5 Programme Delivery
5.1 Delivery of LTP Programme
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
5.1.1 Funding
The annual LTP funding for Greater Manchester was made available in three main parts:
Major scheme s: allocated directly to the relevant authorities, as supported borrowing and direct grantMaintenance : 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)
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
5.1.1.1 Integrated Transport Block
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
The Greater Manchester ITB settlements and spend over the LTP1 period is set out below:
|
Year |
Indicative amount (from 2000 settlement letter) |
Actual settlement |
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
|
Year |
Actual settlement |
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.
|
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
5.1.1.2 Major Schemes
Major Scheme funding was made directly to the relevant authorities. A summary of major scheme settlements and spending is set out below:
|
Year |
Actual settlement |
Amount spent |
|
2001/02 |
£64,483 |
£35,544 |
|
2002/03 |
£122,033 |
£121,521 |
|
2003/04 |
£73,859 |
£40,339 |
|
2004/05 |
£29,107 |
|
|
2005/06 |
£25,530 |
£39,914 |
|
Total |
£315,012 |
£276,591 |
In addition, funding was secured for the
5.1.1.3 Maintenance
|
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
5.1.1.4 Other Sources
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
5.1.1.5 Revenue Funding
The LTP capital programme was also supported by other
complementary transport related activities financed through authorities'
|
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 |
|
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 |
769 |
611 |
649 | ||
|
4,958 |
5,563 |
5,560 |
5,765 |
2,127 | |
|
3,907 | |||||
| Car |
3,193 |
1,081 |
4 |
1,739 |
-1,758 |
| Concessionary fare support |
44,360 |
42,260 |
39,990 |
40,617 |
35,664 |
| Subsidised |
8,100 |
9,870 |
13,650 |
12,606 |
14,866 |
| School transport |
7,450 |
7,330 |
7,980 |
8,056 |
8,607 |
|
1,260 |
820 |
3,460 |
2,257 |
1,194 | |
| Accessible transport |
4,510 |
4,620 |
5,800 |
5,834 |
6,030 |
|
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 |
5.1.2 Public Transport
5.1.2.1 Bus, including Quality Bus Corridors
In LTP1 we planned to increase
In order to achieve our objective, we were also dependent
on the actions of bus
- 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 withbus 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 |
| 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 The M60 Junction Eighteen to Twelve (
A Transport and Works Act application was made for
the guided section of the Leigh- (See Statement ‘The Quality Bus Corridor Network’ for further details of the QBC network). |
| 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
| |
| Integration of services with those of the
|
Achievement level: 2
|
| 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
Councils have also systematically targeted schemes
at |
| Improved waiting facilities |
Achievement level : 3 We completed Middleton,and Hyde bus stations,
Shudehill Interchange and the 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, |
| Improve the |
Achievement level: 3
Section 5.1.5
‘Disability Issues and Social Inclusion’ sets out our
achievements in this area, including integration with the voluntary,
|
Statement
The Quality Bus Corridor Network
The flagship QBC network as proposed in LTP1 is
substantially complete, with 172 miles of
The QBC network involved the introduction of many
facilities which not only benefited bus journeys, but the journeys of bus
passengers to and from
- 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
Statement
The A6 Manchester - Hazel Grove Quality Bus Corridor
Background
The A6
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
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 |
|
Cyclist Improvements |
Improved Quality (fleet age) |
|
Yes |
Yes |
Partly met |
Partly met |
Yes |
Yes |
Yes |
In addition, complementary investment to improve the
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
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.
5.1.2.2 Rail
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
- 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
|
| Develop |
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 |
| 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
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 |
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 |
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

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

Open large scaleable image in PopupStockport
Station refurbishment was officially opened in November 2003.

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Popup
5.1.2.3 Metrolink
We planned to build on the success of the
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
- 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
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 We submitted a |
| Increasing capacity on the Altrincham-Bury line |
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 |
| 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
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
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 |
Statement
Improvements to Stops
Open large scaleable image in Popup
Apart from the Manchester city centre sections, the stops
on the Altrincham-
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 thesigning and lining - New disabled
parking and improvedlighting 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
Statement
The Eccles Extension

Open large scaleable image in Popup
The Metrolink extension to
5.1.2.4 Taxis
In LTP1 we acknowledged the important role of
taxi s 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
- 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,
|
| Further development of interchange points and other initiatives to integrate taxis further into local transport networks |
Taxi ranks or drop offs are included in new bus
station design, and have been introduced at In centres with an extensive night time economy,
taxis are unable to meet the demand when pubs and clubs close.
A taxi call point was installed at
|
| Further development of |
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
|
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
Statement
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
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
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.
5.1.2.5 Interchange
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,
|
| Development of an implementation programme |
Achievement level : 3 The results of the audit influenced the work
programme and affected our original |
| Implementation of improvements to information | Achievement level : 4
Information has been provided at all identified
places of interchange. Information about |
| Developing |
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 |
| 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 ('
|
| Improvements to interchange infrastructure |
Improvements have been made to enhance interchange
infrastructure, including better facilities for |
| 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
The Cornbrook 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 |
Statement

Open large scaleable image in Popup
This scheme included improved bus stands with new
information boards, seating,
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':

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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
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
- 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
5.1.2.6 Information
As a result of joint working with
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.
- 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 |
| Securing sufficient funding to deliver the strategy |
Achievement level : 4 We work in Bus timetables are produced through the
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 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
|
| Electronic Information | Achievement level 3
We provide SMS service for information on the next
service from individual stops (using scheduled information or
|
| Information at |
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 |
| 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
|
| Integration of information with other policies such as
|
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 |
