Project Evaluation - Progress Towards Achieving TPOs

Indicators to measure the performance of the project against its TPOs were developed as part of the project’s evaluation planning process. Consideration of whether the project has achieved its TPOs is based on an evaluation of these indicators in conjunction with the pre-opening data available. This is supplemented by post-opening data collected as part of the evaluation.

Initial Indications

A summary of the evaluation, providing an indication of how the project is progressing towards achieving its TPOs, is presented below. Based on the information available at the time of the project’s 1YA Evaluation, the project is considered to be progressing towards achieving 10 of the 14 TPOs,

It is considered that performance against the remaining 4 TPOs (3 related with environmental impacts, 1 related with safety impacts) cannot be confirmed at the time of the 1YA Evaluation. This is due to a combination of the limited time that has passed since the project has opened, in addition to a lack of sufficient information, at the 1YA Evaluation stage, upon which to draw firm conclusions. It is worth noting that there are no TPOs against which the project is considered to not be progressing towards achieving, at the time of the 1YA Evaluation.

Performance against all project TPOs will be evaluated as part of a further 3YA and / or 5YA Evaluation for the project, at which time, firmer conclusions may be able to be drawn, given the additional time for impacts to emerge and the corresponding availability of longer-term post-opening data.

M8 Baillieston to Newhouse

To protect the built and natural environment, especially the environment of people, in particular; to reduce the adverse impact of transport on people, and this includes the protection of existing populations in all communities from the intrusive effects of traffic.

Environmental mitigation relating to planting, noise, drainage and access as described in the ES has been implemented across the project and is operating as required though some additional maintenance is needed.

Some specific ecological mitigation that was recorded on the as-built drawings was not evaluated as this information was not available at the time of the site visit.

As such, it cannot be confirmed at this stage if this mitigation has been successful.

Progress: Progress towards achievement of objective cannot be confirmed.

To improve safety, in particular; to reduce conflicts between vehicles and between vehicles and other road users in the A8 corridor.

A comparison of PIAs occuring pre and post-opening of the project suggests that the improvements may have resulted in a reduction in the number of PIAs occuring within its vicinity.

Whilst the available data suggests that the project may be contributing towards improvements in road safety, at the 1YA Evaluation stage, it is too early to confirm the project’s impacts, given the limited i.e. 1 year of post-opening data available.

A Stage 4 RSA was not available at the time of the 1YA Evaluation.

The project’s road safety impacts will be reviewed and confirmed as part of a subsequent 3YA and / or 5YA evaluation.

Progress: Progress towards achievement of objective cannot be confirmed.

To support sustainable economic activity and get good value for money, in particular; to reduce delay and travel time reliability for all traffic, including goods vehicles and buses, in the A8 corridor.

The comparison of pre and post-opening journey times within the M8 / A8 Corridor indicates that the project has resulted in average journey time savings of up to 2 ½ minutes, in the AM and PM periods. Further examination of the available journey time data suggests it is likely, however, that journey time savings of a greater magnitude (in the order of 9 to 10 minutes) are likely to have been realised during peak periods, following opening of the project. This considers maximum savings in journey times, as opposed to average savings.

The variability of journey times has also been significantly reduced following opening of the project. A greater proportion of journey times are under 6 minutes (between 58% and 70% post-opening, compared with 23-29% pre-opening), indicating queuing and congestion have been reduced when compared to pre-opening conditions.

Progress: Initial indication(s) that objective may be achieved

To improve access to facilities for those without a car and to reduce severance, in particular; to provide adequate access to jobs, to provide adequate accessibility for freight deliveries and to provide appropriate access to the trunk roads that is consistent with the role of the trunk roads.

Based on the available ONS employment data, it can be deduced that an additional 7,000 jobs have been created over the period July 2017 to September 2019 (coinciding with the opening of the project in summer 2017) within the wider study area, a significant proportion of which are located in areas directly adacent to the improved road network.

The specific impact of the project on the economic performance, in terms of numbers of jobs across the region cannot be quantified on the basis of the informaton 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 is likely to be 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.

The project is 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.

The project is also considered to be positively improving access to facilities via public transport, across the wider study area. Furthermore, it can be concluded that the project is facilitating the use of public transport, and sustainable modes of transport (such as walking and cycling) as alternatives to private car, across the study area, for both communting and leisure purposes.

Progress: Initial indication(s) that objective may be achieved.

To ensure that all decisions are taken in the context of the executive’s integrated transport policy, in particular; to improve substantially the integration of the elements of the transport system.

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.

The project’s assessment took cognisance of the policy environment at the time, which was against the adoption of a ‘predict and provide’ approach to the provision of roads infrastructure.

As such, it is considered that the decisions that were made were in-line with the Scottish Executive’s integrated transport policy and Scottish Minister’s response to the CSTCS which applied at that time.

Progress: Initial indication(s) that objective may be achieved.

A725 Raith Junction

Provide free flow for A725 traffic

The nature of the improvement, which provided an underpass for A725 through-traffic, has facilitated the free flow of strategic A725 traffic though the Raith Junction.

The comparison of pre and post-opening journey times within the A725 Corridor indicates that the project has resulted in average journey time savings of between 6 ½ and 7 ½ minutes, in the AM and PM periods. A significant reduction in the variability of journey times has also been observed following opening of the project.

An additional analysis of vehicle speeds on the A725, within the vicinity of the junction, suggests increases in average vehicle speeds of up to 40 mph have been observed following opening of the project. This is as a direct result of the provision of the A725 underpass and its impact on reducing queuing and congestion for startegic (and local) traffic using the A725.

Progress: Initial indication(s) that objective may be achieved.

Relieve traffic congestion

The provision of an underpass for strategic A725 traffic has significantly reduced queuing on the A725 approaches to the junction, particularly during the AM and PM periods.

The comparison of pre and post-opening journey times within the A725 Corridor indicates that the project has resulted in average journey time savings of between approximately 6 ½ and 7 ½ minutes, in the AM and PM periods.

The variability of journey times has also been significantly reduced. A significantly greater proportion of journey times are under 8 minutes (75-82% post opening, compared to 11-18% pre-opening). This indicates that the queuing and congestion previously inherrent at this location have been reduced significantly, when compared to pre-opening conditions.

Progress: Initial indication(s) that objective may be achieved.

Minimise impacts on the environment

Some specific ecological mitigation that was recorded on the as-built drawings was not evaluated as this information was not available at the time of the site visit.

As such it cannot be confirmed at this stage if this mitigation has been successful.

Progress: Progress towards achievement of objective cannot be confirmed.

Design to reflect Scottish Ministers' general policy on strategic traffic growth

The project’s assessment took cognisance of the policy environment at the time, which was against the adoption of a ‘predict and provide’ approach to the provision of roads infrastructure. As such, it is considered that the decisions that were made were in-line with the then Scottish Executive’s integrated transport policy and Scottish Minister’s response to the CSTCS which applied at that time.

Progress: Initial indication(s) that objective may be achieved.

M8 / M73 / M74 Associated Network Improvements

Relieve traffic congestion

The provision of additional capacity on the M8, M73 and M74 through the additional lanes provided on approach to key junctions (such as Junction 5 Raith and on the M73 between Junction 1 Maryville and Junction 2 Baillieston) has significantly reduced queuing across the upgraded sections of the motorway network, particularly during the AM and PM periods.

The comparison of pre and post-opening journey times within the M73 / M74 Corridor indicates that average journey time savings within the AM and PM periods are muted (in the order of ½ minute). Further examination of the available journey time data, however, suggests it is likely that journey time savings of a greater magnitude (in the order of up to 11 minutes) are likely to have been realised during peak periods, following opening of the project, when considering maximum savings in journey times, as opposed to average savings.

The variability of journey times has also been reduced following opening of the project. Even with the implementation of a 50 mph speed limit on the section of the M73 between Junction 1 Maryville and north of Junction 2 Baillieston (to reduce the effects of merging / weaving traffic on this section of the network), a greater proportion of journey times of under 10 minutes (100% post-opening, compared with 89-95% pre-opening) have been observed following opening of the project. This suggests queuing and congestion have been reduced, when compared to pre-opening conditions.

Progress: Initial indication(s) that objective may be achieved.

Minimise impacts on the environment

Some specific ecological mitigation that was recorded on the as-built drawings was not evaluated as this information was not available at the time of the site visit.

As such it cannot be confirmed at this stage if this mitigation has been successful.

Progress: Progress towards achievement of objective cannot be confirmed.

Design to reflect Scottish Ministers' general policy on strategic traffic growth

Progress: Initial indication(s) that objective may be achieved.

Optimise benefits of the M8 Baillieston to Newhouse works by improving east - west traffic movement between the M8 and M74

The comparison of pre and post-opening journey times for traffic travelling between the M8 and M74 indicates that the project has resulted in average journey time savings of up to 3 ½ minutes, in the AM and PM periods.

The measures provided on the M73 between J1 Maryville and J2 Baillieston (additional lanes in both directions of travel and the implementation of a 50 mph speed limit to reduce the impacts of merging and weaving traffic) in addition to the improvements made at the M74 / M73 southbound merge at M74 J3 Daldowie, have facilitated the more efficient movement of traffic through the motorway network. This has assisted in alleviating queuing and congestion during peak periods on the M73 and M74 which, as a result of the M74 Completion project, provide a suitable alternative ‘cross-city’ east – west route through Glasgow, avoiding the M8 and the Kingston Bridge.

Progress: Initial indication(s) that objective may be achieved.

Integrate benefits realised from other works such as the M74 completion and the M80 Stepps to Haggs scheme

The improvements provided as part of the project can be considered to have aided the flow of traffic across the Central Scotland motorway network (through reductions in queuing and congestion) ‘locking in’ the benefits of other recent motorway improvement projects.

The project completes the ‘missing link’ in the Central Scotland motorway network, improving perceptions of the ‘competitiveness’ of the economy at a local, regional and national level, through the enhanced efficiency of the road network. As a result, the combined effect of the M74 Completion, M80 Stepps to Haggs and M8 / M73 / M74 projects is judged to be increasing investor confidence and driving private sector investment in the wider study area. This can be seen through the range and scale of current and planned developments within the vicinity of the motorway network.

Progress: Initial indication(s) that objective may be achieved.

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