ease and safety of cycling to provide feedback
 
Achievement level : 3

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.

Increase levels and availability of on-road cycle training, and introduce adult cycle training

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.

Oldham MBC have offered cycle training to their staff twice in the last year with around 50 staff now having completed the course. All participants found the sessions very worthwhile and many have continued cycling regularly since the training - the training sessions are planned to be repeated at approximately 6 monthly intervals as they are so popular. Adult cycle training has also been offered in Manchester, and in Wythenshawe in association with Manchester Airport. Overall, this was not as widespread as originally hoped, due to lack of revenue resources, which were legitimately concentrated on cycle training for children.

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.

Manchester Airport Cycle Centre was opened in 2001/02, providing storage, changing facilities, advice and resources to commuters and air passengers. This was subsequently relocated to the heart of ‘The Station’ interchange.
Cost-effective use of resources, and drawing in other non-LTP funding sources. Achievement level : 2

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.

 
In addition to the above, the Annex D LTP1 Guidance criteria referred to a number of other elements not specifically addressed in the LTP1 documents, but which were considered and acted upon as follows:
A review of the road and existing cycle network to guide implementation of physical improvements Achievement level : 2

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.

Cycle audit all road and traffic schemes Achievement level : 3

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.

Improve interchanges and increase opportunities for combined cycle and public transport journeys Achievement level : 3

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.

Minimise conflict between pedestrians and cyclists Achievement level : 3

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

 


Statement

Concise Pedestrian and Cycle Audit (COPECAT)

COPECAT pack and promotional materials
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Greater Manchester Local Authorities identified the need for a practical and effective audit system for pedestrians and cyclists, which would overcome the fact that the previously available Institute of Highways & Transportation Cycle Audit procedure was rarely applied because it was found to be too cumbersome and inflexible. The new COPECAT system differed in that it could easily be applied at different levels depending on scheme significance or staff resources, and it concentrated on the main issues involved.  It was anticipated that COPECAT would help to:

  • Improve the quality of highway or route infrastructure schemes for pedestrians and cyclists, leading to an increase in levels of walking and cycling, and a decrease in pedestrian and cycling casualties,
  • Improve the value for money of schemes by providing more effective features and reducing the need to change them at a later date,
  • Identify and take advantage of opportunities to improve pedestrian and cycling infrastructure thereby maximising outputs in poorly resourced areas,
  • Address some of the conflicts between pedestrians, disabled people and cyclists
  • Reduce the number of complaints by members of the public and councillors, leading to more satisfied customers and improved staff morale,
  • Raise awareness of the needs of these vulnerable groups, and assist local authority staff in improving their skills and knowledge of how to cater for them,
  • Reduce officer time in assessing developers’ schemes if the proposals have been subject to the audit procedure prior to submission,
  • Give an opportunity for local pedestrians and cyclists to have an input into the design procedure,
  • Achieve a greater degree of design consistency in county-wide pedestrian and cycle networks.

The audit system was developed by the officer-led LTP Cycling Group, and incorporated the latest design standards for pedestrians, disabled people and cyclists. It was the subject of an extremely constructive consultation exercise amongst interest groups and the English Regional Cycle Development Team, who gave it their support. The final audit system was published, along with promotional materials to raise awareness amongst staff, using a topslice from the LTP settlement. It was launched in October 2003 at an event in Manchester Town Hall involving Government Office North West. Copies were circulated to all Greater Manchester Authorities' engineering, planning and development control sections with an endorsement by the leader of AGMA. It was also made available on CD and on the LTP website. Local consultancy firms and developers were informed of it, and It was well publicised in the transport press. Copies were requested from many other British authorities and cycle campaign groups, as well as from China and New Zealand. There was a great demand for training events, which were run at the initial launch and at additional subsequent occasions.  To assist the delivery of training, a CD with Powerpoint presentations and case studies, was made available to assist delivery of training events by others.

COPECAT has proved a useful tool, and is well used by a number of authorities including Bolton, Manchester, Salford, Stockport and Tameside, although in some authorities it has proved difficult to overcome the lack of an audit culture, and to meet the demand for training. Schemes which have benefited from application of COPECAT include a major maintenance scheme on Beaumont Road, Bolton, and Manchester Road / Seymour Grove, Chorlton. COPECAT will be reviewed in 2006 following lessons learned from the first 3 years of use, and to update design standards.

 


Statement

Trans-Pennine Trail

Trans-Pennine Trail
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The Trans-Pennine Trail is route for walkers, cyclists and horse riders linking the Irish and North Seas between Southport and Hornsea; a distance of a 344 km. Within Greater Manchester, the Trans-Pennine Trail covers a distance of about 25 km, picking up the River Mersey in Trafford, and passing through Manchester, Stockport town centre and Tameside before linking into Derbyshire at Broadbottom in the east. It is signed all the way, mainly traffic free, and is suprisingly level considering the dramatic scenery along the way. Easy gradients along the route and surfaced paths make some sections suitable for people using wheelchairs or pushchairs.

Within Greater Manchester, the Trans-Pennine Trail is mainly made up of off-road paths, often utilising disused railways and lightly trafficked minor roads. The trail was implemented in partnership  with Sustrans, who won an award from the Millennium Commission to develop some sections of the route. The section through Stockport is noteable, where the trail splits to offer a route through the heart of the town centre, whilst allowing equestrians to bypass this busier section. The trail has acted as a stimulus to develop feeder routes, such as those linking Reddish and Brinnington which function as safer routes to schools, and improving accessibility of the town centre from deprived areas.

There have been some maintenance problems, mostly due to either vandalism, sub-standard work by external contractors, or on temporary sections of the route. Stockport have included the trail on the PRoW maintenance programme, and Manchester undertake annual and passing inspections and have established a cycle route maintenance fund, the spending of which is influenced by the Cycle Forum. The section through Tameside is maintained by the Countryside Section.






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