Project Evaluation - Evaluation Summary
Project Evaluation - Evaluation Summary
The 1YA Evaluation of the M8 M73 M74 Motorway Improvements Project indicates that the project has had a significant impact on reducing the severest occurrences of delays and congestion across the upgraded road network within peak periods. Significant savings in journey time of up to 9 to 10 minutes within the M8 Corridor, up to 30 minutes within the A725 Corridor and up to 11 minutes within the M73 / M74 Corridor may have been realised following opening of the project. Journey times are now also more reliable compared to pre-opening conditions, with significant reductions in the variability of journey times observed within the M8 and A725 Corridors.
Based on the limited post-opening traffic flow information available at the time of the 1YA Evaluation, it is considered that traffic volumes across the upgraded road network have generally increased (in some locations significantly) following opening of the project. Post-opening AADT volumes within the M8 Corridor (between Baillieston and Newhouse) are up to around 27,000 vpd greater than pre-opening levels. Similar increases are observed on the M74 (post-opening volumes up to approximately 23,000 vpd greater than pre-opening levels) and on the M73 (post-opening volumes up to around 11,000 vpd greater than pre-opening levels). Significant increases have also been observed within the A725 Corridor, with an additional 13,700 vpd using the A725 to the south of Raith Junction.
While the available information suggests that traffic volumes have increased following opening of the project, cognisance of the timescales for the comparison of pre and post-opening traffic volumes should be taken. This covers a period of five to seven years (between 2011 / 2013 and 2019) with an element of background traffic growth to be expected over this period. It is considered that the reductions observed in queuing and congestion and improvements in the reliability of journey times across the study area following opening of the project have played a part in increasing the volume of traffic using the road network, particularly in specific locations / on certain routes.
It is considered that the project, generally, has improved traffic conditions at its interface with the adjoining local road network. Localised issues, however, have become apparent post-project opening, including queuing traffic on certain sections of the network, such as the northbound B7071 Bothwell Road. Queuing traffic at this location, in the AM and PM peak periods, may potentially be negatively viewed by road users, in terms of the impact on journey time reliability, for both local and strategic journeys.
Taking account of the comparison of predicted and actual AADT flows and journey time savings, at the time of the 1YA Evaluation, the economic benefits of the project could be greater than predicted. Due to the nature of the project’s contract, investment costs have not been reviewed as part of the 1YA Evaluation. The effect of potential increase in TEE benefits is such that, overall, the NPV and BCR could be greater than predicted at the time of the project’s assessment. The likely benefits of the project extend beyond those quantified as part of the project’s assessment process. As such, it can be expected that the project is contributing towards the delivery of significant wider economic benefits at a regional and national economic level.
Initial indications, at the time of the 1YA Evaluation, suggest that the project has resulted in an overall improvement in road safety within its extents, with the total number of PIAs occurring on an annual basis having reduced (from seventy-seven to sixty-one) following project opening. Further investigation of the data, however, indicates that the number of fatal and serious PIAs has increased following opening of the project (an increase from zero to two fatal and three to nine serious PIAs). It is too early, however, to make any firm conclusions surrounding the impact of the project on road safety at the time of the 1YA Evaluation. Instead, the project’s impact on the number and severities of PIAs occurring within the vicinity of the upgraded sections of the motorway network will be confirmed as part of the project’s 3YA and / or 5YA Evaluation, at which point, longer term data will be available on which more robust comparisons of pre and post-opening data can be undertaken.
Based on the information available at the time of the 1YA Evaluation, it is anticipated that the project may be contributing positively towards local GVA levels. Furthermore, it is judged that the project ‘locks in’ and integrates the benefits of the wider improvements to the Central Scotland motorway network, including the M80 Stepps to Haggs and M74 Completion projects, both of which opened to traffic in 2011. There is evidence which suggests that labour market trends are positive over the period coinciding with the opening of the project, in terms of the number of jobs being created within the study area.
The specific impact of the project on the economic performance, in terms of numbers of jobs across the region cannot be quantified based on the information available at the time of the 1YA Evaluation. However, the improved access to several of the major employment areas within the project’s vicinity provided as a result of the improvements are likely to have been viewed favourably by certain sectors (such as wholesale distribution and road haulage), with reductions in queuing and congestion and improved reliability of journey times across the upgraded road network.
While wider economic factors and political outcomes influence the strength of local, regional and national economies, it is considered that the benefits resulting from the project, in terms of reducing delays and congestion and improving the reliability of journey times (critical for just-in-time supply chains) play an important role in strengthening the economy, at all levels. It is considered that this will assist in the recovery from economic shocks, such as the ongoing COVID-19 pandemic. The views of business representatives gathered at the time of the 1YA Evaluation indicated that the project was largely considered important to their business, in terms of bringing in customers and universally considered important, in terms of the businesses ability to recruit and retain staff. As such, it is reasonable to conclude that the project will play an important role in the future recovery of the economy.
The project can be judged to be playing a positive role in facilitating the interchange of goods to and from road to rail, through the enhanced access to the rail freight hubs located at Eurocentral and Coatbridge, as well as to other locations within Central Scotland, more generally. This is as a result of post-opening reductions in delays and congestion and the enhanced reliability of journey times – of key importance in the movement and delivery of perishable goods and ‘just-in-time’ supply chains. It is considered that the development of the enhanced rail freight facility at Mossend will ‘lock in’ the benefits of project, in terms of facilitating the interchange of goods to and from road and rail.
As a result of the new and improved pedestrian and cycle routes provided as part of the project, based on the information available at the time of the 1YA Evaluation, the project is judged to be facilitating active travel within its vicinity. The facilities provided link with existing walking and cycling routes and improve the connections between local communities, businesses and areas of employment. It can be concluded that the infrastructure provided is providing a means to access areas of employment within the wider study area for those without access to a car. However, no conclusions can be drawn about the journey purpose of observed trips in the absence of survey data. Also, no comparisons can be made with the pre-opening period as there is no data available on trip levels or whether any trips have been displaced from outside the study area. Furthermore, the project appears to be providing opportunities for active travel for leisure purposes, potentially providing additional benefits not measured as part of the project’s assessment, in terms of health and well-being.
In terms of process, the mitigation which was included in the ES has been implemented on site. Some aspects of the mitigation require attention or investigation, however, and further action may be required. Recommendations have been made in relation to certain areas of planting that may require re-planting or re-seedings and replanting of marginal vegetation at certain SUDS locations to aid the ES commitments relating to wetland habitat extension. Responsibility for the removal of fly-tipped waste should also be established and a monitoring regime instituted to avoid further deposits of waste within the vicinity of the project.