Public
Pennine Reach Monitoring and Evaluation Report One Year Review
Pennine Reach Monitoring Public and Evaluation Report 1/ Scheme Background and Context
Contents 1. Scheme Background and Context 3 1.1 Scheme Background 3 1.2 Expected Scheme Outcomes 3 1.3 Monitoring and Evaluation Requirements 4 1.4 Report Structure 6 2. Highway Improvements 7 2.1 The Delivered Pennine Reach Scheme 7 3. Monitoring and Evaluation 12 3.1 Background 12 3.2 Scheme Objectives 12 3.3 Scheme Build and Delivered Scheme 12 3.4 Cost 14 3.5 Travel Demand 15 3.6 Journey Times and Reliability 36 3.7 Impact on Economy 47 3.8 Value for Money Appraisal 48 3.9 Carbon Impact and Local Air Quality 49 3.10 Accidents and Road Safety 54 4. Summary and Conclusions 70 4.1 Summary 70 4.2 Conclusion 72
Figures Figure 3.1 - 2015 Model Spilt 19 Figure 3.2 - 2016 Model Spilt 19 Figure 3.3- Mode Choice along Pennine Reach Route 20 Figure 3.4 – DfT Road Traffic Estimates 23 Figure 3.5 – Summary to show patterns in vehicle traffic across a range of years. 24 Figure 3.6 – PSV Usage Summary 25 Figure 3.7 - Passenger Journeys for LCC and BwDBC 26 Figure 3.8 - Passenger Journeys in England 27 Figure 3.9 - Bus Journeys Originating by Local Authority 28 Figure 3.10 - Estimated NET Support 29 Figure 3.11 - Estimated NET Support for England 30 Figure 3.12 - Non-Frequent Bus Services Running on Time 31 Figure 3.13 - Non-Frequent Bus Services Running on Time in England 32 Figure 3.14 - Ewood and Darwen Journey Times 40 Figure 3.15 - Furthergate Journey Times 41 Figure 3.16 - Rishton Journey Times 41 Figure 3.17 – Church Gateway Journey Times 42 Figure 3.18 – Clayton-le-Moors Journey Times 43 Figure 3.19 - AQMA 3 51 Figure 3.20 - AQMA 5 52
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Figure 3.21 - Darwen and Ewood Annual NO2 52 Figure 3.22 - Road Accident Data for the Previous Blackburn Bus Station Site 55 Figure 3.23 - Accident Data for the New Blackburn Bus Station Site 56 Figure 3.24 - Road Accident Data for the Previous Accrington Bus Station Site 57 Figure 3.25 - Accident Data for the New Accrington Bus Station Site 58 Figure 3.26 - Accident History Data A666 / Hollins Grove Street / Ernsdale Road 59 Figure 3.27 - Accident History Data for A666 / Earcroft Way 60 Figure 3.28 - Accident Data History for A666 / Branch Road 61 Figure 3.29 - Accident Data History for Ewood Gyratory 62 Figure 3.30 - Accident Data History for Futhergate 63 Figure 3.31 - Accident History Data for Eanam Roundabout and Furthergate 64 Figure 3.32 - Accident History Data for Rishton Study Area 65 Figure 3.33 - Accident Data History for Towngate 66 Figure 3.34 - Accident History Data Clayton-le-Moors Study Area 67 Figure 3.35 - Accident Data History for the Churchgate Study Area 68
Tables Table 1.1 - Indicators to be used to assess the Effectiveness of the Pennine Reach Scheme 5 Table 3.1 – AADT Data for Lancashire Local Authority 16 Table 3.2 - AADTs for Blackburn with Darwen Local Authority 17 Table 3.3 - Blackburn Cordon Count Comparison 2015-2018 (Vehicle) 21 Table 3.4 - Blackburn Cordon Count Comparison 2015-2018 (People) 21 Table 3.5 - Darwen Cordon Count Comparison 2015-2017 (Vehicle) 22 Table 3.6 - Darwen Cordon Count Comparison 2015-2017 (People) 22 Table 3.7 - Customer Satisfaction at Blackburn Bus Station 33 Table 3.8 - Customer Satisfaction at Accrington Bus Station 34 Table 3.9 - Bus Service Customer Satisfaction Results 35 Table 3.10 - Bus Time Compliance 36 Table 3.11 - Bus Journey Times 38 Table 3.12 - Relative accessibility to each destination using 2018 bus timetable data 45 Table 3.13 - Comparison of relative accessibility between 2016 and 2018 bus timetable 46 Table 3.14 – Authority Monitoring Report Economic Outputs 47 Table 3.15 – Scheme Value for Money Appraisal Update 48 Table 3.16 - AQMA in Blackburn with Darwen 50 Table 3.17 - AQMA, Hyndburn 53 Table 3.18 – Road Summary Location 69
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1. Scheme Background and Context 1.1 Scheme Background
The Pennine Reach scheme is designed to provide a high-quality bus priority service to enhance the public transport network between Accrington and Blackburn via Clayton-le-Moors, Great Harwood, Rishton and Oswaldtwistle; and between Accrington, Blackburn and Darwen.
To provide the high-quality bus priority service the scheme aimed to include the following:
A fleet of high quality, modern buses;
Dedicated bus priority in the most congested areas;
Improvements to traffic signals to give bus priority and to shorten journey times, reduce delays and improve service reliability (traffic signal improvements will also include improvements to pedestrian and cycle facilities where possible);
The signalisation of several junctions around the route to improve traffic flow and bus priority;
Improved passenger waiting facilities;
Improved ticketing and innovative ticketing solutions;
Real-time, ‘up-to-the-minute’ bus timetable information;
Improved feeder bus routes;
Complimentary cycling and walking facilities; and
Improved bus stations in both Blackburn and Accrington.
1.2 Expected Scheme Outcomes
The expected aims and objectives of the Pennine Reach scheme are stated within Section 1.2 and 1.3 of the Pennine Reach Monitoring and Evaluation (M&E) Baseline Report completed by Capita in 2015. The aims and objectives are as follows:
‘The project aims to make public transport an attractive alternative to the private car through a mix of infrastructure improvements, new technology and high-quality buses.
The aims of the project are to:
Reduce bus journey times;
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Improve the reliability of bus services;
Improve public transport provision to key strategic employment sites;
Support the regeneration of East Lancashire’s towns; and
Reduce congestion on the road network……
…. The scheme will help improve the quality of life for residents and visitors in East Lancashire by making it easier for people to:
Commute to work;
Travel to schools and colleges;
Access health, leisure and retail facilities; and
Get quick and easy access to and from town centres.’
1.3 Monitoring and Evaluation Requirements
This M&E Report provides a one year post opening assessment of the impacts of the Pennine Reach scheme. This M&E Report will be focused on measuring the performance, understanding scheme impacts and disseminating this to Government and wider stakeholders.
The data utilised within this one-year assessment will concur with data used within the Pennine Reach M&E Baseline Report, 2015, using monitoring and evaluation methods identified within the Pennine Reach M&E Plan, 2013.
The approach taken for the monitoring and evaluation of the Pennine Reach scheme has been driven by best practice guidance and the key object of the evaluation is to monitor the progress of the scheme against standard measures outlined in the Department for Transport (DfT) guidance at key stages.
Table 1.1 overleaf presents the indicators to be used to assess the effectiveness of the scheme against the objectives.
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Table 1.1 - Indicators to be used to assess the Effectiveness of the Pennine Reach Scheme
Item Stage Data collection Collection & review stage method 1. Scheme build Input During delivery Project Board 2. Delivered scheme Output – delivered During delivery/ Post Project Board product, changes in opening scope 3. Costs Input – financial analysis During delivery and Project Board post opening 4. Scheme objective 1: Output/outcome/impact Pre or during delivery Numerical counts Increase passengers and post opening 5. Scheme objective 2: Impact Pre or during delivery Analysis of land Facilitate economic growth and post opening available for development 6. Scheme objective 3: Impact Pre or during delivery Numerical counts, Reduce congestion and and post opening traffic modelling, carbon emissions 7. Travel demand Outcome Pre or during delivery Numerical counts and post opening 8. Travel times and Outcome Pre or during delivery Numerical counts reliability and post opening 9. Impacts on Economy Impact Pre or during delivery Numerical counts and post opening 10. Carbon impact Impact Pre or during delivery Numerical and and post opening calculations 11. Noise impact Outcome Pre or during delivery Numerical and and post opening calculationsonito 12. Local Air Quality Outcome Pre or during delivery Numerical and post opening 13. Accidents Outcome Pre or during delivery Numerical and post opening
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1.4 Report Structure
The following measures (covering inputs, outputs, outcomes and impacts) were identified within the Pennine Reach M&E Plan 2013, and presents the remaining structure of this report:
Highway Improvements Monitoring and Evaluation - Scheme objectives - Scheme build and delivered scheme - Costs - Travel demand - Travel times and reliability of travel times - Impacts on the economy - Carbon impacts
Given that Pennine Reach is a Public transport scheme it was determined that a fuller evaluation would be carried out and include additional measures to those specified as standard. The measures include:
- Noise impact
- Local air quality
- Accidents
Summary and Conclusions
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2. Highway Improvements
The highway improvements proposed as part of the Pennine Reach Scheme that have been delivered are described within this following section.
2.1 The Delivered Pennine Reach Scheme
2.1.1 Darwen – A666 / Hollins Grove Street / Earnsdale Road Staggered Junction The A666 / Hollins Grove Street / Ernsdale Road staggered junction has been upgraded to a signalised staggered junction to improve traffic flow and to provide enhanced pedestrian crossing facilities. Road resurfacing has also been included adjacent to Johnson Swimming Baths to provide improved on-street parking facilities.
2.1.2 Earcroft Bus Priority Prior to the Pennine Reach Scheme, on-street frontage parking with Victorian infrastructure, limited bus priority and scope to address congestion issues, with older traffic signal infrastructure also negatively impacting the local highway network.
The Pennine Reach improvements included the creation of off-street parking on land purchased by the Council through the scheme (Lancashire Laminators Factory), to increase capacity of the junction and associated infrastructure – widening the Blackburn bound carriageway from one lane to two (inbound bus lane) to provide additional space for the scheme. An upgrade to the pedestrian crossing point at View Road across the A666 was also provided.
Outputs:
Inbound bus lane with 7am-7pm Monday to Saturday bus priority for the main Blackburn – Darwen bus route (bus every 7/8 minutes) which enables service and school buses to get to the front of the queue; Scheme has not been detrimental to general traffic; and
2.1.3 Bolton Road / Branch Road The Pennine Reach Scheme included the introduction of a Blackburn bound bus lane between Cravens Avenue and Branch Road, with 24-hour permanent bus priority via bus gate signals to give buses priority over other traffic, and improve traffic flow. A new bus stop layout has been included to improve traffic flows and bus accessibility, and a new upgraded Branch Road / Bolton Road junction to include new traffic signals with specialist equipment to detect buses and provide improved pedestrian crossing facilities.
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2.1.4 Ewood Bus hub Prior to the Pennine Reach Scheme, the Ewood Gyratory system did not work effectively for general traffic, especially at peak times, and presented significant issues for pedestrians attempting to cross two / three lanes of traffic.
The improvements aimed to address both general traffic, pedestrian crossings and public transport issues, and to open up parcels of land for future development.
Outputs:
New section of highway constructed at “Alan Shearer Way” which has allowed the southbound carriageway of Bolton Road to be used for a new bus interchange area, and to enable effective public transport and cycle priority; New roundabout at the bottom of Livesey Branch Road which has alleviated the need for the old gyratory system and has simplified vehicle movements; Revised access to Ewood Cottages which has made movements safer; Access to traveller site and match day car parks amended; Access to Blackburn Rovers match day car parks amended and post-match movements accommodated within the new system; and Scheme has provided significantly improved pedestrian crossing facilities.
2.1.5 Furthergate Bus Lanes including Burnley Road / Accrington Road New Junction The Furthergate / Accrington Road corridor is a major gateway into Blackburn with Darwen from the M65 Junction 6 at Whitebirk. Previous issues prior to the Pennine Reach Scheme included unreliable journey times for general traffic and local buses, and Air Quality Management Area designated at the junction of Burnley Road and Accrington Road.
Outputs:
Comprehensive bus priority measures have been delivered in both directions along the length of Furthergate; Bus lanes give significant priority over general traffic and ties in with existing priority measures, particularly on outbound journeys from Blackburn Town Centre; New junctions have improved the reliability and punctuality of bus services; and New signalised junction at Harwood Street has introduced bus priority and enhanced pedestrian crossing facilities.
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2.1.6 Blackburn Bus Station Blackburn’s new Bus Station has formed one of the key cornerstones of the Pennine Reach Scheme. Being located in the heart of Blackburn Town Centre next to the Mall and Markets has provided greater access to retail, leisure and employment destinations in the Town Centre and has underpinned complementary investment in the Borough’s highways and transport infrastructure.
The 14 stand bus station accommodates approximately 2.5 million passenger journeys per year and is a major hub for bus services in the local area, with key destinations of Manchester, Preston, Darwen, Bolton, Accrington, Clitheroe, Burnley and Rawtenstall.
The Bus Station’s running costs and ongoing maintenance are contributed to by:
The introduction of departure charges, currently at 75 pence per departure for local buses and £1.75 for National Express; Leasing parts of the bus station for small retail – 2 retail pods housing a Newsagents and “Grab-and-Go” food and drinks retailer; Leasing part of the hub building within the bus station to Transdev for bus operations Charging for the use of public WCs, currently priced at 20 pence; and Electronic advertising on 5 “totems” on the concourse area.
Since opening on 1st May 2016, the Council manages the operation of the facility, with supervision, cleaning, security and management being undertaken in one operational unit. Major local bus company Transdev have operational space on the ground floor of the hub building for Company Inspectors and Supervisory staff and canteen / rest area space on the first floor area.
The bus station is staffed by trained security / welcoming staff from the first bus to the last bus – approximately 5am to 11pm, in addition to Transdev Inspectors and Supervisors. All are trained to provide advice to passengers and customers.
The following facilities for passengers have been provided within the Bus Station:
Counter area at the hub building providing verbal and printed public transport information; Female, male and disabled WCs; 2 small retail units – Grab and go food and drink plus Newsagents; 5 large information screens on arrival directing passengers to bus stands; 14 smaller screens at the stands showing scheduled and real-time departures;
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Facility to purchase and top-up NoWSTAR smartcards within the Journey Planning Unit; Seating areas for passengers to wait for departures; and CCTV and Public Wi-Fi.
2.1.7 Bus Shelter Renewals All bus stops on the major Pennine Reach corridors have been upgraded as part of the Pennine Reach Scheme. Shelters have been upgraded to gold and bronze standards, to the Pennine Reach specification with 114mm polished steel and glazing as standard, which provide a much lighter and more welcoming experience for passengers. Stops have also been upgraded to full Equality Act level access.
In the planning stage of Pennine Reach BwDBC ended the advertising arrangement with Clear Channel (formerly Adshel) and a large number of time expired shelters were upgraded along the route. BwDBC now sells its own advertising space on shelters, the income of which is used to support public transport co-ordination activities in the Borough.
2.1.8 Realtime Bus Information The following facilities have been provided which have enhanced the passenger experience in Pennine Reach area:
Large departure summary screens and “at-stand” departure screens at Blackburn and Accrington Bus Stations; Electronic Advertising screens at Blackburn Railway Station Interchange, Blackburn Bus Station and Accrington Bus Station; Journey planning units at Blackburn Bus Station, Accrington Bus Station, Blackburn Railway Station Interchange and Darwen Market; Realtime journey screens at Blackburn Market, Blackburn Railway Station Interchange, Barbara Castle Way Health Centre, Accrington Railway Station and Accrington Victoria Hospital; Update to existing real-time and journey planning units at Royal Blackburn Hospital and Blackburn College; and 27” stretch real-time screens at key bus stops including Darwen Town Centre, Blackburn Railway Station Interchange, Ewood bus interchange and Blackburn Town Hall.
Realtime information is also provided via the Transdev Go mobile phone app.
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2.1.9 Bus Lane Enforcement System To enable the effective operation of Pennine Reach services, a number of bus priority areas and bus lanes are enforced by a camera system, linked with the Council’s PCN issuing back office.
2.1.10 Smart Ticketing Systems Passengers can now pay for bus journeys in the Pennine Reach operating area of Blackburn with Darwen and Hyndburn a number of different ways via:
- NoWCARD Smartcard: Stored Travel Rights (STR) credit can be loaded onto any ITSO smartcard (NoWSTAR branded) and then used for travel on local bus company services in Blackburn with Darwen and Hyndburn. STR credit can either be loaded onto ITSO smartcards on bus, or at Ticket Vending Machines in Blackburn and Accrington Bus Stations. STR is interchangeable between local operators and enables easier multi- operator travel; and - Transdev Go travel app: By mobile ticketing app, offered by Transdev.
The introduction of mobile and smart ticketing has contributed to quicker boarding times and an increase in cashless travel across the Pennine Reach area.
2.1.11 Improved Urban Traffic Management Systems Junctions along the Pennine Reach route have been upgraded with intelligent systems and junctions linked together with SCOOT technology.
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3. Monitoring and Evaluation 3.1 Background
The baseline conditions for the Pennine Reach route have been identified within the Pennine Reach M&E Baseline Report. The baseline report provides an assessment of data from a range of available sources from the year 2010 to 2015.
This M&E Report will provide an assessment of the Pennine Reach Scheme following methods identified within the Pennine Reach M&E Plan 2013, by using data from a range of available sources from 2016 to 2018.
3.2 Scheme Objectives
The objectives for the Pennine Reach Scheme were determined within the Pennine Reach M&E plan. The primary objectives are to develop a modern, attractive, efficient and reliable public transport network that would achieve the following:
Increase passenger numbers on public transport through dedicated bus priority and better information creating faster, more reliable journey times;
Facilitate economic growth through sustainable regeneration; and
Reduced congestion and carbon emissions.
The following sections within this M&E report will demonstrate how the Pennine Reach Scheme has achieved the scheme objectives one year after to completion.
3.3 Scheme Build and Delivered Scheme
The improvements proposed as part of the Pennine Reach scheme, along with their expected delivery timeframes are presented overleaf:
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Programme Start / Completion Comments Date Section 1 – A666 Branch Road – Works Complete February 2014 / October 2015 (Darwen to Ewood) Earcroft – Works Complete Section 2 – Ewood Gyratory, Blackburn August 2014 / January 2016 Works completed Section 3 - Ewood - - to Blackburn Section 4 – Blackburn Bus March 2014 / April 2016 Works Completed Station Section 5 – Burnley Road to Copy Nook - Works Furthergate Link Completed Road & September 2014 / May 2016 Gorse Street Link Road – Works Section 6 – Burnley Completed Road Section 7 – Rishton - Works Completed Junction Section 8 – Great Harwood Bus - Works Completed Interchange Section 9 – Lomax - Works Completed Square Section 10 – Whalley Road – - Works Completed Hyndburn Road, Great Harwood Section 11 – Clayton-le Moors
Hare and Hounds
Phase 1 Works started March 2016 Works Completed
Car Parking Works Completed Clayton Street and -
Canal Street
Works Completed Frank Street -
Works Completed Sparth Road -
Works Completed Bus Lane - Enforcement Section 12 - May 2016 / July 2016 Works Completed Accrington Section 13 – - Works Completed Blackburn Road Section 14 – Church - Works Completed Gateway
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Section 15 – - Works Completed Oswaldwistle Section 16 – Bus Stop Improvements February 2014 / October 2014 Works Completed BwDBC Section 17 – Bus Stop Improvements - Works Completed LCC
The Pennine Reach scheme is now complete.
3.4 Cost
The overall cost of the scheme including development, construction and land/compensation costs was estimated at £39.9m. The bid to the DfT was for a contribution of £31.9m with the balance of £8m funded by the two promoting councils through a variety of local sources.
An updated assessment of the Pennine Reach scheme cost, including a breakdown of technology, land and construction costs for the local authority areas of BwDBC and LCC is presented below:
Forecast Cost Forecast Total Cost Difference Technology £4,068,635 £3,667,279 -£401,356 Costs
BwDBC LCC BwDBC LCC BwDBC LCC
Land Costs £2,281,450 £1,759,240 £2,216,276 £1,055,756 -£65,174 -£703,484
Construction £20,381,520 £9,723,303 £25,521,570 £11,008,148 +£5,140,050 +£1,284.845 Cost
A grand summary of the Pennine Reach Scheme costs are shown below, with construction costs rising and the total project over spending by approximately £3.6m, to a total of £43.5m.
Full Approval Forecast Total Spend Construction £30,104,823 £36,529,718.17 Costs Technology & £4,068,635 £3,667,279.34 Ticketing Costs Land Purchase £4,040,690 £3,272,031.73 Cost Inflation £814,950 Sub Total £39,029,098 £43,469,029.24
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Risk Allowances £864,370 Total Cost £39,893,468 £43,469,029.24
The cost increases were attributable to:
- Additional Statutory Undertakers diversions (unchartered) at Ewood Gyratory and Furthergate which had significant impacts on the phasing of these project packages
- Cost increases associated with the original Blackburn Bus Station main contractor Thomas Barnes and Sons going into receivership and the following appointment of a replacement contractor, leading to significant additional costs being borne by the project.
3.5 Travel Demand
3.5.1 Annual Average Daily Traffic – Traffic Flows Annual Average Daily Traffic (AADT) flows have been taken from the DfT Traffic Counts1 for the local authorities of Blackburn with Darwen Borough Council (BwDBC) and Lancashire County Council (LCC). In line with the Pennine Reach M&E Baseline Report, the following road links have been reviewed within LCC:
A678 Holt Street;
A678 Higher Firs Drive;
B6535;
A679 Richmond Crescent; and
A680 Whalley Road.
The AADT data for the Lancashire sites for the year 2015 and 2016 are illustrated in Table 3.1 overleaf.
1 https://www.dft.gov.uk/traffic-counts/
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Table 3.1 – AADT Data for Lancashire Local Authority
The results within Table 3.1 show that AADTs have remained relatively static across all sites within LCC. It can be seen that between the year of 2015 and 2016 a decrease of -3% Motor Cycles (MC), -2% cars, -6% Heavy Goods Vehicles (HGV) and 65 Passenger Service Vehicles (PSV) is observed, with an increase of 10% Pedal Cycles (PC) seen across all sites. The most significant change in AADTs are observed at the A679 Richmond Crescent and the A680 Whalley Road sites.
2015 2016 Change Road PC MC Car PSV LGV HGV PC MC Car PSV LGV HGV PC MC Car PSV LGV HGV
A678 Holt St 68 98 9128 87 1499 220 70 96 9140 85 1567 218 3% -2% 0% -2% 5% 1% A678 Higher Firs Dr 30 54 3958 92 880 293 31 54 3964 90 920 293 3% 0% 0% -2% 5% 0% B6535 73 104 9675 93 1589 233 75 102 9689 90 1661 231 3% -2% 0% 3% -5% -1% A679 Richmond 42 76 8054 300 1394 184 63 69 7541 242 995 119 Crescent 50% -9% -6% -19% -29% -35% A680 Whalley Rd 16 100 17289 41 2527 241 14 99 16895 41 2716 239 -13% -1% -2% 0% 7% -1% Total 229 432 48104 613 7889 1171 253 420 47229 548 7859 1100 10% -3% -2% -11% 0% -6%
In line with the Pennine Reach M&E Baseline Report, the following road links have been reviewed within BwDBC:
A6119 Whitebirk Drive;
A679 Accrington Road;
A6078 Higher Auderly Street;
A666 Ramsgreave Drive;
A678 Accrington Road;
A6078 Park Road; and
A6078 Great Bolton Street
The AADT data for the BwDBC sites for the year 2015 and 2016 are illustrated in Table 3.2 overleaf:
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Table 3.2 - AADTs for Blackburn with Darwen Local Authority
2015 2016 Change Road PC MC Car PSV LGV HGV PC MC Car PSV LGV HGV PC MC Car PSV LGV HGV A6119 Whitebirk 57 141 8607 102 1513 252 53 134 8812 101 1625 259 -7% -5% 2% -1% 7% 3% Drive A679 Accrington 30 48 7777 374 746 74 28 46 7962 372 801 77 -7% -4% 2% -1% 7% 4% Road A6078 Higher Auderly 40 91 20372 117 2120 246 37 90 19907 117 2278 240 -8% -1% -2% 0% 7% -2% Street A666 Ramsgreave 38 22 11230 139 1382 180 35 21 11498 138 1484 186 -8% -8% 2% -1% 7% 3% Drive A678 Accrington 64 108 20139 640 2512 492 50 106 15068 514 1874 376 -22% -2% -25% -20% -25% -24% Road A6078 Park Road 29 41 14910 13 1689 167 27 40 15266 13 1813 173 -7% -2% 2% 0% 7% 4% A6078 Great Bolton 40 40 16123 194 1351 175 37 38 16508 193 1451 182 -8% -5% 2% -1% 7% -4% Street Total 298 491 99158 1579 11313 1586 267 475 95021 1448 11326 1493 10% -3% -4% -8% 0% -6%
The results within Table 3.2 show that AADTs have remained broadly constant across all sites within the local authority of BwDBC.
It can be seen that between the year of 2015 and 2016 a decrease of -3% MCs, -4% cars, -8% PSVs and -6% HGVs is observed across all sites. The most significant change in AADTs is seen for the A678 Accrington Road site, where car usage decreases from 20,139 in 2015 to 15,068 in 2016, a total reduction of -25%. However, it is likely that this reduction is a consequence of the scheme delivery and associated road works during this period.
Summary It can be seen from Table 3.1 and Table 3.2 that both the LCC and BwDBC sites observed an overall decrease in AADTs between the baseline year of 2015 and the review year of 2016.
The significant change in AADTs observed at the A678 Accrington Road site, is likely a result of road works at Furthergate being completed within June / July 2016 and therefore at this point traffic being redistributed back across the network.
3.5.2 Annual Average Daily Traffic – Model Spilt To provide an assessment of the modal spilt along the Pennine Reach route AADTs extracted from DfT Traffic Counts have been utilised. The count point data used for this assessment
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concurs with data used within the Pennine Reach M&E Baseline Report. A baseline year of 2015 and a review year of 2016 will be assessed. The count points used are as follows:
Count Point 7446: A680 between A678 and B6535; Count Point 7981: A678 between A677 and A6119 roundabout; Count Point 8415: A679 between B6236 and B6199; Count Point 27451: A666 between B6391 and Lark Street;
Count Point A679: A679 between A677 and B6236; Count Point A678: A678 between Woodside Avenue and B6535; Count Point 37513: A680 between A679 and A678; Count Point 47459: A666 between M65 and A6062; Count Point 57444: A677 between A678 and A679; Count Point 73065: A679 between A6119 and Lancashire Boundary; Count Point 74496: A666 between Watery Lane and M65 Slip Road; Count Point 74524: A678 between A6119 and Lancashire Boundary;
Count Point 77754: A679 between Percy Street and A6185; Count Point 77757: A678 between M65 / A119 and Woodside Avenue; Count Point 77769: A666 between Lark Street and Watery Lane; Count Point 81190: A678 between A6078 and A679; Count Point 81192: A6078 between Park Road and A678; Count Point 81432: A666 between A6062 and A6078; Count Point 77771: A679 between Lancashire Boundary and Richmond Crescent; Count Point 8561: A679 between Richmond Crescent and Percy Street; and
Count Point 73066: A678 between Lancashire Boundary and M65.
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Figure 3.1 and Figure 3.2 show the model spilt across all sites within the study area for the baseline year of 2015 and the review year of 2016.
Figure 3.1 - 2015 Model Spilt Figure 3.2 - 2016 Model Spilt
2015 0.4% 2016 2.8% 0.4% 2.7% 0.6% 0.6%
1.9% 2.0% 12.7% 12.8%
81.6% 81.7%
Cycles Motorcycles Cars PSV LGV HGV Cycles Motorcycles Cars PSV LGV HGV
It can be seen from Figure 3.1 and Figure 3.2 that car has remained the most popular mode choice within the year 2015 and 2016, followed by LGV, HGV and PSV respectively.
Figure 3.3 shows the modal spilt for PC, MC, cars, PSV, LGV and HGV for the year 2016 with the percentage change between 2015 and 2016.
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Figure 3.3- Mode Choice along Pennine Reach Route
Review of Mode Choice 250000 6.8% 8%
6%
200000 4%
2% 150000 0% -2.8% -3.5% -2% 100000 -3.9% -4%
50000 -6% -8.7% -9.3% -8%
0 -10% Cycles Motorcycles Cars PSV LGV HGV
2016 Change %
Year Cycles Motorcycles Cars PSV LGV HGV 2015 1058 1677 240807 5776 37452 8314 2016 1130 1630 231425 5274 36155 7538 The results from Figure 3.3 show that there has been no change in the modal spilt, with car remaining the preferred method of travel on the Pennine Reach route, followed by LGV, HGV and then PSV. A decrease is seen between 2015 and 2016 in the number of trips made by MC, car, PSV, LGV and HGV, with PC having an increase in trips of 6.8%.
Summary It can be seen from Figure 3.1, Figure 3.2 and Figure 3.3 that MC, Car, PSV, LGV and HGV all observe a decrease is usage from 2015 to 2016, however there are no significant changes in the modal spilt with car remaining the preferred method of travel.
3.5.3 Cordon Count Data Cordon counts were undertaken for BwDBC by CTS Traffic and Transportation for areas of Blackburn and Darwen. The Blackburn cordon counts were undertaken on Monday 23rd April to Sunday 29th April 2018, while the Darwen cordon counts were undertaken on Thursday 21st September 2017 only. The observed 2018 and 2017 cordon count data will be compared with cordon counts undertaken in Blackburn and Darwen within the baseline year of 2015. The results of the assessment are presented overleaf:
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Table 3.3 - Blackburn Cordon Count Comparison 2015-2018 (Vehicle)
2015 2018 Change
Car / Car / Car / Time Bus MC HGV Bus MC HGV Bus MC HGV LGV LGV LGV 07:30- 76 5031 51 84 59 6045 16 168 -17 1014 -35 84 09:30 10:30- 49 2831 10 86 36 3662 1 128 -13 831 -9 42 12:00 13:00- 52 2940 18 73 42 3693 0 129 -10 753 -18 56 14:30 15:30- 80 5572 31 75 63 6960 25 130 -17 1388 -6 55 18:30 12 Hour 409 25031 152 557 200 20360 44 941 -209 -4671 -109 384 Total
Table 3.4 - Blackburn Cordon Count Comparison 2015-2018 (People)
2015 2018 Change Car / Car / Car / Time Bus Peds PC MC HGV Bus Peds PC MC HGV Bus Peds PC MC HGV LGV LGV LGV 07:30- 388 6679 505 28 54 105 459 8023 505 15 17 218 71 1344 0 -13 -37 113 09:30 10:30- 341 4005 509 12 10 106 280 5223 469 12 2 164 -61 1218 -40 0 -8 58 12:00 13:00- 196 4188 565 12 18 88 187 5255 493 15 0 165 -9 1067 -72 3 -18 77 14:30 15:30- 244 7385 828 35 33 93 251 9307 548 47 26 164 7 1922 -280 12 -7 71 18:30 12 Hour 1975 34547 4018 123 157 683 1177 27808 3458 130 48 1205 -798 -6739 -560 7 -109 522 Total Summary
The results from Table 3.3 show that a decrease in buses, cars/LGVs and MCs is observed along the Pennine Reach route in the area of Blackburn, with a decrease of -209 buses, -4671 cars/LGVs and -109 MCs seen, an increase of approximately 384 HGVs is however observed. Overall, a clear decrease in the total number of vehicles observed along the Pennine Reach route within the area of Blackburn is seen.
The results from Table 3.4 show an overall decrease in the amount of people travelling by bus, car/LGV and MC, with an increase in the number of pedal cyclists and people in HGVs observed.
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Table 3.5 - Darwen Cordon Count Comparison 2015-2017 (Vehicle)
2015 2018 Change
Car / Car / Time Bus Car / LGV MC HGV Bus MC HGV Bus MC HGV LGV LGV
07:30- 33 2433 11 164 36 2361 11 123 3 -72 0 -41 09:30
10:30- 24 1364 7 130 22 1465 1 103 -2 101 -6 -27 12:00
13:00- 23 1679 7 120 21 1574 2 118 -2 -105 -5 -2 14:30
15:30- 41 3113 15 93 38 3445 29 94 -3 332 14 1 18:30
12 Hour 192 13154 61 882 117 8845 43 438 -75 -4309 -18 -444 Total
Table 3.6 - Darwen Cordon Count Comparison 2015-2017 (People)
2015 2018 Change Car / Car / Car / Time Bus Peds PC MC HGV Bus Peds PC MC HGV Bus Peds PC MC HGV LGV LGV LGV 07:30- 207 3258 369 14 11 216 217 3157 358 14 13 158 10 -101 -11 0 2 -58 09:30 10:30- 134 2051 209 2 7 178 99 2157 158 1 1 133 -35 106 -51 -1 -6 -45 12:00 13:00- 202 2492 329 8 7 161 153 2353 312 16 3 163 -49 -139 -17 8 -4 2 14:30 15:30- 270 4177 615 18 16 122 256 4655 692 45 31 125 -14 478 77 27 15 3 18:30 12 Hour 1317 18793 2329 57 62 1185.5 725 12322 1520 76 48 579 -592 -6471 -809 19 -14 -607 Total
Summary
The results from Table 3.5 show that a decrease in buses, cars/LGVs, MCs and HGVs is observed along the Pennine Reach route in the area of Darwen, with a decrease of -75 buses, - 4309 cars/LGVs, -18 MCs and -444 HGVs seen. Overall, a clear decrease in the total number observed motorised traffic along the Pennine Reach route within the area of Darwen is seen.
3.5.4 National Trends To compare DfT AADT data and Cordon Count Data with National Trends, the DfT Provision Road Traffic Estimates: Great Britain 2017 Report2 has been reviewed.
2 https://assets.publishing.service.gov.uk/government/uploads/system/uploads/attachment_data/file/722302/road- traffic-estimates-in-great-britain-2017.pdf
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The document states that in Great Britain (GB) all motorised vehicle traffic per mile has increased by 1.3% from the previous year, while the results from the AADT data on the Pennine Reach route shows a decrease in all motorised vehicle usage by -1.8% and -3.2% within the local authority areas of LCC and BwDBC respectively. Figure 3.4 shows the changes in vehicle miles travelled by selected vehicle types from 2007 to 2017 in Great Britain.
Figure 3.4 – DfT Road Traffic Estimates
The statistics in Figure 3.4 show that vehicle miles by selected vehicle types in GB have increased from 2013 to 2017. Traffic increase in GB includes car and taxi usage within an increase of 1.1%, LGVs with an increase of 2.7%, and HGVs with an increase of 1.2%.
A further breakdown of percentage change within GB is presented in Figure 3.5.
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Figure 3.5 – Summary to show patterns in vehicle traffic across a range of years.
The results from Figure 3.5 shows that the majority of changes in modal spilt along the Pennine Reach route are on par with the changes seen at a national level.
The changes in PSV (Bus) usage at a national level shows that a decrease of -11.4% for the year 2012 and a decrease of -3.4% for the year 2016, although an overall reduction is seen for PSV usage this decrease has improved over the previous five years. Figure 3.6 provides a detailed breakdown of PSV usage within the local authority areas of LCC and BwDBC from 2006 to 2016.
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Figure 3.6 – PSV Usage Summary
PSV Usage in the Local Authority Areas of LCC and BwDBC 7000 5.1% 6%
4% 6500 2% 0.5% 0.2%
6000 -1.3% -1.3% 0% -3.0% -2% -3.6% -3.5% 5500 -4% -5.9% -6% 5000 -8.7% -8%
4500 -10% 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016
PSV Usage Percentage Change in Usage
It can be seen from Figure 3.6 that PSV usage in the local authority areas of LCC and BwDBC has fluctuated between 2006 to 2016. In 2012 an increase of 5.1% in PSV usage is observed with a decrease of -8.7% in PSV usage seen in 2016.
Summary
The review of DfT Provision Road Traffic Estimates: Great Britain 2017 Report3 against AADT Data and Cordon Count Data has shown that traffic statistics in the local authority areas of BwDBC and LCC do not concur with national trends. A decrease in traffic is seen within the local authority areas of BwDBC and LCC, while national statistics indicate an increase.
3.5.5 Bus Patronage Statistical data published by the DfT has been utilised to provide an assessment of the passenger journeys, costs and government support, and the punctuality of the local bus sector for BwD and Lancashire. Statistical data has also been reviewed at a national level to present a comparison of BwD and Lancashire data against national trends.
3 https://assets.publishing.service.gov.uk/government/uploads/system/uploads/attachment_data/file/722302/road- traffic-estimates-in-great-britain-2017.pdf
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Passenger Journeys on Local Bus Services Statistics for the number of passenger journeys of local bus services for BwDBC, LCC and England are shown within Figure 3.7 and Figure 3.8.
Figure 3.7 - Passenger Journeys for LCC and BwDBC
Passenger Journey on Local Bus Services (Million) 6.0 70.0
5.0 60.0
50.0 4.0 40.0 3.0 30.0 2.0 20.0
1.0 10.0
0.0 0.0 2009/10 2010/11 2011/12 2012/13 2013/14 2014/15 2015/16 2016/17
BwD Lancashire
Figure 3.7 shows passenger journeys via bus within the local authority area of BwDBC have decreased from 4.9 (million) to 3.8 (million) from the year 2009/10 to 2016/17, with a decrease of 0.2 (million) seen between 2015/16 and 2016/17.
The passenger journeys via bus within the local authority area for LCC show a decrease of 61.3 (million) to 45.5 (million) between the years 2009/10 and 2016/17.
To compare changes in bus passenger journeys in the local authority areas of LCC and BwDBC with national trends, statistical data for England are shown within Figure 3.8.
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Figure 3.8 - Passenger Journeys in England
Passenger Journey on Local Bus Services (Million) 4700
4650
4600
4550
4500
4450
4400 2009/10 2010/11 2011/12 2012/13 2013/14 2014/15 2015/16 2016/17 England
It can be seen from Figure 3.8 that from the year 2013/14 to 2016/17 bus passenger journeys in England have decreased significantly, with a reduction of 4,672m to 4,438m. It is clear that the data for the local authorities of BwDBC and LCC concurs with national trends.
Statistical data was also provided by Transdev on passenger numbers for the number 1, 6 and 7 bus service, which conclude a -2.9% decline on Year to Date (YTD) passenger numbers on the number 1 bus service and a 12% increase in passenger growth YTD for the number 6 & 7 bus services.
It is likely that the decrease in passenger numbers on the number 1 bus service is the result of on-going road works on the A666 and issues due to snow/winter in early 2018. However, it is concluded that the 12% passenger growth on the 6&7 bus services is the result of more effective priority bus lanes, newer buses, bus stations / bus stops facilities and added marketing which have been possible due to the Pennine Reach Scheme.
Non-Frequent Bus Services Running on Time by Local Authority Statistics on the number of bus journeys originating in an area within the local authorities of BwDBC and LCC are illustrated in Figure 3.9.
It should be noted that statistical data for the local authority of LCC is only available from the year 2009 to 2013.
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Figure 3.9 - Bus Journeys Originating by Local Authority
Local Bus Journeys Originating by Local Authority (Million) 6.0 70.0 68.0 5.0 66.0 64.0 4.0 62.0 3.0 60.0 58.0 2.0 56.0 54.0 1.0 52.0 0.0 50.0 2009/10 2010/11 2011/12 2012/13 2013/14 2014/15 2015/16 2016/17
BwD Lancashire
The data presented in Figure 3.9 shows that within the local authority of BwDBC bus journeys peaked in the year 2013/14 with 5.1 (million) before decreasing to 4.2 (million) in 2016/17.
The statistical data for LCC local authority shows that from 2009/10 bus journeys increased from 62.7 (million) to 69.4 (million) in 2011/12, after which numbers decreases to 58.8 (million) in 2013. No statistical data is available for LCC local authority after 2013/14.
Estimated NET Support Paid by Central and Local Government Statistical data on the estimated amount of net support paid by central and local government for local bus services for the local authorities of BwDBC and LCC are illustrated within Figure 3.10.
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Figure 3.10 - Estimated NET Support
Estimated NET Support by Central & Local Government (Thousand£) 1,200 10,000
1,000 8,000 800 6,000 600
4,000 400
200 2,000
0 0 2009/10 2010/11 2011/12 2012/13 2013/14 2014/15 2015/16 2016/17
BwD Lancashire
The statistical data presented in Figure 3.10 shows that within the local authority of BwDBC the estimated net support received by central and local government is relatively low. The highest estimated net support received by the BwDBC was received in 2009/10 and consisted of £1,119, which decreased to £0 in 2013/14, increased to £728 in 2014/15 and decreased to £0 in 2015/16 to 2016/17.
The data for the LCC shows that for the year 2015/16 an estimated net support of £8,401 was received, which decreased to £3,267 for the year 2016/17. The highest net support received was in 2012/13 and consisted of £10,081.
The estimated NET support by central and local government received for the whole of England is presented in Figure 3.11.
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Figure 3.11 - Estimated NET Support for England
Estimated NET Support by Central & Local Government
1,100,000
1,050,000
1,000,000
950,000
900,000
850,000
800,000 2009/10 2010/11 2011/12 2012/13 2013/14 2014/15 2015/16 2016/17
England
From the year 2009/10 to 2012/13 a decrease in the estimated NET support received by central and local government is seen for the whole of England, however from 2012/13 to 2016/17 the estimated NET support received increases from £899,000 to £924,000. The local authority areas of BwDBC and LCC do not follow the national trend, with BwBC receiving no NET support from 2014/15 to 2016/17 and the NET support received by LCC decreasing from 2015/16 to 2016/17.
Non-Frequent Bus Services Running on Time by Local Authority Statistical data on the percentage of non-frequent bus services running on time by local authority is shown within Figure 3.12.
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Figure 3.12 - Non-Frequent Bus Services Running on Time
Non-Frequent Bus Services Running on Time By Local Authory
95% 84.3% 84.3% 84.2% 85.0% 83.9% 83.4% 84.0% 90% 82.9% 83.0% 82.0% 85% 82.0% 81.0% 79.7% 80% 80.0%
79.0% 75% 78.0%
70% 77.0% 2009/10 2010/11 2011/12 2012/13 2013/14 2014/15 2015/16 2016/17
BwD Lancashire North West
Figure 3.12 shows that for BwDBC the percentage of non-frequent bus services running on time has increased from 77% in the year 2015/16 to 89% in the year 2016/17, a total increase of 12%.
The data for LCC shows an improvement in the punctuality of non-frequent local bus services between the year of 2015/16 and 2016/17, with an increase of 79% to 81%.
The percentage of non-frequent local bus services operating in the northwest sees a small decrease from 84.2% in 2015/16 to 83.9% in 2016/17. When comparing this data with data provided for BwDBC and LCC it can be seen that the punctuality of local buses in the Blackburn with Darwen and Lancashire area is higher than the regional average.
The percentage of non-frequent local bus services operating on time in England is presented in Figure 3.13.
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Figure 3.13 - Non-Frequent Bus Services Running on Time in England
Non- frequent Bus Service Running on Time in England
84%
83%
82%
81%
80%
79%
78% 2009/10 2010/11 2011/12 2012/13 2013/14 2014/15 2015/16 2016/17
England
It can been seen that non-frequent bus services running on time in England has remained steady from 2011/12 to 2016/17, while increasing within the local authority areas of LCC and BwDBC.
Summary The review of statistical data published by DfT shows that overall passenger journeys via bus have decreased from 2015/16 to 2016/17, with a decrease of 0.3 (million) and 2 (million) seen within BwDBC and LCC respectively. A decrease is also seen from local bus journey originating by local authority for BwDBC of 0.3 (million), and from the year 2013/14 to 2016/17 bus passenger journeys in England have decreased significantly, with a reduction of 4,672m to 4,438m.
Improvements to bus services can be seen through the decrease in NET support received by BwDBC and LCC from Central and Local Government. In the year of 2015/16 and 2016/17, BwDBC received no NET support from Central and Local Government, while NET support received by LCC decreased from £8,401 to £3,267. The whole of England, from 2012/13 to 2016/17 the estimated NET support received increases from £899,000 to £924,000. The local authority areas of BwDBC and LCC do not follow the national trend.
BwDBC and LCC both see an improvement in bus services running on time from 2015/16 to 2016/17, with BwDBC services improving by 12% and LCC improving by 2%.
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3.5.6 Pennine Reach Satisfaction Surveys Bus station and bus service customer satisfaction surveys have been undertaken on the Pennine Reach route to provide an assessment of the passenger perception of the Pennine Reach Scheme within the authority areas of BwDBC and LCC.
Bus Station Customer Satisfaction Surveys The bus station customer satisfaction surveys were undertaken at both the newly developed Blackburn and Accrington bus stations, a breakdown of results can be found within this following section.
Blackburn Bus Station
As stated within Section 3.1 of the Pennine Reach M&E Baseline Report, the improvements to Blackburn bus station included the following: “Blackburn bus station has been relocated to the former markets site to make way for a mixed use development scheme….. The new bus station incorporates 14 stands and passenger facilities including toilets, passenger information and real time passenger information (RTPI).”
A total of 156 bus station customer satisfaction surveys have been completed at the new Blackburn bus station, and a breakdown of results can be found in Table 3.7.
Table 3.7 - Customer Satisfaction at Blackburn Bus Station Very Quite Don’t Average Poor Question Good Good Know Cleanliness Of Bus Station 67% 26% 6% 3% 0% Posted Timetable Information 69% 21% 6% 3% 1% Electronic Information Signs 75% 19% 4% 0.6% 0.6% Assistance from Staff 61% 8% 4% 2% 25% Overall, how would you rate 78% 18% 4% 0% 0% your trip to the Station
The results presented in Table 3.7 show that the majority of passengers would rate the cleanliness, information signs, electronic signs and the staff at the bus station as ‘very good’. Overall, 78% of participants rated their trip (on that day) to the bus station as ‘very good’.
The participants were also asked whether they felt safe within the new bus station, which 97% of participants answered yes due to a bright and welcoming atmosphere with CCTV and staff present. Overall, 87% of participants preferred the new bus station in comparison to the previous bus station, with the new undercover shelter being a significant benefit to passengers.
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It is clear from the results of the bus station customer satisfaction surveys that overall the majority of participants would rate the bus station as ‘very good’ and prefer the new bus station and its facilities in comparison to the previous bus station. 39% of passengers revealed that the new bus station has encouraged them to use local bus services more often.
Accrington Bus Station
As stated within Section 3.2 of the Pennine Reach M&E Baseline Report, the improvements to Accrington bus station included the following: “The bus station features 11 bus bays, is manned during operation hours and is covered by 24 hour CCTV. RTPI is provided through a range of electronic passenger display screens. The station also provides a number of passenger facilities including public toilets, disabled toilets and baby changing facilities.”
It was also identified, that prior to the redevelopment of Accrington bus station the previous station failed to meet standards within the Disability Discrimination Act 1995, had a poor safety record and overall provided a poor environment to passengers using the bus station.
A total of 156 bus station customer satisfaction surveys have been completed at the new Accrington bus station, and a breakdown of results can be found in Table 3.8.
Table 3.8 - Customer Satisfaction at Accrington Bus Station
Very Quite Don’t Question Average Poor Good Good Know Cleanliness Of Bus Station 82% 16% 2% 0% 0% Posted Timetable Information 72% 27% 1% 0% 0% Electronic Information Signs 92% 7% 2% 0% 0% Assistance from Staff 76% 21% 3% 0% 0% Overall, how would you rate 87% 11% 2% 0% 0% your trip to the Station
The results presented in Table 3.8 show that the majority of passengers would rate the cleanliness, information signs, electronic signs and the staff at the bus station as ‘very good’. Overall, 87% of participants rated their trip (on that day) to the bus station as ‘very good’.
The participants were also asked whether they felt safe within the new bus station, which 96% answered yes due to a bright and welcoming atmosphere with CCTV and staff present. Overall, 80% of participants preferred the new bus station in comparison to the previous bus station, with undercover shelter being a significant benefit to passengers.
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It is clear from the results of the bus station customer satisfaction surveys that overall the majority of participants would rate the bus station as ‘very good’ and prefer the new bus station and its facilities in comparison to the previous station. 39% of passengers at Accrington bus station revealed that they use the new bus station more often than the previous bus station.
Bus Service Customer Satisfaction Surveys The bus service customer satisfaction surveys were completed by passengers utilising the number 1, 6 and 7 bus service. A breakdown of results can be found within this following section.
The customer satisfaction surveys found that the majority of passengers utilise the number 1, 6 and 7 bus service for shopping and work purposes, with the majority of passengers utilising the bus service five or more times a week. The surveys found that 88% of passengers already utilised local bus services before the Pennine Reach scheme, while 10% of bus passengers stated they did not utilise bus services until the Pennine Reach scheme.
Since the Pennine Reach scheme 73% of passengers feel that their bus service has become more punctual, and a further 60% of passengers felt their journey has become quicker with 90% of passengers feeling that the bus service facilities have improved.
Table 3.9 presents additional survey questions included within the bus service customer satisfaction survey.
Table 3.9 - Bus Service Customer Satisfaction Results
Very Quite Don’t Question Average Poor Good Good Know How do you rate the reliability 61% 31% 7% 1% 0% of the bus How do you rate the 64% 29% 6% 1% 0% frequency of the bus How do you rate the 33% 45% 21% 1% 0% cleanliness of the bus How do you rate the bus 49% 38% 10% 3% 0% shelters and waiting facilities How do you rate timetable 55% 37% 6% 1% 0% information How do you rate the real time 58% 30% 9% 3% 1% information Overall, how do you rate your 77% 20% 2% 0% 1% journey on the bus today
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It can be seen that all questions presented within Table 3.9 were rated by the majority of passengers as ‘very good’ or ‘quite good’. Overall, 77% of passengers using the number 1, 6 and 7 bus service rated their journey (on that day) as ‘very good’ with 20% rating their journey as ‘quite good’.
It is clear from the bus service customer satisfaction surveys that overall the majority of passengers feel that their bus journey has improved since the Pennine Reach scheme, with bus facilities also seeing a vast improvement.
Summary The results of the bus station customer satisfaction surveys for both Blackburn and Accrington show the majority of participants rate the new bus station as ‘very good’ and prefer the new bus station and its facilities in comparison to the previous bus stations. The improvements to the bus stations have encouraged the public to use the bus stations more often, with approximately 40% of participants revealing they now utilise the new bus stations more often.
The surveys undertaken within Pennine Reach M&E Baseline Report state the following: “80% of those travelling between Whitebirk and Blackburn stated that congestion into the town centre was a major issue”. The results from the bus service customer satisfaction survey 2018 show since the Pennine Reach scheme 73% of passengers feel that their bus service has become more punctual, and a further 60% of passengers felt their journey has become quicker.
It is clear from the bus service customer satisfaction surveys that overall the majority of passengers feel that their bus journey has improved since the Pennine Reach scheme, with bus facilities also seeing a vast improvement. Overall, 90% of passengers feel that the bus service facilities have improved.
3.6 Journey Times and Reliability
Statistical data on the time compliance for the Number 1, 6 and 7 bus service for the years 2016, 2017 and 2018 has been provided to Capita by Transdev. The data shows an improvement in the reliability for the number 1, 6 and 7 bus route from 2016 to 2017, although issues with improvement works were, and still are, being experienced at Section 1 (A666) and Section 11 (Hare and Hounds) of the Pennine Reach Scheme. Table 3.10 shows the time compliance improvements year on year from 2016 to 2018.
Table 3.10 - Bus Time Compliance
Route On Time Compliance
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2016 2017 2018 1 86% +1% -2% 6 & 7 84% +3% +4%
The data in Table 3.10 shows that the number 1 bus service time compliance has increase by 1% from 2016 to 2017, however decreased by 2% from 2016 to 2018. Bus time compliance has seen an increased for the number 6&7 bus service from 2016 to 2018 by 4%.
3.6.1 Pennine Reach Bus Journey Times Bus timetable data along the Pennine Reach route has been utilised to provide an assessment of the journey time savings from 2008 to 2018. The baseline data was obtained through journey time surveys undertaken by Capita on local bus services in 2008, while 2018 data has been obtained via current bus timetable data from the same points. The 2008 and 2018 bus journey times along with the changes are presented within Table 3.11.
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Table 3.11 - Bus Journey Times Mean Journey Time Route Time (mm:ss)
2008 2018 Changes
AM PM AM PM AM PM Darwen Darwen Northbound 14:31 13:07 11:00 11:00 -03:31 -02:07 Darwen Southbound 08:14 09:14 10:00 16:00 +01:46 +06:46 Ewood Ewood Triangle Northbound 02:22 02:15 06:00 04:00 +03:38 +01:45 Ewood Triangle Southbound 01:43 02:04 04:00 05:00 +02:17 +02:56 Furthergate Furthergate Eanam - Red Lion NB 03:28 06:24 04:00 04:00 +00:32 -02:24 Furthergate Eanam - Red Lion SB 07:00 05:45 05:00 05:00 -02:00 -02:00 Furthergate Eanam - Patten St NB 03:13 05:41 04:00 05:00 +00:47 -00:41 Furthergate Eanam - Patten St SB 05:23 04:11 03:00 03:00 -02:23 -01:11 Rishton Rishton Northbound 02:19 03:03 01:00 01:00 -01:19 -02:03 Rishton Southbound 01:19 02:59 01:00 02:00 -00:19 -00:59 Clayton-le-Moors Clayton-le-Moors Northbound 03:31 02:39 06:00 06:00 +02:29 +03:21 Clayton-le-Moors Southbound 09:31 05:58 06:00 06:00 -03:31 +00:02 Church Church Gateway Northbound 02:27 03:39 04:00 04:00 +01:33 +00:21 Church Gateway Southbound 04:02 04:34 04:00 04:00 -00:02 -00:34
The data presented within Table 3.11 shows that from 2008 to 2018 bus journey times for Darwen NB have improved, with a journey time saving of 3 minutes 31 seconds and 2 minutes 7 seconds seen in the AM and PM peak period respectively. The bus journey times for Darwen SB have increased by 1 minute 46 seconds and 6 minutes 46 seconds in the AM and PM peak period respectively. The increase for bus journey times seen for Darwen SB could be the result of increased motorised traffic on the A666. Using available AADT data, it is seen that from 2008 to 2016 motorised traffic has increased by 12% (1,931).
The timetable data for the Edwood Triangle NB and SB show an increase in bus journey times from 2008 to 2018, with an increase within the AM peak period of 3 minutes 38 seconds and 1 minute 45 seconds seen for NB and SB movement respectively. In the PM peak period an increase of 2 minutes 17 seconds in seen for NB movement, while an increase of 2 minutes 56 seconds is seen for the SB movement.
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The timetable information for Furthergate Eanam via the Red Lion Roundabout and Patten Street NB shows that bus journey times are less efficient in 2018 than 2008 within the AM peak period. The bus journey times within the AM peak have increased by 32 seconds and 47 seconds on the Red Lion Roundabout and Patten Street route respectively, however these increases are considered insignificant. Improved journey times are seen in the PM peak period for Furthergate Eanam NB, with a journey time saving of 2 minutes 24 seconds and 41 seconds seen on the Red Lion Roundabout and Patten Street route respectively.
The Furthergate Eanam via the Red Lion Roundabout and Patten Street SB experience improved journey times from the year 2008 to 2018 in both the AM and PM peak periods. A journey time saving in the AM peak period of 2 minutes 23 seconds and 2 minutes is seen on the Patten Street and Red Lion Roundabout route respectively. In the PM peak period a time saving of 1 minute 11 seconds is seen on the Patten Street route and a time saving of 2 minutes is seen on the Red Lion Roundabout route.
The Rishon bus route has improved journey times savings for both the NB and SB route in the AM and PM peak periods. The NB route has a journey time saving of 1 minute 19 seconds and 2 minutes 3 seconds in the AM and PM peak period respectively, while the SB route has a journey time saving of 19 seconds and 59 seconds within the AM and PM peak period respectively.
The Clayton-le-Moors route shows an overall increase in journey times within both peak periods for the NB route, while the SB route has improved journey times in the AM peak period and an increased journey time in the PM peak period. Clayton-le-Moors NB has an increased journey time of 2 minutes 29 seconds and 3 minutes 21 seconds within the AM and PM peak period respectively, while Clayton-le-Moors SB has an improved journey time of 3 minutes 31 seconds in the AM peak period and an increased in journey time of 2 seconds is seen in the PM peak period.
Journey times for Church Gateway NB see an increase of 1 minute 33 seconds and 21 seconds in the AM and PM peak periods respectively. The Church Gateway SB bus journey time savings of 2 seconds and 34 seconds in the AM and PM peak periods respectively.
Summary The data presented within Table 3.11 shows bus journey times have been both positively and negatively affected as a result of the Pennine Reach scheme. The most significant journey time saving is seen for the Furthergate Eanam NB movement in the PM peak period, with a journey time saving of 2 minutes 24 seconds. The most significant increase in journey time is seen for the Darwen SB movement with an increase of 6 minutes and 46 seconds, with journey times
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increasing in parallel with traffic growth over the past decade on the corridor. Overall, the majority of sites have seen benefits with no significant impact seen for bus journey times.
3.6.2 Journey Time Assessment An assessment on journey times has been completed for non-bus and bus traffic along the Pennine Reach route. Journey time data has been extracted from modelling completed by Capita in 2008, the modelling assessment included a ‘Do-Something’ and ‘Do-Nothing’ scenario for an anticipated opening year of 2013 for both the AM peak period (08:00 – 09:00) and PM peak period (16:30 – 17:30). The aforementioned data will be compared with 2018 Traffic Master Data to provide an assessment of anticipated 2013 journey times against the observed 2018 journey times. Journey time comparison graphs are presented below for the following location on the Pennine Reach Route:
Darwen to Earcroft; Furthergate; Rishton; Church Gateway; and Clayton-le-Moors.
Figure 3.14 - Ewood and Darwen Journey Times
Ewood and Darwen JT Comparison 00:17:17 00:14:24 00:11:31 00:08:38 00:05:46 00:02:53 00:00:00 AM NB AM SB IP NB IP SB PM NB PM SB
Non Bus 2013 DN Average Non Bus 2013 DS Average Non Bus 2018 Obs Bus 2013 DN Average Bus 2013 DS Average Bus 2018 Obs
During the inter-peak period the southbound journey times for non-bus traffic and northbound journey times for buses are better than forecast and during the PM peak period the NB non-bus journey times are better than forecast. In most cases the observed journey times are better than the forecast do-nothing scenario journey times.
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Figure 3.15 - Furthergate Journey Times
Furthergate JT Comparison 00:17:17
00:14:24
00:11:31
00:08:38
00:05:46
00:02:53
00:00:00 2013 AM ACW 2013 AM CW 2013 IP ACW 2013 IP CW 2013 PM ACW 2013 PM CW
Non Bus 2013 DN Average Non Bus 2013 DS Average Non Bus 2018 Obs Bus 2013 DN Average Bus 2013 DS Average Bus 2018 Obs
The results presented in Figure 3.15 indicate that the observed journey times along Furthergate are broadly better than were forecast. With the exception of anti-clockwise bus journey times during the AM peak all observed journey times are improved as compared to the do-nothing scenario forecasts.
Figure 3.16 - Rishton Journey Times
Rishton JT Comparison 00:04:19
00:03:36
00:02:53
00:02:10
00:01:26
00:00:43
00:00:00 2013 AM ACW 2013 AM CW 2013 IP ACW 2013 IP CW 2013 PM ACW 2013 PM CW
Non Bus 2013 DN Average Non Bus 2013 DS Average Non Bus 2018 Obs Bus 2013 DN Average Bus 2013 DS Average Bus 2018 Obs
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The results presented in Figure 3.16 indicate that the observed journey times are in some cases better than forecast and worse in others. For non-bus traffic the observed journey times are in some cases above the do-nothing forecasts. The exceptions to this are the AM Anti-clockwise and PM clockwise non-bus journey times which are comparable to the do-something forecasts.
Figure 3.17 – Church Gateway Journey Times
The results presented in Figure 3.17 indicate that the scheme has in most cases delivered observed journey times comparable to those forecast in the do-something scenarios.
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Figure 3.18 – Clayton-le-Moors Journey Times
Clayton JT Comparison 00:17:17
00:14:24
00:11:31
00:08:38
00:05:46
00:02:53
00:00:00 2013 AM ACW 2013 AM CW 2013 IP ACW 2013 IP CW 2013 PM ACW 2013 PM CW
Non Bus 2013 DN Average Non Bus 2013 DS Average Non Bus 2018 Obs Bus 2013 DN Average Bus 2013 DS Average Bus 2018 Obs
The results presented in Figure 3.18 indicate that the observed journey times are broadly in line with forecasts. It is however apparent that the largest journey time saving to be gained as a consequence of this scheme are for bus and non-bus journeys during the AM peak period.
Summary
Overall the results of the journey time analysis indicate that there has been success in realising journey time savings in line with forecasts.
Public Transport Accessibility TRACC is an established multi-modal transport accessibility tool used to estimate journey times by various transport modes between points of origin and destination. Using TRACC, journey times utilising the local bus network are assessed to significant points of interest. The study area taken for assessment is defined by the boundaries of Blackburn with Darwen Borough Council and Hyndburn Borough Council.
Bus service and timetable data across the study area has been taken from the Traveline National Data Set (TNDS) processed by Basemap for April 2018. Service data is taken for the Blackburn with Darwen Local Authority (LA) area for Blackburn and Darwen, and the wider Lancashire County Council (LCC) LA area, to give service data for Hyndburn. National Rail services and any other public transport modes are not included in analysis. Ordinance Survey (OS) Open Roads
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road network data is used to define the local highway network, which will dictate walking travel patterns onto and between bus service stops.
Points of origin are established with a 250m density across the study area covering the spatial extent of BwD and Hyndburn borough councils. Population data is taken from 2011 census ‘Usual Resident Population’ data, defined to Output Area (OA) level across the study area. Details of key commercial and common travel destinations across BwD and Hyndburn are given in Table 3.12. Table 3.12 also gives the results of TRACC analysis for these destinations, with a breakdown of the total population of BwD and Hyndburn boroughs accessible to a given destination within particular time frames.
Assessments were conducted for travel times using the local bus network on a typical Tuesday between the hours of 08:00 and 09:00 for the AM peak,17:00 and 18:00 for the PM peak, and 13:00 and 14:00 for the inter-peak (IP) period. Journey times are estimated from points of origin to destinations for the AM and IP periods, with journey times from destination to points of origin estimated for the PM period.
Similar analysis using an identical methodology was completed using bus timetable data from July 2016. A comparison between 2016 and 2018 results can be found in
Table 3.13 overleaf. This indicates a general decline in the relative accessibility of destinations across BwD and Hyndburn between 2016 and 2018, particularly to Blackburn and Accrington town centres. A relative increase in accessibility to Royal Blackburn Hospital is shown during the morning AM period and evening PM period.
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Table 3.12 - Relative accessibility to each destination using 2018 bus timetable data
Population Accessible Within: Destination Time Period Direction 15 mins 30 mins 45 mins 60 mins Total % Total % Total % Total % AM 0800 - 0900 To Dest. 35317 15 120403 53 184594 81 209066 92 Blackburn IP 1300 - 1400 To Dest. 37426 16 129988 57 192089 84 210404 92 Town Centre PM 1700 - 1800 From Dest. 48792 21 135100 59 195595 86 215151 94
AM 0800 - 0900 To Dest. 34183 15 75764 33 115439 51 140492 62 Accrington IP 1300 - 1400 To Dest. 33857 15 73497 32 112239 49 137108 60 Town Centre PM 1700 - 1800 From Dest. 32645 14 79284 35 105973 46 132882 58
Royal AM 0800 - 0900 To Dest. 21667 9 100118 44 159463 70 192200 84 Blackburn IP 1300 - 1400 To Dest. 19810 9 78096 34 144516 63 199828 88 Hospital PM 1700 - 1800 From Dest. 23030 10 98887 43 159194 70 208484 91
Accrington AM 0800 - 0900 To Dest. 39214 17 79710 35 113225 50 124866 55 Victoria IP 1300 - 1400 To Dest. 33690 15 76109 33 111530 49 121376 53 Hospital PM 1700 - 1800 From Dest. 26351 12 79292 35 103534 45 121332 53
32999 14 119608 52 185271 81 209503 92 Furthergate AM 0800 - 0900 To Dest. Business IP 1300 - 1400 To Dest. 29982 13 124199 54 198111 87 212508 93 Park PM 1700 - 1800 From Dest. 32731 14 126150 55 195208 86 215686 95
931 0 46194 20 123634 54 172829 76 Greenbank AM 0800 - 0900 To Dest. Business IP 1300 - 1400 To Dest. 931 0 47581 21 132634 58 189792 83 Park PM 1700 - 1800 From Dest. 931 0 42708 19 126182 55 183870 81
7689 3 56015 25 130414 57 166275 73 Shadsworth AM 0800 - 0900 To Dest. Business IP 1300 - 1400 To Dest. 6629 3 48084 21 101519 44 130271 57 Park PM 1700 - 1800 From Dest. 6309 3 52751 23 125538 55 193968 85
5622 2 33983 15 84489 37 129415 57 Whitebirk AM 0800 - 0900 To Dest. Business IP 1300 - 1400 To Dest. 5622 2 34126 15 95469 42 170418 75 Park PM 1700 - 1800 From Dest. 4390 2 33339 15 86423 38 142521 62
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Table 3.13 - Comparison of relative accessibility between 2016 and 2018 bus timetable
Population Accessible Within: Destination Time Period Direction 15 mins 30 mins 45 mins 60 mins Total % Total % Total % Total % AM 0800 - 0900 To Dest. -2376 -1 -527 0 -3757 -2 151 0 Blackburn IP 1300 - 1400 To Dest. -1853 -1 -9723 -4 -17495 -8 -4569 -2 Town Centre PM 1700 - 1800 From Dest. -2197 -1 -1764 -1 -9324 -4 -93 0
AM 0800 - 0900 To Dest. -3725 -2 -18998 -8 -13093 -6 5745 3 Accrington IP 1300 - 1400 To Dest. -5862 -3 -21165 -9 -17957 -8 -16797 -7 Town Centre PM 1700 - 1800 From Dest. 829 0 -9307 -4 -24593 -11 -15563 -7
Royal AM 0800 - 0900 To Dest. 2903 1 17932 8 1841 1 3018 1 Blackburn IP 1300 - 1400 To Dest. 2381 1 -8242 -4 -31928 -14 -9158 -4 Hospital PM 1700 - 1800 From Dest. 6451 3 23614 10 23380 10 10300 5
Accrington AM 0800 - 0900 To Dest. -724 0 -2569 -1 1858 1 -9447 -4 Victoria IP 1300 - 1400 To Dest. -67 0 -5066 -2 715 0 -21467 -9 Hospital PM 1700 - 1800 From Dest. -1775 -1 788 0 -4456 -2 -27000 -12
2674 1 -12691 -6 -2527 -1 7559 3 Furthergate AM 0800 - 0900 To Dest. Business IP 1300 - 1400 To Dest. -708 0 -15454 -7 -4051 -2 -4214 -2 Park PM 1700 - 1800 From Dest. -2736 -1 -13977 -6 4484 2 5793 3
AM 0800 - 0900 To Dest. -3807 -2 -11587 -5 -4204 -2 -5125 -2 Greenbank IP 1300 - 1400 To Dest. 121 0 4531 2 -7677 -3 -8546 -4 Business - Park PM 1700 - 1800 From Dest. -6 -9612 -4 -2980 -1 -3088 -1 14454
-578 0 2591 1 3091 1 -15585 -7 Shadsworth AM 0800 - 0900 To Dest. Business IP 1300 - 1400 To Dest. 332 0 -4111 -2 -34627 -15 -61833 -27 Park PM 1700 - 1800 From Dest. -2965 -1 -701 0 14685 6 47772 21
AM 0800 - 0900 To Dest. 1802 1 -1280 -1 8842 4 -10724 -5 IP 1300 - 1400 To Dest. 2225 1 9178 4 46241 20 80335 35
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Whitebirk Business PM 1700 - 1800 From Dest. -5566 -2 -12931 -6 -15216 -7 -37176 -16 Park
It is apparent from the information presented in Table 3-13 that on the whole levels of accessibility across Blackburn with Darwen are worse in 2018 than they were in 2016. It is likely that further cuts to subsidised bus services will have had a significant impact on levels of accessibility generally across the two Boroughs. However, it is notable that levels of accessibility to the Royal Blackburn hospital have improved during the peak hours and to Whitebirk Business Park during the inter-peak period.
3.7 Impact on Economy
To provide an assessment of the economic impacts on the Pennine Reach route, planning applications for developments within a 400m radius of the Pennine Reach route have been reviewed for the local authority of BwDBC and Hyndburn.
The assessment of the BwDBC planning data shows that a total of 24 planning applications have been submitted within a 400m radius of the Pennine Reach route. The planning applications included a total of 450 dwellings, and a development area of approximately 67 hectares.
The assessment of the Hyndburn Borough Council planning data shows that a total of 24 planning applications have been submitted within a 400m radius of the Pennine Reach route, with 19 planning applications being accepted and five currently undecided.
A review of Authority Monitoring Reports for the borough of Blackburn with Darwen and Hyndburn has been undertaken and summarised in Table 3.14 below.
Table 3.14 – Authority Monitoring Report Economic Outputs
2013/14 2014/15 2015/16 2016/17 2017/18 Net Change in Employment Land (m2) Hyndburn 17,595 -7,127 -684 8,700 4,747 Blackburn with Darwen 670 5,932 4,952 2,476 21,054 Net Additional New Homes Hyndburn 140 136 98 150 101 Blackburn with Darwen 377 420 76 102 447 Affordable Housing Delivery 2013/14 2014/15 2015/16 2016/17 2017/18 Hyndburn 36 7 18 20 14
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Blackburn with Darwen 159 60 60 16 127
It is apparent from the summary of Authority Monitoring Report data presented in Table 3.14 that the amount of new and affordable homes being delivered has increased in recent years, particularly in Blackburn with Darwen where 447 new homes have been delivered in 2017/18 as compared to 2016/17. It is also apparent that there has been significant uplifts in the net change in Employment land in both Blackburn with Darwen and Hyndburn in the years 2016/17 and 2017/18 as compared to previous years.
The improvements to public transport provision across the Pennine Reach scheme are a clear benefit to developers, bringing a positive impact for the local economy.
Number of jobs created/safeguarded
No official sources of data are available on jobs created or safeguarded for either borough. Whilst there are estimates on the number of jobs, this does not tell us if jobs have been ‘created’ or not. For example, jobs could increase but this could be as a result of an employer re-locating into the borough, bringing employees with them; where an employer had a full-time job but now has two part time jobs; or a business may have created jobs but another cut jobs which may show as a ‘0’ net increase etc. As a result, without accurate information available on this indicator, this has not been reported on in the first year post opening monitoring period.
3.8 Value for Money Appraisal
A re-evaluation of the schemes value for money has been undertaken and is presented in Table 3.5 below. This has been updated to take account of the increase in scheme costs and the reduced level of journey time savings observed as compared to forecasts.
Table 3.15 – Scheme Value for Money Appraisal Update
BAFB Scope Delivered Proposals Scheme Present Value of Benefits (PVB) 171.52 111.49
Present Value of Costs (PVC) 62.89 68.55 Net Present Value (NPV) of 108.63 42.94 Benefit Cost Ratio (BCR) 2.73 1.63
As can be seen in Table 3.15 the impact of the increased scheme costs and the application of a reduction in benefits based on the 1 year post opening results the scheme benefit to cost ratio
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falls from 2.73 to 1.63, which represents a positive return. It is considered that the scheme appraisal would need to be updated in a future horizon year with observed data to provide a like for like comparison. However, this rudimental update indicates that the scheme has provided medium value for money in terms of costs and benefits.
3.9 Carbon Impact and Local Air Quality
The Pennine Reach M&E Baseline Report identified four Air Quality Management Areas (AQMAs) within the local authority area of BwDBC, no AQMAs were identified within the Hyndburn area. The four sites previously identified are as follows:
AQMA 1 (Intack);
AQMA 3 (A666 Between Robert St and Wraith St);
AQMA 5 (Earcroft); and
AQMA 8 (Burnley Rd / Accrington Road Junction).
A review of air quality data available for the year 2017 has been completed and an updated description of each identified AQMAs is illustrated in Table 3.16 overleaf.
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Table 3.16 - AQMA in Blackburn with Darwen Level of Exceedance (maximum monitored/ Action Plan AQMA Date of One Line modelled concentration at a (inc. date of Name Declaration Description location of relevant exposure) publication) At Declaration Now Air Quality Action Plans An area Progress encompassing a Report, April number of properties AQMA 1 2010 13/10/2005 at the junction of 46 μg/m3 43 μg/m3 (Intack) http://laqm.defra Accrington Rd / .gov.uk/docume Shadsworth Rd / nts/2010_Action Whitebirk Rd _Plan_Update.p df An area Air Quality encompassing Action Plans AQMA 3 residential properties Progress (A666 along the A666 in the Report, April Between centre of Darwen 2010 13/10/2005 46 μg/m3 37 μg/m3 Robert St between Robert St http://laqm.defra and Wraith and Wraith St .gov.uk/docume St) nts/2010_Action _Plan_Update.p df An area Air Quality encompassing a Action Plans number of properties Progress at the junction of the Report, April AQMA 5 A666 and Lever Way 2010 13/10/2005 41 μg/m3 35 μg/m3 (Earcroft) http://laqm.defra .gov.uk/docume nts/2010_Action _Plan_Update.p df AQMA 8 An area Action plan (Burnley encompassing a delivered – Rd / number of properties 01/02/2012 42 μg/m3 31 μg/m3 implementation Accrington at the junction of of Pennine Road Accrington Rd and Reach Junction Burnley Rd
Table 3.16 shows that all identified AQMA within the Pennine Reach M&E Baseline Report have seen a decrease in NO2 annual mean levels from the declaration year to the present year of 2017.
AQMA 1 (Intack) remains above the annual mean NO2 objective, however this is the likely to be the result of road works at Furthergate (completed mid-2016), which would have resulted in increased levels of congestion and exposure levels at the Intack site.
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Significant long-term improvements have been identified at AQMA 3 (between Robert St & Wraith St) however short-term monitoring undertaken during 2016 revealed the potential existence of a remaining pollution hotspot.
Long term improvements have been identified at AQMA 5 (Earcroft), however further monitoring would need to be undertaken to ensure that this improvement is not offset by new development in the area therefore decision to revoke the AQMA has been deferred.
AQMA 8 (Burnley Road / Accrington Road junction) has seen a significant reduction in the NO2 annual mean, with a reduction from 42 μg/m3 in 2012 to 31 μg/m3 in 2017. It is advised from BwDBC that the AQMA would be revoked in 2017.
Figure 3.19, Figure 3.20 and
Figure 3.21 illustrate the decrease in the NO2 annual mean for AQMA 3, AQMA 5 and the Darwen and Ewood area.
Figure 3.19 - AQMA 3
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Figure 3.20 - AQMA 5
Figure 3.21 - Darwen and Ewood Annual NO2
Additional air quality data just been provided by LCC for various sites on the Pennine Reach route within the Hyndburn area. The air quality data for the Hyndburn area are shown within Table 3.17 overleaf.
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Table 3.17 - AQMA, Hyndburn OS Grid Site Name 2013* 2014* 2015* 2016* 2017* Ref. SITE 1 376351 Accrington 1N, Fire 28.8 30.4 28.5 28.5 29.4 428199 Station, Manchester Road
SITE 2 374981 Clayton Le Moors, Hare & 26.9 28.5 25.8 26.7 25.8 430621 Hounds, Whalley Road SITE 3 371986 Rishton, 34 The 19.2 20.9 15.6 15.6 15.0 429929 Esplanade SITE 4 374544 Accrington, 49 Fielding 19.2 20.9 18.4 18.4 18.7 427152 Lane, Oswaldtwistle SITE 7 375955 A679 Eastgate/Burnley 31.7 31.4 29.4 30.4 31.0 428874 Road, Accrington SITE 10 374692 A679 Henry Street/Dill 24.0 27.6 23.9 24.8 25.8 429095 Hall SITE 11 374692 A679 Blackburn Road, 21.1 21.9 19.3 19.3 18.7 428650 Church traffic lights SITE 12 375669 King Street/Blackburn 33.6 34.2 29.4 30.4 33.0 428650 Road, Accrington SITE 14 375159 71 Whalley Road, 29.7 29 27.6 29.4 28.5 430374 Accrington SITE 16 375597 274 Whalley Road, 33.6 33.3 31.3 31.3 30.3 429776 Clayton le Moors SITE 17 374959 20 St Mary’s Court, 28.8 29.5 26.7 27.6 26.7 430577 Clayton le Moors SITE 18 ** 375119 27 Wellfield, Clayton le 24.0 22.8 22.0 22.1 24.0 430674 Moors SITE 19 ** 375965 116 Whalley Road, 30.7 30.4 28.5 33.1 29.4 429030 Clayton le Moors
Site 20 375744 Tesco Eagle Street, 32.6 33.3 29.4 30.4 29.4 428494 Accrington
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Table 3.17 shows of the 20 sites identified within the Hyndburn area, two sites have seen an
increase in the NO2 annual mean from 2013 to 2017. Site 1 (Accrington Fire Station) has a NO2 annual mean level of 28.8 μg/m3 in 2013 which has increased to 29.4 μg/m3 for the year 2017.
Site 10 (A679 Henry Street / Dill Hall) has a NO2 annual mean level of 24.0 μg/m3 in 2013 which has increased to 25.8 μg/m3 in the year 2017. Although site 1 & 10 have experienced an increase
in the NO2 annual mean from 2013 to 2017, the remaining 18 sites have seen a decrease in the
NO2 annual mean level. Site 3 (Rishton – 34 The Esplanade) has the most significant decrease
in the NO2 annual mean with a reduction of 4.2 μg/m3.
Summary The review of the AQMAs within the local authority of BwDBC has shown significant
improvements in the NO2 annual mean from the declaration date to the present year of 2017. It
has been advised that AQMA 8 is to be revoked due to a significant reduction in the NO2 annual mean (42 μg/m3 to 31 μg/m3). AQMA 3 (A666 between Robert St and Wraith St) and AQMA 5
(Earcroft) have also seen a significant reduction in the NO2 annual mean, and it is likely that these areas would be revoked in the near future if reductions continue.
The review of sites within the local authority area of Hyndburn show there has been a significant
decrease in the NO2 annual mean levels, with 18 sites having a decrease in the NO2 annual mean
levels from 2013 to 2017. Site 1 & 10 see an increase in the NO2 annual mean levels, with site 1 increasing by 0.6 μg/m3 and site 10 increasing by 1.8 μg/m3.
Overall, the NO2 annual mean levels for all sites within the local authorities of BwDBC and Hyndburn have seen an improvement to air quality since the Pennine Reach scheme.
3.10 Accidents and Road Safety
Accident data history has been obtained from the Crash Map4 database for the baseline year of 2015 and the one year review year of 2016. In line with the Pennine Reach M&E Baseline Report, the study areas for the accident analysis includes the following road links and junctions:
Blackburn Bus Stations; Accrington Bus Stations; Hollins Grove and Earnsdale Signalised Staggered Junction; Earcroft Signalised T-Junction Junction;
4 http://www.crashmap.co.uk
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Branch Road Signalised T-Junction; Ewood Gyratory; Furthergate; Rishton; Great Harwood – Towngate; Clayton-le-Moors; and Church Gateway.
3.10.1 Blackburn Bus Station – Previous Site Personal Injury Collision (PICs) for the year 2015 and 2016 have been recorded along Railway Road and the Boulevard in Blackburn Town Centre, the previous location of Blackburn bus station. The results are illustrated in Figure 3.22.
Figure 3.22 - Road Accident Data for the Previous Blackburn Bus Station Site
The results within Figure 3.22 show that there have been three PICs recorded in 2015 at the previous Blackburn bus station site. The PICs resulted in one pedal cyclist and two unknown vehicle driver or passenger casualty types, which involved a bus, a pedal bike and one unknown vehicle type. The results from the one year review show that there have been no PICs recorded within the year 2016.
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3.10.2 Blackburn Bus Station- New Site Penny Street provides the new location for Blackburn bus station. The accident data along the Penny Street link, inclusive of the Penny Street / Salford mini roundabout and the Penny Street / Brown Street mini roundabout, and part of the Salford link is illustrated in Figure 3.23.
Figure 3.23 - Accident Data for the New Blackburn Bus Station Site
The results within Figure 3.23 show that there were no PICs recorded in 2015. In the review year of 2016 there have been three PICs recorded, involving two slight and one serious casualty types. The slight severities consisted of a pedestrian and unknown vehicle driver or passenger casualty type, while the serious severity involved a pedestrian.
3.10.3 Accrington Bus Station – Previous Location The PICs recorded at the previous Accrington bus station site, including Peel Street, Infant Street and the Blackburn Road link between Peel Street and Bridge Street are illustrated in Figure 3.24.
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Figure 3.24 - Road Accident Data for the Previous Accrington Bus Station Site
The results within Figure 3.24 show that there has been one slight PIC and one serious PIC recorded within the year 2015. The PICs both involved of a collision between a pedestrian and a car. There have been no PICs recorded within the review year of 2016.
3.10.4 Accrington Bus Station – New Location The accident data recorded at the new Accrington bus station site is illustrated in Figure 3.25. The site includes the southern section of the Kings Street / A679 five arm roundabout, Edgar Street, Crawshaw Street, School Street and Blackburn Road (Between Edgar Street and School Street).
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Figure 3.25 - Accident Data for the New Accrington Bus Station Site
The results within Figure 3.25 show that there were no PICs recorded within the base year of 2015, while the accident data shows that there have been three PICs recorded in the review year of 2016. The severity of the PICs recorded consisted of two slight and one serious, all of which included a collision with an unknown vehicle driver or passenger casualty type and a car. None of the PICs recorded were on Blackburn Road and therefore unlikely to have any connection with the bus station.
3.10.5 A666 / Hollins Grove Street / Earnsdale Road Signalised Staggered Junction The accident data history for the year 2015 and 2016 has been recorded for the A666 / Hollins Grove Street / Earnsdale Road signalised staggered junction is illustrated in Figure 3.26. The results show that there have been no PICs record for the baseline year of 2015 and the review year of 2016.
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Figure 3.26 - Accident History Data A666 / Hollins Grove Street / Ernsdale Road
3.10.6 A666 / Earcroft Way Signalised T-Junction The PICs recorded at the A666 Blackburn Road / Earcroft Way signalised T-junction are illustrated in Figure 3.27.
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Figure 3.27 - Accident History Data for A666 / Earcroft Way
The results in Figure 3.27 show that within the baseline year of 2015 there have been a total five PICs recorded, all of which resulted in a slight severity. The accidents consisted of a motorcycle and goods vehicle collision, and a child pedestrian collision with an unknown vehicle type. A child passenger casualty was also recorded in a car vehicle type, no details are provided for the remaining two PICs recorded at the A666 Blackburn Road / Earcroft Way junction.
The results from the accident data within the review year of 2016 show that three PIC have been recorded, all of which resulted in a slight severity. The accidents involved a motorcycle and a car collision, a car and a goods vehicle collision (involving a young driver), and a car.
3.10.7 A666 Blackburn Road / Branch Road Signalised T-Junction The PICs recorded at the A666 Blackburn Road / Branch Road signalised T-junction are illustrated in Figure 3.28. The results show that there have been no PICs record for the baseline year of 2015 and the review year of 2016.
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Figure 3.28 - Accident Data History for A666 / Branch Road
3.10.8 Ewood Gyratory The accident data history for Ewood Gyratory for the year 2015 and 2016 are illustrated in Figure 3.29. The study area includes Alan Shearer Way, the A6062 Livesey Branch Road (east of Orchard Street) and the A666 (north of Tweed Street).
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Figure 3.29 - Accident Data History for Ewood Gyratory
The results from Figure 3.29 show that within the baseline year of 2015 there have been two PIC recorded, which resulted in a slightly injured pedestrian due to a collision between a pedestrian and a car and a car collision which resulted in an unknown vehicle driver or passenger casualty type.
The results from the accident data recorded within the review year of 2016 show that a total of nine PICs have been recorded at Ewood Gyratory, and the severity of these PICs included eight slight and one serious injured casualty. A breakdown of casualty type includes two pedal cyclists, three motorcyclists, four pedestrians (one of which being a child) and one unknown vehicle driver or passenger casualty type.
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The accident data history shows that there has been a significant increase in the number of PICs recorded in 2016 in comparison to the year 2015. The proposed works for Ewood Gyratory were due to commence in August 2014 and were forecasted to last until January 2016, and therefore road works would have had a significant impact on the number of PICs recorded during this time.
3.10.9 Futhergate The study area for Furthergate includes the A678 Furthergate / Burnley Road signalised junction, the A678 Burnley Road link road, and the Red Lion Roundabout. The results of the of the accident data review are shown in Figure 3.30.
Figure 3.30 - Accident Data History for Futhergate
The results from Figure 3.30 show that for the baseline year of 2015 there have been six PICs recorded within the Furthergate study area. The PICs resulted in four slight severity and two serious severity casualties, comprising of one pedal cyclist, one motorcyclist, one child, one child / pedestrian and two unknown casualty types.
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Figure 3.30 shows that for the review year of 2016 there have been eight PICs recorded, all resulting in slight injury casualties. The PICs recorded comprised of one pedal cyclist, one pedestrian and six unknown casualty types.
3.10.10 Futhergate Vicinity: Eanam Roundabout to St Clement Street The accident data history for Eanam Roundabout to St Clement Street is illustrated in Figure 3.31. The study area includes Eanam roundabout, the A6078 Eanam link road, and the A6078 Bottomgate link road to St Clements Street.
Figure 3.31 - Accident History Data for Eanam Roundabout and Furthergate
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The results within Figure 3.31 show that there have been five slight PICs and three serious PICs recorded in 2015. The slight PICs comprised of one pedal cyclist, one pedestrian and three unknown vehicle driver or passenger casualty types, while the serious PICs resulted in one pedal cyclist, one motor cyclist and one unknown vehicle driver or passenger casualty type.
The PICs recorded in 2016 show that there have been 10 slight PICs and one serious PIC recorded. The slight PICs comprised of one pedal cyclist, one child, two motorcyclists and six unknown vehicle driver or passenger casualty types, while the serious PIC resulted in one pedestrian casualty type.
3.10.11 Rishton The PICs recorded for the Rishton site, which includes the A678 High Street and the B6535 Harwood Road signalised junction, is illustrated in Figure 3.32.
Figure 3.32 - Accident History Data for Rishton Study Area
The results shown within Figure 3.32 show that there were two PICs recorded in 2015, which resulted in two slight casualties comprising of one child / pedestrian and one motor cyclist.
The results within Figure 3.32 also show that there were no PICs recorded within the one year review year of 2016.
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3.10.12 Great Harwood – Towngate The PICs recorded for the Towngate site, which includes the area in vicinity of the two mini roundabouts on the B6535 Blackburn Road, is illustrated in Figure 3.33.
Figure 3.33 - Accident Data History for Towngate
As shown within Figure 3.33, there have been seven PICs recorded in the year 2015, which resulted in five slight PICs and two serious PICs. The five slight PICs resulted in one pedal cyclist, one motor cyclist, two pedestrians and one unknown casualty types, while the two serious PICs resulted one pedestrian casualty and one unknown casualty type.
Figure 3.33 shows that there has been one slight PIC involving a pedestrian recorded within the year of 2016 at the Towngate site.
3.10.13 Clayton-le–Moors The PICs recorded at the Clayton-le-Moors study area are illustrated in Figure 3.34. The study area includes the A680 Whalley Road between Sparth Road and the A678 Blackburn Road / A680 Whalley Road Signalised crossroad junction.
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Figure 3.34 - Accident History Data Clayton-le-Moors Study Area
The results within Figure 3.34 show that within the year 2015 seven slight PICs and one serious PIC were recorded. The slight severity PICs comprised of one child casualty and six unknown vehicle driver or passenger casualty types, while the serious PIC was recorded as a pedal cyclist casualty.
The PICs recorded in 2016 show that there have been four slight PICs and three serious PICs recorded. The slight PICs resulted in one pedal cyclist, one motor cyclist, one pedestrian and one unknown vehicle driver or passenger casualty type, and the serious PICs resulting in one child / pedestrian, one motor cyclist and one unknown vehicle driver or passenger casualty type.
3.10.14 Churchgate The accident data history recorded at the Churchgate site is illustrated in Figure 3.35.
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Figure 3.35 - Accident Data History for the Churchgate Study Area
The results within Figure 3.35 show that in the baseline year of 2015 there have been two slight severity PICs recorded, which comprised of two unknown vehicle driver or passenger casualty types involving two car collisions.
The results for 2016 show that there has been one slight severity PICs recorded, which comprised of an unknown vehicle driver or passenger casualty type involving the collision of a car.
Summary The accident data analysis for the previous and new bus station sites 2015 and 2016 show a reduction in PICs recorded at the previous sites and an increase in PICs recorded at the new bus station sites.
The road safety review found that overall the majority of sites had a reduction in PICs recorded from 2015 to 2016, with three sites having an increase in PICs recorded.
Ewood Gyratory had an increase of two PICs recorded to nine PICs recorded from 2015 to 2016. The proposed works for Ewood Gyratory were due to commence in August 2014 and were forecasted to last until January 2016 and would have had an impact on the number of PICs recorded during this time. It is concluded that the increase in PICs recorded at Ewood Gyratory is the result of ongoing road works and the new road layout at this study area.
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The Furthergate and Eanam Roundabout study area had an increase in PICs recorded from 2015 to 2016. At Furthergate, six PICs were recorded in 2015 which increased to eight PICs recorded in 2016, while at Eanam Roundabout eight PICs were recorded in 2015 which increased to eleven PICs recorded in 2016. Once again it is concluded that the increase in PICs recorded is the result of ongoing road works and the new road layout at the Furthergate site.
Overall, there are no road safety concerns with the new road and junction layouts within the Pennine Reach route. A summary of the road safety review is shown in Table 3.18.
Table 3.18 – Road Summary Location
2015 2016 Location Slight Serious Fatal Slight Serious Fatal Previous Blackburn Bus 0 3 0 0 0 0 Station Site New Blackburn Bus Station 0 0 0 2 1 0 Site Previous Accrington Bus 1 1 0 0 0 0 Station Site New Accrington Bus Station 0 0 0 2 1 0 Site A666 / Hollins Grove Street 0 0 0 0 0 0 / Earnsdale Road A666 / Earcroft Way 5 0 0 3 0 0 A666 / Branch Road 0 0 0 0 0 0 Ewood Gyratory 2 0 0 8 1 0 Furthergate 4 2 0 8 0 0 Furthergate Vicinity 5 3 0 10 1 0 Rishton 2 0 0 0 0 0 Great Harwood - Towngate 5 2 0 1 0 0 Clayton-le-Moors 7 1 0 4 3 0 Churchgate 2 0 0 1 0 0
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4. Summary and Conclusions 4.1 Summary
Capita have been appointed by Blackburn with Darwen Borough Council to prepare a One Year Monitoring and Evaluation Report for the Pennine Reach scheme, following the Pennine Reach M&E Baseline Report completed by Capita in 2015.
The report has been subject to discussions between Capita, Blackburn with Darwen Borough Council, Lancashire County Council and the Department for Transport (DfT), with the DfT accepting the report’s findings in January 2020.
The Pennine Reach scheme is designed to provide a high-quality bus priority service to enhance the local public transport network. The Pennine Reach scheme was developed out of recognition that there has been an increasing reliance on the use of the car as a means of travel and access in the sub-region due to the relatively poor state of the public transport facilities.
AADT (Annual Average Daily Traffic) data extracted from DfT and Local Authority data sources show that since the Pennine Reach scheme there has been an overall decrease in AADTs between the baseline year of 2015 and the review year of 2016.
The review of the AADT data for modal spilt shows no significant change in AADTs for all vehicle types across the Pennine Reach route, with no significant changes in the modal spilt observed with car remaining the preferred method of travel.
The results from the Cordon Count Data for the local areas of Blackburn and Darwen show an overall decrease in motorised traffic.
The data presented within Table 3.11 shows bus journey times have been both positively and negatively affected as a result of the Pennine Reach scheme. The most significant journey time saving is seen for the Furthergate Eanam NB movement in the PM peak period, with a journey time saving of 2 minutes 24 seconds. The most significant increase in journey time is seen for the Darwen SB movement, with an increase of 6 minutes and 46 seconds. Overall, the majority of sites have seen a benefit with no significant impact seen for bus journey times when compared with general traffic.
The review of statistical data published by DfT shows that overall passenger journeys via bus have decreased from 2015/16 to 2016/17, with a decrease of 0.3 (million) and 2 (million) seen within BwDBC and LCC respectively. A decrease is also seen from local bus journey originating
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by local authority for BwDBC of 0.3 (million), and from the year 2013/14 to 2016/17 bus passenger journeys in England have decreased significantly, with a reduction of 4,672m to 4,438m.
BwDBC and LCC have both seen an improvement in bus services running on time from 2015/16 to 2016/17, with BwDBC services improving by 12% and LCC improving by 2%. It can been seen that non-frequent bus services running on time in England has remained steady from 2011/12 to 2016/17.
The Pennine Reach bus service customer satisfaction surveys found that overall the majority of passengers feel that their bus journey has improved since the introduction of the Pennine Reach scheme.
The results of the bus station customer satisfaction surveys for both Blackburn and Accrington found the majority of participants prefer the new bus station and its facilities in comparison to the previous bus stations, with approximately 40% of participants at each site revealing they now utilise the bus stations more often.
The review of the AQMAs for BwDBC has shown a significant improvement in the NO2 annual mean from the declaration date to 2017 at each site. It has been advised that AQMA 8 (Burnley
Road / Accrington Road junction) be revoked due to a significant reduction in the NO2 annual mean from 42 μg/m3 to 31 μg/m3. AQMA 3 (Darwen Town Centre) and AQMA 5 (Earcroft) have also seen a significant reduction in the NO2 annual mean, and it is likely that these areas would be revoked in the near future if reductions continue.
The review of air quality within the local authority area of Hyndburn shows there has been a decrease in the overall NO2 annual mean levels, with 18 sites having a decrease in the NO2 annual mean levels from 2013 to 2017. Site 1 (Fire Station Manchester Road) & 10 (Henry Street
/ Dill Hall junction) have seen an increase in the NO2 annual mean levels, with site 1 increasing by 0.6 μg/m3 and site 10 increasing by 1.8 μg/m3.
The NO2 annual mean levels for the majority of sites within the local authorities of BwDBC and Hyndburn have seen an improvement to air quality since the Pennine Reach scheme was introduced.
The review of accident history data found the majority of sites see a reduction in PICs recorded from 2015 to 2016. The Ewood Gyratory, Furthergate and Eanam Roundabout site observed an increase in PICs recorded from 2015 to 2016, however it is concluded that this increase in PICs recorded is the result of ongoing road works at these particular sites. Following a change in road layout an initial increase in PICs recorded is expected until road users become familiar with the new road layout.
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4.2 Conclusion
The Pennine Reach major transport scheme has delivered the following key outcomes one year after scheme opening:
The increase in bus services running on time has improved significantly within the Pennine Reach route, with bus service punctuality within the local authority areas of BwDBC and LCC increasing by 12% and 2% respectively from 2015/16 to 2016/17
Improved bus journey times along the Rishton Northbound and Southbound route, Church Gateway route, Darwen Northbound route, and the Futhergate Eanam – Red Lion Southbound route of the Pennine Reach scheme when comparing 2008 with 2018
Improvements to the on-time compliance of the number 6 & 7 bus service, with an increase of 4% from 2016 to 2018
A 12% increase for the year to date passenger growth for the number 6 & 7 bus service which is concluded is the result of more effective priority bus lanes, newer buses and added marketing which have been possible due to the Pennine Reach Scheme
The new Blackburn and Accrington bus stations have received significant positive feedback, with 87% of customers preferring the improved bus stations which in turn has encouraged 38% of customers to utilise the bus stations more frequently
Customer satisfaction surveys have revealed that 10% of current customers did not utilise local bus services prior to the Pennine Reach scheme, 73% of bus passengers think services are more punctual, 60% think journeys are quicker, and 90% saying that public transport facilities and services have markedly improved
Improvements in the annual mean Nitrogen Dioxide (NO2) levels across the Pennine Reach route within the Blackburn with Darwen Local Authority area, with three of the four sites identified as Air Quality Management Areas (AQMAs) set to be revoked in the near future at Burnley Road / Accrington Road, Darwen Town Centre and Earcroft
Increased delivery of employment land and new housing across Blackburn with Darwen and Hyndburn, facilitated by better core public transport services
An improvement in road safety across the Pennine Reach route from 2015 to 2016
The scheme’s benefit cost ratio, although falling from the initial BCR of 2.73 to 1.63 has still delivered significant positive outputs and outcomes for the taxpayer and local
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residents, but has been reduced due to the increase in overall scheme costs which have risen from £39.9m to £43.5m
The cost increases were attributable to:
o Additional Statutory Undertakers diversions (unchartered) at Ewood Gyratory and Furthergate which had significant impacts on the phasing of these project packages
o Cost increases associated with the original Blackburn Bus Station contractor, Thomas Barnes and Sons going into receivership and following appointment of a replacement contractor, leading to significant additional costs being borne by the project.
The scheme’s primary objectives have been met including:
o A fleet of high quality modern buses, which have been introduced on the “Hyndburn Circular” 6/7 bus route and the “Number 1” trunk Blackburn – Darwen – Bolton Route by local bus operator, Transdev
o Dedicated bus priority in the most congested areas: at Ewood, Earcroft, and Furthergate
o Improvements to traffic signals to give bus priority and shorten journey times across the highway network which has reduced delays to buses and improved reliability on key sections of the route
o Improved walking and cycling facilities, including greatly improved pedestrian facilities at new junctions and shared bus, taxi and cycle lanes
o Improved passenger waiting facilities with brand new bus stops, shelters and bus stations on the routes
o Upgraded ticketing and innovative ticketing solutions via NoWCARD smartcard and mobile ticketing which has made travel simpler and speeded boarding
o Increased passenger numbers using public transport on the 6/7 “Hyndburn Circular” part of the Pennine Reach route
o Increased overall reliability of local bus services
o Reduced congestion at key points on the network
o Improved air quality on a number of designated Air Quality Management Areas
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o Facilitated economic growth across East Lancashire
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