Blackpool Tramway Extension to North Station Monitoring And

Blackpool Tramway Extension to North Station

Monitoring and Evaluation Plan

October 2017

Monitoring and Evaluation Blackpool Tramway Extension to North Station

Contents

1. Introduction 1

2. Inputs 8

3. Outputs 11

4. Outcomes 16

5. Impacts 31

Appendices

Appendix A: Benefits Realisation Profile

Appendix B: Budget for Monitoring and Evaluation Plan

1. Introduction

1.1 This report provides the Monitoring and Evaluation Plan (M&E Plan) for the Blackpool and Fleetwood Tramway Extension to Blackpool North Station. The Monitoring and Evaluation (M&E) has been established in line with the requirements of the Lancashire Enterprise Partnership (LEP) monitoring and evaluation framework1. This is a proportionate approach for monitoring and evaluation in this context.

1.2 The purpose of M&E is to demonstrate that the processes, costs and governance, physical infrastructure, service level, and benefits of a scheme have been delivered and the original objectives for the scheme are met. Understanding the effects of a project provides evidence that investment was justified, and supports the development of future schemes. This is demonstrated through the collation of data and comparing it to targets, forecasts and estimates set out in the Benefits Realisation Profile.

1.3 The M&E Plan details the processes and requirements necessary to determine if the effects of the scheme have been realised, to determine, as far as is possible, causality between effects and the scheme and to identify lessons for future projects. Benefits are logged, tracked and allocated in the Benefits Realisation Profile. The Benefits Realisation Profile is Appendix A to this report.

Scheme

Scheme Description

1.4 The Blackpool and Fleetwood Tramway underwent a major programme of improvements in the four years to 2012 including improvements to tram infrastructure, highway infrastructure and new tram vehicles.

1.5 Although the tramway upgrade has been successful, there remains a lack of integration between the tram system – which moves people around economically important destinations in Blackpool – and the rail system – which allows rail access to tourism, jobs and services in Blackpool from the rest of the UK, and access to jobs and services in the rest of the UK (particularly Preston and Lancashire) from Blackpool. Interchange between rail and tram requires a transfer on foot of around 600 metres at the closest interchange points. This makes interchange journeys unattractive, especially considering that a walking trip is already likely to have been made to access the initial public transport mode and a further walk to the final destination.

1.6 There are three types of movements of people which are of particular importance to the economy of Blackpool and the wider region:

• Inward movement of tourists to Blackpool from regional and national origins • The two-way movement of local residents between the North West and Blackpool for work, leisure and services

1 Growth Deal Monitoring and Evaluation Framework, Lancashire Enterprise Partnership, May 2016 1

• The internal movement of people between jobs, services and residential areas within Blackpool 1.7 Making these types of movement by public transport would be made significantly easier by improving the integration by tram and rail in Blackpool. A Preferred Option to complete the 600m gap between Blackpool North Station and the existing tram system has been developed.

1.8 The Preferred Option comprises a 550m twin track extension of the tramway from the Promenade, in a north easterly direction through Talbot Square and along Talbot Road terminating on a new tram stop to be situated on the existing pavement parallel to Talbot Road/High Street as indicated in Figure 1.

Figure 1: The Preferred Option Scheme

1.9 The junction between the existing tramway and the extension will be formed using a full delta junction that enables movements in all directions.

1.10 The new track will comprise an on-street track slab with embedded grooved rail enabling a flush surface to be created. Its construction will be similar to that already employed on the Blackpool tramway.

1.11 To accommodate the new tramway alignment, the current traffic arrangement along Talbot Road must be amended. Eastbound traffic between Talbot Square and Abingdon Street will be removed, with traffic re-routed via Clifton Street and Abingdon Street; the existing restrictions between Abingdon Street and Dickson Road/Topping Street will remain. Westbound traffic movements will remain unchanged.

1.12 To accommodate the new tramway alignment, new signalled junctions will be introduced at Promenade/Talbot Square, and at Talbot Road’s intersections with Dickson Road/Topping Street and Cookson Street.

1.13 To separate tram and traffic movements at the Delta junction the recently re- modelled Talbot Square will need to be reconfigured. The carriageway will be relocated such that it is adjacent to the Ibis Hotel; the tramway will lie immediately to the north of this with an area of public realm created between the tramway and the Counting House public house.

1.14 The North Pier stop will remain unaltered with separate side platforms for northbound and southbound directions located to the north and south of Talbot Square respectively. A new eastbound only stop (Talbot Square) will be created to allow passengers to board/alight the trams travelling onwards to North Station.

1.15 The terminus at Blackpool North Station will comprise two side platforms that are preceded by a facing scissors crossover which enables trams to be routed into/out of either platform. Whilst it may be possible to operate the proposed service platform from a single platform face this layout provides the necessary redundancy that is capable of coping with service perturbations or the ability to store a broken-down tram until such time as it can be recovered. Depending on the implemented timetable solution it is possible that services heading south towards Starr Gate and serviced heading north to Fleetwood could be operated from separate platforms to provide simple legibility to passengers.

1.16 The new stops will be similar in form and facilities to those that exist on the present tramway.

1.17 As with the existing tramway, the trams operating on the extension will be powered via an overhead line equipment (OLE) system. The OLE comprises an electrified contact wire located above the alignment of the tracks, with the power conveyed to the vehicle via a pantograph. The contact wire will generally be supported using discrete poles, as with the original tramway that ran along Talbot Road. The traction power voltage is nominally 650V DC.

Scheme Objectives

1.18 Six objectives were developed for the scheme, to:

1. Maximise growth of the Fylde Coast economy by enhancing accessibility and connectivity to key destinations within and outwith the sub-region. 2. Support and facilitate the sustainable growth of the Fylde Coast sub-region by complementing and, where possible, enhancing current development and regeneration proposals.

3. Reduce transport’s emissions of CO2 and other greenhouse gases by contributing to wider carbon reduction and mode shift policies for the authorities making up the Fylde Coast sub-region. 4. Promote quality of life through a safe and healthy built and natural environment. 5. Contribute to enhanced quality of life by improving access for all to jobs and services. 6. Ensure affordability, deliverability and Value for Money of the proposed scheme taking account of current Government guidance.

1.19 The Preferred Option:

• Will deliver passenger and economy benefits by improving accessibility and connectivity both within Blackpool, and to the wider sub-region for commuters and for visitors accessing the resort. • Will facilitate urban realm enhancements in the town centre as well as improving access for employers in Blackpool to a larger labour pool. Improves the connectivity between the economically important seafront and the redeveloping town centre. • Will make a modest contribution to wider carbon reduction and mode shift because opportunities to use public transport are improved for all. • Will make a modest contribution to a safe and healthy built environment because opportunities to use public transport and the public realm are improved for all. • Will contribute to enhanced quality of life by improving access to jobs and services within Blackpool and the wider sub-region. • Represents high value for money to the public sector, is affordable within the context of the Blackpool Council and Lancashire LEP budgets for transport, and is a deliverable scheme. 1.20 Additionally, the scheme will also help to provide additional capacity along the Promenade, which can experience peak crowding.

Logic Map

1.21 The Logic Map is a diagrammatical representation of the connections between the scheme objectives and the inputs, outputs, outcomes and impacts of the scheme. The logic map is the basis to establishing what will be monitored as part of the M&E Plan for the scheme. The Logic Map includes the following2:

• Inputs: What is invested • Outputs: What has been produced • Outcomes: Immediate and mature term results • Impacts: Long term outcomes

2 DfT Best Practice Guidance for planning the Fuller Evaluations of Local Authority Major Schemes, 2013 4

Figure 2: Logic Map

Costs

1.22 Costs have been provided to show the budget required to complete the M&E reporting process. The cost of the Promoters’ time has not been included.

1.23 Where data is required beyond the scope of that internally collected by the Promoters, costs have been acquired and inflated in line with the M&E reporting timeframes.

1.24 To ensure that the budget for M&E is robust, the cost for delivering the completion of the one and five years after opening reports have been costed with the assumption that they would be completed externally, by a consultant. Time allocated assumes the requirement for any analysis, reporting and project management. For this a value of £714 per day has been assigned for the one year after opening timescale. This is equivalent to £784 per day for the five years after opening timescale3.

1.25 The cost for external data collection is shown separately and is not assumed to be supplied by the consultant but by a data collection specialist.

1.26 The total budget for the M&E work is just under £75,000. The breakdown of costs can be found in Appendix B.

3 Costs per day are equivalent to £650 per day in 2017 inflated by RPI+1 as specified in the WebTAG July 2017 Databook to 2021 and 2024 5

Reporting

1.27 The process of M&E occurs over three reporting timeframes: Baseline reporting, one year after opening report, five years after opening report. The reporting will be shared between the promoters of the scheme (Blackpool Council and Blackpool Transport Services (BTS)) and the LEP.

Scheme Baseline Report

1.28 Before any evaluation is undertaken, a baseline must be established to understand the effect of context on the outcomes and impacts of the scheme.

1.29 The Scheme Baseline Report, a standalone document, illustrates baseline information before the construction of the scheme in early 2018. The most contemporary socio-economic, transport and development context for the scheme must be documented within the report. Some internal resources may be required to complete the work.

1.30 There is one baseline value for which a survey would need to be conducted before scheme opening to provide a comparator value for after the schemes open. This is the highway journey time survey for the AM and PM peak periods (noted as 08:00- 09:00 and 16:45-17:454) for routes affected by the scheme. Detail on this is included within Chapter 4.

1.31 The cost for the baseline report is £6,570, which is all external costs.

Table 1: Baseline Report Costs

Total

Before Opening

Analysis Project Management Reporting Data Collection

Time (days) 2 1 2 5

Cost £1,300 £650 £1,300 £3,500 £6,750

One Year After Opening Report

1.32 An initial report at least one year (but less than two years after scheme opening) with a report published within two years of scheme opening.

1.33 The scheme opens in 2019. It is expected that immediate outcomes will begin to be observed one year after opening (2020). There is approximately one year after the observed outcomes to complete the first report (2021). The cost of the one year after opening report is included through this M&E Plan.

4 Transport Assessment for TWAO Application, Document Reference A14/4 6

Five years After Opening Report

1.34 A final report based on the ‘one year after’ data and for data collected across the five years after scheme opening. The report is to be published within six years of scheme opening.

1.35 It is expected that more mature outcomes will begin to be observed five years after opening (2023). There is approximately one year after these observed outcomes to complete the five years after opening report (2024). The cost of the five years after opening report is included through this M&E Plan.

2. Inputs

Introduction

2.1 The M&E for the inputs have been guided by the LEP framework. The inputs are core metrics that must be collected for all projects and programmes. The Logic Map also contains inputs that fall outside the scope of the LEP framework. These will also be monitored.

2.2 Table 2 shows the alignment of the LEP core metrics for inputs to those within the Logic Map.

Table 2: Inputs

Logic Map Description LEP Metric Description

Development Resources In-kind resources provided

Implementation Resources Expenditure and funding breakdown

Agreed service pattern

Construction contract

Methodology for M&E

Development Resources/In-Kind Resources Provided

2.3 The LEP defines in-kind resources as “land, buildings, or other assets provided to resource the intervention”.

2.4 These will be qualitatively assessed for each quarter up to the opening of the scheme. They will be reported on within the one year after opening report. There is no additional external cost to collect the data, it will be collected by the promoter.

Implementation Resources/Expenditure and Funding Breakdown

2.5 The LEP defines expenditure as “expenditure defrayed directly on the intervention, broken down into LGF funds, other public sector funds and private funds”.

2.6 The LEP defines funding breakdown as “Non LGF funding delivered including public, private, and third part match funding, broken down by source. This should not include in-kind contributions”.

2.7 There is no additional external cost to collect the data. Data on implementation resources and expenditure can be collected through standard financial reporting processes by the scheme promoter in the period up to scheme opening. It is expected that these would be collected monthly by cost code. The breakdown would need to be reported on in the one year after opening report.

Agreed Service Pattern

2.8 The service pattern will be agreed in the service contract. This should align to the patterns put forward in the Full Business Case. The service contract will be provided for the one year after opening report. There is no additional cost to collect this information.

Construction Contract

2.9 The construction contract will be included in the one year after opening report to show that the construction of the works aligns to the proposed approaches of the Commercial Case.

2.10 The Promoters of the scheme will supply this information. There will be no additional cost.

Summary of Monitoring Methodology for Inputs

Table 3: Summary of Inputs

Logic Map LEP Metric Monitoring Data Period of Inclusion Inclusion in Description Description Approach Collection Data in One Five Years Frequency Collection Year After After Opening Opening Report Report

Development In-kind Qualitatively Quarterly In the period ✓ Resources resources assessed before provided scheme opening

Implementation Expenditure Internal Monthly In the period ✓ Resources and funding financial before breakdown reporting scheme opening

Agreed service Operating Once In the period ✓ pattern contract used before for scheme scheme opening

Construction Construction Once In the period ✓ contract contract used before for scheme scheme opening

Cost of M&E

2.11 There will be no additional costs associated with the collection of data to monitor the inputs of the scheme as this will be available from the Promoters. An internal resource cost would only be applicable to collate and analyse this information for the one year after opening report.

2.12 The total projected cost for the Monitoring and Evaluation of inputs is £1,786. The detail of this is shown below and in Appendix B.

Table 4: Costs for Inputs

Total

One Year After Opening Five Years After Opening

Analysis Project Management Reporting Data Collection Analysis Project Management Reporting Data Collection

Time 1 0.5 1 2.5 (days)

Cost £714 £357 £714 £1,786

3. Outputs

Introduction

3.1 The scheme will deliver outputs over two periods over the life of the scheme: during construction and from delivery of the scheme.

3.2 The M&E for the outputs have been guided by the LEP framework. The outputs are core metrics that must be collected for all projects and programmes. However, the Logic Map also contains other outputs that fall outside the scope of the LEP framework. These will also be monitored.

3.3 The following shows the alignment of the LEP core metrics for outputs to those within the Logic Map.

Table 5: Outputs

Logic Map Description Logic Map Description LEP Metric Description

Outputs from Construction Traffic impacts from construction

Environmental impacts from construction

Economic impacts from construction

Outputs from Provision of the Tram infrastructure provision Types of infrastructure delivered Scheme Tram service changes Type of service improvement delivered

Alterations to highway network Types of infrastructure delivered

Improvements to active modes Types of infrastructure delivered facilities

Alterations to urban realm Types of infrastructure delivered

Methodology for M&E

Traffic Impacts from Construction and Economic Impacts from Construction

3.4 To build the scheme, there will be traffic management measures within Blackpool town centre. This will be internally monitored by the Promoters and therefore does not require external data collection.

3.5 The traffic management will be qualitatively assessed through each phase of the construction (utilities, civils package on Talbot Road and civils work on the Promenade) up to the opening of the scheme. The information would be available to the Promoters and therefore there would be no additional external cost for this. It will be reported on within the one year after opening report.

3.6 As a result of minimising the impact of the construction programme and delivering appropriate traffic management measures in the town centre, it is expected that there will be no significant negative economic impacts. 11

Environmental Impacts from Construction

3.7 The Air Quality Assessment for the scheme shows that through an appropriate Construction Dust Management Plan, the impact of dust will be negligible.

3.8 With correct management practices, the impact of site emissions will not be significant and the impact of temporary re-routing of traffic also will not be significant.

3.9 It would not be proportionate5 to monitor these outputs as they are temporary and will not have a significant effect over the life of the asset.

Tram Infrastructure Provision/Alterations to Urban Realm/Type of Infrastructure Delivered

3.10 The Blackpool North Tramway Extension will extend the current tramway from the North Pier tram stop on the Promenade to Blackpool North Station, inland on Talbot Road.

3.11 As part of the scheme, the following infrastructure will be delivered:

• Approximately 550m of twin track • Overhead line equipment (OLE) with 650V DC for the scheme • New eastbound only stop at Talbot Square • Terminus stop with two side platforms at Blackpool North Station • Urban realm improvements between the tramway and Counting House public house 3.12 These form the outputs of the scheme and can be monitored by the Promoters to ensure what has been contractually agreed as part of the civil engineering works is delivered. There would be no external costs to undertake this monitoring. The outputs will be reported in the one year after opening report.

Tram Service Changes/Type of Service Improvement Delivered

3.13 The scheme will deliver the following service frequencies:

5 Document Reference Number A14/1 12

Figure 3: Tram Service Arrangement

Table 6: Service Frequencies of Blackpool Tram with New Scheme

Service Serves High Shoulder Winter High & Shoulder Winter Evenings Season Season Evenings (after 1900) (after 2100) T1 Fleetwood – Starr Gate6 6 5 4 47 2 T2 North Station – Pleasure Beach8 3 2 2 2 29 T3 Bispham – North Station 3 2 2 2 2

3.14 This information can be tracked through the high, shoulder and winter seasons by BTS or can be reviewed through seasonal review of published timetables. There would not be any external costs associated with the collection of this data. The services would be reported in the one year after opening and five years after opening reports. Alterations to Highway Network/Improvements in Active Modes Facilities/Type of Infrastructure Delivered

3.15 The scheme requires some changes to the local highway network: • New signalled junction at the Promenade/Talbot Road junction with pedestrian facilities and Advanced Cycle Stop Lines (ACSL) • New signalled junction at the Talbot Road/Dickson Road/Topping Street junction with pedestrian facilities and new eastbound cycle lane • New signalled junction at Talbot Road/Cookson Street junction with pedestrian facilities and ACSL 3.16 These can be monitored to ensure what has been contractually agreed as part of the civil engineering works is delivered. There would not be any external costs associated with the collection of this data. These will be reported in the one year after opening report.

6 Occasional trips start from or terminate at Pleasure Beach 7 2 trams per hour between Fleetwood and Bispham 8 A few trips run to or from Starr Gate 9 Runs as far south as Manchester Square 13

Summary of Monitoring Methodology for Outputs

Table 7: Summary for Outputs

Traffic impacts Qualitatively Quarterly In the period ✓ (✓) from assessed before construction scheme opening

Environmental n/a n/a n/a n/a n/a impacts from construction

Economic n/a n/a n/a n/a n/a impacts from construction

Tram Types of Review of Once In the period ✓ infrastructure infrastructure delivery of before provision delivered infrastructure scheme by civil opening engineering works

Tram service Type of Through BTS Seasonally After ✓ (✓) changes service captured opening improvement information delivered or publicly available timetable information

Alterations to Types of Review of Once In the period ✓ highway infrastructure delivery of before network delivered infrastructure scheme by civil opening engineering works

Improvements Types of Review of Once In the period ✓ to active modes infrastructure delivery of before facilities delivered infrastructure scheme by civil opening engineering works

Alterations to Types of Review of Once In the period ✓ urban realm infrastructure delivery of before delivered infrastructure scheme by civil opening engineering works

Cost of M&E

3.17 There will be no additional costs associated with the collection of data to monitor the outputs of the scheme as the required information will be available from the Promoters. An internal resource cost would only be applicable to collate and analyse this information for the one year after opening report.

3.18 The total projected cost for the Monitoring and Evaluation of outputs is £1,856. The detail of this is shown below and in Appendix B.

Table 8: Costs for Outputs

Total

One Year After Opening Five Years After Opening

Analysis Project Management Reporting Data Collection Analysis Project Management Reporting Data Collection

Time 0 0.5 1 0 0.5 0.5 2.5 (days)

Cost £357 £714 £392 £392 £1,856

4. Outcomes

Introduction

4.1 The new scheme will give rise to a range of immediate and mature outcomes. Immediate outcomes would be measurable by the end of the first year after opening. Mature outcomes are anticipated would be measurable by the end of the fifth year after opening. Both types of outcome can be further divided: as a result of the scheme being in place; and from scheme use.

4.2 The M&E for the outcomes has been guided by the LEP framework. These are classified within the ‘Additional Monitoring’ required for specific schemes. The outcomes have been aligned to the Logic Map. The Logic Map contains other outcomes that fall outside the scope of the LEP framework. These will also be monitored.

4.3 Tables 9 and 10 show the alignment of the LEP Additional Monitoring metrics with immediate and mature outcomes within the Logic Map.

4.4 The LEP specifies a number of outcomes which all schemes must monitor but which do not fall within the scope of this M&E Plan. These are listed at the end of this chapter.

Table 9: Immediate outcomes

Logic Map Description Logic Map Description LEP Metric Description

By Presence of Scheme Improved public transport integration

Enhanced connectivity to local tourist attractions

Better connectivity across the Fylde Coast sub-region

Better connectivity between deprived areas and economic activity

Increase in public transport operating costs

Better built environment

Enhanced perceptions of personal safety

Change in highway journey times Average AM and PM peak journey time on key routes (journey time measurement)

From Scheme Use Changes to footfall along Talbot Road Pedestrian counts on new/existing routes

Reductions in carbon emissions

Tram revenue

Unanticipated outcomes

Table 10: Mature Outcomes

Logic Map Description Logic Map Description LEP Metric Description

By Presence of Scheme Better integration of town centre, resort core and promenade

Increased attractiveness of town centre to developers, tourists and local people

From Scheme Use Non-user benefits Average AM and PM peak journey time on key routes (journey time measurement)

User benefits Annual average daily and peak hour passenger boardings

Bus/light rail travel time in peak period

Additional public transport use/mode shift from highway

Commercially viable wider public transport network

Change in visitor spend

Unanticipated outcomes

Methodology for M&E

Introduction

4.5 This chapter has been arranged by data collection method rather than by outcome. The data collection methods span across both immediate and mature outcomes.

On-Tram Face to Face Passenger Surveys

4.6 The following outcomes would be captured through face to face surveys on-tram and at stops:

• Improved public transport integration • Enhanced connectivity to local tourist attractions • Enhanced perceptions of personal safety • Additional public transport use/mode shift from highway (reduction in carbon emissions) • Change in visitor spend

Survey Specification and Cost

4.7 The survey would need to be conducted in the following area in both directions:

Figure 4: Area for Face to Face and At Stop Tram Surveys

4.8 The survey would look to obtain information from 500 passengers from five weekdays and 500 passengers across a weekend, covering a representative sample of users. Surveying across weekdays and a weekend will capture: residents who use the tram to access services and employment in Blackpool; and, services and employment beyond Blackpool via the rail station as well as visitors to Blackpool. The survey would need to be undertaken in high season (July to August).

4.9 The survey would need to be succinct (less than 5 minutes) to enable completion over the short-tram journey along the new extension. The survey would ascertain basic information, supplemented with more detailed questions to understand how the outcomes had been met. For example:

• Basic Information - The origin and destination of the passengers - Purpose of their trip to Blackpool and trip on the tram - Simple demographic information to demonstrate a representative sample • Detailed Information - How passengers feel integration between the tram/Blackpool North Station has changed - How passengers feel about access to tourist attractions/services/employment opportunities - Have passenger perceptions regarding personal security changed since the scheme opened - How they travelled between origin and destination today and before scheme opening - How often they travel to Blackpool and will/has the tram make/made them visit the town more frequently 4.10 The survey work would need to be undertaken for the one year after opening report.

4.11 Following analysis of the results, the carbon emissions saved would be calculated through the conversion of saved vehicle kilometres using the Marginal External Costs (MEC) approach set out within WebTAG10 .

4.12 Information from this survey could be used to ascertain the mature outcome for non-user benefits and change in visitor spend required for the five years after opening report.

4.13 The cost of this survey work and reporting for the one and five years after opening reports is shown below.

Table 11: Cost for On Tram and at Stop Surveys

Total

One Year After Opening Five Years After Opening

Analysis Project Management Reporting Data Collection Analysis Project Management Reporting Data Collection

Time 1 0.5 0.5 0.5 0.5 3 (days)

Cost £714 £357 £357 £17,036 £392 £392 £19,249

Tram Data

4.14 On board information would be collected to demonstrate the outcomes for user benefits.

4.15 The LEP framework requires that the following are collected:

• Annual average daily and peak hour passenger boardings - Provides information about the capacity of the trams and therefore about the connectivity offer provided by the scheme • Light rail travel time in peak period - Provides information about whether the signal timings at junctions along the route are configured correctly Survey Specification and Cost

4.16 BTS capture data for passenger numbers on the tram, there would be no external cost for this. The passenger numbers would need to be isolated for the extension only section in both directions. The LEP only requires the passengers to be presented as annual average daily passenger boardings for twice in the year.

4.17 Light rail travel times can be captured through the stop to stop timings which the tram registers automatically. This would need to be collated for the high and low

10 https://www.gov.uk/government/uploads/system/uploads/attachment_data/file/625402/TAG_unit_a 5.4_marginal_external_costs_jul17-2.pdf 19

season in the year before the one year after opening and in the year before the five years after opening report. There would be no external cost to obtain this data.

4.18 The findings would be presented in the one year after opening and five years after opening reports. The costs for the work are shown below.

Table 12: Cost for Tram Data

Total

One Year After Opening Five Years After Opening

n n

Analysis Project Management Reporting Data Collection Analysis Project Management Reporting Data Collectio

Time 0.5 0.5 0.5 0.5 2 (days)

Cost £357 £357 £392 £392 £1,498

Comparator Information

4.19 The passenger numbers for the scheme before opening are captured by the forecast values in the business case. The values are as follows:

Table 13: Baseline Passenger Numbers

Route Year High Season High Season Low Season Low Season Weekday Weekend Weekday Weekend

North Station 2018 1,365 2,770 1,070 1,281 to Pleasure Beach 2033 1,363 2,675 1,040 1,228

Pleasure Beach 2018 1,420 1,310 940 844 to North Station 2033 1,384 1,285 918 835

Bispham to 2018 321 1,134 275 305 North Station 2033 317 1,088 267 302

North Station 2018 1,151 1,260 238 409 to Bispham 2033 1,129 1,251 235 405

4.20 The run times for the tram before opening also come from the model used in the business case. Run times are specified as:

• Bispham to Blackpool North Station: 14 minutes in either direction • Pleasure Beach to Blackpool North Station: 15 minutes in either direction

Pedestrian Surveys

4.21 The scheme will provide improved urban realm for pedestrians. A count of footfall along Talbot Road will provide the data to understand how many people use the urban realm environment.

4.22 Face to face surveys with pedestrians will help to reveal how well received the new urban realm infrastructure is by users, if they feel there is a better built environment, if there is an improved sense of integration between town centre, resort core and Promenade and if it has changed people’s perceptions on how attractive the town is. It may also help to reveal those who previously may have used car or taxi to make the same journey thereby providing an indication of vehicle kilometres saved.

Survey Specification and Cost

4.23 Two types of different data collection are required:

• Pedestrian count on Talbot Road - Pedestrian counts (volume only) using video equipment. The count would be for 24 hour periods across two Friday, Saturday and Monday periods in October, reflecting the data from 2015. • Face to face pedestrian surveys - Short survey (approximately 5 minutes) undertaken in the high season along Talbot Road from North Pier to Blackpool North Station over weekdays and at least one weekend day to collect responses from 400 people about: ▪ The purpose of their journey ▪ Where they are coming from and heading to ▪ Why they have chosen to walk rather than use tram ▪ How they made the journey before scheme opening ▪ How the urban realm has changed the attractiveness of the town centre ▪ How the urban realm has changed the integration of areas within the town 4.24 The findings from the pedestrian count would be presented in the one year after opening report and the findings from the face to face pedestrian surveys would be presented within the five years after opening report.

4.25 These surveys are planned to occur in these years because it will spread the data collection beyond year one, to understand what user perceptions are over the longer-term. Also, it will take time for pedestrians to appreciate the changes in urban realm and therefore, a later survey would be more suitable.

4.26 The costs for the survey and reporting is shown below.

Table 14: Costs for Footfall Count

Total

One Year After Opening Five Years After Opening

Analysis Project Management Reporting Data Collection Analysis Project Management Reporting Data Collection

Time 0.5 0.5 0.5 1.5 (days)

Cost £357 £357 £357 £6,045 £7,117

Table 15: Costs for Pedestrian Face to Face Survey

Total

One Year After Opening Five Years After Opening

porting

Analysis Project Management Reporting Data Collection Analysis Project Management Re Data Collection

Time 2 0.5 1 3.5 (days)

Cost £1,568 £392 £784 £9,650 £12,394

Comparator Survey Information

4.27 Pedestrian footfalls were collected in October 2015 for two Friday, Saturday and Monday periods along Talbot Road.

Table 16: 2015 Pedestrian Counts

Catchment Analysis

4.28 The outlook of the scheme is to provide enhanced accessibility and connectivity to support residents and visitors to Blackpool.

4.29 The scheme will provide a faster alternative for access between Blackpool North Station and the Promenade than is currently available. This will reduce the journey time for many people who travel internally within the town, who travel into the town to use rail or who come into Blackpool by rail to visit other parts of the town. Because the journey times are faster, the catchment of people within a set journey time will be enhanced.

Analysis Specification and Cost

4.30 TRACC modelling (a GIS-based accessibility calculation tool based on public transport timetables) will be used to map a 30 minute journey11 time catchment from the scheme and/or representative loci before scheme opening and afterwards.

4.31 Census and Indices of Multiple Deprivation information will be used to cross- reference against the TRACC outputs to see the characteristics and locations of people who benefit from the connectivity brought about by the scheme.

4.32 The following outcomes would be reviewed through catchment analysis:

• Better connectivity across the Fylde Coast sub-region • Better connectivity between deprived areas and economic activity 4.33 The changes in connectivity will be captured for the one year after opening report. The catchment analysis would be undertaken externally by consultants. It has been costed as the following:

Table 17: Catchment Analysis Costs

Total

One Year After Opening Five Years After Opening

Analysis Project Management Reporting Data Collection Analysis Project Management Reporting Data Collection

Time 3 0.5 0.5 4 (days)

11 Analysis by the DfT has shown that the public transport travel to the nearest area with 500 or more jobs is less than 15 minutes for about 71% of the working age population, and under 30 minutes for about 97% (Journey Time Statistics: Access to Services 2014, DfT) 23

Cost £1,429 £357 £357 £2,858

Comparator Survey Information

4.34 TRACC uses public timetable information. To understand what the catchment of the scheme was before opening, the Blackpool tram timetable without the scheme would be run through the model. This could be undertaken at the same time as the analysis for the one year after opening report work. This has been accommodated for in the costs.

Highway Surveys

4.35 Highway surveys will be required to understand the non-user benefits of the scheme and any change in highway journey times.

4.36 The LEP framework indicates that average AM and PM peak journey time on key routes would be required to understand the outcome of the scheme for non-users. The LEP requests this to be measured bi-annually; however, annually would be more than sufficient for the context of this scheme.

4.37 Beyond the tram extension itself, the scheme will require some new signalled junctions at the following locations:

• Promenade/Talbot Road junction • Talbot Road/Dickson Road/Topping Street junction • Talbot Road/Cookson Street junction 4.38 The junction alterations could have an impact on the journey times for highway trips and therefore journey time surveys are required to understand the changes in journey time along certain routes before and after scheme opening.

Survey Specification and Cost

4.39 The scheme has not been specified to deliver material highway journey time improvements. It would therefore be proportionate to include one survey for the one year after opening report only.

4.40 The specification of the survey would be for journey times for an AM Peak (08:00- 09:00) and PM Peak (16:45-17:45) taken from a moving vehicle from which journey times are timed and split times taken. The vehicle would need to cover certain points on the route affected in both directions. The approximate coverage of the route would be:

• Along Talbot Road between Sainsburys Petrol Station and North Pier • Promenade/Talbot Road junction north to Pleasant Street • Promenade/Talbot Road junction south to Pleasure Beach • Pleasant Street to Pleasure Beach 24

Table 18: Highway Survey Costs

Total

One Year After Opening Five Years After Opening

Analysis Project Management Reporting Data Collection Analysis Project Management Reporting Data Collection

Time 1 0.5 0.5 2 (days)

Cost £714 £357 £357 £6,045 £5,276

Comparator Survey Information

4.41 A baseline survey would be conducted before the scheme opens to provide comparator values. This is included in the Baseline Report costs in Chapter 1.

Business Surveys

4.42 Telephone interviews would be undertaken to obtain insights from local business and developers about the effect of the scheme on the perceived attractiveness of the town, views on integration of the town centre, resort core and promenade and their views on the built environment.

Survey Specification and Cost

4.43 It is important to know the views of the local businesses and local developers who the scheme may affect. A survey of around 15 businesses and developers in the area would be interviewed and their responses recorded and reviewed to understand their perceptions about how attractive the town centre is and what they think about the built environment.

4.44 Telephone surveys would be undertaken by external consultants for inclusion within the five years after opening report. The cost for this is shown below

Table 19: Costs for Telephone Surveys

Total

One Year After Opening Five Years After Opening

Analysis Project Management Reporting Data Collection Analysis Project Management Reporting Data Collection

Time 5 0.5 1 6.5 (days)

Cost £3,920 £392 £784 £5,097

Financial Monitoring Data Collection

4.45 BTS will operate the new tram extension. BTS collect the following financial information related to the operation of the tram and buses in Blackpool:

• Revenue • Operating Costs 4.46 This information can be used to review the following outcomes of the scheme:

• Increase in public transport operating costs - Through monitoring of operational costs for tram • Tram revenue - Through monitoring of tram revenue • Commercially viable wider public transport network - Through review of the operating costs against revenue on tram and bus to ensure that people have not moved away from bus for tram Analysis Specification and Cost

4.47 BTS internally monitors revenue and record operating costs for both tram and bus. The LEP framework indicates that this financial reporting should be collected quarterly. It would be appropriate to collect this information quarterly in the opening year and in the year before the five years opening report.

4.48 There will an internal resource cost associated with the analysis of these outcomes for the one and five years after opening reports and an external cost to report the information within the one and five years after opening reports. The cost is shown below.

Table 20: Costs for Reporting of Financial Data

Total

One Year After Opening Five Years After Opening

Analysis Project Management Reporting Data Collection Analysis Project Management Reporting Data Collection

Time 0.5 0.5 0.5 0.5 2

Cost £357 £357 £392 £392 £1,498

Outcomes Required for all Schemes by LEP M&E Framework

4.49 The LEP provides a number of core metrics to be collected for all projects and programmes as part of the monitoring process. For outcomes, they specify the following must be reviewed:

• Jobs connected to the intervention - Permanent paid full time equivalent jobs that are directly connected to the intervention, measured by FTE at the predetermined “impact sites”. • Commercial Floorspace - For both direct employment sites and “impact” sites, the area and class of commercial floorspace completed. • Housing unit starts and housing units completed - For both direct employment sites and “impact” sites, the number of housing units started/completed. 4.50 The Blackpool and Fleetwood Tramway Extension to Blackpool North Station will not directly contribute to these outcomes and therefore it would not be proportionate to monitor them.

Unanticipated Outcomes

4.51 The scheme may produce some unanticipated outcomes. 2.5% has been added to the total M&E costs to cover the capturing and consideration of any such outcomes.

Table 21: Summary of Monitoring Methodology for Outputs

Logic Map Description LEP Metric Description Monitoring Approach Data Collection Frequency Period of Data Collection Inclusion in One Year Inclusion in Five After Opening Report Years After Opening Report

Immediate Outcomes

Improved public transport integration Face to face tram survey Once for 1 year after opening. After Opening ✓

Enhanced connectivity to local tourist attractions Face to face tram survey Once for 1 year after opening. After Opening ✓

Better connectivity across the Fylde Coast sub- TRACC analysis Once for 1 year after opening After Opening ✓ region

Better connectivity between deprived areas and TRACC analysis Once for 1 year after opening After Opening ✓ economic activity

Increase in public transport operating costs Through BTS captured information Quarterly After Opening ✓ ✓

Better built environment Pedestrian survey Once for 5 years after opening After Opening ✓

Business survey Once for 5 years after opening ✓

Enhanced perceptions of personal safety Face to face tram survey Once for 1 year after opening. After Opening ✓

Change in highway journey times Average AM and PM peak Highway survey Once for 1 year after opening. After Opening ✓ journey time per mile on key routes (journey time measurement)

Changes to footfall along Talbot Road Pedestrian counts on Footfall survey Once for 1 year after opening. After Opening ✓ new/existing routes

Reductions in carbon emissions Face to face tram survey Once for 1 year after opening (face to After Opening ✓ ✓ face tram survey). Pedestrian survey Once for 5 years after opening (face to face pedestrian survey)

Tram revenue Through BTS captured information Quarterly for the 1 year after opening After Opening ✓ ✓ and 5 years after opening reports

Unanticipated outcomes Unknown Once for 1 year after opening. Once for 5 After Opening ✓ ✓ years after opening

Mature Outcomes

Better integration of town centre, resort core and Face to face tram survey Once for 1 year after opening (face to After Opening ✓ ✓ promenade face tram survey). Pedestrian survey Once for 5 years after opening (face to face pedestrian survey)

Business survey Once for 5 years after opening ✓

Increased attractiveness of town centre to Face to face tram survey Once for 1 year after opening (face to After Opening ✓ ✓ developers, tourists and local people face tram survey).

Pedestrian survey Once for 5 years after opening (face to face pedestrian survey)

Business survey Once for 5 years after opening ✓

Non-user benefits Average AM and PM peak Highway survey Once for 1 year after opening. After Opening ✓ ✓ journey time per mile on key routes (journey time measurement)

User benefits Annual average daily and peak Passenger counts Biannually for the 1 year after opening After Opening ✓ ✓ hour passenger boardings report and Biannually for the year before the 5 years after opening reports

Bus/light rail travel time in On board tram timing In high and low season for the year After Opening ✓ ✓ peak period before the 1 year after opening report and in high and low season before the five years after opening report

Additional public transport use/mode shift from Face to face tram survey Once for 1 year after opening (face to After Opening ✓ ✓ highway face tram survey). Pedestrian survey Once for 5 years after opening (face to face pedestrian survey)

Commercially viable wider public transport Through BTS captured information Quarterly for the year before the 1 year After Opening ✓ ✓ network after opening report and quarterly before the five years after opening report

Change in visitor spend Face to face tram survey Once for 1 year after opening. After Opening ✓

Unanticipated outcomes Unknown Once for 1 year after opening. Once for 5 After Opening ✓ ✓ years after opening

5. Impacts

Introduction

5.1 Impacts are longer-term outcomes of the scheme. They are not anticipated to be directly measurable within the five years after opening or in some cases, measurable at all. Often, however, they can be inferred from results of the immediate and mature outcomes.

5.2 The impacts in the Logic Map have been aligned to the objectives of the scheme, shown in the first chapter of this report.

Table 22: Impacts

Scheme Logic Map Description LEP Metric Description Objective

1 Increased catchment of jobs and services available to local people

Increased productivity

2 Strengthened market position of Blackpool

Increased attractiveness of redevelopment sites

3 Overall transport Green House Gases (GHG)

4 Enhanced quality of life through: improved air quality, Average annual CO2 emissions improved road safety, positive perception of personal safety Accident rate

Casualty rate

Nitrogen oxide and particulate emissions

5 Improved access to employment, leisure, healthcare and educational opportunities

6 Commercially viable mode and wider PT network

Value for money (monetised and non-monetised impacts)

Methodology for M&E

Objective 1 Impacts

5.3 The objective 1 impacts are

• Increased catchment of jobs and services available to local people • Increased productivity 5.4 The TRACC analysis described in the previous chapter will indicate changes in the catchments of jobs and services available to local people of different socio-economic characteristics. 31

5.5 Productivity is not something that can easily be directly measured as it is based on a number of factors. However, if a larger catchment of people can reach more or higher skilled employment opportunities and businesses therefore have a greater labour pool because the scheme has made travel by public transport faster or more integrated, then it can be inferred that productivity is improved.

5.6 Commentary could be provided on these impacts following the catchment analysis required for the five years after opening report. The cost for this work is shown below.

Table 23: Costs for Reporting on Objective 1 Impacts

Total

One Year After Opening Five Years After Opening

ement

Analysis Project Management Reporting Data Collection Analysis Project Manag Reporting Data Collection

Time 0.5 0.5

Cost £392 £392

Objective 2 Impacts

5.7 The objective 2 impacts are

• Strengthened market position of Blackpool • Increased attractiveness of redevelopment sites 5.8 This is not an anticipated outcome for the scheme but could happen indirectly because of the presence of the scheme. Should there be redevelopment in Blackpool town centre or resort core, interviews with developers and local businesses should help to reveal the reason for this, specifically if the scheme helped to ground their investment decisions.

5.9 Commentary could be provided in the five years after opening report should this impact materialise.

Objective 3 Impacts and Objective 4 Impacts

5.10 The objective 3 impact is:

• Overall transport GHG 5.11 The objectives 4 impacts are:

• Enhanced quality of life through: improved air quality, improved road safety, positive perception of personal safety 5.12 Aligned to the impacts under objective 4 are the following LEP metrics:

• Average annual CO2 emissions

• Accident rate • Casualty rate • Nitrogen oxide and particulate emissions 5.13 Through the pedestrian and on tram face to face surveys it will be possible to calculate the vehicle kilometres saved as a result of people using the scheme. From this and the MEC approach as specified by WebTAG it is possible to ascertain changes in air quality and carbon emissions. The cost for this external analysis has been accounted for within the outcomes chapter under the section for pedestrian surveys.

5.14 In addition, because the scheme is located in an Air Quality Management Area (AQMA), standard monitoring of nitrogen oxide and particulates should be in place by the local authority. These measures can be used to show changes in local air quality. However, it would not be possible to directly attribute changes in air quality with the tram scheme.

5.15 Accidents and casualty information would be available to the Promoters through the STATS19 dataset. This is available annually and would illustrate changes in accidents within the vicinity of the scheme. However, it would not be possible to directly attribute changes in air quality with the tram scheme.

5.16 There would be an internal resource cost to analyse information associated with nitrogen oxide, particulates and STATS19 but an external cost associated with the reporting for the five years after opening report as shown below.

Table 24: Costs for Reporting on Objectives 3 and 4 Impacts

Total

One Year After Opening Five Years After Opening

roject roject

Analysis Project Management Reporting Data Collection Analysis P Management Reporting Data Collection

Time 0.5 0.5

Cost £392 £392

Objective 5

5.17 The objective 5 impact is:

• Improved access to employment, leisure, healthcare and educational opportunities

5.18 This could be considered as part of the catchment analysis seeing if the larger catchment as a result of the scheme included key amenities.

5.19 There would be no additional external costs associated with this as it would be added to the TRACC work analysis elsewhere. There would only be an external cost to provide text for the five years after opening report as shown below.

Table 25: Costs for Reporting on Objective 5 Impacts

Total

One Year After Opening Five Years After Opening

roject roject

Analysis Project Management Reporting Data Collection Analysis P Management Reporting Data Collection

Time 0.25 0.25

Cost £196 £196

Objective 6

5.20 The objective 6 impacts are:

• Commercially viable mode and wider public transport network • Value for Money (monetised and non-monetised impacts) 5.21 The commercial viability of the trams and buses would already be reviewed as part of the work for the mature outcomes for the scheme. Data would be continually collected to analyse the commercial position of the trams and buses by BTS beyond the scope of the M&E reporting timeframes so could be reviewed at a later stage if required.

5.22 Value for Money (VfM) would be calculated through a re-run of the appraisal model used in the business case from the following information gathered over the course of the M&E timeframes:

• Scheme Costs • Tram revenue • Tram operating costs • Tram run times • Passenger numbers • Highway journey times • Changes in vehicle kilometres 5.23 An external consultant would be required to undertake this work. The projected cost for this work is shown below.

Table 26: Costs for Reporting on Objective 6 Impacts

Total

One Year After Opening Five Years After Opening

Analysis Project Management Reporting Data Collection Analysis Project Management Reporting Data Collection

Time 3 1 1 5

Cost £2,352 £784 £784 £3,920

Unanticipated Impacts

5.24 The scheme may produce some unanticipated impacts. 2.5% has been added to the total M&E costs to cover the capturing and consideration of any such outcomes.

Appendix A: Benefits Realisation Profile

Link to Monitoring and Evaluation Plan Tracking the Benefits

Value one year after Value five years after Costs and methods associated with analysis ID Benefit Title Expected Level of Benefit Expected Level of Benefit (Source Data) Accountable Body Link to Logic Map Process for Measurement of Benefit Measurement Period Baseline Value opening opening of benefit

Development Resources / In- I1 Cost Report Rev 07 September 2017 Promoter Kind Resources Provided £1,286,000 Input Review of costs One Year After Opening (2020) Implementation Resources / I2 Expenditure and Funding Cost Report Rev 07 September 2017 Promoter Breakdown £22,743,207 Input Review of cost codes monthly One Year After Opening (2020) I3 Agreed Service Pattern Agreed pattern with BTS n/a Promoter Input Provide service agreement One Year After Opening (2020) Construction works aligns to the contract and approaches I4 Construction Contract n/a Promoter Contracts to complete the civils works package and utilities in place Input of the Commercial Case One Year After Opening (2020) Traffic Impacts from Contractor and OP1 n/a Quarterly qualitative assessment up to the opening of the Construction Promoters Appropriate mitigation practices in place to reduce traffic impacts from construction Output scheme One Year After Opening (2020)

Contractor and OP2a OJEU Notice Promoters Approximately 550m of twin track Output

Contractor and OP2b Business Case Tram Infrastructure Provision / Promoters Alterations to Urban Realm / Overhead line equipment (OLE) with 650 V DC for the scheme Output Type of Infrastructure Document Reference A14-4 Transport Contractor and OP2c Delivered 1 new eastbound only stop at Talbot Square Assessment Final Draft Promoters Output New Tramway Extension North Pier to Contractor and OP2d North Station online document for TWAO Promoters 1 terminus stop with two side platforms at Blackpool North Station Output Document Reference A14-4 Transport Contractor and Monitoring to ensure that what has been agreed in the OP2e Urban realm improvements between the tramway and Counting House public house Assessment Final Draft Promoters Output contracts is delivered One Year After Opening (2020)

Tram Service Changes / Type of OP3 Business Case Promoter Service Improvement Delivered Tracked through the high, shoulder and winter seasons or One Year After Opening (2020) can be reviewed through seasonal review of published and Five Years After Opening Output timetables (2023)

New Tramway Extension North Pier to Contractor and OP4a 1 new signalled junction at the Promenade / Talbot Road junction with pedestrian facilities and Advanced Cycle Stop Lines North Station online document for TWAO Promoters (ACSL) Output

Alterations to Highway Network / Improvements in Document Reference A14-4 Transport Contractor and OP4b Active Modes Facilities / Type Assessment Final Draft Promoters of Infrastructure Delivered 1 new signalled junction at the Talbot Road / Dickson Road / Topping Street junction with pedestrian facilities and new eastbound cycle lane Output New Tramway Extension North Pier to Contractor and OP4c Monitoring to ensure that what has been agreed in the North Station online document for TWAO Promoters 1 new signalled junction at Talbot Road / Cookson Street junction with pedestrian facilities and ACSL Output contracts is delivered One Year After Opening (2020) Improved public transport IO1 Unknown n/a Promoter Immediate Outcome integration On-tram and at stop face to face survey One Year After Opening (2020) Enhanced connectivity to local IO2 Unknown n/a Promoter Immediate Outcome tourist attractions On-tram and at stop face to face survey One Year After Opening (2020) One Year After Opening (2020) Better connectivity across the IO3 Increased number of people within 30 minute catchment of scheme TRACC Analysis Promoter Immediate Outcome and Five Years After Opening Fylde Coast sub-region TRACC analysis (2023) Better connectivity between One Year After Opening (2020) IO4 deprived areas and economic Increased number of people within deprived areas within 30 minute catchment of scheme TRACC Analysis Promoter Immediate Outcome and Five Years After Opening activity TRACC analysis and overlay census and IMD information (2023) One Year After Opening (2020) Increase in public transport IO5 £20.5m from economic appraisal Promoter Immediate Outcome Internal monitoring of operating costs by BTS to be and Five Years After Opening operating costs collected quarterly (2023) Telephone business surveys and pedestrian face to face IO6 Better built environment Unknown n/a Promoter Immediate Outcome surveys Five Years After Opening (2023) Enhanced perceptions of IO7 Unknown n/a Promoter Immediate Outcome personal safety On-tram and at stop face to face survey One Year After Opening (2020) Change in highway journey times / Average AM and PM Highway journey time surveys in AM and PM peak along IO8 Unknown n/a Promoter Immediate Outcome peak journey time per mile on Promenade and Talbot Road. Collected once for each key routes report after opening. One Year After Opening (2020)

Changes to footfall along IO9 2015 pedestrian counts Promoter Immediate Outcome Talbot Road

Pedestrian count on Talbot Road One Year After Opening (2020)

IO10 Reductions in carbon emissions £0.1m from economic appraisal/economic case Promoter Immediate Outcome On-tram and at stop face to face survey to reveal information to complete Marginal External Costs analysis One Year After Opening (2020) One Year After Opening (2020) IO11 Tram revenue £27.2m from economic appraisal/economic case Promoter Immediate Outcome Internal monitoring of revenue by BTS to be collected and Five Years After Opening quarterly (2023) One Year After Opening (2020) Better integration of town for the tram surveys. Only Five MO1 centre, resort core and Unknown n/a Promoter Mature Outcome On-tram and at stop face to face survey and business Years After Opening (2023) for promenade telephone surveys business surveys One Year After Opening (2020) Increased attractiveness of for the tram surveys. Only Five MO2 town centre to developers, Unknown n/a Promoter Mature Outcome On-tram and at stop face to face survey and business Years After Opening (2023) for tourists and local people telephone surveys business surveys

MO3 Non-user benefits £1.1m for commuters, £0.9m for business users, £2.0m for other users from economic appraisal/economic case Promoter Mature Outcome Highway journey time surveys in AM and PM peak along Promenade and Talbot Road. One Year After Opening (2020) Link to Monitoring and Evaluation Plan Tracking the Benefits

Boardings: Final Model, run 48 21-09-17 MO4 User benefits Mature Outcome Run times: Final Model inputs

Bispham to Blackpool North Station: 14 minutes in either direction One Year After Opening (2020) Pleasure Beach to Blackpool North Station: 15 minutes in either direction Annual Average Daily and peak hour passenger boardings and Five Years After Opening and light rail travel times in peak periods (2023) One Year After Opening (2020) Additional public transport MO5 £1.1m for commuters, £0.9m for business users, £2.0m for other users from economic appraisal/economic case Promoter Mature Outcome On-tram and at stop face to face survey and pedestrian and Five Years After Opening use/mode shift from highway surveys (2023) One Year After Opening (2020) Commercially viable wider MO6 Unknown n/a Promoter Mature Outcome Internal monitoring of revenue and operational costs by and Five Years After Opening public transport network BTS to be collected quarterly for bus and tram (2023) MO7 Change in visitor spend Unknown n/a Promoter Mature Outcome On-tram and at stop face to face survey One Year After Opening (2020) a Increased catchment of jobs Objective 1 Impactand services 1 available to local Unknown n/a Promoter Impact people As a result of TRACC analysis elsewhere Five Years After Opening (2023) Objective 1 ImpactIncreased 2 productivity Unknown n/a Promoter Impact As a result of TRACC analysis elsewhere Five Years After Opening (2023) Strengthened market position Objective 2 Impact 1 Unknown n/a Promoter Impact of Blackpool May arise from telephone surveys with businesses Five Years After Opening (2023) Increased attractiveness of Objective 2 Impact 2 Unknown n/a Promoter Impact redevelopment sites May arise from telephone surveys with businesses Five Years After Opening (2023)

Objective 3 ImpactOverall 1 transport GHG Unknown n/a Promoter Impact Pedestrian and on-tram surveys through the MEC Five Years After Opening (2023) analysis. Could also use monitoring data from the AQMA using data Objective 4 ImpactAverage 1 annual CO2 emissions Unknown n/a Promoter Impact Pedestrian and on-tram surveys through the MEC Five Years After Opening (2023) Objective 4 ImpactAccident 2 rate Unknown n/a Promoter Impact STATS19 data analysis Five Years After Opening (2023) Objective 4 ImpactCasualty 3 rate Unknown n/a Promoter Impact STATS19 data analysis Five Years After Opening (2023) Nitrogen oxide and particulate Objective 4 Impact 4 Unknown n/a Promoter Impact Pedestrian and on-tram surveys through the MEC emissions analysis. Could also use monitoring data from the AQMA Five Years After Opening (2023) Improved access to employment, leisure, Objective 5 Impact 1 Unknown n/a Promoter Impact healthcare and educational opportunities As a result of TRACC analysis elsewhere Five Years After Opening (2023) One Year After Opening (2020) Commercially viable mode and Objective 6 Impact 1 Unknown n/a Promoter Impact Internal monitoring of revenue and operational costs by and Five Years After Opening wider PT network BTS to be collected quarterly for bus and tram (2023) Value for money (monetised Objective 6 Impact 2 Unknown n/a Promoter Impact and non-monetised impacts) Re-run appraisal model with outturn information Five Years After Opening (2023)

Appendix B: Budget for Monitoring and Evaluation Plan

Baseline Report One Year After Opening Five Years After Opening Cost for Data Cost for Data Cost for Data Cost for Project Cost for Cost for Cost for Cost for Cost for Collection Project Collection Project Collection Total Analysis Manageme Reporting Analysis Reporting Analysis Reporting Costs Management Costs Management Costs nt Baseline Report Baseline Report £ 1,300 £ 650 £ 1,300 £ 3,500 £ - £ - £ - £ - £ - £ - £ - £ - £ 6,750 Inputs Total Inputs £ - £ - £ - £ - £ 714 £ 357 £ 714 £ - £ - £ - £ - £ - £ 1,786 Outputs Total Outputs £ - £ - £ - £ - £ - £ 357 £ 714 £ - £ - £ 392 £ 392 £ - £ 1,856 Tram F2F £ - £ - £ - £ - £ 714 £ 357 £ 357 £ 17,036 £ 392 £ - £ 392 £ - £ 19,249 Boardings and tram times £ - £ - £ - £ - £ - £ 357 £ 357 £ - £ - £ 392 £ 392 £ - £ 1,498 Ped Count £ - £ - £ - £ - £ 357 £ 357 £ 357 £ 6,045 £ - £ - £ - £ - £ 7,117 Ped F2F £ - £ - £ - £ - £ - £ - £ - £ - £ 1,568 £ 392 £ 784 £ 9,650 £ 12,394 Outcomes Catchment Analysis £ - £ - £ - £ - £ 2,143 £ 357 £ 357 £ - £ - £ - £ - £ - £ 2,858 Highway Survey £ - £ - £ - £ - £ 714 £ 357 £ 357 £ 3,847 £ - £ - £ - £ - £ 5,276 Business Surveys £ - £ - £ - £ - £ - £ - £ - £ - £ 3,920 £ 392 £ 784 £ - £ 5,097 Financial Data £ - £ - £ - £ - £ 357 £ - £ 357 £ - £ 392 £ - £ 392 £ - £ 1,498 Obj 1 £ - £ - £ - £ - £ - £ - £ - £ - £ - £ - £ 392 £ - £ 392 Obj 2 £ - £ - £ - £ - £ - £ - £ - £ - £ - £ - £ - £ - £ - Obj 3 £ - £ - £ - £ - £ - £ - £ - £ - £ - £ - £ 196 £ - £ 196 Impacts Obj 4 £ - £ - £ - £ - £ - £ - £ - £ - £ - £ - £ 196 £ - £ 196 Obj 5 £ - £ - £ - £ - £ - £ - £ - £ - £ - £ - £ 196 £ - £ 196 Obj 6 £ - £ - £ - £ - £ - £ - £ - £ - £ 2,352 £ 784 £ 784 £ - £ 3,920 Sub-Total £ 70,279 Unanticipated Outcomes 1.025 £ 72,036.16 Unanticipated Impacts 1.025 £ 73,837.07

Total £ 73,837.07