Final Local Transport Plan 2006/07 - 2010/11

This section outlines how we will seek to achieve our desired outcomes under the headings of the shared priorities agreed with Government. We do this by showing how the LTP component strategies will be used in this process, and what we intend to have achieved by the end of the LTP period.

In LTP1 our approach to demand management was to focus on measures which encouraged modal switch and improved alternatives to the private car. In the case of Quality Bus Corridors and cycle routes these also involved the reallocation of roadspace away from the car.

Over the period of LTP2, we shall continue the integrated approach commenced in GMLTP1 that provides incentives to use public transport, and discourages the use of private cars in the peak period. We shall focus on trying to ensure that congestion does not worsen as a result of our plans for economic growth; any reduction secured will be regarded as a bonus.

We are looking at various options for managing demand as part of our TIF pump-priming work to develop a 'toolkit' of demand management measures that will support sustainable economic growth. These will be coupled with development of an investment programme for public transport combined with investigation of techniques to achieve the behavioural change necessary.

Actions for Public Transport

Metrolink

The expansion of Metrolink is central to our strategy of achieving modal shift, particularly for journeys to the Regional Centre

By the end of the LTP2 period, as part of the Phase 1/2 renewal approved scheme, we shall have

• introduced additional trams, to relieve overcrowding and to maximise the benefits from additional car parking currently being introduced
• improved stops in terms of lighting, accessibility and new ticket machines
• renewal of track to improve ride quality and reduce noise

We will continue to work closely with DfT to identify a way of procuring the full Phase 3 expansion which is central to our longer-term strategy: namely the lines to Oldham-Rochdale, Ashton-under-Lyne and Manchester Airport. In future we also aim to develop Metrolink to Stockport and, subject to availability of private funding, to Trafford Park.

Bus

Through our bus strategy we aim to provide the following during LTP2 in order to achieve modal shift and so combat congestion:

• continuation of the Integrate Project which since 1998 has consistently brought all partners together to deliver service improvements.
• a focus on improving service reliability, vehicle quality, and integration of services, modes and fares to develop a bus network to support the sustainable and inclusive growth of Greater Manchester. These will be delivered through partnership with bus operators (see the GMITS bus operator concordat overleaf), using mechanisms such as Corridor Partnerships and, through these, Statutory Quality Partnership schemes.
• completion of the current QBC programme, involving a package of measures including bus priority and improved waiting facilities, on radial routes to the Regional Centre and in the Northern Orbital, SEMMMS and JETTS corridors
• more Yellow School Buses to reduce car usage on the school run
• detailed appraisal of future bus park and ride facilities and work to implement facilities where these provide value for money and complement our overall strategy
• other specific measures, detailed in the Bus Strategy, including improvements to waiting facilities, ticketing (including Smartcards) and information (including the continued roll-out of RTPI)

Rail

Our approach during LTP2 will be to enhance local facilities in line with the Greater Manchester Railplan. These measures will  focus on improving information, accessibility, safety, security and car parking. We will also direct other investment to improve the station environs in accordance with the Railplan's Station Development Zone(SDZ) concept. ⁱResearch shows that the majority of a station's catchment patronage comes from within 800 to 1000 metres of the station. A fully accessible, safe and secure station with good facilities will not achieve its potential if access routes, especially close to the station, are inaccessible or dangerous. In SDZs, authorities will develop co-ordinated proposals to better link stations and the areas they serve, identifying improvements to local roads (including pedestrian crossings), walking and cycling routes, car parking, local signage, information boards and landscaping.  In this way, we believe that more people will be encouraged to use local stations.

We will also work with the rail industry to increase capacity by identifying funding mechanisms which will enable delivery of:

• additional rolling stock to alleviate overcrowding on services
• additional platforms at existing stations (e.g. Salford Central, Salford Crescent and Manchester Airport)
• new stations (e.g. Golborne). 
• schemes for the possible future conversion of other routes to tram-train technology.
• new station car parks, and extensions to existing ones where further park and ride trips can be encouraged.

We intend  to make a major input to the forthcoming review of the Northern Rail Franchise.  We are aware that a number of stations in Greater Manchester are under-utilised, and we shall review their future. However, it is essential that any revisions to the rail network have clear advantages overall (eg in terms of allowing the improvement of other parts of the rail network or the local bus network) so that the number of current and future passengers benefiting exceeds those who are inconvenienced. Furthermore, we will ensure that any proposals deliver improved value for money.  Any review must take into account  future demand generated by new residential or commercial development, especially in relation to sub-regional and City Region strategies.

Coaches

Coaches need facilities for picking up and setting down passengers at venues so that congestion is avoided, and pedestrian movement takes place safely. In addition, safe parking areas are required.

We shall continue to implement and monitor the Coach Parking Strategy for the Regional Centre, which has been devised in partnership with coach operators and major venue operators. This will be done by a Coach Parking Liaison Group for Manchester and Salford. Coach parking / drop off will also be considered by other authorities across the conurbation as part of Sustainable Tourism initiatives which also encourage visitors to walk / cycle to attractions.

Taxis

Hackney and private hire cabs provide an alternative to the private car, and play a role in reducing congestion by providing the final ‘leg’ of a public transport journey or a ‘backup mode’ should a connection be missed.

We shall continue to fund a taxi home for travellers at some bus stations when their last bus has failed. We will support their continued presence at transport interchanges and in other convenient and safe locations.

Our ten Licensing Authorities have reviewed the number of licences they issue by undertaking surveys of unmet demand. As a result, eight authorities currently follow a policy of restricting the issue of plates. Bolton has no restrictions, and Manchester has a policy of controlled expansion. Circumstances do vary between Districts and therefore a single approach across the county may not be appropriate. The number of licences will be kept under review.  In Manchester, Bolton and Wigan, the Nightbus services will continue to supplement taxis in serving the weekend night-time economy.

We are developing a Taxi Strategy to improve their integration with other modes. GMPTE will maintain their training guide for taxi drivers, particularly incorporating diversity and disability awareness, in conjunction with Local Authority licensing officers.

Integration

We shall continue to promote increased integration between transport modes, as we want our transport systems to offer a more comprehensive network and as seamless a journey as possible when being assessed against the private car alternative. In the deregulated and privately-operated public transport system, we shall work with our partners to achieve this, building on the successes we have delivered through the Integrate project.

• Through our Corridor Partnerships, we aim to ensure that different public transport modes complement rather than compete with each other.
• We will continue our work to improve physical integration (eg by providing car and cycle parking at interchanges, encouraging the development of feeder services), building on the work we have already done to provide information about connecting modes at interchanges.
• We will work with operators to simplify tickets and fares structures across the board, whilst at the same time examining the case for specialist tickets such as City Centre Visitor Card or a “carnet” type card that could give the benefit of discounted fares to occasional users. 
• We will continue to develop park & ride schemes for rail stations and Metrolink stops, and will also consider bus-based schemes where these conform with our wider objectives.

Actions for Cycling

In LTP2, we aim to facilitate trips to local centres, schools and key employment locations. We aim to deliver and promote  a safe cycle network in order to encourage those people who have been considering but not yet undertaking short cycle journeys,  to switch from  habitual use of the car.

During the next five years, we shall take the following steps to improve cycling:

• Invest in better cycling facilities, targeted at busy centres, schools and major businesses, in areas most likely to attract cycle use.

• Focus promotion on increasing levels of cycling at selected locations where infrastructure has been improved, to be verified by automatic cycle counters
• Focus resources on areas with the greatest potential to increase cycle usage. In 2005/06, Manchester will invest £100,000 in improving conditions for cyclists on the Oxford Road/HEP corridor.
• Publish a new Greater Manchester cycle map to complement a bi-annual 'On Yer Bike in Greater Manchester'  magazine and a Districts' cycling website (www.cyclegm.org)
• Delivery of improved school cycle training  and establishing adult cycle training - the latter inline with the recommendations of a study to be commissioned
• Substantially complete the National Cycle Network within Greater Manchester, as described in Figure 5.1 (N.B. changes to the route network can be expected as the project develops)
• Update the Concise Pedestrian and Cycle Audit document ( COPECAT),ⁱⁱ informed by experience of its utilisation to date
• Incorporate cycle facilities into authorities' Transport Asset Management Plans (TAMPs)
• Share good practice, with effective dissemination around the Districts via the LTP Cycle Group, ensuring that we adopt the latest techniques and measures

Through these measures, we aim to achieve the LTP2 indicator for cycle flows across a range of monitored sites on main and unclassified roads and on off-road routes.

Actions for Walking

To increase the proportion of short trips made on foot, the Greater Manchester Walking Strategy's Action Plan targets the following types of trip:

• School trips
• Other education trips
• Trips to both leisure and shopping destinations
• Commuter trips
• Trips to public transport

These are ranked in order of potential for growth with trips to schools showing the most likely area for growth. A major focus over the next Plan period will be on school trips as the car accounts for 35% of school journeys and there is a considerable potential for a modal shift to walking.

During the next five years, we shall take the following steps to improve walking:

• Create and promote  travel plans for business and educational sites
• Encourage training such as kerbcraft in schools to encourage greater levels of walking amongst younger people
• Implement engineering measures e.g. improved lighting, crossing points, surfacing, and the removal of other obstructions to walking to increase the attractiveness of walking as a mode of transport.
• establish more direct and safe routes for pedestrians, provide safe and convenient crossing points on key routes , and reduce speeds

Through these measures we aim to meet the target for indicators LTP 10e and 114

Smarter Choices

The Greater Manchester authorities will continue to build on the foundations laid during our first LTP for the next five years:

• We will employ School Travel Advisers to meet the DfT Travel To School Initiative target of every school having a school travel plan in place by 2010.  To date, 207 of our 1161 schools have been assisted in producing a STP.
• We will continue to encourage and support employers to develop workplace travel plans where we feel that this will have the most impact on local traffic.
• Where appropriate, we will encourage developers to implement residential travel plans, and are revising our Supplementary Planning Document on travel plans to reflect this.
• GMPTE will continue to work on providing bespoke public transport information to support employers implementing travel plans and hospitals, through timetable provision and, where possible, personalised journey advice.
• We will continue to promote car sharing, through use of our rebranded car sharing website www.carsharegm.com
• We will continue to support travel awareness campaigns such as In Town Without My Car and BikeWeek.
• Additionally, opportunities to implement other Smarter Choices measures will be seized upon.  For example, Manchester City Council is at an advanced stage in procuring a car club, providing access to a car for city centre residents.  The car club is expected to deliver modal shift and reduce congestion.

Continuing efforts will be made to secure funding and commitments for these measures through the planning system, using section 106 agreements which we trust will still be available for this purpose.  We have some concerns over our ability to do this if proposals contained in the recent Government consultation document on planning gain support are implemented.

In addition to continuing the work begun in our first LTP, we also are seeking to bring about a step change in this area of work, through implementation of the Travel Behaviour Change Strategy that forms part of the GMITS.

Research conducted by Sustrans and Socialdata on our behalf shows that implementing this strategy could being about a reduction in car use of up to 15% in the four priority corridors and increase public transport patronage by 17% between 2008 and 2020.  However, a work programme on this scale is unprecedented and will only be achieved through a successful Transport Innovation Fund bid.

Development Planning and Parking Policy

We are working to ensure that Regional Spatial Strategy continues the emphasis established in the Unitary Development Plans developed during the period of LTP1. These sought to steer significant traffic generating development to locations which are highly accessible by public transport, and will be incorporated in the new Local Development Frameworks which will be developed over the LTP2 period.

We shall work to ensure that a higher percentage of newly-approved developments are in locations with good public transport access and that appropriate parking standards are applied (a copy of the Greater Manchester Parking Standards can be found in the Annexe.....)The aim is to ensure these tie in with our accessibility and congestion targets.

We shall continue to ensure that short stay parkers currently receive priority in terms of pricing and provision in order to sustain the economy of our town centres. We will work to reduce long-term provision and increase its cost over LTP2, particularly where investment has been made in public transport.

Freight

Local authorities, with the assistance of the Freight Quality Partnership, will take actions on freight that will assist in a more economically prosperous Greater Manchester. 

Powered Two Wheelers (PTWs)

These vehicles are relatively economical in their use of road space. However, their accident rate is high thus conflicting with the road safety shared priority. We will continue our objective of improving their safety on the road by assessing all road markings for skid hazards, especially on bends and installing anti-skid markings where necessary and providing adequate and secure stands for their parking requirements. The Greater Manchester authorities will analyse the research that has taken place into allowing Powered Two Wheelers into bus lanes in British Cities and in Dublin. We will develop a PTW strategy to develop these themes further.

Greater Manchester's Approach to the Traffic Management Act

Effectively managing the highway network to keep all modes of transport moving safely contributes to reducing congestion and casualties and improving accessibility and air quality. The LTP Technical Annex provides details of progress of individual authorities in Greater Manchester.

Coordination arrangements have been introduced in Greater Manchester so that the highway authorities, Passenger Transport Authority (on behalf of the public transport operators), the police (on behalf of the emergency services), freight association and utilities work together to maximise the traffic management benefit for all parties.Ten Traffic Managers have been appointed, and they meet on a sub-regional basis.

The Highways Agency, ten Greater Manchester local authorities and one neighbouring unitary authority have collectively agreed a key highway network for the sub region, which includes main roads, distributor roads with over 10,000 vehicles/day, high usage bus routes, on-street tram routes and access to local centres including hospitals and industrial estates.

Cycling and pedestrian routes to local centres have been identified and their conflicts with the priority road traffic network are being considered.  Where appropriate, pedestrian crossing points of pedestrian routes to key centres are being given an increased share of the available highway capacity to create safe walking routes.

Two aspects of traffic management activity are being coordinated across the conurbation:

• regular congestion or delays because of inadequate capacity, and
• disruption due to events, incidents, or temporary works. 

Identification of congestion hotspots in a systematic way is planned utilising the ITIS data supplied by DfT.  As an interim measure bus delay data from bus operators and moving observer data on radial routes is being utilised to identify hotspots for further investigation.  Actions currently being undertaken include changes to signal junction timing and targeted enforcement of parking offences.  Actions planned include reviews of parking and loading arrangements on radial routes and improving pedestrian and cycling access to local centres.  In the longer term, reviews of the highway capacity at hotspots identified by the ITIS data and the provision of better information to the travelling public are proposed.

Disruption has been identified by a Greater Manchester study into the causes of bus service unreliability as a minor proportion of the overall delay to bus services.  Congestion, due to limited highway capacity, and the dwell time at bus stops were identified as the major delaying factors.  Although the actual delay as a proportion of all journeys is minor, the impact is significant as the disruption delays are a variation to the normal or anticipated journey times.

More timely information to public transport operators and the travelling public is proposed.  This requires a more rigorous approach to the coordination of highway authority, utility and developers' works on or immediately adjacent the highway.  A conurbation wide roadworks on-line information project has been completed and is currently being rolled out across the sub region.  Essentially the project shares road and street works information, edited by local highway authorities to identify disruption to the key highway network, with other users such as Greater Manchester Fire Service and the Passenger Transport Executive.  It is proposed to make this more widely available to transport operators and the travelling public.

Consideration of the benefits of a permit system to better coordinate road and street works is currently underway and it is anticipated that a permit system which gives more attention to works affecting the key highway network would be beneficial and consistent with the Greater Manchester approach to traffic management.

Cooperation between the emergency services, led by Greater Manchester Police, and the local highway authorities on responses to incidents such as road traffic collisions is already operating well.  It is proposed to improve the dissemination of information by extending the current media arrangement for strategic routes to the recently developed key highway network.

Events such as football matches, and pop concerts can have a significant disruptive effect on journeys on both public and private transport in a significant area around the venues of the event.  Greater Manchester Passenger Transport Executive is coordinating the identification of events likely to affect the key highway and public transport networks and local highway authorities are coordinating the development of management plans for each event.

Whilst Greater Manchester Police have confirmed that congestion is not a national policing priority, they are fully involved in helping to prepare the management plans for events and in deploying resources to assist in managing the congestion. Event organisers have generally welcomed the proactive approach of local authorities, the Police and the Passenger Transport Executive.

Within the five year LTP2 period it is anticipated that the corridor partnership work of the Greater Manchester Integrated Transport Strategy will lead to better coordination of mass transit movements with regeneration activity, and the management of congestion and disruption on corridors will involve a wider partnership than is currently the case.

Smarter Travel options will be developed involving the coordination of real time travel information across the conurbation and the dissemination of this via on-street displays and personal messages by text and computer in addition to improvements to the quality of information on local radio, television, and in local newspapers.

Camera enforcement of parking and moving traffic offences is seen as a positive way to manage congestion hotspots across Greater Manchester.  Preparations to support such initiatives are currently underway along with bids for the recently introduced bus lane enforcement powers.  Liaison between local authorities, the Highways Agency and the Police are in hand to ensure that a coordinated approach to each transport corridor can be supported.

Action taken to improve accessibility ensures that all residents of Greater Manchester – particularly those without access to a car or with mobility problems – can access those facilities which affect their life chances.  Better accessibility also leads to a stronger economy, better access to lifelong learning, a healthier lifestyle and a more inclusive society. Despite increasing trends towards working at home and accessing information and services electronically, transport remains a key factor in influencing accessibility.

For the purposes of the LTP programmes, the term ‘ accessibility’ covers both:

1. The degree to which employment and amenities such as healthcare, education and shops can be accessed by the whole of the community, particularly those who are disadvantaged.

2. The physical accessibility of public transport services and infrastructure for people with mobility problems.

Measures to improve access in the first, wider sense of the word, are an important part of our Bus Strategy, and are specifically addressed by our Accessibility Strategy

The Accessibility Strategy and its implementation during the LTP2 period.

In line with Guidance on Accessibility Planning, we have established Local Accessibility Partnerships and we shall be undertaking detailed local area studies throughout the LTP2 period. The studies will identify options under a value for money approach for the five-year programme. Measures identified through these studies will then be implemented by the various partners. A number of pilot studies were begun in 2005/06 to improve our understanding of the issues involved in accessibility planning, and we will be implementing measures arising from these. In order to ensure that a range of accessibility issues is tacked in all parts of Greater Manchester, we have developed a programme that involves action relating to each of the four sectors ( employment, education, health and food), and the four LTP segments (NW,NE,SE,SW) across the county.

A 5-year Action Plan has been prepared, which will be reviewed annually with partners to ensure its continued relevance. The Plan includes actions for implementation and studies to analyse access issues in more depth and propose cost effective solutions.

Where bus operators cannot commercially  meet  needs arising from these studies, we will use subsidy to provide a network of local services (including schools services) within walking distance of as many people as possible, linking to local centres or interchanges and to specific local facilities such as education, healthcare and employment.  These local services will include both conventional buses and demand responsive services, including shared taxis, and will in some instances be operated by Community transport organisations.

Taxis also contribute to the accessibility shared priority by reducing social exclusion for older people and people with mobility difficulties, and we want to ensure that taxi and PHV operators participate in the current GMPTE-funded Travel Voucher Scheme. GMPTE has commissioned research into the use of Travel Vouchers, aimed at improving the service to disabled people who cannot use public transport. Taxis will continue to be used to provide Demand Responsive Transport services in areas of low demand. We will encourage a higher proportion of taxis across Greater Manchester being made fully accessible to wheelchair users.

While better transport is one means of improving access, others may be more relevant depending on situation and timeframe.  Examples of alternative mechanisms include:

• Better location of facilities
• Changes in the method of service delivery: e.g. changes in appointment systems or mobile delivery of services.
• Improved awareness among users of their options for access: for instance, clearer and more accessible public transport information.

GREATER MANCHESTER’S ACCESSIBILITY STRATEGY – KEY POINTS

Our desired outcome is to reduce deaths and injuries, and to ensure that people feel safe on their journey. The road safety strategy has been developed in partnership with the Highways Agency and follows National Guidance.

In terms of options considered it is not an option to do nothing, therefore, we shall continue to analyse data and focus on locations where we can get the greatest returns. We will also continue to implement tried and trusted techniques which are proven to have a significant impact on safety and security.

We shall continue to identify and prioritise local safety schemes not only with the aim of maximising accident and casualty reduction in general but also with the more vulnerable road user in mind.  This will encourage greater cycling and pedestrian activity, particularly for shorter distance trips, in line with the main thrust of the LTP.  ‘ Safer Routes to School’ projects, including road safety education, training and publicity initiatives are continuing to be developed by Greater Manchester authorities. Our intention to install high quality cycle infrastructure will help to maintain the safety of users.

The Walking strategy seeks to support the reduction in road traffic accidents in terms of pedestrian casualties by promoting the use of Kerbcraft and other road safety education among younger children. The improvement in pedestrian areas and increase in the number of crossing points for pedestrians both controlled and non controlled as appropriate should also help to improve the casualty rates on Greater Manchester’s streets.

Our Bus Strategy identifies safety as a key concern for people who are considering using public transport. We therefore aim to tackle safety at all stages of the journey: through improving the quality of pedestrian routes (including lighting and provision of crossings), and passenger-friendly design of bus stations, CCTV coverage of stops and stations and real time information (which provides reassurance to passengers about their service). The Quality Bus Corridors include improvements to the pedestrian environment, particularly in local centres along the routes. GMPTE has developed  a safety and security strategy focusing on anti-social behaviour, criminal damage and perceptions of safety and is working in partnership with oper