Integrate. the greater manchester initiative in passenger transport

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From this document you will learn the answers to the following questions:

  • What kind of progress was the Local Transport Plan's bid for resources to make?

  • What did progress on the project start last year?

  • How long did the Integrate project progress?

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1 Integrate the greater manchester initiative in passenger transport The Integrate project second annual report 1999/2000

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3 The Integrate project second annual report 1999/2000 Foreword 3 This, our second Integrate Project Annual Report, sets out the achievements of all the partners in the project between August 1999 and July Substantial progress was made in our first year and, as the report shows, this has been sustained in the second year on all modes of public transport. The various schemes that form part of the Integrate Project are now coalescing into development and implementation programmes for: passenger information Quality Bus Corridors Interchanges In many ways the Integrate Project was ahead of the Transport Bill. Nevertheless, when it is enacted, the legislation will enable us to strengthen the project, particularly by statutory Quality Partnerships. However, it is the intention of the parties in the project to continue to progress along the partnership route by co-operating wherever possible. In this way we believe we will continue to deliver greater benefits to the people of Greater Manchester by providing them with a high quality multi-modal public transport network. C J Mulligan Chair Integrate Project Steering Group Smartcards Fixed track services The Local Transport Plan, submitted in July 2000, includes a bid for resources to make substantial progress on these projects.

4 4 The Integrate project second annual report 1999/2000 The partners The Greater Manchester Integrate Project is a partnership that brings together almost everyone involved in transport infrastructure, planning and provision for the Greater Manchester area. The partners are: Greater Manchester Passenger Transport Authority and Greater Manchester Passenger Transport Executive (GMPTE) GMPTE Greater Manchester Passenger Transport Authority all ten District Councils the Highways Agency Greater Manchester Bus Operators Association and Greater Manchester Travelcards Limited (representing almost all bus operators) First North Western (the principal train operator) Altram (Manchester) Limited (the Metrolink tram operator) Railtrack Manchester Airport It has the active support of the Directors of Public Health

5 The Integrate project second annual report 1999/2000 Contents back page leaf Foreword The partners About this report The project Achieving the aims The County-wide Quality Partnership Agreement Further progress on projects started last year Progress on new initiatives for the second year The second year s programme Moving forward next year The new legislative context The programmes Appendix 1 The vision 2005/06 Appendix 2 Interchange locations map Appendix 3 Quality Bus Corridors map

6 6 The Integrate project second annual report 1999/2000 About this report This document: describes the main elements of the Greater Manchester Integrate Project. summarises its achievements in the first two years to 31 July presents our proposals for next year (up to July 2001). sets out our vision of what we want to achieve by the end of the Local Transport Plan Period in

7 The Integrate project second annual report 1999/2000 The project 7 The project and its objectives The Greater Manchester Integrate Project has two key objectives: to improve the quality of public transport. to present it as an integrated, high quality network and one that is easy to understand and easy to use. This will help to retain existing passengers, and to persuade them to make more use of public transport; but, most importantly, it will attract new passengers who currently use other forms of travel, and in particular those who use cars. All of this is necessary to help achieve the objectives of national transport policy, which are: integration within and between the different modes of transport. integration with the environment. integration with land use planning. This accords with the opinions of over 3,000 people who responded to the consultation on the Local Transport Plan this year. 75% agreed that improving public transport should be a key aim of the LTP. 82% want top priorities in spending on smaller schemes to go to improving public transport and improving bus, train and tram stops and stations. Persuading more people to travel by public transport was identified as the most effective means of reducing traffic congestion. Origins of the project The Greater Manchester Integrate Project was launched 3 August 1998 by the Minister for Transport. It has the personal support of the Deputy Prime Minister, who designated Greater Manchester the first centre of excellence in integrated transport. The project was developed as part of the Greater Manchester Transport Strategy. This strategy has been the foundation of the county s Local Transport Plan that was submitted in July of this year. integration with policies for education, health and wealth creation.

8 8 The Greater Manchester Integrate project Achieving the aims Achieving quality improvements to public transport calls for close collaboration between the project partners. This has been formalised in a Quality Partnership Agreement. It operates on two levels: a county wide umbrella agreement, which commits the partners to a series of measures that will affect the entire network. The most striking results are: the intermodal one-day travelcards, which allow users to travel on all available forms of public transport within the Greater Manchester area, and the passenger information programme. a commitment to the programme of Quality Bus Corridors, which will be implemented by bus corridor agreements. These agreements commit the partners to specific measures that will improve public transport on a number of main transport corridors throughout the county. The county-wide Quality Partnership Agreement This agreement the first of its kind in the country has now been signed by: Greater Manchester Passenger Transport Authority GMPTE AGMA (representing the ten District Councils of Greater Manchester) the Highways Agency almost all bus operators represented by the Association of Greater Manchester Bus Operators First North Western Railtrack Altram (Manchester Ltd), the Metrolink operator, and Manchester Airport

9 The Greater Manchester Integrate project The County-wide Quality Partnership Agreement 9 The agreement was finalised after extensive discussions between the parties concerned and with the Office of Fair Trading. Its main provisions are: better information for passengers and potential passengers. expansion of multi-modal, multi-operator ticketing. targets for more use of low-emission and fully accessible buses. agreement to confine bus service changes to fixed dates, and to give more notice of service changes and tender invitations. introduction and development of the bus priority programme. provision of improved passenger interchange facilities. This agreement is the cornerstone of the project and includes a wide range of commitments to further actions to bring significant benefits to the whole of Greater Manchester. During the year it was submitted to the Office of Fair Trading for informal guidance under the 1999 Competition Act. Whilst the OFT was of the view that most of the agreement was consistent with the Act they have advised that the parts of the section dealing with ticketing are likely to breach Chapter 1 of the EU Competition Directive. This is a major source of concern as it is not clear that the agreement would benefit from the Proposed Block Exemption for ticketing schemes. It is therefore intended to modify the agreement to see if it can achieve its objectives within the constraints of competition legislation. total service upgrades on main corridors.

10 10 Progress and achievement in the first two years Further progress on projects started last year The second year has seen: further progress on projects started last year. progress on new initiatives for the second year. Last year s report included a summary of the progress we had made by then. A number of projects were partly completed at that time. However, a lot more progress has now been made and most of these projects have been completed as the table opposite shows: Unified telephone information services Printed timetables for all services Timetable information on Internet Information on rail/metrolink tram services in bus timetables Guides to local bus services for tram/train stations Improved quality standards in bus stations High frequency network map Bus priority programme Eccles Old Road bus priority Day Travelcards More buses meeting EU emission standards More accessible low floor buses County-wide Quality Partnership Agreement Fixed date for service changes Publicity distribution

11 Progress and achievement in the first two years Further progress on projects started last year 11 First year Second year Achieved Achieved for bus and rail Metrolink in production Achieved Achieved In progress In progress Achieved First section complete Achieved Achieved Achieved Achieved Achieved Achieved Achieved

12 12 Progress and achievement in the first two years Progress on new initiatives for the second year

13 Progress and achievement in the first two years Progress on new initiatives for the second year 13 The current situation on these projects is summarised below: Printed timetables for all services A set of three printed timetables for Metrolink is being produced following completion of the Eccles extension. Information on rail/metrolink services in bus timetables This has been completed. All new bus timetables show the destination of trains and Metrolink tram services from each station or stop on the bus route concerned. Guides to local bus services from tram and train stations This is being incorporated into the interchanges project described later. Each station/tram stop will display a summary guide to bus services from nearby stops together with a clear map showing the location of the bus stops and other landmarks in the area. Improved quality standards in bus stations A comprehensive set of standards for all aspects of bus station operation and maintenance has been agreed between GMPTE and bus operators and approved by the Authority. Regular, independent, monitoring takes place at all bus stations against these standards. The results are reported to the Authority. Bus Priority Programme The first section of the Leigh-Bolton corridor was completed. More buses meeting EU emission standards The number of buses meeting EU Euro 1 or Euro 2 emission standards increased to about 55% of the total fleet. Publicity distribution We have completed building up a network of over 900 outlets for distributing public transport information throughout Greater Manchester. These include a wide range of places like hotels, tourist offices, colleges, hospitals, health centres, libraries and businesses.

14 14 Progress and achievement in the first two years The second year s programme

15 Progress and achievement in the first two years The second year s programme 15 At the start of the second year we embarked on a lot of major, county-wide projects, that will take several years to complete. They will bridge the gap between the present situation and the vision for 2005 that was identified in the first Annual Report. This is set out again in Appendix 1. A number of milestones were set out last year for the second year. These are set out below together with a summary of how well we have achieved them. Passenger Information The aims were: extending the telephone information service to cover journeys between Greater Manchester and destinations outside the county, and so meeting the standards required for the new national information service. This has been achieved. We also ordered a new journey planner for Greater Manchester which has been delivered and should be operational shortly. These will be capable of including information on all public transport within the north-west region and the national rail and coach networks. The national public transport information service PTI2000 Traveline went live on 31 July. The Greater Manchester information bureau operated by Greater Manchester Public Transport Information Ltd is part of this national network and meets in full the national service specification. completing improvements to passenger information displays on two major corridors (Manchester-Bury and Manchester-Didsbury-Stockport). Information Displays that show passengers where to catch a bus, tram or train from all stops and stations in the vicinity have been prepared for eight locations Oxford Road Station, Rusholme, East Didsbury, Stockport, Cheetham, Cheetham Hill, Besses and Bury. All bus stops in those areas will be lettered to make it easier for passengers to find the right stop. Not all information is currently displayed as a result of constraints on display space. They are being overcome and the project will be completed in October.

16 16 Progress and achievement in the first two years The second year s programme

17 Progress and achievement in the first two years The second year s programme 17 Passenger reaction will be tested when installation has been completed. Feedback will be obtained on the design, layout and colours of the displays. completing the issue of timetables based on the new design. This has been achieved for the vast majority of timetables. distributing bus timetables and other passenger information at all staffed rail stations. A successful pilot scheme at three rail stations has been implemented. In October the first phase of rolling this out to all staffed stations will be started. a review and possible upgrade of the internet-based journey planner. A comprehensive review of journey planner software has been completed. As a result an order was placed for the OPCOM system which emerged from the review as the best journey planner for Greater Manchester. This has been installed and will shortly become operational in the call centre. It will then be placed on the Internet, replacing the existing facility. developing and launching summary timetables for major inter-town routes. The first summary timetable for train services between Manchester and Bolton was launched in March. Further timetables will be produced in the autumn. introducing a new design of bus stop plate. The plate shows service numbers, the stop name, and the direction of travel, and the programme will ensure that every stop on the network has a name a name that is used consistently by all information services across all media. Approval for the new bus stop plate was obtained from DETR in April It is now replacing existing stop plates on QBCs and in bus stations. At the same time a new design of stop pole was introduced. This incorporates up to three information displays and has the facility to provide real time information and talking signs. A systematic review of all stop names is under way. This will cover all 12,000 stops in Greater Manchester, each of which will have its own name.

18 18 Progress and achievement in the first two years The second year s programme

19 Progress and achievement in the first two years The second year s programme 19 The Waiting Environment increasing the number of stops that have shelters (mainly as part of the Quality Bus Corridors initiative). New shelters have been erected on the Leigh-Bolton corridor. starting work on Oldham Bus Station and (subject to the outcome of a Public Inquiry) on the Shudehill transport interchange. completing the first upgraded passenger facilities on the first of the Quality Bus Corridors. Improved passenger facilities have been installed at all stops between Bolton and Four Lane Ends. This includes more shelters, departure time information at all stops, new stop poles and plates, raised kerbs, better crossing facilities in the vicinity of stops. Oldham Bus Station is well under way and should open in the autumn. The Secretary of State has recently advised that he is minded to approve the Shudehill scheme although it will be necessary for the Inquiry to be re-opened to consider some specific aspects of the proposals. completing the classification of passenger facilities on all bus priority corridors currently under development, and finalising the detailed specification for all grades of passenger facility. This exercise has been completed. One of four grades of passenger facilities will be provided depending on the number of passengers using the stop.

20 20 Progress and achievement in the first two years The second year s programme

21 Progress and achievement in the first two years The second year s programme 21 Services completing Eccles Old Road Quality Bus Corridor. Work on this corridor has been completed with the exception of minor work which needs to await completion of a major road maintenance programme in summer of this year. New bus stop poles also need to be fitted. However, during the year extensive priorities for buses at traffic signals between Eccles and Patricroft were completed. Work on the Quality Partnership Corridor agreement has reached the stage where a draft agreement is awaiting signature. However, the Transport Bill (discussed in the next section) contains provisions relating to Quality Partnerships and it was felt appropriate to study their implications for the agreement before progressing further. finishing consultation and starting work on the Manchester-Stockport- Hazel Grove Quality Bus Corridor. This has also been achieved. Works have started on the section between Manchester and Stockport and further work will be completed by March Consultation has been completed for the Stockport to Hazel Grove section and design work is under way. A fleet of new low floor double deck buses has been introduced on the main route (192) on this corridor. completing at least 25% of our site-specific bus priority measures. 11 out of 90 schemes have been completed and a further 14 are in the final stages of design. These will be starting during the current year. completing most of the Leigh-Bolton Quality Bus Corridor. The section of this corridor between Bolton and Four Lane Ends was completed in July Good progress has been made on the section between Four Lane Ends and Leigh.

22 22 Progress and achievement in the first two years The second year s programme

23 Progress and achievement in the first two years The second year s programme 23 finishing consultation and detailed planning on the second phase of Quality Bus Corridors. During the year we revised our consultation procedures and introduced a two stage process. The first stage consults on the corridor as a whole and second stage on the detailed proposals in specific locations. Stage 1 and stage 2 consultation is in progress on a further four corridors. Scheme design has been progressed on three of these corridors. opening the Eccles Metrolink Extension. adding more new, fully accessible, low emission buses to the fleet More accessible, low floor buses have been added to the fleet by operators. These include large numbers of double deckers as well as single deckers. The proportion of the fleet meeting Euro 1 or Euro 2 emission requirements is now 55% and the proportion fully accessible is about 20%. However, this understates the extent to which passengers and the community as a whole benefit and we estimate that about 70% of bus mileage is operated by low emission buses and about 25% by fully accessible buses. The Eccles Metrolink extension opened as far as Broadway in Salford Quays in December 1999 and was completed to Eccles in July This introduces a new high quality link between Eccles and Salford Quays and between the Quays and central Manchester. Good interchange with bus services is provided in Eccles and this will be enhanced by the new Eccles Bus Station.

24 24 Progress and achievement in the first two years The second year s programme

25 Progress and achievement in the first two years The second year s programme 25 On the rail network we will be getting the results of a major Rail Strategy Study which will set out the development of the local rail network and its contribution to integration. The Rail Strategy Study was completed and recommended that a service of at least four trains per hour was provided on rail services linking the main District centres. This is already achieved on some key links but will take time to achieve elsewhere because of capacity constraints on the rail network. A major initiative to increase rail capacity in central Manchester will be launched following the completion of a study led by the shadow Strategic Rail Authority. However, during the year, government approved the construction of the three new Metrolink lines to: Oldham and Rochdale; Manchester Airport and Wythenshawe; Ashton-under-Lyne and Eastlands. The contract will also include the possibility of a fourth line to Trafford Park and the Trafford Centre if it can be funded by the private sector, and a spur from Broadway in Salford Quays to the Lowry Centre. This will double the size of the Metrolink network and provide the backbone for an integrated, high quality fixed track service. The Single Contract has now been advertised in the official Journal of the European Community. A decision will be made shortly on whether to apply for powers to extend Metrolink to Stockport via Didsbury. Ticketing Operators are committed to extending a range of integrated tickets still further. They will shortly be cutting the price of all operator monthly and annual travelcards for an experimental period. There will also be reductions in the price of some of the inter-modal day tickets; an extension in the upper age limit for the Young Person s Travelcard and a new Travelcard for New Deal Participants. The prices of all modes and rail-tram day travelcards were reduced by 50 pence. All System 1 monthly and annual bus travelcards were reduced in price.

26 26 Progress and achievement in the first two years The second year s programme

27 Progress and achievement in the first two years The second year s programme 27 The upper age limit for the Young Person s Travelcard was raised by GMTL from 19 to 20. A major initiative will be the introduction of contactless Smartcards which will start in This will help reduce cash payments and allow new integrated ticketing arrangements to be developed. The Authority approved the introduction of Smartcards to replace all concessionary passes and permits during the year. A contract was signed with Prepayment Cards Ltd for the provision of these Smartcards and a network of places where passengers can place value on the cards. Several operators have already installed smartcard compatible ticket machines on their fleets and the Authority also gave grants to enable machines to be upgraded. The ground has therefore been prepared for a major launch of Smartcards during This will enable operators to extend the scope of integrated ticketing and enable the Authority to consider the introduction of selective transfer ticketing for concessionary passengers. Connections and Interchange identifying sites that may be suitable for bus park and ride schemes, and evaluating short-listed sites. This study has been completed and a search for suitable land is now being carried out. extending our improved signage and information - initially to Stockport and Bury Town Centres, and to formal and informal interchange points on the Manchester-Wilmslow Road-Stockport corridor and the Manchester-Bury corridor. Progress on the Bury and Stockport corridor has been set out under passenger information. completing a study that will categorise interchange locations and finalise the choice of facilities we shall provide there. The study of interchange locations has identified over 200 places where passengers change buses, or change from buses to trains or trams. These vary from the main bus stations to road junctions where two bus routes cross. The current list is shown in Appendix 2.

28 28 Progress and achievement in the first two years The second year s programme

29 Progress and achievement in the first two years The second year s programme 29 developing and piloting schemes for better interchange between public transport and taxis. During the year, seven Arranged Passenger Transport (APT) schemes were introduced in various parts of Greater Manchester. These schemes use taxis as a complement to conventional bus and train services. If successful these principles will be extended to other schemes to integrate taxis and buses. starting work on the multi-modal interchange at Manchester Airport. Work on the multi modal interchange has started. Besides the achievements just described, other features of the second year included: opening of the Horwich Parkway Rail Station as a strategically located park and ride facility on the edge of the conurbation. This is regularly used by over 100 cars per day. sales of the integrated day saver tickets were over 590,000. If each ticket was used for only 5 journeys this would mean that about 3 million journeys would be made on these tickets. work started on the development of an automatic vehicle location system for buses throughout Greater Manchester. This would enable operators to monitor their services in real time and improve regularity and reliability. Real time information would also be available to passengers at busy stops, especially in the Quality Bus Corridors. completion of a trial site for different forms of kerbside infrastructure and extensive testing by operators, the mobility impaired and other passengers. This will lead to common standards for kerb heights and layout at bus stops to facilitate easy access for wheelchairs, pushchairs and trolleys. It will complement the investment in fully accessible buses.

30 30 Moving forward Next year The new legislative context A number of specific programmes are now emerging within the project to take its implementation forward. However, the context in which it will do so will be influenced by the Transport Bill when it is enacted. In particular, the Bill would make a number of provisions that will affect progress towards integration. These are: putting quality partnerships on a statutory basis. This means that operators who do not comply with the quality criteria can be denied access to facilities like bus priority that the local authorities provide. introducing a competition test to guide the assessment of quality partnership agreements under the Competition Act. putting Local Transport Plans on a statutory basis. giving local transport authorities the duty to specify what information should be provided on bus services. If operators do not provide this information then the Authority can step in to provide it itself and recharge reasonable costs. giving local transport authorities the powers to introduce and compel operators to participate in ticketing schemes. requiring local transport authorities to produce a strategy for the development and operation of bus services. making it easier to supplement frequencies through the tendering process.

31 Moving forward Next year The new legislative context 31 The government s Ten Year Transport Plan Transport 2010 also commits considerable resources to public transport. In many respects the Integrate Project and the Quality Partnership Agreement have meant that Greater Manchester is already achieving much of what is set out in the Bill. The information services already partly co-funded with operators and the Greater Manchester Travelcards Ltd ticketing scheme are prime examples. The quality partnership agreement already goes further than the requirements in the Bill and includes provisions relating to minimum frequencies and maximum fares on Quality Bus Corridors. These will, however need to be tested against the Competition Act as they will not benefit from the protection proposed in the Bill s competition test. We have included completion of the Quality Bus Corridor Programme within the major scheme bids in the Local Transport Plan.

32 32 Moving forward Next year The programmes The following programmes are currently being implemented to help achieve all aims of the project. Passenger Information which has the aim of delivering the passenger information vision set out in Appendix 1. Quality Bus Corridors this will provide higher quality bus services and passenger waiting facilities. Interchanges which will complete the work on improving standards throughout Greater Manchester. Smartcards this programme will provide the infrastructure for further development of integrated ticketing using the Authority s powers under the Transport Act if necessary. Fixed track services comprising Metrolink extensions and improvements to the rail network following the Rail Strategy Study. During the third year we will be developing these programmes as quickly as resources will allow. They are, however, long term programmes. By July 2001 we expect to achieve the following: Passenger information introduction of a Customer Services Bureau for all enquiries from passengers other than timetables and fares. This will cover lost property, complaints, requests for printed timetables, reporting shelter damage etc that are currently dealt with separately. A feasibility study will be completed in September completion of a database giving public information for all services throughout Greater Manchester, Lancashire, Cheshire, Merseyside and Cumbria. This will enable us to give full information on journeys from Greater Manchester. provision of data on fares in electronic format in the call centre in order to speed up responses to queries on fares. installation of the new journey planner on the Internet. introduction of a new network map which will be drawn to a larger scale; making it easier to use and providing more information for passengers and potential passengers. This will be published in the form of about five area maps and local extracts will be displayed in bus stations, bus shelters etc.

33 Moving forward Next year The programmes 33 further expansion of the distribution network. further expansion of the number of rail stations providing bus information. installation of new bus stop poles and plates on more Quality Bus Corridors and at interchange points. upgrades of information of at least 30 interchange sites. opening of a new Travelshop at Manchester Airport. development of at least a pilot real time information programme. The Waiting Environment completion of Oldham Bus Station. start of work on a new bus station in Eccles adjacent to the Metrolink stop. additional shelters. completion of the first upgraded facilities at major bus stops. further refurbishment of rail stations as part of the Railtrack Station Regeneration Programme which is supplemented, where appropraite, with Authority funding. refurbishment of a number of Phase 1 Metrolink stops which will be jointly funded by the Authority and Altram. Services development of statutory Quality Partnerships subject to the Transport Bill being enacted. further work on the Bus Quality Corridor programme including completion of the Leigh-Bolton corridor. completion of the Manchester- Stockport corridor as far as Stockport Town Centre. start of work and completion of initial sections of the following Quality Bus Corridors Manchester Oldham Lees Manchester Bury Rochdale Oldham Ashton Hyde.

34 34 Moving forward Next year The programmes work on first sections of Manchester Hyde Manchester Ashton Old Road Ashton. completion of consultation and detailed design on the remaining sections of the corridors. making an application under the Transport and Works Act for authority to build the guided busway section of the Leigh Manchester corridor. completing 25% of the site specific bus priority measures and starting work on a further 25%. making substantial progress on the Metrolink Single Contract tendering process. Ticketing Starting Smartcard issue to concessionary passengers. Connections and Interchange Completion of the survey of interchange facilities. Initial upgrading of at least five sites. Opening of a purpose-built Metrolink park and ride just outside Eccles near the junction with the busy M602 motorway. Development of specific park and ride proposals. Trial bus taxi integration scheme. achieving a target of operating 25% of vehicle-kilometres by low floor buses and 75% by buses meeting Euro 1 or Euro 2 emission standards.

35 Appendix 1 The vision 2005/06 35 This report has shown the substantial progress made in the first year of the Integrate Project, and outlined the programme for the second year. However, this needs to be set in the context of a vision for the future. The first Local Transport Plan will cover the period to 2005/06, so we have used the year 2005/06 as an end point for our overall vision of the project. We are still at a relatively early stage, and it is still not clear precisely what level of resources will be available in the future. This makes it impossible to give an accurate forecast of what we could achieve by the year 2005/06. What follows is a statement of the 1998 position in each of the five project areas - and a parallel statement of what should be achievable by 2005/06, given enough available resources.

36 36 Appendix 1 The vision 2005/06 Passenger Information 1998 In 1998 Greater Manchester had one of the better passenger information systems in the country - but it was far from perfect, and many of its shortcomings were already well known to GMPTE and the operators. The project commissioned an independent review by industry professionals, who studied the system from the passenger s point of view. This review identified three main problems: the service was not comprehensive - for example: no printed timetables were available for some services. departure times were only displayed from a small proportion of bus stops. fares information was only available from operators, and not from GMPTE s telephone information service. operators only gave information about their own services. the quality of service was not acceptable - for example: the GMPTE telephone bureau answered less than 70% of attempted calls. displayed information was, in places, ambiguous and confusing. there was duplication of effort - GMPTE and two major operators each ran their own telephone information services, which was confusing for the potential passenger. 2005/06 By 2005/06 we aim to create a single integrated information service that will: cover all modes of public transport. give information on timetables, journey planning and fares. cover all journeys: within Greater Manchester, and between Greater Manchester and other places served by direct public transport services. be available from: a single telephone information bureau which will: - be a leading member of the National Public Transport Information Service. - answer at least 95% of calls, 90% of them within 20 seconds, and - offer either a 16 or, ideally, a 24-hour service on 364 days of the year. Enquiries the bureau cannot answer will be transferred automatically to the appropriate partner within the national service.

37 Appendix 1 The vision 2005/06 37 a network of at least 15 staffed offices in bus stations and at other points in the area convenient for passengers and potential passengers. Those in bus stations and major interchanges (such as Manchester) will offer a service at least six days a week, at least twelve hours a day. The rest will offer a service at least five days a week and at least eight hours a day. an Internet web site. This will be supported by printed information in the form of: timetables for all services in Greater Manchester, available at least seven days before the service begins. All timetables will be available from staffed outlets at bus stations; local timetables will be available from: every staffed rail station during the hours when it is staffed. at least 500 other locations in the county including hotels, tourist offices, local authority offices, shops, health and educational establishments. departure time displays at: every departure stand in every bus station. every bus stop on the Quality Bus Route corridors. every bus stop at an interchange point, near hospitals, and at other locations where passengers may not be familiar with the bus services. a series of maps showing the public transport network in relation to the main road network and main destination points. a diagrammatic map showing every link in the county that is served by high frequency services. Information showing where to find public transport stops and stations, and the destinations that they serve, will be available in: every bus station. every town centre with a bus station. every rail station adjacent to a bus station. every interchange point on the network. This will be supported by appropriate signposting near stops and stations and, where appropriate, on the routes passengers will use to move between interchange points.

38 38 Appendix 1 The vision 2005/06 Real time information showing the departure times of buses, trams and trains will be available: at every rail station. at every Metrolink stop. at every main bus stop on Quality Bus Route corridors. from the telephone information bureau. on the Internet. With these measures in place we believe that we can overcome the shortcomings of the existing services - and ensure that lack of information is no longer a barrier to travelling by public transport in Greater Manchester. Delivery This will be delivered through the Quality Partnership Agreement - primarily the county-wide agreement. The delivery mechanism for many of the information services and media is likely to be based on the model of the joint venture company between GMPTE and the operators which has taken over responsibility for the telephone information bureau. The Waiting Environment 1998 Passengers have to wait at bus stops, bus stations, tram stops and rail stations - but the waiting facilities at many of these places are rudimentary, and the overall effect is patchy and inconsistent. On the positive side Greater Manchester has a network of: 18 bus stations in the main centres. 3,500 bus stops equipped with a modern shelter provided, under contract, by J C Decaux. All these shelters offer lighting, seating, and an information display. 1,500 bus stops displaying timetable information, which include many of the stops with shelters. more than 100 rail stations (in widely varying condition and with widely varying facilities). 25 Metrolink stops including 18 former rail stations (adapted for their new use with minimal expenditure) and seven new stops which have shelters, information display, telephones etc. Eleven more new stops were added as part of the Eccles extension.

39 Appendix 1 The vision 2005/ /06 The Integrate Project aims to standardise and improve waiting facilities throughout the area. Bus stops The project partners are in consultation about creating four graded categories of bus stop. Proposals describing the facilities that should be provided for each category are available from GMPTE. On the Quality Bus Corridors every stop will be allocated to one of the four categories, according to its role and usage. Every completed stop on the Quality Bus Corridors should have the level of facilities appropriate to its category. If resources permit, the project would grade stops elsewhere on the network and provide them with the appropriate facilities. Bus Stations The network of major bus stations already covers the main centres: Manchester Piccadilly, Wigan, Leigh, Bolton, Bury, Rochdale, Ashton-under- Lyne, Stockport, Wythenshawe, Middleton and Altrincham. Plans are already being made to extend this network to cover the main gaps: Oldham: here the contract to build a central bus station has been let. central Manchester: plans have been completed for a bus-tram interchange at Shudehill, and we await the outcome of a Public Inquiry into the application for compulsory purchase of the necessary land. Eccles: a new bus-tram interchange is being developed in Eccles town centre. We have developed a performance standard regime, and this is now being applied. It covers areas like maintenance of facilities, cleanliness etc. However, there is still scope to improve the provision and operation of these major focal points in the bus network.

40 40 Appendix 1 The vision 2005/06 Other improvements we would like to make during the plan period include: ensuring longer hours of staff coverage (by pooling GMPTE and operator resources). completing the network of CCTV supervision at all bus stations. extending enclosed waiting areas. extending the total enclosure of waiting areas by providing doors to the bus departure stands. Rail Stations The Passenger Transport Authority has agreed on a system for categorising rail stations, similar to the system we are adopting for bus stops. Details are available from GMPTE. Our aim is to ensure that by the year 2005/06 - and by the end of the Local Transport Plan period - all stations will have the facilities set out in these standards. Work on these improvements will be considered as part of the strategic rail study, which will be completed next year. Metrolink Tram Stops Waiting facilities at new Metrolink stops are appropriate to a high frequency service, where passengers do not have to wait for extended periods. They include: CCTV supervision. emergency contact with the control centre. public telephones. shelters, and information displays. These facilities are provided at former British Rail stations which have now become Metrolink stops. However, the general levels of amenity at these stops are not acceptable. By 2005/06 we aim to upgrade all former British Rail stations by: removing or reducing the scale of redundant buildings and structures and, where appropriate. replacing them with modern facilities.

41 Appendix 1 The vision 2005/06 41 Services 1998 Greater Manchester has a comprehensive network of bus, train and Metrolink services. However, quality of service is variable, and constrained by congestion on both the road and rail networks. Service levels are equally variable, and there is little bus priority relative to the scale of both the highway and the bus service networks. Tram Metrolink offers a high level of service (every 5/6 minutes) throughout most of an 18-hour operating day. A minimum frequency of 12 minutes applies at virtually all times. Rail Minimum rail service levels are specified in the Franchise Agreements, which expire in In some cases actual service levels are higher than the specified minimum. Bus When specifying the services that will receive financial support, the Passenger Transport Authority aims to maximise the number of people who live within: 400 metres of a bus stop with a service of at least four buses per hour, or 250 metres of a bus stop with a service of at least two buses per hour Monday to Saturday daytime, and one bus per hour at other times, to a local centre that allows interchange with other parts of the bus, train or tram networks. In 1998 more than 90% of the population had a service that met these criteria. However, services frequently change - and this is one of the main problems for bus passengers. It can reduce confidence in the network, and it involves passengers in the constant effort and expense of getting up-to-date information. It can also undermine efforts to attract new passengers onto the bus network. Many parts of the bus network provide a high level of service, but this is often achieved by combining several routes. Potential passengers are not always aware of the full range of services available to them.

42 42 Appendix 1 The vision 2005/ /06 The Integrate Project partners will be taking a wide range of measures to improve the level and quality of services by 2005/06. These include: Bus Priority Bus services suffer from traffic congestion - so creating an extensive network of bus priorities will be a key factor in improving their operational performance. The Integrate Project already contains a commitment to: more than 100 site-specific bus priority measures at key problem points on the bus network. a network of 20 corridors, designated as Quality Bus Routes, where there will be corridor-long bus priority measures (and a range of other improvements). All these measures can be brought in by 2005/06, provided that resources are available within the Local Transport Plan arrangements supplemented by funding from other public sector sources, operators and developers. We will also look at the rest of the main road network to identify further corridors that would merit bus priority in a second phase of the programme. If resources are available, this phase will be under way by the end of the Local Transport Plan period. These resources will come not only from the public sector but also from the private sector bus operators; at least one operator has already agreed, in principle, to co-fund bus priority measures. This will enable operators to achieve higher levels of reliability and punctuality, and we are currently negotiating targets for both. Vehicle Quality Operators are also committed to further investment in high quality vehicles that will be used all across the bus network. The level of this investment will depend, in part, on our progress with the bus priority measures and other improvements. The Quality Partnership Agreement includes a commitment to ensuring that by the end of 1999: 50% of buses meet Euro 1 or Euro 2 emission standards. 20% of buses are low floor, easy access designs.

43 Appendix 1 The vision 2005/06 43 This process will continue so that by 2005/06 (subject, once again, to available resources) we would aim to ensure that: most buses meet Euro 1 or above requirements. at least 50% of buses are low floor. Network Stability By the terms of the Quality Partnership Agreement: service changes will be confined to 12 dates per year by GMPTE will give operators more notice of changes to the subsidised network. operators will give GMPTE at least nine weeks notice of changes to commercial services, so that: consequential changes to the subsidised network can be introduced on the same date as the commercial changes, and publicity material can be prepared in advance of service changes. there is a further commitment to reduce the number of dates when services change to three or four a year. This will go a long way towards stabilising the network, while preserving the flexibility that is needed to meet changes in demand. We have already achieved substantial progress in this area. Service Levels On the bus network the level and frequency of services will be examined as part of the corridor agreement process. This will lead to minimum levels of service being provided on key sections of the network. These are likely to be at least: six buses an hour between 0700 hours and 1900 hours on weekdays. two buses an hour between 1900 hours and 2300 hours on weekdays. six buses an hour between 0800 hours and 1800 hours on Saturdays. two buses an hour between 1800 hours and 2300 hours on Saturdays. two buses an hour between 1100 hours and 2300 hours on Sundays. These standards will be refined and developed during the second year of the project.

44 44 Appendix 1 The vision 2005/06 On the rail network the scope for higher service levels is limited by lack of capacity at key points in the infrastructure and lack of suitable rolling stock. A Rail Strategy Study is currently under way, and is looking at both these constraints. We shall be making further proposals about rail service levels in the next Annual Report. Metrolink services will be extended to Salford Quays in late 1999, and to Eccles in the year GMPTE has powers for further Metrolink extensions which could be implemented, subject to resources, by Ticketing 1998 Operators determine fare levels according to commercial criteria - but fares can also influence the demand for public transport. Fare structures and ticketing systems can affect: the learning curve for first-time users of public transport. the price and convenience of journeys involving a change of vehicle, or a change between modes. the time that buses spend at each stop; this problem will become more evident, and more serious, as the bus priority programmes reduce other factors that currently cause delay. Both the rail network and the Metrolink network allow passengers to buy a ticket to any other station, regardless of the number of trams or trains they use - but this system does not apply on the bus network. Bus fares are finely graduated according to distance, and a new fare becomes payable every time a passenger has to change. On short trips, the fare per kilometre is higher than on longer trips, so interchange on buses can involve a financial penalty.

45 Appendix 1 The vision 2005/06 45 The problem is difficult to solve. Metrolink is run by a single operator, and most local rail fares are inter-available between different operators - but this is far more difficult on the bus network, where there are currently 12,000 bus stops, thousands of different destinations and more than 50 different operators in the market. Even so, much has already been done. For many years bus operators have had a jointly owned company to develop and administer an inter-operator travelcard scheme. This sells daily, weekly and longer period tickets that are valid on all buses. In conjunction with GMPTE and the train and Metrolink operators, similar tickets are available as add-ons to rail and tram season tickets, and an all modes ticket is also available. 2005/06 The existing fare system presents a barrier to travel, and more must be done to remove that barrier without compromising the companies ability to raise revenue. We must also consider three other key issues: The range of day travelcards described earlier is an important first step - but to further simplify the fare system and its structure we could introduce: transfer ticketing, allowing passengers to transfer to another service within a set time period. multi-journey tickets. stored value tickets using new smart card technology on ticket vending machines at key points. By the end of the Local Transport Plan period we aim to find a way of achieving these objectives, by these or other means. Smartcards could represent a major breakthrough in this respect. The key to achieving many of these objectives will be the introduction of a system of contactless Smartcards which GMPTE and the operators are now actively working on. This will revolutionise fare payment for passengers, open up new ticketing opportunities and reduce the number of cash transactions on buses, trains and trams. fare evasion. revenue security, and allocation of revenue between different operators.

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