3 Progress Towards Targets
3.1 Overall Progress on Core Targets (Proforma A)
3.1.1 Progress Towards Targets
We have achieved or are on track to meet 87.5% of the core targets. We have ‘achieved’ or are ‘on track’ to meet four of the five targets relating to Integrated Transport schemes (i.e. bus patronage, cycling, persons killed and seriously injured, and children killed and seriously injured). For highway maintenance all three of the maintenance indicators meet the Governments target level for road condition.
Figure 3.1 Progress on Core Targets
| Core Indicator | Definitions | Year | Value | Year Type (C for Calendar Year and F for Financial Year) |
Actual and Trajectory Data |
Has your LA achieved its LTP1 target for this core indicator? | Please indicate if your reported or target figures have changed since you previously reported. | Please outline the methodology and source of data used to calculate your figures. Also include any other relevant information. | |||||||
| Road Condition (% where structural maintenance should be considered) | (1) principal roads - BV223 | Base Data |
2000/ |
18.5 |
F |
Year | 2000/ 01 |
2001/ 02 |
2002/ 03 |
2003/ 04 |
2004/ 05 |
2005/ 06 |
Achieved |
Changes in the method of monitoring mean that results from 2005/06 cannot be compared with earlier years but results meet the Government's target for good condition |
2000/01 to 2003/04 Deflectogaph
2004/05 TTS 2005/06 Scanner Survey (Red) |
| Target Data |
2005/ |
12 |
Actual Figures |
18.5 |
14.5 |
15.8 |
18.6 |
30.6 |
5 |
||||||
| Units |
% |
Trajectories |
12 |
||||||||||||
| (2) non-principal roads - BV224a | Base Data |
2001/ |
9.54 |
F |
Year |
2000/ |
2001/ |
2002/ |
2003/ |
2004/ |
2005/ |
Achieved |
Changes in the method of monitoring mean that results from 2005/06 cannot be compared with earlier years but results meet the Government's target for good condition |
2000/01 to 2004/05 CVI
2005/06 Scanner Survey (Red) |
|
| Target Data |
2005/ |
12 |
Actual Figures |
N/A |
9.54 |
6.8 |
5.5 |
8.09 |
8 |
||||||
| Units |
% |
Trajectories |
12 |
||||||||||||
| (3) unclassified roads - BV224b (BV97b) | Base Data |
2001/ |
2.1 |
Year |
2000/ |
2001/ |
2002/ |
2003/ |
2004/ |
2005/ |
Achieved | Changes in the method of monitoring mean that results from 2005/06 cannot be compared with earlier years but results meet the Government's target for good condition |
CVI Surveys
25% of the network surveyed each year. Average of last four years is 8.3 |
||
| Target Data |
2005/ |
12 |
Actual Figures |
N/A |
2.1 |
5.2 |
7.1 |
12.94 |
7.8 |
||||||
| Units | Trajectories |
12 |
|||||||||||||
| Number of bus passenger journeys | Thousands of bus passenger journeys (i.e. boardings) per year in the authority - BV102 | Base Data |
2003/ |
54.46 |
F |
Year |
2000/ |
2001/ |
2002/ |
2003/ |
2004/ |
2005/ |
No | In 2003/04 the methodology was changed. Also there was an improvement in the reliability of data collection by bus operators. | |
| Target Data |
2005/ |
56,640 |
Actual Figures |
N/A |
61,680 |
71,380 |
54,460 |
56,800 |
57,750 |
Achieved |
|||||
| Units |
,000 |
Trajectories |
N/A |
N/A |
N/A |
54,460 |
55,550 |
56,640 |
|||||||
| Number of cycling trips | Number of cycling trips at a representative number of counting points | Base Data |
2001/ |
100 |
F |
Year |
2000/ |
2001/ |
2002 |
2003/ |
2004/ |
2005/ |
No | Based on permanent count sites. Results are weighted to allow for the different numbers of counters in different areas of the County. | |
| Target Data |
2008/ |
105 |
Actual Figures |
100 |
100.5 |
100.7 |
102.3 |
109 |
On Track | ||||||
| Units |
% |
Trajectories |
100 |
100.7 |
101.4 |
102.1 |
102.8 |
||||||||
| Number of deaths and serious injuries (all ages) | Number of people killed or seriously injured on roads in the authority | Base Data |
94-98 average |
1215 |
C |
Year |
2000 |
2001 |
2002 |
2003 |
2004 |
2005 |
No | ||
| Target Data |
2010 |
729 |
Actual Figures |
913 |
956 |
893 |
888 |
886 |
912 |
On Track | |||||
| Units |
number KSI |
Trajectories |
1134 |
1094 |
1053 |
1013 |
972 |
932 |
|||||||
| Number of children killed and seriously injured | Number of children (aged less than 16) killed or seriously injured in the authority | Base Data |
94-98 average |
204 |
C |
Year |
2000 |
2001 |
2002 |
2003 |
2004 |
2005 |
No | ||
| Target Data |
2010 |
102 |
Actual Figures |
139 |
160 |
129 |
122 |
121 |
119 |
On Track | |||||
| Units |
number child KSI |
Trajectories |
187 |
179 |
170 |
162 |
153 |
145 |
|||||||
| Light rail passenger journeys | Thousands of light rail passengers per year | Base Data | Year |
2000/ |
2001/ |
2002/ |
2003/ |
2004/ |
2005/ |
||||||
| Target Data2 | Actual Figures | ||||||||||||||
| Units | Trajectories | ||||||||||||||
| % of rural households within 13 minutes walk of an hourly or better bus service | Base Data |
2002/ |
61 |
C |
Year |
2000/ |
2001/ |
2002/ |
2003/ |
2004/ |
2005/ |
Not on Track |
Data from County GIS system. | ||
| Target Data |
2009/ |
81 |
Actual Figures |
N/A |
N/A |
61 |
61 |
61 |
61 |
||||||
| Units | Trajectories |
N/A |
N/A |
61 |
63.5 |
66 |
68.5 |
||||||||
3.1.2 Bus Patronage
We have ‘achieved’ our target to increase bus patronage by 4%, from 54.46 million trips per annum in 2003/04 to 56.64 million trips in 2005/06. Patronage in 2005/06 was 57.75 million, equating to a 6% growth between 2003/04 and 2005/06. Figures from before 2003/04 suggested high levels of growth but these were discounted as there were changes in the methods used by operators to collect the data as well as the change in Government Guidance on the methodology for cross boundary trips introduced in 2003/04.
Figure 3.2 Number of passenger journeys
Quality bus routes have demonstrated higher growth with the major showcase projects delivering growth in passenger numbers of up to 73%.
Despite this excellent progress on total bus passengers the rapidly increasing costs of bus services has led to a number of service de–registrations and produced considerable problems in balancing the County Council’s revenue budget for supported services. As a result it has been necessary to withdraw some of the least used services that do not meet the County Council’s agreed criteria for continued subsidy. This will impact on accessibility particularly for rural areas and delivering new ways to access services in these areas is one of the key challenges for LTP2.
3.1.3 Road Casualties
We are currently on track to meet the national target to reduce the number of killed and seriously injured casualties (KSI) by 40%, from 1215 in the base period of 1994/98 to 729 in 2010. In 2005, 912 people were killed or seriously injured, representing a 25% reduction since 1994/98.
Figure 3.3 Killed and seriously injured casualties
We are also currently on track to meet the national target to reduce the number of children killed and seriously injured by 50%, from 204 in 1994/98 to 102 in 2010. In 2005 there were 119 children killed or seriously injured, representing a 42% reduction since 1994/98.
Figure 3.4 Children killed and seriously injured casualties
3.1.4 CyclingA number of cycling targets were included within the Local Transport Plan but with the establishment of cycling as a core indicator it was decided to base a new indicator on permanent counters on cycle routes which give all year round monitoring. Counters were installed in 2001 and 2002.
Cycle flows on off road cycle routes between 2002 and 2005 increased by 16% in the Lancaster area and 8% over the rest of the county giving a growth of 9% in the county as a whole based on sites, where data is available for four years. Initial targets to double cycle flows by 2006 proved over ambitious and a target of 5% growth by 2008 was selected. Cycle flows increased faster in the Lancaster area than elsewhere in the county, reflecting the higher level of investment in cycling in the area. The number of cycle counters is being increased to give a more accurate picture of cycle flows in the county.
The length of off road cycle routes increased from 107 km in 1999 to 204 km in 2006, in line with our target to double the length of cycle tracks in the county by 2006. Cycle parking stands in town centres increased from 361 stands in 1999 to 611 in 2004. The Bike Aid scheme, which helps businesses fund cycle parking, has lead to a substantial increase in workplace cycle parking.
There has been a substantial improvement in cycle facilities in the Lancaster area, which is resulting in changes to how people travel in the area. The length of off road cycle routes in the Lancaster area has increased from 22 km to 42 km and the Millennium Bridge has improved access into the city centre for cyclists and pedestrians, making it quicker to cycle and walk into the city centre than travel by car. Over 1000 cyclists and an estimated 2000 pedestrians use the Millennium Bridge a day in peak summer months.
The Cycling Demonstration and Personalised Travel Planning Projects will build upon the investment in cycling facilities in the Lancaster area in the first Local Transport Plan period. The area’s cycle network has helped to improve accessibility for those living in inner city wards and improved the quality of life for people living in the area by providing attractive routes linking the urban area with the surrounding countryside. The Millennium Bridge has acted as a focus for new development. The cycle network in Lancaster has also benefited pedestrians.
Significant improvements to cycle infrastructure have also been made in Pendle, Hyndburn and Chorley. In Hyndburn, the Hyndburn Greenway has been completed. The Greenway is part of the national cycle network. It goes through a housing market renewal area, includes a causeway across a lake which will act as a focus for a regeneration scheme and a cycling for health project is being set up based on the greenway. In Chorley new cycle routes have been built serving the Buckshaw and Gillibrands development. In Pendle the yearly cycle festival has increased interest in cycling in the area. The annual cycle race in Colne as attracted Olympic riders, bringing people into the town centre for a community event in the evening.
New cycle routes in Hyndburn, Pendle and Burnley have helped support the East Lancashire Regional Park’s strategic access network, contribute to the aim of making the Central Lancashire City Region, a green city. where it is attractive to live and do business.
The number of children receiving cycle training has increased. In Lancaster 440 pupils received off road cycle training in 2006 compared to 277 in 2000. As part of the Cycling Demonstration it is planned to introduce the new national cycle training scheme in the city, including on road training. Safe routes to school schemes include new cycle routes to Carnforth High School, Lytham Church of England Primary School and Morecambe High School.
Though substantial progress has been made in increasing cycle use in the Lancaster area, it is recognised that more needs to be done to promote cycling elsewhere in the county, for example in the Preston area where congestion is increasing, and on the Fylde coast where cycling levels are declining.
3.1.5 Rural Accessibility
The core indicator for rural accessibility has not proved a reliable indicator of rural bus services as it only measures where their is an hourly or better bus service. Settlements that are served by demand responsive services or conventional services targeted at specific accessibility requirements such as employment, education or shopping trips may provide a more useful and cost effective service but will not satisfy the criteria.
Many of these services in rural areas are supported services provided under contract to the County Council. The costs of these services has been growing at over 10% per year over the LTP period whereas Rural Bus Grant has been linked to RPI, meaning that the number of services we are able to support through this mechanism is declining year on year. In addition, the County Council was particularly successful in attracting short term funding through the Rural Bus Challenge programme and the Countryside Agency. Although many of these projects proved to be very successful, the short-term nature of the funding has resulted in the County Council being unable to find the financial resources to fully maintain these services in the face of competing demands with the result that they have either been reduced or withdrawn once external funding has ceased.
Remedial Action
We have developed a core network of key rural services which will provide a basic level of accessibility to key services and form a basis for future improvements in rural accessibility if resources allow for increased services.
The County Council is delighted that it was chosen to lead the Rural Delivery Pathfinder for the North West. As part of this process we are developing an evidence based understanding of the value of a range of non-transport benefits arising from the provision of rural transport. We are also considering how the monetary value of these benefits can be captured and, in particular, the monetary benefits of providing rural dwellers with good access to employment, training, healthcare and affordable healthy food shopping.
3.1.6 Road Condition
For highway maintenance all three of the maintenance indicators meet the Governments target level for road condition. However, this reflects Lancashire's historical high priority for maintaining important assets as the data from our deflectograph and CVI surveys over the plan period indicates a decline in road condition of 2% per year despite expenditure at 5% above the allocated resources.
The current formula basis for allocation of highway maintenance results in lower allocations for authorities who have historically invested in efficient and cost effective maintenance of the network and at current funding levels is providing insufficient resources to even maintain a steady state of road condition within the county.
Further details on road condition are included in section 4.3.