Manchester City Council Item 7 Communities and Neighbourhoods Overview and Scrutiny Committee 13 October 2009 City Council Report for Information

Report To: Communities and Neighbourhoods Overview and Scrutiny Committee – 13 October 2009

Subject: Highway Services’ prioritisation, consultation and implementation of schemes, using as examples: • Piccadilly Station (Fire Station Triangle), City Centre • Old Mill Street, • Ten Acres Lane, Miles Platting and Newton Heath

Report of: Head of Highway Services

Summary

This report outlines the reasons for the prioritisation of the above three schemes, how they relate with the Council’s Community Strategy and how they link with the Highway Services targets including those set out in the Greater Manchester Local Transport Plan 2.

In addition, the report also provides details on the design, consultation and implementation process.

Recommendations

Members are recommended to:

1. Note the contents of the report.

Community Strategy Spine Summary of the contribution to the strategy Performance of the economy of the Facilitates sustainable growth of the city region and sub region and reducing costs for the private sector. Improved transport linkages and public transport. Reaching full potential in education and Encourages public transport, cycling and employment pedestrian movement as a key modes of sustainable travel, thereby enabling access to employment and promoting healthier lifestyles Individual and collective self esteem – Assigns higher priority to pedestrians, mutual respect disabled people and cyclists

Neighbourhoods of Choice Raises the importance of the ‘place function’ of streets to enable a better quality of environment for the residents of Manchester

31 Item 7 Communities and Neighbourhoods Overview and Scrutiny Committee 13 October 2009

Full details are in the body of the report, along with any implications for:

· Equal Opportunities Policy · Risk Management · Legal Considerations

Wards Affected:

City Centre, Ancoats and Clayton and Miles Platting and Newton Heath.

Contact Officers:

Chris Barber Head of Highway Services 234 4494 [email protected]

Ella Davies Highway Client Services Manager 455 2222 [email protected]

Background documents (available for public inspection):

The following documents disclose important facts on which the report is based and have been relied upon in preparing the report. Copies of the background documents are available up to 4 years after the date of the meeting. If you would like a copy please contact one of the contact officers above.

• Greater Manchester Second Local Transport Plan • Southeast Manchester Multi Modal Study (SEMMMS) • The Manchester Way. Manchester’s Community Strategy 2006-2015

32 Manchester City Council Item 7 Communities and Neighbourhoods Overview and Scrutiny Committee 13 October 2009

1.0 Introduction

1.1 Highway Services’ objectives are driven by the vision for Manchester set out in Manchester’s Community Strategy, Local Transport Plan and Local Area Agreement. The City’s vision for Sustainable Economic Growth and Neighbourhoods of Choice are particularly relevant to Highway Services. Access to jobs via transport connectivity is enhanced by congestion reduction, road safety, walking, cycling and public transport improvement measures which feature strongly in the Transport Business Plan. Neighbourhood improvements have been focussed on safer routes to school and 20 mph zones around schools and more recently on local priorities raised through the Neighbour Funding Strategy. All of these objectives are supported by highway and street lighting maintenance activities which has included a street lighting replacement programme as part of a Street Lighting PFI and footway resurfacing as part of a “spend to save” programme aimed at reducing the number of footway tripping claims.

1.2 Highways Services’ mainstream funding for highway improvments and structural maintenance is received through the governments Second Local Transport Plan (LTP2) which sets out a five-year programme for delivering the long-term vision and strategy for transport in Greater Manchester in line with the Government's White Paper on Transport and the Local Government Association / DfT Shared Priorities. Through the measures identified within the LTP2 we are planning to deliver the following outcomes and targets over the period from 2006 to 2011 -:

• No significant worsening in congestion and area wide traffic flow growth on local roads of no more than 2%; • Improving accessibility to local facilities and making buses and rail stations more accessible for people with mobility difficulties; • A 50% reduction in the number of people killed and seriously injured on our roads by 2010 compared with the 1994 to 1998 average and a 55% reduction in the number of children killed and seriously injured; • A 39% reduction in the level of nitrogen oxide emissions from traffic on local roads and a 1% reduction in Co2 emissions compared with the “do nothing” scenario; • An increase in bus patronage of 4% against the background of a historically declining trend; • An increase in bus punctuality of 12 percentage points to 85% of all journeys; • A five percentage points increase in satisfaction with local bus services amongst all residents; • An increase in Metrolink patronage of 11% between 2003/04 and 2010/11 with the completion of the phase 1 and 2 enhancements; • An increase in rail patronage of 12% between 2003/04 and 2010/11; • An increase of 4 percentage points in the proportion of peak hour trips to the Regional Centre made by modes other than the private car.

1.3 In addition, investment in the highways system of the south west part of the connurbation from the Government’s funding of the South East Manchester Multi Modal Study (SEMMMS) programme has contributed to some schemes, including the Piccadilly Station Fire Station Triangle scheme. SEMMMS has the objectives of

33 Manchester City Council Item 7 Communities and Neighbourhoods Overview and Scrutiny Committee 13 October 2009

• Congestion reduction • Relieving the worst affected communities of the impact of through traffic • Increasing public transport use • Reducing operational difficulties for buses • Improving conditions for walking and cycling • Reducing traffic accidents • Reducing the emissions of greenhouse gases • Improving access to essential facilities such as and schools • Supporting the urban regeneration of town and local centres in the study area and enhancing the viability of the Regional Centre

1.4 Funding for highways reactive maintenance (as opposed to structural maintenance and improvements) is funded through revenue and these funds are extremely limited to the extent that deterioration of the network has taken place over several years. Steps have been taken to manage this by the implementation of an Asset Management Plan and an initial request for a growth budget for resurfacing of footways and carriageways in residential areas has been included in next years business plan.

1.5 In addition to these sources of funding, investment the highways network is often carried out consequentially to developments or regeneration. In these cases the cost is not borne by the Highway Authority but is met by the developer or regeneration body. This investment is generally welcomed as it results in the provision of new surfaces, lighting and street furniture. The Highway Authority’s role in these cases is to ensure that the proposals fit with the Council’s policies, meet current design standards and make sure that they are able to be adopted on completion. A commuted sum is requested from the developer to meet future additional maintenance demands. By their nature, these types of schemes often demand an innovative approach to design and selection of materials to meet the high level aspirations of the council.

2.0 Highway Services Scheme prioritisation

2.1 Many requests for providing highway schemes and services are received from a variety of internal and external sources and Highway Services, in consultation with the Executive Member for Environment, partners and stakeholders, prioritise these requests to ensure that the delivery of the service meets the objectives set out in the corporate plan as well as the objectives of funding bodies.

2.2 The following explains how the three example schemes have all been designed to take into account the transport objectives outlined above (LTP2 and SEMMMS) and the vision set out in the Manchester’s Community Strategy and the needs of external funders:

• Piccadilly Station, City Centre

2.3 This scheme, prioritised jointly by the Greater Manchester Passenger Transport Executive (GMPTE) and Highway Services and jointly funded through the SEMMMS Quality Bus Corridor (QBC) and ‘Top Slice’ QBC budgets was prioritised to support improved access to public transport, cater for anticipated levels of

34 Manchester City Council Item 7 Communities and Neighbourhoods Overview and Scrutiny Committee 13 October 2009 pedestrian, cycle and general traffic access to the city centre core and allow the area to fulfil its role as a southern gateway to the city centre.

• Old Mill Street, Ancoats

2.4 Regeneration aims for New East Manchester and the redevelopment of the as a Millennium Community, drove the decision to implement the Old Mill Street scheme and its design principles. The scheme was funded entirely by English Partnerships (now part of the Homes and Communities Agency (HCA)) who have also paid a commuted sum for it’s future maintenance, and as such was not prioritised from Highway Services budgets.

• Ten Acres Lane Resurfacing, Miles Platting and Newton Heath

2.5 Ten Acres Lane is a link road between two main roads: A62 Oldham Rd to the North and the A662 Ashton New Rd to the South. It provides direct access to Briscoe Lane, which leads onto the heart of Newton Heath district centre to the East. The scheme was prioritised in 2008/09 based on site inspections that are done on a 6 monthly basis.

3.0 Scheme details: Piccadilly Station –Fire Station Triangle Scheme

3.1. Background

The area referred to as the Fire Station Triangle (FST) centres on the junction of Road and Fairfield Street together with the triangle of roads - London Road, Fairfield Street and Whitworth Street that surround the former city centre Fire Station site and give access via Aytoun Street to Piccadilly Gardens and the city centre.

In 2005 when the concept scheme was first designed, use of the highway in the FST hadn’t changed for over thirty years and had failed to keep pace with changes to pedestrian, cycle and bus passenger requirements. These were driven by significant alterations to adjacent key sites, particularly the new entrance to Piccadilly Rail / Metrolink Stations and capacity increases to the nearby University campus and students accommodations.

Because of measures introduced elsewhere in the city centre core there was significantly less general traffic using London Road northbound to the city centre but more pressure for the southbound movement, and on the east - west route using Fairfield Street from the new housing being developed along it. The FST is a key node for the three Quality Bus Corridors (Ashton Old Road/Hyde Road/Stockport Road) that converge at this location and it acts as a throttle limiting the overall level of improvement that could be achieved on them.

Some of the largest city centre developments were under construction or proposed in the immediate vicinity of the FST. When completed these would significantly increase footfall in the area bringing in more pedestrians, cyclists and public transport users who need convenient routes, safe crossings and better bus stop/shelter facilities. New development car parking would also bring additional traffic volume to certain

35 Manchester City Council Item 7 Communities and Neighbourhoods Overview and Scrutiny Committee 13 October 2009 elements of the FST.

The aim of the proposals were to radically update the use of FST highway resources to address changed requirements, support improved access to public transport, cater for anticipated levels of pedestrian, cycle and general traffic access to the city centre core and allow the FST to fulfils its role as a southern gateway to the city centre.

3.2. Consultation

The QBC scheme was developed in 2006/7 jointly between the GMPTE and Manchester City Council (MCC) with funding jointly through the SEMMMS QBC and ‘Top Slice’ QBC budgets. The consultation leaflet is included in Appendix 1.

Major Scheme consultation was carried out by specialist consultants on behalf of the GMPTE and consisted in December 2006 of providing detailed Briefing Packs to the Leader, Chief Executive, Executive Member, MP and city centre ward members. This was followed by a leaflet drop of more than 8,000 leaflets to all likely effected residential and businesses addresses in the city core area with a live ‘hot line’ for enquiries. Details of the scheme with an audio commentary were put on both the MCC and GMPTE websites and information packs made available from 35 Community Access Points in local shops, cafes, pubs, garages etc. Additionally, an exhibition of the scheme was held in the Piccadilly station concourse during the consultation period to the end of January 2007.

This was followed by a formal scheme presentation to major commercial and retail stakeholders under the Piccadilly Partnership umbrella and informal separate meetings with the developers of major local sites, including potential developers for the Old Fire Station site.

3.3. Proposals

Details of the scheme are shown in the consultation document attached as Appendix 1.

The strategic aims of the scheme are listed below, followed by a brief summary of the works:

• Improve access to and from the city centre for the high frequency bus services coming from Ashton Old Road, Hyde Road and Stockport Road and the interchange links to Piccadilly Station and Metrolink.

(New double length bus stops on A6 outbound & stops in both directions on Fairfield St. New bus lane from AOR with new pedestrian island crossing from stops to Station entrance. Relocation of crossing island at Travis Street junction to desire line. New bus/taxi/cycle link from Fairfield Street to Aytoun Street to help buses avoid the congested right turn onto London Road at the signals near the Station)

36 Manchester City Council Item 7 Communities and Neighbourhoods Overview and Scrutiny Committee 13 October 2009

• Upgrade the pedestrian crossings in the area to suit the new crossing desire lines generated from new main entrance to Piccadilly Station and the major developments under way at that time (Piccadilly Place, MacDonalds Hotel, SleeperZ Hotel)

(Replacement of two old Pelican crossings on Aytoun Street and an old signalled cycle crossing on Fairfield Street with two new Puffin crossings and a new Toucan crossing at improved locations. New signalled pedestrian crossing of Auburn Street included in junction)

• Relocate bus stops to safer, more convenient locations that make the greatest use of the new crossings.

(New double length inbound bus stop on Whitworth Street leading to a new staggered Puffin crossing directly accessing the Station entrance and Metrolink)

• Reapportion available road space to deal with the both current and anticipated use of the highway network to balance traffic signal “Green Time” and minimise queues that delay buses.

(Two traffic lanes past the busy outbound London Road bus stop and reduce the inbound London Road width by one lane due to lower traffic flows. Remaining road width given to widening pedestrian islands from 1.4m to 2.5m. Signal timings rebalanced to give Fairfield Street more “Green Time” and direct access maintained to Fairfield Street then to south Manchester from the 400+ space underground car park under the Piccadilly Place development)

• Expand the scope and link together cycle routes and crossing facilities in the area to ease safe cycle movement to and through the city centre.

(New continuous inbound cycle access directly through to Piccadilly across a new Toucan crossing on Whitworth Street. Using the new Aytoun Street bus link, New two-way cycle access to the University and halls of residence. New on-street cycle parking)

• Maintain, as far as is possible, the existing parking and servicing bays in the area.

(The actual number of on-street parking bays was increased and the servicing bays approved for the adjacent developments retained without change)

• Open scope for public realm improvements elsewhere in this sector of the city centre.

(The large paved area at the start of Aytoun Street was repaved in high quality material as a complementary measure to the materials pallet of

37 Manchester City Council Item 7 Communities and Neighbourhoods Overview and Scrutiny Committee 13 October 2009 the adjacent developments and included new trees planting and granite seating.)

The scheme avoided utilising Minshull Street South, to allow flexibility for future development options of the Old Fire Station building.

3.4. Monitoring

The GMPTE carried out a series of Whole Route Reviews on all QBC corridor improvements that resulted in their 2008 Final Evaluation reports which highlighted a number of significant benefits including:-

• An average saving of 19% in all accidents and 19% reduction in pedestrian /cycle accidents • Bus patronage on QBC’s increased by 18.6% with QBC routes now representing over 22% of all GM county bus patronage. • Bus punctuality improved on all QBC routes but 5% worsening bus journey times on non-QBC routes

As the FST was assessed as a ‘critical’ junction on all three of the QBC routes that meet there it’s reasonable to assume that it will provide at least the ‘average’ improvement identified elsewhere on QBC routes.

Bus operators have confirmed that the scheme has delivered improvements for the 15 bus services that pass through it. However, due to the constantly changing patterns of traffic diverted from other routes in the city centre it’s often not straightforward to get representative traffic flow comparisons. Currently traffic, including buses, diverted from Pollard Street and due to the Metrolink works are using Travis Street / Fairfield Street, distorting the situation.

Some areas of resurfacing are still to be completed, this has been awaiting completion of the adjacent city centre Metrolink tracks in the city centre in order to avoid un-necessary road closures (i.e. the two lengths of resurfacing will be done together), and the difficulty of arranging highway closures due to the volume of other work taking place in the city centre.

It is premature to assess any changes to the collision and casualty records as the scheme has been completed for too short a time for records to be statistically analysed.

3.5. Additional Issues

Buses Following completion of the additional housing estates along Ashton Old Road, to serve the extra patronage this has generated, the major operator has increased the number of buses by 10% on this route.

38 Manchester City Council Item 7 Communities and Neighbourhoods Overview and Scrutiny Committee 13 October 2009 The 147 ‘White University’ bus service was only operated on a trial basis at the time the QBC scheme was developed but it now runs on 6 an hour in each direction, starting and ending at Piccadilly station bus stops.

Until May of this year the Airport service (700) which used the Fairfield Street stops operated directly to Liverpool Airport and therefore did not duplicate the train link from Piccadilly to . Since May the revised Airport service (X2) operates hourly and picks up on Fairfield Street but then goes to Chorlton Street and Manchester Airport before going to Liverpool Airport then on to Liverpool Lime Street. All of this extra bus movement has focussed more services particularly onto the two stops on Fairfield Street opposite the station since the FST scheme was completed.

Taxis The management of (Hackney Carriage) Taxis on Piccadilly station frontage is under the control of Network Rail and the British Transport Police only. Neither the City Council, GMPTE nor Greater Manchester Police (GMP) have any enforcement powers over operations in this area.

Following introduction of the new Network Rail intercity train timetable earlier this year which has increased pressure for taxi servicing at the station, which is compounded by the fact that taxi drivers pay an annual licence to Network Rail for access to the station pick-up point, and will therefore maximise their use of this rank.

In discussions with the two taxi owners associations a proposal was developed to remove the short ‘line of sight’ taxi rank from the Fairfield Street bus lane and relocate and increase on-street taxi ranking on Travis Street with a direct sight line to the station. This was agreed with the owners associations and approved by the Traffic Management Unit (TMU) unit earlier this year but has been held in abeyance until the results of alternative options have been finalised. A plan of the proposals is attached as Appendix 2.

Network Rail in conjunction with MCC are reviewing how the taxi, drop off and short stay parking operation can be improved and a 16 hour weekday video survey of the area has been commissioned to be carried out in the next couple of weeks to identify the actual use levels during a typical day. This survey, which is 50/50 funded by National Rail (NR) and MCC, will be used to inform any changes which may include appropriately located additional on-highway taxi ranks with active taxi queue management signalling, currently under investigation by the GMUTC Unit.

Prohibited Vehicular Movements No vehicular movements were prohibited under the FST scheme.

However, both right turns from London Road onto Whitworth Street and Fairfield Street have been prohibited for at least fifteen years. It’s long been recognised that access to Piccadilly Station from central and south Manchester is poor, requiring traffic to follow a ‘G’ turn route using Whitworth Street and Minshull Street South, with many vehicles flouting the ban.

At the earliest stage of the FST design an engineering solution to this was included as part of the proposals. This allowed for northbound station traffic on London Road

39 Manchester City Council Item 7 Communities and Neighbourhoods Overview and Scrutiny Committee 13 October 2009 to turn right through a new access in the central reservation onto a new two-way section of Travis Street, leading to Baring Street and the station entrance. This was to be allied to a new staggered Puffin crossing across London Road at Travis Street to assist safe pedestrian crossing access across a multi-lane dual-carriageway between the UMIST campus and the new student accommodation units on and around Baring Street.

Unfortunately, due to the anticipated costs and the fact this scheme element had no directly attributable bus benefits it couldn’t be funded through the QBC budgets and was therefore not proceeded with.

4.0 Scheme details: Old Mill Street

4,1 Background

New Islington was the third Millennium Community to be announced by the government and is part of a programme of 21st century developments aimed at ensuring long term sustainability.

Appendix 3 shows the masterplan for New Islington

A submission was made to government for New Islington to be accepted as a Millennium Community and support for the bid was high. Urban Splash was selected as lead developer. An overall design framework was worked up in detail with all partners, including the existing community and outline planning consent was received in April 2003.

The New Islington community will eventually provide:

• 1734 new homes (including reprovision of social housing for residents who wished to remain/return to the area) • 3387 sq m of new retail/leisure space • 12147 sq m of commercial space aimed at small to medium sized businesses • a new health • a new primary school with an extended working day and additional facilities available to the whole community • a transformed environment based around new canals that will connect to the Ashton and Rochdale canals on either side of the development • the first new park to be built in Manchester since the 19th century

Work began in 2003 and the new canals that will link to the Ashton Canal and the Rochdale Canal are complete as is the new waterpark - “Cotton Fields”. This waterpark has been designed to promote a diverse wildlife, including a wetlands area, and a range of nesting boxes to attract a wide variety of birds. An eco island where adults and children can learn more about the natural environment and “beach” areas for water-play will also form part of the park.

Transforming Old Mill Street, the major route to and from the city centre, was an integral part of the masterplan, creating a “new look” that has been designed to keep

40 Manchester City Council Item 7 Communities and Neighbourhoods Overview and Scrutiny Committee 13 October 2009 traffic speeds down, increase pedestrian safety which will provide the new shops with an opportunity for passing trade.

At the time when the discussions took place with the private developer and New East Manchester, it was forecasted that the proposed facilities would generate a significant amount of foot and vehicular traffic, the pattern of which would be drastically different from current modes. The area outside the new shops and the listed Ancoats building were treated as a village centre and the listed building was acknowledged in the treatment of the space outside.

4.2 Design

The proposals were granted Planning Permission which was explicit as to the form and layout of the road and Highway Services checked the design met design codes and was adoptable.

A Plan of the scheme is attached as Appendix 4 and a current photograph of the street is attached as Appendix 5.

The Old Mill Street scheme has been entirely paid for by English Partnerships (now part of the HCA) through NEM. A commuted sum (£120,000) was lodged with the City Council by EP for future maintenance to cover the city's maintenance liability for a period of 15 years.

Maintenance of the surrounding area is the responsibility of the developer who owns the land - Urban Splash. The bulk of surrounding areas are currently managed by a full time “park keeper”, funded by the HCA. He is assisted when necessary by members of the Urban Splash residential management team. Clearly at the moment, most of the site, the canals and the park are not accessible by the public.

The areas immediately around the newly completed Chips building are maintained by the Urban Splash residential management team.

In time it is the intention to establish a Management Company to undertake estate management services, funded by service charges and boat mooring revenues. There are ongoing discussions about when this should happen, what services they should undertake and how involved MCC should be in maintaining the area.

It was a commitment to local residnets that the scheme was extended from Weybridge Road up to Butler Street so that the remaining lengths of Old Mill Street were improved, albeit this area wouldn’t be treated with the same expensive materials as the central section was. This section therefore has been improved in a simpler way to reflect it’s primarily residential nature with block paved footways and highlights of different materials.

Anti skid treatment has been placed at the junction with Butler Street although there have been difficulties with the quality of the chosen material and the work is not yet finished.

41 Manchester City Council Item 7 Communities and Neighbourhoods Overview and Scrutiny Committee 13 October 2009 The layout of the space where the two different areas meet, i.e. at the junction with Weybridge Road, is intended to accommodate the change from the village centre environment to that of the residential street and the configuration of the street is designed to get drivers to concentrate harder at this point, which forces them to slow down and provide themselves with more decision making time.

There is pressure on the area from commuters working in the city centre looking for a free parking places. Implementation of the Traffic Regulation Orders(TRO's) to control parking in the area has been delayed due to long approval times from the DfT for the somewhat unusual TRO’s require. Temporary TRO's are therefore being pursued to limit waiting and should be in place early next year. Stones on pallets are have had to be placed along the street to stop inconsiderate parking until the TRO's are in place.

Due no doubt to the innovative design and unusual materials, there have been a number of maintenance problems. Loose blocks have appeared and are being repaired when required. Repairs are ongoing and the cost of this is being met from the commuted sum.

There have been two reported collisions on Old Mill Street between Great Ancoats Street and Beswick Street in the last 3 years. One was a slight collision involving a pedestrian and the other was a serious accident involving a car travelling on the wrong side of the road.

Clearly the major difficulty at this stage in the project is that due to the economic climate, the redevelopment of New Islington has stalled and the progress of the surrounding developments, including the shops and facilities in the village centre. Without an active New Islington community going about their daily business and using Old Mill Street as it is intended the environment seems stark and the impact of the wider traffic management measures is diminished.

5.0. Scheme details: Ten Acres Lane

Ten Acres Lane is used as a main cut through between the estates of Clayton and Newton Heath, including access for traffic parking near to the Stadium and as a secondary access to the Velodrome.

Manchester has developed a bespoke highway condition rating system that has been used for the past years to enable the prioritisation of road maintenance works (Appendix 6). This is based on three parameters: • Condition – Based on visual inspections and records of repairs. Values range from 1 - ‘Excellent’ condition where the road or footway has been recently renewed, to 9 – ‘Very poor’ where regular repairs are required and major works are needed as soon as possible; • Usage – Values range from 1 – ‘Slight’ for cul-de-sacs and side roads, to 5 – ‘Major’ which includes very busy shopping areas and outside large schools and strategic routes;

42 Manchester City Council Item 7 Communities and Neighbourhoods Overview and Scrutiny Committee 13 October 2009

• Aesthetics – A measure of the aspirational qualities of the area. Values range from 0 – ‘Slight’ which include minor routes, cul-de-sacs, to 2 – ‘High need’ including prestige shopping areas and visitor areas.

The condition survey carried out on the 5th January 2008, indicated that Ten Acres Lane [at the bridge and approaches] had a critical rating of 8-3-1 (the first number relates to the condition of the road, the second to its usage and the third to the aesthetics). The brief that was developed for the Ten Acres Lane maintenance scheme is provided in Appendix 7.

6.0 Performance to end of 2008 against agreed LTP2 targets and the Manchester Way strategy

All three schemes above have contributed to the excellent performance that has already been achieved through the second Local Transport Plan, contributing to the overall aims set out in the Manchester Way vision for the city.

Below are current GM performance on the four key areas of Congestion, Accessibility, Safety and Air Quality.

6.1. Congestion

We have achieved : -

• An overall reduction in congestion on our 15 monitored routes (3.3% improvement in person journey times on key routes in the last year) in line with meeting the LTP2 target of no increase in congestion over 15 target routes by the end of the LTP2 period.

• Metrolink patronage has increased by 6% since 2003/4.

• Resident’s satisfaction with bus services has risen by 11% since 2003/04.

• Rail satisfaction for regular users is higher than any in other Metropolitan area (88%).

• An increase in the number of accessible buses (+71% since 2004/05) and stops (to 79% of stops on QBC routes)

• Improved mode split of travel to key centres by public transport, walking and cycling. For the 10 key centres combined there is an upward trend of 39.1% in 2001/2/3 to 42.4% in 2006/7/8.

43 Manchester City Council Item 7 Communities and Neighbourhoods Overview and Scrutiny Committee 13 October 2009 6.2. Accessibility

We have achieved :-

• An increase in the use and provision of demand responsive transport; with more than 270,000 DRT trips in 2006.

• An increase in the percentage of accessible buses rose from 64% in 2006/07 to 71% in 2007/08.

• An increase in the percentage of accessible bus stops, on QBC routes, from 53% in 2006/07 to 79% in 2007/08.

• An increase in cycling levels by 6% since 2005/06, after years of decline.

6.3. Safety

We have achieved :-

• A 23% reduction in Killed and Seriously Injured injuries (KSI’s) on Greater Manchester roads (compared to the 1994-98 average). Whilst this is below our set target it is a significant improvement.

• Reductions on child KSI’s by 44% over the same time period.

• Reductions in slight injuries by 37% over the same time period.

• A reduction in accidents by 48% at safety camera locations from 2000-03 to 2005-07.

• These results have been achieved despite the fact that, at the start of LTP2 in 2006, Greater Manchester had the lowest KSI casualty rate per head of population when compared to any of the former metropolitan counties or shire counties, making it more difficult to achieve reductions from an already low level.

6.4. Air Quality

We have achieved :-

• Our Air Quality milestone targets, having reduced NOx emissions by 10.7% since 2004. • Our milestone target for keeping CO2 emissions from road transport within limits.

7.0 Recommendations

It is recommended that the contents of this report be noted.

44 Manchester City Council Item 7 Appendices 1-7 Communities and Neighbourhoods Overview and Scrutiny Committee 13 October 2009 Appendix 1 - Piccadilly Station Information Leaflet

45 Manchester City Council Item 7 Appendices 1-7 Communities and Neighbourhoods Overview and Scrutiny Committee 13 October 2009

46 Manchester City Council Item 7 Appendices 1-7 Communities and Neighbourhoods Overview and Scrutiny Committee 13 October 2009 Appendix 2 – Plan of Proposed Taxi Ranks

47 Manchester City Council Item 7 Appendices 1-7 Communities and Neighbourhoods Overview and Scrutiny Committee 13 October 2009 Appendix 3 – New Islington Masterplan

48 Manchester City Council Item 7 Appendices 1-7 Communities and Neighbourhoods Overview and Scrutiny Committee 13 October 2009 Appendix 4 – Plan of Old Mill Street

49 Manchester City Council Item 7 Appendices 1-7 Communities and Neighbourhoods Overview and Scrutiny Committee 13 October 2009 Appendix 5 – Photograph of Old Mill Street

50 Manchester City Council Item 7 Appendices 1-7 Communities and Neighbourhoods Overview and Scrutiny Committee 13 October 2009

Appendix 6 – Road Condition Rating Sheet

Condition 1-9 Highway Condition Rating

9 Very Poor Very poor condition, regular repairs needed, should be considered for major works as soon as possible 8 Poor Difficult to keep serviceable, major works may be the only way to achieve improvements 7 Tired Repairs needing to be ordered more each inspection to maintain in reasonable condition, but may not need major works at this time 6 Below Average Deteriorating, numerous openings and requiring repairs each inspection 5 Average Reasonable condition, what would be consider to be normal condition; neither good or bad with some repairs 4 Fair Starting to exhibit a small amount of wear and tear but in reasonable condition minimal repairs 3 Good No work needed to be considered for some time, very few repairs needed at each inspection 2 Very Good May be a few years old but no deterioration, very few repairs needed at each inspection 1 Excellent Recently renewed Usage 1-5

5 Major Footway: Very Busy Main Shopping areas/ Congregation areas and large schools. C/way: Strategic Route 4 Heavy Footway: Urban Shopping areas /Main Pedstrian Routes. C/way: Main Distributor Route 3 Medium Footway: Medium usage routes to shopping / schools /Ind. Estates. C/way: Secondary Distributor Route 2 Light Footway: Links to local access /main estates routes /Industrial areas. C/way: Link Routes 1 Slight Footway: CDS or little used side roads, in estates or industrial areas . Aesthetics

2 High Need Footway: Prestige shopping areas, Prestige visitor areas. C/way: Important Routes to City / Main Route to prestige areas 1 Normal Majority of routes to and within Housing sites / average used industrial estates 0 Slight Non Important Estate Routes, industrial areas or Cul de sacs

Rating Usage Aes 0-1-2 C/W F/W Cw / Fw C/W F/W 16 15 14 13 12 11 10 9 8 7 6 5 4 3 2 To be considered for next programme of structural works or as soon as 9 9 5 5 9,5,2 9,5,1 9,5,0 possible subject to bugets 4 4 9,4,2 9,4,1 9,4,0 3 3 9,3,2 9,3,1 9,3,0 2 2 9,2,2 9,2,1 9,1,0 0 - 1 2 0 - 1 2 1 1 9,1,2 9,1,1 9,1,0 To be considered in next programme if 8 8 5 5 8,5,2 8,5,1 8,5,0 funding allowed or monitored for future inclusion 4 4 8,4,2 8,4,1 8,4,0 3 3 8,3,2 8,3,1 8,3,0 2 2 8,2,2 8,2,1 8,2,1 0 - 1 2 0 - 1 2 1 1 8,1,2 8,1,1 8,1,0 For consideration in programme 7 7 5 5 7,5,2 7,5,1 7,5,0 normally within 2-5 years dependant upon priority and budget 4 4 7,4,2 7,4,1 7,4,0 3 3 7,3,2 7,3,1 7,3,0 2 2 7,2,2 7,2,1 0 - 1 2 0 - 1 2 1 1 7,1,2 7,1,1 7,1,0 Expected to remain in reasonable 5 5 6,5,2 6,5,1 6,5,0 6 6 condition for 5-10 years 4 4 6,4.2 6,4,1 6,4,0 3 3 6,3,2 6,3,1 6,3,0 2 2 6,2,2 6,2,1 6,2,0 0 - 1 2 0 - 1 2 1 1 6,1,2 6,1,1 6,1,0 No work planned for the foreseeable 5 5 5,5,2 5,5,1 5,5,0 5 5 future 4 4 5,4,2 5,4,1 5,4,0 3 3 5,3,2 5,3,1 5,3,0 2 2 5,2,2 5,2,1 5,2,0 INSPECTION

0 - 1 2 0 - 1 2 Note. Do not indicate Usage 1 1 5,1,2 5,1,1 5,1,0 figures 4 4 5 5 4,5,2 4,5,1 4,5,0 Circle Rating & Aesthetics only 4 4 4,5,2 4,5,1 4,5,0 Tick 3 3 4,3,2 4,3,1 4,3,0 Footway 2 2 4,2,2 4,2,1 4,2,0 Carriageway 0 - 1 2 0 - 1 2 1 1 4,1,2 4,1,1 4,1,0 Tick both if both inspected 3 3 5 5 3,5,2 3,5,1 3,5,0 4 4 3,4,2 3,4,1 3,4,0 Street: 3 3 3,3,2 3,3,1 3,3,0

2 2 3,2,2 3,2,1 3,2,0 From: 0 - 1 2 0 - 1 2 1 1 3,1,2 3,1,1 3,1,0 2 2 5 5 2,5,2 2,5,1 2,5,0 To: 4 4 2,4,2 2,4,1 2,4,0 3 3 2,3,2 2,3,1 2,3,1 Inspected: 2 2 2,2,2 2,2,1 2,2,0 0 - 1 2 0 - 1 2 1 1 2,1,2 2,1,1 2,1,0 Date: 1 1 5 5 1,5,2 1,5,1 1,5,0 4 4 1,4,2 1,4,1 1,4,0 Comments: 3 3 1,3,2 1,3,1 1,3,0 2 2 1,2,2 1,2,1 1,2,0 0 - 1 2 0 - 1 2 1 1 1,1,2 1,1,1 1,1,0 JJ Sheet Rating 16 15 14 13 12 11 10 9 8 7 6 5 4 3 2

51 Manchester City Council Item 7 Appendices 1-7 Communities and Neighbourhoods Overview and Scrutiny Committee 13 October 2009 Appendix 7 – Brief for the Ten Acres Lane maintenance scheme

52 Manchester City Council Item 7 Appendices 1-7 Communities and Neighbourhoods Overview and Scrutiny Committee 13 October 2009

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