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LTP2 Progress Report 2008 December 2008


DOCUMENT AVAILABILITY The Progress Report and Public Summary are available to the public via: Internet: Please visit our website www.warrington.gov.uk/Transportandstreets/Transportpolicy/ Public Buildings: Many public buildings, including all libraries, will have copies of the Progress Report and Public Summary available for inspection. CD: Electronic copies of the documents are available on request. Pubic Summary: The Public Summary of the report is available on request and from public buildings. Other languages: Copies of the Public Summary can be made available in other languages on request. Audio Recording: An audio version of the Public Summary can be made available on request.

LARGE PRINT: Copies of the Public Summary can be made available on request. For further details, please contact the Transport Planning unit: Telephone:

01925 442685

email:

ltp@warrington.gov.uk


4.0

Table of Contents 1.0

2.0

Introduction

1

1.1 1.2

Local Transport Plan 2 LTP2 Progress Report

1 1

Contribution to Wider Objectives & Local Priorities

2

2.1 2.2 2.3 2.4 2.5 2.6

2 2 3 5 6 8

Introduction National Policy Regional Context Local Policy Guiding Delivery Quality of Life

5.0 3.0

Tackling Congestion 3.1 3.2 3.3 3.4 3.5 3.6 3.7 3.8 3.9 3.10 3.11 3.12 3.13

Overview Bus Stop Infrastructure Better Rail/Bus Integration and Access Orbital & Cross Town Bus Services Improved Walking and Cycling Environment Freight Prioritised Major Infrastructure Projects Marketing & Awareness Raising Congestion Charging / Road Pricing Monitoring, Modelling and Managing Growth NETWORK MANAGEMENT DUTY REPORT Network Operations & Management Processes Risks and Opportunities for Delivery of Strategy

Accessibility Strategy

24

4.1 4.2 4.3 4.4 4.5 4.6 4.7 4.8 4.9 4.10 4.11 4.12 4.13 4.14

24 24 25 26 27 27 28 29 29 30 31 33 33 35

Overview Public Transport Availability Public Transport – Physical Accessibility Cost of Travel Area Accessibility Improvement Walking & Cycling Motorcycle Strategy Rights of Way Improvement Plan Addressing Crime & Fear of Crime Marketing, Awareness Raising & Travel Info. Employer & School Travel Plans Travel Advocacy Schemes Access to Key Service Risks and Opportunities for Delivery of Strategy

Ensuring Safer Roads

37

5.1 5.2 5.3 5.4 5.5 5.6 5.7 5.8 5.9 5.10 5.11 5.12 5.13 5.14

37 38 38 39 39 40 42 43 43 43 44 44 45 45

9 9 9 10 11 12 12 12 13 14 14 15 17 22

Overview Safety Partnerships Designing Safe Infrastructure Safety-led Improvement Programmes Speed Management Strategy Education, Training & Publicity Targeting Road Safety to ‘At Risk’ Groups Equestrian Safety / Education Encouraging Smarter Travel Safer Routes to School Cycle Training Motorcycle/Scooter Safety Education Data Collection Risks and Opportunities for Delivery of Strategy


6.0

Better Air Quality 6.1 6.2 6.3 6.4 6.5 6.6 6.7 6.8 6.9 6.10

7.0

8.0

47

Overview 47 Monitoring Regime 48 Marketing & Awareness Raising 48 Public Transport & Freight Emissions 48 Roadside Emission Testing & Enforcement 49 Partnership Working 49 Better Demand Management, Land Use and Traffic Management 49 Comprehensive Signing Strategy & VMS 50 Modelling of Cumulative Effects of Development 50 Risks and Opportunities for Delivery of Strategy 51

Use of Resources

53

7.1 7.2 7.3 7.4 7.5 7.6

53 54 55 56 57 58

Introduction Revenue Expenditure Capital Programme Asset Management Asset Management Programming Risks and Opportunities for Delivery of Strategy

Progress Against Indicators & Targets

60

8.1 8.2 8.3 8.4 8.5 8.6

60 60 63 65 66 66

Introduction Key Outcome Indicators Intermediate Outcome Indicators Contributory Output Indicators Monitoring Indicators Review of Indicators

Appendix A Risk Assessment Process Appendix B Performance Indicator Tables Appendix C Draft Accessibility Questionnaire Appendix D Parker Street Air Quality Action Plan Appendix E

Transportation Framework

Appendix F

Network Management Report


Chapter 1: Introduction

1.0

Introduction

1.1

Local Transport Plan 2

Warrington Borough Council’s (WBC) Local Transport Plan 2 (LTP2) was prepared in March 2006 following an extensive consultation and engagement process.

1.1.1

The document set out WBC plans and policies for improving transport in the borough between 2006 and 2011. The overarching vision set out in LTP2 was to:

1.1.2

Due to the quality of the WBC LTP2 being assessed as ‘Good’, an extra £60,000 of funding was awarded for 2007/08 – the second year of the LTP2.

1.1.3

Over the 5 years of LTP2 total expenditure will exceed £26million, with £15million spent on ‘Structural Maintenance’ and £11 million on ‘Integrated Transport Improvements’.

1.2

LTP2 Progress Report

This report seeks to assess the delivery of LTP2 during its first two years (2006/07 and 2007/08). It also looks forward to the remainder of the LTP2 period, through to March 2011, in order to review the risks and opportunities for the plan’s implementation. This report has been produced in accordance with the DfT ‘Guidance on Second Local Transport Plan Progress Reports’ (2008).

1.2.1

Structure “develop an accessible, integrated, affordable, inclusive and safer transport network for Warrington, which will help deliver social inclusion, sustainable economic regeneration and environmental improvement within our community”

Chapter 2 discusses the LTP2 Contribution to Wider Policy Objectives (which includes information on the Local Area Agreement, Local Priorities and Quality of Life issues). The report is then structured around each of the key delivery areas, namely:

1.2.2

• Tackling congestion including network management (Chapter 3) LTP Progress Report 2008

• • • •

Delivering accessibility (Chapter 4) Ensuring safer roads (Chapter 5) Better air quality (Chapter 6) Use of resources / asset management (Chapter 7)

For each of these delivery areas, we have identified the following:

1.2.3

• actions taken by WBC and its delivery partners; • areas of good practice; • the impact/outcome of our actions; and, • any barriers to delivery. The report also includes information on monitoring the success of these initiatives and any performance indicators utilised (Chapter 8).

1.2.4

Process The report represents WBC’s ongoing engagement with Government Office North West and is publicly available on WBC’s website. It has also been distributed electronically to all members of the Warrington Partnership and other community groups who contributed to the preparation of the original LTP2 document.

1.2.5

The LTP2 Progress Report 2008 is expected to be finalised and approved by the Executive Board of WBC in December 2008.

1.2.6

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Chapter 2: Contribution to Wider Objectives & Local Priorities

2.0

Contribution to Wider Objectives & Local Priorities

Overall, the Council has been making excellent progress and is actively supporting a number of wider national, regional and local agendas.

2.1.4

2.2 2.1

Introduction

It is important to recognise the interrelationship between transport policy and the delivery of wider objectives in other areas.

2.1.1

Fundamentally, people do not travel for the sake of travelling, but use transport systems as a means to reach important activities such as employment, education, healthcare, shopping and leisure.

2.1.2

As such, transport can not be planned in isolation and effective planning is required to support:

2.1.3

• economic development • climate changes & environmental improvement • social services • public health & safety • delivery of education • housing provision • recreation and tourism • planning Page 2

National Policy

LTP2 was written in the context of the DfT The Future of Transport White Paper 2004. This set out the governments aspirations to “balance the need to travel with the need to improve quality of life”. 2.2.1

LTP2 was structured around the shared transport priorities agreed between the national government and the Local Government Association. These were:

2.2.2

• • • • •

Tackling Congestion Delivering Accessibility Ensuring Safer Roads Better Air Quality Improving Quality of Life

There was also an emphasis on identifying best value for money and making best use of existing infrastructure.

2.2.3

Since the publication of the 2004 White Paper and LTP2 Guidance, there have been two influential reports:

2.2.4

The Stern Review: Economics of Climate Change (Oct 2006); and, The Eddington Transport Study: The Case for Action (Dec 2006) The Stern Review concluded that immediate action is needed to combat climate change to avoid serious global impacts on growth and development.

2.2.5

The Eddington Study focused on the UK environmental, economic and quality of life implications of transport policy options. The report reached a number of conclusions, including:

2.2.6

• A recommendation to focus policy on improving the performance of existing transport networks rather than new road construction. • The introduction of road pricing could benefit the economy through improved efficiency. • Smaller projects, such as the expansion of UK cycle networks, should be strongly supported. In October 2007, the Department for Transport produced a discussion document entitled Towards a Sustainable Transport System: Supporting Economic Growth in a Low Carbon World.

2.2.7

LTP Progress Report 2008


Chapter 2: Contribution to Wider Objectives & Local Priorities 2.2.8

The document sets out five broad

goals: • Competitiveness & Productivity: Focus on the most unreliable, congested and crowded sections of the network in order to improve predictability of journey times. • Climate change: Reduce transport related emissions of CO2 and other greenhouse gases. • Health: Reduce the risk of death, injury or illness arising from transport, and promote healthy travel modes. • Quality of life: A healthy natural environment and meeting expectations of comfort, convenience, quality of service and information delivery. • Equality of transport opportunity: Improved accessibility in areas of deprivation to avoid reinforcing wider social exclusion. Existing DfT investment plans and LTP2 funding commitments are consistent with the new approach set out.

2.2.9

Other documents of relevance during the production of LTP2 were the Disability Discrimination Acts 1995 & 2004, the Traffic Management Act 2004 and the National Air Quality Strategy (DEFRA 2000).

2.2.10

LTP Progress Report 2008

2.3

Regional context

The North West Regional Spatial Strategy (RSS) was published by the Secretary of State for Communities & Local Government in September 2008. This replaces the Regional Planning Guidance for the North West 2003 (RPG13).

2.3.1

The RSS (which incorporates the Regional Transport Strategy (RTS)) seeks to draw together economic, social and environmental issues in a coherent planning framework.

2.3.2

Table 2.1 lists the policies set out in the RTS and identifies the linkages with LTP2 policy.

2.3.3

Warrington is identified within the RSS as a regional town located within both the Manchester and Liverpool City Regions. A specific Strategic Framework for Warrington is included and plans and strategies should:

2.3.4

• harness Warrington’s potential for sustainable economic growth and as a source of employment for an area including Warrington, Knowsley, Halton, St Helens and Wigan; • focus development on sites which are accessible by public transport, walking and cycling;

• support regeneration and restructuring of the older urban areas; • support Warrington’s role as a regional transport gateway/interchange; • support and diversify the rural economy and improve access to services in these areas. The Regional Economic Strategy (RES) 2006, prepared by the Northwest Development Agency (NWDA), sets out a vision for the region’s economy. LTP2 remains consistent with the 2006 vision and objectives of the RES.

2.3.5

Investment in the region’s environment, culture, infrastructure and communities underpins everything in the RES, and transport actions include:

2.3.6

• Deliver demand management and capacity/infrastructure improvements on the Greater Manchester and Cheshire / Warrington motorway network. • Working with the private sector to develop the second Mersey crossing. • Reduce congestion by increasing public transport use and reducing peak traffic. • Develop innovative transport solutions to link people and jobs.

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Chapter 2: Contribution to Wider Objectives & Local Priorities

Table 2.1: LTP2 Policy Linkages with RSS/RTS Objectives and RES Key Regional Policy Areas

How LTP2 is Contributing

RSS (2008) - RTS Objectives • Maintain existing transport infrastructure.

• By development of detailed maintenance programme and effective implementation (Chpt 7). • By co-ordination of work through liaison with utility providers and internal departments (Chpt 7).

• Improve journey time reliability, tackle congestion and overcrowding in the region’s main transport corridors.

• By tackling congestion in Warrington (Chpt 3).

• Secure a shift towards the use of more sustainable modes of transport.

• By promoting use of public transport as alternative to the private car (Chpt 4). • By improving the quality of public transport (Chpt 4).

• Secure safe and efficient access between residential areas and key destinations, including centres of employment, schools, shops and other services.

• By analysis of accessibility problems and targeting resources to improve access (Chpt 4).

• Improve surface access and interchange arrangements at the international, national and regional gateways.

• By improving the regional gateways of Warrington bus station and railway stations through collaboration with partners (Chpt 4).

• Reduce the adverse impacts of transport, in terms of safety hazards, climate change, environmental degradation, residential amenity and social exclusion.

• By addressing road safety, air quality, and design concerns (Chpts 5 & 6).

• Integrate the management and planning of transport systems.

• By improving management of the network and developing a co-ordinated approach to delivery (Chpt 3).

RES (2006) • Deliver demand management and capacity/infrastructure improvements on the Manchester and Cheshire/Warrington motorway network.

• By collaborative work with the Highways Agency (Chpt 3).

• Work with the private sector to develop the second Mersey crossing.

• By collaborative work with neighbouring authorities (Chpt 3).

• Reduce levels of congestion by increasing use of public transport and reducing peak traffic volumes.

• By tackling congestion in Warrington (Chpt 3). • By promote use of public transport as alternative to private car (Chpt 4). • By improving the quality of public transport (Chpt 4).

• Develop innovative transport solutions to link people and jobs.

• By analysis of accessibility problems and targeting resources to improve access (Chpt 4).

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LTP Progress Report 2008


Chapter 2: Contribution to Wider Objectives & Local Priorities

The local application of the RES is progressed at a sub-regional level through the Cheshire and Warrington Economic Alliance (CWEA).

2.3.7

The 2007 Sub-Regional Action Plan for Cheshire & Warrington outlines economic priorities and identifies a Warrington Crossroads Action Plan. The plan seeks to link people with new opportunities, through skills and transport accessibility, and master planning an integrated vision for Warrington.

2.3.8

Another regionally significant strategy to be considered is The Northern Way Strategy which is based on a partnership between the NWDA, Yorkshire Forward, and One NorthEast. Its focus is to enhance connectivity within the North’s eight city regions.

2.3.9

Warrington is located within Liverpool and Manchester City Regions and will benefit from improved links between these regions and others in the North.

2.3.10

The 2005 North West Regional Housing Strategy (RHS) was also a consideration during the preparation of LTP2. This strategy is in the process of being reviewed.

2.3.11

LTP Progress Report 2008

A key recent development saw the Mid Mersey partnership of Halton, St Helens and Warrington being awarded Housing Growth Point Status. This is aimed at building 5,700 more homes than previously planned for in the RSS.

2.4.2

“Unlocking” sites to allow for this increased housing provision will be a priority, which will in some cases be reliant on significant infrastructure provision and improved public transport. To this end, WBC has prepared Community Infrastructure Fund (CIF2) bids to help accelerate infrastructure provision and facilitate sustainable growth. These bids concentrate on providing improved access by public transport, walking and cycling to locations at Chapelford and Bruche.

2.4.3

2.3.12

2.3.13

2.4

Local policy

The draft Sustainable Community Strategy (SCS) sets out the long term vision and strategy for the economic, social and environmental well-being of Warrington. This document was produced by Warrington Partnership, which is the Local Strategic Partnership (LSP) with public, private and voluntary/community sector membership.

2.4.1

The vision of the SCS is that;

“By 2030, Warrington will be recognised as one of the best places to live and work in the UK where everyone enjoys an outstanding quality of life.” A key ambition of the SCS is to provide a sustainable, attractive and vibrant environment. One of the key priorities identified is to reduce reliance on the car and minimise delays for travellers. Implementation of the SCS will be through the Local Area Agreement (LAA) 2008, which contains 57 targets to be delivered in partnership with LSP members.

2.4.4

The LAA includes the following transport specific indicators:

2.4.5

• LAA 175 Access to employment sites by public transport. • LAA 167 Congestion – average journey time per mile during the morning peak. • LAA 177 Local bus passenger journeys originating in the local authority area. The LSP/LAA work is being undertaken alongside development of a Local Development Framework (LDF). This is the spatial planning aspect of the SCS, and will, over time, replace the current Unitary Development Plan (UDP) 2006.

2.4.6

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Chapter 2: Contribution to Wider Objectives & Local Priorities

Guiding Delivery

2.5

Warrington Transportation Framework A Transportation Framework has been prepared to support the Regeneration Framework. It incorporates the LTP objectives but also integrates with the Council’s recent aspirations for regeneration and development, and to enhance the public realm and street scene of the Borough. The Transportation Framework will also be key to delivering the SCS and the LAA.

2.5.3

Warrington Regeneration Framework Regeneration is now firmly embedded in the culture and action plans of WBC. Policies in the LAA, Corporate Plan, Community Strategy, UDP and emerging LDF all reflect the regeneration aspirations of WBC.

2.5.1

A Regeneration Framework has been prepared to help co-ordinate and focus on the actions and collaborations necessary to make advances. The regeneration framework has nine elements:

2.5.2

• • • • • • • • •

Neighbourhoods; Greenways and healthy living; Urban villages; Learning and skills; Warrington in the region; Town centre renaissance; Business and enterprise; Connecting Warrington; and, Marketing and communications.

The Transport Framework sets out a “Future State” aspiration of:

2.5.4

Warrington – • A place that’s easy to travel around; • Buses and trains form an integrated system to get you where you want to go; • Where it is a joy to walk and cycle; • The waterfront and town centre is an exciting and attractive place to live, work and visit; • Where the streets and public spaces are attractive, stimulating, civilised and well cared for; • Where people’s neighbourhoods are safe attractive and traffic is well managed; • Where the town has a positive image and is continuing to grow and prosper. – a place to live, enjoy and do business. The Transport Framework includes objectives that reflect those set out in LTP2.

2.5.5 Page 6

The first objective is to build and manage a transport network that: • is integrated, customer-focused and that reduces the need for travel by car; • enables the regeneration of the Borough; • maintains the highway, minimises congestion and enables Warrington’s ‘smart growth’; • improves everyone’s accessibility to health, employment, education, culture and leisure; and, • enhances accessibility to those living in disadvantaged communities. The second objective is to improve the quality of life and image for Warrington, its residents and its businesses by:

2.5.6

• improving neighbourhoods and residential areas; • enhancing the image and profile of the place; • improving the quality of the public space making Warrington more welcoming; • reducing the impact of traffic on air quality in Warrington, and tackling climate change; and, • making Warrington safer, sustainable and healthier. Figure 2.1 shows the key strategic elements of the Transportation Framework. A copy of the full Transportation Framework is included at Appendix E. 2.5.7

LTP Progress Report 2008


Chapter 2: Contribution to Wider Objectives & Local Priorities Figure 2.1: Warrington’s Strategic Transportation Framework

LTP Progress Report 2008

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Chapter 2: Contribution to Wider Objectives & Local Priorities

2.6

Quality of Life

LTP2 sets out a quality of life objective:

2.6.1

• QoL1: To deliver transport improvements which support people’s quality of life in Warrington: promoting healthy, sustainable, inclusive, safe, attractive and prosperous communities. Many of the work areas already described have elements that are important to the quality of life experienced in Warrington.

2.6.2

Health and Wellbeing WBC are working with Warrington Primary Care Trust (PCT) across a range of shared agendas including:

2.6.3

• Tackling obesity through smarter travel and modal choice; • Accessibility to healthcare (especially from areas of deprivation); • Cost and availability of public transport to reach primary care services; • Road safety in areas of deprivation; • Air Quality and health improvement; and, • Tackling congestion to help improve wellbeing and reduce stress.

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Broader partnership links have also been established through the Stronger Together in Warrington project and the Warrington Partnership (LSP).

2.6.4

Environment LTP2 was subject to a Strategic Environmental Assessment (SEA). The following categories were considered:

2.6.5

• • • •

Noise Air Quality Landscape/Townscape/Heritage Human health and population

Progress towards environmental objectives has been made through the Climate Change Strategy development and:

2.6.6

• Air quality monitoring and AQMA. • Actions to reduce emissions from private vehicles through road side testing. • Actions to reduce use of private vehicles and improve air quality. • Efforts to improve the flow of vehicles at junctions to improve air quality. • Upgrading of bus fleet to reduce emissions and improve access. • Use of planting and landscaping to benefit air quality, improve the townscape, and engender community well being and pride. • Improved public safety and security through street lighting and design.

Education The Learning and Skills Council is responsible for planning and funding education and training within Warrington. Accessibility is central to achieving their objectives, and improving the participation and retention of young people in learning activities.

2.6.7

In addition, the Education and Inspections Act 2006 imposes a duty on local authorities to adopt transport policies that support a fair admissions system for disadvantaged children.

2.6.8

School travel plans are used to promote healthy, sustainable travel and to reduce car dependency and increase accessibility to educational facilities.

2.6.9

Rights of Way Improvement Plan The Warrington Rights of Way Improvement Plan (ROWIP) was published in 2006. Health, environmental, recreational and educational agendas were incorporated into the plan, as significant linkages exist between these issues and the objectives outlined by the ROWIP.

2.6.10

Further information on the delivery and progress of the ROWIP can be found in the Chapter 4: Delivering Accessibility.

2.6.11

LTP Progress Report 2008


Chapter 3: Tackling Congestion

3.0

3.1

Tackling Congestion

3.2

The Council has continued to invest in bus stop infrastructure.

3.2.1

Overview

Tackling congestion is a key priority of the Council. Congestion is cited as a major problem by residents and businesses in Warrington and dealing with it requires a multi-facetted approach.

Bus Stop Improvements

3.1.1

Warrington is making real progress in managing the highway network more efficiently and promoting alternative modes of travel to the single occupancy car.

3.1.2

Bus patronage and numbers of cyclists are steadily increasing, while traffic flow into the town centre is levelling off. Over recent years, tackling congestion has emerged as a high priority in Warrington. The issue is emphasised in the current Community Strategy with ‘Tackling urban traffic congestion’ being one of twelve shared medium-term priorities.

3.1.3

LTP Progress Report 2008

Bus Stop Infrastructure

In order to achieve the overarching “Vision” for Warrington set out in LTP2, the following congestion objectives were identified:

3.1.4

CON1: To reduce car dependency by promoting greater travel choice and awareness. CON2: To develop a sustainable, integrated and customer-focused transport system, which reduces the need for travel by car. CON3: To maintain and manage the highway network to minimise congestion and delay. CON4: To minimise traffic impacts of new development in the Borough. As well as the emphasis given to dealing with congestion in the LTP and LAA, Warrington is managing the network efficiently under the Traffic Management Act (TMA).

3.1.5

During the first 2 years of LTP2 a further 50 bus stops were improved, taking the total number of bus stops with easy access kerbing to over 400 out of a total of approximately 1200.

In addition to the ‘Bus Stop Improvements’ programme area, easy access kerbs are also delivered from other themes, such as ‘Area Accessibility Improvements’, ‘Highways Maintenance’ and through commercial developments.

3.2.2

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Chapter 3: Tackling Congestion

Real Time Passenger Information (RTPI) Locations Over 200 RTPI displays have been introduced throughout Warrington. Displays are located at the most used stops across the town and in outlying centres. This provides comprehensive network-wide coverage rather than just on strategic corridors.

3.3

Better Rail/Bus Integration and Access

During LTP2, Warrington has concentrated on delivering improvements at key interchanges in the borough. Major improvements include; the new Town Centre Bus Interchange, lifts at Central Station and concourse and forecourt improvements at Warrington Bank Quay Station.

3.3.1

Warrington Bank Quay Station Improvements At Warrington Bank Quay Station, a new station building has been provided and improvements to the forecourt are in progress, in partnership with Virgin Trains and NWDA. Improvements consist of: • • • • • • • •

Increasing Bus Patronage Bus patronage figures have risen sharply: • over 9.84million people starting a bus journey within the borough in 2007/08 • a rise of 1.08million since 2003/04.

a new frontage larger concourse area improved booking desk and facilities better access for pedestrians improved taxi facilities better drop off facilities better access for buses and coaches cycle parking

Future Actions • Further development of RTPI software and expansion to critical locations (e.g. train stations or new developments). • Expand availability of RTPI through other media such as mobile phones and the internet. Barriers / Risks / Opportunities • Long term maintenance costs of RTPI systems and displays. • Long-term maintenance of shelters at the end of the Adshel contract in 2015. Page 10

The delivery of the new bus interchange is seen by the Council and operators as a key catalyst for the growth of bus passenger numbers seen over recent years.

3.3.2

LTP Progress Report 2008


Chapter 3: Tackling Congestion

However, due to the dispersed nature of development, including extensive new town areas, there are significant levels of cross-town orbital movements, which are less well catered for by public transport.

3.4.2

The need to interchange in the town centre has time and cost penalties which make bus use unattractive for such journeys. This issue is also seen as a barrier for lower income groups to access employment opportunities in less well connected areas of the borough.

3.4.3

The quality of waiting environments, the availability of travel information and improved physical access are all core principles that these improvements share. Such improvements are crucial to delivering a public transport system which is able to attract car drivers and provide an enjoyable experience for existing passengers.

3.3.3

3.4

Orbital & Cross Town Bus Services

Warrington benefits from a well established core bus network, run primarily by the arms-length Council-owned bus operator, Warrington Borough Transport (WBT). The majority of services operate radially and terminate at the Bus Interchange in Warrington Town Centre. This network serves the town centre well and patronage has grown significantly over recent years.

3.4.1

LTP Progress Report 2008

To date cross-town or orbital services have not been seen as commercially viable. The Council has sought to address these issues in part through encouraging developers to contribute to additional services. The new Chapelford service is an example.

3.4.4

Chapelford Connector A new half hourly, high quality bus service was introduced in Chapelford in July 2008. David Wilson Homes is providing £900,000 to cover the costs of service operation for up to five years, after which it is planned that the service will be commercially viable. The bus links the development to the town centre, and neighbouring facilities at Westbrook. Under a legal agreement with David Wilson Homes, all householders in the new Chapelford Urban village are offered two 6-monthly or one 12-monthly travel pass providing free travel on the whole WBT network. Monthly patronage has risen from 3,500 to 6,000 in the recent operating period.

Future Actions • Develop a major scheme proposal, ‘Network Warrington +’ (see para 3.7). Barriers / Risks / Opportunities • The need to provide a combination of infrastructure and revenue support to kick-start bus services is a financial barrier. • The relative attractiveness of Warrington to developers represents an opportunity for S106 funding to support bus services (e.g. Omega). Page 11


Chapter 3: Tackling Congestion

3.5

Improved Walking and Cycling Environment

Encouraging greater levels of cycling and walking is central to tackling congestion. As well as reducing the number of car trips, both modes have significant health and environment benefits. Chapter 4: Delivering Accessibility sets out progress in these areas.

3.5.1

3.6

Freight

Warrington developed a detailed freight strategy in 2005 which was included in Draft form in the LTP2 submission. The need to review the draft strategy, consult with stakeholders and confirm a policy is increasing.

3.6.1

A freight information leaflet has been produced to assist lorry drivers in Warrington.

3.6.2

Future Actions

As an indication of the scope of likely actions, a number of the proposals from the current draft are set out below:

3.6.4

• Promote the use of rail and water freight via the Manchester Ship Canal. • Driver facilities near motorway junctions. • Freight depots with local route maps and details of works affecting freight routes. • Relieve congestion hotspots for HGVs. • Freight Quality Partnership for Warrington. • Consultation with freight and commercial fleet operators re: routes, congestion & air quality. • Promote cleaner fuels and vehicles. • Review town centre delivery arrangements.

Progress on this area of work has not been as was envisaged at the submission of LTP2. The main barrier to work taking place has been a lack of staff resource and the need to prioritise more critical functions.

3.6.5

Prioritised Major Infrastructure Projects

Three significant infrastructure projects have been identified to support the Regeneration Framework and the Council’s overall aim of tackling congestion.

3.7.1

1.

Network Warrington +

This scheme would deliver a ‘step change’ improvement in the availability and quality of public transport in Warrington, through a comprehensive package of measures including Park & Ride and Quality Bus Corridors – such as a Northern Orbital Bus Corridor connecting Omega with Birchwood, which would help make cross town journeys more viable as described in para 3.4. This proposal requires multiple sections of bus-only link and is designed to connect disadvantaged areas with the employment areas of Gemini/Omega and Birchwood. 2.

Barriers / Risks / Opportunities

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3.7

The key action is to carry out further consultation and finalise the freight strategy.

3.6.3

Warrington Waterfront

This scheme would deliver a range of transport and infrastructure improvements which would stimulate the regeneration of a vital area of the town.

LTP Progress Report 2008


Chapter 3: Tackling Congestion

Examples of potential schemes are illustrated below: Warrington Waterfront

3.

Cycle Warrington

Creation of a high quality cycle network, comprising off-road routes and a cycle friendly on-road environment, with connections to all major centres and facilities. This network would represent a step change improvement in cycling provision which would complement the Cycle Map Guide for Warrington recently published. In addition, this scheme would enable the Council to make a long term (5 years +) commitment to provide cycle training for all Year 6 children (currently, following successful bids made to Cycling England, this has been secured for 2008/09) and allow the expansion of training to older children and adults. Each of the above schemes would cost in excess of £5 million, and in the case of Network Warrington + and Warrington Waterfront the cost could be considerably more. However, they are being developed as a package of measures that can be delivered incrementally. It is hoped that the Council will be well placed to take advantage of any funding opportunities which present themselves, rather than rely on the existing Regional Funding Allocation (RFA) process to fund these improvements.

The Council will be lobbying regionally for the consideration of a specific funding stream within future RFA reviews which will facilitate schemes of a smaller nature.

3.7.3

Feasibility work on these schemes is ongoing to develop business cases to support future funding bids. This process will be informed by evaluation using the MMTM for Warrington which is currently under development.

3.7.4

Future Actions • Test and refine proposals within MMTM. • Feed proposals into Regional Funding Allocation process.

3.8

3.7.2

A

Arpley Rail Chord

B

Brian Bevan Island improvements

C

New bridge crossing Highway Strategic Highway Public Transport Other Opportunities

LTP Progress Report 2008

Marketing & Awareness Raising

The Council undertakes a range of marketing and awareness raising activities, including Bike Week, the new Cycle Map, bus ticketing promotions, etc. Marketing and awareness raising is also closely linked to Travel Planning. Further information is included in the Accessibility Chapter.

3.8.1

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Chapter 3: Tackling Congestion

3.9

Congestion Charging / Road Pricing

Multi-Modal Transport Model (MMTM) The Council has been successful in securing funding for the development of a Multi-Modal Transport Model (MMTM) from a number of key delivery partners, including the Highways Agency, North West Development Agency, English Partnerships and Peel Holdings.

There are currently no plans to introduce road pricing within Warrington. However, both Halton Borough Council and Greater Manchester have charging / road pricing proposals that will impact on Warrington’s network.

3.9.1

The Mersey Gateway scheme, will involve the charging of tolls on both the new and existing bridges. While Greater Manchester’s congestion charging scheme is linked to Transport Innovation Funding and includes proposals for a park & ride site based at Birchwood Station in WBC.

3.9.2

WBC is supportive of both projects, but will be working with the scheme promoters to ensure suitable mitigation measures are delivered in parallel with the schemes to address any adverse impacts on Warrington.

3.9.3

Future Actions • Continue discussions with Halton and Greater Manchester to understand the impact of their proposals. • Examine potential impact of congestion charging on Warrington’s transport network using the Multi-Modal Transport Model (MMTM). Page 14

3.10

Monitoring, Modelling and Managing Growth

Monitoring, predicting and managing growth are key issues for the Council. In recent years, investment has been made in systems and traffic modelling tools to allow the impact of new developments and changing travel patterns to be assessed. These systems and models include:

The model is scheduled for completion in summer 2009.

3.10.1

• 57 permanent automatic traffic count sites link to the UTMC system. • The 2005 SATURN traffic model, capable of assessing potential traffic management and congestion reduction schemes. • Detailed Paramics town centre microsimulation model. However, the need to accurately model the impact of land use changes is not fully met by current models and more sophisticated tools are needed.

3.10.2

The development of this model will allow the Council to fully understand the impact of transport schemes and future land use allocations. In particular this will help understand the potential for shifting trips from private car to more sustainable modes and help develop the LDF. Barriers / Risks / Opportunities • The development of the MMTM provides a major opportunity to identify and prioritise transport schemes and also to influence the development of future patterns of land use within the Borough. LTP Progress Report 2008


Chapter 3: Tackling Congestion

3.11

NETWORK MANAGEMENT DUTY REPORT

3.11.5

The WBC operational structure, consisting of four divisions, is set out in Figure 3.1.

Figure 3.1: Strategic Transport Service Operational Structure at date of publication Strategic Director

The Traffic Management Act 2004 (TMA) imposes a Network Management Duty on WBC to manage its network to secure expeditious movement of traffic, and to facilitate the same on the network of others.

3.11.1

Andy Farrall

Head of Sustainable Transport David Boyer

The statutory duty reflects the need to make the best use of existing road space for the benefit of all road users. This includes transportation of people and goods, access to destinations (including during emergencies), and use for essential infrastructure (e.g. gas / water / electrical / telecommunications).

Passenger Transport Coordinator

Strategic Transportation Divisional Manager

Highway Assets, Street Lighting & Design Consultancy Divisional Manager

Network Management Divisional Manager (Traffic Manager)

Barry Eaton

Stephen Hunter

Sharon Walls

Karen Kellett

The TMA requires that a Traffic Manager is appointed to perform the tasks that WBC considers necessary to meet its Network Management Duty.

Taxis & Licensing

Transport Planning

Highways Maintenance x 2

Traffic & Parking

Public Transport Coordination

Network Development & Control

Street Lighting

Network Coordination (Deputy Traffic Manager)

Adults & Elderly

Public Rights of Way

3.11.2

3.11.3

Internal Organisation WBC’s Sustainable Transport Service, which forms part of the Environment and Regeneration Directorate is primarily responsible for the authority’s Network Management Duty.

3.11.4

LTP Progress Report 2008

Highways Design Environmental Design Fleet Operations

Highway Adoptions Bridges Design

Childrens Services

UTMC (Deputy Traffic Manager) Accident & Investigation Road Safety

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Chapter 3: Tackling Congestion

Role of the Traffic Manager The Traffic Manager has an influence on all functions of WBC and on any decisions made that could have an impact on traffic movement. The nominated Traffic Manager in WBC is Karen Kellett (Network Management Division). This post reports directly to the Head of Service for Sustainable Transport. In addition, WBC has also created roles for two Deputy Traffic Managers, who are able to assist in delivery of the duty.

3.11.6

The Network Management Division delivers the following key functions relative to the Traffic Management Act:

For example, detailed work has been undertaken with the Highways Agency, including:

3.11.10

• the HA contributing financially to the development of the Warrington MMTM; • agreeing Diversion Routes on local networks for Motorway Incidents; and, • combined research in Holland as to best practice partnership working. Peel Holdings are also contributing financially to the development of the MMTM.

3.11.11

3.11.7

• • • •

Traffic Management and Parking Accident Investigation and Road Safety Network Co-ordination (NRSWA) Urban Traffic Management & Control (UTMC)

The Traffic Manager liaises closely with other Divisional Managers, internal, and external stakeholders whose activities affect traffic on WBC’s transport network.

3.11.8

Network Management Stakeholders WBC maintains partnerships with a range of organisations including work with neighbouring local authorities, Peel Holdings (in relation to the swing bridge opening) and the Highways Agency (HA).

3.11.9

Page 16

Warrington has established liaison on operational issues with: • Highways Agency (Area 10 Team, NW Regional Control Centre) • Manchester Ship Canal Company • Cheshire Constabulary • Ambulance and Fire Services • Bus Operations Working Group • Halton Borough Council • Greater Manchester Councils: Salford, Trafford & Wigan • Merseyside Councils: St Helens • Cheshire County Council: Vale Royal & Macclesfield

Liaison with external policy groups is also undertaken on a regular basis. These groups include:

3.11.12

• NW Regional Traffic Managers, NW Regional Transport Advisory Group and NW Regional Transport Group • NW Development Agency and 4NW (formally the NW Regional Assembly) • Warrington Partnership and Thematic Sub-Groups • NW Rail Investment Campaign Group • Network Rail and Train Operators Project Groups • Mersey Crossing Group • MMTM Steering Group

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Chapter 3: Tackling Congestion

3.12

Road Hierarchy

Network Operations & Management Processes

WBC has developed systems and processes that enable the Traffic Management Duty to be effectively carried out within each of the areas shown in Figure 3.2. In addition, there is a programme of continual improvement to ensure that WBC is delivering best practice and further efficiencies. 3.12.1

Performance Indicators & Benchmarking

Road Hierarchy

Figure 3.3 shows the Strategic Roads Hierarchy in Warrington which is used to aid the development of strategic diversions, assist with prioritising routes for UTMC purposes and facilitate the programming and agreement of street works. 3.12.2

The hierarchy has been updated and changed to reflect network changes in recent years, and will be subject to review and confirmation following completion of the MMTM.

3.12.3

Monitoring Road Network Identify Congestion Hotspots

Provision of Traffic Information

Network Review & Development Control

Coodination & Direction of Works (NRSWA)

Network Management Process

Essential Services

Event Planning

Road Traffic Enforcement

Winter Planning

Parking Management

Technology & UTMC

Incident Management

Figure 3.2: Network Management Process Figure 3.3: Warrington Road Hierarchy LTP Progress Report 2008

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Chapter 3: Tackling Congestion

Monitoring the Network and Dealing with Congestion Hotspots

A49 Winwick Road

Congestion is pro-actively monitored and the areas of the network that are subject to regular congestion and high levels of traffic demand have been identified. Local Public Service Agreement (LPSA) targets for improved traffic flow on key routes set in 2005, have recently delivered excellent results.

Congestion tackling improvements that are currently underway include, changes to the Tesco access junction, local road widening, and the introduction of a bus gate to provide priority for bus services. Initiatives are being progressed using a combination of developer funding and LTP monies.

3.12.4

In order to identify traffic congestion hot spots the Council has developed a micro-simulation traffic model (using Paramics software) that covers the whole of the town centre. The model is also used to devise, test and prioritise schemes to reduce levels of congestion.

3.12.5

In addition, the MMTM will enable a borough-wide assessment of congestion hotspots and allow future schemes to be identified and prioritised according to their congestion reduction benefits.

3.12.6

UTMC & Technology Systems This scheme is scheduled for completion by February 2009.

Town Centre – Sankey Street & Liverpool Road Junction Options have been assessed to: • Assist traffic control by prioritising key routes and deterring town centre through routes; • Provide pedestrian facilities at a key gateway into the town centre; • Deliver priority for buses and cyclists to access the town centre; and,

WBC has implemented a highly advanced traffic management supervisory system using UTMC principles, including:

3.12.7

• SCOOT Urban Traffic Control • Remote monitoring systems • Real Time Passenger Information for buses • Car park guidance system • Variable Message Signs (VMS) • Loop based traffic monitoring • UTMC common database • Extensive CCTV coverage of strategic locations

• Reduce delay and deliver air quality improvements in the AQMA. Consultation is ongoing for this scheme with implementation likely to be phased over 2 years.

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LTP Progress Report 2008


Chapter 3: Tackling Congestion

The UTMC Common database now holds critical data sets including; road hierarchy, abnormal load and HGV routes, VMS status (including the use of VMS by the HA, Manchester Ship Canal movements, diversion routes), dynamic traffic conditions, estimated journey times, road works and street works locations and incidents (whether planned or ad hoc).

3.12.8

Full use of these datasets will allow the Network Management Hub to manage traffic flows and disseminate information to allow informed travel decisions to be made by the public and businesses (including freight).

3.12.9

Reduced delay in the Town Centre Signal operation changes in the town centre have reduced delay in the AM peak from 65 to 45 seconds and from 81 to 70 seconds in the PM peak (measured in time lost per km compared to off peak free-flow conditions). As a result, WBC has received ÂŁ800,000 performance funding.

Parking Management

Coordination and Direction of works Planned works/events

Decriminalised Parking Enforcement was implemented in Warrington in

All planned events and works

February 2007.

undertaken on the highway are now coordinated by WBC

Residents parking schemes have since become more frequently requested and a method for prioritisation of these schemes is therefore being developed.

3.12.10

A Parking Strategy is also currently being developed which will set out policies to guide the development of parking management in the borough. This will integrate network management and transport planning policies.

3.12.11

H.A. and Other L.A. Proposals

Utility Proposals

Coordination of planned works and liaison with stakeholders is primarily conducted through Network Coordination Meetings. Figure 3.4 summarises the main issues considered by the Network Coordination Group.

3.12.12

The information discussed in the Network Coordination Meetings is fed into an enhanced Works Programme and Booking Slot system.

3.12.13

Major Works Proposals

WBC Works Proposals

Organisers Event Proposals

Network Coordination Group Network Coordination / UTMC / Passenger Transport / Highway Assets / Engineering Design Consultancy / Emergency Services / HA Area 10 Managing Agents

Figure 3.4: Network Coordination Group

LTP Progress Report 2008

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Chapter 3: Tackling Congestion

The impact of major proposals (including those arising from planning applications) is tested using traffic modelling software (Paramics), and appropriate innovative solutions to potential disruption on the network are agreed with all those involved. A number of good practice case studies are available in the full Network Management Report (Nov 2008).

3.12.14

In addition, a number of minor planned works/events are coordinated by the Deputy Traffic Manager directly, including skips licenses, temporary traffic signals and minor events.

3.12.15

Coordination and Direction of works Unplanned works/events and incidents Incidents on the WBC transportation network, during office hours, are dealt with by the Highways Asset Division and the Network Management Division, in liaison with the Police where necessary. A Duty Officer (with Emergency Planning training) is available outside of office hours. A term maintenance contractor is available 24hrs a day to undertake any traffic management or physical works necessary to manage the incident.

3.12.19

WBC has embarked on a strategy to mitigate the affects of traffic being diverted from the surrounding motorways – either from planned maintenance or incidents. A strong partnership has been developed with the Highways Agency with actions including:

3.12.20

A road space booking system is in place to manage clashes between works timings and the effects on routes, particularly bus routes.

3.12.16

Events that are planned to take place on the highway network are highlighted at the Network Co-ordination Meetings and included on the National Street Gazetter (NSG). This allows coordination of events and highway works.

3.12.17

Forty percent of works are currently inspected and the authority is considering use of Fixed Penalty Notices for time overruns and non-compliance. Warrington’s own works will be monitored as well as those of the statutory undertakers to ensure parity of operation.

3.12.18

Page 20

• Agreement with the HA of seven strategic diversion routes through WBC. • Coded diversion route signage introduced along agreed routes and supported by strategically located Variable Message Sign (VMS) boards. • Appropriate signal priority triggered along necessary route(s) when needed. • VMS and “flip” signs introduced at key locations on the motorway to signify the start of any diversion. The flip signs are activated by Officers from within the HA.

• NW Regional Control Centre (RCC) signage by VMS also seeks to prevent motorway traffic entering Warrington unnecessarily and exacerbating congestion. Performance Indicators and Benchmarking The LPSA2 targets for vehicle delay have been met in 2008. This success has been possible due to developments in the UTMC systems, engineering measures, and better management of works, events and incidents on the network.

3.12.21

Delay in the AM and PM peaks has reduced by 30% and 14% respectively compared to 2005 baselines. The authority is in the process of agreeing a revised vehicle journey time indicator with Government Office for the North West as part of the LAA. This will include a revised monitoring methodology and benchmarking journey times across other towns and cities in the UK.

3.12.22

Performance Indicators will be developed to monitor how all works promoters perform against the various Codes of Practice. The monitoring of performance will be carried out using TMA software.

3.12.23

LTP Progress Report 2008


Chapter 3: Tackling Congestion

Future Actions • Complete Warrington Street Works Information Pack. • GIS location of works/activity to be made available on the Council’s website. • Planning maintenance works (e.g. gully cleansing, grass cutting, street lighting bulk change, etc.) on strategic routes for implementation during the same time period. • Ongoing work with Peel Holdings, operators of Manchester Ship Canal, to progress a method of warning motorists of intended bridge swings.

• Evaluate congestion and bus access issues at hotspots around the borough. These include: o

Brian Bevan Island

o

Cockhedge roundabout

o

Midland Way/Golden Square multi storey car park access

o

A49/A50 Long Lane Roundabout

• Bus priority measures on key corridors. • Extension of VMS to enable management of air quality, use in road safety, other campaigns, major events and flood warnings. • Environmental impact assessments on corridors. • Bus lane and other traffic offence enforcement through CCTV. • Critical review of all traffic signal control installations and associated timings. • Use of RTPI to monitor bus punctuality. • Revised partnership approach to ITS maintenance. A cross boundary project to reduce contract costs instigated and drafted by WBC. • Develop method of prioritising requests for residents parking schemes.

• Extend the common UTMC database to develop a web-based information site.

LTP Progress Report 2008

• Investigate feasibility of on-street pay and display parking.

• Develop a Parking Strategy and consult with all stakeholders • Examine difficulties for Blue Badge holders alongside the Warrington Disability Forum (produce a leaflet map guide on available locations). • Provide disabled awareness training to the Civil Enforcement Officers. Barriers / Risks / Opportunities • Revenue funding to implement residents parking schemes will need to be identified. • The main barriers which exist relating to the UTMC system in Warrington are financial. Both capital and revenue funding is critical to maintain and enhance the systems. • Currently Warrington is at the forefront of UTMC and ITS development. Working in close partnership with the Highways Agency RCC, it is envisaged the tactical and strategic network management systems developed will be shared as best practice. Further Information More detailed information is available on how the Network Management Duty is being performed in Warrington in the Network Management Report (Nov 2008).

3.12.24

• Update the Council’s web-site in relation to traffic and parking management and enforcement. Page 21


Chapter 3: Tackling Congestion

3.13

Risks and Opportunities for Delivery of Strategy

A number of important specific risks for tackling congestion have been identified including:

3.13.1

• Long-term maintenance costs of RTPI and of bus shelters at the end of the Adshel contract in 2015. • The need to provide a combination of infrastructure and revenue support to kick-start bus services is a financial barrier. In addition, a risk management exercise has been undertaken that looks at the shared priority as a whole.

3.13.2

The outcome of this process is illustrated in two matrices. The first matrix plots the relative significance and likelihood of different risks, without any consideration of any of the measures that will be used to control the risk. The second matrix illustrates the effectiveness of any proposed control measures relative to the inherent risk. A full explanation of the risk management process is included in Appendix A.

3.13.3

Essentially, the diagrams help to easily identify those risks that are most likely to occur, most significant and difficult to control.

3.13.4

Page 22

In terms of tackling congestion the risks associated with both resources and funding are considered to be the most significant and the most likely to occur. The resources risk is also considered to have the least effective control mechanisms.

3.13.5

3.13.6

The resource risks that were raised

include: • Lack of skilled staff resource within limited timescale for project management, technical assessment, consultation and design. • External support is not readily able to understand depth and complexity of issues. • Risk of non-performance of external consultants e.g. parking enforcement or MMTM.

• Revenue funding for supported bus services insufficient to retain existing level of services. • Fuel prices likely to result in reduction of services by commercial providers - bus, taxi and rail. • Price inflation for bus contracts is significantly higher than retail price index (note: the council's price index is lower than RPI), this will impact on existing and future renewal contract price. • Revenue risk for bus stop infrastructure, particularly in 2015 when the Adshel contract ends (this may leave WBC with bus shelters in need of constant maintenance or replacement). • Potential withdrawal of Rural Bus Subsidy Grant.

3.13.7 The following funding risks were also identified:

• Insufficient capital to deliver all important schemes. • Revenue cost of maintaining UTMC system. • External support is very expensive for technical traffic management areas.

LTP Progress Report 2008


Chapter 3: Tackling Congestion

The following control measures are to be actioned for resources and funding risks:

3.13.8

• Lobby for funding increases to maintain existing levels of service. • Employ external resources through Framework call off contract where needed. • Recruit for traffic management positions following department restructure and retention of staff through flexible working environment and training. • Training of internal staff to develop new skills. • Cost control and effective project management. • Investigate alternative funding streams - e.g. commuted sums from developers, internal charging for services, government funding bids. • Prioritise promotion and marketing initiatives for greatest impact. • Lobby nationally for retention of Rural Bus Subsidy Grant Overall, the matrices suggest that the main risks associated with tackling congestion are resources and funding.

3.13.9

LTP Progress Report 2008

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Chapter 4: Accessibility Strategy

4.0

Accessibility Strategy

4.2

Public Transport Availability

One of the most significant initiatives is a new bus service (Route 24) to Birchwood, introduced in liaison with Warrington Borough Transport (WBT).

4.2.1

4.1

Overview

Warrington has been developing an integrated approach to accessibility planning for a number of years.

4.1.1

We have been successfully working with our partners in the areas of health, education, employment, retail and leisure, and have achieved a number of important accessibility improvements.

4.1.2

In order to achieve the overarching “Vision” for Warrington set out in LTP2, the following accessibility objectives were identified:

4.1.3

ACC1: To improve everyone’s accessibility to health, employment, education, leisure and fresh food. ACC2: To develop greater partnership working across the community to help deliver accessibility improvements.

Page 24

New Bus Service - Route 24 The new Route 24 service connects some of the most deprived wards in Warrington with both the town centre and Birchwood. The route has significantly improved access to employment from these deprived areas, from 10.5% (in 06/07) to 27.4% (first quarter of 07/08) of the population, in the AM peak, within 20 minutes of employment opportunities. The route also improves accessibility between neighbouring communities. This has contributed to an increase in monthly patronage from 9,500 to 15,000.

New developer funded services have also been successfully negotiated in relation to major new developments. These services are designed to improve site accessibility.

4.2.2

Developer Funded Services – Chapelford & Omega Negotiations have successfully resulted in developer funding for new bus services needed to serve large new developments in Chapelford (see Congestion Chapter for more details) and for Omega. The Omega site lies on the edge of Warrington and any development in this location will require effective public transport links. The planning permission S106 agreement is linked to site occupancy and funding contributions by the developer for bus services are “triggered” as the site develops towards full occupancy. Future Actions • Continue to develop core public transport network. • Focus on key corridors and develop Quality Bus Corridors where possible along with bus priority at junctions. • Increase number of night bus services.

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Chapter 4: Accessibility Strategy

• Work with Warrington Community Transport to extend the range of demand responsive services in deprived areas. • Increase co-ordination of Community Transport and other door-to-door services, such as non-emergency patient transport, and special education needs. • Continue cross-boundary collaboration and work with key partners, such as Job Centre +. Barriers / Risks / Opportunities • Work with private sector to identify issues and deliver new services. • Risk that the Omega and other developments are not implemented as envisaged and funding “trigger points” are not reached. • Developer contributions (linked to retail price index) may not reflect bus industry costs and may be insufficient. • Partially-developed areas may suffer from poor accessibility as a result of reductions in the scale of development. • At present, WBT is providing a number of services that are considered to be borderline in terms of profitability. Given rising fuel costs and other pressures on operators, the Council hopes to work closely with all operators to retain the level of service in the future. LTP Progress Report 2008

• Proposals for payment in arrears of Bus Service Operators Grant (BSOG) are likely to cause serious cash flow problems for small/medium bus operators, such as WBT. The main concern is that operators will be forced to withdraw services in order to deal with the significant reduction in advance funding.

4.3

Public Transport – Physical Accessibility

New Bus Interchange Completion of the Bus Interchange has been the most significant improvement in public transport accessibility to come into operation during the LTP2 period. The new interchange results in improved integration of services, physical accessibility and public profile for bus travel in Warrington. The Interchange was launched with a free travel day and extensive publicity

Warrington Central Station Accessibility WBC worked with Network Rail and train operators to radically improve access to Central Station through the introduction of new lifts to each platform. Funding came from a combination of LTP capital, the DfT’s Access for All funding and the train operator, First Group. The lifts enable easy access to travel to local and regional destinations, where previously a long flight of stairs was a barrier to access particularly for people using wheelchairs.

The station has also recently benefited from an improvement programme, including enhanced waiting rooms and travel information.

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Chapter 4: Accessibility Strategy

Accessible Buses and Bus Stops Warrington Borough Transport (WBT) is the principal operator in Warrington. Over 80% of their fleet is now wheelchair accessible.

• Improve accessibility of bus stops and stations, e.g. drop-kerbs and tactile paving. • Focus on accessible bus stops through the Area Accessibility Improvements work. Barriers / Risks / Opportunities • On-going maintenance is a risk area for the bus stop improvement programme.

4.4

Cost of Travel

For people with a low income, the cost of travel can be a significant barrier to accessing key services. To supplement the government’s concessionary fares policy the Council is working with operators to reduce the cost of travel.

4.4.1

By 2010 all WBT vehicles are expected to be low-floor. The upgrading of WBT fleet vehicles has been complemented by gradual renewal and improvement of bus stops to include raised kerbs, seating, shelter, lighting and information. A further 50 bus stops have been improved, meaning that a third of Warrington Bus Stops are now easy access.

Future Actions • Investigate interchange and parking improvements at Birchwood Station.

Page 26

Concessionary Fares for Students Aged 16-19 A half-fare concession for all 16-19 year old students was introduced by Warrington Borough Transport in 2008. This fare can be used across the WBT network. A proposal is being developed to extend this scheme to all under 19’s for any purpose of journey in 2009.

WBT is the main provider of bus services and offer half-fare, or free travel, to children. WBT offer a range of ticket options, including family returns and seasonal tickets, which reduce the cost of travel.

4.4.2

Hospital Thrufare & 20.21 Rider Two tickets unique to Warrington are the Hospital Thrufare and the 20.21 Rider. These facilitate discounted travel to the hospital and reduced fares on Routes 20 & 21 which operate through some of the most deprived areas of the borough. Section 106 contributions for the Chapelford development include issuing travel passes to each household alongside the introduction of the new bus service.

4.4.3

Future Actions • Pursue integrated multi-operator ticketing. • Identify options for discounted ticketing at new developments. • Promote car sharing. • Encourage privately operated Car Share/Short-term hire schemes. Barriers / Risks / Opportunities • The cost of travel by public transport is influenced by operational costs, profit and available subsidy, which the Council is unable to influence. LTP Progress Report 2008


Chapter 4: Accessibility Strategy

UK Bus Operator of the Year Award 2008 Warrington Borough Transport recently won the highly competitive “UK Bus Operator of the Year Award”. The award recognises WBT’s successful involvement in a wide range of innovative programmes, some of which are set out in previous sections.

4.5

Area Accessibility Improvement

At present, three programme areas are being targeted:

4.5.1

• Local Area Agreement measures; • CANGo Study 2005 (the study looked to improve accessibility in the crossboundary, rural areas between Warrington, St Helens and Wigan); and, • NW Study (key schemes remaining from the initial LTP1 programme). In order to achieve maximum benefit, ACCESSION modelling has been used to identify areas of the borough that suffer the most from poor accessibility.

4.5.2

“Warrington’s superb growth trend in passenger numbers and strong evidence of modal shift from the car, are the very characteristics the judges like to see in a winner. The company shows a clear commitment to excellent customer service, helped by its dedicated staff and partnership working, and a positive determination to succeed” The award assessment included secret journeys by a “mystery traveller” whose findings confirmed that WBT is “the truly deserving bus operator of the year 2008”.

LTP Progress Report 2008

Funding will be used, in the final years, for packages of measures to improve walking and cycling to key services in the prioritised areas.

4.5.3

Consultation will be carried out in each prioritised area to refine existing and emerging proposals into an action plan.

4.5.4

In a number of areas, schemes have already been identified from other study work or through requests from members of the public and stakeholders. For example the Rights of Way Improvement Plan identifies an extensive network of routes for improvement which will be considered in prioritised areas

4.5.5

Future Actions • Consultation and engagement to identify schemes in priority areas. • Programming and implementation.

4.6

Walking & Cycling

The Council has continued to improve the quality of the walking and cycling environment through a series of pedestrian and cycle projects. The aim has been to develop a safe, integrated and coherent network of direct routes to key facilities.

4.6.1

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Chapter 4: Accessibility Strategy

New Pedestrian Crossings and Paths Twenty-three signalled crossings have been provided and 3.4km of new or improved footways and paths

Black Bear Park Completion of 5km of Black Bear Park greenway has delivered a truly strategic link in the cycle network. The route provides a short-cut compared to on-road routes and is used by both recreational and utilitarian cyclists.

In terms of cycling, a strategic approach to improving the network is being taken with the following priorities:

4.6.2

• Accessibility to and around Warrington town centre; • Review of cycling in pedestrianised areas;

• Improved conditions on arterial routes and orbital greenway network; • Improved access to major employment areas and neighbourhood hubs; • Improved routes, signage and infrastructure (inc. storage), especially in employment areas; • Cycle-friendly residential areas – design and speed. Intensive promotion and monitoring of three pilot 20mph areas. Warrington’s Greenways continue to form an integral part of the pedestrian and cycle networks in Warrington.

4.6.3

Page 28

Future Actions • Develop major scheme bid – Cycle Warrington. • Continue to deliver walking & cycling facilities through the Safer Routes to School Programme. • Ongoing travel plan initiatives and closer working relationships with developers. • Improvement to walking and cycling links to major facilities and in deprived areas. Barriers / Risks / Opportunities

• Town Centre Inner Circulatory route; • 20mph area within the town centre;

Negotiation with developers has also enabled externally funded improvements to pedestrian and cycle links and facilities.

4.6.4

Birchwood Way Pedestrian/Cycle link The Birchwood Way pedestrian/cycle link – funded by MEPC Birchwood Park’s S106 agreement – links residential areas to the business areas, schools, station and retail parks in Birchwood.

• Risk of a reduction in pedestrian and cycle funding arising from planning obligations. • Lack of specialist skills to implement the most challenging/complex schemes.

4.7

Motorcycle Strategy

Warrington is pro-actively addressing motorcycle safety concerns through road safety training and awareness events targeting both new and existing users. On-going support for the Wheels-toWork scheme to purchase scooters demonstrates the Council commitment to motorcycles as a means to improved accessibility.

4.7.1

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Chapter 4: Accessibility Strategy

Tackling community concerns of crime and anti-social riding is a priority for implementing the Rights of Way Improvement Plan.

4.7.2

Road safety audits, undertaken for new highway schemes, consider the safety needs of motorcyclists and scooters.

4.7.3

Future Actions • Increase the amount of motorcycle parking. • Continue to develop safe motorcycling education initiatives and raise awareness internally and with strategic partners. Barriers / Risks / Opportunities • Opportunity exists to use motorcycling strategy to help tackle congestion and improve accessibility.

4.8

Rights of Way Improvement Plan

Implementation of the Rights of Way Improvement Plan is now underway. A pilot study has recently been completed in the Dallam, Hulme and Bewsey areas.

4.8.1

The study specifically considered issues relating to the physical aspects of footpaths, such as; cleansing, surface condition, signing/way-marking, lighting and vegetation control to improve security. Consideration was also given to interdepartmental collaboration and promotion of the various existing routes.

4.8.2

The needs of a variety of users, including pedestrians, cyclists, equestrians and mobility impaired users were incorporated into audits carried out, to ensure that routes could be accessed by all.

4.8.3

Health Walks A series of 1-mile health walks were also identified as part of the ROWIP study, to encourage greater use of the Local Rights of Way network. Future Actions • Implement pilot recommendations. • Undertake prioritised route surfacing, widening, extension and upgrading.

LTP Progress Report 2008

• Seek further grant funding. Barriers / Risks / Opportunities • Progress relies on effective communication, increased resources and realigned priorities between all partners.

4.9

Addressing Crime & Fear of Crime

Our partners (Network Rail and WBT) have, with support from the Council, introduced CCTV and additional security measures at stations, interchanges, bus stops and on-board buses.

4.9.1

Safety & security matters are also considered when implementing walking & cycling improvements. For example, new lighting and removal of unnecessary landscaping in Black Bear Park.

4.9.2

Future Actions • Aim to “design out crime” by considering natural surveillance, maintenance (such as removal of graffiti), and appropriate lighting. • Co-operation with bus operators on crime prevention initiatives for public transport. • Develop a closer working relationship with the Crime & Disorder Partnership to help reduce crime on local transport. Page 29


Chapter 4: Accessibility Strategy

Barriers / Risks / Opportunities • The Council will endeavour to maintain strong partnerships where possible. However, there remains a risk that partners and stakeholders change their priorities.

4.10

Marketing, Awareness Raising & Travel Information

Joint Promotional Literature WBC and the PCT have jointly produced a walking and cycling magazine to be sent to all households in the Borough. ‘Bikes & Boots’ magazine gives details of activities available to all ages/levels of fitness, and information on how to join various groups offering support and advice.

Compared to infrastructure improvements, promoting “Smarter Choices” offers good value for money and delivering comprehensive strategies is a key part of tackling congestion.

4.10.1

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WBC, Halton BC and NorthCheshire Hospital Trust [NCHT], have worked together to refresh the NCHT website to publicise the bus services serving each hospital and the shuttle bus for staff and patients. The staff intranet site also gives details of their car share scheme and cycling facilities.

4.10.2

A tailored information leaflet has been produced, in conjunction with WBT and Warrington Employment agencies (e.g. JC+), which provides walking and public transport information for the Woolston Grange employment area.

4.10.3

Warrington Cycle Map Warrington’s Cycle Map Guide was hailed by the national Cycle Campaign Network as a significant advance on previous mapping and is now the one to emulate. The map categorises the entire highway network according to the degree of skill and experience needed for cycling. It has been distributed to every household in the Borough, is on the website, and is widely available in many public locations. We intend to update and redistribute the map in 2010.

Real Time Passenger Information (RTPI) has been rolled out at bus stops in the Borough.

4.10.4

Another major initiative, that has been well received, is the production and distribution of the Warrington Cycle Map.

4.10.5

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Chapter 4: Accessibility Strategy

Future Actions • Continue to market alternatives to the private car for accessing the town centre, to help tackle congestion and pollution. • Explore further opportunities for joint promotion/marketing. • Seek to build travel into NHS information on access to health facilities. • Use the “How to Get to Woolston Grange” leaflet as a template for other areas. • Convert leaflet into easily accessible website format. • Provide tailored information for public events and meetings. Barriers / Risks / Opportunities • Sustained campaigns and communications programmes will be significantly more effective than a piecemeal approach. There is a risk that small scale initiatives will not deliver the desired results. • These activities are very labour intensive and consequently there is a risk associated with staff resources. • An excellent working relationship exists between WBC, the PCT and North Cheshire Hospital Trust.

4.11

Employer & School Travel Plans

Employer Travel Plans The number of employer travel plans has tripled over the LTP2 period and WBC has now assisted around 30 large organisations to prepare comprehensive plans. Major employers include: • • • •

Lingley Mere/United Utilities Ikea Environment Agency Carphone Warehouse

MEPC Birchwood Business Park’s Award Winning Travel Plan MEPC Birchwood Business Park’s Travel Plan has developed to include two commuter shuttle buses linking the two main rail stations to the business park, and high quality cycle parking and changing facilities.

Birchwood Area Wide Travel Plan This flagship area-wide workplace travel plan for the Birchwood area has been undertaken in partnership with the Highways Agency and Birchwood Forum business network. The Birchwood area was identified as a key contributor to motorway congestion and this Area Travel Initiative was initiated to identify the barriers to smarter travel and introduce some alternatives. A web-based car share scheme is now available for public use by logging on to the car share website. Over 100 Birchwood-based commuters have registered for car share. Individual businesses are being encouraged to support their employees who join, by offering dedicated car park spaces and the safety net of a taxi home in case of emergency.

Shuttle bus trips in 2001 were around 6,900 rising to 61,700 in 2007 and other companies are now contributing to the scheme. The percentage of single occupancy car drivers has fallen in the Birchwood Park area from 82% to 76% (2001-2007).

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Chapter 4: Accessibility Strategy

Birchwood Area Wide Travel Plan cont. To provide information about travel options, the Birchwood project team produced a Travel Information Folder which included inserts covering survey information, bus, train, car share, walking, and cycling options, together with maps and timetables for the local area.

The new Lingley Mere Business Park Travel Plan also includes a branded commuter shuttle bus service. Quality shelters with RTPI have enhanced the service offered. An active and enthusiastic steering group have carried out surveys with new occupiers, held travel information events and cycle to work weeks.

4.11.1

School Travel Plans 69% of Warrington schools now have a School Travel Plan, and with another 13% already signed up for 2008/9, the target for every school to own a quality Travel Plan by 2010 is well on track. A particular travel to school issue arose with the decision to close Woolston High School and send pupils to the next nearest secondary school in Padgate. To help address community concerns:

4.11.2

• An audit of the walking and cycling routes between Woolston and Padgate took place to identify any safety concerns or barriers. 10,000 of these have been produced and distributed to all businesses and employees in Birchwood. They are also being used by Jobcentre Plus to help new employees to get to work

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• The school bus route to Woolston High was extended to Padgate, and vehicle size increased to accommodate fare payers as well as pupils eligible for free home to school transport. Future Actions • On-going work to encourage businesses and schools to develop and implement effective travel plans. • On-going involvement with Birchwood Forum and the Area Travel Plan. • Continue to provide advice and support internally on issues of concern, such as school restructuring. Barriers / Risks / Opportunities • Recruitment and retention of staff skilled at developing long-term business relationships is a risk area. • Lack of infrastructure funding to support travel plans. • Risk of reduced business support for measures due to economic slow-down.

• Transition packs were distributed to all Year 6 pupils to help with the adjustment to their new journeys and those who needed extra support were offered an accompanied walk from their homes to their new school. LTP Progress Report 2008


Chapter 4: Accessibility Strategy

4.12

Travel Advocacy Schemes

Warrington’s travel advocacy scheme has provided educational resources to help people with learning disabilities travel independently, either for work, pleasure, or practical purposes.

4.12.1

Warrington established a Wheels to Work Scheme aiming to improve access to job opportunities for those with limited travel options and limited available income.

4.12.2

Accessibility Assessment Accessibility modelling and assessment techniques have been used to investigate accessibility issues in respect of: • the school restructuring programme; • access to healthcare with the PCT and Hospital Trusts; and, • assessment of the Post Office Network Change Programme. Closer partnership working with Planning Policy and Development Control Officers has been enabled by an “Accessibility & Planning” Workshop that was held to look at development control and planning issues.

4.13.2

The Wheels to Work scheme offered loans for a choice of transport modes: pedal cycle, moped or monthly bus ticket.

4.12.3

Future Actions • A review of the Wheels to Work scheme will identify opportunities for improvement.

4.13

Access to Key Services

Integration of Accessibility & Planning WBC has been successfully increasing the understanding of accessibility issues across a range of council disciplines.

4.13.1

LTP Progress Report 2008

As a result of the workshop an Accessibility Questionnaire was produced. The questionnaire is designed to provide a prompt (for developers and council officers) to consider accessibility issues for new development applications.

4.13.3

Access to Healthcare Access to Healthcare Collaboration with the PCT The collaboration between the PCT and WBC to investigate the accessibility of proposed healthcare locations has enabled the PCT to: • Compare different locations in terms of accessibility by public transport (through ACCESSION modelling of options). • Understand and compare the physical limitations of proposed locations (though initial site audits of proposal sites). • Give detailed consideration to transport concerns raised during general public consultation on the changes (through transport analysis of consultation responses).

A copy of the questionnaire is provided in Appendix C.

4.13.4

Accessibility improvements are also considered through other LTP programme areas, such as highway maintenance or traffic signal upgrades.

4.13.5

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Chapter 4: Accessibility Strategy

Warrington PCT is currently undergoing a major restructuring programme that aims to provide new fit-for-purpose primary healthcare facilities across Warrington. As part of this process, the Council have been working with the PCT to consider the accessibility implications of locations for new GP Surgeries and Healthcare Centres.

4.13.6

In the past, new development locations were identified according to land availability, general location and development cost, with very little examination of the impact on accessibility.

4.13.7

Route 24 – Access to Employment Route 24 has resulted in an increase in access from deprived areas to Birchwood from 10.5% (in 06/07) to 27.4% (first quarter of 07/08) of the population, in the AM peak, within 20 minutes of an employment area.

To begin work on the Woolston Grange target, an extensive engagement process with every business in Woolston Grange, was undertaken. This aimed at gauging the needs of businesses and employees. Activities included an “Accessibility and Employment” Open-Day, visits to businesses, letters, leaflets, and emails.

4.13.11

Woolston Grange ‘How to get to’ guide

Access to Employment The Local Strategic Partnership (LSP) and Local Area Agreement (LAA) process introduced an outcome to “improve accessibility to areas of employment”.

4.13.8

Targets were developed to improve accessibility from deprived areas to two major out-of-town employment areas, at Birchwood and Woolston Grange.

4.13.9

To meet the Birchwood target, a new bus service (Route 24) was introduced in liaison with WBT.

4.13.10

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The “How to get to Woolston Grange” Leaflet included basic information about each bus route and walking routes in the area.

4.13.12

Unfortunately, the body of evidence collected during consultation did not support the application of the target in its original form – it was therefore withdrawn as an LAA target, pending establishment of a more appropriate indicator.

4.13.13

Access to Fresh Food Access to Fresh Food was identified as a potential accessibility issue in the initial LTP2 consultations. However, upon further investigation it was found that access to fresh food outlets in Warrington was relatively good.

4.13.14

The strategic assessment reduced the priority of this work area within Trading Standards and no significant action was undertaken on detailed assessment.

• Monitoring accessibility of development control housing completions using ACCESSION. • Analyse the accessibility implications of all new PCT development sites and proposals. • WBC to produce ACCESSION contours for all GP sites. • PCT to analyse the results using their medical and demographic data. It is proposed that non-confidential results will be shared for monitoring purposes. • Seek to incorporate Accessibility Questionnaire into the PCT process for evaluating all new healthcare proposals. • Continue to advise the PCT on their internal Travel Plan. • Review the need for a more appropriate indicator for access to employment to replace the Woolston Grange indicator.

4.13.15

A Mobile Food Network in the deprived areas of Warrington (previously called the Food Cooperative) and the Latchford Bus Project (which enables food shopping trips for the elderly) continue to be supported.

4.13.16

Future Actions • Include accessibility questionnaire within updated Planning Design Guidance. LTP Progress Report 2008

Barriers / Risks / Opportunities • There is a risk that the down-turn in the economy may reduce the number of new development sites and in turn reduce financial contributions to improve accessibility. • The work undertaken to improve access to healthcare has been due to excellent working relationships and an understanding of shared objectives. The challenge for the future is to maintain these relationships through organisational re-structures and changing priorities.

4.14

Risks and Opportunities for Delivery of Strategy

A number of important specific risks for accessibility have been identified including:

4.14.1

• Developer contributions (linked to retail price index) may not reflect bus industry costs and may be insufficient. • Future funding available to retain current borderline profitable services in the context of high operating cost and reduce subsidy. • Uncertainty regarding the future operation of the Bus Service Operators Grant (BSOG) is a risk. • Risk that small scale initiatives will not deliver the desired results. • The main concern is that operators will be forced to withdraw services in order to deal with the significant reduction in advance funding. • Council inability to influence public transport operation costs and profit margins. • Economic down-turn may reduce the developer contributions. • Challenge to maintain PCT relationships through organisational re-structures and changing priorities. In addition a risk management exercise has been undertaken that identifies high level risks to delivery of the shared priority as a whole.

4.14.2

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Essentially, the diagrams help to easily identify those risks that are most likely to occur, most significant and difficult to control.

4.14.3

In terms of delivering accessibility, the risks associated with resources were considered to be the most significant and most likely to occur. This is also the area where the control mechanisms are considered to be the least effective.

4.14.4

4.14.5

The resource risks that were raised include:

• Use of consultants reduces the amount that can be delivered due to diversion of funds. • External support is not readily able to understand depth and complexity of issues. • Lack of skilled staff (in both operational and future planning) to undertake engagement, lobbying, planning and accessibility etc. 4.14.6

The following control measures are to be actioned:

• Employ external resources through Framework call off contract where needed. • Utilise resources from other departments – e.g. scheme development for ROWIP. • Invest in staff conditions to aid recruitment and retention. • Prioritise pedestrian and cycling projects to adapt to resource level. • Training of internal staff to develop new skills.

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Chapter 5: Ensuring Safer Roads

5.0

5.1

Ensuring Safer Roads Overview

WBC is committed to achieving national and local targets for casualty reduction. We have tackled safety problems across the whole of the borough, reducing both the concentration and number of personal injury collisions per year. This has been achieved by:

5.1.1

• Improving the safety of all road users, especially the most vulnerable; • Encouraging traffic to use the most appropriate road so that a safer distribution of traffic is achieved; • Managing the speed of traffic so that vehicles circulate in a safer manner; • Co-ordinating works that influence road safety; • Mitigating against road safety risks by undertaking formal road safety audits; • Providing targeted Education, Training and Publicity initiatives, focused at residents from disadvantaged areas; and, • Delivering targeted collision remedial engineering measures through annual LSS Programmes.

LTP Progress Report 2008

Over the past year, encouraging progress has been made towards achieving national and local casualty performance indicators. Targeted collision remedial measures have been delivered and road safety is now being embedded into all highway improvement works.

5.1.2

Road safety initiatives contribute to the overarching vision set out within LTP2. In order to achieve this vision, a road safety objective was outlined which aimed:

5.1.3

Comparing the 1994-98 base year average to 2007/08 figures: Total KSI down from 166 to 115 (30%) Child KSI down from 24 to 15 (37%) Total slight casualties down from 1281 to 1089 (15%)

SAF1: To improve road safety in the Borough, particularly in disadvantaged areas. The following documents are relevant to the improvement of road safety:

5.1.4

• Tomorrow’s Roads - Safer for Everyone (2000) former DETR.

Figure 5.1 Total Killed or Seriously Injured

• The Road Safety Bill was introduced to the House of Lords (May 2005).

The road safety agenda cuts across each of the four Local Strategic Partnership (LSP) groups. Through active involvement with the LSP groups a partnership-based ownership of road safety initiatives has been achieved.

5.1.5

Figure 5.2 Child Killed or Seriously Injured

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WBC maintains its support and involvement with regional and national road safety ‘think tanks’ such as North West Safety Engineers’ Group (NWSEG), North West Local Authority Road Safety Officer’s Association (NWLARSOA), and MRSOG (Merseyside Road Safety Officers Group).

5.2.2

WBC also takes an active role in local groups such as CAPT (Child Accident Prevention Trust) and the Alcohol Harm Reduction Group, both locally and nationally, getting involved in the management of LARSOA as North West Region Rep, and CFOA (Chief Fire Officers Assoc) as LARSOA National Representative.

5.2.3 Figure 5.3 Total Slight Casualties

5.2

Safety Partnerships

Opportunities for casualty reduction can only be exploited through effective partnership working. The primary partners identified are those organisations who have road safety-based performance indicators such as the Highways Agency, Police, Fire, and Health Services. All of these organisations are established members of Warrington Road Safety Partnership (WRSP) and the Cheshire Safer Roads Partnership (CRSP) covering Cheshire, Halton and Warrington.

5.2.1

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The first year of activity of the CRSP has delivered initiatives such as:

5.2.4

• Baseline and strategic assessment (including person, place and behaviour factors of collisions); • Problem profiles (including casualty groups e.g. young male drivers); • Road safety attitudinal survey; • Speed limit review; • IMPACT project to work with youth agencies (including Connexions, youth services, etc); • Field impairment testing funding has enabled Cheshire Police to tackle impaired and drug driving; • Red routes;

• Single source collision database enabling real time access to information; • Voluntary speed awareness courses aimed at people with low end speed infringements (those who attend and pay the course fee will not have to pay a fixed penalty notice or have their licence endorsed with 3 points); and, • Innovation funding to specific initiatives across the partnership area.

5.3

Designing safe infrastructure

Safety is an important consideration in the design of infrastructure, particularly when designing improvements for vulnerable user groups such as cyclists, pedestrians, public transport users, motorcyclists, horse riders and disabled people.

5.3.1

Integrated Transport Assessments are a methodology that has been developed for assessing and prioritising highway improvement works. Casualty reduction objectives form a significant part of the process.

5.3.2

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Chapter 5: Ensuring Safer Roads

In addition, road safety audits are undertaken for the majority of highway improvement works.

5.3.3

As a result of previous good progress, road safety schemes are now experiencing diminishing returns, however, the Integrated Transport Assessments methodology has enabled the Council to align capital resources with other work programmes and so provide evidence of the overall collision remedial benefits of these schemes.

5.3.4

5.4

Safety-led improvement programmes

WBC continues to promote low cost collision remedial measures through Local Safety Schemes (LSS).

5.4.1

Each LSS is justified and promoted based upon its ability to return a road safety benefit against the level of investment required. This is known as a First Year Rate of Return calculation.

5.4.2

LTP Progress Report 2008

Initiatives can be undertaken on four levels within the Borough:

5.4.3

• Single Site Programmes – a list of priority sites has been developed based on collision data and road safety trends for different casualty groups. This enables initiatives to be targeted to where they are most needed. • Area-Wide Schemes – areas of the borough are prioritised based on a number of criteria (such as collisions per head of population and the length of the road in the area). • Route Assessments – these are carried out on roads adjacent to traffic calming areas to minimise the transfer of collisions from the original route onto the surrounding road network. • Mass Action – this occurs where specific treatments are applied to common collision types. For example, high friction surface dressings are currently being applied on the approaches to pedestrian crossing facilities and in rural locations. The Annual Priority Assessment of Casualty Trends has identified four groups to be targeted in 2008-09:

5.4.4

• • • •

Casualties from disadvantaged areas; 2 wheeled motor vehicles; Car occupants; and Vulnerable road users.

5.5

Speed Management Strategy

The achievement of average reductions in vehicle speeds can deliver benefits across the LTP objectives, such as:

5.5.1

• Reduced number and severity of collisions and casualties; • A more cycle-friendly environment; • A more pedestrian-friendly environment; • Wider travel options; • Greater ownership of streets and public space by residents; and, • A reduction of the impact of traffic on air quality. 5.5.2 Speed management techniques are often a key consideration in the delivery of targeted collision remedial improvements, with examples of this work including: • Area wide traffic calming • Route assessments • Home zones • 20mph speed limits/zones • Speed limit changes • Speed activated signs

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20mph Speed Limits

Red routes

Warrington is implementing a pilot of 20mph speed limit zones, without selfenforcing measures. The pilot areas include a large residential area in the Poplars area to the north of Warrington town centre, the town centre itself, and Park Road, a single residential carriageway of 1.2 km in length.

5.5.8

5.5.3

CSRP launched its red routes initiative in February 2008. The principle of red routes is to focus combined efforts on the high risk roads, make the road users themselves aware of the risks, and motivate them to take responsibility for ensuring a safe environment.

5.6

Cheshire Constabulary has agreed that during the pilot, targeted enforcement of the 20mph speed limits will take place. This will determine whether the impact of 20mph speed limits, without the supporting selfenforcing measures, is sustainable.

5.5.4

The monitoring framework will consider the effect on all collisions, casualty types and severities, average vehicle speeds, traffic flows, and level of cycle usage. A pilot study of 20mph limits outside schools was undertaken. Benefits ensuing from the work have not been in line with expectations and a decision was made not to proceed. Review of Speed Limits Cheshire Safer Roads Partnership (CSRP) has commissioned consultants to complete a review of all existing speed limits on A and B roads as stipulated by the DfT.

5.5.7

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Education, Training & Publicity

In view of the diminishing returns experienced by road-safety engineering initiatives, greater emphasis is now being given to Education, Training and Publicity (ETP) initiatives.

5.6.1

5.5.5

5.5.6

The registered keeper of the vehicle is then sent an advisory letter and if detected on a further occasion, then sent a subsequent final warning letter and the details passed to the Road Policing Unit – although no person is prosecuted as a result.

5.5.11

Enforcement Enforcement remains a key speed management tool. Warrington works closely with police partners on targeted speed enforcement programmes to aid casualty reduction, and also to discuss and respond to issues of community concern.

5.5.9

Community Speed Watch Community Speed Watch allows the community to make a positive contribution by monitoring the speed of vehicles. The scheme is operated by volunteers – under strict guidelines – who obtain registration numbers of vehicles that are found to exceed the speed limit threshold.

5.5.10

Casualty profiling work has been undertaken to enable a targeted approach. This includes use of collision trend data and casualty postcodes geo-coded onto maps.

5.6.2

The Road Safety Team has worked closely with WBC Communications to encourage greater media coverage of road safety initiatives. In addition, a “Road Safety Matters” newsletter has been developed and distributed to all households in the disadvantaged areas. This has been achieved as part of the Local Public Service Agreement (LPSA) and it is anticipated that LPSA targets will be met.

5.6.3

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Chapter 5: Ensuring Safer Roads

Workplace Road Safety It has been estimated that up to a third of all road traffic accidents involve somebody who is at work. The Corporate Manslaughter and Corporate Homicide Act 2007 has further highlighted the need for work-related road safety risks to be managed.

5.6.4

WBC has been working closely with larger employers in the area to promote road safety initiatives and to develop travel plans. WBC itself has developed a travel plan and has undertaken driver improvement programmes to improve the health and safety of our employees.

5.6.5

School Education Initiatives The Road Safety Team has strong relationships with a number of educational establishments and continues to deliver education and training programmes in preschools, nurseries, primary, junior and high schools.

5.6.6

Closer working with the Healthy Schools team has also enabled road safety to be promoted more widely – including the development of an Alcohol and Safety Road Show, which will be run in December 2008.

5.6.7

LTP Progress Report 2008

Are You Ready To Drive? - Year 10 A new workshop has been developed that takes students on a journey right from the beginning of learning to drive and taking the theory test, through to passing the practical driving test. The workshop encourages pupils to get involved in discussions on the reasons why young people aged 17-25 are more likely to be involved in a collision. Topics include: - Explanation of the slow development of the pre-frontal cortex in teenagers (the part of the brain that deals with emotions, behaviour and assessment of risk); - Driver behaviour (why young people choose not to wear seat belts, break speed limits or drink/drug drive); - Case study of tragic accidents and demonstrations by Cheshire Fire Services of people being cut out of vehicles; and, - Explanation and practical use of the Field Impairment Testing procedure.

Road Safety Road Show - Year 11 & 12 The Road Safety Road Show is a multi-agency event run by the Warrington Road Safety Partnership and Cheshire Fire Service, and is delivered to Year 11 and 12 pupils. This initiative can be delivered to whole year groups at a time. The road show is centred on the story of a young boy who passes his test and buys a new car. The boy takes his sister and friends out for a drive, which results in fatal consequences. At points throughout the story, real life emergency service personnel tell their own experiences of attending road traffic collisions. This includes Police Officers, Fire Service Officers, GPs and Paramedics. At the end of the road show a representative from Victim Support tells their own tragic story.

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Young Driver Education Initiatives Strategic assessments undertaken by the CSRP have identified 16 to 20 year old male- and 16 to 30 year old femaledrivers as being one of the high-risk casualty groups in Cheshire.

The LPSA casualty groups to be targeted in disadvantaged areas in 2008 are:

5.7.4

5.6.8

CSRP support is currently being sought to promote a “Looking Good Ladies Night”. This event is aimed at women aged 16-30, living in the south of Warrington, who are highlighted as being involved in a higher proportion of road traffic collisions.

5.6.9

5.7

Targeting Road Safety to ‘At Risk’ Groups

The development of LPSA funded activities has enabled greater partnership engagement on safety-based initiatives.

5.7.1

The programme of activities includes a wide variety of campaigns and initiatives aimed at promoting road safety to ‘at risk’ casualty groups.

5.7.2

Analysis of road safety statistics highlights that, in Warrington, an individual has a substantially higher risk of becoming a road traffic casualty if they reside in a deprived area.

5.7.3

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• Young drivers and riders (including moped / scooter users); • Car occupants;

‘New Parent Packs’ which focus on child car safety and are delivered directly to parents by midwives, ‘Homestart’ volunteers, health visitors and children’s centres;

• Elderly people;

• The Tornado Way project is a child pedestrian risk-assessment project;

• Cyclists; and,

• Numerous road safety events;

• Child pedestrians.

• ‘Bike It’ project supported with free puncture repair kits to all pupils;

A number of projects have been developed in deprived wards to target these groups, including:

5.7.5

• Free Advanced Driving Test for people under 25 year olds; • ‘Drive-Survive’ programme (years 12 & 13 in the deprived wards) and ‘Mini Drive Survive’ at the school (years 10 & 11); • Road-safety initiatives at children’s centres: including a mini zebra crossing, School Crossing Patrols outfits, and “Teddy Takes a Tumble” story; • Checks and installation of child car seats by Cheshire Fire & Rescue Service;

• Cycle helmets have been purchased for use in schools and for cycle training; • ‘Road Safety Matters’ newsletter distributed to approximately 25,000 homes in the most deprived wards; • Motorbike Mechanics programme at William Beamont High School supported by providing free road safety lessons in curriculum time and by providing funding for provisional driving licences, CBT courses and helmets; • ‘Cheers’ was launched by WBC during Child Safety Week 2008. This is a nonalcoholic bar that will be used as part of the Alcohol Safety Roadshow.

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Chapter 5: Ensuring Safer Roads

WBC will submit a bid for a road safety-specific grant to the DfT in order to help sustain and further develop road safety work in disadvantaged areas.

5.7.6

Detailed analysis of casualty statistics will be undertaken in early 2009 to identify the success of these initiatives.

5.7.7

5.8

Equestrian Safety / Education

Warrington is renowned as a national centre for equestrian facilities. Incidents involving horse riders on Warrington’s roads remain encouragingly low, although equestrians remain a vulnerable road user and therefore a road safety concern.

5.8.1

Warrington’s ROWIP was approved in April 2007 and identifies several traffic issues related to the safety of equestrian usage. These include:

5.8.2

• Improved warning signage on ‘qualified’ roads; • Reduction in rural speed limits; and, • Protection and maintenance of existing highway verges. LTP Progress Report 2008

5.9

Encouraging Smarter Travel

Encouraging smarter travel is an integral part of Warrington’s Road Safety Strategy. WBC recognises that a partnership approach is required to encourage people to alter their travel behaviour and select smarter travel choices.

5.9.1

WBC recognises the potential conflicts which exist between road safety and other LTP objectives (e.g. congestion). For example, successful initiatives aimed at encouraging smarter travel are likely to increase the level of risk vulnerable casualty groups are exposed to, and so detrimentally impact on road safety objectives.

5.9.2

5.10

Safer Routes to School

An integral part of the School Travel Planning programme is the ability to improve the environment around schools to encourage more walking and cycling. This includes physical measures to make the routes to school easier and safer, such as providing crossings, 20mph zones, building footpath links, or simply cutting back hedges and introducing parking restrictions.

5.10.1

Lollipop School Walking Bus Appleton Thorne Primary School’s Travel Plan highlighted safety concerns caused by too many cars arriving to drop off at school. A group of parents led by a member of staff decided to start a Walking Bus from a pub car park half a mile away. The chosen route was audited and riskassessed by a Road Safety Officer and found to be lacking a safe place to cross a busy road and was not child-friendly. The route involved crossing several side roads, so 5 sets of dropped kerbs were built to make the journey easier for pushchairs, small children and wheelchairs. The busy road failed the assessment for a physical crossing, but was too busy for a number of children to cross at once, so volunteer parents were trained as School Crossing Patrols and being given the official uniform and ‘lollipop’. This has enabled the volunteers to stop the traffic to cross the road, and continue on to the school. This solution had not been used in the North-West before, and has been keenly watched by other authorities considering duplicating it. Twenty children now regularly walk with the ‘Bus’.

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The training is provided on-road and covers skills such as balance, correct use of gears and brakes, road positioning, signalling, observance and general rules of the road.

5.11.3

The introduction of this training has raised the confidence of children and has encouraged schools to increase the amount of cycle parking within their grounds. However, to continue and expand this programme in the future, a grant needs to be secured from Cycle England.

5.11.4

Requests from schools are scored and recorded on a prioritisation list. Schemes with higher scores are prioritised for spending on physical measures, but small, low-cost schemes are also funded through the annual programme.

5.10.2

5.11

Cycle training Successful bids were made to Cycling England to secure funding to introduce a ’Bikeability’ cycle training programme for 10 year-olds.

5.11.1

1723 Children undertook cycle training during 2007/08

5.12

Motorcycle/Scooter safety education

The Cheshire Safer Roads Partnership (CSRP) strategic assessments identified that Warrington’s scooter and moped casualties were over-represented in Cheshire’s casualty statistics. WBC successfully bid for CSRP funding to run a ‘Rev and RIP’ event aimed at engaging young scooter / moped riders in road safety initiatives. 5.12.1

The event took the form of three separate workshops, covering each area of risk faced by a rider. By taking part in all three workshops the riders were entered into a prize draw, with the first prize being a new scooter, and other prizes amounting to over £1000 worth of safety equipment.

5.12.2

The Power Bike 2008 event gave motorcyclists the opportunity to ride with police motorcyclists, who assessed their riding and gave feedback on techniques and safety. Moped riders could get advice and skills training from qualified Riding Instructors, further to their CBT.

5.12.3

“The children have had a wonderful time doing this course and I would recommend it to any other school” Kate, Callands Primary Headteacher.

The delivery of this course was contracted to Bikeright, an accredited provider, and is now provided to every Year 6 child in every school in the borough.

5.11.2

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Representatives from many organisations attended, including the Northwest Air Ambulance, Motorbike Academy, Emergency Medical Transport Volunteers, First Bike on Scene, Honda, Ducati and BMW. Over 500 riders attended the event which was deemed a resounding success.

5.12.4

5.13

Data Collection

Road safety interventions are traditionally driven by the use of road traffic collision and casualty data, which is recorded by Cheshire Constabulary via ‘STATS19’ recording forms. Cheshire Police are responsible for validating the data and supplying it to the DfT and the partner Local Authorities (Warrington BC, Halton BC, and Cheshire County Council) for interrogation.

5.13.1

There is evidence nationally that a significant proportion of personal injury collisions are not reported to the police, despite it being a legal requirement to do so.

5.13.2

The Warrington Road Safety Partnership has identified through a study undertaken using hospital casualty records, that approximately only 1 in 3 collisions are reported to the police. The underreporting of collision and casualty data clearly hinders accurate understanding of road safety problems.

5.13.3

LTP Progress Report 2008

Progress with the Single Source Collision Database, enabling real time access to information, has improved the quality and consistency of data available.

5.13.4

Future Actions

• Lack of funding to implement the recommendations of the speed limit review.

5.14

• Continue to support CRSP initiatives. • Review impact of 20mph speed limit pilot study and decide future actions. • Analyse and implement the CRSP review of speed limits for A & B roads. • Continue to develop educational materials and programmes to promote road safety. • Analyse casualty statistics to determine the success of work in deprived areas and seek DfT funding to support future targeted work.

Risks and Opportunities for Delivery of Strategy

A number of important specific risks for ensuring safer roads have already been identified concerning future funding for SRtS, cycle training and implementing the speed review. In addition, a risk management exercise has been undertaken that identifies high level risks to delivery of the shared priority as a whole.

5.14.1

The high-level risks associated with resources stand out as being the most significant and most likely to occur. This is also the area where the control mechanisms are considered to be the least effective.

5.14.2

• Seek additional funding to continue cycle training in all schools. Barriers / Risks / Opportunities • Partnership working has inherent difficulties that will need to be well managed in order to sustain momentum in projects. • Lack of new funding could result in termination, or scaling back, of successful programmes e.g. SRtS or cycle training. Page 45


Chapter 5: Ensuring Safer Roads

5.14.3

The resource risks that were raised include:

• Lack of specific resource in traffic management to process TROs, undertake assessments or implement initiatives. • General skills shortage of professional staff in traffic management and road safety, which may impact on delivery. • Funding for SRtS position runs out in March 2010, which will impact on the final year of the programme. • Lack of resources to manage contractors – e.g. cycle training provision. • Risk of contractors not implementing effectively. 5.14.4

The following control measures are to be actioned:

• Recruit for traffic management positions following department restructure. • Retention of staff through flexible working environment. • Training of internal staff to develop new skills. • Specific allocation of SRtS responsibilities. • Lobby internally and nationally for continuation of SRtS position funding. Overall, the matrices illustrate a profile of risk that is contained in the lower left quartile of both matrices. This suggests that all risk categories associated with delivery of safer roads are relatively low significance, low likelihood and well controlled.

5.14.5

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LTP Progress Report 2008


Chapter 6: Better Air Quality

6.0

Better Air Quality

6.1

Overview

We have developed an excellent understanding of our local air quality through a comprehensive programme of monitoring and modelling. The current challenge is to sustain the quality of the air that we have and to put measures in place to improve it.

6.1.1

The National Air Quality Strategy 2000 sets out health-based objectives for a range of pollutants; it also provides policy options for improving air quality.

6.1.2

Air pollution is currently estimated to reduce the life expectancy of everyone in the UK by an average of 7-8 months. It forms an important part of our efforts to improve health, as part of the white paper "Our Healthier Nation" (Secretary for Health 1999), and to address health inequalities.

6.1.3

We have developed our AQ strategy and we have established a management area on local roads in Warrington to improve air quality. The need to provide good air quality is recognised in our Corporate Plan.

In order to achieve the overarching “Vision” for Warrington set out in LTP2, the following air quality objective was identified:

6.1.4

• AIR1: To reduce the impact of traffic on air quality in Warrington, particularly in Air Quality Management Areas. The actions for air quality cut across objectives set out in previous chapters on congestion, accessibility, and road safety.

6.1.5

AQMA An Air Quality Management Area (AQMA) was designated for the Parker Street area after it was found that levels of nitrogen dioxide, caused by traffic emissions, were exceeding national objective levels.

6.1.6

A variety of measures are being considered, including:

6.1.7

• Improvements to the road network to better manage traffic; • Promotion of smarter travel choices, walking and cycling; • Vehicle emissions testing; • Working with industry; • Lobbying and supporting national measures to reduce emissions; and, • Providing advice to the local community on the benefits of using cleaner fuels, more efficient boilers, etc. We are currently evaluating a range of potential road network improvements through a modelling exercise. An AQMA progress report is included in Appendix D.

6.1.8 LTP Progress Report 2008

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Chapter 6: Better Air Quality

6.2

Monitoring Regime

A network of over 17 diffusion tubes monitor nitrogen dioxide and we operate a roadside monitoring unit and laboratory. The laboratory also tests for particulates and sulphur dioxide.

6.2.1

Our monitoring programme is supplemented with short-term targeted monitoring and detailed dispersion modelling. This has allowed us to proactively consider the potential effects of development growth on the transport network and any associated impact on air quality.

6.2.2

6.3

Marketing & Awareness Raising

Air About Us We have created an Air About Us brand and our website allows residents to find out about the emission levels in their area. We also conduct over 7 clean vehicle events a year in prominent locations, which help to reinforce the air quality message. Page 48

Marketing campaigns can play an important part in reducing exposure to pollution; by promoting sustainable travel choices and by providing people with information on their air quality.

6.3.1

We are seeking to expand our marketing campaign by joining forces with the Yorkshire authorities under their well established Care4Air campaign.

6.3.2

Bus Emissions Reduction Warrington Borough Transport (WBT) operates a fleet of 125 buses with an average age of less than 5 years compared to a national average of 8 years. The vehicles are inspected daily and there is a regular programme of maintenance to ensure that they operate efficiently.

Future Actions • Carrying out a local driver training programme to reduce emissions. • Use UTMC VMS signs to display information on air quality. • Explore potential for a 'turn off your engine when stationary' campaign.

6.4

Public Transport & Freight Emissions

The Council in partnership with WBT has made bus travel an attractive proposition by providing a modern bus interchange and by providing real time information across the network. Patronage numbers have significantly increased as a result.

6.4.1

The Council itself operates a fleet of around 130 vehicles. We constantly monitor the performance of these vehicles and the routes they take to optimise performance.

6.4.2

We have trialled alternative technologies, such as particulate traps, although these did not prove to be viable from an operational perspective. We will reconsider options given recent technological improvements in this sector.

6.4.3

Future Actions • Consider setting minimum emission standards when procuring contracts. • Continue to develop package of green travel incentives for WBC employees. • Longer-term aspirations include expanding the role of park and ride.

LTP Progress Report 2008


Chapter 6: Better Air Quality

6.5

Roadside emission testing & enforcement Clean Vehicle Campaign We operate a Clean Vehicle Campaign in partnership with the Greater Manchester authorities and Cheshire Police. Seven public testing days are held each year and messages are displayed on the VMS around the town to increase awareness. Over 350 vehicles tested per year. To date all faults have been corrected voluntarily by the drivers.

Barriers / Risks / Opportunities • Continued availability of funding is critical for the campaign. We are also mindful not to target vulnerable people when conducting formal testing days.

6.6

Partnership Working

Warrington has traditionally sought to address air quality in partnership with the Greater Manchester authorities and we still participate in a joint Clean Vehicle Campaign.

6.6.1

We offset the costs of maintaining our monitoring network by working in partnership with a local industrial site and by conducted joint monitoring campaigns with the Highways Agency. We have discussed air quality with our Local Strategic Partnership and we are aware of our responsibilities to provide a healthy environment for all, and the role that air quality plays within the health agenda.

Future Actions • Explore the opportunity of joining the Care4Air campaign. • On-going partnership work with HA, LSP and others. Barriers / Risks / Opportunities Partnership work has inherent risks, particularly when considering issues such as air quality, as it is inevitably never the primary function of organisations involved. However, WBC has a number of strong working relationships already and it is hoped that we will be able to capitalise on these relationships in the future.

6.6.4

6.7

6.6.2

Future Actions • Expand the advice we give to include information on fuel efficiency.

LTP Progress Report 2008

We are continuing to work with all relevant parties to minimise the impact of swing bridge activity and repair work on congestion and air quality.

6.6.3

Better Demand Management, Land Use and Traffic Management

Given that emissions of all key pollutants are highest at very low speed, any increase in congestion will clearly lead to a worsening in air quality.

6.7.1

As such, the actions set out in the congestion chapter will be particularly relevant to air quality improvement.

6.7.2

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Chapter 6: Better Air Quality

Traffic congestion is a key issue for the town, particularly around the town centre area. Management options are being considered holistically from a transport, planning and air quality perspective.

6.7.3

6.9 Air Quality VMS UTMC systems and air quality software have been linked to allow air quality levels to be automatically banded into advisory messages, which can be displayed on overhead signs.

Future Actions • Traffic management solutions and improvements at congestion hotspots to reduce the impact of congestion on air quality by improving the flow of traffic. • Develop strategy to improve town centre circulation. • Adopt a co-ordinated approach to landuse decisions, traffic generation and air quality impacts. • Test impact of strategy on air quality through the development of the multimodal model. Barriers / Risks / Opportunities • Risk that air quality is not given due weight in the decision making process, particularly in relation to future land use.

6.8

Comprehensive Signing Strategy & VMS

We have made a substantial investment in air quality monitoring sites and it is important that the information obtained is more widely available.

6.8.1

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Modelling Cumulative Effects of Development

We have linked our air quality emissions inventory to our strategic transport model to enable detailed air quality scenarios to be modelled. The results suggest that overall impact of the first round of local transport planning was neutral in terms of air quality once the high rate of local development growth was accommodated.

6.9.1

Although air quality is presently predicted by modelling to comply with all objectives by 2010, the trend in monitored data does not support this conclusion and air quality improvements have been observed to have reached a plateau.

6.9.2

The aim is to raise awareness to enable smarter choices and allow more effective diversion of traffic following incidents or away from pollution hotspots.

6.8.2

Future Actions • Link scheme to the Highways Agency diversion routes. • Consider use during swing bridge operation. Barriers / Risks / Opportunities • There are limited diversion routes available around the town centre and the only solution may be a major scheme or be reliant on private sector investment from potential developers. LTP Progress Report 2008


Chapter 6: Better Air Quality

The cumulative growth of traffic on the network could prove to be a real issue in terms of local air quality. We are managing the situation by securing section 106 planning obligations from developers and by controlling new residential developments adjacent to busy arterial routes. We have also developed a joint planning guide for developers.

6.9.3

Future Actions • Develop a multi-modal model that can more accurately predict effects. • Put a package of mitigation measures in place to protect air quality. Barriers / Risks / Opportunities The maintenance of sustainable air quality levels and reductions in exposure will be challenging given the continued growth and development of the town centre and the expansion of satellite developments around the motorway network.

6.9.4

LTP Progress Report 2008

6.10

Risks and Opportunities for Delivery of Strategy

A number of important specific risks for better air quality have been identified in the preceding text including:

6.10.1

• Continued availability of campaign funding. • Major schemes may be needed or may be reliant on private sector investment. • Continued growth and development of the town centre. In addition a risk management exercise has been undertaken that identifies high level risks to delivery of the shared priority as a whole.

6.10.2

In terms of better air quality, the risks associated with resources were considered to be the most significant, most likely to occur and less well controlled.

6.10.3

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Chapter 6: Better Air Quality 6.10.4

The resource risks that were raised include:

• External support is not readily able to understand depth and complexity of issues. • Risk non-performance of external consultants e.g. parking enforcement. • Risk that there is no further expansion of traffic information provided to travellers e.g. VMS or email alerts. • Lack of skilled staff resource within limited timescale for project management, technical assessment, consultation and design. 6.10.5

The following control measures are to be actioned:

• Employ external resources where needed through the call off Framework Agreement. • Recruit for traffic management positions following department re-structure. • Retention of staff through flexible working environment and training of internal staff to develop new skills.

Overall, the matrices suggest that the majority of risks associated with delivering air quality are relatively low in significance and likelihood and are well managed.

6.10.6

The only risk that is not in the lower left quartile of the matrix is resources. However, there is optimism that this element of risk can be controlled and that the shared priority will be delivered.

6.10.7

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LTP Progress Report 2008


Chapter 7: Use of Resources

7.0

Use of Resources

7.1

Introduction

The need to prioritise and make efficient use of the resources available to the Council for transport provision is paramount. This chapter explains how programmes are monitored and developed and what steps the Council takes to ensure value for money.

7.1.1

Capital Expenditure

Maintenance of Roads and Bridges

A policy checklist has been developed to help ensure that local and regional policy objectives are taken into account when developing transport schemes. Wide ranging criteria are included relating to congestion, accessibility, road safety, air quality, quality of life, project management and value for money.

7.1.8

7.1.3

The Council has a dedicated Client Officer who monitors the LTP programme to ensure schemes are delivered on-time and to-budget, and that appropriate contingency plans are developed.

7.1.4

An update on the development of the Council’s Asset Management Plan is also provided.

7.1.2

The “Look of the Borough” Agenda The corporate priority of ‘Improving the local environment and regenerating our deprived areas’ is strongly linked to the LTP priorities in this respect. The ‘Look of the Borough’ programme which looks to : ‘improve the way we look after the place and being more responsive to our customers’ is delivered in terms of the highway environment through a combination of revenue and LTP capital funding. An Asset Management report explaining the need to invest in the maintenance of roads helped to securing an extra £575,000 to improve roads over a 3yr period (2008 – 20011) under the ‘Look of the Borough’ initiative. LTP Progress Report 2008

Best Practice & Value for Money WBC endeavours to ensure value for money in the ways it procures its contracts. A framework agreement has been in operation for 3 years and will shortly be renewed to facilitate consultant support across a number of service functions.

7.1.5

The framework enables the council to procure individual pieces of work more efficiently and allows consultants to develop an understanding of the Council’s needs and priorities. Best value is delivered through less time spent tendering and quicker inception periods to projects.

7.1.6

We awarded a term maintenance contract in May 2007 to deliver highway asset maintenance and programmed work.

7.1.7

During the first 2 years of LTP2, the following maintenance improvements have taken place Footway Maintenance Carriageway Maintenance Strengthening of structures to 40 tonne weight limit Structural Maintenance of Bridges and Structures

2.1km 12.5km 2 27

The impact that these outputs have had on performance indicators is set out in Chapter 8, but in summary, the condition of principal and non-principal roads continues to improve in line with LTP2 targets.

7.1.9

Warrington was built as a New Town during the late 60’s, with much of the highway infrastructure being constructed during the same era. As a result, a larger proportion of the network is deteriorating at a similar rate. This has resulted in an unprecedented peak of essential maintenance requirements.

7.1.10

In addition, recent increases in materials cost (due to increased oil costs) will further stretch existing budget allocations.

7.1.11

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Chapter 7: Use of Resources

7.2

Revenue Expenditure

In addition to capital budgets, the Council uses the Revenue Support Grant to improve and maintain transport infrastructure. Revenue funding for maintenance works is used for routine highway maintenance, street lighting, traffic engineering and the public rights of way network. It also covers structural maintenance of nonprincipal highways.

7.2.1

The results of technical surveys are used to formulate the Council’s proposed maintenance programme, to ensure that planned maintenance is carried out at the critical stage, when the treatment needed can be minimised and a maximum cost-benefit ratio can be achieved.

7.2.2

Revenue spend on highway maintenance over the 2007 / 2008 period is set out in Table 7.1.

7.2.3

The Council is increasing its efforts to identify additional funding sources for transport investment. The recent implementation of a Planning Obligation that requires developers to contribute to wider transport improvements is proving successful, and a number of notable schemes are in development which could not have been implemented without additional funding coming forward.

7.2.4

Table 7.1: Highway Maintenance Revenue Spend Structural Maintenance: Street Naming

£36,000

Technical Surveys

£42,140

Drainage

£84,660

Carriageway Surfacing Works to Passageways

£4,990

Surface Dressing

£329,410

Footway – Reconstruction & Repairs Surface Dressing - Footways/ Prep Slurry Seal – Footways Sub-Total:

£98,400 £105,250 £69,110 £887,400

Routine Maintenance: Carriageway Minor Repairs

£554,750

Footway Minor Repairs

£286,780

Clean/Repair Drains

£115,210

Safety Fences

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£153,100

£17,710

Verge Maintenance

£144,040

Hedges and Trees

£27,190

Street Naming

£32,720

Misc

£39,359

Sub Total:

£1,247,759

Grand Total:

£2,171,159

LTP Progress Report 2008


Chapter 7: Use of Resources

Table 7.2: Adjusted Capital Programme (£'000s)

7.3

Capital Programme

Table 7.2 sets out the Adjusted Capital Programme taking into account the Actual Expenditure for 2006/07 and 2007/08 (£'000s). Budgets for 2009/10 and 2010/12 will be revised at the end of the current financial year.

7.3.1

The settlement of November 2007, which set the profile for the period of LTP2, provides an additional allocation over the 5 years of around £500,000, in the IT block. In line with the LTP2 submission, this increased grant is being prioritised for schemes which help to tackle congestion or improve accessibility.

7.3.2

LTP Progress Report 2008

Year 2006/07 Integrated Transport Block Warrington T.C Bus Interchange 250 PRoW 0 Pedestrian Crossings 242 Rail Access and Integration 13 Bus Stop Improvements 41 Cycling Improvements 109 Greenways 136 Area Accessibility Improvements 23 Bus Priority and Congestion Schemes 200 Traffic Signal Upgrades 265 UTMC Development 75 Traffic Management and Road Safety 401 Safer Routes to School 128 Cycle Training 17 Travel Planning and Marketing 0 LTP Studies 120 IT Block Total 2,020 Maintenance Block Road Maintenance 1776 Bridge Maintenance 1021 Street Lighting 0 Virement of Funds to non-LTP areas 0 (consequence of LTP1 overspend) Maintenance Block Total 2,797 Total LTP2 4,817 Planning Guideline Spend

2007/08

2008/09 0

2009/10

2010/11

Total

136 0 245 48 78 66 250 80 56 308 80 509 25 80 5 127 2,093

50 158 289 49 137 26 273 351 254 80 422 109 13 22 140 2,373

0 50 200 25 82 163 24 220 495 260 85 415 110 24 14 152 2,319

0 50 205 15 90 170 105 225 510 240 85 450 119 24 15 145 2,448

386 150 1050 390 340 645 541 821 1612 1327 405 2197 491 158 56 684 11,253

1688 996 477 65

1488 1001 300 65

1850 1000 348 65

2052 1000 361 0

8854 5018 1486 195

3,226 5,319

2,854 5,227

3,263 5,582

3,413 5,861

15,553 26,806 Page 55


Chapter 7: Use of Resources

7.4

Asset Management

The maintenance of transport infrastructure, which forms part of the Council’s transportation policies, is fundamental to achieving the desired outcomes and aspirations of the community of Warrington.

The list of data sets to be held in the TAMP includes :

7.4.5

7.4.1

A Transportation Asset Management Plan (TAMP) must have as its cornerstone, a well-founded, accurate and robust Highways Asset Management Plan (HAMP).

7.4.2

Progress Warrington’s existing highway inventory surveys have been consolidated into a single system, which holds asset information, ranging from highway condition to accident data, and documents the effect this has on customer enquiries.

7.4.3

Warrington has continued to develop its asset management plan according to guidance, and a gap analysis on the data sets held by the Council has been undertaken. This has been looked at in conjunction with a risk analysis exercise.

7.4.4

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Structures Lighting Carriageways Footways Fences and hedges Verges

Cycletracks Drainage Street Furniture Earthworks Winter Service Facilities Traffic Control systems

Warrington has an internal working group to progress each element of the TAMP. The Asset Manager for the Authority also meets neighbouring authorities, including Merseyside Authorities and Halton, to share progress and best practice.

7.4.6

Having undertaken the gap analysis, a priority for collecting future inventory data has been set out. During 2008/09, information on gullies, trees and signage is to be collected. The inventory collection programme will be reviewed annually.

7.4.7

An asset management plan summary was used to outline the estimated value of Warrington’s highway asset, taking into account depreciation and reduced reactive maintenance repair budgets.

7.4.9

The outcome was that additional revenue funding of £575,000 was secured, over 3 years, for road repair and maintenance, through the Council’s Medium Term Financial Planning (MTFP) process.

7.4.10

Further presentations are to take place in September 2008, outlining the asset management processes for street lighting and drainage. This process has been successful in raising the profile of asset management within the authority.

7.4.11

The asset management working group will be looking to value other highway assets e.g. bridges and street lighting, in 2008/9.

7.4.12

An asset management report to the Overview and Scrutiny Committee in February 2008 focused on the condition of the carriageway. The report also scrutinised service levels, since condition of the roads remains a particular concern for members and residents.

7.4.8

LTP Progress Report 2008


Chapter 7: Use of Resources

7.5

Asset Management Programming

Programme management of the major highway assets is undertaken using the following methodology.

7.5.1

Structural Maintenance of Principal Roads The main aim is to preserve the integrity of infrastructure, and maintain the asset value of the network, with due regard to environmental, social and safety issues.

7.5.2

WBC is responsible for the maintenance of 975kms of highway.

7.5.3

Table 7.3: Length of roads in WBC (Based on R199b Return) Road Type

Length

Principal ‘A’ Roads ‘B’ Roads ‘C’ Roads Unclassified Passageways Total

101 36 80 728 30 975 Km

Strategy for Maintenance The HAMP targets maintenance expenditure on routes that:

7.5.4

• Assist in the delivery of the sustainable transportation strategy (providing pedestrian, cycle and bus routes); LTP Progress Report 2008

• Support the road hierarchy; • Carry the highest volumes of traffic, particularly HGVs; • Target road safety problems; and, • Minimise risk and protect the authority against public liability claims. Work is currently being carried out in accordance with the Roads Liaison Group publication, “Well-Maintained Highways Code of Practice for Highway Maintenance Management”, adapted where appropriate, to meet the needs and resources of WBC.

7.5.5

Structural Maintenance Assessment Annual Road Condition Surveys are undertaken and used to produce a three year programme for highway maintenance. The surveys are also used to monitor performance indicators.

7.5.6

The programme for highway maintenance is determined using:

7.5.7

• The generic treatment needed to rectify the defect; • The cross-sectional position of the defect, i.e., does it fall within the wheel track of vehicles; and, • The road speed limit. • The ranking of schemes are further refined to consider: • Skid resistance; • Accident data; • Traffic flows; • Gritting routes; • Residual life of the carriageway; and • Economic Intervention Levels. The skidding resistance intervention levels are outlined in the national document HD 28/04 published by HMSO.

7.5.8

The cost of all the proposed works is calculated to remove the highway maintenance backlog.

7.5.9

The programme aims to halt deterioration in the condition of local roads, and eliminate the backlog of required works by the end of the ten year plan period.

7.5.10

• Annual Condition Surveys (ACS). • UK Pavement Management System (UKPMS) SCANNER Specification and visual survey. • The defects identified are assigned individual condition indices and then assigned a ranking, by: • The type of defect; • The hierarchy of the carriageway or footway;

By consideration of skidding resistance and qualitative analysis of accident data, the programme also contributes to the reduction of the number of adults and children killed or seriously injured in road accidents.

7.5.11

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Chapter 7: Use of Resources

The highway maintenance programme aims to combine highway safety and maintenance, in a holistic approach, that benefits all Warrington residents with the limited resources available.

7.5.12

Geographical Information Systems A computerised Geographical Information System (GIS) was introduced to ensure best use of resources. This is linked to the pavement management system; new roads and streetworks system; accident database and street lighting inventory. The system is capable of displaying information against an Ordnance Survey background, to better enable the Authority to co-ordinate all functions of highway and bridge maintenance.

Scanner Surveys Surveys are carried out on an annual basis on the classified road network. The machine collects data for carriageway cracking, ride quality, rutting, texture depth, alignment, gradient, crossfall and forward facing video capture of the road surveyed.

7.5.16

7.5.13

GIS provides an important link to other information such as traffic data, accident statistics, the capital programme and the local safety schemes programme, and helps to ensure all expenditure from the LTP and other sources is fully integrated.

7.5.14

WBC will continue to maintain a database of condition assessments, and document all new highway construction on the pavement management system; this will be linked to the GIS system.

7.5.15

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Visual Surveys Coarse Visual Surveys are carried out on the unclassified road network and detailed Visual Surveys are undertaken on the higher hierarchy footways annually.

7.5.17

Skid Resistance Surveys Grip Tester surveys are carried out annually on classified road network and the results are used to identify sites for anti-skid or other treatment, to reduce accidents and to target overall maintenance resources.

7.5.18

7.6

Risks and Opportunities for Delivery of Strategy

A risk management exercise has been undertaken that identifies all risks linked to asset management.

7.6.1

In terms of asset management and use of resources, funding risks are considered to be significant and very likely to occur. The funding risk is also considered to have the ineffective control mechanisms.

7.6.2

More specifically, revenue funding was identified as the area of greatest risk.

7.6.3

7.6.4

The funding risks that were raised

include: • Reduction of budget through Council redefinition of priorities. • Contract price inflation. • Tender price inflation – dependent on economic stability. • Overspend on reactive maintenance (statutory duties) means that programme revenue work is reduced. • Risk that long-term costs escalate because early cost effective repairs are not undertaken at the right time. • Structural testing of columns and high mast lighting units (as recommended by the institute of lighting engineers) has resulted in the original programme not being followed for safety reasons. • Continued lack of capital investment may result in columns being removed for safety reasons and not being replaced. • Revenue implications of increased price of copper, steel and fuel. • Escalating energy costs are expected to increase lighting costs by 70%. • Increased staff costs due to the requirement to keep more accurate asset records.

LTP Progress Report 2008


Chapter 7: Use of Resources

• Insufficient capital or revenue to deliver all schemes necessary to deliver positive effect (safe to use, fit for purpose and well maintained). • In particular, the cost of an increase in third party work agreements (where there is a duty of care imposed on the LA to maintain non-local authority owned bridge structures) has not been allowed for and the on-going liability has now radically increased. • Diversion of funding from the LTP bridges block maintenance allocation to a new flood prevention theme (as kick start) may be necessary in the light of the Pitt Report which outlines the statutory obligation imposed on the Council 7.6.5

The following control measures are to be actioned for funding risks:

• Pavement management system TRANCHE 3 used to model impact of spending possibilities. • Re-prioritisation of existing programmes. • Seek additional funding from other sources - S106 or LSP. • Competitive tendering of major works. • • • •

Cost control and effective project management - financial projections etc. Communication of importance of work area on the implications of cuts. Re-tender energy provision to new providers. Capitalise maintenance to ensure whole life cycle cost is understood, and a high quality build is carried out, to reduce revenue maintenance liability. • Appropriate priority given to packages of schemes and area-working, for maintenance, refurbishment and programmed works. • Consider removal of surplus structures to minimise maintenance liability. Overall, the matrices suggest that the main risk associated with use of resources is a significant lack of funding for maintenance. This funding risk is seen to be highly significant, highly likely to occur, and difficult to control. The location of funding risks, in the upper right quartile of the matrices, illustrates the importance of risk management for maintenance and use of resources.

7.6.6

LTP Progress Report 2008

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Chapter 8: Progress Against Indicators & Targets

8.0

8.1

Progress Against Indicators & Targets Introduction

This chapter sets out the progress WBC has made, during 2006/07 and 2007/08, against the performance indicators used to monitor LTP2 delivery.

8.1.1

The indicators are grouped into the following categories:

8.1.2

Where targets and trajectories have been revised, the rationale behind the changes is detailed. All revisions have been undertaken in consultation with GONW, the DfT and with stakeholders were appropriate.

8.1.4

This chapter also includes the outcome of a review into the costs and benefits of continuing to monitor each indicator. Monitoring of a small number of indictors is proposed to be discontinued.

8.1.5

More detail on performance and trajectories is provided in Appendix B.

8.1.6

• Key Outcome Indicators;

8.2

• Intermediate Outcome Indicators;

8.2.1

• Contributory Output Indicators; and • Monitoring Indicators. Within these categories, progress against the indicators is tabulated and supplemented by narrative on general progress. Where applicable, possible reasons for any significant differences from the trajectory are included and where an indicator is not on track a brief description is provided of the measures proposed to try to ensure the target is met.

8.1.3

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Key Outcome Indicators

Key Outcome Indicators are prescribed national indicators which local authorities are required to monitor. They cover the following themes: • • • • • • • •

Highway condition Road safety Bus services - patronage and quality Accessibility to key services Change in Traffic levels Cycling levels School travel Air Quality

Table 8.1 set outs the progress against each indicator, explaining where we have met a target, are on track, not on track or no clear evidence.

8.2.2

A summary of general progress within each theme is also provided.

8.2.3

Highway Condition Excellent progress is being made against the performance indicators for the condition of principal and non-principal roads. The former target was met and a more stretching target set, the latter is on track. This is despite an increase in the price of bituminous materials which impacts on the value of road condition investment.

8.2.4

In previous years, good progress on the unclassified road network indicator was made and, as such, a more stretching target set. However, this year’s data shows we are not on track to meet the new target. This is due, in part, to oil price increases and also an unavoidable redirection of revenue funds from planned to reactive maintenance during 2007/08.

8.2.5

Significant investment has also been made to the condition of footways, and based on 2007/08 data we are on track to hit the 2010/11 target.

8.2.6

A £130,000 increase in highway maintenance revenue budget in 2008/09 will help ensure that the good progress towards targets continues and bring targets for unclassified roads back on track.

8.2.7

LTP2 Progress Report 2008


Chapter 8: Progress Against Indicators and Targets

The results should however be treated with some caution as the data for both 2006 and 2007 remains provisional. The Council is working to ensure that problems with data validation are resolved.

8.2.9 Table 8.1: KEY OUTCOME INDICATORS Principal Road Condition BVPI 223

Target Met

Non-Principal Road Condition BVPI 224a

On Track

Unclassified Road Condition BVPI 224b

Not On Track

Total Killed & Seriously Injured BVPI 99x

On Track

Child Killed & Seriously Injured BVPI 99y

On Track

Total Slight Casualties BVPI 99z

On Track

Public Transport Patronage BVPI 102

On Track

Satisfaction with Local Bus Services BVPI 104

Not On Track

Footway Condition BVPI 187

On Track

Access to GPs LTP1a

On Track

Public Transport

Access to Employment - Birchwood LTP1b

Not On Track

8.2.12

Access to Employment - Woolston Grange LTP1c

Target Met

Change in Area Wide Road Traffic LTP2

On Track

Cycling Trips LTP3

On Track

Mode Share of Journeys to School LTP4

Not On Track

Bus Punctuality – start of route LTP5

Not On Track

Bus Punctuality – timing points LTP5

On Track

Bus Punctuality – excess wait time LTP5

No clear Evidence

Since 2003/04 passenger numbers have increased by 1.1 million (12%) with 9,841,000 recorded in 2007/08 from a base of 8,757,000. This result represents a significant success for the Council and its partners, in particular WBT, in the drive to increases passenger numbers on the local bus network, whose numbers have exceeded the target of 9,226,000 for 2010/11 by 615,000. The new town centre bus interchange which opened in August 2006, together with investment made by the Council and WBT in accessible bus stops and low floor buses, have had a major impact on accessibility and quality of services which are reflected in these results.

Changes in Peak Traffic Flows to Urban Centres LTP6

On Track

8.2.13

Air Quality (Parker Street AQMA) LTP8

No clear Evidence

Road Safety Excellent progress has been made in reducing casualty numbers. Both the total figure for people killed and seriously injured (KSI) and the child figure for KSI have reduced and we are on track to meet the targets based on the 1994-1998 annual average.

8.2.8

LTP2 Progress Report 2008

Due to the provisional nature of the results and the statistical variations that occur year on year in casualty data, it is not possible to state that the 2010 targets for total and child KSI have been met. It is therefore not proposed to set more stretching targets at this time.

8.2.10

In relation to slight casualties, the results are similarly encouraging; with the provisional data indicating that targets are likely to be met. This progress is particularly pleasing as we have set a stretching target of 20% reduction in the LTP2, compared to the national target of 10% reduction (on rate/km).

8.2.11

A new very stretching target has been set of 10,500,000 passengers in 2010/11, which represents a 20% increase from the 2003/04 base year.

Bus satisfaction figures for the national indicator, BVPI104 show that whilst satisfaction increased by 3% (to 69%) from 3 years ago, it is not in line with the target trajectory to achieve 75% by the end of LTP2. 8.2.14

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Chapter 8: Progress Against Indicators & Targets

By contrast, data collected by WBT in 2007 provides more encouragement on passenger satisfaction – this showed that 98% of passengers were satisfied with the service provided by WBT. Given that WBT carried over 90% of passengers in the borough this is an excellent result.

8.2.15

A possible cause of dissatisfaction is late running and unreliable services; caused to some extent by traffic congestion. The Council is required to monitor punctuality in 3 ways; late running at the start of route, at intermediate points and excess waiting time on frequent routes (i.e. greater than 10 minute frequency).

8.2.16

Baseline punctuality levels are already good compared to other parts of the country and the targets set are stretching. Provisional results show only marginal changes on late running, whilst the excess timing point indicator only relates to one service and therefore is not representative of the full network.

8.2.17

The signing of a Bus Punctuality Improvement Partnership Agreement with WBT in April 2008 gives a joint impetus to dealing with these issues. The Punctuality Improvement Plan (PIP), contained within the agreement, sets out actions that WBC and WBT will take to improve punctuality. Page 62

Actions include re-timetabling, bus priority measures and junction improvements.

8.2.18

Accessibility Indicators Accessibility mapping has been used to set indicators for access to two key services:

8.2.19

• Access to GP services • Access to Employment sites at Birchwood and Woolston Grange Access by bus to a GP/clinic has increased by 2%. Presently the percentage of households without access to a car within 15 minutes of a GP surgery/ clinic by bus is high at 94%. The base for this indicator was 92% with the target set to maintain this level of accessibility despite the proposed restructuring of primary care services.

8.2.20

A large amount of partnership work has been undertaken with the PCT to ensure that accessibility concerns are considered throughout the restructuring/ development programme (see Chapter 4 for details).

8.2.21

The indicator for access to Birchwood, which is included in the LAA, looks at the percentage of working age people in deprived areas within 20 minutes bus journey of Birchwood employment areas in the AM and PM peaks.

8.2.22

Monitoring has shown that there has been significant progress. The outcome of a major revision of bus services to Birchwood is such that 27.4% and 12.7% of people of working age in deprived areas are now within 20 minutes bus journey of Birchwood in the AM and PM peaks respectively. This compares to baseline figures of 10.5% (AM) and 7.1% (PM).

8.2.23

The target was set using accessibility models to predict the impact of new bus services to Birchwood. It has not quite been reached as the new Birchwood service does not exactly mirror those modelled. However, significant progress has been made and discussions will take place with stakeholders to establish whether ‘in principle’ this target has been met or if more should be done to deliver the small additional increase.

8.2.24

A similar target was also developed through the LAA process relating to the percentage of working age people in deprived areas within 20 minutes bus journey of Woolston Grange employment area in the AM and PM peaks. The base in 06/07 was set at 9.3% (AM) and 8.9% (PM), with targets for 2010/11 set at 10.2% (AM) and 9.4% (PM).

8.2.25

LTP2 Progress Report 2008


Chapter 8: Progress Against Indicators and Targets

Monitoring has since shown that we have exceeded our target by 2.9% and 3.8% respectively. The service changes which have delivered the large improvement in accessibility to Birchwood have also increased accessibility to Woolston Grange.

8.2.26

Significant consultation with businesses in the Woolston area has taken place in the last 12 months, with the results showing that accessibility is not currently seen as a major problem. As a result the indicator has been withdrawn from the LAA and it is proposed to remove this indicator for the remainder of LTP2.

8.2.27

Traffic levels Two indicators are monitored relating to traffic flow:

8.2.28

• Change in Area Wide Road Traffic • Changes in Peak Period Traffic Flows to Warrington Town centre Targets were set to limit traffic growth in the borough, running in parallel with associated targets to increase levels of public transport usage, walking and cycling. Both traffic growth targets are on track.

8.2.29

Cycling Trips 8.2.30 Substantial progress has been made in increasing the number of cycling trips, with the latest results for 2007/08 showing an annualised index of 150, compared to a base of 100 in 2003/04. LTP2 Progress Report 2008

This result is above the trajectory of 144 and indicates we are on track to hit the 2010/11 target of a 90% increase from the 2003/04 base.

8.2.31

Overall Performance

School Travel In 2006/07 targets were set to reduce the percentage of children who travel to school by car. The first results, obtained from PLASC surveys, shows a slight increase of 0.3% from the 2006/07 base of 38.4%.

8.2.32

This increase is a setback in light of the efforts made in making the journey to school more sustainable. The filling of the vacant School Travel Plan Advisor post, combined with the creation of a new Assistant post means that every effort will be made to get the target back on track.

8.2.33

Air Quality (Parker Street Air Quality Management Area) Levels of Nitrogen Dioxide have remained at a constant level over the last two years at around 49µg/m3. The national objective level is 40 µg/m3 which has provisionally been set as the target for the indicator. Targets will be confirmed following a consultation process for the Parker Street Air Quality Action Plan (AQAP). See Appendix D for an update on the process of confirming the AQAP. 8.2.34

8.3

Intermediate Outcome Indicators

Intermediate outcome indicators are local indicators set by WBC in producing LTP2. They cover the following themes:

8.3.1

• • • • • •

School travel Walking Bus station quality Journey time (congestion) Road safety Cycling levels

Table 8.2 set outs the progress against each indicator, explaining where WBC has met a target, are on track, not on track or no clear evidence. A summary of general progress and key issues within each theme is also provided in this section.

8.3.2

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Chapter 8: Progress Against Indicators & Targets

School Travel

Town Centre Walking

LPSA2 Casualty Reduction

Two local indicators were set in LTP2, for walking and cycling to school. Progress is good for the walking target with results showing WBC is on track. However, there has been no change in the number of pupils cycling over the last 12 months. This may be due to the end of the Bike-it project in 2007 which provided in-school promotion and encouragement.

8.3.5

There has been a marked increase in the number of people walking to and from the town centre. An increase of 14% has been recorded since 2006/07.

8.3.9

8.3.3

As such, we are track to hit the target of a 16% increase by 2010/11. Cycling Substantial increases have been seen on the numbers of cyclists using the Greenways network, with levels increasing by 75% in the last 4 years. This excellent result goes along way towards the meeting the 2010/11 target of increasing Greenway cycling by 135% from the 2003/04base level.

8.3.6

A new Framework Contract has been let for the provision of Child Cycle training. Additional grant funding from Cycle England will enable more cycle training with all year 6 pupils trained during 2008/09.

8.3.4

Table 8.2 INTERMEDIATE OUTCOME INDICATORS Walk to School WLI1

On Track

Cycle to School WLI2

Not On Track

Town Centre Walking WLI3

On Track

Greenway Cycling WLI4

On Track

Cycle Parking in Town Centre WLI5

Not On Track

Bus Station Quality Rating WLI6

Target Met

LPSA2 Casualty Reduction WLI7

On Track

LPSA2 Congestion WLI8

Target Met

Page 64

Levels of cycle parking in the town centre have increased steadily. Whilst this increase is a good sign of progress, it is less than the trajectory set for 2007/08 (132). The continued promotion and investment in cycle infrastructure will help us achieve this target.

8.3.7

Bus Station Quality Rating In 2002/03, the percentage of people satisfied with the town centre bus interchange was 41%. Since the opening of the new interchange in 2006/07 satisfaction levels have increased to 97%. This is well in excess of the 2010/11 target of 80% and demonstrates the importance of continued investment in quality public transport infrastructure.

8.3.8

WBC agreed a casualty reduction target in LPSA2 to see a stretched reduction in KSIs on local roads. The target figure of 92 has been provisionally met based on last years data, which saw 86 KSIs on local roads in 2006. However the target is only currently regarded as on track until confirmed data is available for 2007. WLI8 LPSA2 Congestion The 2005 target to maintain the level of delay on town centre roads through to 2008 was challenging in the light of likely increases in traffic demand and the expansion of the town centre. Final journey time surveys this year show that both AM and PM targets have been exceeded with delay now less than 3 years ago.

8.3.10

Average Delay

(Time lost per km in seconds compared to free flow)

AM PM

2005 64.9 80.9

2008 44.8 69.6

Warrington is developing a new journey time indicator using ITIS data provided by DfT. This is expected to replace the current LAA interim baseline of average journey time per mile in the AM peak using the survey methodology applied to WLI8 above.

8.3.11

LTP2 Progress Report 2008


Chapter 8: Progress Against Indicators and Targets

Performance on Intermediate Outcome Indicators

No Clear Evidence 0%

Table 8.3 CONTRIBUTORY OUTPUT INDICATORS School Travel Plans WLI9

On Track

Workplace Travel Plans WLI10

On Track

Bus Information Satisfaction WLI11

Not On Track

Improving Access through Public Open Space WLI12

No Evidence

Skidding Resistance WLI13

On Track

Contributory Output Indicators

Contributory output indicators are local indicators set by WBC in LTP2. They cover the following themes:

8.4.1

• • • •

Travel Planning Bus information satisfaction Access through public open space Skidding Resistance

Table 8.3 set outs the progress against each indicator, explaining where we have met a target, are on track, not on track or no clear evidence. A summary of general progress and key issues within each theme is also provided in this section.

8.4.2

LTP2 Progress Report 2008

Improving Access through Public Open Space Monitoring of this indicator has ceased due to the difficulty in measuring access improvements (see para 8.6).

8.4.7

Travel Planning

Skidding Resistance

Good progress has been made in the establishment of school travel plans with 61 out of 89 schools (69%) covered. As such, we are on track to hit the target of 100% of schools covered by 2010/11.

8.4.8

8.4.3

8.4

Whilst this is a positive result, it is less than the trajectory set for 2006/07 of 62%. Improvements to the reliability of the Real Time Passenger Information system should help use to hit this target.

8.4.6

The percentage of the workforce covered by an employee travel plan has increase from 26.7% in 2004/05 to 36.4% in 2007/08. Over 40,000 employees are now covered by a travel plan. As such, we are on track to hit the 2010/11 target of 40%.

8.4.4

Bus Information Satisfaction

The (revised) base figure for 2004/05 of 28% uses actual results from the principal road network SCRIM surveys. Significant improvements have been made against this new base, the latest result of 18.5% bringing us back on track to hit the 2010/11 target of 12%. Contributory Output Indicators

Target Met 0%

A significant improvement (5%) has been made in the percentage of people satisfied with bus information, with 60% satisfied in 2006/07 against a base of 55% in 2003/04.

8.4.5

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Chapter 8: Progress Against Indicators & Targets

8.5

Monitoring Indicators

Greening Transport Corridors WMON5 Monitoring of this indicator has not commenced and the indicator has been discontinued (see para 8.6).

8.5.5

Note: monitoring indicators do not have targets and are there purely for monitoring of trends and outputs. Bus Station Kiosk Queries WMON1 Between 2004/05 and 2007/08 the number of queries at the bus station has fallen from 199,000 to 120,000. It is proposed that reporting of this indicator will cease (see para 8.6).

8.5.1

Public Transport Website Queries/Hits WMON2 Monitoring of this indicator has ceased due to the changes in the form of the website making it impossible to make year on year comparisons of enquiries into public transport (see para 8.6).

8.5.2

Freight Intrusion WMON The precise definition and method of measurement was never fully established. It is therefore proposed that it is deleted from the LTP2 suite of indicators (see para 8.6).

8.5.3

Vehicle Emissions WMON4 In 2006/07 186 vehicles were tested over 5 events and in 2007/08 this was increased to 331 vehicles over 7 events. The testing forms part of the measures included within Parker Street Air Quality Action Plan

8.5.4

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8.6

Review of Indicators

In order to ensure that there is the right balance between costs and benefit of monitoring indicators, and to ensure that indicators have merit, a review has been undertaken into all LTP indicators. This has resulted in the following indicators proposed to be dropped from LTP2 monitoring.

8.6.1

• BVPI 187 Footway Condition: A relatively small amount of LTP capital is expended on footway maintenance. Whilst this measure will continue to be monitored as part of the Transport Asset Management Plan it is proposed not to include in future LTP2 monitoring. • LTP1c Access to Employment (Woolston Grange Industrial Park): No identifiable need for an improvement in bus services to this employment area has been established, despite extensive consultation with potential users of such a service. This indicator has therefore been removed from the LAA and it is proposed to remove from the LTP2. • WLI7 LPSA2 Casualty Reduction: This year is the final year of LPSA2 monitoring and as such it is not proposed to continue with this indicator,

• WLI8 LPSA2 Congestion: This is the last year of this indicator which is to be replaced with a revised LAA indicator – see WLI14 • WLI12 Improving Access through Public Open Space: The output from this indicator provides little indication of what users may in reality perceive as being improved access. Monitoring has therefore ceased. • WMON1 Bus Station Kiosk Queries: There is minimal benefit in reporting on this indicator as part of the LTP due to the remit of the bus station kiosk expanding to cover tourist information and the wide variety of ways in which the public can enquire about bus travel. • WMON2 Public Transport Website Queries/Hits: Changes to the Council’s web site mean that it is not possible to compare like with like on a year-on-year bases with this indicator. Monitoring has therefore ceased. • WMON3 Freight Intrusion: The monitoring costs and difficulties in developing a methodology for this set of indicators have resulted in this indicator not being introduced. • WMON5 Greening Transport Corridors: The output from this indicator provides no indication of the net number of trees along transport corridors and therefore provides little indication of how ‘green’ transport corridors are. LTP2 Progress Report 2008

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