8.13 Congestion Monitoring Programme

We will work to reduce traffic flows, shorten journey lengths and lower levels of congestion.

The County Council will work with its partners to implement the Traffic Management Act to create a safe and efficient transport network operating with the minimum of delay. Freer-flowing roads will improve conditions for the movement of people and goods and contribute to the vitality of the economy. We will take transport implications into account in all decision making.

8.13.1 Measuring and Monitoring Congestion

In the first Local Transport Plan, the County Council assessed congestion by calculating the average time lost per km, based upon the difference between the travel times achieved in free flow conditions and travel times in the weekday am, pm and interpeak periods.  These times were calculated from ANPR survey data. recorded in Lancaster, Preston, Accrington and Burnley.

For the second Local Transport Plan, the above measurements will continue.  In addition, we will analyse journey time data provided by ITIS to calculate the weekday vehicle delay during the peak period of 7:00-10:00 in neutral months, as recommended by the DfT.

The current DfT guidance requires us to monitor and set set targets only for Preston. However, to enable the County Council to tackle congestion across the County as a whole, other major centres will be monitored using ITIS data purchased by the County Council and supplemented by our own data. Travel time reliability will also be monitored for selected modes of transport using major routes into Preston. As an extension to time reliability, the County Council hope to monitor personal delay for modes that use the urban central highway network.

Congestion monitoring is being included in a number of existing innovative transport projects, with continuous monitoring on a number of main corridors in major towns. Initially, this real time data will be collected on two corridors into Preston, selected locations in Burnley and on major routes into Lancaster. This information will also inform the public of traffic conditions via Variable Message Signs or the Internet.

8.13.2 Assessment of Mobility

By assessing movements and modal share within current land use patterns, an approach has been produced that identifies the underlying causes of congestion within Lancashire. Modal usage and mobility are influenced by a number of factors including current policy and land use, planning and accessibility.

These underlying causes require consideration before congestion can be addressed. The County Council will use the planning process to provide transport solutions from development proposals in line with the objectives of the LTP and the shared priorities of local and central government.

County Level Current Mobility

Table 8.13.2a Journeys to Work

Transport journeys to work for all modes within Lancashire
Journey Type	Modal Split (%)
	Train	Bus	Motorcycle	Driver/ Passenger	Taxi	Bicycle	On Foot	Other
Inter-urban (27%)	3	4	1	89	0	1	2	0
Rural (5%)	1	3	1	86	0	2	6	1
Intra-Urban (54%)	0	8	1	65	1	4	20	1
Urban-Rural (14%)	1	6	1	84	0	2	5	1

Source: Census 2001

In Lancashire, the great majority of journeys to work are made on the highway network - 76% by bus or car according to the 2001 Census. It is possible to identify and target the vehicle types and movements that have greatest impact upon congestion and the other shared priorities. The table below examines particular movements in Lancashire. The two movements which contribute most to overall congestion during the peak period are;

• the intra-urban movement, with 54% of all journeys to work within one urban area, and
• the inter-urban movement with 27% of all journeys to work between one urban area and another.

Most of these journeys are made by private car as a driver or a passenger, 65% of the intra-urban trips and 89% of the inter-urban trips.

Table 8.13.2b Urban and Rural Journeys to Work

Urban and Rural Journeys to Work by Mode in Lancashire ( Census 2001)
District	Urban or Rural Journeys	Transport Mode %
		Walk	Bike	Bus	Train	Taxi	Car		M'bike	Other	Work at Home	Total
							Driver	Pass'r
Burnley	Urban	13	1	8	0	1	53	10	1	0	7	95
	Rural	0	0	0	0	0	4	0	0	0	1	5
Chorley	Urban	9	1	3	1	0	53	6	1	0	7	83
	Rural	1	0	0	0	0	12	1	0	0	2	17
Fylde	Urban	10	3	4	1	0	55	6	1	1	8	88
	Rural	1	0	0	0	0	7	1	0	0	2	12
Hyndburn	Urban	12	1	7	1	1	59	9	1	0	7	98
	Rural	0	0	0	0	0	1	0	0	1	0	2
Lancaster	Urban	13	4	5	1	1	47	7	1	0	7	87
	Rural	1	0	0	0	0	8	1	0	0	3	13
Pendle	Urban	14	1	6	0	1	53	8	1	0	7	91
	Rural	0	0	0	0	0	6	1	0	0	1	9
Preston	Urban	13	2	11	1	1	52	7	1	0	6	94
	Rural	0	0	0	0	0	4	0	0	0	1	6
Ribble Valley	Urban	9	2	2	0	0	41	4	1	0	6	65
	Rural	2	0	0	0	0	23	2	0	0	7	35
Rossendale	Urban	9	1	6	0	0	55	7	1	0	8	87
	Rural	1	0	1	0	0	9	1	0	0	1	13
South Ribble	Urban	7	4	6	1	1	62	7	1	0	8	97
	Rural	0	0	0	0	0	2	0	0	0	1	3
West Lancashire	Urban	8	2	2	2	2	47	7	1	0	6	77
	Rural	1	0	0	0	0	16	1	0	0	4	23
Wyre	Urban	8	3	4	1	1	53	7	1	1	7	85
	Rural	1	0	0	0	0	9	1	0	0	3	15
Lancashire	Urban	10	2	5	1	1	53	7	1	0	7	88
	Rural	1	0	0	0	0	8	1	0	0	2	12

District Level Current Modal Choice and Movement

Transport usage in urban and rural areas reflects the differences in population density, lifestyles and accessibility. For example, in South Ribble, only 2% of journeys to work by car drivers are from the rural area, compared with 23% in Ribble Valley. In Preston, 11% of all journeys are by bus, predominately from the urban area, compared with 2% in West Lancashire. This shows the diversity of transport usage within each district. The different circumstances require individual solutions to meet transport needs and avoid congestion.

The table of urban and rural movements above shows the modal proportions for journeys to work within Lancashire. Urban journeys combine intra-urban, inter-urban and urban-rural movements. Rural journeys combine rural and rural-urban movements.

Intra and Inter District Movements

Figure 8.13.2 Major Journey to Work Movements for Each District

The above map shows the major intra- and inter- district journey-to-work movements. The magnitude of the movements is influenced by the urban/rural split within the district and existing links to other districts.This information will be used to identify which vehicle types and movements have the greatest impact on congestion, and identify where changes which will be most effective.

The measures set out to address transport-related Air Quality problems will influence the options that may be applied to reduce congestion and also determine the wider benefits to the network.

8.13.3 Monitoring Traffic Flow to Urban Centres

The County Council has permanent traffic counters that continuously monitor traffic levels. This equipment has been installed progressively around the urban centres of Preston, Lancaster, Burnley and Accrington. In addition, there is an outer cordon around Preston. To gain a broader understanding of highway mobility and the long-distance traveller, the County Council together with the Highways Agency monitors all roads at the inter-urban screenlines. Innovative technology processes the information to monitor traffic flow in real time and to inform the public of conditions via Variable Message Signs or the Internet.

Current monitoring will continue at a level exceeding the requirement of the Department for Transport to monitor urban centres populated by more than 100,000 people. This monitoring will include peak hour, peak period and AADF to meet Mandatory Indicator LTP6.

Urban Centre Targets

Urban centre targets will meet or where possible exceed the national target in Mandatory Indicator LTP6.

• Traffic levels on main routes within main urban centres of Burnley, Lancaster and Preston will have a reduction of 2% on 2001 levels by the end of the LTP2 period.

Full details of the work undertaken to establish this target is given in Appendix J

Urban Centre Trajectories

The table below shows the changes in traffic flows into the urban centres.  Traffic flow into Lancashire’s main urban areas (Preston, Burnley and Lancaster) between 07:00 and 10:00 increased by 1.5% in 2005. The ‘do nothing’ trajectory uses an average value from LCCs continuously monitored cordons. The ‘do something’ trajectory limits growth to 1% per year during the LTP2 period. This trajectory uses 2003/4 as a base year.

Table 8.13.3 Traffic Flows to Urban Centres

Indicator LTP6 Changes in Peak Period Traffic Flows to Urban Centres (%change from baseyear)
	2003/4 (Baseyear)	2004/5 (Observed)	2005/6 (Observed)	Trajectory					% Increase per year
				2006/7	2007/8	2008/9	2009/10	2010/11	Min	Max	Ave
Lancashire (LCC)	0	0.9	2.4						0.9	1.5
Lancashire(do nothing)	0	0.9	2.4	3.6	4.8	6	7.2	8.4	0.9	1.5	1.2
Lancashire (do something)	0	0.9	2.4	3.4	4.4	5.4	6.4	7.4			1.0