Supplementary memorandum by the PTE Group
(RT 34A)
1. Modal switch following opening of light
rail systems in PTE areas
The best evidence we have is the modes which
were formerly used by passengers now using light rail systems.
This will vary depending on whether light rail replaced an existing
rail service (Tyne and Wear, Greater Manchester) or was a totally
new system (Sheffield, Midlands Metro). There are also variations
in the extent of information available on each system.
GREATER MANCHESTER
METROLINK PHASE
I
Train/Bus | 80%
|
Car | 19% |
Walk | 1% |
(Split between bus and train not available, but from other
data the majority [about 60 per cent of the 80 per cent] are likely
to be from train.)
Greater ManchesterFuture Phases
23.6 per cent of estimated patronage on the Phase 3 extensions
is forecast to come from car. Remainder from public transport
or new trips.
TYNE AND
WEARSUNDERLAND
EXTENSION FORECASTS
Bus | 58% |
Rail | 15%
|
Car | 16% |
New trips | 11%
|
Midlands Metro
PERCENTAGE OF
TOTAL PASSENGERS
TRANSFERRING FROM
DIFFERENT MODES
| am peak
| inter-peak | pm peak
| evening |
Train | 20.5
| 18.9 | 19.4
| 11.8 |
Car Driver | 14.0
| 11.4 | 12.3
| 10.9 |
Car Passenger | 0.5
| 1.3 | 1.1
| 1.7 |
SHEFFIELD SUPER
TRAM
Car | 22.3%
|
Bus | 57.0%
|
Walk/cycle | 7.6%
|
Other | 2.3%
|
New trips | 10.8%
|
2. Cost Benefit Analysis
Attached are the cost benefit analyses for:
Greater Manchester-Oldham-Rochdale extension
The benefit to cost ratios for these and other schemes are:
|
Greater Manchester Metrolink: |
Phase I | 2.00:1 |
| Oldham/Rochdale | 1.53:1
|
| Airport | 1.56:1
|
| Ashton | 1.98:1
|
| Single contract |
2.09:1 |
South Yorkshire Supertram |
| 1.22:1 |
Tyne and Wear Sunderland Extension*
| | 1.02:1 to 1.12:1
|
|
* This relates to ratio of non-user benefits to costs. All others are full cost-benefit ratios.
|
3. How Transport and Works Act procedures should be improved,
in the light of experience with Merseyside Rapid Transit scheme
Merseytravel's proposals are attached at Annex 1.
4. The economic benefits of letting a single contract for
the expansion of Manchester Metrolink
A report by the Centre for Economic & Business Research
is attached at Annex 2.[10]
5. The additional costs likely to be incurred as a result
of reducing the financial contribution made by utility companies
to the cost of diverting services
Estimates available are:
Midland Metro £2.1 million on a City Centre
& Merry Hill extension milliion.
South Yorkshire £2.0 million would have been added to
Supertram construction costs if proposed new regulations had applied.
Greater Manchester Metrolink £3.5 million additional
costs on Phase 3.
6. Cost savings from a common approach to funding and procurement
This is contained in Annex 3.
7. Environmental and Transport Planning Research
The Executive Summary is in Annex 4.
10
Benefits of Metrolink Investment for the Greater Manchester
Economy published by Greater Manchester Passenger Transport
Authority & Executive-not printed. Back
|