Public Document

Greater Manchester Transport Committee

DATE: Friday, 17 January 2020

TIME: 10.30 am

VENUE: Friends Meeting House, Mount Street, Manchester

 Nearest Metrolink Stop: St Peters Square

 Wi-Fi Network: Public

Agenda

Item Pages

1. APOLOGIES

2. CHAIRS ANNOUNCEMENTS AND URGENT BUSINESS

3. DECLARATIONS OF INTEREST 1 - 4

To receive declarations of interest in any item for discussion at the meeting. A blank form for declaring interests has been circulated with the agenda; please ensure that this is returned to the Governance & Scrutiny Officer at the start of the meeting.

4. MINUTES OF THE MEETING HELD 8 NOVEMBER 2019 5 - 14

To consider the approval of the minute of the meetings held on 8 November 2019.

Please note that this meeting will be livestreamed via www.greatermanchester-ca.gov.uk, please speak to a Governance Officer before the meeting should you not wish to consent to being included in this recording.

5. GM TRANSPORT COMMITTEE WORK PROGRAMME 15 - 20

Report of Liz Treacy, GMCA Monitoring Officer.

6. TRANSPORT NETWORK PERFORMANCE 21 - 32

Report of Bob Morris, Chief Operating Officer, TfGM.

7. RAIL PERFORMANCE REPORT 33 - 64

Report of Bob Morris, Chief Operating Officer, TfGM.

BUS OPERATIONAL ITEMS

8. BUS PERFORMANCE REPORT 65 - 80

Report of Alison Chew, Interim Head of Bus Services, TfGM.

9. FORTHCOMING CHANGES TO THE BUS NETWORK 81 - 120

Report of Alison Chew, Interim Head of Bus Services, TfGM.

STRATEGIC ITEMS

10. TRANSPORT AND CLIMATE CHANGE 121 - 134 Report of Simon Warburton, Transport Strategy Director, TfGM.

11. STREETS FOR ALL AND MADE TO MOVE PROGRESS UPDATE 135 - 148 Report of Simon Warburton, Transport Strategy Director, TfGM and Chris Boardman, GM Cycling and Walking Commissioner.

12. Exclusion of the Press and Public

That, under section 100 (A)(4) of the Local Government Act 1972 the press and public should be excluded from the meeting for the following items on business on the grounds that this involved the likely disclosure of exempt information, as set out in the relevant paragraphs of Part 1, Schedule 12A of the Local Government Act 1972 and that the public interest in maintaining the exemption outweighed the public interest in disclosing the information.

13. FORTHCOMING CHANGES TO THE BUS NETWORK - PART B 149 - 152 Report of Alison Chew, Interim Head of Bus Services, TfGM.

For copies of papers and further information on this meeting please refer to the website www.greatmanchester-ca.gov.uk. Alternatively, contact the following: Governance & Scrutiny Officer: Nicola Ward 0161 778 7009 [email protected]

This agenda was issued on 9 January 2020 on behalf of Julie Connor, Secretary to the Greater Manchester Combined Authority, Churchgate House, 56 Oxford Street, Manchester M1 6EU

Members Representing Political Party Stuart Haslam Bolton Conservative Beth Mortenson Bury Labour Angeliki Stogia Manchester Labour Naeem Hassan Manchester Labour Ateeque Ur-Rehman Oldham Labour Phil Burke Rochdale Labour Roger Jones Salford Labour David Meller Stockport Labour Warren Bray Tameside Labour Steve Adshead Trafford Labour Mark Aldred Wigan Labour Sean Fielding GMCA Labour Roy Walker Mayoral appointment Conservative John Leech Mayoral appointment Liberal Democrat Dzidra Noor Mayoral appointment Labour Howard Sykes Mayoral appointment Liberal Democrat Shah Wazir Mayoral appointment Labour Barry Warner Mayoral appointment Labour Doreen Dickinson Mayoral appointment Conservative Peter Robinson Mayoral appointment Labour Nathan Evans Mayoral appointment Conservative Joanne Marshall Mayoral appointment Labour

Substitutes Representing Political Party Derek Bullock Bolton Conservative David Jones Bury Labour Basat Shiekh Manchester Labour Eddy Newman Manchester Labour Matt Wynne Stockport Labour Barrie Holland Tameside Labour James Wright Trafford Labour Paul Prescott Wigan Labour Allan Brett GMCA Labour David Wilkinson Mayoral appointment Liberal Democrat John Hudson Mayoral appointment Conservative Linda Holt Mayoral appointment Conservative Angie Clark Mayoral appointment Liberal Democrat

GM Transport Committee on 17 January 2020

Declaration of Councillors’ interests in items appearing on the agenda

NAME: ______

Minute Item No. / Agenda Item No. Nature of Interest Type of Interest

Personal / Prejudicial /

Disclosable Pecuniary Personal / Prejudicial /

Page 1 Page Disclosable Pecuniary Personal / Prejudicial /

Disclosable Pecuniary Personal / Prejudicial /

Disclosable Pecuniary Agenda Item 3

PLEASE NOTE SHOULD YOU HAVE A PERSONAL INTEREST THAT IS PREJUDICIAL IN AN ITEM ON THE AGENDA, YOU SHOULD LEAVE THE ROOM FOR THE DURATION OF THE DISCUSSION & THE VOTING THEREON.

QUICK GUIDE TO DECLARING INTERESTS AT GMCA MEETINGS This is a summary of the rules around declaring interests at meetings. It does not replace the Member’s Code of Conduct, the full description can be found in the GMCA’s constitution Part 7A. Your personal interests must be registered on the GMCA’s Annual Register within 28 days of your appointment onto a GMCA committee and any changes to these interests must notified within 28 days. Personal interests that should be on the register include:  Bodies to which you have been appointed by the GMCA

 Your membership of bodies exercising functions of a public nature, including charities, societies, political parties or trade unions. You are also legally bound to disclose the following information called DISCLOSABLE PERSONAL INTERESTS which includes:  You, and your partner’s business interests (eg employment, trade, profession, contracts, or any company with which you are associated)  You and your partner’s wider financial interests (eg trust funds, investments, and assets including land and property).  Any sponsorship you receive. Page 2 Page FAILURE TO DISCLOSE THIS INFORMATION IS A CRIMINAL OFFENCE

STEP ONE: ESTABLISH WHETHER YOU HAVE AN INTEREST IN THE BUSINESS OF THE AGENDA If the answer to that question is ‘No’ – then that is the end of the matter. If the answer is ‘Yes’ or Very Likely’ then you must go on to consider if that personal interest can be construed as being a prejudicial interest. STEP TWO: DETERMINING IF YOUR INTEREST PREJUDICIAL?

A personal interest becomes a prejudicial interest:  where the well being, or financial position of you, your partner, members of your family, or people with whom you have a close association (people who are more than just an acquaintance) are likely to be affected by the business of the meeting more than it would affect most people in the area.

 the interest is one which a member of the public with knowledge of the relevant facts would reasonably regard as so significant that it is likely to prejudice your judgement of the public interest.

FOR A NON PREJUDICIAL INTEREST FOR PREJUDICIAL INTERESTS YOU MUST YOU MUST  Notify the governance officer  Notify the governance officer for the meeting as soon as you realise you have a prejudicial interest (before or during for the meeting as soon as you the meeting) realise you have an interest  Inform the meeting that you have a prejudicial interest and the nature of the interest  Inform the meeting that you  Fill in the declarations of interest form have a personal interest and the nature of the interest  Leave the meeting while that item of business is discussed

 Fill in the declarations of  Make sure the interest is recorded on your annual register of interests form if it relates to you or your partner’s interest form business or financial affairs. If it is not on the Register update it within 28 days of the interest becoming apparent. TO NOTE: YOU MUST NOT:  You may remain in the room  participate in any discussion of the business at the meeting, or if you become aware of your disclosable pecuniary Page 3 Page and speak and vote on the interest during the meeting participate further in any discussion of the business, matter  participate in any vote or further vote taken on the matter at the meeting  If your interest relates to a body to which the GMCA has appointed you to you only have to inform the meeting of that interest if you speak on the matter.

This page is intentionally left blank Agenda Item 4

MINUTES OF THE GREATER MANCHESTER TRANSPORT COMMITTEE HELD ON FRIDAY, 8TH NOVEMBER, 2019 HELD AT THE FRIENDS MEETING HOUSE

PRESENT:

Councillor Mark Aldred (in the Chair) Wigan Council Councillor Stuart Haslam Bolton Council Councillor Beth Mortenson Bury Council Councillor Roy Walker Bury Council Councillor Sean Fielding GMCA Councillor John Leech Manchester City Council Councillor Dzidra Noor Manchester City Council Councillor Angeliki Stogia Manchester City Council Councillor Howard Sykes Oldham Council Councillor Mohon Ali Oldham Council Councillor Shah Wazir Rochdale Council Councillor Phil Burke Rochdale Council Councillor Roger Jones Salford City Council Councillor Matt Wynne Stockport MBC Councillor Peter Robinson Tameside Council Councillor Doreen Dickinson Tameside Council Councillor Warren Bray Tameside Council Councillor Stephen Adshead Trafford Council Councillor Nathan Evans Trafford Council Councillor Joanne Marshall Wigan Council

OFFICERS IN ATTENDANCE:

Eamonn Boylan Chief Executive GMCA & TfGM Bob Morris Chief Operating Officer, TfGM Alison Chew Interim Head of Bus Services, TfGM Peter Boulton Head of Highways, TfGM Alex Cropper Head of Operations, TfGM Danny Vaughan Head of Metrolink, TfGM Caroline Whittam Head of Rail Franchising, TfGM Martin Shier Bus Partnerships Delivery Manager, TfGM Gwynne Williams Deputy Monitoring Officer, GMCA Nicola Ward Governance Officer, GMCA

GMTC 50/19 APOLOGIES

RESOLVED /-

That apologies were received and noted from Councillor Barry Warner, Councillor David Meller, 1 Page 5 Councillor Naeem Hassan and Councillor Ateeque Ur-Rehman.

GMTC 51/19 CHAIRS ANNOUNCEMENTS AND URGENT BUSINESS

RESOLVED /-

1. Delay to the removal of Pacer Trains by Arriva Rail North

a. That it be noted that a letter had been sent from the Chair of the Transport Committee to the Managing Director of Arriva Rail North in relation to the planned extension of use of the Pacer Trains, and that Chris Jackson had been invited to attend the meeting to address Members’ questions.

b. That it be noted that nine Pacer trains will remain in operation for a few extra weeks due to the delay in the manufacture of the new trains to replace this stock.

2. TfGM Customer Relations officer national award

a. That it be noted that Anthony Kelly, Customer Relations Officer at TfGM had been recognised for outstanding efforts in customer service and won a national frontline employee of the year award.

b. That it be noted that the Chair of the Transport Committee write a letter of congratulations to Anthony Kelly on behalf of the Committee.

GMTC 52/19 DECLARATIONS OF INTEREST

RESOLVED /-

That Councillor Phil Burke declared a personal interest in relation to item 10 (Performance Report) as an employee of Metrolink.

GMTC 53/19 MINUTES

RESOLVED /-

That the minutes of the meeting held on 11 October 2019 be approved as a correct record, subject to the inclusion of the attendance of Councillor Moretenson and Councillor Adshead.

GMTC 54/19 TRANSPORT COMMITTEE DRAFT WORK PROGRAMME

Gwynne Williams, Deputy Monitoring Officer for the GMCA took members through the latest work programme for the Greater Manchester Transport Committee.

RESOLVED /- Page 6

1. That the work programme for the GM Transport Committee be noted.

2. That consideration be given as to a timely opportunity when the following items could be considered by the Committee as formal reports in addition to any planned informal briefings or site visits –

a. GM taxi licensing standards b. Manchester Airport Transformation Plan c. The mis-use of bus lanes

GMTC 55/19 BUS ANNUAL PERFORMANCE REPORT

Alison Chew, Interim Head of Bus Services at TfGM introduced the Annual Performance Report for bus services across Greater Manchester which included data from September 2018 – August 2019 and specifically focussed on the subsidised bus network. The headlines contained within the report showed that across all operators punctuality remained above target but had been declining. However, the subsidised network (which represents 16% of the total network) reported a positive overall picture.

A Member reported that there was a lack of visible communication at Bury Interchange in relation to late and cancelled services, and asked that consideration be given to increasing staff presence and real-time information. Furthermore, the services 471 and 98 were particularly highlighted as regularly being late or cancelled. Diamond and Go North West reported a number of contributing factors to issues with these services, but offered to review whether improvements could be made to improve their performance.

Members commented that in some instances, bus routes remain too long and as a result punctuality was compromised, it was suggested that in particular the route between Manchester and Bury is considered as splitting the journey at a useful point may aid performance. Operators were asked to review routes where this may work in favour of improving punctuality.

Members asked whether leaving the EU would impact the requirement for all buses to comply with Euro 6 emissions standards. Officers reported that whether the UK is in the EU or not, that Operators would be encouraged to meet the highest standard across their fleet, in line with the current Euro 6 thresholds.

A Member questioned why there was some information in relation to the Bus Annual Performance Report in the private part of the meeting, and whether this could be considered in the public part of the meeting. Officers confirmed that there were commercial sensitivities within this information, and that the disclosure of this information would not be in the public interest. In light of Member’s comments, it was suggested that this decision be reviewed by the GMCA Monitoring Officer.

In relation to the Our Pass scheme, Members commented that it had been a success, however punctuality issues with buses was impacting young people as the real-time information on travel apps was not always accurate. In response, Stagecoach informed the Committee that they had just revised their app to include a mapping function and more accurate information about delayed services. Page 7

A Member commented that there were significant issues with services 163 and 17 in relation to their punctuality, missing stops and none arrivals, resulting in passengers being left stranded, especially in the early mornings. Diamond Bus offered to review service 163 and respond directly, and Go North West offered to review service 17, and also respond.

In relation to services changes in Oldham, Members reported initial positive feedback as a result of the partitioning of routes to improve reliability but questioned as to whether there was evaluated data to evidence this outcome. Operators reported that these changes had been well received so far.

Members reported that there was a three hour gap between the commercial day service of route 81 and the subsidised evening service, which had potentially contributed to its current low patronage. Officers at TfGM agreed to look at this issue with First Bus and respond directly.

Members expressed their concerns in relation to the planned removal of the North Manchester Ticketing Scheme from January 2020 and the consequential increased cost for passengers, and furthermore, the current issues with Diamond and Go North West buses accepting these tickets. Operators reported no issues with the acceptance of tickets currently, and that the projected impact on passengers following the removal of the North Manchester Ticketing Scheme would be minimal.

A Member commented that there had been some reports of bus stop timetable information not being up to date. Officers commented that there were some issues as a result of the last timetable change, but that these had been dealt with once reported and urged members to report specific incidents as they occur. Further to this, the texting service 8468 was also reporting scheduled times over real time information in some instances. The data available for this was provided by operators and was programmed to revert back to scheduled times if there were any technical issues interfering with transmissions.

As a general point, operators were asked to remind drivers to adhere to scheduled times, especially in relation to evening services.

Members expressed concern that vehicles which only met Euro 4 standards were not of a desired standard for GM, and that an average age of 8.5 was also concerning. Stagecoach reported that they had just purchased an additional 18 new vehicles, which brought the total number of electric vehicles within their fleet to 32. There was also a retrofit scheme underway, to ensure that all the fleet was Euro 6 compliant by mid-2021. Diamond also reported that they have 100 Euro 6 compliant vehicles on order, 50 of which will be working on the network by June 2020. Go Ahead also added that they were currently undertaking a retrofit programme to ensure 100% of their fleet was Euro 6 compliant by 2021.

RESOLVED /-

1. That the Bus Annual Performance Report be noted.

2. That it be noted that Diamond Bus would respond directly to Councillor Walker regarding issues with the performance of service 471.

3. That it be noted that Go North West would respond directly to Councillor Walker regarding Page 8 issues with the performance of service 98.

4. That it be noted that all operators agreed to review those extra-long routes where splitting the journey may help improve reliability and punctuality.

5. That officers at TfGM review staff presence at interchanges and how to information to passengers could be improved, especially with regards to late or cancelled services.

6. That Members be encouraged to respond to the ‘Doing Buses Differently’ consultation.

7. That it be noted that the GMCA Monitoring Officer be asked to review the public interest test as to whether individual bus operators performance data should be considered in part A or part B of the Transport Committee meeting.

8. That it be noted that Diamond Bus will liaise directly with Councillor Burke regarding the punctuality and reliability of the 163 service.

9. That it be noted that Go North West will respond to Councillor Burke in relation to concerns regarding service number 17.

10. That TfGM will review the 81 service in relation to concerns about gaps between the commercial daytime service and the subsidised evening service.

11. That it be noted that First Bus will respond directly to Councillor Fielding in relation to the frequency of services 81 and 180.

12. That it be noted that individual operator’s ticketing products will be vaid across First, Diamond and Go North West services until the end of December 2019, under the North Manchester Ticketing Scheme.

13. That it be noted that all operators would remind their drivers to keep to scheduled times, especially on evening services.

GMTC 56/19 HIGHWAYS ANNUAL PERFORMANCE REPORT

Peter Boulton, Head of Highways TfGM introduced a report which provided an overview of the highways network performance. He reported that the 90% journey reliability target was still work in progress, but that there had been significant improvements since the introduction of a 24/7 shared control room. The most significant contributor to issues on the network was roadworks, with Wednesday afternoon being reported as the period with the most significant delays. In relation to the development of the highways network, he reported a number of major schemes underway and also being planned including some key mayoral schemes including Streets for All, The Mayors Challenge Fund and the Greater Manchester Spatial Framework.

In relation to Smart Motorways, Members reported that recently there had been a report from Coroners in Birmingham regarding the number of incidents that had occurred and questioned as to Greater Manchester’s current position on the potential for Smart Motorways within the conurbation. Officers agreed to provide this information within the next report on Highways.

Page 9 A Member queried as to whether all new roads were being built including cycling lanes as per the aspirations of the BeeNetwork, and reported that some Local Authorities were not including cycle lanes within their own funded schemes. Officers replied that any funding for such schemes was being closely monitored against agreed outcomes.

With regards to traffic signals, Members asked how crossing times could remain in favour of pedestrians with minimal impact to traffic flow. Officers reported that this remained a challenge, but that every set of signals was assessed separately and adjusted accordingly. Trials were currently underway in the city centre to look at ways to increase ‘active travel’ and would be reported back to the Committee in due course.

A Member asked whether planned highways schemes were ambitious enough and whether TfGM had a strong understanding of the public transport world post 2040. Officers reported that they were continually reviewing new technologies, for example Stagecoach had recently trailed driver- less buses within their depot as they are not currently permitted on UK roads.

In relation to failed traffic signals, a member asked what the most effective way for members of the public to report them to TfGM, as past experience had highlighted twitter as the most effective form of reporting. Officers agreed to review the process by which these issues can be reported, but informed Members that the traffic lights are also set to send an automatic message if they fail.

A Member reported a specific issue with a bollard on Stanley Street which forms part of the Guided Busway and was currently not working, resulting in private vehicles using the cut through and impacting the journey time of the V1 and V2 services. Officers agreed to look into this issue.

With regards to current delays on Regent Road and Water Street for vehicles leaving the city centre, a Member asked whether this was due to the closure of Middlewood Street. It was reported that this may be a contributing factor, but that the issue would be reported back to TfGM engineers to review the current traffic pressures in the area.

A Member reported that recent engagement with Urban Traffic Control at TfGM had been very positive, and that an engineer had met with local councillors to determine the most effective crossing times for the A6.

In relation to implied zebra crossings, Members questioned as to the perceived timeframe on the latest Government proposals. It was suggested that an update on this, and research to date could be included within the Mayor’s Challenge Fund report in January.

A Member asked whether there were remedial works planned for the A6MARR following numerous incidents of flooding. It was reported that Stockport Council were currently awaiting the outcome of a recent consultant’s review into the cause of the issues.

RESOLVED /-

1. That the Highways Annual Performance Report be noted.

2. That information in relation to the evaluated data and future proposals for smart motorways be included in a future highways report.

Page 10 3. That the outcomes of the evaluation of traffic signal timings in relation to the time allocated for pedestrians to cross be brought back to a future meeting.

4. That TfGM be asked to review whether members of the public are aware as to how to promote traffic signal failures.

5. That TfGM review the status of the bollard issues on Stanley Street in relation to services V1 and V2 and report back directly to Councillor Marshall.

6. That issues in relation to leaving the City Centre via regent Road/Water Street as a result of the temporary closure of Middlewood Street be considered by engineers and reported back to Councillor Marshall.

7. That information on any proposals for ‘implied zebra crossings’ be included in the Mayors Challenge Fund report in January 2020.

GMTC 57/19 HIGHWAYS AND CONGESTION UPDATE

Bob Morris, Chief Operating Officer TfGM took Members through an overview of progress of the implementation of the Greater Manchester Congestion Deal since its launch in March 2018. He reported that through travel demand management there had been a visible difference to peak travel times, with the early morning build up beginning one hour earlier. Some major schemes have also contributed to increasing the network capacity (Regent Road has given a 10-15% increase to capacity levels), however as demand remains high this capacity had soon been filled.

Members were aware of continued population growth within Greater Manchester and asked whether officers had forecasted figures as to network demands in the future, and how this would impact congestion. Officers reported that there had been no increase to traffic volume over the past year, but that forecasting over a long period was difficult due to a number of determining factors. TfGM were still pursuing Highways England for a combined approach to their North West Quadrant Survey.

A Member informed the Committee that there had been a recent discussion at the Transport Select Committee regarding the challenges faced by Smart Motorways and suggested that the transcript of this session be shared with other Members. Officers added that there had been some particular successes of smart motorways, especially noted in relation to the M6.

RESOLVED /-

1. That the Highways and Congestion Update be noted.

2. That data in relation to the number of cars on the road, and forecasted levels be included in a future highways report.

3. That a link to the minutes of the recent discussion at the Transport Select Committee on smart motorways be shared with Members.

GMTC 58/19 ROAD SAFETY AND ENFORCEMENT Page 11

Peter Boulton, Head of Highways TfGM introduced a report which provided an overview of Greater Manchester’s road safety performance and the role of Safer Roads Greater Manchester. He highlighted that there had been a 5% reduction in KSI (killed and seriously injured) cases between 2017 and 2018 but that further reduction would be required in order to meet the Department for Transport forecast for 2020. Over the past 12 months there had been 60 fatal casualties across Greater Manchester, with a clear spike in April 2019 attributed in part to a lengthy period of warm weather. A significant proportion of these and KSIs were vulnerable road users such as children and the elderly.

Members welcomed a downward trend in KSI but were keen to support the ambition to eradicate such incidents and questioned as to whether the necessary funding was available to support this. Officers confirmed that there was partnership funding from Local Authorities, Greater Manchester Police (GMP) and TfGM to support such interventions. Furthermore, to address residents’ concerns regarding speeding vehicles, the new Transport Unit for GMP was due to be established in November 2019.

In respect of pavement parking and the problems it raises for vulnerable road users, officers responded that the Transport Unit will also support future campaigns and communications regarding this issue.

A member questioned as to why Greater Manchester appeared as one of the lowest areas for KSI casualties, and it was confirmed that currently GM do not report via CRaSh (Collision reporting and sharing) and therefore information was not available in real-time.

Members raised their concerns regarding pedestrians and cyclists using their mobile phones whilst travelling, and urged that TfGM remind all road users of their personal responsibility for road safety.

In relation to speed cameras, Members questioned as to how many across the network were new generation. Officers confirmed that currently the network had a mixture of analogue and digital cameras, with the ambition to convert the whole network to digital as soon as possible. Further to this, a bid had recently been submitted to the Mayor’s Challenge Fund to fund the remaining upgrades.

A Member sought further clarification as to the criteria for determining the location of additional speed cameras, and it was suggested that the Road Safety Partnership be invited to explain this to the Committee at a future meeting, and further explain their governance arrangements.

The report detailed areas where road safety schemes were already being funded and Members suggested that further information could be shared as to the impact of these schemes at a future meeting.

In relation to comparative road safety data, a Member suggested that comparisons could also be drawn with similar sized European cities as this information was already publically available via OECD.

RESOLVED /-

1. That the road safety and enforcement update be noted. Page 12

2. That TfGM report back directly to Councillor Adshead on the ‘other casualties’ as detailed on page 82 of the report.

3. That GMP be invited to attend the next meeting to discuss the digitalisation of speed cameras, and the criteria that the Road Safety Partnership use to determine whether an additional camera should be added to the network.

4. That the impact of previously funded road safety schemes be included in a future report to the Committee.

5. That future reports on road safety should also include comparative data with other similar cities across Europe.

GMTC 59/19 TRANSPORT NETWORK PERFORMANCE REPORT

Bob Morris, Chief Operating Officer TfGM took the Committee through the latest Transport Network Performance Report which provided an overview of the network during September 2019. He reported that despite a number of large scale events and incidents during the period, that there had been minimal impact to the transport network due to effective planning. However, the performance of Metrolink had been slightly below target due to a number of vehicles being out of service.

Members were concerned about the removal of the North Manchester Ticketing Scheme and the impact of increased fares for passengers. Operators reported that their projections showed minimal impact as the future fares had been aligned across operators and there would be increased communication with passengers in the lead up to the changes.

In relation to the train service to Southport being removed from the Atherton line, a Member asked that Salford officers be included in any future conversation about timetable reviews, with respect to the potential impact on Salford residents.

RESOLVED /-

1. That the Transport Network Performance Report be noted.

2. That it be noted that Arriva Rail North will invite Salford Council officers to their next timetable consultation in relation to services to Southport.

3. That it be noted that First and Diamond Bus will review the impact to passengers as a result of the North Manchester Ticketing Scheme ending as part of their next fare structure review.

4. That information on the impact of short formed trains be included in the Rail Performance Report to the Committee in December.

GMTC 60/19 EXCLUSION OF THE PRESS AND PUBLIC

RESOLVED /- Page 13

That, under section 100 (A)(4) of the Local Government Act 1972 the press and public should be excluded from the meeting for the following items on business on the grounds that this involved the likely disclosure of exempt information, as set out in the relevant paragraphs of Part 1, Schedule 12A of the Local Government Act 1972 and that the public interest in maintaining the exemption outweighed the public interest in disclosing the information.

GMTC 61/19 BUS ANNUAL PERFORMANCE REPORT - PART B

RESOLVED /-

That the report be noted.

Page 14 Agenda Item 5

Greater Manchester Transport Committee –

Draft Work Programme

February 2020 – March 2020

The table below suggests the Committee’s work programme from February to March 2020.

Members are invited to further develop, review and agree topics which they would like to consider.

The work programme will be reviewed and updated regularly to ensure that the Committee’s work remains current.

The key functions of the Committee are –

 Accountability: active and regular monitoring of the performance of the transport network, including the Key Route Network, the operation of the GM Road Activities Permit Scheme, road safety activities, etc as well as all public transport modes. This role will include holding service operators, TfGM, highway authorities and transport infrastructure providers to public account, and to recommend appropriate action as appropriate;

 Implementation: oversee the delivery of agreed Local Transport Plan commitments. This includes the active oversight of the transport capital programme, and decisions over supported bus services network to be made within the context of policy and budgets set by the Mayor and the GMCA as appropriate; and

 Policy Development: undertake policy development on specific issues, as may be directed by the Mayor and / or the GMCA

Page 15

Friday 21 February 2020

MEETING TOPIC CONTACT PURPOSE ALLIGNMENT DATE OFFICER TO WHICH KEY FUNCTION OF THE COMMITTEE

Transport Bob Morris, To review performance of the Accountability Network TfGM transport network, including the Metrolink Performance Key Route Network and all operation public transport modes. To hold al focus service operators, TfGM, highway authorities and transport infrastructure providers to public account and to recommend appropriate action.

January 2020 Alison Chew To note forthcoming changes to Implementation changes to the and Nick the bus network and to review Bus Network Roberts, and make decisions relating to and Review of TfGM supported bus services within Subsidised Bus the context of policy and Services Budget budgets set by the Mayor and GMCA as appropriate. Bus

operators to attend.

Metrolink Danny To provide an update on Accountability Performance – Vaughan, performance over the previous Quarterly TfGM quarter. KAM to attend. Update

Page 16

MEETING TOPIC CONTACT PURPOSE ALLIGNMENT DATE OFFICER TO WHICH KEY FUNCTION OF THE COMMITTEE

Fares and Stephen To note and comment on the Policy Ticketing Rhodes, development of the Fares and development Strategic TfGM Ticketing Roadmap including Focus - Smart Ticketing, Contactless Inclusive and Concessions. Network Social Value Steve To review the social value of Accountability, Warrener, our public transport network, Implementation Kate Brown, as requested by members. To TfGM cover procurement and how transport is supporting the wider GM Strategy.

Age Friendly Kate Brown, Update on how transport is Policy Transport TfGM supporting the GM Ageing development Strategy.

Passenger David Report on the findings of the Accountability Satisfaction Sidebottom, annual passenger surveys Report Transport conducted by Transport Focus. Focus

Customer Sean Dyball An overview of the Customer Implementation Information and Rachel Travel Information roadmap Hutchins, and key priority areas for the

TfGM next 12 months for members to comment and give direction. To include an update on real-time bus information.

Page 17

Friday 13 March 2020

MEETING TOPIC CONTACT PURPOSE ALLIGNMENT DATE OFFICER TO WHICH KEY FUNCTION OF THE COMMITTEE

Transport Bob Morris, To review performance of the Accountability Network TfGM transport network, including the Rail Performance Key Route Network and all operation public transport modes. To hold al focus service operators, TfGM, highway authorities and transport infrastructure providers to public account and to recommend appropriate action.

Rail Bob Morris, To provide an update on rail Accountability Performance – TfGM performance over the previous Quarterly quarter. Rail Operators to Update attend

Network Rail Network Rail To provide an update on Accountability Infrastructure infrastructure improvements to the rail network.

Sustainable Stephan A report on initiatives to Policy Journeys Rhodes, support a shift to more development Strategic Anna Collins, sustainable travel. To include Focus - TfGM the promotion of sustainable Environme travel options to people ntally moving into new homes and workplaces.

Page 18

MEETING TOPIC CONTACT PURPOSE ALLIGNMENT DATE OFFICER TO WHICH KEY FUNCTION OF THE COMMITTEE

Responsibl Mayoral Update Andy Report from the Mayor in his Implementation e Network Burnham, role as GMCA Transport Mayor of Portfolio Holder. To include Our Greater Pass update. Manchester

Transport Chris Barnes, To receive an update for Implementation Capital TfGM comment on the transport Programme capital programme. Update

Road Traffic GMP and To discuss the criteria for the Implementation Enforcement Road Safety installation of speed cameras Partnership and future development of the network, and consider the measures in place to enforce penalties for the miss-use of bus lanes.

Travel Safe Lucy Kennon, Following the initial Accountability, Partnership TfGM presentation in July 2019 – an Implementation update on the outcomes of the Travel Safe Partnership Governance Review.

Page 19

Page 20 Agenda Item 6

Greater Manchester Transport Committee

Date: 17 January 2020

Subject: Transport Network Performance November 2019

Report of: Bob Morris, Chief Operating Officer, TfGM

PURPOSE OF REPORT

This report provides an overview of Transport Network Performance in Greater Manchester for November 2019.

RECOMMENDATIONS:

Members are asked to note the contents of the report.

CONTACT OFFICERS:

Alex Cropper Interim Head of Operations 0161 244 1122 [email protected]

Julie Flanagan COO Sponsor and 0161 244 1164 Support Officer [email protected]

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Risk Management – not applicable Legal Considerations – not applicable Financial Consequences – Revenue – not applicable Financial Consequences – Capital – not applicable

Number of attachments included in the report: 2

o Appendix A: Glossary o Appendix B: Metrolink Performance

BACKGROUND PAPERS: Nil

TRACKING/PROCESS Does this report relate to a major strategic decision, as set out in the No GMCA Constitution

EXEMPTION FROM CALL IN Are there any aspects in this report which None means it should be considered to be exempt from call in by the relevant Scrutiny Committee on the grounds of urgency? GMTC Overview & Scrutiny Committee Not applicable Not applicable

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1 OVERVIEW

1.1 The Greater Manchester Transport Committee has a key role to oversee the provision of transport services including the performance of Metrolink, Bus and Rail Operators and the Strategic Highways Network on behalf of residents, businesses and visitors. The Committee also oversees the move towards the Our Network vision for an integrated transport network for Greater Manchester, as set out in the 2040 Transport Strategy.

1.2 This network performance report covers performance across all transport modes in Greater Manchester during November 2019.

2 OVERALL NETWORK PERFORMANCE SUMMARY

2.1 There were increased delays on the highway network throughout November due to seasonal effects of the weather, reduced daylight hours and changes in travel behaviour associated with the approaching festive season. Traffic volumes in and around the regional centre were on average 2% above the term time average for a month in November with inbound flows during the inter-peak and PM peak up to 10% and 16% above typical respectively.

2.2 The erosion of the operational capacity of the network during a period of increased demand for travel has had a detrimental effect on journey times and journey time reliability. Bus performance has also shown a downward trend, reflecting the effects on the bus network of journey time reliability on the highway network.

2.3 Metrolink performance improved in terms of both punctuality and operated mileage in the period, however concerns regarding issues surrounding tram availability and reliability are being addressed.

2.4 Both PPM and On-time performance for Northern and TPE have declined significantly period-on-period and compared to the corresponding period in 2018/19. This mirrors national train operator performance, although nationally, declines have been less pronounced.

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Events

2.5 Evening football fixtures have impacted on the highways network with additional traffic coming into the Regional Centre during the PM peak which puts additional traffic on to a network operating at near to capacity. The commencement of the Christmas Markets and seasonal shopping has increased the volume of traffic in the regional centre when compared to the typical average volume.

2.6 Flooding impacted parts of the region, resulting in disruption across the rail and highway networks. On the rail network flooding incidents had the greatest impact at Astley, Culcheth and Todmorden totalling over 10,500 minutes worth of delays.

Metrolink

2.1 Metrolink Network performance is published on the TfGM.com website, with individual line performance shown in addition to the overall network (APPENDIX B).

2.2 Metrolink performance has improved on previous months in terms of both punctuality and reliability ending the period just below targets.

2.3 An incident involving a blade has been reported in and around the Abraham Moss Metrolink stop. Through the TravelSafe Partnership increased police and TravelSafe Officer patrols have been implemented alongside plain clothes officers to gather intelligence. Work in conjunction with the Greater Manchester Violence Reduction Unit is also in progress to carry out some targeted intervention work in local schools.

Rail

2.4 In Period 9 (10 November – 07 December 2019), Northern’s PPM declined by 9.2%, achieving just 62.3%, this compared to 67.9% in the same period last year. For TPE, PPM deteriorated further to 57.9%, some 11.5% lower than in Period 8 and adverse to its 2018 figure of 64.6%.

2.5 Northern saw increasing numbers of short formed and cancelled services in the period, with 9.8% of North Manchester trains either fully or part cancelled and 17.3% short formed. For South Manchester, 6.0% of services were cancelled and 7.7% short formed.

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2.6 TPE experienced significantly higher numbers of cancellations across its business, with a massive 1,710 services cancelled in the period, most of these on its North service group.

2.7 Unit failures across older stock (notably Class 319s) and snagging issues with new electric and diesel trains have contributed to performance declines along with other incidents on the network. Crew availability has also been a major factor in performance. For both Northern and TPE, late delivery of new rolling stock has meant condensed schedules for driver training, impacting on daily availability of drivers.

2.8 The continued late cancellation of Sunday services has meant substantial numbers of both pre-planned and late notification cancelled services, averaging around 230 per week.

2.9 The scheduled removal of Pacer trains from Greater Manchester services before the new year has now been delayed further. Northern had stated that the removal of the class 142s remaining in operation in Greater Manchester was planned for mid-February and limited to Marple/Rose Hill and Sheffield services. This is now likely to be extended beyond February and include services on Atherton line.

Bus

2.10 Bus performance reflected traffic volumes and journey time reliability on the highway network overall. Service delivery problems continue to be reported on Diamond’s services in Bolton, which continue to be raised with the operator as a priority and addressed through contract management procedures where appropriate.

2.11 Reinstatement of MUFC post-match shuttle service following security improvements and agreement facilitated by TfGM between Stagecoach, MUFC and Trafford Council.

2.12 Busway patronage for week commencing 1/12 confirmed as 71,626; the highest weekly patronage figure recorded since the service started and 5.7% higher than the same week last year. This continues an increasing trend in patronage, which has grown consistently since the busway service commenced. In the first year of operation, 217,508 passengers were carried during the month of November, this had increased in the same month the following year to 259,520 (a 19.3% increase), further to

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291,684 in November 2018 (a 12.4% increase) and remaining steady at 291,461 in November 2019.

2.13 The number of Our Pass journeys has plateaued with in excess of 37,000 pass holders and over 50,000 journeys being made per day across the region.

Highways

2.14 Seasonal impacts such as darker morning and nights, inclement weather and an increase in traffic volumes, combined with roadworks, special events and perturbations on the SRN and KRN have led to more traffic congestion throughout the month of November.

2.15 The MSIRR Regent Road / Water Street Phase 1 works were completed in the period which has reintroduced much needed capacity on to the network in peak periods, albeit the Phase 2 works which require the closure of Hampson and Middlewood Street are still impacting on traffic on the Salford Corridor.

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3 NETWORK PERFORMANCE SCORECARD

Metrolink1 Status Target Achieved Trend Metrolink Punctuality R 90% 89.2% I Metrolink Reliability G 99% 99% I Rail1 Status Target Achieved Trend Northern Punctuality (PPM) R 74.9% 62.3% W Northern Reliability (CaSL)* R 6% 8.5% W Northern Right Time R 49.3% 40.6% W TPE Punctuality (PPM) R 75.7% 57.9 W TPE Reliability (CaSL) R 11.9% 21.1% W TPE Right Time* R 50% 18.2% W Network Rail Delay Minutes R 50,104 53,709 W Bus2 Status Target Achieved Trend Network Bus Service Reliability R 97.0% 96.4% W Commercial Bus Service Reliability G 97.0% 98.1% I Subsidised Bus Service Reliability R 97.0% 94.5% W Network Bus Overall Punctuality R 80.0% 77.3% W Commercial Bus Overall Punctuality G 80.0% 82.9% S Subsidised Bus Overall Punctuality R 80.0% 73.3% W Network Bus Regularity R 97.0% 94.0% W Commercial Bus Regularity R 97.0% 94.1% W Subsidised Bus Regularity n/a 97.0% n/a n/a Highways2 Status Target Achieved Trend Highways Journey Time Reliability A 90.0% 85.8% W Highways Level of Delay (Average) A 30.0% 43.3% W Network Safety Status Predicted Actual Trend Killed and Seriously Injured (rolling 12m to Jul ‘19) R 570 617 I * TfGM assumed targets set, to be finalised at a later date.

See Appendix A for glossary. Reporting Periods: 1 – Period 8 (10 November to 07 December) 2 – November 2019 Trend key: W = Worsening, S= Stable, I = Improving

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APPENDIX A

Glossary

Measure Description RAG thresholds

Metrolink Punctuality Percentage of trams departing GREEN if equal to or above less than two minutes late. 90% RED if less than 90%.

Metrolink Reliability Percentage of planned miles Target for 2019 is 99%. operated. RED if less than 97%. AMBER if 99% - 97%. GREEN if 99% or above. Northern Punctuality (PPM) PPM = Public Performance GREEN if equal to or above Measure. The percentage of the target. services arriving at destination RED if below target. (having called at all scheduled stops) within 5 minutes of the planned arrival time. Northern Reliability (CaSL) CaSL= Cancelled and No industry targets set. Significant Lateness. % of RED if trend is worsening over services part/fully cancelled or consecutive periods. arriving at their destination AMBER if stabilising of later than 30 minutes after consecutive periods. scheduled arrival time. GREEN if improving over consecutive periods.

TPE Reliability (CaSL) CaSL= Cancelled and Target for Period 9 is 11.9%. Significant Lateness. % of RED if above target. services part/fully cancelled or AMBER if equal to target. arriving at their destination GREEN if below target. later than 30 minutes after scheduled arrival time. TPE Punctuality (PPM) PPM = Public Performance GREEN if equal or above the Measure. The percentage of target. services arriving at destination RED if below target. (having called at all scheduled stops) within 10 minutes of the planned arrival time. Northern Right Time % of recorded station stops Target for Period 9 is 49.3%. where the train arrived less GREEN if above or equal to than one minute later than its target. advertised time. RED if below target. TPE Right Time % of recorded station stops No industry targets set. where the train arrived less RED if trend is worsening over consecutive periods. GMTC 20200117 Transport Network Performance 8 09/01/2020 09:35 November 2019 v1.3

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Measure Description RAG thresholds

than one minute later than its AMBER if stabilising of advertised time. consecutive periods. GREEN if improving over consecutive periods.

Network Rail Delay Minutes Total number of Train GREEN if equal to or below Operator Delay minutes the target. attributable to Network Rail. RED if above target.

Bus Service Reliability Scheduled Service Reliability – GREEN if equal to or above measured by the percentage the target. of observed bus departures RED if below target. from a given location compared to the service provision promised to the public. Bus Overall Punctuality Scheduled Service Punctuality GREEN if equal to or above – measured by the percentage the target. of ‘on-time’ observed bus RED if below target. departures from a given location. The definition of an on-time departure is one which is between 60 seconds early and 5 minutes and 59 seconds late, inclusive. Bus Regularity Frequent Service Regularity – GREEN if equal to or above measured by the percentage the target. of occasions where the gap RED if below target. between services is either over 2 times the service headway, or 10 minutes, whichever is the larger number. Service Regularity encapsulates both the reliability and punctuality aspect of a frequent service. Highways Journey Time % of highway journeys GREEN > = 90% Reliability (JTR) completed within an AMBER 80-90% ‘acceptable journey time’, RED < 80% defined as the typical journey time +25%.

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Measure Description RAG thresholds

Highways Level of Delay The difference between the GREEN < 30% (Average) typical journey time (median) AMBER 30-50% and the optimum journey RED >= 50% time (5th percentile) during the peak period. Killed & Seriously Injured (KSI) Number of people killed or GREEN if equal to or below seriously injured on GM roads. the annual forecast projection. RED if above forecast. (DfT developed a forecast for KSI casualties, as part of the Road Safety Strategy. This forecast (based on a central projection) was for a 40% reduction in KSI casualties by 2020 against a 2005-09 baseline. For GM this was no more than 550 KSI per year casualties by 2020.)

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APPENDIX B

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Page 31 This page is intentionally left blank Agenda Item 7

Greater Manchester Transport Committee

Date: 17 January 2020

Subject: Rail Performance Report

Report of: Bob Morris, Chief Operating Officer, TfGM

PURPOSE OF REPORT

To provide Members with an update on rail performance in Greater Manchester from Rail Period 05, 2019/20 to Rail Period 09, 2019/20 (21 July 2019 – 07 December 2019).

RECOMMENDATIONS:

Members are asked to note the contents of the report.

CONTACT OFFICERS:

Simon Elliott Head of Rail Programme 0161 244 1536

Caroline Whittam Head of Rail Franchising 0161 244 1748

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RISK/ FINANCIAL/ LEGAL CONSEQUENCES/DETAILS

Risk Management – N/A Legal Considerations – N/A Financial Consequences – N/A Financial Consequences – Capital - N/A

BACKGROUND PAPERS:

o GMTC Rail Performance Report, 13 September, 2019 o GMTC Rail Stations Access for All Mid Tier Programme, 13 September, 2019 o GMCA Rail Performance Report, 01 March, 2019

TRACKING/PROCESS Does this report relate to a major strategic decision, as set out in the No GMCA Constitution

EXEMPTION FROM CALL IN Are there any aspects in this report which N/A means it should be considered to be exempt from call in by the relevant Scrutiny Committee on the grounds of urgency? GMTC Overview & Scrutiny Committee N/A N/A

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1 INTRODUCTION

This report provides a summary of rail network performance in Greater Manchester (GM), focusing on performance from Rail Period 05 in 2019/20 to Period 09, 2019/20 (21 July 2019 – 07 December 2019).

2 BACKGROUND AND OVERVIEW

Rail performance has continued to decline over the five periods which this report covers. Recoveries in performance following the introduction of December 2018 timetables, which were aimed at improving resilience and train reliability, have not been sustained.

Following on from these timetable changes, a further iteration of rail timetables was launched in May 2019. This timetable featured only incremental changes, again with the intention of preserving stability and planned service enhancements were largely deferred, except for the introduction of a new Northern Chester – Leeds service. TransPennine Express (TPE) services reverted to using the Bolton corridor for its Scottish services, with Northern starting to use the West Coast Mainline through Wigan North Western for its Barrow/Windermere – Airport services.

The first electric train services finally began operation along the Bolton corridor in February 2019 between Manchester and Preston using Class 319 refurbished trains, providing enhanced capacity and faster, more comfortable journeys. These have since been supplemented by the incremental addition of new Class 331 electric trains from November 2019. Unfortunately, snagging problems with new rolling stock and ongoing fleet issues with the refurbished electric trains have compounded poor performance.

Both Northern and TPE have experienced on-going delays to the delivery of new rolling stock and the need for this to be put into passenger service as quickly as possible has resulted in condensed timescales for driver training. This has caused continuing driver shortages for both Northern and TPE. For Northern, this has been exacerbated by the failure to agree a new rest day working agreement for its drivers in Central and West regions, resulting in multiple planned and un-planned cancellations on Sundays across Greater Manchester, Merseyside, Lancashire and Cumbria. Various GM routes continue to be affected, although agreed pre-planned cancellations have usually impacted routes where other services are available or Metrolink ticket acceptance can be put into place.

Further to this, increases in late notification sickness in the lead up to Christmas (by 30% for Northern compared to 2018) have led to further pre-planned and late-notification cancellations. On Christmas Eve, this resulted in Northern pre-cancelling 95 Greater Manchester services, with a further 201 pre-cancelled on 27 December.

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3 NETWORK RAIL PERFORMANCE

Network Rail operates the UK’s railway infrastructure, including track, signalling, level crossings and major stations. The performance of railway infrastructure is measured by the number of minutes that trains are delayed by infrastructure failures or external issues such as weather-related events, trespass, theft, vandalism and suicide on the railway.

The chart below illustrates Network Rail delay minutes in its Manchester Delivery Unit over the past 14 periods, split by infrastructure and external or other causes, as above. Over the past few years, Other Delay has significantly increased, and now accounts for over 50% of total Network Rail delay minutes. This is largely due to increases in trespass, fatality and threatened suicide on the railway, along with increased incidences and severity of extreme weather events.

Network Rail delay minutes increased substantially in Period 5 and remain the highest over the past 14 months. A combination of factors led to this, including Overhead Line Equipment (OHLE) failure at Garstang and track circuit failures at Trafford Park. The most significant infrastructure incident over the periods covered was a points failure at Ardwick on 13 September, causing over 11,000 minutes delay, 173 cancellations and extreme disruption to South Manchester services. Other incidents included OHLE issues at Styal, causing multiple service cancellations and service diversions.

Period 5 experienced widespread flooding across the network, necessitating the temporary closure of both the Buxton and Hope Valley (Sheffield) lines due to the Toddbrook reservoir emergency. Flooding also affected services at Astley, Atherton, Greenfield, Rochdale and Salford during this period.

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on diversion and caused additional congestion through the Castlefield corridor and on platforms 13 and 14 at Manchester Piccadilly. The possession was successfully handed back on time.

Infrastructure delay increased proportionately in Period 6, largely due to a points failure at Ardwick (detailed in the table below). However, performance has improved overall in the past quarter, largely due to fewer infrastructure failures and improvements in autumnal railhead conditions, compared to recent years.

Period 9 experienced large increases in Other Delay, with fatalities at Eccles and Smithy Bridge alone causing almost 7,000 minutes delay to the network. Further heavy rainfall again caused widespread flooding and several bridge strikes by road vehicles all adversely affected performance.

4 SIGNIFICANT LOCAL INCIDENTS IMPACTING PERFORMACE

Date Location Incident Operational Impacts (Delay minutes (Period) and cancellations) 22 Jul Glazebrook Flooding 6,598 mins delay 18 part/18 full (P05) cancellations 22 Jul Preston/ OHLE damage 6,388 mins delay 85 part/full (P05) Garstang cancellations 28 Jul Todmorden Flooding 4,276 mins delay 45 part/17 full (P05) cancellations 31 Jul Trafford Park Track circuit failure 6,662 mins delay 23 part (P05) cancellations 31 Jul Holmes Flooding 3,000 mins delay 21 part/4 full (P05) Chapel cancellations 13 Sept Ardwick Points failure 11,275 mins 114 part/59 full (P06) delay cancellations 26 Oct Culceth Flooding 3,437 mins delay 18 part/2 full (P08) cancellations 07 Nov Astley Flooding 3,676 mins delay 43 part/20 full (P08) cancellations 06 Dec Eccles Fatality 3,708 mins delay 37 part/14 full (P09) cancellations 13 Dec Ardwick OHLE failure 4,451 mins delay 73 part/ 31 full (P10) cancellations

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are also adversely affected by incidents occurring well beyond our region. Late running long distance services and the effect of regulation prioritising these over local services has impacted performance, notably in South Manchester.

5 SIGNIFICANT NETWORK INCIDENTS AFFECTING PERFORMANCE

Date Location Incident Operational Impacts (Delay minutes and cancellations) 09 Aug Penrith Emergency 6,403 mins 10 part/1 full (P05) speed delay cancellations restrictions 16 Aug Rugeley OHLE damage 12,666 mins 177 part and full (P05) delay cancellations 11 Oct Poulton le Fylde Flooding 2,260 mins 58 part/26 full (P07) delay cancellations 12 Oct Bletchley Fatality 8,508 mins 98 part/ 85 full (P07) delay cancellations

17 Oct Willesden Signal failure 8,402 mins 144 part/161 full (P08) delay cancellations 24 Oct Lancaster/Garstang Rail bridge 6,601 mins 37 part/10 full (P08) struck by HGV delay cancellations 25 Oct Willesden Trespass 9,227 mins 92 part/150 full (P08) delay cancellations. 01 Nov. Willesden OHLE failure 15,148 mins 89 part/143 full (P08) delay cancellations

6 NETWORK RAIL ROUTE CRIME

6.1 Criminal activity on the rail network includes trespass, vandalism, threatened suicide, fatality and cable theft. Network Rail is responsible for these causes of delay. Physical mitigation includes enhanced platform end and trackside fencing, fixed and mobile CCTV (including intelligent monitoring systems) and bridge spiking.

6.2 Engagement with local agencies, including the Samaritans and mental health groups continues and, additionally, BT Police has an officer stationed at Network Rail’s control centre. The table below details the number of various incidents and minutes delay caused since August, 2019 in Network Rail’s Manchester area.

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6.3 The number of incidents has fallen period on period, however total minutes delay has increased in Period 9 due to a number of fatalities. The period experienced 3 fatalities within Network Rail’s Manchester Delivery Unit; including ones at Smithy Bridge and Eccles, causing substantial disruption to network performance, vehicles and staff availability. A further trespass incident at Salford Crescent on 23 November was responsible for almost 2,500 minutes delay and 15 cancellations.

Category P06 2019/20 P07 2019/20 P08 2019/20 P09 2019/20 Grand Incidents Incidents Incidents Incidents Total (Mins) (Mins) (Mins) (Mins)

Trespass 64 (6,856) 48 (7,791) 34 (2,173) 31 (2,487) 177 (19,307) Vandalism 8 (376) 6 (551) 6 (53) 2 (29) 22 (1,009) Fatality 0 (0) 1 (428) 0 (0) 3 (7,761) 4 (8,189) Total 72 (7,232) 55 (8,770) 42 (2,226) 36 (10,277) 205 (28,505)

7 NETWORK RAIL UPDATES

Christmas Work

Network Rail staff have been working over Christmas in a bid to improve service reliability across the north-west. Work has successfully been completed on the following:

 Track being replaced at Crewe stations

 Railway drainage improvements between Preston and Lancaster

 Track renewal and a level crossing replacement near Warrington

 Piling at Humphrey Park in Greater Manchester for platform extensions

Platform Extensions

Platform extensions are currently underway at the following GM stations:

 Hall I’ th’ Wood

 Moston

 Humphrey Park

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 Belle Vue

New Shelters on Platforms 13 and 14

Passengers at Manchester Piccadilly are benefiting from a brand-new shelter on platforms 13 and 14. The £80,000 investment comes after the old shelters were removed to reduce overcrowding on the busy platforms. To protect passengers from the elements as they board trains, Network Rail has installed glass screens with seating.

8 TRAIN OPERATOR PERFORMANCE METRICS

8.1 Train operators, including Northern and TransPennine Express (TPE), have performance regimes with annual targets for:

 Public Performance Measure (PPM) – previous rail industry standard measure for trains arriving at destination within 5 mins (Northern and Transport for Wales) or 10 mins (TransPennine Express and other long-distance operators) of the advertised timetable. Northern and TPE are measured contractually using this metric.

 Right Time – the industry measure from 01 April 2019, where a train is classed as right time within one minute of its scheduled arrival. Figures quoted in this report are for right time arrivals at final destination stations unless otherwise stated.

 Cancellations and Significant Lateness (CaSL) - the proportion of trains which arrive at their final destination greater than 30 minutes from planned arrival or are full/part cancelled or incur missed stops.

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9 NORTHERN PERFORMANCE

9.1 Since the start of the franchise in April 2016, PPM has declined from a moving annual average (MAA) of 89.3% to 82.2% for Northern’s Central Region services. PPM improved from the introduction of December 2018 timetables, reaching a sixteen-period high of 88.8% in April 2019. However, it has since declined to a franchise low of just 65.3% in Period 9 (10 November – 07 December).

9.2 Right Time performance for Northern in its Central region has fallen from 58.8% in Period 1 (01 April – 27 April 2019) to 44.7% in Period 5 and then continually from Period 6 to a figure of just 30.8% in Period 9 (see graph in Section 11).

9.3 Performance deteriorated in Period 5 as a result of flooding, line closures due to the Toddbrook reservoir emergency and the impacts of the Acton Grange blockade but recovered in Period 6. It has since declined period on period as a result of a number of factors, including severe weather, trespass and fatality, infrastructure, train failures and crew availability. Performance remains well below target and is worse than in the same period of last year.

9.4 Northern delay responsibility is split three ways, with the largest amount of delay now being attributed to itself (crew, fleet, operations) at 47% in Period 6 (latest available data). Network Rail caused delay has fallen from around 50% and stood at 37% in Period 6, other TOCs (and freight companies) delay was responsible for 16% of Northern’s total delay.

9.5 Fleet problems with older trains, notably the electric Class 319s (now almost 30 years old) have been compounded by technical issues with newer fleet, including door mechanisms and safety alarm activations on Class 195 units.

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Northern Cancellations

Driver training for new rolling stock has had to be condensed due to the late delivery of trains and the urgent need to have these in passenger service as soon as possible to make up for capacity shortfalls. This has been compounded for Northern by on-going issues around rest day working on Sundays in its Central and West regions. Since a bridging agreement on this ceased in summer 2019, Northern has pre-planned an average 92 service cancellations every Sunday across Greater Manchester. A further average of 89 trains per Sunday have been cancelled on the day since 25 August, 2019 (although this figure is not exclusively caused by driver availability). A revised proposal for rest day working has been tabled with a referendum expected in January.

Services have been pre-cancelled regularly on the following GM routes; Wigan – Stalybridge, Southport – Blackburn, Victoria – Blackpool North, Victoria – Clitheroe via Bolton, Hadfield – Piccadilly and Manchester – Crewe. Other train services and bus replacement have been available for affected routes and TfGM has assisted with Metrolink ticket acceptance being put into place for Ashton and Rochdale services.

Cancellations spiked in Period 5, largely as a result of severe flooding across the network on multiple days and the effect of Acton Grange blockade, previously detailed. They have recently increased again across the four Northern service groups, mainly as a result of driver availability. Of particular concern is the large increase in cancellations in South Manchester, which have risen threefold since Period 1, 2019/20. In late P09/early P10, cancellations have increased further as a result of crew availability due to late notification sickness. For Northern as a whole, 1,700 incidences of sickness were reported in December 2019, a 30% increase on the 1,300 in 2018.

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Northern Short Forming

Short forming occurs when services operate with fewer (or different) carriages than planned. Rather than cancel services, short forming represents a less disruptive option, although can cause severe overcrowding and operational delays due to extended platform dwell times.

Instances of short forming have continued to increase across all four of Northern’s service groups since Period 4. Delays to new platforms at Leeds and a shortage of diesel units in the east have necessitated the transfer of a number of units from Newton Heath depot across the Pennines. Delays in the introduction of new rolling stock and the need to refurbish and make existing stock compliant with the Rail Vehicle Accessibility Standards (RVAR) and in particular the Persons of Reduced Mobility (PRM) specification has further exacerbated the shortage in available units across the network.

Logistical issues around moving rolling stock between existing depots and to new facilities at Springs Branch and Ardwick (which are now operational) have created additional issues over recent weeks.

Northern Pacer Removal

Unit Class Number Deadline for Comments of units dispensation 142 24 31 May 2020 Pacers being retained until new rolling stock enters service on Marple/New Mills, Rose Hill and Sheffield services. May only operate coupled to compliant rolling stock.

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Unit Class Number Deadline for Comments of units dispensation 144 23 31 August Pacers being retained until new rolling stock 2020 enters service. May only operate on specified routes (none in GM) 150 7 30 Undergoing refurbishment to meet PRM September standards 2020 153 20 31 December May only operate coupled to compliant rolling 2020 stock or on specified routes (Calder Valley/Clitheroe) 156 6 31 December Undergoing refurbishment to meet PRM 2020 standards 323 12 31 October Undergoing refurbishment to meet PRM 2020 standards

Northern Company News

Manchester Victoria lifts refurbishment

Lift refurbish at Manchester Victoria is expected to be completed by the end of January 2020. Northern has engaged with local disability groups around communications and alternative travel arrangements during the refurbishment period. Temporary stairlifts and additional platform staff have been in place.

Accessibility Fund

Northern will be providing £250,000 of new money to be allocated to projects, staff training, or schemes determined by the independently chaired Northern Accessibility User Group (NAUG). These projects will support customers with accessibility needs and those most affected by the continued use of some Pacers into 2020.

Fare increases

Fare increases across the rail network came into effect on 02 January 2020. Northern’s average annual fare increase is 2.48%, which means an average weekly season ticket will rise by £1.07 and the average off peak return by just 25p. These rises are below both the Retail Price Index (RPI) and the average national increase. Additionally, customers can make savings using Advance Purchase fare discounts on more than 100 routes which have been frozen.

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10 TPE PERFORMANCE

TPE performance has declined substantially since improvements arising from a revamp of timetables in December 2018, which saw increased turn-around times for trains, revised timings and the splitting of Leeds services at Huddersfield to improve timetable resilience. Performance remained relatively stable through the spring, until July 2019 when a series of major incidents affected performance. It has continued to decline as unit issues and driver availability have added to delay and cancellations.

TPEs PPM has fallen from 85.5% in Period 4, to 77.6% in Period 7 and currently stands at an unacceptable 57.9% at the end of Period 9, 2019/20. The national average PPM for Period 9 was 80.0%. TPE’s moving annual average (MAA) PPM figure has fallen from 89.3% at the start of its franchise to 82.2%.

Right Time figures for TPE services have more than halved since April 2019, when 39.6% of its services reached their final destination within one minute of schedule. This figure currently stands at an extremely low 18.2%.

TPE services have been adversely affected by some events beyond its immediate control over the past five periods. These have included but are not confined to the following; widespread and severe flooding across its network throughout the periods at Penrith, Preston, Culceth, Astley, Edale and Greenfield, OHLE issues at York, Ardwick and Garstang, bridge strike by HGV also at Garstang, points failure at Ardwick, fatality at Eccles, track circuit failures at Leeds, signalling at Huddersfield and a broken rail at Newcastle. Regulation issues, both on the WCML North of Preston and around Leeds continue to add to poor performance.

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TPE’s delay attribution split has seen Network Rail’s delay fall from around 50% in Period 1 to 38% in Period 9; other TOC delay has also fallen from 23% to 21%, whilst its own cause delay has increased from 27% to 41% over the same periods.

TPE Cancellations

As with Northern, condensed schedules for driver training for the new vehicles has impacted on day to day service delivery due to driver availability. This has risen sharply in December, resulting in large increases in cancellations.

Unit issues have also increased as some electric Class 350’s have gone off-lease (returned to the rolling stock company for use elsewhere) and are no longer available. Delays to the introduction of new fleet into passenger service have combined with additional, new services launched in December from Liverpool – Scotland, resulting in over-stretching of the current fleet, notably Class 185 units. Technical issues with different types of new fleet have added to poor performance since their introduction.

TPE’s CaSL figure at the end of Period 9 was 21.3%, almost three times the national average figure. In the period, 1,710 of its services were either partly or fully cancelled. Most of these services were in TPE’s North service group Liverpool/Manchester – Leeds – Scarborough/Middlesborough/Newcastle, although recently, spikes have occurred in Scottish service cancellations due to unit availability.

In an effort to improve service reliability for the New Year return to work period across the core of its network, TPE has introduced amended train plans, up to and including Friday 31 January 2020. Further changes have now been made to an existing amended plan to reflect the current traincrew and unit situation.

In summary, there are 32 daily services removed Monday – Friday, 31 on Saturdays and 20 on Sundays on the route between Liverpool and Edinburgh. Compared to the plan that has operated since 15 December 2019, there are 12 additional midweek services removed; six of these are late night/overnight/partial legs that are train balancing movements and have very low customer demand. The remaining six services are spread during the normal operating day on the Liverpool – Edinburgh service group.

Customer information has been updated to reflect this amended plan and TPE has contacted customers affected by these changes to offer them the opportunity to travel on alternative TPE or other operators’ services where ticket acceptance is in place, or to amend their date of travel to travel the day before or after their original booking date or have a full refund. Full details of ticket acceptance and a station by station service changes summary is available on the TPE website via the following link: https://www.tpexpress.co.uk/travel-updates/december-2019-timetable-changes

The full amended TPE train plan can be found in Appendix F.

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TPE Short Forming

For TPE, short-formation figures appear more favourable compared to Northern’s, however this must be viewed in the wider context of substantial service cancellations. Overall, in Period 9, 27 services (0.3%) were short-formed, 14 of these on Scottish routes.

TPE Performance Compensation

TransPennine Express has announced that they will be launching a Season Ticket Compensation scheme as an apology for the recent significant disruption across their services. The compensation provides a 3% annualised cost of Season Tickets, applicable to all Weekly, Monthly and Annual tickets held between the 01 October and 31 December and valid on TransPennine Express services. Where only part of the journey is on a TPE service (i.e. a passenger connects to another operator’s service), TPE reserves the right to adjust the compensation amount based on the proportion of travel on TPE services. TPE has emphasised, the 3% compensation will effectively cancel out the 2.8% regulated fare increase for Season Ticket holders this year. Application for compensation will launch on 13 January and close on 29 February.

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11 NORTHERN AND TPE COMPARISONS

ON-TIME SINCE PERIOD 01, 2019-20

Performance over Timetable Iterations, May 2018 – Present (24 December, 2019)

12 DECEMBER PERFORMANCE UPDATE

Railway timetables changed nationally on 15 December 2019. Whilst some ‘bedding-in’ issues around staff and unit allocations were to be expected, this year’s change was adversely affected by on-going crew availability, due to driver training and a spike in late- notification sickness. In addition to this, the week experienced unprecedented, daily disruptive incidents, causing substantial delay and cancellations. These included the following:

 Derailment of a Northern train leaving depot and blocking a further four units on Tuesday 17/12, causing 2,176 minutes delay and 13 cancellations

 Ram-raid attack at Wigan North Western station, severely damaging the main station entrance and impacting early morning services on 17/12.

 Power failures as a result of a branch blown onto the OHLE near Poynton on Wednesday 18/12, causing 2,168 minutes delay and 33 cancellations

 Unit failure at Piccadilly on platform 13 on Thursday 19/12, causing disruption to services across Castlefield corridor and Oxford Rd; this caused 2,629 minutes delay and 26 cancellations GMTC 20200117 Rail Performance Report v0.4 16 09/01/2020 09:36

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 Track circuit failure at Castleton on 19/12, causing delays to Calder Valley services and congestion at Manchester Victoria; 1,083 minutes delay and 11 cancellations

 A threatened assault on Northern staff at Victoria due to the disruption caused by the issues at Castleton, resulted in staff refusing to work on safety grounds and 3,273 minutes delay and 41 cancellations

 Signalling failure at Salford on 20/12 caused 1,283 minutes delay and 2 cancellations.

 There were also additional issues throughout the week on the Mid-Cheshire line due to signalling problems, OHLE issues at Euxton affecting Bolton/Preston services, a signalling failure at Longsight and points failure at Piccadilly, resulting in the worst week of performance since the start of both Northern and TPE’s franchises.

Average PPM over Timetable

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Average CaSL over Timetable

*Northern figures for LNW, includes some services operating wholly outside of GM.

13 OTHER TOC PERFORMANCE

Virgin Trains/Avanti West Coast (WCML: London – Manchester and London – Scotland)

Performance has declined over the previous quarter and is currently 12% below target, with a period end figure of 73.1%. Both crew and fleet delays are adverse to plan and external incidents continue to impact delivery. These have included several major infrastructure failures and a series of fatalities, plus security alerts at Euston station and speed restrictions due to weather on the WCML.

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Threatened industrial action by train managers was averted following the successful resolution of issues in Autumn of 2019. A new franchise was launched on 08 December, 2019 when First/TrenItalia took over the previous Virgin operation, re-branding it as Avanti West Coast.

Transport for Wales Performance (Previously Arriva Trains Wales: England – Wales services)

Transport for Wales operates services from South Wales/Cardiff and North Wales to Manchester. It has traditionally been one of the best performing TOCs but performance has mirrored that of other operators recently and declined, although attained 77.9% in Period 9. Issues around the December 2019 timetable change, rolling stock availability, over-running engineering work and regulation around Shrewsbury have all impacted performance recently.

Cross Country Performance (Inter City Service group)

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Cross Country performance on its Inter-City services has also fallen over the past three consecutive periods, finishing Period 9 with a PPM of 67.3%. Recent performance has been impacted by the December timetable change and regulation of services, although regulation around Coventry has been improved after an agreement between Cross Country and West Midlands Trains. Issues remain with trains failing their PPM into Manchester, despite on-time presentation at Cheadle Hulme. Cross Country is working with Network Rail to discuss issues around Edgeley.

East Midlands Railway Performance (Previously East Midlands Trains)

14 DECEMBER 2019 TIMETABLE CHANGES

Northern

Northern’s December timetable change intended to focus on maintaining stability and reliability and included limited changes to services, with enhancements to services largely deferred until a later timetable date. The following changes were made:

 Peak time Southport services to South Manchester stations and Alderley Edge operating all day, Monday – Saturday

 Blackburn and Leeds services previously serving Southport operate to/from Wigan North Western

 Atherton line loses Southport connectivity, as both Southport services are routed via Bolton, one to Stalybridge and one to Alderley Edge

 Manchester – Kirkby through service restored

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 Northern transfer operation of peak time Manchester – Huddersfield services to TPE

 Timing changes to Hadfield/Glossop/Rose Hill/New Mills services (to accommodate TPE)

 Strines/Belle Vue 1 tph all day

 Additional calls put in on some Hope Valley stoppers (Dore and Hathersage – previously dropped due to freight)

 Timing changes to Blackburn – Victoria via Todmorden services

 Changes to calling points between Manchester Piccadilly – Airport, with services now calling at same stops inbound as outbound.

 0749 Macclesfield – Manchester service starts at Stoke, with an additional call at Congleton

 Additional calls at Stockport for 1257 from Stoke – MAN (SX) and Cheadle Hulme (SO)

 Class 195s rolled out and operating on Liverpool – Airport via Warrington and Windermere/Barrow – Airport services

 Class 331 introduction from November on Blackpool – Manchester routes

 Class 769 bi-modes planned for operation on Southport - Alderley Edge during timetable operation.

 Class 153 and 142 units now retained for strengthening until spring 2020 on selected routes only.

TransPennine Express

TransPennine Express services have seen the following changes from December 2019

 TPE operating all services across Pennines for Mossley and Greenfield stations, Northern peak time services removed.

 Launch of new Liverpool – Glasgow service

 Extension of Liverpool Lime Street – Newcastle services to Morpeth and Edinburgh (since operating to an amended train plan)

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 Additional early morning and later evening services across network

 Further roll out of new rolling stock Nova fleet 1, 2 and 3.

15 FRANCHISING UPDATE

First TrenItalia commenced their operation of the West Coast Partnership franchise on 8th December 2019, replacing Virgin Trains. The new franchise is operating under the trading name of “Avanti West Coast” and is due to operate until 2031, with an option for an extension until 2034 at the Secretary of State for Transport’s discretion. The franchise will be operated under a typical commercial arrangement until the opening of the first stage of HS2 (originally expected to be 2026 but now unknown), when it will revert to a management contract operating both West Coast and HS2 services to Government specification. Phil Whittingham, Managing Director of Virgin Trains since 2013 has been appointed Managing Director of Avanti West Coast.

Alongside the operation of West Coast services, the franchisee has set up a company called West Coast Partnership Development that will provide design and development services and advice to DfT and HS2 Ltd to inform the future operation of high-speed services. Caroline Donaldson, formerly bid director for FirstGroup has been appointed Managing Director.

East Midlands Railway is currently consulting on its December 2020 timetable change. This is primarily focused on changes to its Midland Main Line operation but does include an additional late-night service from Manchester to Nottingham. It is still expected that the Liverpool to Nottingham service will transfer to either Northern or TransPennine Express in December 2021, but there is nothing to report on how discussions with either operator are progressing.

Transport for Wales is in the process setting up a series of stakeholder forums and boards, with stronger representation available for areas within England that are served by TfW services. TfGM will be providing feedback on the proposals and will seek to suitably engage in the process.

Since the cancellation of the franchise competition, the Cross-Country franchise is currently being operated by Arriva under a Direct Award that is due to expire in October 2020. There is no further information on what is planned for this franchise.

Transport Scotland have announced that they will not be extending Abellio’s Scotrail franchise beyond March 2022 and the options are being considered for operation beyond this date. With the South Eastern and Cross-Country franchises currently on Direct Awards that end in 2020 and Great Western, Chiltern and Thameslink, Southern & Great Northern (TSGN) due to finish in the next 2 years, this is going to impact on the Industry’s ability to

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continue the re-franchising process and is likely to have an impact on the Northern and TPE franchises when they expire.

Further calls have been made for the termination of Northern’s franchise and a statement was made by the Secretary of State on 02 January, 2020 that options were being considered around franchise termination. This could potentially involve an OLR (operator of last resort) arrangement or the imposition of a short, revised contract (or Direct Award).

16 ACCESS FOR ALL FUNDING AND MID-TIER PROGRAMME

In April 2019, DfT announced the outcome of the Access for All programme, which will, subject to feasibility design, award funding to 73 stations to receive accessibility improvements. In Greater Manchester, Daisy Hill and Irlam were successful. TfGM is working closely with Network Rail and Northern to progress these projects. All work at Daisy Hill and Irlam is to be completed by the end of March 2024.

In July 2019, DfT announced the Access for All Mid-Tier programme. This fund will provide £20 million nationally focused on stations where accessibility improvements can be delivered with a fixed contribution up to £1 million of government support. This funding is in addition to the Access for All Programme detailed above. The fund is targeted at smaller scale access improvements and TfGM has submitted a single nomination covering a number of smaller improvements at around 22 stations. The types of improvements proposed include:

 Compliant hand rails – including modifications to existing fencing

 Enhanced seating – for instance resting points along ramps

 Refined disabled parking bays;

 Harrington hump;

 Enhanced signage;

 Help points;

 Hearing induction loops;

 PA systems;

 CCTV; and

 Customer information screens.

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TfGM is currently awaiting a response from DfT on the award of the fund. For further information on the bid, see the paper submitted to September’s GMTC meeting.

17 COMMUNITY RAIL

TfGM continues to work with local station and community groups, helping to facilitate and fund station improvements, including art, gardening and other community projects and events. TfGM’s Small Grants Fund has seen over 30 projects realised at stations across Greater Manchester in 2019 and has helped attract match funding from both Northern and ACoRP.

Three Manchester stations, out of a shortlisted thirteen, won national prizes at the ACoRP Awards in October, 2019. These included the Platinum Award for Hindley station and a first prize in the Arts & Community Engagement section for Rose Hill station’s car park mural.

TfGM will once again be holding its annual Community ‘Thank-You’ event, this year at Smithy Bridge Hall on 9 January, with presentations by various groups, train companies and Network Rail.

Northern has launched a new Customer and Community Improvement Fund (CCIF). The fund is open for applications for projects that will deliver benefits to its customers and communities across the north of England and covers the following criteria:

 Sustainability; projects that help to reduce our carbon footprint and community impacts on the environment

 Accessibility; projects that help with independent travel and schemes that make stations and services more accessible for all including greater use of walking, cycling and other forms of public transport

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 Safety and Security; providing an environment, facilities and information that help customers feel safe and secure on or near its network

 Inclusion and Positive Social Impact; as part of its wider sustainability commitments Northern is working to make its network more inclusive for people that may feel isolated or excluded from everyday life, including access to employment, leisure and day to day services

 Mental Health and Wellbeing; projects that help to end the stigma associated with mental health issues.

Applications are open until 22 January and it is looking for schemes that can be delivered from 01 April 2020 – 31 March 2022. There is no minimum value for applications, but there is a maximum value of £200,000. Match funding isn’t a requirement but will be looked on favourably especially for higher value schemes. The Fund can be used for schemes on or off the railway. Full details are available on Northern’s website at: https://www.northernrailway.co.uk/northern-customer-and-community-improvement- fund.

18 RECOMMENDATIONS

Recommendations are set out at the front of this report.

Bob Morris

Chief Operating Officer, TfGM

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Appendix A: Rail Period Dates

P9 - 18/19 P10 -18/19 P11 - 18/19 P12 - 18/19 P13 - 18/19 P1 - 19/20 P2 - 19/20

11 Nov – 09 Dec– 05 06 Jan – 02 03 Feb – 02 Mar 03 – 31 1 Apr – 27 28 Apr – 08 Dec Jan 2019 Feb 2019 Mar 2019 Mar 2019 Apr 2019 25 May 2018 2019

P3 - 18/19 P4 - 18/19 P5 - 19/20 P6 - 19/20 P7 – 19/20 P8 –19/20 P9 –19/20

26 May – 23 Jun – 20 21 Jul – 17 18 Aug – 14 15 Sept – 13 Oct – 10 Nov – 22 Jun Jul 2019 Aug 2019 Sept 2019 12 Oct 2019 09 Nov 07 Dec 2019 2019 2019

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Appendix B: Glossary

ARN Arriva Rail North (Operating as Northern Railway). CaSL Cancellation (full or part) and Severe Late Running (30 mins or more). Incident Learning Review is a review carried out by Network Rail to ILR investigate the root cause of incidents and put mitigating actions in place to prevent further issues of the same nature. LNW London North Western (Network Rail route). MDU Manchester Delivery Unit (Network Rail Area). Moving annual average provides an overview of performance over a 12 MAA month period. OHLE/OLE Overhead line equipment (used to transmit electricity to vehicles). Period Rail industry reporting period (usually 4 weeks, year ends 31 March). Performance is expressed as the “Public Performance Measure” (PPM). Trains that call at all scheduled stations and arrive at their destination PPM within either 5 mins (local operator) or 10 mins (long distance operator) of scheduled time. Right Train arriving at a station within one minute of its schedule Time/OnTime A particular set of train services which are grouped together for the Service Group purpose of measuring performance. Service Quality The quality of both stations and trains across its franchise is audited by Monitoring Northern Rail. Station & Train Scores are based solely on self-inspection audits carried out at stations Service Quality and vehicles Northern Rail. Significant An incident that affects the performance of trains and causes more than Performance 2 hours and 30 minutes of delay to various trains and / or more than 10 Monitoring cancellations. SPAD Signal Passed at Danger. Means providing more than the basic two carriage train than is usual in Strengthening the off-peak period. It should be noted that the priority is always for the timetabled service to run and then to provide the strengthening. TOC / FOC Train / Freight Operating Company. TPE TransPennine Express. WCML West Coast Main Line

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C Appendix

–

Greater Manchester Greater Rail Network

Map

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Appendix D – Line of Route/Service Group Data (Right Time Performance)

Northern Line of Route P01 P02 P03 P04 P05 P06 P07 P08 P09 YTD KIRKBY - VICTORIA 79.4 77.3 74.0 74.2 67.8 73.4 69.1 55.8 45.8 68.5 PICCADILLY - STOCKPORT - CREWE 81.7 76.0 72.9 68.7 51.8 65.2 57.4 43.0 38.0 61.6 CLITHEROE - BOLTON - VICTORIA 77.9 71.5 70.6 66.0 55.4 63.3 62.6 44.1 35.8 60.8 PICCADILLY - BUXTON 61.1 58.2 66.6 65.4 49.9 58.3 54.2 51.1 42.1 56.3 WIGAN - VICTORIA - STALYBRIDGE 63.4 61.8 64.8 58.8 51.4 58.5 55.7 45.6 45.1 56.1 VICTORIA - STALYBRIDGE 75.3 67.2 53.7 55.4 51.5 57.3 52.8 45.6 45.1 56.0 BLACKPOOL Nth - VICTORIA 39.0 38.7 83.7 63.9 54.0 56.3 41.3 44.0 45.2 55.9 BLACKPOOL - WIGAN - LIVERPOOL* 59.6 59.2 61.1 57.6 51.5 52.3 49.2 43.4 37.6 52.4 BLACKBURN - ROCHDALE - VICTORIA 60.4 59.9 58.8 61.0 51.2 52.4 48.5 32.7 25.0 50.0 VICTORIA - YORK/SELBY* 60.1 57.3 64.3 54.9 50.5 51.5 54.1 27.3 27.7 49.7 MANCHESTER - PRESTON 63.5 63.8 64.7 60.2 40.1 42.9 46.3 34.1 26.5 49.1 PICCADILLY - HADFIELD/GLOSSOP 68.7 62.7 43.5 41.9 51.4 52.5 46.1 38.1 35.8 49.0 SOUTHPORT - VICTORIA - LEEDS 61.4 60.4 57.5 55.4 44.0 46.8 50.5 28.3 20.4 47.2 PICCADILLY - AIRPORT - CREWE N/A 47.5 56.1 54.7 37.1 65.2 38.6 35.5 31.7 45.8 LIVERPOOL - NEWTON - AIRPORT - CREWE 58.4 54.2 51.0 52.8 35.0 41.8 38.6 35.4 26.9 43.8 PICCADILLY - ROSE HILL/MARPLE/NEW MILLS* N/A 54.7 45.4 42.0 44.7 44.7 39.9 33.0 28.6 41.6 PICCADILLY - STOKE 56.4 53.5 57.9 57.9 32.4 40.8 33.0 22.6 18.9 41.5 LEEDS - CHESTER** N/A 47.6 47.7 43.5 36.6 48.1 49.4 31.4 25.9 41.3 BLACKPOOL Nth - BOLTON - AIRPORT ** 51.8 50.0 43.3 48.0 35.7 41.1 37.6 32.3 30.7 41.2 AIRPORT - WIGAN NW - BARROW/WINDERMERE** N/A 41.9 43.4 35.0 33.4 49.7 39.1 44.6 35.2 40.3 SOUTHPORT/WIGAN - ALDERLEY EDGE 59.2 59.9 37.1 35.6 32.1 42.8 36.1 29.3 22.4 39.4 LIVERPOOL - WARRINGTON - AIRPORT 53.5 53.4 50.1 46.4 25.0 31.8 26.3 24.5 21.6 37.0 PICCADILLY - CHESTER 47.1 44.1 42.3 33.4 33.2 40.6 35.2 27.2 21.8 36.1 HAZEL GROVE - BLACKPOOL** 43.6 33.6 41.1 41.8 27.8 38.9 27.4 23.1 21.2 33.2 MANCHESTER - HUDDERSFIELD 42.1 39.7 43.1 34.5 27.5 35.7 34.6 16.4 16.8 32.3 LIVERPOOL - MANCHESTER OXFORD RD N/A 38.4 43.3 38.4 25.7 34.4 29.6 22.6 21.4 31.7 PICCADILLY - SHEFFIELD 36.9 34.6 32.7 35.1 31.7 32.2 25.6 22.6 14.5 29.5

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Appendix E – TPE Service Group Performance Right Time

TPE - Right Time % P01 P02 P03 P04 P05 P06 P07 P08 P09 YTD South 65.3 47.2 51.4 42.6 37.4 44.5 42.6 31.5 22.0 47.3 North 50.6 56.7 38 40 29.5 32.7 31.8 24.5 18.3 39.9 Scottish 48.3 37.6 39 41.2 31.5 42.4 35.7 26 12.6 34.9

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Appendix F – TransPennine Express amended train plan

TPE Timetable Amendments 6th January – 31st January Further alterations from the timetable amendments that have operated since 15th December are highlighted in yellow

Monday – Friday

Services cancelled throughout: 1E57GT 23.08 LIV – YRK 9M17FT 17.33 EDB – LIV 1P04FB 00.08 NCL – MIA 9M19FT 19.30 EDB – LIV 9E19GT 19.25 LIV – NCL 9P20FB 08.11 EDB – NCL 9E20LP 20.24 LIV – NCL 9P20FT 20.30 EDB – MIA 9E22FT 22.14 EDB – NCL 9S02LP 05.53 NCL – EDB 9M02FT 06.00 SYB – LIV 9S04LP 04.22 MIA – EDB 9M03FT 05.06 NCL – LIV 9S05LR 05.20 LIV – EDB 9M04FT 06.06 NCL – LIV 9S07LP 07.24 LIV – EDB 9M05FT 05.27 EDB – LIV 9S08LP 08.24 LIV – EDB 9M07FT 09.06 NCL – LIV 9S09LP 09.24 LIV – EDB 9M09FT 09.33 EDB - LIV 9S10LP 10.24 LIV – EDB 9M10FT 10.21 EDB – LIV 9S12LP 12.24 LIV – EDB 9M12FT 12.33 EDB – LIV 9S14LP 14.25 LIV - EDB 9M13FT 13.19 EDB – LIV 9S15LP 15.24 LIV – EDB 9M14FT 14.33 EDB – LIV 9S17LP 17.24 LIV – EDB 9M15FT 15.33 EDB – LIV 9S18LP 18.25 LIV – EDB

Saturdays

Services cancelled throughout: 1D80GA 22.30 NCL – DHM 9M14FT 14.33 EDB – LIV 1E57GT 23.08 LIV – YRK 9M15FT 15.33 EDB – LIV 1P04FB 00.08 NCL – MIA 9M17FT 17.33 EDB – LIV 9E17GT 17.25 LIV – NCL 9M19FT 19.30 EDB – LIV 9E18GT 18.24 LIV – NCL 9P20FB 08.11 EDB – NCL 9E19GT 19.25 LIV – NCL 9S02LP 05.53 NCL – EDB 9E20GT 20.24 LIV – NCL 9S04LP 04.22 MIA – EDB 9M02FT 06.00 SYB – LIV 9S05LR 05.20 LIV – EDB 9M03FT 05.06 NCL – LIV 9S07LP 07.24 LIV – EDB 9M04FT 06.06 NCL – LIV 9S08LP 08.24 LIV – EDB 9M05FT 05.14 EDB – LIV 9S09LP 09.24 LIV – EDB 9M07FT 09.06 NCL – LIV 9S10LP 10.24 LIV – EDB 9M09FT 09.33 EDB – LIV 9S12LP 12.24 LIV – EDB 9M10FT 10.16 EDB – LIV 9S14LP 14.25 LIV – EDB 9M12FT 12.33 EDB – LIV 9S15LP 15.24 LIV – EDB 9M13FT 13.19 EDB – LIV

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Greater Manchester Transport Committee

Date: 17 January 2020

Subject: Bus Performance Report

Report of: Interim Head of Bus Services

PURPOSE OF REPORT

To inform members of the performance of the Greater Manchester bus network during the December 18 to November 19 period, with particular focus on the subsidised bus network.

RECOMMENDATIONS:

Members are asked to note the content of the report.

CONTACT OFFICERS:

Alison Chew Interim Head of Bus Services 0161 244 1726

[email protected]

Bus Partnerships Delivery Martin Shier 0161 244 1684 Manager

[email protected]

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Risk Management – n/a Legal Considerations – n/a Financial Consequences – n/a Financial Consequences – n/a

Number of attachments included in the report: 0

BACKGROUND PAPERS: None

TRACKING/PROCESS Does this report relate to a major strategic decision, as set out in the No GMCA Constitution

EXEMPTION FROM CALL IN Are there any aspects in this report which No means it should be considered to be exempt from call in by the relevant Scrutiny Committee on the grounds of urgency? GMTC Overview & Scrutiny Committee N/A N/A

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1 INTRODUCTION

1.1 Greater Manchester has an extensive bus network covering in the order of 57.537 million miles and supporting an annual ridership of 186.7 million passengers. The network (870 services), is provided on both a commercial and subsidised basis by over 35 operators (as at Nov 2019) including Stagecoach Manchester, Go North West, Diamond Bus, First Manchester, Manchester Community Transport (MCT) and Arriva North West.

1.2 Transport for Greater Manchester (TfGM) financially supports and manages the subsidised bus network on behalf of the Greater Manchester Combined Authority (GMCA). The subsidised network (16.4% of overall mileage) is provided with a budget of £27.6 million (2019/20). In recent years, considerable pressure has been placed on the budget for subsidised bus services, limiting TfGM’s ability to maximise accessibility and meaning funding has to be prioritised where the best value is obtained, to ensure it is used efficiently and to the greatest benefit.

1.3 Bus service provision represents a vital element of the Greater Manchester public transport network. Currently, three out of every four public transport journeys in Greater Manchester are undertaken by bus services. It is therefore essential that the performance of the bus network is closely monitored and understood, ensuring that not only is the quality of provision and customer journey experience maintained and enhanced, but the subsidised services budget is effectively and efficiently deployed.

1.4 The latest Transport Focus survey (Autumn 2018) indicated that within Greater Manchester, 87% of passengers are satisfied with their overall journey, and the key customer priorities were value for money, driver behaviour, punctuality and journey time.

2 OPERATIONAL PERFORMANCE

2.1 This section of the report presents network wide bus performance statistics for the Greater Manchester region, extracted from TfGM’s in-house Punctuality Reliability Monitoring System (PRMS). Performance levels are tracked against the Code of Conduct Voluntary Partnership Agreement (CoC VPA) and Traffic Commissioner targets.

2.2 Figures 1 and 2 summarise the network headline results for the Oct 18-Sep 19 period split between those registered to adhere to a timetable with specific departure times (scheduled services) and those registered to operate six buses an hour or more, with the associated timetable stating the service frequency (frequent services). The observed profile of the bus fleet, in terms of vehicle age and engine emission standards is also outlined in Figure 1 and is assessed based on observations undertaken on both frequent and scheduled services.

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Figure 1: Bus Service Performance and Vehicle Profile (Oct 18 – Sep 19) Change Minimum No. Network Average Measure from Trend Standard Obs. (Oct 18- Sep 19) 2018/19 Scheduled Service Performance (last 12 months)

Reliability 97.0% 75,806 97.9% 0.10% Improving Start Point Punctuality 90.0% 34,062 88.4% 0.60% Improving Mid-Point Punctuality 70.0% 41,550 80.2% -1.80% Declining

Overall Punctuality 80.0% 64,454 84.3% -0.60% Declining Frequent Service Performance (last 12 months)

Regularity 97.0% 30,256 95.5% -0.20% Stable All Service Vehicle Quality (Jul 19 – Sep 19) Euro IV + - 94.3% 1.67% Improving Hybrid Diesel - 27,400* 14.3% -1.31% Declining Euro VI - 24.5% 1.71% Improving Age (Yrs.) - 8.3 0.27 Improving *total number of fleet observations in the Jul 19 – Sep 19 period

Scheduled Service Performance

2.3 The reliability of scheduled services (Figures 1 and 2) at the network level was 97.9%, representing a slight improvement from the level achieved in 2018/19 (97.8%), and continues to exceed the Code of Conduct minimum standard (97%).

2.4 Start-point punctuality of scheduled services is an area where TfGM has sought more action on the part of the operator, as it is incumbent on them to provide reasonable recovery time and develop contingency plans to enable journeys to start punctually. Traffic congestion in the Regional Centre has hampered the increased recovery times put in place by some operators, particularly given the limited space available for vehicle layover, while others continue to develop and better utilise their respective Automatic Vehicle Location (AVL) performance information in terms of service planning.

2.5 For the current rolling 12-month period (Oct 18-Sep 19) the network level performance for start point punctuality was observed at 88.4% (Figures 1 and 2) which was below the Code of Conduct minimum standard (90%), however it did represent an improvement from the level observed in 2018/19 (87.9%). The observed performance level partly reflected the scale and intensity of the infrastructure works in the Regional Centre and on the key radial corridors, and the level of planned and unplanned roadworks and events.

2.6 The mid-point punctuality of scheduled services is an area where TfGM is seeking action from both bus operators and highway authorities, and other stakeholders who have an influence over management of the local and strategic road network. At the network level (Figures 1 and 2) the mid-point punctuality of scheduled services had decreased to 80.2% (Oct 18 – Sep 19) from 81.7% (2018/19). However, the current level of performance was over ten percentage points higher than the Traffic Commissioner’s minimum standard of GMTC 20200117 Bus Performance Report v1.8 4 09/01/2020 09:36

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70%, despite the challenging operating conditions resulting from the numerous infrastructure works on the Greater Manchester highway network, particularly in the Regional Centre.

Figure 2: Network Operational Performance

Frequent Service Performance

2.7 In the case of frequent services, the key issue for passengers is not the adherence to a specific set of timetabled departures, but the regularity of the service compared to their expectations. Performance is measured at intermediate timing points of a journey therefore this is another area where the CoC VPA has acknowledged there may be a need for highways management interventions to achieve the minimum standards.

2.8 Network mid-point regularity performance (Figures 1 and 2) for the 12-month period (Oct 18-Sep 19) was 95.5%, which had remained relatively static from the performance level achieved in 2018/19 (95.7%) and continued to be below the CoC VPA minimum standard (97%). The level of performance of frequent services needs to be appreciated, against the underlying picture of several corridors disrupted by major roadworks and events.

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Fleet Profile

2.9 The observed bus fleet profile in terms of vehicle age and engine emission standards are shown in Figure 1.

2.10 The quality of the fleet has remained high with 94.3% (Jul – Sep 19) of the observed fleet classified as Euro IV+ or better. Furthermore, the deployment of the vehicles meeting the Euro VI emission classification now stands at 24.5% (Jul – Sep 19). The age of the fleet, observed through PRMS, has improved and now stands at 8.3 years.

3 SUBSIDISED BUS NETWORK PERFORMANCE

Overview

3.1 Over the 12-month period (Nov 18 – Oct 19), 83.6% (47.737 million miles) of the bus network mileage within Greater Manchester was provided on a commercial basis by over 35 operators. TfGM subsidised the remaining 16.4% (9.389 million miles per annum) which supported socially necessary and school bus services.

3.2 During Nov 19 there were 533 (compared to 546 in Nov 18) subsidised service contracts in operation, covering 576 (630, Nov 18) services and provided by 24 (24, Nov 18) operators. Subsidised bus mileage in Nov 19 was estimated to be 797,731 miles of which Stagecoach Manchester (24.6% market share), Diamond Bus (16.9%) and MCT (15.9%) operated 205 of the contracts and 57.4% (457,603 miles) of the subsidised network mileage. Diamond Bus are the second largest contractor, behind Stagecoach Manchester, with a subsidised mileage market share of 16.9% (Nov 19).

Patronage

3.3 Patronage information is collated and analysed each month to identify trends, increase our understanding of passenger demand across the subsidised bus network and facilitate contract management. Figure 3 presents the monthly patronage profile on subsidised bus services, along with the number of contracted journeys for the period Dec 18 to Nov 19.

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Figure 3: Subsidised Bus Service Patronage (Dec 18 – Nov 19)

3.4 Subsidised service patronage (including school and general services) for Dec 18-Nov 19 was 19.698 million, generated from 1.243 million journeys which had increased (0.99%) from 19.504 million passengers in 2018/19. However, it is worth noting that the average number of passengers per journey remained static at 15.8. Both patronage and subsidised journeys numbers peaked in Oct 19, however passengers per journey remained relatively stable over the 12-month period. The subsidised service patronage demand represented approximately 10.6% of the overall bus market for Greater Manchester (186.7 million, Q3 2018/19 - 2019/20 Q1).

3.5 For Dec 18-Nov 19, the three principal operators (Stagecoach Manchester, Diamond Bus and MCT) carried 56.7% (11.178m million) of the subsidised service patronage, however, Stagecoach Manchester’s share of patronage was 39.2% (7.715 million) of overall subsidised patronage.

3.6 School service patronage, which represented 24.7% of the overall subsidised bus demand, decreased by 1.1% between 2018/19 (4.917million) and Dec 18-Nov 19 period (4.864 million), but corresponded with an equivalent decline in number of contracted journeys (- 1.8%). Average occupancy per school journey remained relatively stable (38.1; Dec 18-Nov 19). In terms of the school services, Stagecoach Manchester (1.314 million), R S Tyrer & Sons (0.931 million) and Vision Bus (0.502 million) carried 55.3% of the overall subsidised school patronage.

Contract Cost

3.7 Overall contract cost for the Dec 18-Nov 19 period was £27.976 million, (net £24.601 million). Overall subsidised service expenditure remained relatively static compared to the 2018/19 figure (£27.422 million). Subsidised service cost per passenger (excluding de-

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Minimis and Local Link contracts) was £1.68 (Dec 18 – Nov 19). Disaggregated by contract type, the ratios were £1.35 (General) and £1.80 (Schools).

Declared Lost Mileage

3.8 Operators are contractually obliged to declare any lost mileage that occurs on TfGM contracts each month and these declarations are subsequently verified through analysis of their electronic ticket machine data. The proportion of declared lost mileage incurred on the subsidised service network during the Dec 18 – Nov19 period, broken down by contract type is presented in Figure 4.

3.9 For the Dec 18 – Nov 19 period, the declared lost mileage was 33,104 miles (5,496 trips), which represented 0.36% of the subsidised schedule mileage. The 12-month declaration represented an improvement from the equivalent figure for 2018/19 (45,482 miles, 0.48%), and continued to operate within the industry standard (0.5%).

Figure 4: Declared Lost Mileage (Dec 18 – Nov 19)

3.10 The principal causes of the declared lost mileage during Dec 18 – Nov 19 period as identified by the operators, were vehicle breakdowns (13,430 miles; 2,074 trips, 40.6%) and traffic congestion / enforcement (6,794 miles, 1,380 trips, 20.5%). Staff issues accounted for 15.7% (5,212 miles, 765 trips) of the declared lost mileage.

Operational Performance

3.11 The operational performance of the subsidised bus service network during the Dec 18 – Nov 19 period exceeded the overall network figures both for start point punctuality and reliability; at 89.5% and 98.9%. respectively. Mid point punctuality was observed at 83.8%, which was less than that for the overall network.

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Customer Comments

3.12 For the Dec 18 – Nov 19 period, a total of 279 subsidised bus service comments, which were within the operators’ control, were received by TfGM (Figure 5). The level of comments/complaints decreased from the number attained in 2018/19 (337). The current period’s figure equates to 1.41 complaints per 100,000 passenger journeys.

Figure 5: Customer Complaints / Comments (Dec 18 – Nov 19)

Contract Breaches

3.13 Contract breaches are reported failures to deliver a subsidised service in accordance with the contract specification and will culminate in a financial deduction being made from the operator’s monthly payment. The level of financial penalty is dependent on the number and composition of breach types. Figure 6 shows the monthly number of contract breaches by type/source for the Dec 18-Nov 19 period.

3.14 During the review period there were 2,255 confirmed contract breaches. Timekeeping and operational breaches continued to be the main category of observed contract breaches (1,318; 58.4%).

3.15 The overall level of breaches in the review period equated to 0.02 breaches per mile and 0.36 per contract respectively. To receive the maximum score in TfGM’s Supplier Rating (see paragraph 4) operators would need to attain 0.01 breaches per mile to gain the full available score.

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Figure 6: Contract Breaches (Dec 18 – Nov 19)

Vehicle Profile

Over 1,700 vehicles were deployed per month on the Greater Manchester subsidised bus network during the Dec 18 – Nov 19 period. Stagecoach Manchester, the largest TfGM contractor, deployed over 700 vehicles to cover their contracted network. The average age of the vehicle fleet used on the subsidised network was 8.5 years (Oct 19), but differed significantly by contract type (i.e. General - 8.3 years and School - 10.4 years.

Deductions from Operator Payments

3.16 Contract deductions for the Dec 18 – Nov 19 period amounted to £236,987 and represented 0.9% of the total operator payment (£26.506 million); lower than the proportion deducted during 2018/19 (1.05%; £274,338). Most of the deduction (£148,782, 62.8%) was associated with the lost mileage declared through the operators’ Electronic Ticket Machine (ETM) submissions. Nearly £11,800 was deducted for the deployment of over age vehicles.

4 IMPACT OF CHANGES TO THE SUBSIDISED BUS NETWORK

4.1 In January 2019 officers requested approval for a number of service changes to deal with reliability and punctuality issues being experienced on subsidised services. These requests were approved and came into effect in April 2019.

4.2 The changes requested were as detailed in the table overleaf:

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Dist Service No. and Service Change Route

MR 27 The Monday to Saturday hourly day-time service 27 is currently provided SD with the financial support from Transport for Greater Manchester. Manchester – The operator had reported that Service 27 was experiencing punctuality Salford Shopping problems. This was mainly owing to unpredictable general traffic Centre – Salford congestion. In order to improve the punctuality and reliability, TfGM Royal Hospital - officers negotiated a change to the 27 timetable and added some Swinton additional running time. Consequently, the last two Monday to Saturday journeys from Manchester Shudehill now depart at a later time. The Operated by operator agreed to the timetable revision for no extra cost if the span of Diamond operation is reduced. Therefore, Officers proposed, and it was approved to curtail the last two Monday to Saturday journeys from Manchester at Weaste with effect from Monday 29th April 2019. There were no financial implications arising from this change.

MR 29 The daily including Bank Holiday hourly day-time service 29 is currently SD provided with the financial support from Transport for Greater Manchester. Pendleton – The operator reported that Service 29 was experiencing punctuality MediaCityUK – problems. This was mainly owing to unpredictable general traffic Salford Royal congestion. In order to improve the punctuality and reliability, TfGM Hospital – Swinton – officers negotiated a change to the 29 timetable and added some Walkden – Little additional running time. The operator agreed to the timetable revision for Hulton no extra cost if the span of operation is reduced. Therefore, with effect from Sunday 28th April 2019, Officers proposed, and it was approved to Operated by curtail the following journeys: Diamond - the last two Monday to Friday journeys from Salford Shopping Centre at Walkden and Swinton respectively; - the last Saturday journey from Salford Shopping Centre at Walkden; - the last Saturday journey from Little Hulton at Salford Royal Hospital; In addition, due to the low level of use, Officers proposed, and it was approved to withdraw the following Sunday/Bank Holiday journey: - 1625 journey (from Salford Shopping Centre – survey data shows an average of 3.48 passenger per trip will be affected by this change. There were no financial implications arising from this change.

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WN 634 The Monday to Friday off-peak daytime service 634 is currently provided Wigan – Belle Green with the financial support from TfGM. – Castle Hill Circular The operator reported that Service 634 was experiencing punctuality Stagecoach problems. This was mainly owing to unpredictable general traffic Manchester congestion. In order to improve the punctuality and reliability, TfGM officers proposed, and it was approved to reduce the frequency from hourly to every 65 minutes to allow some recovery time, with effect from Monday 29th April 2019. The same number of trips are maintained, with the last journey from Wigan being 43 minutes later at 1358, currently 1315. In addition, the first journey from Hindley, Council Offices departs 18 minutes later. There were no financial implications arising from this change.

4.3 The key measure for reliability is lost mileage. Analysis of lost mileage for the 6 months preceding the change, and the 6 months post the change show an improving trend for declared lost mileage, meaning that the changes have had the desired positive impact on performance with no comments / complaints received from customers.

Lost Mileage % Oct- Nov- Dec- Jan- Feb- Mar- May- Jun- Aug- Sep- Oct- Service Apr-19 Jul-19 18 18 18 19 19 19 19 19 19 19 19 27 0.73% 1.03% 0.72% 0.18% 0.44% 0.17% 1.35% 0.38% 0.00% 0.00% 0.00% 0.84% 0.71% 29 0.58% 1.41% 1.24% 1.51% 0.85% 0.32% 0.41% 0.41% 0.17% 0.39% 0.00% 0.32% 0.31% 634 2.79% 2.71% 1.98% 2.14% 2.04% 0.00% 1.02% 0.00% 0.00% 0.00% 0.53% 0.00% 0.32%

5 CRIME AND ANTI-SOCIAL BEHAVIOUR

5.1 Led by TfGM and Greater Manchester Police, and with support from contributing operators KeolisAmey Metrolink, Stagecoach and First Manchester, visible patrols and dedicated, intelligence-led operations offer reassurance and help prevent and deal with incidents of crime, antisocial behaviour and fare evasion on our networks.

5.2 This work is complemented by an extensive youth engagement and education programme, which has seen TravelSafe Partnership (TSP) officers speak to more than 26,000 children and young adults between May 2018 and February 2019 about the importance of behaving on public transport.

5.3 A TravelSafe week is planned for the first quarter of 2020 which will include a relaunch of the TravelSafe website, a broad behaviours focused campaign and a social media campaign, humanising the effect of Anti-Social Behaviour (ASB) on passengers and staff.

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5.4 High level trends in Bus Incidents.

 The analysis below uses data drawn from a number of TravelSafe partners including GMP, Bus Operators and TfGM Staff. In total 3567 incidents were reported during the 12 months from December 2018 to November 2019, of these 44% were reported to GMP.

 On average 297 incidents were reported to the TravelSafe partnership per month.

Figure 7: Incidents on the bus network reported to the TravelSafe partnership by month.

 The number of incidents varied by day of week and time of day. There was an average of 11 incidents on weekdays, 10 on Saturdays and 7 on Sundays. This trend is likely be linked to the higher number of services and greater patronage levels on weekdays.

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Figure 8: Incidents on the bus network reported to the TravelSafe Partnership by time of day.

400

350

300

250

200

150

Numberincidents of 100

50

0

10:00 20:00 00:00 01:00 02:00 03:00 04:00 05:00 06:00 07:00 08:00 09:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 21:00 22:00 23:00 Time of day  Analysis of incidents by time shows a spike during the hour commencing 15:00. This period coincides with the end of the school day in many areas.

 There are a range of incidents reported to the partnership, of the 3567 incidents reported in the 12 months commencing December 2018 there were 517 assaults, 550 incidents of threatening behavior or verbal abuse, 374 incidents of criminal damage and 338 thefts or attempted thefts.

 Over the 12 months to November 2019, 53% of incidents on the bus network were on buses, 37% were at bus stations, 9% were at bus stops with 1% on other bus infrastructure such as at bus depots or on the Leigh Guided Busway.

 Analysis of the TravelSafe partnership data helps to identify the location and incident hot spots on the Bus network. For example, the bus station with the highest number of incidents from December 2018 to November 2019 was Wigan Bus Station. There were 234 incidents of crime and Anti-social behavior reported during the 12 month period. These included 28 Assaults, 31 incidents of threatening behavior and 54 reports of Anti -social behavior at the station. Further analysis of the data reveals that 114 (49%) of the incidents at Wigan Bus Station occurred during the evening period between 18:00-22:00. These examples for Wigan Bus Station demonstrate how the partnership data can be used to identify issues at a local level and to enable a coordinated approach to address and resolve these issues on the Bus network

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6 BUSWAY SERVICE

6.1 The Busway service launched in April 2016 and patronage has grown consistently since that point. Having operated initially into Manchester city centre whilst the necessary bus priority works were completed in the regional centre, the full service to Oxford Road commenced in April 2017. Additional journeys were added in September 2018 to assist in reducing the impact on customers of the Manchester Salford Inner Relief Route (MSIRR) works. These additional journeys have been retained since then in order to provide capacity to deal with the current levels of demand.

6.2 Based on the outputs of customer satisfaction surveys, it is estimated that 20% of modal shift from the private car to the busway has taken place.

6.3 In the first year of operation, 217,508 passengers were carried during the month of November, this had increased in the same month the following year to 259,520 (a 19.3% increase), further to 291,684 in November 2018 (a 12.4% increase) and remaining steady at 291,461 in November 2019. This was however followed by a record weekly patronage figure of 71,626 in the first week of December 2019, 5.7% higher than the previous year.

6.4 The extremely high level of demand in peak periods can lead to challenges in terms of peak time capacity and work is ongoing with First Manchester to ensure that the available resource is provided at the most appropriate time. Some extra journeys have been added in the last 12 months which start at the Wardley Park and Ride site to assist in providing capacity specifically for the A580 East Lancs Road.

7 OUR PASS

7.1 1st September 2019 saw the introduction of a new pass that gives 16-18 year olds across Greater Manchester the freedom to travel, work and learn. For a one off £10 administration fee, Our Pass card holders can travel for free on local buses across Greater Manchester. They can also benefit from half-price off peak 1 day and weekend travelcards on Metrolink, and exclusive opportunities, experiences and benefits from a range of partner organisations.

7.2 Our Pass can be used for up to two years, starting from 1 September after the applicant’s sixteenth birthday, and is available to people who live in Greater Manchester.

7.3 Extensive work was carried out with all GM bus operators in the months leading up to the launch of the pass around technical acceptance, operator reimbursement, and additional capacity requirements.

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7.4 Our Pass was launched successfully with very few issues arising from its introduction. There are now in excess of 37,000 pass holders and over 50,000 journeys being made per day across the region.

8 RECOMMENDATIONS

8.1 Recommendations are set out at the front of this report

Alison Chew Interim Head of Bus Services

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Greater Manchester Transport Committee

Date: 17 January 2020

Subject: Forthcoming Changes to the Bus Network

Report of: Alison Chew, Interim Head of Bus Services, TfGM

PURPOSE OF REPORT

i. To inform Members of the changes that have taken place to the bus network since the last Greater Manchester Transport Committee meeting, in addition to report on consequential action taken or proposed by Transport for Greater Manchester; and

ii. To seek guidance from Members on proposed Transport for Greater Manchester action.

RECOMMENDATIONS:

Members are asked to:

1. note and comment as appropriate on the changes to the commercial network and the proposals not to replace the de-registered commercial services as set out in Annex A;

2. agree that action is taken in respect of changes or de-registered commercial services as set out in Annex A;

3. agree that the proposed action is taken in respect of changes or de-registered commercial services as set out in Annex B subject to panel approval; and

4. approve the proposed changes to general subsidised services set out in Annex C.

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CONTACT OFFICERS:

Alison Chew Interim Head of Bus Services 0161 244 1726 [email protected]

Nick Roberts Head of Services & 0161 244 1173 Commercial Development [email protected]

Equalities Implications – n/a Climate Change Impact Assessment and Mitigation Measures – n/a Risk Management – n/a Legal Considerations – n/a Financial Consequences – Revenue – see paragraph 2 and Part B report Financial Consequences – Capital – n/a

Number of attachments included in the report: main report only

BACKGROUND PAPERS: o Forthcoming Changes to the Bus Network report to the Greater Manchester Transport Committee, 11 October 2019.

TRACKING/PROCESS Does this report relate to a major strategic decision, as set out in the No GMCA Constitution

EXEMPTION FROM CALL IN Are there any aspects in this report which N/A means it should be considered to be exempt from call in by the relevant Scrutiny Committee on the grounds of urgency? GM Transport Committee Overview & Scrutiny Committee N/A N/A

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1. INTRODUCTION/BACKGROUND

1.1 The Transport Committee considers all matters relating to the operation and service performance of the bus network in Greater Manchester, including commercially registered and subsidised services; Demand Responsive Services, bus stations and bus stops; passenger information services; contract monitoring; vehicle standards; and passenger safety for the subsidised bus network.

1.2 Acting under delegated authority, the Transport Committee is tasked to review closely and approve all proposed changes to the subsidised bus network and ensure that the cost of the subsidised general services is kept within the appropriate budget or any cash limits. This is achieved through:-

 rationalisation of existing services whilst maintaining key links on the network;

 engaging with operators with the objective of them taking on “marginal commercial” services; and

 continuing to redesign and restructure grouped services to ensure that maximum value is obtained from subsidy.

1.3 In general, withdrawals, reductions or amendments to services are currently only planned at the date of next renewal of the contract concerned and proposed changes will be reported to this Committee.

1.4 The governance process that leads up to the reporting to the Transport Committee involves the scrutiny of all tendered services at TfGM’s Tender Panel that consists of representatives from Legal, Procurement and Finance as well as TfGM’s Operational Service Planning and Network Performance departments.

2. 2019/20 BUDGET SUMMARY

2.1 The summary provides the current position on the 2019/20 Subsidised Bus Services budget for the 8-month period to 30 November 2019.

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Year to date - November 2019 Budget Actual Budget Variance 2019/20 £000 £000 £000 % £000 General Network Costs General Bus Services 12,128 12,050 (77) (0.6%) 19,505 Local Link 1,628 1,558 (70) (4.5%) 2,335 Shuttles 1,407 1,422 14 1.0% 2,129 Sub-Total General Network 15,163 15,030 (133) (0.9%) 23,969

Schools Services Costs 8,830 8,904 74 0.8% 13,895

Total – Subsidised Services 23,993 23,934 (59) (0.2%) 37,864 costs

General Network Income General Bus Services 2,209 2,155 54 2.5% 3,230 Local Link 231 196 35 17.6% 294 Shuttles 618 694 (76) (10.9%) 1,031 Sub-Total General Network 3,057 3,045 12 0.4% 4,555

Schools Services income 3,577 3,695 (118) (3.2%) 5,709

Total – Subsidised Services 6,634 6,740 (106) (1.6%) 10,264 income

Net Cost - Subsidised Services 17,359 17,194 (165) (1.0%) 27,600

3. CHANGES TO COMMERCIAL SERVICES (ANNEX A)

3.1 Annex A to this report lists changes to commercial services which, in the view of Transport for Greater Manchester, are not sufficiently significant to require the provision of subsidised service replacements. Brief details of the implications of the changes are provided.

4. CHANGES TO THE COMMERCIAL NETWORK (ANNEX B)

4.1 Annex B to this report lists changes to commercial services and provides brief details of the implications of these changes, which officers believe are of sufficient importance to require action by Transport for Greater Manchester. Details of the proposed actions are also provided.

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5. CHANGES TO GENERAL SUBSIDISED SERVICES (ANNEX C)

5.1 Annex C to this report lists proposals for changes to general subsidised services on which the views of Members are requested. Information is given about the reasons for proposing these changes.

6. FINANCIAL IMPLICATIONS

6.1 Annex A, presents no financial implications.

6.2 Annex B, financial implications are noted in Part B of the agenda.

6.3 Annex C, financial implications are noted in Part B of the agenda.

7. RECOMMENDATIONS

7.1 Recommendations are set out at the front of this report.

Alison Chew Interim Head of Bus Services

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SIGNIFICANT CHANGES TO THE COMMERCIAL NETWORK ANNEX A The Committee is requested to note the following changes to commercial services: Dist Service No. Operator Proposed Change Effective Alternative Integration Comments/TfGM and Route From Services impact officer (modes/ticketing) recommendations MR 19 Arriva Monday to Friday: 26/01/2020 n/a n/a No TfGM action Minor retiming. proposed at this TD Altrincham – stage. Sale – Saturday daytime Benchill – frequency is reduced Wythenshawe from every 20 mins to every 30 mins. First and last trips still in place.

Page 86 Page WN 22/22A Warrington’s Own 22 rerouted in Ashton to 20/01/2020 n/a n/a No TfGM action Buses omit Bryn Street. Town proposed at this Ashton / Wigan centre stops will be stage. – Newton le Wigan Road and Gerard Willows - Street. Warrington MR 33 Go North West Service extended from 26/01/2020 n/a n/a No TfGM action Piccadilly to Shudehill proposed at this SD Manchester - stage. Eccles - Worsley Evening subsidised journeys also extended to Shudehill to match daytime.

Dist Service No. Operator Proposed Change Effective Alternative Integration Comments/TfGM and Route From Services impact officer (modes/ticketing) recommendations MR 34 34A Stagecoach Journeys between 26/01/2020 n/a n/a No TfGM action Manchester and Worsley proposed at this SD Leigh — Astley renumbered 34A. stage. — Worsley — WN Additional Sunday Monton — journeys introduced Pendleton — between Manchester and Manchester Worsley making a half hourly frequency between these points. First Sunday journey ex Bryn retimed 10 minutes later. First Page 87 Page Sunday journey ex Manchester is a new earlier journey at 0925 and the additional journey at 1730 goes through to Bryn. MR 63 Go North West Service renumbered 33B 26/01/2020 n/a n/a No TfGM action proposed at this SD Brookhouse – stage. Eccles – Manchester

Dist Service No. Operator Proposed Change Effective Alternative Integration Comments/TfGM and Route From Services impact officer (modes/ticketing) recommendations TD 126 Diamond Monday to Friday 26/01/2020 n/a n/a No TfGM action additional trip at 0730 proposed at this BN Trafford Centre from Trafford Centre to stage. - Worsley - WN Leigh. Boothstown – SD Leigh Saturday additional trip at 0850 from Trafford Centre to Leigh. Monday to Friday 2330 ex Trafford Centre withdrawn – only

Page 88 Page introduced on 9/12/19 MR 130 Arriva Hourly Monday to 26/01/2020 Service 42B Service 130 is the Service 130 has Saturday service provides a 30 only Arriva service been progressively ST Macclesfield - Withdrawn min frequency in the local area. reduced in recent Wilmslow - daytime service years, having been Cheadle - East D&G have registered an As well as between East reduced in days and Didsbury hourly Monday to Friday operator’s own Didsbury and hours of operation, service outside of tickets the System Cheadle Hulme frequency and the Greater Manchester from One range of (Albert Road). service was recently Macclesfield to travelcards is curtailed to no Handforth. Service 368 available across longer serve provides a 15 services 42B, 312 & Manchester City min frequency 368. Centre. service along Turves Road A section of and Etchells Wilmslow Road Road. (Heald Green) becomes unserved. Service 312 provides an There are 3 pairs of hourly service stops along this

along the section of route, section of however 2 pairs are Wilmslow Road within 400m of between alternative services Outwood Road (312 & 368). The and Stanley area is also served Road (county by Heald Green boundary). Local Link. It should be No TfGM action noted, however, proposed at this that none of stage. these services serve East Didsbury. To access East

Page 89 Page Didsbury passengers would be required to change to service 42B at Cheadle Hulme or Cheadle.

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Dist Service No. Operator Proposed Change Effective Alternative Integration Comments/TfGM and Route From Services impact officer (modes/ticketing) recommendations TD 132 Diamond Monday to Friday: 26/01/2020 n/a n/a No TfGM action proposed at this BN Trafford Centre -0604 from Atherton to stage. - Boothstown - Boothstown is withdrawn WN Tyldesley - (average 0.8 pax per trip) SD Atherton - Hindley – -0650 from Hindley to Wigan Boothstown is withdrawn. (average 5.9 pax per trip) -0623 and 0728 from Boothstown to Wigan to Page 91 Page start at Trafford Centre at 0613 and 0710.

Saturday: 0707 and 0811 from Atherton to Boothstown are withdrawn. (average 0.25 and 0.75 pax per trip)

0738 and 0838 from Boothstown to Wigan to start at Trafford Centre at 0728 and 0828.

Dist Service No. Operator Proposed Change Effective Alternative Integration Comments/TfGM and Route From Services impact officer (modes/ticketing) recommendations TD 150 Stagecoach Revised timetable due to 26/01/2020 201/204/206 n/a No TfGM action impact of long-term road and changing at proposed at this MR Hyde - Denton works (nine months) on Gorton stage. - Levenshulme TE Hyde Road – service will - Chorlton - operate between Gorton Stretford - and Trafford Centre only Trafford Centre MR 180 First Monday to Friday 26/01/2020 n/a n/a No TfGM action morning peak buses from proposed at this OM Greenfield - Greenfield are revised stage. Lees - Oldham from 0628/0728/0832 to

Page 92 Page 0628/0653/0753/0832. Changes to the morning journeys provide an improvement for passengers travelling to school/college in Oldham. MR 247 Arriva Additional Monday to 26/01/2020 n/a n/a No TfGM action Friday journeys: proposed at this TD Altrincham - stage. Sinderland - 0735 Trafford Centre to Partington - Altrincham and 1630 Flixton - Altrincham to Trafford Trafford Centre Centre

Dist Service No. Operator Proposed Change Effective Alternative Integration Comments/TfGM and Route From Services impact officer (modes/ticketing) recommendations MR 263 Arriva Saturday daytime 26/01/2020 n/a n/a No TfGM action frequency reduced from proposed at this TD Altrincham – 15 to 20. First and last stage. Sale – Stretford trips still in place. Note – Hulme – that from Piccadilly Manchester towards Altrincham the service will have an uneven spacing of journeys at 22,16,22 minutes. Sunday intermediate

Page 93 Page timings are revised.

Dist Service No. Operator Proposed Change Effective Alternative Integration Comments/TfGM and Route From Services impact officer (modes/ticketing) recommendations BY 481/482/483 Transdev Rosso Services revised, still 4 26/01/2020 n/a n/a No TfGM action (Irwell Line) buses an hour between proposed at this Bury, Walmersley, stage. Blackburn, Rawtenstall but two will Accrington or divert (as service 482) via Burnley - Ramsbottom providing Rawtenstall - partial (mainly off peak) Bury replacement for service X41. Rawtenstall to Ramsbottom direct bus Page 94 Page link is reinstated during the off peak. Hourly extensions to Blackburn (481) and Burnley (483) maintained. Service 883 (Bacup & Rawtenstall Grammar School to Bury) withdrawn. BN 507 Diamond Monday to Friday PM 26/01/2020 n/a n/a No TfGM action peak journey is retimed proposed at this Bolton - Tonge later at customer stage. Moor - request. Harwood circular

Dist Service No. Operator Proposed Change Effective Alternative Integration Comments/TfGM and Route From Services impact officer (modes/ticketing) recommendations WN 517 Diamond Service withdrawn 26/01/2020 n/a n/a No TfGM action (replaced by extension of proposed at this BN Horwich - 574 below) stage. Middlebrook - Westhoughton - Atherton – Leigh

BN 574 Diamond Service extended via 26/01/2020 n/a n/a No TfGM action Westhoughton and proposed at this WN Bolton - Atherton to Leigh stage. Markland Hill - replacing the 517 from Page 95 Page Middlebrook Old Lords Estate, Horwich. BN 575 Diamond Saturday service before 26/01/2020 Arriva also run n/a No TfGM action 0930 is reduced to every journeys on this proposed at this Bolton - 30 mins. route between stage. Lostock - Horwich Horwich - (Crown) and Blackrod - Bolton. Aspull – Wigan WN 597 Diamond Saturday service is 26/01/2020 n/a n/a No TfGM action withdrawn proposed at this Leigh Sports stage. Village — Leigh (average 2.97 pax per — Leigh trip) Infirmary

Dist Service No. Operator Proposed Change Effective Alternative Integration Comments/TfGM and Route From Services impact officer (modes/ticketing) recommendations WN 683 Diamond Monday to Friday 0703 26/01/2020 Hindsford is n/a No TfGM action ex Hindsford and 0743 ex within walking proposed at this Leigh — Shakerley extended to distance from stage. Atherton — start at Leigh and Atherton centre Shakerley retimed. where the 582 circular provides a Monday to Friday frequent service 0723/0803 ex Hindsford to Leigh. Access and 1820 to Hindsford also available to withdrawn. Vantage busway services. Page 96 Page Saturday 0838/0858 ex Hindsford and 1715 to Hindsford withdrawn.

Saturday 1700 to Shakerley retimed to 1730.

Dist Service No. Operator Proposed Change Effective Alternative Integration Comments/TfGM and Route From Services impact officer (modes/ticketing) recommendations

WN 715 Diamond Monday to Saturday 26/01/2020 575 between n/a See Annex B daytime service curtailed Wigan and BN Bolton - Deane to operate between Aspull every 15 - Ladybridge - Bolton and minutes. Hourly Aspull - Wigan Westhoughton. 521 and revised half hourly 574 between Wingates and Westhoughton. Dicconson Lane and Bolton

Page 97 Page Road (Aspull) left unserved during Monday to Saturday daytime

BY Red 4 Transdev Rosso All journeys withdrawn. 26/01/2020 Diamond 472 n/a No TfGM action maintains a 15- proposed at this Bury – minute daytime, stage. Holcombe half hourly Brook – evening service Ramsbottom between Bury, Holcombe Brook and Ramsbottom.

Dist Service No. Operator Proposed Change Effective Alternative Integration Comments/TfGM and Route From Services impact officer (modes/ticketing) recommendations RE R3/R13 The Burnley Bus The following journeys 26/01/2020 Service 464 will n/a Average of less than Company/Transdev are withdrawn: provide partial 1 unique passenger Rochdale – Rosso replacement affected on all trips, Wallbank Monday to Friday along with the exception from Rochdale Whitworth of the 0715 from 0659, (0717 schooldays) Road. Wallbank which & 0906 carries an average of 3 unique from Wallbank passengers per trip. 0715,0830 In view of the low number of unique Page 98 Page Saturday passengers affected 1753 from Rochdale 1721,1821 from No TfGM action Wallbank. proposed at this stage. 0632 from Rochdale & 0645 from Wallbank transferred to The Burnley Bus Company.

Dist Service No. Operator Proposed Change Effective Alternative Integration Comments/TfGM and Route From Services impact officer (modes/ticketing) recommendations BY X41 (Red Transdev Service withdrawn 26/01/2020 Link from n/a No TfGM action Express) Ramsbottom to proposed at this MR Manchester stage Accrington – possible by Ramsbottom – using 472/474 Prestwich – to Bury then Manchester service 135 or Metrolink. Services 481 & 483 provide an alternative

Page 99 Page service between Rawtenstall, Edenfield and Ramsbottom (Manchester Road). Certain journeys (mainly off-peak and renumbered 482) will divert to serve Ramsbottom centre as a partial replacement for the X41.

Dist Service No. Operator Proposed Change Effective Alternative Integration Comments/TfGM and Route From Services impact officer (modes/ticketing) recommendations BY X63 Go North West Introduction of Monday 26/01/2020 Go North West n/a No TfGM action to Friday daytime service services 17 & 18 proposed at this MR Bury - between Manchester and and Diamond stage. Heywood - RE Heywood (up to every 20 services Middleton - minutes), revisions to 162/163 Manchester journey time to improve provide an reliability. Revised to run alternative non-stop between between Manchester and Middleton and Middleton. Manchester.

Page 100 Page

SIGNIFICANT CHANGES TO THE COMMERCIAL NETWORK ANNEX B The Committee is requested to agree that action is taken regarding the changed or de-registered services detailed in Annex A:

Dist Service No. Operator Proposed Change Effective Alternative Integration Comments/TfGM and Route From Services impact officer (modes/ticketing) recommendations

WN 715 Diamond Monday to Saturday 26/01/2020 575 between n/a Officers are daytime service curtailed Wigan and recommending the BN Bolton - Deane to operate between Aspull every 15 expansion of the - Ladybridge - Bolton and minutes. Hourly Hindley Local Link Aspull - Wigan Westhoughton. 521 and revised service to include half hourly 574 Dicconson Lane. between This will enable Wingates and unserved residents

Page 101 Page Westhoughton. to travel to Hindley Dicconson Lane where they can and Bolton change for Road (Aspull) alternative services. left unserved Full costs are during Monday detailed in Part B to Saturday daytime

SIGNIFICANT CHANGES TO THE SUBSIDISED NETWORK ANNEX C The Committee is invited to consider officers’ proposals on the following services:

Dist Service, route and operator TfGM officer comments and recommendations

WN 9 The contract covering the evening journeys has been retendered. Higher Folds – Leigh – Wigan An alternative timetable which reduces the frequency of the Leigh to Higher Folds section from half hourly to hourly has been submitted by an operator and is recommended for award. TBC Members are asked to approve the recommendation to revise this service with effect from Sunday 19th April 2020, full costs are detailed in Part B. TD 19 Revised timetable proposed where two early morning journeys are withdrawn due to high cost per passenger following retender as follows:

Page 102 Page MR Altrincham - Sale - Benchill - Wythenshawe  Sale – Altrincham at 0651 (Sat – average 1.12 passengers per trip) and 0846 (Sundays – TBC average 1.8 passengers per trip) Members are asked to approve the recommendation to revise this service with effect from Monday 20th April 2020, full costs are detailed in Part B. SD 66 Diamond have requested a timetable revision in order to address problems of reliability in the Eccles – Worsley – Swinton – Clifton afternoon peak period. This would mean re-routing both the 1500 school holiday journeys to omit South King Street (as the schoolday journeys do now) and withdrawing the Monday to Friday 1810 journey from Eccles. South King Street is around 300m from the stops on New Lane. There’s an average of 4.2 passengers using the 1810 journey. The most recent survey showed that 2 out of the 3 passengers had an alternative. Members are asked to approve the recommendation to revise this service with effect from Monday 27 January 2020, full costs are detailed in Part B. MR 151 Revised timetable proposed running only between North Manchester General Hospital and SD Mandley Park — Cheetham Hill — Failsworth Tesco. Moston — Failsworth — Hollinwood

Dist Service, route and operator TfGM officer comments and recommendations

OM TBC Demand has been low on the sections proposed to be withdrawn and this change will deliver a reduced tender price:  North Manchester General Hospital to Mandley Park – average of 2.13 passengers per trip  Failsworth Tesco – Hollinwood – average of 1.42 passengers per trip Members are asked to approve the recommendation to revise this service with effect from Monday 20th April 2020, full costs are detailed in Part B.

Page 103 Page

Dist Service, route and operator TfGM officer comments and recommendations

TD 245 Revised timetable proposed where the Monday to Friday, Saturday and Sunday evening Altrincham - Sale - Stretford - Flixton - journeys are withdrawn due to high cost per passenger following retender, also Saturday early Davyhulme - intu Trafford Centre morning journeys as follows: TBC  Stretford Mall – Altrincham at 0640 (Sat) - 2.15 passengers per trip  Trafford Centre – Altrincham at 0733 (Sat) - 3.13 passengers per trip  Trafford Centre – Altrincham at 1851 (Sat) – 8.51 passengers per trip,  Trafford Centre – Altrincham at 2008 and 2051 (Daily) – 14.38 & 8.10 passengers per trip  Altrincham – Trafford Centre at 1850 and 2057 (Daily) – 7.53 & 4.53 passengers per trip  Altrincham – Trafford Centre at 1950 and 2305 (Monday to Saturday) 4.53 & 3.38

Page 104 Page passengers per trip Alternative facilities between Altrincham, Trafford General Hospital and the Trafford Centre exist on route 247. Alternative facilities between Altrincham and Stretford exist on route 263. Members are asked to approve the recommendation to revise this service with effect from Monday 20th April 2020, full costs are detailed in Part B.

Dist Service, route and operator TfGM officer comments and recommendations

TE 343 Service 343 currently operates every hour during Monday to Saturday daytime, and every two hours during Sunday daytime. OM Hyde – Stalybridge – Mossley – Lees – Oldham Currently, between Grotton and Oldham service 343 follows the same route as First Manchester’s services 84, 180 and 184. TBC Officers propose that the service is rerouted to operate between Grotton and Oldham via Cooper Street, Austerlands and Waterhead partially replacing subsidised service 418 to achieve an overall resource saving. No changes are proposed to the Sunday daytime service which will continue to operate via Lees. Members are asked to approve the recommendation to reroute Monday to Saturday daytime journeys on service 343 with effect from Monday 20th April 2020, full costs are detailed in Part Page 105 Page B.

Page 106 Page

Dist Service, route and operator TfGM officer comments and recommendations

TE 353/354 (355) Services 353 and 354 combine to provide an hourly daytime service between Ashton, Stalybridge and Mossley where the services then split with service 353 continuing to Friezland OM Uppermill – Mossley – Heyrod – and Uppermill and service 354 continuing to Greenfield, Uppermill, Delph and Carrcote each Ashton/Carrcote – Uppermill – two hourly. Service 355 runs on Sunday daytimes only, every two hours and follows a more Stalybridge – Ashton direct route, missing out many of the estates served by services 353 & 354. Nexus Move Officers propose withdrawing these services, replacing them with an expanded service 356. For full details of the proposed changes please see service 356. Members are asked to approve the recommendation to withdraw services 353, 354 & 355 service after operation on Saturday 18th April 2020 replacing them with an expanded service 356. full costs are detailed in Part B.

Page 107 Page

Dist Service, route and operator TfGM officer comments and recommendations

OM 356 This service, also known as the Saddleworth Rambler, was introduced in April 2018 and currently provides an hourly all day Monday to Saturday service from Denshaw via the Greenfield – Uppermill – Denshaw Saddleworth Villages to Greenfield Rail Station. TBC Officers propose expanding this service to replace services 353, 354, 355 & 407.

The new route would follow a slightly revised route of current service 407 between Oldham and Propose change to; Denshaw, continuing via the route of current service 356 between Denshaw and Uppermill, Oldham – Denshaw – Diggle – before continuing to Mossley, Stalybridge & Ashton via the route of current service 353 Uppermill – Mossley – Stalybridge - (omitting some of the estate roads in Uppermill). Ashton

Page 108 Page While providing a number of new links, this proposal also reduces the overall vehicle resource, though to achieve this, some areas would no longer be served. A breakdown of proposed revisions is as follows: Moorside – Arncliffe Rise loop would become unserved (407). Stops on Turf Pit Lane and Whitehall Lane are within 400 metres. Delph – Carrcote Estate would no longer be served (354) – Service 350 serves Carrcote every 30 minutes. Palin Wood Road, maximum distance of 700 metres from the nearest bus stop, becomes unserved (354). Local Link will continue to serve Palin Wood Road. Uppermill – Church Road and Wellmeadow Lane (353) become unserved, maximum distance of 640 metres from the nearest bus stops. Station Road, Grove Road and High Grove Road also become unserved, a maximum distance of 500 metres from the nearest bus service – these roads can be difficult to serve due to potential width restrictions along the route. Local Link will continue to serve this area. Greenfield – Chew Valley Road and Manchester Road will no longer be served (354). Service 350 serves this section of route every 30 minutes.

Manchester Road (Mossley) – The section of route between The Royal George and Mossley Rail Station will no longer be served. Service 343 serves this section of route every hour. Saddleworth Local Link will provide a door to door option for anyone who cannot access the main bus service, particularly, those living in the Delph and Uppermill areas. The new service will operate hourly during Monday to Saturday daytime and will still be timed to meet peak trains at Greenfield Rail Station. The evening service between Greenfield and Denshaw, which currently carries on average 2.39 passengers per trip would be reduced with the resource shared across the wider service. Consequently, new later journeys would depart Ashton at 2020, and on Friday and Saturday nights Oldham at 2150. Between Greenfield and Denshaw the service would remain hourly until approximately 7pm before reducing to every 2 hours. On Sunday daytimes the service would run every two hours between Ashton, Uppermill and Denshaw, continuing hourly between Denshaw and Oldham. Page 109 Page Members are asked to approve the recommendation to revise this service with effect from Sunday 19th April 2020, full costs are detailed in Part B.

Page 110 Page

Dist Service, route and operator TfGM officer comments and recommendations

ST 364 Service 364 currently provides an hourly Monday to Saturday daytime service. Stockport – Woodbank Park – Bosden Officers propose the withdrawal of the Monday to Friday 0740 Stockport – Heaton Norris – Farm – Stockport – Heaton Norris Stockport journey. Circular Additionally, it is proposed to curtail the Monday to Friday 0800 & 1730 and the Saturday 0810 TBC & 1710 Stockport – Bosden Farm – Stockport – Heaton Norris – Stockport journeys to no longer serve the Stockport to Heaton Norris section of route. This would affect an average of 0.6 passengers per trip on Monday to Friday and 1.5 per trip on Saturdays. Members are asked to approve the recommendation to withdraw the Monday to Friday 0740 journey and curtail the Monday to Friday 0800 & 1730 and Saturday 0810 & 1710 journeys noted above with effect from Monday 20th April 2020. Financial implications arising from this proposal are detailed in Part B.

Page 111 Page

Dist Service, route and operator TfGM officer comments and recommendations

TE 387 Service 387 provides an hourly daytime link between Hyde, Hattersley, Mottram, Stalybridge, Tameside General Hospital and Ashton. Ashton – Tameside General Hospital – Stalybridge – Hattersley – Hyde Officers propose the withdrawal of this service following a recent tender exercise where, again, prices have risen significantly – this time by over 20%. MCT The majority of service 387 is covered by alternative services, as follows:  Between Ashton & Tameside General Hospital – services 231 & 350 (7 buses per hour)  Between Ashton & Stalybridge – services 236/237, 348, 353/354 & 389 (11 buses per hour)  Between Ashton, Stalybridge & Mottram – services 236/237 (3 buses per hour) Page 112 Page  Between Hattersley & Hyde – service 201 (6 buses per hour) While this proposal breaks the direct bus link from Hattersley to Ashton, Tameside General Hospital and Stalybridge, East Tameside Local Link provides door to door links in the Godley and Hattersley Area direct to Hyde, Stalybridge and Ashton Town Centres and Tameside General Hospital. East Tameside Local Link operates 8am to 10pm (Monday to Saturday) and 9am to 9pm (Sundays and Bank Holidays). Godley Village becomes unserved as part of this proposal. A recent survey of 23 journeys showed an average of 1 passenger per trip (total) boarding or alighting in Godley – between, and including, Godley Train Station and Hyde, Morrisons. Service 201 maintains a frequent link along Mottram Road operating close to Godley Rail Station. Members are asked to approve the recommendation to withdraw this service with effect from Saturday 18th April 2020, full costs are detailed in Part B.

Page 113 Page

Dist Service, route and operator TfGM officer comments and recommendations

OM 407 This service, currently operating hourly on Mondays to Saturdays and Sundays, is proposed to be replaced by the extended service 356 referred to above. Oldham - Denshaw Members are asked to approve the recommendation to withdraw this service, replacing it Stotts/MCT with revised service 356, with effect from Saturday 18th April 2020. Financial implications are detailed in Part B.

OM 403 Service 403 currently provides Shaw Local Services running hourly Monday to Saturday day-time both clockwise and anti-clockwise. Shaw - High Crompton - Rushcroft

Page 114 Page circular Officers propose major revisions to the service – reducing the area covered by taking account of nearby alternatives and extending the service to partially replace service 418, providing new Propose change to: direct links to Dr Kershaw’s Hospice and the Newbank Garden Centre on Turf Lane, Royal Oldham – Shaw – Buckstones – Oldham Hospital and Oldham Town Centre. Cowlishaw – Shaw – Oldham Rushcroft and High Crompton would no longer be served by service 403. Service 59 provides links from Rushcroft to Shaw, Oldham and Manchester every 30 minutes and High Crompton is served by services 408 and 435 which each maintain hourly links to Shaw and Buckstones with TBC the 408 continuing to Oldham and the 435 continuing to Rochdale. Service 403 would also be revised to operate at its busiest times only – providing a loop of Buckstones and Cowlishaw, from Shaw at 0936 and hourly until 1336. Currently, outside these times service 403 carries on average 5.77 passengers, however recent surveys show that the majority of these passengers are travelling to Rushcroft or High Crompton, journeys that can be carried on services 59 or 408/435. As noted above, this proposal takes account of alternative services but also partially replaces service 418, achieving an overall resource saving. The following roads would lose their daytime bus service as a result of this proposal, however, all roads are within 400 metres of an alternative service.

High Crompton – Wood Street & Sherwood Way Rushcroft – Derwent Drive, Valley Rise, Rishworth Rise, Great Meadow, The Link, Greenway, Long Rushes, Rushcroft Road Members are asked to approve the recommendation to revise this service with effect from Monday 20th April 2020, full costs are detailed in Part B. Page 115 Page

Page 116 Page

Dist Service, route and operator TfGM officer comments and recommendations

OM 418 Service 418 currently operates hourly Monday to Saturday daytime. Oldham – Royal Oldham Hospital – Officers propose the withdrawal of service 418 with the northern section (between Dr Oldham – Lees Circular Kershaw’s Hospice, Royal Oldham Hospital and Oldham covered by revised service 403 and the eastern section (between Lees and Oldham) covered by existing services 84, 180 & 184 and MCT revised service 343. For further details please see notes under services 343 & 403. Very few passengers use service 418 to cross Oldham Town Centre, indeed a recent survey of 15 trips highlighted a total of 2 passengers making use of this facility. Members are asked to approve the recommendation to withdraw this service after operation on Saturday 18th April 2020, full costs are detailed in Part B. Page 117 Page

Page 118 Page

Dist Service, route and operator TfGM officer comments and recommendations

WN 516 The contract covering the early morning journeys has been retendered. BN Horwich - Middlebrook - Due to high cost per passenger, these journeys are proposed for withdrawal. Rerouted service Westhoughton - Atherton – Leigh 574 provides an alternative for passengers travelling between Leigh and Middlebrook at 0620 ex Leigh (Monday to Friday) and 0740 ex Middlebrook (Monday to Saturday). Recent surveys TBC showed an average of 5 unique passengers on the 0635 trip from Leigh and 4 unique passengers on the 0722 trip from Horwich.

Members are asked to approve the recommendation to withdraw these journeys with effect from Monday 20th April 2020, full costs are detailed in Part B.

WN 589/590 The contracts for these services have been retendered along with an alternative option which Page 119 Page Leigh – Lowton combined both services into one route. The alternative route is recommended for award as it is more affordable and maintains a service on all the estates which are currently served. Slag Lane TBC will have its service reduced from 2 buses per hour to one. Members are asked to approve the recommendation to revise these services with effect from Monday 20th April 2020, full costs are detailed in Part B.

Dist Service, route and operator TfGM officer comments and recommendations

WN 638 Revised timetable proposed where the 0715 journey on Monday to Friday is withdrawn and the Wigan — Worthington — Standish 1830 is curtailed at Standish. circular Surveys showed an average of 1.5 unique passengers on the 0715 journey and 1 unique TBC passenger on the 1830 journey. The Contract Appraisal Tool shows that withdrawing these journeys has a negative impact on 2.12% of the Wigan population.

Members are asked to approve the recommendation to revise this service with effect from th

Page 120 Page Monday 20 April 2020, full costs are detailed in Part B.

WN 640/641 The contract covering the Sunday service was retendered. Wigan – Standish – Shevington Moor However, due to low usage (an average of 3.27 passengers per trip) and high cost per passenger, Diamond this service is recommended for withdrawal. Members are asked to approve the recommendation to withdraw this service with effect from Monday 20th April 2020, full costs are detailed in Part B. WN 682 A contract for certain journeys on this service (mainly morning and afternoon peak-time Leigh – Hag Fold journeys) has been tendered but is not recommended for award due to the high cost and the potential for a wider review of services in the area. Jim Stones Members are asked to approve the recommendation to withdraw the subsidised journeys on this service with effect from Monday 20th April 2020. Financial implications arising from this proposal are detailed in Part B.

Agenda Item 10

GREATER MANCHESTER TRANSPORT COMMITTEE

Date: 17 January 2020

Subject: Climate Change and Transport

Report of: Transport Strategy Director

PURPOSE OF REPORT

Achieving Greater Manchester’s carbon targets will require substantial reductions in carbon emissions from transport. This report sets out the scale of the challenge and the transport-related actions that that GM needs to take and influence to meet its ambition to be a carbon neutral city- region by 2038.

RECOMMENDATIONS:

The GMTC is requested to:

1. Note the content of the report; and

2. Discuss the scale of the challenge to reduce carbon emissions from transport for GM to meet its ambition to be a carbon neutral city-region by 2038.

CONTACT OFFICERS:

Simon Warburton Transport Strategy Director 0161 244 1427

Megan Black Interim Head of Environment and Logistics 0161 244 1462

Nicola Kane Head of Strategic Planning and Research 0161 244 1246

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Equalities Implications: No implications identified to-date.

Climate Change Impact Assessment and Mitigation Measures – The report provides a high-level overview of the challenge for the transport sector in supporting achievement of Greater Manchester’s target to become carbon neutral by 2038.

Risk Management: N/A Legal Considerations: N/A Financial Consequences – Revenue: N/A Financial Consequences – Capital: N/A Number of attachments to the report:

Appendix A: Examples of interventions and plans that will support the 5-year Environment Plan

BACKGROUND PAPERS: Greater Manchester Five Year Environment Plan Greater Manchester Transport Strategy 2040: Delivery Plan (2020-2025) Greater Manchester Transport Strategy 2040

TRACKING/PROCESS Does this report relate to a major strategic decision, as set out in the No GMCA Constitution

EXEMPTION FROM CALL IN Are there any aspects in this report which N/a means it should be considered to be exempt from call in by the relevant Scrutiny Committee on the grounds of urgency? GMTC Overview & Scrutiny Committee N/a N/a

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Page 122

1 INTRODUCTION

Policy Background

1.1 The Greater Manchester Strategy sets out a future for Greater Manchester as a place where people live healthy lives, and a place that is at the forefront of action on climate change with clean air and a flourishing natural environment.

1.2 Building on this, the 5-year Environment Plan for Greater Manchester set an ambitious target to be carbon neutral by 2038, and a vision for Greater Manchester to be a clean, green, carbon-neutral resilient city region, with a thriving natural environment and zero- waste economy.

1.3 Although these targets are in the future, action must be taken now if we are to make them a reality, and significant reductions in carbon emissions from transport are vital in achieving these ambitions.

GMCA declaration of climate emergency

1.4 In July 2019, the Greater Manchester Combined Authority (GMCA) declared a climate emergency. As part of the declaration, GMCA noted the findings of the Intergovernmental Panel on Climate Change (IPCC) report ‘Global warming of 1.5°’, in particular:

 That human activities are estimated to have already caused approximately 1.0°C of global warming above pre-industrial levels;  That if we continue at the current rate, we are likely to surpass the Paris Agreement target of 1.5°C as early as 2030; and  That at the current level of commitments, the world is on course for 3°C of warming with irreversible and catastrophic consequences for humans and the natural world.

1.5 GMCA also affirmed its belief that:

 The impacts of global temperature rise above 1.5°C are so severe that governments at all levels must work together and make this their top priority;  As well as large-scale improvements in health and wellbeing around the world, bold climate action can deliver economic benefits in terms of new jobs, economic savings and market opportunities;  As urban populations increase, greater consideration of how urban systems can develop sustainability will be required; and  Tackling climate change is everybody's responsibility.

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Size of the carbon emissions problem

1 1.6 In the UK, the overall total CO2e emissions have been falling. They now stand at 42% below the 1990 baseline level. This progress means the UK has outperformed the target emissions reductions of first national carbon budget (2008 to 2012) by one per cent. Government projections show that the UK will outperform against the second and third carbon budgets, covering the years 2013 to 2022, by almost five per cent and four per cent respectively.

1.7 These reductions in CO2e emissions over the last three decades have been largely attributable to a transition in electricity generation, as a result of a consistent national policy to reduce emissions. The UK grid has moved away from coal to gas and has seen a significant growth in renewable generation, mainly wind power. However, this source of emissions savings has been largely exhausted, with coal generation now below 5% of the UK total.

1.8 This means that the most challenging sectors, such as heat and transport, must now be given urgent attention to reduce emissions, in order to stay within budgets.

1.9 Greater Manchester’s CO2e emissions have broadly reflected the national trend, with a reduction of 39%, against the 1990 baseline level.

2 UNDERSTANDING CARBON BUDGETS

2.1 The principle of a carbon budget is a powerful way of considering the carbon reduction challenge. This concept takes account of the cumulative amount of CO2e emissions permitted over a period of time. To stay within budget, a rise in emissions from one activity (or a reduction that does not meet target) will require emissions to fall in another. And an ‘overspend’ in one year will require greater cuts in emissions in future years.

2.2 In reality, this means that reductions must happen from the very first budget periods to avoid even steeper cuts to emissions being required in subsequent budgets. The principle of a carbon budget is illustrated below:

1 Green House Gases figures in this report will be stated as CO2 equivalent, this means that other gases such as Methane and Nitrogen Oxide have their global warming potential converted to a carbon dioxide equivalent.

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Figure 1: Carbon Budgets 2

3 GREATER MANCHESTER’S CARBON REDUCTION PATHWAY

3.1 GMCA has taken a scientific, evidence-based approach, using models to understand potential pathways to achieving what is required for the City-Region to, in turn, meet international commitments to carbon reduction.

3.2 Research by the “Tyndall Centre for Climate Research”3 (Tyndall Centre) to calculate what a fair contribution looks like for Greater Manchester concluded that urgent action was needed to put the City-Region on a path to ‘carbon neutrality’ by 2038.

2 Illustrator of a carbon budget, Anderson K, Tyndall Centre for Climate Change 3https://www.research.manchester.ac.uk/portal/files/83000155/Tyndall_Quantifying_Paris_for_Manchester_Report_FINAL_PUBLI S HED_rev1.pdf

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3.3 The carbon budget developed by Tyndall Centre for Greater Manchester (in grey, Figure 2) is derived from projections of global temperature change based on the Paris climate agreement’s maximum rise of 20C.

3.4 In addition, GMCA has used another model (SCATTER)4 to estimate how this level of carbon ambition can be achieved. The model has 40 interventions which can each be adjusted to four different possible levels to create a range of scenarios for achieving our carbon budgets. Two of these scenarios are displayed in blue and red pathways in Figure 2, below. The reality is that all of the trajectories are extremely challenging, and indicate the scale of the task if Greater Manchester is to secure carbon neutrality within just two decades.

Figure 2: Modelling the GM emission budget 5

3.5 The Tyndall budget indicates that to meet the requirements of the Paris Agreement, Greater Manchester would need to initiate an immediate programme of mitigation, delivering an annual average of 15% cuts in emissions (range of 10-20%).

3.6 The total carbon budget available for GM between 2015 and 2050 to achieve carbon neutrality by 2038 is 94.5MtCO2e and under the “GM preferred” pathway (191.8 MtCO2). It is recognised that there is currently a gap between what Greater Manchester needs to achieve to be carbon neutral and what we are currently able to achieve. This gap needs to be filled through technical, social and financial innovation. In the preferred pathway, the transport sector must reduce from 3.45MtCO2e in 2015 to 2.3MtCO2e this year and to 1.35MtCO2e in 2025. This equates to cuts of approximately one-third every five years. Paragraph 5.4 provides an illustration of the sorts of interventions, and their scale of effect in the transport sector that would be required in the next five years to meet the carbon budget.

4 Setting City Area Targets and Trajectories for Emissions Reductions 5 SCATTER for GMCA –Technical Annex, June 2019

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4 UK AND GREATER MANCHESTER’S SURFACE TRANSPORT EMISSIONS

4.1 As noted above, whilst other sectors have achieved significant carbon reductions, surface transport emissions (i.e. not including aviation) have barely fallen in the UK. In 2017, transport emissions had reduced by just 3% on 1990 levels (road transport emissions have in fact increased 6%). In 2017, transport overtook energy as the sector emitting the largest amount of CO2e.

4.2 Overall, transport now accounts for 27% of UK greenhouse gas emissions, with the vast majority deriving from petrol- or diesel-fuelled road transport. Just over three quarters of road traffic was from cars and taxis. There are numerous reasons for this, including population and disposable income growth; growth in the length of trips being made; and a significant shift towards large vehicles (e.g. SUVs), which now represent 31% of new car sales, compared to 21% in 2010.6

4.3 Road transport emissions have increased by 6% over the past three decades as UK traffic mileage has risen from 255 to 328 billion miles travelled in 1990 and 2018 respectively, an increase of 29%.

4.4 The slower growth in emissions is due to technical improvements made by manufacturers to increase vehicle efficiency: for example, the 2015 European fleet average CO2 targets for new passenger vehicles (130g/km) was met two years early, however progress towards the 2021 (95g/km) target has now stalled.

4.5 This demonstrates that technical achievements have been successful in mitigating traffic emission growth but have not been sufficient to decrease road emissions as required. This indicates that policy makers should be cautious in over-reliance on technical solutions.

4.6 Figure 3 displays the trend data in Greater Manchester. In summary, transport emissions have remained steady, with road transport responsible for 97% of total surface transport emissions in 2017. (This data does not include aviation emissions. Transport “other” includes emissions from LPG vehicles, inland waterways, coal combustion in the rail sector and aircraft support vehicles.)

6 Reducing UK emissions, 2019 Progress Report to Parliament, Committee on Climate Change, July 2019

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Figure 3: GM CO2e by sector7

20,000.0 A. Industry and Commercial Electricity 18,000.0 F. Domestic Electricity 16,000.0 H. Domestic 'Other Fuels'

14,000.0 D. Industrial and Commercial Other Fuels 12,000.0 E. Agricultural Combustion 10,000.0 C. Large Industrial 8,000.0 Installations G. Domestic Gas

ktCO2e 6,000.0 B. Industry and Commercial 4,000.0 Gas M. Transport Other 2,000.0 - L. Diesel Railways

J. Road Transport

2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2005 (Motorways)

4.7 Figure 4 demonstrates the growth in licensed cars in GM over the past decade, this amounts to approx. 4%. This period contains a recession related dip, the long-term trend tracks steady growth. In the UK over the last 20 years, the typical annual growth in licensed vehicles has averaged 630,000 per year, although the 2008/09 recession slowed this rate to average to 230,000 between 2008 and 2013.

Figure 4: Licensed vehicles in Greater Manchester8

1,180

1,160

1,140

1,120

1,100 Cars Cars (Thousands)

1,080

1,060 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 Year

7 Department of Business Energy and Industrial Strategy, Emissions of carbon dioxide for Local Authority areas, 2019 8 Department for Transport vehicle licensing statistics, 2018

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4.8 Whilst the number of vehicles continues to increase it should be noted that average mileage driven in each vehicle has decreased, this was 7,134 miles in 2017, down from 7,250 in 2016 and 7,334 miles the year before that.9

4.9 Figure 3 and Figure 5 also demonstrate that there is also a notable divergence in where traffic growth has taken place. Figure 5 shows traffic trends on GM’s roads since 1996 and highlights that GM Motorway traffic has continued to increase over the past 2 decades, whilst traffic on roads within the M60 and within Manchester city centre has fallen significantly over the same time period.

4.10 Economic and population growth has been higher within the M60 than outside the M60. So, against expectations, overall volumes of car travel in Greater Manchester have been broadly stable over the past fifteen years.

Figure 5 : Recent trends in motor vehicle traffic in Greater Manchester based on traffic- count data (all values indexed to 100 in 1996)

4.11 The reasons for this are complex but some factors include:

o The change toward a “digital economy” in which some shopping trips and commuting trips may have been replaced by e-commerce (i.e. online shopping) and an increase in home working respectively.

o A strong increase in rail-based public transport, which can partly be explained by improved services and extensions to the Metrolink network.

9 Department for Transport, anonymised MOT test and results, 2019

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o A cultural shift towards urban living means population densities in the urban centre have increased, which has changed travel preferences and in turn travel demand for some, e.g. ability to walk to desired destination.

o Transport and land use policy, with minimal new road construction and a gradual shift towards pedestrian and cycling infrastructure improvements and prioritisation on local roads.

5 GM TARGET TO MEET CARBON NEUTRALITY IN 2038

5.1 In common with an increasing number of localities in the UK, Greater Manchester has set an ambitious target to be carbon neutral by 2038. At the Mayor’s Green Summit in April, the 5-year Environment Plan (5YEP) was launched which set out a pathway toward this target, using the initial modelling work undertaken by the Tyndall Centre.

5.2 The 5YEP sets out five challenges to realise the vision for Greater Manchester to be a clean, green, carbon-neutral resilient city region, with a thriving natural environment and zero- waste economy. These are:

 Climate Change Mitigation – To accelerate action to reduce CO2e.  Air Quality – To reduce health impacts of NOx and particulates, which are currently at illegal levels.  Production and consumption of resources – To reduce embedded and imported emissions and tackle a throwaway society (particularly for plastics and food waste).  Natural Environment – To plan and mitigate an increasing risk of extreme weather events, in particular flooding and heat stress.  Climate Change resilience and adaptation – To plan for and mitigate an increasing risk of extreme weather events, in particular flooding and heat stress.

5.3 The 5YEP also sets out five specific decarbonisation priorities for transport, which align with Greater Manchester’s Transport Strategy for 2040:

 Increasing use of public transport and active travel modes;  Phasing out fossil-fuelled private vehicles and replacing with zero emission alternatives;  Tackling the most polluting vehicles on our roads;  Establishing a zero-emissions bus fleet; and  Decarbonising road freight and shifting more freight movement to rail and water.

5.4 The SCATTER analysis within the 5YEP provides a useful illustration of the sorts of interventions, and their scale of effect in the transport sector that would be required in the next five years to meet the carbon budget. It suggests that by 2025 Greater Manchester will require:

 51% of all vehicles to be zero emission (full battery or hydrogen electric) and 12% Plug in Hybrids;

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 51% of buses to be zero emission (full battery or hydrogen electric) and 31% hybrid  82% of the rail network electrified;  More journeys by public transport, cycling and walking which together result in a 6% reduction in car travel (baseline 2015);  Of the remaining car journeys, a 25% reduction in km done by car, per person; and  A 10% reduction in road freight emissions.

5.5 It is important to stress that whilst the SCATTER model provides a useful tool to understand the likely scale of challenge and to guide early intervention, further work is required to refine the approach and our understanding of which interventions would have greatest impact on carbon emissions in GM.

5.6 Many of the interventions that support these priorities, as set out in the Greater Manchester Transport Strategy for 2040 and the supporting Draft 5-Year Delivery Plan, are in development or being implemented. However, the SCATTER model outputs indicate the need for a substantially greater scale and scope of intervention than presently planned to achieve the priorities in the 5YEP. The remainder of this report sets out the process underway to review current plans in this context.

6 THE GREATER MANCHESTER TRANSPORT STRATEGY 2040 AND RIGHT MIX VISION

6.1 Through the GM Transport Strategy for 2040, Greater Manchester has articulated a transport strategy that looks to build on the success of the past 20 years in focusing on improving and integrating public transport and active travel modes to offer an alternative to car travel.

6.2 This has been an effective strategy, where GMCA and Districts have invested in a range of successful schemes, such as the Metrolink expansion programme, the Leigh Salford Manchester busway and the progressive programmes of cycling and walking interventions. This has resulted in a significant growth in travel by non-car modes, particularly commuter travel to the Regional Centre.

6.3 However, a far broader and deeper travel change will be required to achieve the decarbonisation target outlined above, whilst also providing Greater Manchester residents and businesses with the mobility and access to opportunities they need.

6.4 An initial ‘Right Mix’ vision for 2040 was published in January 2019 in the draft Greater Manchester Transport Strategy 2040: Delivery Plan (2020-2025). The Right Mix vision provides a clear set of targets for the mix of non-car travel needed at future stages of development in Greater Manchester. The proposed pathway to the Right Mix was published at the same time in the Evidence Base Update of the 2040 Transport Strategy10.

1.1 The ultimate Right Mix vision is to achieve a travel offer whereby no more than 50% of daily trips are made by car, with the remaining 50% made by public transport, walking and

10https://downloads.ctfassets.net/nv7y93idf4jq/3ryONeNzmuSAsPDzgtB3jt/489fbfefd35227ba4bad46c89f0e210a/2040_Evidence_ Base_Update_Collated.pdf

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cycling. This will mean approximately one million more trips each day using active travel or public transport in Greater Manchester by 2040, with no net growth in motor vehicle traffic

Figure 6: Greater Manchester’s “Right Mix” Vision Target

6.5 Achieving this target will not just be about delivering the right transport interventions; it will rely on significant changes in land use patterns (as proposed in the draft Greater Manchester Spatial Framework11 (GMSF)), for example, to enable people to access day to day services and leisure opportunities more locally, or within our Regional Centre and other key centres, to reduce the numbers of long car trips. Similarly, improvements to digital infrastructure and access to services could also reduce the need to travel and therefore support carbon reduction targets.

6.6 The 2040 Transport Strategy refers to a target of reducing carbon emissions by 80% from 1990 to 2050, reflecting the Climate Change Act 2008. The declaration by the GMCA of a Climate Emergency and the adoption of a much more ambitious target of zero carbon emissions by 2038 (see above) means that the Right Mix vision needs to be reviewed in light of a need to achieve substantial reductions in carbon emissions from transport well before 2040.

6.7 Section Two of this report noted the need for rapid reductions in carbon emissions and that transport will need to account for a significant proportion of that reduction. There are a

11 https://www.greatermanchester-ca.gov.uk/what-we-do/housing/greater-manchester-spatial-framework/

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number of variables that will influence whether the ‘zero net growth in motor-vehicle traffic’ ambition in the Right Mix vision will be sufficient.

6.8 These include:

o The speed with which electric vehicles can be adopted, which will be heavily dependent on national policy interventions (including full financial support for the GM Clean Air Plan) to accelerate the uptake of Electric Vehicles;

o The extent to which different sectors work together in a co-ordinated way to reduce carbon emissions in Greater Manchester (e.g. the planning of different public services to minimise the need to travel by car); and

o The extent to which sectors normally considered to be outside the Greater Manchester economy – e.g. aviation – can reduce their carbon emissions.

6.9 It is intended to undertake this work over the coming months, with the aim of publishing an updated Right Mix vision alongside the final version of the 5-year Delivery Plan in the summer of 2020.

7 CONCLUSIONS AND RECOMMENDATIONS

7.1 Achieving Greater Manchester’s carbon targets will require substantial reductions in carbon emissions from transport well before 2040, which is likely to require action above and beyond that currently set out in the GM Transport Strategy for 2040. Greater Manchester will need to be clear on what levels of travel change will be needed over each five-year period to focus activity and to ensure that Government support is forthcoming.

7.2 The following actions are recommended:

 Further work with the Tyndall Centre for Climate Change Research and others to clarify targets and assess the relative impacts of different forms of intervention;  Review of the interventions proposed in the draft Delivery Plan of the 2040 Transport Strategy in the light of any changes to the Right Mix vision to reflect carbon targets. The final version of the 5-year delivery plan is due to be published in the summer alongside the GM Spatial Framework;  Urgent engagement with Government regarding their proposals for reducing carbon emissions from transport, and how they could fit with Greater Manchester’s proposals; and  Urgent engagement with Government in relation to additional powers, policies and funding (both revenue and capital) that might be needed if it were concluded that substantial reductions in motor-vehicle traffic were necessary to meet carbon targets.

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This page is intentionally left blank Agenda Item 11

GREATER MANCHESTER TRANSPORT COMMITTEE

Date: 17 January 2020

Subject: Streets for All and Made to Move Progress Update

Report of: TfGM Strategy Director and Programme Director (Cycling and Walking)

PURPOSE OF REPORT This report provides an update on Greater Manchester’s “Streets for All” approach; and progress in delivering the Cycling and Walking Commissioner’s “Made to Move” report recommendations.

RECOMMENDATIONS:

The GMTC is requested to:

Note and comment on the updates provided on: Greater Manchester’s Streets for All approach; the Cycling and Walking Commissioner’s Made to Move recommendations, including GM Bike Hire, and the Open Streets initiative.

CONTACT OFFICERS:

Simon Warburton Transport Strategy Director 0161 244 1427

Programme Director (Cycling Richard Nickson 0161 244 0987 and Walking)

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Equalities Implications: All interventions referred to in this report will require a detailed equalities impact assessment, but in general terms, measures that improve cycling, walking and public transport will be more inclusive, particularly for those groups who do not have access to a private car.

Climate Change Impact Assessment and Mitigation Measures – 1. It is expected that you will have already embedded measures into this proposal to reduce the carbon emissions resulting from the activities/recommendations proposed. What further actions could be taken to minimize emissions (e.g. towards carbon neutral) from this proposition? N/A 2. What is your justification for NOT undertaking the additional actions listed above? N/A

Risk Management: N/A Legal Considerations: N/A

Financial Consequences – Revenue: N/A Financial Consequences – Capital: N/A

Number of attachments to the report: none

Comments/recommendations from Overview & Scrutiny Committee N/A

BACKGROUND PAPERS: “Made to Move” GM Cycling and Walking Commissioner’s Report Greater Manchester Transport Strategy 2040: Draft Delivery Plan (2020-2025) (2019) Greater Manchester Transport Strategy 2040 (2017)

TRACKING/PROCESS Does this report relate to a major strategic decision, as set out in the No GMCA Constitution EXEMPTION FROM CALL IN Are there any aspects in this report which No. means it should be considered to be exempt from call in by the relevant Scrutiny Committee on the grounds of urgency? GMTC Overview & Scrutiny Committee N/A

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1 INTRODUCTION

1.1 This report provides updates on: Greater Manchester’s Streets for All approach and progress towards delivering the Cycling and Walking Commissioner’s Made to Move recommendations (including GM Bike Hire and the Open Streets initiative).

1.2 These areas of work all support Greater Manchester’s wider strategic ambitions and delivery priories, as set out in the Greater Manchester Strategy1 and the Greater Manchester Transport Strategy 20402.

1.3 The Greater Manchester Transport Strategy 2040 set out a vision for 50% of all journeys in Greater Manchester to be made by walking, cycling and public transport by 2040 (with the remaining 50% continuing to be made by cars or other private vehicles). This will mean enabling at least one million additional sustainable journeys every day across GM’s transport network. Achievement of this vision will not happen without significant investment in a range of sustainable transport interventions, with a particular focus on enabling more short trips to be made by cycling and walking, and encouraging greater use of buses and other forms of public transport for trips to key destinations.

1.4 The work work outlined below is being delivered in a highly collaborative way by GM partners and will continue to require active involvement from elected Members, district planning and transport officers, TfGM and a range of other partners.

1.5 This report will be supplemented by a short presentation by key officers at the GMCA meeting and Chris Boardman, Greater Manchester Cycling and Walking Commissioner will also be in attendance.

2 GREATER MANCHESTER’S “STREETS FOR ALL” APPROACH

2.1 As Members will be aware, the significant economic regeneration and growth in population of Greater Manchester over the past 20 years has brought new challenges in managing a fast growth for demand in travel, particularly through key commuter corridors, across the conurbation. Greater Manchester has been successful in managing a proportion of this growth through investment in improved public transport options wherever possible, but many corridors have seen traffic growth over that period. In parallel, the city region has also seen a growth in communities living in and around our urban centres and the Regional Centre over the same period. This has brought a new

1 https://www.greatermanchester-ca.gov.uk/media/1084/greater_manchester_summary___full_version.pdf 2https://downloads.contentful.com/nv7y93idf4jq/7FiejTsJ68eaa8wQw8MiWw/bc4f3a45f6685148eba2acb618 c2424f/03._GM_2040_TS_Full.pdf GMTC 20200117 Streets for All and Made to Move Update 3 09/01/2020 09:37 v0.7

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challenge in how we plan our neighbourhoods and our road network in a fully complementary way.

2.2 Over the past year, TfGM and lead transport officers from the ten Greater Manchester authorities have been working to develop a new ‘Streets for All’ framework for taking decisions across Greater Manchester’s streets that helps to balance the complex demands of everyone who uses and lives or works alongside them. In doing so, officers have been working to develop an approach that supports the economic vitality of Greater Manchester, and the role of road travel in achieving this, whilst also making sure that we consider and address:

 poor air quality and high carbon emissions from road transport;  congested roads as use of private vehicles has increased;  low levels of physical activity as people make fewer journeys on foot or by bike;  too many road traffic injuries and deaths;  communities divided by major roads;  declining use of buses;  fewer children playing in our streets; and  increased isolation, particularly for older or mobility impaired people, and those without access to a car.

2.3 Streets for All allows all of these issues to be addressed through a single, coherent approach. The Streets for All approach is about nurturing the distinct character of each street in Greater Manchester - based on a good understanding of what both local communities and people travelling want from those streets – and reaching consensus about how we can make them less polluted, safer and more welcoming for all.

F Figure 1: The wide-ranging agendas that will be addressed through “Streets for All”

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2.4 This means Greater Manchester can take more integrated decisions in the planning of places and different forms of transport; and local authorities can engage more effectively with communities and stakeholders about how their streets can be improved, based on a clear, shared vision of a street’s purpose.

2.5 The approach is being developed in Greater Manchester via three main workstreams:

 Preparation of a “Streets for All Strategy” document;

 Three pilot Streets for All corridor studies – carried out in partnership by TfGM and relevant District Councils, on behalf of the GMCA – which have enabled the emerging approach to be tested on different streets across Greater Manchester; and

 A “Streets for All Design Guide” to set out clear design standards for Greater Manchester’s streets.

2.6 Further detail on each workstream is provided below.

STREETS FOR ALL STRATEGY

2.7 When adopted, the Streets for All Strategy will be part of a suite of sub-strategies to the long-term Greater Manchester Transport Strategy 2040 (published in 2017).

2.8 The Streets for All Strategy document will set out how we plan to meet the objective to achieve 50% of journeys by walking, cycling and public transport by 2040. This is not about removing all cars from our roads but enabling people to make easy changes to their daily journeys - particularly switching short car journeys to walking or cycling, or making more trips into our major centres by public transport.

2.9 There is not a ‘one size fits all’ solution to improving Greater Manchester’s streets, because they all play different roles; so a tailored approach, developed through careful engagement with local communities and businesses will be needed.

2.10 We have developed a draft vision for Streets for All: ‘Our streets will be welcoming and safe spaces for all people, enabling more travel on foot, bike and public transport while still supporting those journeys that need to be done in private vehicles.’

2.11 The Streets for All Strategy will be underpinned by the seven network principles set out in the Greater Manchester Transport Strategy 2040 - which we apply consistently as we improve Greater Manchester’s transport system to ensure that it meets the needs of all people who use our streets:

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Figure 2: GM Transport Strategy 2040 Network Principles

2.12 The Streets for All Strategy will also set out what desired future walking, cycling, bus, freight, and general traffic networks will look like; how we can maintain our streets more effectively; how we harness new innovations to better manage our streets; and how we can make our streets more welcoming and healthy places to spend time in.

2.13 The Streets for All Strategy will be published – subject to a successful engagement process with Districts and other key stakeholders – in summer 2020.

STREETS FOR ALL CORRIDOR STUDIES

2.14 Officers from all ten District Councils have been working alongside TfGM to test the Streets for All approach on three separate sets of highway corridor studies over the past year:

Corridor Study 1 - Potential orbital highway improvements:

 A577/A58 Orrell – Wigan – Bolton – Bury – Rochdale;

 A627 / A671 Rochdale – Oldham – Ashton;

Corridor Study 2 - Potential radial highway improvements:

 A56 Altrincham – Ramsbottom;

 A57 Manchester – Hyde – Mottram; and

 A6 Salford – Manchester – Stockport – High Lane.

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Corridor Study 3 - Potential city centre highway improvements:

 Deansgate and Whitworth Street.

2.15 Each set of corridor studies has a team of consultants and TfGM and District officers assigned to it. With the support and input of elected members – including at a series of workshops – these teams have worked to understand issues and opportunities on the corridors; define objectives and outcomes for them; and suggest options to significantly improve how streets work for all people in that area.

2.16 The studies have also generated a comprehensive and wide-ranging number of street improvement ideas. Initial scheme ideas are being further developed by district highway authorities and TfGM through work on schemes for Future High Street submissions, Pinch Point Fund bids and Bee Network projects. This long-list of scheme ideas and proposals will enable GM to develop a comprehensive pipeline of schemes to take advantage of future funding opportunities.

STREETS FOR ALL DESIGN GUIDE

2.17 Work is underway to develop a Streets for All design guide to enable a holistic approach to designing streets to better meet the needs of people who use them.

2.18 The design guide will assist TfGM and local highways authorities to deliver schemes that respond to transport-related issues across Greater Manchester (GM), including public health, climate change, air-quality, congestion, road safety, and population growth, as well as meeting the seven objectives of the Streets for All strategy.

2.19 It is expected that the design guide will be adopted by TfGM and 10 GM Districts, supporting a consistent quality standard for highways provision across all streets and street types across GM, that actively encourages and enables sustainable, active travel. This will support TfGM and the GMCA decision making and scheme approval processes, as well as providing a dependable and standard level of service for all people who use our streets.

3 MADE TO MOVE UPDATE

3.1 Walking and cycling has had increased prominence and momentum since the Mayor’s appointment of Chris Boardman as the cycling and walking Commissioner. This section sets out the progress made in responding to the Commissioner’s recommendations for transforming walking and cycling for transport in GM, as set out in his Made to Move report in December 2017

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3.2 Made to Move contained ’15 steps’ to achieve the stated goal: To double and then double again cycling in Greater Manchester and make walking the natural choice for as many short trips as possible.

3.3 Within the delivery programme and for the purposes of this report the ’15 steps’ are split into four key areas of activity and focus: delivering the Bee Network (step 1, 2, 3, 5, 6, 11), road danger reduction (step 7, 9, 10), improving access to bikes (step 13) and community engagement and activation (step 4, 8, 12, 14, 15).

DELIVERING THE BEE NETWORK (Made to Move Steps 1, 2, 3, 5, 6, 11)

3.4 The first step in creating a network required the development of a cohesive plan for the whole of Greater Manchester. Work was already underway on the DfT’s Local Cycling and Walking Infrastructure Plan (LCWIP) and this work was enhanced by a series of district- organised network planning sessions looking at neighbourhood routes, led by the people who know their local roads the best. The first draft plan published June 2018 was put out to a public consultation and before further refinement and was re-published in June 2019.

3.5 The Bee Network, once complete, will cover circa 1,800 miles and be the longest, integrated, planned network in the country and connecting every neighbourhood of Greater Manchester. The estimated capital investment required to deliver the walking and cycling elements of the network is £1.5 billion.

3.6 The network is made up of three core components:

 435 miles of main road corridors and town centre streets with protected links, junctions and public realm improvements. Many of these roads are part of the Streets for All corridor studies and will need to deliver multi-modal solutions including part of the bus priority routes.

 2,400 crossings of busy roads or other points of severance connecting quieter streets enabling 1,397 miles of the Network.

 17 “active neighbourhoods” where people travelling on foot and by bike can pass freely through but people driving must go around except for access for residents and visitors.

3.7 On 29 March 2018, GMCA agreed to allocate £160 million of Greater Manchester’s £243 million Transforming Cities Fund to develop a Mayor’s Cycling and Walking Challenge Fund (MCF). The fund is being used to deliver the first phase of the Bee Network, which is the walking and cycling element of Our Network – an integrated plan to transform Greater Manchester’s transport system. GMTC 20200117 Streets for All and Made to Move Update 8 09/01/2020 09:37 v0.7

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3.8 All GM districts are engaged in the walking and cycling programme and there is clear ambition to increase the levels of active travel. The clearest statement of intent has been the development of a £500 million pipeline of 82 high-quality infrastructure schemes to deliver the Bee Network. £160 million has been set aside to date for the Mayor’s Cycling and Walking Challenge Fund, which is a 4-year delivery programme to March 2022. This is supported by additional local funding, which accounts for around 25% of the forecast cost, however there is currently insufficient funding in place to deliver the pipeline, and crucially the Bee Network which it will enable.

3.9 To date, one scheme has been fully delivered – the Wigan Bridgewater Canal improvement scheme, with a further 2 schemes currently on site within Manchester. In addition, a further 3 schemes have now been granted full approval for a start on site in early 2020.

3.10 There has also been significant work undertaken to ensure that Greater Manchester has the right skills and toolkits in place to deliver the network; including delivery of a comprehensive design and delivery training programme, which has been well attended by officers, with a collective 5,500 hours of training delivered in 2019; and an improved approach to appraisal which better captures the full economic and health benefits of increasing levels of walking and cycling.

ROAD DANGER REDUCTION (Made to Move steps 7, 9, 10)

Figure 3: Number of People Killed or Seriously Injured on GM Roads Annually3

3.11 Greater Manchester’s progress at reducing the numbers of people killed and seriously injured on roads has stalled (see table). The annual average number of Greater

3 https://app.powerbi.com/view?r=eyJrIjoiMjVmODYwODktZWZmZC00ODgzLTg3NDAtODFkNmFlNjc3MTIzIi widCI6IjNiMTIwNTQwLWRkNWYtNDdhOC1iMjZhLWRlZjgzNjc5ZThhMCIsImMiOjh9 GMTC 20200117 Streets for All and Made to Move Update 9 09/01/2020 09:37 v0.7

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Manchester fatal road casualties is 52; this equates to the annual number of homicides, but road casualties rarely get the same attention [2014-2017 data]. 650 more people are seriously injured, with 70% of those walking, cycling and motorbiking, despite those modes making up just one third of trips.

3.12 A range of factors are understood to have contributed to this position, including a reduction of available funds for the policing of road safety and capital funds for road safety initiatives.

3.13 Chris Boardman joined other active travel Commissioners to call for increased funding for roads policing. They recommended that funding could be found if revenue from fixed penalty notices from road offences were kept locally and reinvested in road safety activity in local communities. This was the case in the early 2000s, when KSI number reduced by 50% from 2004 to 2010. This strategy is already being utilised in Scotland where 19 local authorities are reinvesting the income in enforcement activities, public transport, car clubs and public parks.

3.14 Construction vehicles in dense urban areas also pose a particular risk, as was seen in London in 2013 when 6 people on bikes were killed in just 2 weeks involving collisions with HGVs. These incidents led in part to the development of Construction Logistics and Community Safety (CLOCS), which works with industry to bring the same level of rigour to health and safety found on construction sites to the public highway when travelling to and from the site. Greater Manchester has become the first city-region outside of London to invest in CLOCS.

ACCESS TO BIKES (Made to Move Step 13)

3.15 GM bike hire is an important element of the “Our Network” vision and Made to Move. It will provide an affordable and accessible transport option for short trips and first and last mile journeys from public transport hubs, shrinking the size of our town and city centres for residents and visitors.

3.16 The project is progressing and will next go out to the market early this year to seek an experienced partner to help design, build, operate and maintain the first phase of the scheme. There will be a multi-phased approach to roll-out which reflects lessons learned from schemes in London, Cardiff, Edinburgh, Glasgow and the West Midlands. Phase 1 is based on the Regional Centre and will be about developing the right model for a GM wide approach.

3.17 The scheme will be a docked system to increase security and reliability as this learns the lessons from how the ‘dockless’ Mobike scheme performed in GM, as well as lessons from other UK cities.

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A Cycle Access to Employment

3.18 A lack of suitable or affordable transport is a key barrier to entering work, this is because 77% of jobseekers in British cities outside London do not have regular access to a car, this proportion rises to 87% in young adults4. Only a small proportion of unemployed or low- income earners had access to a bike.

3.19 To address this TfGM, in partnership with GMCA, is providing access to bikes to job seekers and apprentices to enable them to accept jobs that would have been inaccessible. Over the course of the intervention, around 300 job-seekers a year received a free refurbished bike and accessories. 150 people also received cycle training. 59% of people who received a bike during the scheme started to cycle when previously they were not.

3.20 Over 600 frontline job-centre staff also received travel training to act as Champions and over 14,000 job-seekers received journey planning advice within job-centres.

3.21 In a follow-up report, 90% of job-seekers taking part in the scheme said the bike enabled them to get to work and 80% said that they now had an increased knowledge of how to travel to where the jobs are. TfGM has committed to continue to provide around 350 bikes to job-seekers and apprentices each year on the basis of the success of this scheme.

COMMUNITY ENGAGEMENT & ACTIVATION (Made to Move steps 4, 8, 12, 14, 15)

3.22 TfGM has also established a community micro grant scheme, offering up to £2,000 to engage local people in projects focusing on sustainable travel and the benefits to health and wellbeing. Ten of the current community projects focus on providing access to bikes, cycle training, better provision of cycle information, and promoting the social, health and environmental benefits of cycling.

3.23 A collaboration is also underway with a number of Tameside GPs to launch the Active Practice Programme to support time-poor GPs who would like to help patients and staff increase their physical activity levels. The programme is funded by Greater Manchester’s Local Delivery Pilot and will involve a collaborative partnership between TfGM, Tameside Public Health and a number of local grassroots organisations. Interventions include free bike hire on prescription, with a supporting programme of cycle training.

3.24 Finally, Open Streets is a key part of the Made to Move programme (Step 4 and 15). Essentially, it closes or reduces access to motorised traffic depending on the outcome

4 Institute of Transport Studies (2013) Buses and the Economy II: Survey of bus use amongst the unemployed.

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desired for a specific period which may be a one off or a regular occurrence, enabling streets to be reclaimed by local communities as safe places for people to spend time and for children to play outside in. Open Streets can be used as a tool to help trial temporary street improvements on the Bee Network, including crossings and as part of the development of Active Neighbourhoods and for Streets for All consultations.

3.25 TfGM is working in partnership with Districts, communities and other partners to deliver three elements of Open Streets:

1. Town and city closures for bigger events such as Clean Air Day or World Car Free Day and street parties for local/national events, led and managed by Districts with support from TfGM if required.

2. Local play street events - quiet, residential side streets temporarily closed to through traffic for several hours on a regular basis, led and managed by residents or schools with District support.

3. Supported local play street events - quiet, residential side streets temporarily closed to through traffic for several hours, led and managed by housing groups and neighbourhood officers.

4 CONCLUSION

4.1 Greater Manchester is making good progress in developing its “Streets for All” approach, which will enable streets to be designed and managed in a more holistic and people- focused way. There are three main workstreams underway to develop: a strategy document, a design guide and a pipeline of potential schemes for delivery on a number of corridors across GM. Excellent progress is also being made on responding to the recommendations in the Cycling and Walking Commissioner’s “Made to Move” report. However, these are highly ambitious programmes that will require significant additional dedicated resourcing (both capital and revenue), and powers to enable delivery at the pace and scale required.

4.2 The delivery of a comprehensive Streets for All programme (including the delivery of the Bee Network and significant improvements to bus infrastructure and services) will be critical to delivering GM’s vision for 50% of all journeys to be made by sustainable modes of transport. It will require significant ongoing political leadership and a highly collaborative approach (at both a local and national level) to develop and implement the interventions highlighted in this report.

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4.3 TfGM and its district partners will continue to report progress to GMTC on this ambitious programme and will engage further with Members and other stakeholders in advance of finalising the Streets for All Strategy in Summer 2020.

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