LTP1 Delivery Report

The first section of this chapter describes the funding levels and arrangements for LT1P schemes.

The subsequent section describes the delivery of the programmes in the areas of public transport, road safety, sustainable transport, and our three optional areas of disability and social inclusion, travel to school and cycling. The map 'Key Achievements During The LTP1 Period' at the rear of this document also illustrates, where possible, the main achievements described in this section.

Our assessment of the progress of each element within these areas has been classified on a four point scale:

4: Excellent: successful delivery

3: Good: broadly delivered as planned

2: Fair: partly delivered with some positive outcomes

1: Limited: significant difficulties in implementation

The annual LTP funding for Greater Manchester was made available in three main parts:

Major schemes: allocated directly to the relevant authorities, as supported borrowing and direct grant
Maintenance: allocated directly to highway authorities as supported borrowing, latterly on the basis of a DfT formula
Integrated Transport Block (ITB): allocated as supported borrowing as a block for Greater Manchester, and apportioned amongst authorities by local agreement (see 5.1.1.1 ‘Integrated Transport Block’ below)

SEMMMS funding came as a discrete amount alongside the annual LTP settlement (see 5.2 ‘Delivery of SEMMMS Programme’). Government's contribution to the Transport Infrastructure Fund ( GMtif) was also identified as a specific amount within the LTP settlement (see 5.3 ‘Delivery of Transport Infrastructure Fund Programme’). In addition, there were also some supplementary or emergency maintenance bids, or those associated with Primary Route Network or detrunking maintenance.

Government funding was often supported by other capital sources of funds, for example additional prudential borrowing by individual councils, European and regeneration grants, and funds from private developers. See 5.1.1.4 ‘Other Sources’.

Some supporting activities which are not suitable for capital funding, such as some routine maintenance, road safety educational and publicity work, and subsidised public transport services and fares, come from Authorities' revenue budgets (see 5.1.1.5 ‘Revenue Funding’).

The Greater Manchester authorities operated their own agreed formula to try to match resources to effective delivery of the LTP strategy. This involved the following stages:

Allocation of any specific grants or portions to appropriate authorities, such as Northmoor Home Zone pilot.
25% of the remainder distributed to councils for local safety schemes, on the basis of previous spend in this category
18.75% topsliced for Quality Bus Corridors
28.12% allocated to GMPTE for public transport schemes throughout Greater Manchester
28.12% allocated amongst Councils according to a formula which took into account population, vehicle and bus mileage, casualties and non-car ownership.

The level of expenditure on local safety schemes, Quality Bus Corridors and public transport infrastructure was estimated to be necessary in order to deliver a work programme in accordance with our strategies which would achieve our LTP1 targets for road casualties, public transport patronage and other aspects of public transport. Councils had discretion on how to spend their allocation from the ITB to meet local needs within the overall strategic framework provided by the LTP1 and its sub-strategies. This was monitored over the period to ensure that certain areas, particularly those where performance was weaker than expected, were being suitably resourced across the county.

The Greater Manchester ITB settlements and spend over the LTP1 period is set out below:

Table 5.1 ITB settlements and spend (inc GMtif), £000s
Year	Indicative amount (from 2000 settlement letter)	Actual settlement (including DfT contribution to GMtif)	Amount spent
2001/02	£35,800	£35,800	£26,126
2002/03	£32,000	£38,182	£43,235
2003/04	£32,900	£39,845	£35,168
2004/05	£36,500	£42,116	£39,178
2005/06	£36,500	£39,997	£39,678
Total	£173,700	£195,940	£183,385

Analysis of the figures is complicated by the fact that spend did not necessarily have to occur in the year for which it was issued. In addition, the DfT's definition of net spend, which form the basis of the figures reported here, changed in 2005 to include a wider variety of funding than previously.

Overall, the figures demonstrate that we were able to secure sufficient resources from the Single Capital Pot in the face of competition from other Local Authority priorities, and spend them broadly in line with our settlement levels. In some cases, funds were put into maintenance in order to address weaker performance in that sector; however, it should be borne in mind that maintenance is an integral part of our programme to achieve LTP objectives, not least for aspects such as road safety, walking and cycling. In certain years, individual authorities were able to take advantage of the more relaxed rules associated with the SCP to reallocate some funding to other important non-transport related projects, but the balance was subsequently redressed in the following years.

Transport Infrastructure Fund

Table 5.2 Total GMtif settlements and spend, £000s
Year	Actual settlement (DfT + PTA contributions)	Amount spent*
2001/02	£7,000	£1,917
2002/03	£7,000	£6,092
2003/04	£7,000	£5,773
2004/05	£5,500	£6,681
2005/06	£7,000	£7,506
Total	£33,500	£27,969

These figures reflect spend against both the DfT settlement and the PTA's own resources. The DfT contribution was only £2m in 2004/05. Spend is now on track, after an underspend in the earlier years of the fund's operation.

SEMMMS

Table 5.3 SEMMMS settlements and spend, £000s
Year	Actual settlement	Amount spent
2002/03	£7,445	£4,666
2003/04	£15,000	£10,812
2004/05	£15,000	£18,953
2005/06	£6,786	£12,161
Total	£44,231	£46,592*

* includes bids for additional funding for major schemes preparatory costs.

We were able to successfully spend all SEMMMS resources, although some had to be carried over in the early years. The lack of annual indicative amount hindered forward planning and the implementation of some projects which required security of funding for future years. This has now been remedied by the publication of indicative future amounts for SEMMMS for the LTP2 period.

Major Scheme funding was made directly to the relevant authorities. A summary of major scheme settlements and spending is set out below:

Table 5.4 Major schemes settlements and spend, £000s
Year	Actual settlement	Amount spent
2001/02	£64,483	£35,544
2002/03	£122,033	£121,521
2003/04	£73,859 (plus £20,175 withheld pending further details)	£40,339
2004/05	£29,107 (plus £84,225 withheld pending further details)	£39,273
2005/06	£25,530	£39,914
Total	£315,012	£276,591

In addition, funding was secured for the SEMMMS QBC major scheme, see 8.3.2.2 ‘SEMMMS QBC’ . Most major schemes progressed satisfactorily, with the exception of Metrolink expansion where there was disruption to the funding stream due to cost increases, and Metrolink Additional Capacity, which experienced technical difficulties. These schemes were the main reason why spend did not match the settlement for 2003/04 and 2004/05. For details on each major scheme, please see 8 ‘Annex 1 Delivery of Major Schemes’. Spend in 2005/06 was greater than the allocation mainly because GMPTE spent resources from the previously agreed settlements on the Metrolink Single Contract and Phase 1&2 renewals, and Tameside put some of its own resources into advance property purchase for Ashton Northern Bypass Stage 2.

Maintenance settlements and spend for the LTP1 period were:

Table 5.5 Maintenance settlements and spend, £000s
Year	Actual settlement	Amount spent
2001/02	27,472	31,464
2002/03	27,225	28,950
2003/04	30,231	31,920
2004/05	29,900	35,036
2005/06	28,786	34,124
Total	143,614	161,494

This demonstrates that across the county, additional funding was spent on maintenance, often transferred from the ITB pot. This was in response to worsening road condition, and increasing focus on Best Value performance indicators. Some authorities were able to secure additional funds, including Stockport and Oldham PSA agreements; for details see 6.2 ‘Progress on Highways Maintenance’. This has resulted in halting the deterioration, or in many cases improving the condition, of all categories of roads and footway in nine districts.

The implementation of LTP schemes was boosted by approximately a further 10% by non-LTP funds, which demonstrates the success we have had in integrating LTP work into the wider context. The largest component of this additional funding comprised other Local Authority funds, but significant amounts were also contributed through regeneration budgets such as ERDF, and through developer contributions. The total capital spend on transport will be higher still because some schemes totally funded from other non-LTP sources are not included in this figure.

The LTP capital programme was also supported by other complementary transport related activities financed through authorities' revenue budgets. There was increasing pressure on these budgets throughout the LTP1 period, which restricted our ability to deliver certain services to the extent that we would have wished, for example road safety education, training and publicity work, and routine carriageway maintenance. Spend in other areas was in many cases offset slightly by income generated from car parking.

Table 5.6 Complementary Revenue Funding (£000s)
	2001/02	2002/03	2003/04	2004/05	2005/06
Highway structural maintenance	21,708	30,179	21,599	20,209	20,326
Street light maintenance	11,027	11,335	10,742	10,279	12,240
Street light energy	5,615	5,008	5,525	10,459	6,685
Cyclic maintenance	14,601	17,229	19,779	17,721	20,229
Winter maintenance	4,225	3,768	4,381	5,712	4,945,
Bridges / structural maintenance	2,312	1,393	1,621	1,537	1,476
Traffic management & safety	3,011	4,205	4,837	4,224	3,584
Urban traffic control	4,833	3,568	3,436	3,245	3,258
Greater Manchester Transportation Unit	4,833	3,568	769	611	649
Road safety education, training & publicity	4,958	5,563	5,560	5,765	2,127
School crossing patrols	4,958	5,563	5,560	5,765	3,907
Car parking	3,193	1,081	4	1,739	-1,758
Concessionary fare support	44,360	42,260	39,990	40,617	35,664
Subsidised bus services	8,100	9,870	13,650	12,606	14,866
School transport	7,450	7,330	7,980	8,056	8,607
Metrolink	1,260	820	3,460	2,257	1,194
Accessible transport	4,510	4,620	5,800	5,834	6,030
Rail	60,340	73,520	81,480	70,140	60,684
Passenger facilities and services	6,220	2,870	11,910	4,032	5,044
Finance costs	29,531	31,220	49,347	55,077	29,961
Planning & design	3,410	1,989	1,602	1,530	2,297
Other	14,949	9,221	6,329	5,955	5,416
TOTAL	255,905	275,334	299,801	283,743	239,762

In LTP1 we planned to increase bus patronage as a principal part of our strategy to achieve modal shift. In particular we aimed to implement a network of Quality Bus Corridors, and the Leigh- Salford Manchester Quality Bus Corridor, which includes a section of guided busway. We also planned to build new bus stations at Middleton, Hyde, Wythenshawe, Rochdale, Altrincham and Shudehill in Manchester.

In order to achieve our objective, we were also dependent on the actions of bus operators' fares policies, routes, frequencies and quality of service. One large operator had particular staffing and engineering problems in the mid to later part of the LTP1 period which impacted on reliability and patronage; GMPTE worked closely with the operator's senior management to improve performance. In addition, larger socio- economic trends outside our control, such as the decline in concessionary trips caused by increasing car ownership and greater independence of concessionary groups, also affected patronage.

Our achievements include:

overall a relatively stable level of bus patronage, in the face of a national decline
a recorded increase of around 12%-14% in bus patronage on some Quality Bus Corridors
an increase in user satisfaction with bus services from 69% in 2002 to 82% in 2006
a more generous concessionary fares regime than the required minimum

What was planned to be done?	What was delivered? Plus explanation of any changes to what was planned
Develop a Bus Strategy	Achievement level : 4 We published a Bus Strategy in 2002. The main elements had already been established through the Integrate Project, where we worked in partnership with operators to bring about improvements in services, information, ticketing, waiting facilities and interchange (see 5.1.2.6 ‘Information’).
Implement a network of Quality Bus Corridors to give greater priority to buses, improve quality and bring about modal shift on key corridors	Achievement level : 3 The planned QBC network was for 33 corridors. The Councils and GMPTE began to implement 25 of them through topslicing funding from the minor works settlement. However early experience showed that the desired level of improvements could only be achieved by developing a series of major scheme projects to tackle groups of roads in local areas. The SEMMMS QBC and Northern Orbital QBC schemes were therefore developed for the remaining 8 original corridors and to improve journey time reliability on a number of routes around the Airport . The SEMMMS and Northern Orbital schemes are on schedule for completion in 2008 & 2007 respectively, as planned. The M60 Junction Eighteen to Twelve ( JETTS) Multi-Modal Study proposed a further major QBC scheme. The Regional Funding Allocation process suggested that this scheme should start in the period 2009/10 to 2015/16. A Transport and Works Act application was made for the guided section of the Leigh- Salford-Manchester QBC scheme and a public inquiry held in 2002, but Powers were not granted until 2005 (Traffic Regulation Orders for the on-highway section were obtained in 2003. The scheme is now awaiting full funding approval. (See Statement ‘The Quality Bus Corridor Network’ for further details of the QBC network).
Partnership with bus operators	Achievement level : 2 Since LTP1, improvements have been made to the bus network by GMPTE and Councils working with operators on a voluntary basis via the Integrate project, notably the QBC programme, information and ticketing schemes, improvements in network stability and latterly in service reliability. However, performance still falls short of passenger requirements in a number of respects. Significant interventions are needed if the bus is to attract people away from their cars in sufficient numbers to respond to the forecast economic growth without adding to congestion. In recognition of this, our approach has been modified for LTP2; Corridor Partnerships will be adopted to integrate bus services and infrastructure improvements with wider economic and social strategies in partnership with operators. Where this does not prove possible or successful, and the only practical way of delivering the required improvements is through either a statutory Quality Partnership, an enhanced Quality Partnership or, as a last resort, a Quality Contract, we will seek the powers to introduce these and have undertaken preparatory work to facilitate this.
Integration of services with those of the health, community and voluntary sectors	Achievement level: 2 GMPTE has been working with key stakeholders such as Local Authority transport services departments, the Greater Manchester Ambulance Service and providers in the not-for-profit sector, to develop an Integrated Social Needs Transport (ISNT) product delivered in a cost-effective and co-ordinated way. A successful pilot project integrated GMPTE’s Ring and Ride service with those of a community transport provider and a local authority, with the result that the resources of the latter two organisations were more fully utilised and the refusal rate for Ring and Ride bookings was reduced. GMPTE has also worked to build capacity in the community transport sector, to the extent that community transport organisations now operate some of GMPTE’s tendered demand responsive services. (See also 5.1.5 ‘Disability Issues and Social Inclusion’).
Improvement of punctuality and reliability	Achievement level : 2 QBCs have been key to improving reliability, which has been achieved on the routes examined to date. Away from the QBCs we have begun to tackle unreliability through the development of remedial measures and targets in Performance Improvement Partnerships with operators. In the last year most operators have shown an increased willingness to engage in the Service Performance Monitoring process. The majority of the 12 largest operators are now showing improved period on period performance, and none are declining.The reliability and punctuality of buses (timetabled services) have improved considerably: reliability from 92.3% (2004/05) to 93.9% (2005/06) and punctuality from 76.1% (2004/05) to 78.2% (2005/06). Larger improvements have been achieved on subsidised services where performance has been brought closer to that in other PTE areas. This is as a result of an improved contract monitoring procedure, including the use of Electronic Ticket Machine data to deduct payments for services which operators failed to run. Councils have also systematically targeted schemes at congestion hotspots across the county, which were identified by bus operators as being particularly problematic.
Improved waiting facilities	Achievement level : 3 We completed Middleton,and Hyde bus stations, Shudehill Interchange and the Manchester Airport Ground Transport Interchange (The Station). Bolton Interchange was also rebuilt. Major scheme bids were submitted for Altrincham and Rochdale, but these schemes have not yet been approved. The proposed Wythenshawe bus station scheme has been delayed due to uncertainties over the impact of a town centre regeneration scheme, but will be brought forward in due course. In addition to the originally planned schemes we have built a new Interchange at Eccles, adding value to a town centre regeneration scheme. We have also carried out smaller refurbishments at other bus stations in Farnworth, Whitefield and Ashton-under-Lyne. We have started a programme of additional high quality bus shelters and installed a larger type of shelter at some very busy locations. We have also carried out numerous improvements at other bus stations in terms of accessibility, safety and security and passenger comfort.
Improve the accessibility of the bus network, including in rural areas	Achievement level: 3 Section 5.1.5 ‘Disability Issues and Social Inclusion’ sets out our achievements in this area, including integration with the voluntary, health and education sectors and with taxis and the work we have done in rural areas (see also 5.1.4.4 ‘Rural Issues’) . Section 5.1.2.5 ‘Interchange’ describes the steps we have taken to integrate bus services with each other and with other modes.

Statement

The Quality Bus Corridor Network

The flagship QBC network as proposed in LTP1 is substantially complete, with 172 miles of QBC involving 24 routes and more hot-spot treatments across all Districts in the County. The project is overseen by a joint board comprising representatives of GMPTE, Councils and operators. The delivery mechanisms evolved throughout the period, with some parts of the network being delivered through major schemes ( SEMMMS and Northern Orbital) as opposed to the Integrated Transport Block topslice. The project aimed to create a step change in the quality of bus travel along a network of radial and orbital routes connecting the main centres in Greater Manchester, thereby increasing reliability, patronage and customer satisfaction, and providing a credible alternative to the private car.

The QBC network involved the introduction of many facilities which not only benefited bus journeys, but the journeys of bus passengers to and from bus stops, and users of other modes as well. This approach offered better value for money than pursuing bus priority measures in isolation from other policy objectives. Overall, the QBC programme in LTP1 provided:

81 bus lanes covering a combined distance of 27.5km (17.1 miles)
91 cycle lanes over a total distance of 19.2 km (11.4 miles)
164 cycle advance stop lines provided at traffic signal junctions
149 traffic management measures to facilitate general traffic improvements and to ease the passage of buses, including works such as turn bans, one-way orders, road marking changes, and bus only restrictions
1271 parking and loading spaces have been formally created to benefit local areas and to reduce the impact on passing bus services. These are either marked on street or in new lay-bys
182 traffic signal improvements have been delivered, with 319 pedestrian facilities being introduced across existing junction arms
131 existing junctions have been included within the SCOOT Urban Traffic Control system to improve their operating efficiency
20 new traffic signal junctions have been created, all incorporating new pedestrian facilities
97 Pelican and/or Puffin crossings have been provided
32 un-signalised pedestrian crossings have been provided, such as refuge islands or kerb extensions to reduce crossing widths
60% of bus stops within the programme have been upgraded to QBC standards, with easy access kerbing, new improved boarding platforms, new stop poles and shelters where required.

Districts have also made improvements to their local centres such as wider footways, higher quality paving and improved street lighting, to complement QBC works by improving the environment

Although work has been carried out on all corridors, only the Bolton-Leigh corridor is fully complete. It is therefore premature to assess the outcomes of the QBCs. The situation is also further complicated by changes in the context and circumstances of individual corridors, making it difficult to link observed changes with measures. Nevertheless, we have noted improved patronage and reliability, but not necessarily whole corridor journey times owing to the delay caused by additional pedestrian crossings and other necessary traffic management measures. Passenger interviews have shown that a higher proportion of QBC passengers, compared to non-QBC passengers, thought that their service had got better since they started using it, and users' perceptions of the service features rated were considerably more positive on the QBC routes than on non-QBC routes.

Statement

The A6 Manchester - Hazel Grove Quality Bus Corridor

Background

The A6 QBC runs from Manchester City Centre, through Levenshulme and Stockport to Hazel Grove, on the south east edge of the conurbation. It is an intensively used corridor, not just by high-frequency bus services, but also many other modes including much freight traffic. Congestion on the route caused great problems of bus unreliability. In addition, sections of the route had a poor safety and air quality record.

Description of works

In brief, the works entailed the creation of significant sections of bus lane, traffic signalled junction redesign, traffic queue relocation and upgraded shelters and stops. In addition, many new crossings were installed, including a Pegasus crossing for the multi-user Trans-Pennine Trail, and parking arrangements were rationalised in order to minimise disruption of parked vehicles whilst maintaining access to local services along the route. Real time information displays are in the process of being installed at key stops.

Outcomes

In summary, the table below highlights the achievements along the A6 to date.

Increased Patronage	Reliability Improvement	Whole Route Journey Time Improvement	Scheme Journey Time improvements	Pedestrian Improvements	Cyclist Improvements	Improved Quality (fleet age)
Yes	Yes	Partly met	Partly met	Yes	Yes	Yes

In addition, complementary investment to improve the environment has been undertaken by councils in local centres along the route, such as Longsight, Levenshulme and Hazel Grove.

Patronage data has been provided by the primary operator and this has demonstrated that following a decline in patronage between 2000/01 - 2001/02 steady growth has been achieved year on year following the implementation of the QBC measures. This growth represents an overall 12-14% growth in patronage between 2000/01 and 2005/06 against the overall decline and more recent stabilisation of bus patronage across the county.

The reliability of the service has also improved between 2003/04-2005/06 as demonstrated by the reduction in long gaps (21% to 4%) and increased the departures per hour in line with the traffic commissioners targets (9% of time gaps reduced to 0%), although this improvement is expected given the frequency of the route. Reliability, as measured by excess wait times, show the 192 service is now one of the best performing routes within Greater Manchester. In addition data has shown improvements, particularly in the southbound direction, heading out of Manchester where average journey times are converging (ie. less variance by time period). It is also notable that journey times have stabilised and the operator has been able to maintain the frequency without the need to provide extra buses within the schedule over the last 5 years.

The journey time data demonstrates mixed results, which must be understood in the context of the deliverables. Significant improvements for pedestrians have been achieved along the A6 corridor which have generally worsened the conditions for general traffic flow. As such, further work is being undertaken to model the with and without scenarios to understand the full benefits of QBCs.

The provision of the pedestrian improvements should have been offset by the delivery of traffic light pre-emption to provide additional priority for buses; however this has been delayed. Trials of the technology are taking place and it is now programmed to deliver traffic light pre-emption at 30 junctions along the A6 during 2006. To date, despite the lack of good quality before data, analysis of journey time data has demonstrated the following:-

The queue relocation scheme in Stockport Town Centre has reduced am. peak bus times by 10% (Car times have increased by 10%).
Bus journey times have improved by up to 14% in the northbound evening peak, but worsened by up to 12% in the morning peak northbound.

Other Improvements

At the end of the LTP1 period, before a round of intense competition between two operators, 90% of the vehicles on average were low floor, although this has remained steady through the programme
Similarly, 52% of the buses were 1-3 years old and the number of buses between 6-10 years had declined from 97% to 40% between 2003 and 2006.

Work continues to be delivered on the A6, and real time information will also shortly come on stream.

In LTP1 we aimed, in conjunction with the franchise replacement process, to increase the frequency and reliability of services, improve stations (particularly in terms of accessibility), increase the amount of park and ride spaces and build ten new stations to improve access to the network. Despite the funding difficulties, the railway network is now generally operating more reliably than in the recent past, with fewer cancellations and better time keeping. The West Coast Main Line renewal works, whilst causing severe disruption during construction, will continue to improve this situation. Along with the success of the Regional Centre economy, this probably explains why we have seen steady increases in rail patronage at all times of day over the last few years. The limited influence of GMPTA and local authorities on rail services and infrastructure provision should be noted, especially with regard to fare levels, service frequencies and key aspects of service quality.

We were able to :

meet our target to increase rail patronage, by 18% between 2001/02 and 2005/06
increase user satisfaction of rail services from 75% in 2003 to 90% in 2006
provide over 280 additional park and ride spaces spaces at stations
increase the number of fully accessible stations by 16%, from 48 in 1999/00 to 56 in 2005/06

What was planned to be done?	What was delivered? Plus explanation of any changes to what was planned
Assessment of existing facilities and identification of specific projects to increase mode share	Achievement level : 4 We have developed the Greater Manchester Railplan and undertaken development work which will allow schemes to proceed in the future. We have assessed each station in Greater Manchester and identified the improvements required, particularly in terms of accessibility and safety and security. Schemes for a number of stations on the Airport line are in an advanced stage of development and will build on platform works planned by Network Rail.
Develop partnerships with the rail industry	Achievement level : 1 In terms of improving stations, success has been limited, partly due to the financial difficulties of the rail industry during the LTP1 period together with changes in franchises, and also partly due to the fragmented nature of the industry at the time which made it difficult to negotiate solutions.
Small number of flagship stations to undergo major improvements	Achievement level : 3 We have worked with the industry and contributed LTP funding to improve the passenger benefits from improvement schemes at Piccadilly, Stockport and Ashton stations. These stations have been significantly improved and have contributed to town centre regeneration
Improvements to other stations	Achievement level : 2 Elsewhere, for the reasons outlined above, our focus has been on improving park and ride, as schemes outside rail land have proved easier to implement. We have provided over 280 additional parking spaces spaces at stations, with schemes at Marple, Bredbury, Horwich Parkway, Hindley, Greenfield and Westhoughton, bringing the total to 2,600 on the local rail network. We have also provided a ticket office and waiting room.at Horwich Parkway Some progress has also been made on increasing the number of accessible rail stations, with eight more stations becoming fully accessible (see also Table 6.6 ‘Summary of progress towards local targets’).
Contribute towards a number of new stations	Achievement level : 1 No new stations were built during LTP1, because of the difficulties in dealing with the structure and financing of the rail industry.
Improving integration with other modes	Achievement level : 3 We have taken steps to improve the integration of rail services, by providing three free Metroshuttle services (linking central Manchester stations with key locations, including car parks), free travel on Metrolink in Manchester City Centre for rail passengers, providing rail/bus/ taxi interchange at rural stations (Blackrod, Glazebrook and Greenfield), Rural Bus Challenge, and through providing interchange information at rail stations (see Interchange). Through the Railplan GMPTE and the councils are developing the Station Development Zone concept, in which the environment around the station for pedestrians and cyclists is improved at the same time as station improvements themselves, and that opportunities are identified for higher density development near stations. Examples of the application of these principles include surfacing and lighting improvements to footpaths around Gatley, Hazel Grove and Rose Hill stations in Stockport, and new residential development adjacent to Bredbury station, and under construction next to East Didsbury station. Secure cycle parking has also been installed at 46 rail and Metrolink stations, including 103 long-stay lockers.

Statement

Rail Station Improvements

A programme of station improvements has been implemented in LTP1 to improve rail infrastructure, with the aim of improving patronage and contribute to congestion reduction. The approach taken was to develop schemes that are value for money in a largely opportunistic way, particularly where there is an opportunity for joint funding and partnership working. Piccadilly station concourse
Open large scaleable image in PopupPiccadilly Station benefited from major engineering works over the LTP1 period, funded mainly by Railtrack. These included

a new train shed roof, platform resurfacing and a travelator to provide easier access to the through platforms,
complete remodelling of the concourse with new ticket facilities, retail outlets and better train information boards,
greatly improved Fairfield Street access with enlarged taxi rank and short stay parking, and
an improved main approach with better lighting, widened pavements and restrictions on access limited to buses, police, maintenance vehicles and cyclists.

LTP funding contributed to the provision of additional information screens at the Fairfield Street entrance, an enhanced terminal facility on the part of the approach ramp used by the Metroshuttle services, and improvements to the pedestrian access and street lighting. The completed station won the 'Large Interchange Project of the Year' and the 'Judges Special Award for 2003' in the Integrated Transport Award competition.

Open large scaleable image in PopupStockport Station refurbishment was officially opened in November 2003. GMPTA contributed £760,000 to the £3.5m joint project with Network Rail, Stockport Council and Virgin Trains. The scheme provided a new two-tier concourse entrance, enquiry and ticket booking area and waiting room, new disabled and short stay parking, an upgraded underpass with better lighting and CCTV, remodelled taxi rank and better traffic circulation on the adjacent roads. A new platform has been built, but is awaiting upgraded signalling before it can come into use. Bus calming measures were introduced at the station, along with construction of specific passenger crossings and an experimental speed monitoring machine. The nearby Grand Central car park has been included in the town centre's variable message signing system to helping visitors find car parking spaces easily.

Ashton-Under-Lyne Station
Open large scaleable image in PopupAshton-under-Lyne Station rebuilding was completed in 2003/04, after an opportunity was taken to add value to a Network Rail scheme by improving passenger facilities. The station was in poor structural and physical condition due to the lack of maintenance for many years and had poor accessibility and passenger waiting facilities. The works comprised a new ticket office and waiting hall, together with a lift for disabled access.

In addition, work also started to improve Salford Central station significantly, which will greatly enhance passenger facilities in a rapidly developing area of the Regional Centre. GMPTA agreed a £1.25 million contribution to Railtrack works at Manchester Victoria Station to replace the remaining areas of leaking roof. Crowd handling improvements were made at Horwich Parkway station in connection with events at the Reebok stadium, with subsequent provision of a new ticket office and waiting room.

We planned to build on the success of the Bury - Altrincham and Eccles Metrolink lines, in terms of patronage and modal shift, by extending the Metrolink network to Oldham / Rochdale, Manchester Airport and Ashton-under-Lyne, as well as increasing vehicle capacity and improving stops on the Bury-Altrincham line. In addition, we planned to include extensions to Trafford Park (to be funded by the private sector), the Lowry and East Didsbury in the contract documentation for the 'Single Contract' and invite the private sector to bid for their construction. We also planned to continue development work on a scheme to extend the East Didsbury line to Stockport.

We also planned to open a number of new stops on the Bury-Altrincham line. This work was considered to be the most appropriate transport solution to assist regeneration in these corridors and enable us to achieve our economic goals without compromising policies on achieving modal shift and limiting traffic growth which would otherwise harm the economy and environment.

We were able to :

achieve a 16% increase in Metrolink patronage between 2001/02 and 2005/06
increase user satisfaction of Metrolink services from 84% in 2003 to 95% in 2005/06
improve 18 Metrolink stops
provide 720 additional park and ride spaces

What was planned to be done?	What was delivered? Plus explanation of any changes to what was planned
Expansion of the Metrolink network (Phase 3)	Achievement level :1 Funding for the three new lines (known as the 'Single Contract') was announced in 2000 and the tendering process began. We carried out advanced works at a number of locations, including the clearance of land for the proposed depot at Old Trafford, rebuilding St Mary's School, Droylsden and works at Central Park Manchester. In July 2004 the Secretary of State withdrew funding owing to the rise in cost of the project. A ministerial working group was set up with DfT to find a way forward and met between September and December 2004. The Government subsequently confirmed that the original offer of £520m was still available for Metrolink expansion in Greater Manchester. In April 2005, the countywide Integrated Transport Strategy, developed by GMPTA and AGMA, was submitted to DfT. This reaffirmed Metrolink as the most appropriate solution for the Oldham/ Rochdale, Ashton and South Manchester/Manchester Airport corridors and set the light rail proposals in a multi-modal context, with supporting behavioural change strategies. It also included a revised procurement strategy for Metrolink. Following more detailed appraisal, the South Manchester/Manchester Airport scheme was modified and only the eastern section of the loop which travels through Wythenshawe to Manchester Airport is now included in the current scheme. The revised scheme is £40M cheaper than the original, and makes the line the best performing of the proposed extensions in terms of costs and benefits. The powers that would enable the western part of the loop to be built will , however , be retained, in order to improve transport links to Wythenshawe Hospital further, and to serve proposed developments in the Davenport Green area. Metrolink Phase 3 has been identified as a priority for regional funding allocation in the regional prioritisation process, and spend can now progress on this. We are also exploring other funding sources, including the Transport Innovation Fund, and prudential borrowing. Dialogue with DfT is continuing. We submitted a major scheme bid for the Stockport extension in 2001, but government assessment of the scheme became bound up in discussions on the Single Contract. As a result, we were unable to proceed with a Transport and Works Act application. We are still committed to progressing this scheme as soon as possible.
Increasing capacity on the Altrincham-Bury line	Achievement level : 1 The need to provide additional vehicle capacity for the existing Metrolink lines arose from the fact that peak hour services are overcrowded and the tram stock is insufficient to deal adequately with demand and with the need for trams to be out of commission for repairs and/or regular maintenance. The most cost effective way to buy new vehicles was to do so as part of the Single Contract. However, because of the lengthy timescale we attempted to solve the problem by adding centre sections to existing trams or by buying secondhand vehicles. Both approaches failed for technical or logistical reasons so we modified our approach by adding additional vehicles and infrastructure enhancements such as renewed track & ticket machines (the need for which had become apparent during LTP1) to the Single Contract.
Improvements to existing network	Achievement level : 3 We carried out a programme of improvements to stops on the Altrincham-Bury line, including platform renewals, removal of unnecessary footbridges and redundant structures on platforms. We also fully opened the Cornbrook stop, which was previously an interchange only with no street access, to reflect the increased activity in the surrounding area as a result of ongoing investment in regeneration. We are undertaking a refurbishment of the Phase 1 tram vehicles, including new floors and livery which improves door visibility for partially sighted people. In July 2005, the Secretary of State conditionally approved proposals which had been submitted in January 2005 for the allocation of £58m of the £520m originally agreed for the Single Contract to fund 8 additional trams, improvements to stops (including lighting, information and accessibility, along with new ticket machines) and major infrastructure works including the upgrade and renewal of the sections of former railway lines and other works in Manchester city centre. The approval of this spend is subject to a number of conditions being met, in particular that there will be no increases in cost. The £44M balance of the programme will be funded by GMPTE. The total funding package will deliver the following improvements to the existing network: capacity improvements and system reliability works – primarily 8 additional trams together with the associated facilities and Infrastructure upgrade works including those necessary to meet Disability Discrimination Act requirements and enhance personal safety track improvements new ticket vending machines A shortlist of four bidders has been drawn up for the supply of trams, and another five companies have been invited to bid to renew the track.
Additional stops	Achievement level : 1 The delay in increasing vehicle capacity has meant that we have not pursued plans for additional stops on the Altrincham-Bury line other than the Shudehill Interchange in central Manchester. We have however, increased car parking at a number of stops, providing 271 spaces, in order to alleviate on-street parking problems. We also built the 450 space Ladywell park and ride facility on the Eccles line. There are now 1,300 spaces at Metrolink stops.

Statement

Improvements to Stops

Shudehill Interchange
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Apart from the Manchester city centre sections, the stops on the Altrincham- Bury line were all conversions from the original British Rail stations with minimal change other than accessibility improvements and the addition of CCTV and ticket machines. As a result some of the infrastructure was in urgent need of renewal.

During LTP1 we carried out a programme of improvements at these stops, including:

The removal of redundant former rail structures such as dividing walls within passenger shelters to improve personal passenger safety and security
Additional car parking at Crumpsall, Besses o’ th’ Barn and Whitefield, with improved disabled parking and cycle facilities, and improvements at Prestwich and Radcliffe to the signing and lining
New disabled parking and improved lighting in car parks
Additional or revised CCTV
Removal of enclosed wooden overbridges at Timperley, Crumpsall,and Bowker Vale
Platform renewal to provide level access throughout, along with tactile paving
Upgrading access ramps to meet current DDA standards
Refurbished staircases
Upgraded passenger canopies
Improved lighting and public address systems
New stop at Shudehill in anticipation of the opening of the major interchange (January 2006)
Making Cornbrook fully accessible from the street, as opposed to an interchange-only stop
Major improvements to the subways at Prestwich,Radcliffe and Besses o 'th' Barn.

In all, 18 stops underwent some kind of improvement, but a considerable amount of work remains to bring them up to preferred standards, and the Metrolink Phase 1 & 2 Renewals scheme, for which the tendering process is underway, will allow us to make further improvements to lighting, accessibility and ticket machines. Along with the increased tram capacity and infrastructure renewals which form part of the same scheme, this will ensure that Metrolink remains an attractive alternative to the car.

Statement

The Eccles Extension

Eccles Interchange, Salford
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The Metrolink extension to Salford Quays and Eccles opened in two stages. The first section to Broadway opened in December 1999, with the second section from Broadway to Eccles opening in July 2000. It provides links both to central Manchester and the developing employment/leisure facilities at Salford Quays. A Metrolink / bus interchange was built in Eccles town centre in 2002 along with a major 450 space park and ride facility at Ladywell. In 2005 the Cornbrook stop which had previously just provided interchange between the Altrincham - Bury and Eccles lines, was fully opened with access from street level, reflecting the regeneration of the surrounding area. Patronage has grown steadily throughout the LTP1 period, both in the peak and off peak, reflecting the growth of Salford Quays as both an employment and leisure / shopping destination.

Patronage Trend on Eccles Metrolink Line
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In LTP1 we acknowledged the important role of taxis and private hire vehicles (PHVs) in the integrated transport network by serving a demand to/from remote or dispersed locations or at times that cannot be served by other modes such as bus or rail

We were able to :

develop a voluntary service standard for taxis contracted to GMPTA
introduce demand responsive transport schemes to supplement the local bus network, six of which are currently shared taxi services

What was planned to be done?	What was delivered? Plus explanation of any changes to what was planned
Development of voluntary service standard for taxis and PHVs contracted to GMPTA	Achievement level : 4 In addition to specifying pick up times within 30 minutes of the desired time, and punctuality standards, GMPTE's service specification for Demand Responsive Taxi services sets out standards for vehicles which include accessibility, repair/ maintenance, driver training in customer care and disability issues.
Further development of interchange points and other initiatives to integrate taxis further into local transport networks	Achievement level : 2 Taxi ranks or drop offs are included in new bus station design, and have been introduced at rural rail stations (see below). Examples include ranks provided next to the new Hyde bus station, and at Eccles. In centres with an extensive night time economy, taxis are unable to meet the demand when pubs and clubs close. Nightbuses were therefore introduced, initially in Manchester and later in Wigan and Bolton (a further pilot in Altrincham was withdrawn due to lack of demand), to disperse revellers more rapidly. This has reduced the crime and disorder associated with waiting for transport home. A taxi call point was installed at Stockport bus station, mainly for the benefit of coach travellers.
Further development of arranged passenger transport using taxis	Achievement level : 3 Taxis are also used to supplement bus services in areas of very low demand (see Statement ‘’)
Creation of taxi/bus interchanges at three rail stations, funded from Rural Bus Challenge	Achievement level : 4 Facilities for taxis / buses have been provided at Blackrod, Glazebrook (in Warrington but close to the border with Salford) and Greenfield
Distribution of handbook to apprise drivers of DDA requirements and customer care.	Achievement level : 4 See Statement ‘Taxi and Private Hire Development Work’ below
Improvements to the licensing arrangements	Achievement level : 2 Taxis in Manchester and Stockport are required to meet emissions standards in order to be granted a licence.

Statement

Arranged Passenger Transport (APT)

In partnership with taxi/PHV operators, we have introduced a number of APT services in areas where demand is too low to merit a full bus service. These shared taxi services either provide new links to facilities or replace bus services which have been withdrawn. Users book up to 30 minutes in advance and are given a 15-minute pick up slot. Passengers are taken to a destination that tends to be limited to local shops and hospitals, or an interchange point (often a rail station). Some services operate throughout the day, whilst others operate evenings and Sundays only. Fares are slightly higher than equivalent bus journeys, but lower than taxis. More than 20 services now operate across the county re-branded as Local Link. Some were funded through Rural Bus Grant and Rural Bus Challenge. Most users are women (mainly over 50s) with no car available. They often have some form of mobility impairment and use the service for shopping, leisure and travel to hospital. Surveys suggest good user satisfaction ratings. In 2004/05 the total patronage on Demand Responsive services, including taxi-based DRT, was in excess of 164,000.

Statement

Taxi and Private Hire Development Work

In September 2005 GMPTE carried out a questionnaire survey, which was sent to the ten Greater Manchester licensing authorities to establish policies and practices with regard to vehicle accessibility and disability awareness training for taxi and private hire drivers; and the scope for collaborative working to improve disability awareness training and guidance.

A parallel survey of disabled taxi and private hire users was also carried out to understand more about their needs. 170 Questionnaires were sent out and the response rate was 47% , indicating the importance of taxi and private hire travel to disabled people. Over two thirds of respondents rated their experience as good or very good. However, 10% rated their experiences as poor or very poor. From the responses given for both good and bad experiences it was clear that drivers have an effect on the quality of the journey for disabled users and that better customer care training including in disability equality issues would be helpful.

GMPTE had published a Taxi and Private Hire Driver’s Handbook in 1998, giving guidance to drivers on customer care for disabled passengers and advice on the implications of the Disability Discrimination Act. The Handbook was produced following the introduction of the GMPTE Travel Vouchers Scheme, which provides door to door travel opportunities for certain disabled people who are not able to use mainstream buses. Vouchers can be spent on accessible bus services such as Ring and Ride and Local Link, but most users tend to spend their vouchers on taxis and private hire vehicles. The handbook was distributed to taxi and private hire operators who participated in the travel vouchers scheme, as a way of spreading awareness of customer care and disability issues.

Following the survey work, Greater Manchester authorities have agreed to update the handbook to reflect new legislation under the Disability Discrimination Act. Publication of the revised handbook has been delayed due to the need to incorporate the Disability Rights Commission's Code of Practice on provision and use of Public Transport Vehicles, due to be issued imminently.

Production of the handbook is the first step in a programme of work which also aims in the longer term to work in co-operation with Greater Manchester licensing authorities and other partners to:

encourage development of common standards in terms of vehicle accessibility and driver training across the county (also involving Macclesfield and Warrington councils)
encourage greater participation amongst Greater Manchester taxi and private hire operators in the travel vouchers scheme
increase the pool of taxi and private hire operators with accessible vehicles
encourage take up of accredited training courses for drivers
encourage development of common policies on the use of bus lanes by taxis and private hire cars.

The LTP1 noted the importance of easy interchange in enhancing the range of journeys that can be undertaken by public transport, and the contributory factors of information provision, reliability and frequency of services, through ticketing and the places of interchange themselves. Improving these factors was a core part of the Integration project.

What was planned to be done?	What was delivered? Plus explanation of any changes to what was planned
Improvements to interchanges, including a better interface with broader policies	Achievement level : 4 The Integrate project identified both the potential of interchange to increase the range of the public transport network and the need to remove barriers to interchange.
Initial audit covering four areas for improvement: information, reliability / frequency of services, ticketing and places of interchange.	Achievement level : 4 We identified over 200 places of existing or potential places of interchange, grouped them into classes (ranging from major interchanges to 'informal' groupings of bus stops) and specified standards for each in terms of accessibility, safety and security, information and passenger facilities. An audit then identified deficiencies.
Development of an implementation programme	Achievement level : 3 The results of the audit influenced the work programme and affected our original targets for Headline Indicator 1 (Interchange). Because of the potential high cost of physical improvements, it was decided to implement these as part of other schemes rather than develop a specific programme, and focus on improving information at interchanges. The targets were amended in the light of the revised work programme in 2004.
Implementation of improvements to information	Achievement level : 4 Information has been provided at all identified places of interchange. Information about bus services is now available at rail stations and information about rail and Metrolink destinations is included in bus timetables. All of this is subject to ongoing audit. We also carried out a mystery shopper exercise involving over 100 journeys, many of which involved interchange. Overall, we received very good feedback on interchange information, staff and facilities. (See also 5.1.2.6 ‘Information’).
Developing partnerships with operators	Achievement level : 2 Partnerships have been formed under the Integrate Project umbrella (see Statement ‘The Integrate Project’). Performance Improvement Partnerships have been formed with the three largest operators and a dozen services now have prioritised action plans. The reliability of GMPTE subsidised services has improved over the last year as a result of these actions.
Ticketing improvements	Achievement level : 2 Multi-modal day tickets were introduced prior to LTP1, but were incorporated in a Ticketing Scheme, one of the first to be completed under the Transport Act 2000. Further ticketing improvements were intended to follow the introduction of smartcard ticketing (' Readycard'). This scheme has been subject to delay because of the complexity of dealing with multiple operators.
Improvements to interchange infrastructure	Achievement level : 2 Improvements have been made to enhance interchange infrastructure, including better facilities for disabled people. We have built new multimodal facilities at Eccles, Shudehill and Manchester Airport, as well as bus stations at Middleton and Hyde. We have improved other bus stations (such as Bury Interchange) and Metrolink stops, and begun a programme of additional bus shelters, including larger facilities at key locations. We have worked with the rail industry to improve Piccadilly, Ashton, Stockport, Salford Central and Horwich Parkway stations
Improving access to public transport interchanges	Achievement level : 2 We have provided secure cycle parking at a number of rail and bus stations, and introduced the innovative Bike Locker Users Club (BLUC). GMPTE and councils have developed proposals for 'Station Development Zones' which would see pedestrian access being improved at the same time as the station. GMPTE also routinely screens major planning applications. The Cornbrook Metrolink stop was previously just an interchange, but this has now opened as a stop to access development sites. The implementation of Shudehill Interchange was part of the Masterplan following the 1996 bomb; this development has improved access to the Northern Quarter and to the expanded Arndale centre.
Harnessing the potential of contributory funding	Achievement level : 3 We used Rural Bus Challenge funding to provide bus/ taxi interchange at 3 rural rail stations. All our demand responsive services (bus & shared taxi) link with appropriate local rail stations.

Statement

Bury Interchange

Bury Interchange
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This scheme included improved bus stands with new information boards, seating, lighting and better bins, refurbishment of the travelshop, improved visibility strips on pedestrian routes to assist people with visual impairments, improvements to pedestrian crossing facilities and signage and improved lighting.

A survey conducted found that over three quarters of respondents stated that they were 'very satisfied' or 'satisfied' with the improvements that have been made at Bury Bus Interchange. When asked about facilities in place it was found that the PTE was 'getting it about right'.

Statement

'The Station': Manchester Airport Ground Transport Interchange

The Station, Manchester Airport
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The Ground Transport Interchange at Manchester Airport, called 'The Station' was developed as part of the Ground Transport Strategy and cost £60 million. This comprised a state-of the-art bus station including up-to-the-minute electronic information. Facilities include retail outlets, Manchester Airport Information System (MAISY) information points, the Cycle Centre and the rail booking office. Space is allocated for a Metrolink stop, and the Airport, GMPTE and Network Rail are developing plans for a third railway platform, allowing for longer trains, increased capacity and improved reliability.

In 1992, public transport's mode share stood at 10% (2.4 million trips p.a) and by 2003 had risen to 19% (5.1 million trips p.a). By 2002 there were 16% fewer vehicle trips per air passenger compared to the situation in 1992. (See also Figure 6.7 ‘Average Number of Vehicle Trips / Air Passenger’).

Statement

The Integrate Project

The Integrate project was developed in 1998 as a partnership between the Greater Manchester Authorities, the Highways Agency, the bus operators, the principal train operator, the Metrolink operator, Railtrack and Manchester Airport. The aim was to improve the quality of public transport and present it as an integrated high quality network that is easy to understand and use. Through the voluntary Quality Partnership Agreement signed in the presence of the then Minister for Transport, John Reid, on 3 August 1998, the partners agreed to work together to improve all five elements of a public transport journey, namely:

passenger information
the waiting environment
the services themselves
ticketing
connections and interchange

We can point to a number of achievements since the project began:

good rail and Metrolink patronage (rail +26%, Metrolink +52%)
bus patronage which compared well to other metropolitan areas (-1%). (See also 6.1 ‘Overall Progress on Core Targets’)
a network of Quality Bus Corridors
significant improvements in the range, quality and availability of public transport information
greater integration of ticketing, with the introduction of multi-operator and multi-modal day tickets. In 2003/04, almost 1 in 12 bus journeys (over 19 million) were made using multi-operator and multi-modal integrated tickets
Improvements in bus quality, with 48 % wheelchair accessible and 53% meeting Euro 2 or Euro 3 emission requirements (a further 8% of buses are fitted with particulate traps.)
Improvements in network stability (reduction in the number of dates per year on which services are changed

The Integration Project was a case study for a report published by the European Commission in November 2003 entitled “Integration and Regulatory Structures in Public Transport”. The report was prepared by a research team led by NEA Transport Research and Training. The Transport Studies Unit of Oxford University carried out the work in the UK. Greater Manchester was one of 14 case studies from all over Europe that were studied in the report. Part of the report contains an evaluation of the impact of the Integration Project. The researchers concluded that the Project’s work in introducing integrated day travelcards and integrated high quality information had resulted in a total benefit of 23 million Euros per year. A cost of 15 million Euros per year is delivering a benefit to passengers of 38 million Euros per year¹. The report summarises the benefits to passengers as follows: “Users are benefiting from improved interchange facilities, integrated information provision, ticketing integration and better planning of routes and timetables. The initiatives within the Integration Project have also provided quality improvements of public transport services. Furthermore there is evidence that users are benefiting from lower journey times for services within the Quality Bus Corridor programme. The information available so far points to the possibility that the Integrate Project is starting to deliver positive results.”²

¹ NEA “Integration and Regulatory Structures in Public Transport” Rijswijk, November 2003, Table 4.17

² NEA report section 4.5.3

As a result of joint working with operators through the Integration Project, we already had a well developed information strategy prior to the publication of LTP1.

We therefore planned to:

progress that strategy
draw up a specification for information in line with the powers expected in the forthcoming Transport Act
create a single integrated information service, covering all modes and giving information on timetables, journey planning and fares.

Most elements of our strategy were included in the Scheme of Information, adopted in 2002, including the items described in detail below.

As a result of our work in this area, we:

exceeded our target of increasing the number of outlets with passenger transport information, from 600 in 1999/00 to 3,437 in 2005/06
met our target of increasing the percentage of bus stops with information from 19.8% in 1999/00 to 60.5% in 2005/06
substantially increased residents' satisfaction with the provision of public transport information from 51% in March 2002 to 65% in March 2006, the highest level ever recorded.

What was planned to be done?	What was delivered? Plus explanation of any changes to what was planned.
Provision of information as specified in the Scheme of Information	Achievement level : 4 We provide: printed timetables, timetable displays, maps, telephone information services, staffed information points, self service information points, an internet journey planner, bus station signing, fares information, bus stop plates, guides to specific destinations and information on concessionary fares (recently revised following the introduction of the free concessionary travel scheme). We are also rolling out real time passenger information as part of a wider Information Strategy
Information for people with disabilities	Achievement level : 4 The Scheme of Information includes accessibility standards for information provision, and all published material conforms to DDA guidelines. The internet site is “bobby” tested for DDA and we also use ‘Typetalk’ through the call centres. Following the introduction of free concessionary travel, a specific leaflet has been produced on 'low fares and free travel for disabled people'
Securing sufficient funding to deliver the strategy	Achievement level : 4 We work in partnership to fund and provide information services. We established Greater Manchester Passenger Transport Information Limited (GMPTIL) in partnership with operators (including rail). This company shares the cost of providing call centre services, the internet journey planner, SMS services and on-street kiosks. Operators currently contribute 49% of the cost of these services. Bus timetables are produced through the GMPTE information Bureau, which charges for its services. In this way the cost of producing and updating bus timetables is also shared between GMPTE and operators. In 2005/06, the gross cost of providing the information service was £2.105m, of which £629,000 was recouped from operators, giving a net cost of £1.315m. In addition, specific information improvements are funded from the capital programme, eg real time passenger information, electronic information points and information at interchanges.
Availability of printed timetables, timetable displays and maps,	Achievement level : 4 During LTP1 we greatly increased the availability of information, exceeding our targets for bus stops with timetables and locations where timetables are available. Timetable guides for all services across Greater Manchester and timetables are now displayed at over 6000 stops across Greater Manchester The proportion of bus stops with timetables increased from 19.8% to 60.5% in 2005/06 (our target was 60%), whilst timetables and other information were made available at 3437 other locations (our target was 3000) compared to 600 in 1999/00. We also provided information in other languages and formats.
Call centre information	Achievement level : 4 Traveline, our telephone inquiry bureau, provides timetable information on bus, tram and train, as well as information on demand responsive transport services and bus fares. This has achieved, and indeed bettered, all its performance measures in line with the National Measures, with 96%+ of calls answered (compared to the target of 90%) and 92% of calls answered within 30 seconds (compared to the target of 80%). In national ‘mystery shopper’ exercises, covering quality and quantity standards, we achieve a 93-95% success rate.
Electronic Information	Achievement level 3 We provide SMS service for information on the next service from individual stops (using scheduled information or RTPI, where available). We also have 41 electronic information points at key locations.
Information at Manchester Airport	Achievement level 4 Specific information improvements have been made at Manchester Airport, including Manchester Airport Information System (MAISY) kiosks, Passenger Information Display Systems monitors, multi-modal information systems and common branding for maps, vehicles and bus stops
Internet journey planner	Achievement level : 4 We provide, in line with PTI guidelines, an Internet Journey planner covering journeys across the North West region: see Statement ‘’ below
Co-operation with transport operators and adjacent authorities	Achievement level : 3 We work in partnership to fund and provide information services. We established Greater Manchester Passenger Transport Information Limited (GMPTIL) in partnership with rail and bus operators). This company shares the cost of providing call centre services, the internet journey planner, SMS services and on-street kiosks. The North West Traveline Board, which has representatives from each of the North West authority partners and operators, ensures that PTI requirements are implemented across the region. As part of the UK Traveline network we are one of 6 areas using the same software. This enables us to share the costs of future developments. The Railspeech information system, accessible by mobile and tone phones, has since 2004 given real time train running information for 97 medium and smaller stations not equipped with electronic displays, and is a valuable information and personal safety feature at unstaffed stations. It uses Network Rail's TRUST train reporting system
Information at Interchanges	Achievement level: 4 Information is provided at all bus and rail stations and Metrolink stops. We have also made excellent progress in extending interchange information to informal places of interchange (groupings of bus stops). (See also 5.1.2.5 ‘Interchange’)
Integration of information on other modes of transport	Achievement level : 3 Bus information is provided at rail stations and information about rail and Metrolink destinations is included in bus timetables. Information on station cycle parking is included on most rail timetables, and has featured in articles in the 'On Yer Bike' magazine. Walking and cycling promotional events have appeared alongside other events accessible by public transport in GMPTE's leaflet ''Days Out In June', produced for Green Transport Week.
Integration of information with other policies such as travel plans, travel awareness and sustainable tourism	Achievement level : 4 We have pioneered information targeted at people who are not regular public transport users. The booklet 'Connecting People with Places' provides advice on how to get information, plan a journey, buy the right ticket and get cheaper travel. A website, http://www.goto.org.uk/, provides a guide to travel in Greater Manchester for 14-19 year olds. This includes journey planning, fares, safety and also encourages young people to walk and cycle for short journeys GMPTE provides a journey planning service to businesses locating or relocating in the conurbation, to those preparing Travel Plans and at events such as 'Freshers' Weeks' at the Universities

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