Transport Strategy for Manchester City Centre November 2010 ii Contents

Foreword 03 Chapter Three: The Strategy 26 Executive Summary 04 Metrolink 28 The Way Forward 30 Chapter One: Second City Crossing (2CC) 31 Introduction and Background 06 Rail 33 Introduction 07 The Way Forward 34 A Growing and Vibrant City Centre 07 Bus 35 Vision for the City Centre 08 The Way Forward 36 A Transport Vision to support Cross City Bus Package 39 the Strategic Plan for Manchester Cars, Highways and parking 41 City Centre 08 The Way Forward 42 Spatial Considerations 09 Pedestrian Movement and the Strategic Overview 10 Public Realm 44 The Way Forward 45 Chapter Two: Cycling 46 Scale of the Challenge 12 The Way Forward 47 Current Situation 13 Smarter Choices and Integration 47 The Way Forward 14 Key Issues 16 Chapter Four: What is the Northern Hub? 18 Delivering the Strategy 50 Bus 19 Monitoring and Review 51 Highways, Parking and Servicing 21 A Framework for Delivery 51 Pedestrian Movement and Public Relam 22 Credits 52 Cycling 23 Smarter Choices and Integration 24 Summary 24

01 02 Foreword

The city centre has undergone a Much of the investment envisaged in remarkable transformation in recent the early years of this strategy is already years. The grandeur of its Victorian in place, and we are working with the heritage has been complemented by Government and other partners to put new, high-quality buildings and strong in place the mechanisms to ensure that urban design. There is an excitement we are better able to influence the about the city centre and, despite transport policy and investment agenda current economic circumstances, there in future, and to take advantage of remains a high level of optimism that the new and innovative funding opportunities city will continue to grow as a globally as they emerge. recognised centre for financial and Earlier this year we consulted widely on professional services and knowledge- the draft strategy and received based, creative and new media widespread support for our proposals. industries. We now invite you to work with us to A world-class city needs a world-class ensure that we can make the vision set transport system. Our vision is for a out here to become a reality. transport network that will support ongoing sustainable growth in the city centre by delivering improved access for all to the wide range of services and opportunities it offers.

In a period of uncertainty, as the Government determines its future Sir Richard Leese spending priorities, the need for a clear Leader, strategy to set a framework within which Manchester City Council all partners can operate becomes increasingly important. So to help support economic growth, our proposals place a strong emphasis on delivering a step change in the capacity and quality of all modes of public transport while still maintaining essential vehicular access. In this way, we can also create the opportunities for new urban spaces and Ian Macdonald help deliver on our wider objectives of Chair, addressing climate change and Greater Manchester Integrated delivering a low-carbon economy. Transport Authority

03 Executive Summary

01 Over the last 15 years, Manchester 03 The Greater Manchester Transport 04 It will be more important than has delivered a strong and Fund (GMTF) investment package ever to ensure that we deliver the diversified economy and a vibrant will deliver £1.5billion of transport greatest benefit for public transport City Centre. This has been improvements. Building on other users from the effective deployment achieved through the leadership significant improvements which of available public funding. This will of Manchester City Council and its have taken place over the last few also require continued devolution strategic partners. The Transport years, the fund will deliver a range of powers and influence to Greater Strategy for Manchester City of initiatives, including new and Manchester, and this will remain Centre aims to support this extended Metrolink lines, an important priority area for economic success story by redeveloped transport engagement with Government. identifying key transport policies interchanges, new road schemes, 05 There is the potential for and interventions for future delivery. increased park and ride spaces, employment in the City Centre improved bus routes and measures 02 The ambition set out in the to grow by up to 50,000 over the to improve conditions for Strategic Plan for Manchester City next ten years, which will add to pedestrians and cyclists. The Centre, published in 2009, is to put the vibrancy of the centre but challenge for the future will be to Manchester in the premier league which will also lead to 30 per cent ensure that we can keep moving of cities in Europe and across the more inbound peak-time trips. To the agenda forward and secure world. Transport’s role in delivering retain essential labour market the necessary investment in an on this ambition cannot be connectivity, the main thrust of era when public resources are likely underestimated. Recognising the our transport strategy must be to to remain scarce. The Government importance of a well-connected maintain access to the City Centre has undertaken a review of a economic area, the Association by all modes and to strengthen number of initiatives funded of Greater Manchester Authorities public transport capacity and through GMTF as part of its (AGMA), representing all ten quality, together with improving spending review and this districts, together with the Greater conditions for cyclists and strategy will need to adapt, Manchester Integrated Transport pedestrians. This additional as appropriate, to reflect the Authority (GMITA) have agreed a capacity will allow an increasing outcomes of that process. radical funding package that will number of people to switch to enable the area to significantly more sustainable modes of enhance the benefits the transport transport, a process that will be network can deliver. encouraged through a package of measures to promote Smarter Travel and behavioural change.

04 06 As part of the strategy, road traffic 08 The GMTF will give Greater that does not need to travel Manchester a great boost by through the City Centre will be identifying the resources to deliver redirected via more efficient, better many of the strategic transport signed strategic main roads within improvements required to continue the M60. This, in turn, will help growing the regional economy. ease the pressure on the Inner Ring AGMA and GMITA are committed Road and allow it to play a more to making this significant public effective role as a City Centre investment, but other key access and distributor route. stakeholders, the Government and the major transport operators will 07 The strategy stresses the need to also need to make contributions to continue to pursue measures to ensure the maximum benefits of develop transport infrastructure to the strategy are achieved. The ensure that anticipated growth is Cross City bus package, Park and not constrained or inhibited, and Ride and local rail station projects to ensure better access to the within the GMTF package are new employment opportunities subject to the current Government that will be created. The transport spending review, but offer major infrastructure investments and economic benefits both locally service improvements set out in and strategically. The spending this document will bring a review does not impact on significant increase in public our Metrolink expansion plans, transport capacity, giving more which are now underway. sustainable travel choices to commuters, shoppers and visitors, 09 Alongside the GMTF investment and so help to tackle congestion. plan, AGMA and GMITA have also This improved public transport reviewed local transport decision- system will help to hold the number making and delivery systems to of cars entering the City Centre at ensure the timely and effective around existing levels and so, in implementation of this strategy turn, give more opportunities to and the Greater Manchester Local reduce the impact of traffic in the Transport Plan. City Centre, increase the scope for 10 The successful delivery of this public realm works and enhance transport strategy is absolutely pedestrian safety. essential, not only to the City Centre, but also to the continuing economic success of Greater Manchester and its role as an engine of national economic achievement.

05 1 Introduction and Background

06 Introduction and Background

Introduction 14 To achieve these aims, Manchester A Growing and Vibrant City Council and its partners City Centre 11 Manchester has been transformed recognise the critical need to in recent years and is now one of maintain and develop effective 16 Manchester City Centre sits at the most vibrant centres in Europe, transport to, from and within the the heart of the most important driving the economy of Greater City Centre. This Transport Strategy economic area in the North of Manchester and the North of for Manchester City Centre – England, with a strong reputation England as a whole. developed by the Council in close as a globally recognised centre for 12 An efficient transport system is consultation with GMPTE and financial and professional services essential for a prosperous Salford City Council – is designed and knowledge-based, creative economy, improved accessibility, to achieve this goal, by ensuring and new media industries. Since greater mobility and a better that the city benefits to the full from the late 1990s, the City Centre has environment. Our strategy is its strategic position at the heart of attracted massive investment and designed to maintain and improve the local, regional and national seen the creation of over 40,000 accessibility to the City Centre transport systems. new jobs. while reducing carbon emissions 15 We carried out a ten-week 17 It has also developed its role as a and improving air quality. consultation earlier this year to give national centre for cultural events 13 The city needs to ensure that it is stakeholders the opportunity to and conferencing. According to the best placed to develop its assets comment on our proposals. We Strategic Plan for Manchester City and complete its transformation into received responses from a wide Centre, more than £11million of a globally competitive economy. As range of organisations and additional economic benefit has the economy grows over the next individuals, the majority being been attracted to Manchester as decade, so will the demand for supportive of the overall strategy. a result of conferences in the past traffic. Unless addressed, this has We have made a number of three years, and the number of the potential to seriously impact modifications to our proposals, hotel beds has risen by over 40 per upon the economy, health, the added greater clarity in some areas cent to nearly 8,000. Furthermore, environment and employment and strengthened the links with a the City Centre acts as a major through increased road traffic, number of other Council policy retail attraction, consistently ranked carbon emissions and congestion. areas such as ‘A Certain Future’, as one of the best shopping 1 Manchester residents must benefit Manchester’s Climate Change destinations in England. Action Plan. Furthermore, the fully from the economic growth of 18 Manchester is also home to strategy has been updated to take their city but, at the same time, world-class universities, with the into consideration the policy and should not have to suffer serious Oxford Road Corridor now economic objectives of the new environmental impacts in order recognised internationally as a Government. As a consequence, to do so. centre for science, technology, we are now confident that our innovation and creativity. strategy provides a robust framework for taking forward transport improvements in the City Centre over the next five years and beyond.

1 Javelin Group Venuescore rankings

07 Vision for the City Centre 21 The approach taken by this 23 Finally, this strategy takes into strategy reflects national and local account the political and economic 19 Manchester City Centre is well transport policy. It closely mirrors priorities of the new Government. placed to compete at an the findings of the influential work Through its spending review international level in the coming for the Government carried out by process, a number of projects decade. The Council and Cityco Sir Rod Eddington3, which found which contribute towards the (the company set up jointly by the that transport improvements can delivery of the strategy have private sector and the Council to best support economic growth been approved and many will promote the wellbeing of the City by focusing on those parts of be delivered through guaranteed Centre) last year published the our transport network that are funding arrangements. Others Strategic Plan for Manchester City most stressed. This is integral are in the process of being Centre, which sets out a clear to supporting the growth of the re-evaluated as part of the review, vision for the future of the City economy, where maximum benefits the outcome of which will be Centre that is designed to build from transport investment can be known later in 2010. Furthermore, upon all its strengths. achieved in and around our major the Council and its partners will bid 20 Analysis carried out in 2009 for the cities, citing Manchester as a for any new funding opportunities Manchester Independent Economic leading case for investment. that present themselves, such as the £1.1billion Regional Growth Review (MIER) shows that Greater 22 It also follows the environmental Fund and the Local Sustainable Manchester, and the City Centre conclusions reached by the Stern Transport Fund, in order to deliver in particular, is well placed to Review, The Economics of Climate this strategy. consolidate its position as a rising Change (2006), which reinforced economic powerhouse. There is the need for better traffic potential for employment in the City management and cleaner public A Transport Vision to support Centre to grow by up to 50,000 transport vehicles, emphasising the the Strategic Plan for further jobs2 by the early 2020s, in importance of placing decisions Manchester City Centre addition to the current 140,000 over sustainable transport jobs through the range of initiatives infrastructure at the front of 24 Our vision is for a transport discussed in the Strategic Plan. land-use planning. network that supports the Strategic Clearly, Greater Manchester has Plan and particularly the ongoing been affected by the performance sustainable economic development of the national economy over of the City Centre, maintaining the past year but data from the Manchester’s position as a key Manchester Monitor (Commission location where people choose to for the New Economy, March 2010) work, shop and live. suggests that economic growth in the final quarter of 2009 was stronger than expected, reflecting the relative health of the local economy. There is some cautious optimism, therefore, that previous forecasts for job increases in the City Centre are still robust, although they may take slightly 2 Mid-point figure in GM Forecasting Model (2008), longer to achieve. GMPTE 3 ‘Transport’s role in sustaining UK’s Productivity and Competitiveness: The Case for Action’, 2006

08 25 This vision is supported by four 28 There is also a need to improve 30 The Victoria area boasts an key objectives: the ambience of St Peter’s Square impressive architectural and by bringing forward a framework archaeological heritage. A major > Supporting the competitive to enable a comprehensive opportunity exists to extend the advantage of current and future redevelopment to take place. The commercial core of the City Centre employers, by ensuring good plan sets out that the public realm and to better integrate areas access to the City Centre. will be greatly improved by outside the Inner Ring Road – such > Providing improved access for removing all traffic, except as the former Boddingtons and all users to the employment, Metrolink, from both the square Miller Street sites – into the City cultural and leisure opportunities and from Mosley Street. Centre and to develop strategic that a growing City Centre offers links across the River Irwell into the 29 The Retail Core must remain to Manchester’s residents, Chapel Street area of Salford. The as ‘walkable’ as possible with workers and visitors. area includes a number of key the introduction of additional regeneration priorities, including > Tackling the issues of climate pedestrian priority where the Ramada complex, Chetham’s change and delivering a appropriate to facilitate greater School, Victoria Station, the low-carbon economy in pavement activity, such as cafes, pedestrianisation of Victoria Street a manner that is both bars and restaurants. Links through and the new Co-op Group environmentally and to Victoria, Spinningfields and the headquarters and associated economically sustainable. Oxford Road Corridor will be key, development. This area also as will be maintaining the quality > Improving both actual and incorporates the proposed Irwell of the Shudehill Interchange and perceived personal safety River Park. efficient access to and from the and security. City Centre. It will be important to 31 Chapel Street has seen many new ensure that traffic corridors such developments and this will continue Spatial Considerations as Portland Street, Deansgate with a growing mix of uses helping 26 The Strategic Plan identifies a and some streets in the Northern to diversify the City Centre’s number of specific spatial issues Quarter do not present barriers to economic base and bring in new that this transport strategy needs pedestrian movement. activity, particularly to the important to address. sites at The Exchange, Salford Central Station and Chapel Wharf. 27 The major task in the Central There is also great potential Business District is the effective for these to be linked with management of the environment Spinningfields and Victoria as part and traffic, and the need to of a comprehensive development strengthen the street scene of the northern sector of the City throughout the area. There is an Centre. Substantial improvements opportunity to further improve in the public realm and to public pedestrian facilities, develop both transport and highways will create vibrant ground floor uses and a high-quality urban setting. better signage.

09 32 At Piccadilly Gateway, the 35 The Corridor is the name given Strategic Overview strategy for ongoing regeneration to the areas incorporating Oxford focuses on further improving Road and Oxford Street. In addition 36 This transport strategy has connectivity, particularly in light of to being the home of two been developed in light of the developments around Piccadilly universities, the Royal Northern groundbreaking work to prioritise Basin, Piccadilly Place and the College of Music and the central public-sector transport investment former Fire Station on London Manchester hospitals, it functions based on the economic priorities of Road. Key to this will be as a key radial transport route, Greater Manchester. The Greater maximising the potential of the leading south from the City Centre, Manchester Transport Fund area’s transport assets. and connecting a significant (GMTF) has been designed to proportion of residents in the wider deliver £1.5billion of transport 33 In the short term, the Council and conurbation with job opportunities infrastructure over the next ten GMPTE want to see safe bus in the City Centre and The Corridor years, which is additional to the operations and a well-maintained itself. A key priority is to address £600million currently being waiting environment for passengers the quality of public transport invested in improving and at the Parker Street (Piccadilly connections and capacity within expanding the Metrolink network Gardens) bus facility. In the longer and through the area, while and the commitments the term, once alternative facilities have minimising the negative impacts Government has made to improve been identified and developed, of transport and congestion on local rail services. The Cross City the intention will be to gradually the public realm and environment. bus package, Park and Ride and reduce and then to remove bus Furthermore, it is also imperative local rail station projects within the movements so as to improve the that relationships with neighbouring GMTF package are subject to the environment and enhance what communities are strengthened. current Government spending has already been achieved in the review, but offer major economic wider Piccadilly Gardens area. benefits both locally and 34 At least 2,000 people currently strategically. The spending review work in the Eastern Gateway and does not impact on our Metrolink regeneration would allow the expansion plans, which are now accommodation of thousands underway. These elements are more jobs. A key redevelopment identified with the # symbol priority is the former Mayfield throughout this document. Station which provides significant potential for development, capitalising on its strategic location adjacent to Piccadilly Station and London Road.

10 37 The strategy detailed in Chapter 3 39 The schemes included in the aims to carefully balance the needs strategy have been subject to an of all users of the City Centre, and indicative modelling exercise to their individual needs, to ensure that they deliver the best accommodate the thousands of transport outcomes for the City additional people seeking to enter Centre. They are specifically the city. It must also be considered designed to drive new levels of in the context of the proposal to economic growth within the city establish a combined authority for centre to meet the objectives of Greater Manchester which would both the City Centre Strategic take over responsibility for co- Plan and the Greater Manchester ordinating economic development, Economic Strategy. This exercise regeneration and transport has assessed the impacts on the provision and work jointly with the highway of the major schemes Government to explore ways in included within this strategy. This which Greater Manchester can process has given us an indication have more influence over the of the scale of the challenge and delivery of local and national the areas where further work needs programmes. to be conducted. We acknowledge that, in conjunction with GMPTE, 38 The following sections of this further modelling work and ongoing document outline the scale of the data collection to understand the transport challenges facing the City ever-changing patterns of trip Centre and our overall strategy to making will be required as these respond to those challenges. This projects come online and the remains work in progress and we positive impacts of the public do not claim to have all the transport improvements become answers at this stage. The strategy apparent. seeks to address the next five years with an indication of the vision for further developments over the following five years. It will need to be reviewed regularly to be able to cater for changes in assumptions such as the economic forecast, locations and types of development.

11 2 Scale of the Challenge

12 Scale of the Challenge

Current Situation

40 The long-term growth in the 42 Manchester City Centre continues 44 The existing policy focus on Manchester economy has been to have a central role in the sustainable travel is having an accompanied by growth in demand regional economy with one in impact on access into the City for travel into the City Centre – five employees travelling from Centre, with the numbers of people particularly as the past ten years outside the Greater Manchester cycling gradually increasing, albeit have seen a rise in the number of conurbation, with a particular from a low base. Walking is the high-profile employers who prefer influence over areas of northern primary means of getting around to locate on City Centre sites. In Cheshire and southern Lancashire. the City Centre. It is important that recent months, we have seen Rail, Metrolink and car trips are people enjoy being in the City a slowing down in the rate of particularly important for travel from Centre and the impact of transport economic growth and this has outside the M60 and there is a on this experience is minimised. resulted in a slight reduction in the strong local bus market, catering Going forward, the focus of our number of trips into the City Centre, largely for trips from within the M60. strategy will be to continue to especially by car. However, as the encourage travel by public 43 Bus is the most used mode for economy recovers, so will the transport, walking and cycling trips to the City Centre – long-term trend in travel demand rather than individual car use, and accounting for just under half of resulting in potential car traffic so not only help reduce transport’s all trips by public transport and growth together with the impact on climate change but bring carrying almost 25,000 people daily associated congestion that this benefits in reduced noise levels, over the peak period4. It is the most will bring. improved air quality and physical flexible public transport mode and health and wellbeing. 41 There has been an increase in serves the largest number of recent years in the number of destinations across Greater 45 Commuting to work is the people using public transport Manchester. Metrolink has been dominant reason for travelling into to access Manchester, with a consistently popular since opening the City Centre but this is followed particular rise in the numbers using in 1992 including those who ‘park closely by leisure and social travel, rail. In addition, cycling and walking and ride’ at the dedicated car which extends into the evening are becoming increasingly popular parks located at stops on the when the transport offer alters and – the latter in part reflecting more network. Rail travel is experiencing the demands of those travelling ‘city living’. The figures show that significant growth with Manchester change. Commuting to work is some 70 per cent of trips into benefitting from an increasing mostly undertaken during the peak the City Centre are taken using a number of people using the rail hours when the demand for fast non-car mode. The City Centre network to access the City Centre and efficient travel is at its highest. also has a significant public and has significant further potential For this reason, future peak-time transport interchange function, if additional rolling stock and commuting is a major focus of providing for onward trips across supporting infrastructure can this strategy. the conurbation (eg. to Salford be secured. 46 There is also a need to ensure that Quays) and beyond. the businesses within the City Centre are accessible to service vehicles. As the economy grows, it is likely that greater demands for servicing will arise.

4 All references to ‘peak period’ refer to 7.30 to 9.30am

13 47 Manchester City Council and its 48 In January 2009, the Council 49 The prevailing transport patterns partners are also aware of our approved the Manchester Climate can also have impacts on other environmental responsibilities and Change Call to Action, which areas of development in the City the need to grow the City Centre in developed the principle of the city Centre. By accommodating more a manner that minimises the becoming low-carbon by 2020 and efficient travel, we can create the impact on local air quality and included a specific commitment to potential to make significant carbon emissions. The main source produce a stakeholder plan for improvements in the quality of the of poor air quality in the City Centre tackling climate change across the public realm. For example, changes is transport related, with 52 per city prior to the UN Summit on to the transport network have

cent of total emissions of NO2 Climate Change in Copenhagen. allowed for improvements to coming from traffic. In order to The plan ‘Manchester. A Certain Piccadilly Gardens and Exchange improve air quality for the benefit of Future’ was published in December Square in recent years. The residents, workers and visitors, we 2009 and sets out a strategic transport network needs to be will need to tackle the growth in framework of actions that need to sensitive to the changing nature of road traffic and congestion but also be taken by organisations and the City Centre, especially where ensure that the increase in public individuals throughout the city to there are opportunities to transport capacity is delivered in a address the challenges and strengthen the streetscape. cleaner and greener way. opportunities of climate change between now and 2020. The The Way Forward actions aim to reduce collectively 50 The Manchester Independent the city’s emissions of CO2 by 41 per cent by 2020, from 2005 levels Economic Review (MIER) pointed and to achieve a change in culture towards the strong position of that enables residents, businesses Manchester City Centre and its role and other organisations to take in delivering continued economic steps to adopt and implement the growth for Greater Manchester. It is principles of a low-carbon important to plan for future growth economy. The plan includes in the demand for travel now, to challenging targets for transport, ensure that the transport network is infrastructure and connectivity that not a restriction on economic this strategy, and particularly the growth. Manchester City Council proposals for public transport and and its partners are taking an active Smarter Choices, will help secure. approach, delivering this strategy and building the necessary foundations to ensure continued growth of the City Centre. This approach recognises the need to create the right conditions for the potential of up to 50,000 new jobs in the City Centre in the coming decade in a manner that provides the scope for all Greater Manchester residents to benefit from these opportunities.

14 51 As part of this growth programme, 52 In the short term, to 2015, the this strategy will need to establish planned and funded public a local transport network that can transport enhancements including accommodate the increase in travel the Metrolink extensions, the demand that will result. Based on Cross City bus package and the these growth predictions for new additional rail rolling stock will offer jobs, it is anticipated that trips into sufficient capacity to cater for all the City Centre will increase by up the anticipated job growth. to one-third or approximately 53 The City Centre transport strategy 30,000. The city is aiming for the seeks to capitalise on the majority (20,000–23,000) of this improvements being delivered by increase to be accommodated on GMPTE, Manchester City Council an expanded public transport and Salford City Council. It network. It is anticipated that 7,000 identifies how these improvements to 10,000 of these new trips would will address some of the key issues access the City Centre by car. facing the City Centre and how the However, our aspiration is to hold benefits created through the GMTF the actual number of cars entering can be maximised. At the heart the City Centre in the peak to of the transport strategy is the around the current number, 22,000 need to create a world-class trips5. We will achieve this transportation system that offers additional trip capacity by: people choice, convenience and > Identifying through traffic earlier certainty, supported by information and encourage it onto more and ticketing systems that make appropriate roads that avoid the public transport the preferred City Centre option for ever greater numbers of travellers. > Improving traffic management and signing to direct non- 54 A summary of the key issues that essential traffic away from the strategy seeks to address the centre and also to more follows. The identification of these appropriate ‘entry points’ to issues is an essential step towards reduce unnecessary circulation formulating the necessary inputs to in the City Centre the strategy. > Promoting higher levels of car sharing through our Smarter Choices initiatives > Encouraging a proportion of current car commuters to switch to the greater range and quality of public transport options that will be in place by the middle of the decade.

5 GMTU Report 1476, 2009

15 Key Issues

Metrolink 59 ‘Park and Ride’ from Metrolink 62 Following on from the High Level stations is well used but many Output Specification (HLOS), the 55 Metrolink carries around 20million car parks are full by early morning DfT published a rolling stock plan passengers per year (55,000 and additional land to extend in 2008 that promised a significant passengers per day) and has seen car parks is scarce. As part of an increase in the number of steady patronage increase on all ‘Accelerated Package’ of works passenger carriages across lines. The Altrincham and Bury lines under the GMTF, GMPTE is England by 2014. Since the plan are heavily utilised in the peak currently developing proposals to was published, the number of periods and trams have become increase the spaces available at a carriages planned for Northern Rail overcrowded, with passengers in number of stations. As the network and TransPennine Express services the peak periods experiencing extends further, additional parking before 2014 has been reduced difficulties boarding at stations may need to be added in future. and all rolling stock orders close to the City Centre. scheduled for 2010/11 which are 56 Metrolink has recently benefited Rail not contractualised have been from a £100million investment suspended and remitted to the 60 The UK is undergoing a national programme of track and station Government’s spending review. rail renaissance and growth in rail renewals. In addition, to help ease GMPTE now predicts that by 2014 commuting to Manchester has overcrowding and to increase the the number of overcrowded trains outpaced that seen in London frequency of some services, 12 will more than double for peak-hour by a factor of two. Rail offers an new trams (across the existing commuters into the City Centre. attractive alternative to travel by network and MediaCityUK) have GMPTE is continuing to work with car, providing for longer-distance now been added to the network. DfT to secure the best possible trips into the City Centre from a outcome for Greater Manchester. 57 The delivery of Phase 3a Metrolink, number of key commuter towns in More rolling stock may be available currently under construction, the wider travel-to-work area and after 2014 and GMPTE is also will see the introduction of further connecting Manchester to other working with DfT to assess how new vehicles to operate the major city centres. many additional carriages may additional services. 61 The resurgence of rail has not be required. 58 Penetration by Metrolink into come without problems. Many 63 In addition to seeking to increase the City Centre is good but the local rail services are seriously the number of additional carriages movement of the trams along overcrowded in the peaks with available, GMPTE is also striving to Mosley Street is hindered by crowding levels above the improve the quality of the rolling shared running with buses thresholds set by DfT franchise stock, particularly the fleet available accessing Parker Street. To cater agreements. In addition, the to Northern, which is generally poor for the planned growth and to number of trains that can be and will not attract many people improve operational robustness, operated is limited by platform who will otherwise choose to drive. GMPTE has been developing availability and the operational proposals for an additional capacity of the current rail network. Metrolink crossing of In the short term, capacity can only the City Centre, described in be created through longer trains more detail in Chapter 3. together with additional platform capacity at some stations.

16 64 In the longer term, new network 65 Alongside the Hub investment, 67 Network Rail also announced in capacity, particularly in and around plans have also been published by March 2010 a £30million package Manchester Piccadilly, will be Network Rail and DfT that confirm of work at Victoria Station to needed to deliver the range and the future electrification of the make it fit for the 21st century scale of services to support a Manchester to Liverpool via Chat and Network Rail remains fully stronger Manchester economy. Moss and Manchester to Blackpool committed to the implementation To achieve this we will need to via Bolton and Preston lines. In of these plans, including a new secure the delivery of the Northern addition, if a business case can be roof, a more open concourse and Hub (previously known as the made, Network Rail are seeking to improved facilities for passengers. Manchester Hub). The Hub is vital electrify the TransPennine route The works will respect the station’s to the economic success of the between Manchester and Leeds via heritage and will see the restoration north and is described by the Huddersfield. These schemes are and enhancement of some of Northern Way as ‘the single most subject to the current Government the station’s key period features critical infrastructure investment in spending review. If funded in full including the glazed canopy at the rail for the whole of the North’. The they will deliver improved entrance. The scheme will pave the current constraints of the Hub connectivity between Manchester way for Victoria to take a bigger prevent the rail network from and other key north west centres role as part of the Northern Hub playing its full role in growing the as well as providing better proposals and will be consistent economy of the region. It limits the commuter services along these with the electrification of some ability of businesses to access new corridors, potentially reducing the lines into the station. markets, the opportunity for people journey time between the City 68 However, we remain concerned to find new and better jobs, Centre and Liverpool to 30 minutes. however that, overall, the current impedes the region’s access to 66 In addition to City Centre network funding arrangements for major international opportunities, and and service improvements, we are railway stations in the City Centre stifles the free flow of goods from also aware of the need to raise the remain inadequate. We will ports to markets. The Northern quality of station facilities to meet encourage Network Rail and DfT Hub study (see page 18) is key to the expectations of passengers. to take a lead on developing a informing and justifying investment Apart from Piccadilly Station, which new funding and delivery model required to drive essential was refurbished in 2002, the other that will secure better outcomes productivity gains. We must ensure key rail gateways into the city, for the remaining stations. that the investment needed to specifically Manchester Victoria, address the Hub is agreed as a Oxford Road and Salford Central, national priority and included in are in need of major improvements Network Rail’s spending plans for to passenger facilities. The 2014 to 2019 if we are to secure ambience of Victoria Station in the growth potential which is particular is out of keeping with its required over the next decade. status as a major commuter station.

17 What is the Northern Hub?

The Northern Hub (previously known Following this work, Network Rail The £530million package of as the Manchester Hub) is the coming reported in February 2010 on the infrastructure improvements would be together of 14 of the North’s radial rail second phase of the study, which has delivered over the next ten years and corridors at Manchester’s two main looked at the existing infrastructure and would include the Ordsall Curve – a stations, Piccadilly and Victoria, their service patterns, likely future new piece of railway providing a direct junctions and signals, and the mix requirements, the difficulties that could connection between Victoria and of long-distance, regional, local and be encountered in meeting these Piccadilly stations via Salford and Oxford commuter and freight services that requirements and potential actions to Road, improving connectivity from the operate on them. overcome them. north east and allowing services from Victoria to access the airport – together The Hub is central to the economic Network Rail has developed a solution with additional platforms, including success of the north but it is severely that makes greater use of both Victoria two new bay platforms at Victoria, two congested and suffers from a number of and Piccadilly stations and which new through platforms (15 and 16) at infrastructure constraints that, between eliminates the majority of crossing Piccadilly and a fourth platform at them, are preventing the rail network in movements that constrain capacity the airport. the North of England from playing its full and lead to poor performance. The role in driving economic growth. solution is based on all north–south Key benefits for passengers would services using Manchester Piccadilly, include trains every 15 minutes to In 2007, the Government announced with most east–west services calling Liverpool and Yorkshire, faster journey a major study into the Manchester Hub at Manchester Victoria. times between Manchester and in recognition of its importance to the Liverpool and additional capacity for regional and national economy. This local and commuter services. study has been carried out in two phases. Phase one, led by the Northern Way, was an assessment of the potential economic benefits to the country from the improvement of the rail network around Manchester. Their conclusions were published in a Conditional Output Statement in April 2009.

18 69 With High Speed 1 now Bus 73 Greater Manchester has 15 key connecting London to Europe, radial corridors carrying services national attention has focused on 71 The bus forms the core of the into the City Centre. Four corridors the potential for a High Speed 2. transport network across Greater carry approximately half of all bus The Government has recently Manchester. The bus system is services. These are corridors not announced that it supports a line extensive in its scope across currently served by Metrolink or connecting London to Birmingham Greater Manchester, particularly rail. The high levels of demand with separate legs north from the within the M60, and forms the core for these bus services create Midlands to Manchester and form of transport for a significant significant flows from these Leeds. This preferred option will proportion of the local population. approaches. This can create be consulted on during 2011. However, traffic congestion and undue delay and increased limited City Centre priority causes journey times for passengers. 70 A key area where more influence is buses to suffer disruption to required concerns the specification punctuality and longer journey 74 High levels of bus activity can often and delivery of rail services, rail times during the peak periods. In contribute to poorer air quality in infrastructure and funding for addition, bus speed surveys have certain areas of the City Centre the refurbishment of key stations. revealed that bus movement in addition to creating specific It is vital that the city region has through the streets in the City pockets of bus-on-bus congestion. a greater say in the process Centre is 30 per cent slower Key areas where this is becoming of refranchising the TransPennine than on the rest of the Greater an issue include Portland Street, Express (2012) and Northern Manchester highway network. Lever Street, Oldham Street and (2013) networks. As part of the There is also variability of quality Church Street. This congestion Greater Manchester governance across different operators and a impacts on bus journey times and proposals, AGMA and GMPTE confusing array of ticketing options creates conflicts between buses, have signed a Rail Protocol with that require simplification. pedestrians and cars in areas the Secretary of State for Transport of high sensitivity. The bus is a that will give Greater Manchester a 72 The bus network carries the vital element of the City Centre significant input to the processes majority of the public transport trips transport network and ensuring for engagement in the key within the M60, and it is anticipated that it delivers this essential public stages of rail policy development, that much of the growth in newly service in the most efficient strategic planning, specification, skilled workers, predicted by the manner is fundamental to the procurement, project delivery and Manchester Independent Economic joint aspirations of the Council, service delivery to ensure the best Review (MIER), especially from GMPTE, the operators and outputs in terms of a rail network to within Manchester’s regeneration the public. meet the economic and transport areas, will depend on the bus objectives of Greater Manchester. network to access the new jobs being created in the City Centre.

19 75 By persuading more drivers to 77 Shudehill Interchange, opened 80 This strategy also seeks to address switch from cars and by introducing in 2006 as a purpose-built bus how bus services can most clean-engined vehicles, bus interchange, is not running to its effectively be co-ordinated to make companies can make a positive operational capacity and there the best use of the City Centre’s impact on improving air quality is the potential to use it more highway infrastructure, including in and around the City Centre. to re-balance where services the Cross City bus priority corridors, Operators have made significant terminate in the City Centre – and so deliver the enhanced improvements to the quality of their particularly as demand for bus connectivity that is an essential bus fleets serving the City Centre services grows. In addition, prerequisite for the growing City in recent years. The average age there are a significant number Centre economy. The Local of the bus fleet operating on of on-street stopping locations Transport Act 2008 provides a Manchester’s monitored routes is that provide limited provision more effective way for the GMITA/ 5.4 years, with more than 50 per for passengers. GMPTE and the Council to take cent of these buses having a forward two broad policy options: 78 Despite the fact that some bus minimum Euro IV engine emission to work in partnership with bus operators have invested heavily in standards. However, a significant operators within the existing their fleets, there remain negative proportion of buses continue to fall deregulated bus market; or to perceptions about bus services below the expected environmental introduce a form of bus franchising, among many commuters and requirements and more work known as Quality Contracts. this may make it difficult to attract needs to be done on raising people from their cars. Issues that 81 The Quality Contracts option overall standards. are cited include complexity of requires a series of public interest 76 In order to increase the the commercial network, poor tests to be satisfied and the attractiveness of bus services punctuality and reliability, high fare process which has to be followed to passengers, it is common for levels for some journeys, variable to secure delivery is neither swift operators to run their services vehicle quality and the lack of nor straightforward. It is also into the centre, drop off their integrated ticketing or smartcards. necessary to balance benefits with passengers and continue to a costs and affordability. The priority 79 The bus industry has delivered convenient terminus/layover at this time is to pursue, as far improvements on some key location. Dedicated bus as possible, new partnership services in Greater Manchester, interchanges are situated at a arrangements and GMPTE will be particularly on key radial routes into number of locations across the City bringing forward proposals with the City Centre. However, each Centre; the most popular location operators for more co-ordinated individual company’s commercial for bus termination is Parker Street, provision. Discussions are also decisions have also led, in part, to which is currently operating above taking place with DfT to secure a fragmented bus network where its design capacity, and this creates better value for the amount that is bus journeys to key parts of the congestion and pedestrian safety spent supporting bus operators, conurbation through the City issues around the access and including greater influence over Centre are not possible without egress on Portland Street and how the key national Bus Service interchange, often between Mosley Street. Operators Grant is deployed in different companies’ services. Greater Manchester. The intention This leads to a higher cost of is to balance inefficiencies travel and greater inconvenience which flow from the present, for those wishing to travel across fragmented arrangements and Greater Manchester. ensure that economic priorities are better delivered.

20 Highways, Parking 83 Given the finite amount of 84 If we are to ensure that pressures and Servicing roadspace around central on the highway network within Manchester together with our wider the M60 do not constrain our 82 Manchester has an extensive and environmental responsibilities, prospects for economic growth, well-developed highway network, unconstrained growth in road it is essential that we plan with good access to the motorway vehicle traffic is not sustainable improvements in a manner that network and numerous routes into in the long term. However, it is makes best use of existing assets the City Centre. As with all large important that access for vehicular and which clearly prioritise where metropolitan centres, the city has traffic is maintained and so, to scarce investment funding might been dealing with the increase in balance these factors, the Council best be deployed. As both the highway demand that is associated aims, during the life of this strategy, Eddington Report and MIER have with a successful and growing to hold the numbers of road concluded, mitigating the impacts economy. Manchester experiences vehicles at around current levels. of congestion will yield strong significant delay during the morning This will be achieved not only benefits to both the economy and peaks at some key junctions which through the substantial investment the environment. The Council will affects routes into the City Centre in public transport being delivered work with the Highways Agency and on the Inner Ring Road (IRR). through GMTF, but also through and the adjoining local highway The average number of inbound the removal of some vehicle trips authorities to develop better plans car trips during the morning peak is in the centre. Around a quarter of for making best use of, and approximately 27,000, equating to vehicle trips into the City Centre in developing, the main highway around 22,000 cars entering the the morning peak are considered network within the M60, based City Centre. Like rail trips, the City to be driving through the City upon revised traffic management, Centre has a significant influence Centre when it would be better prudent investment interventions on north Cheshire and south to capture cars further out to use and a new model of cross- Lancashire but also Derbyshire other more appropriate major agency working. and West Yorkshire. These factors routes on the highway network, 85 The IRR is a key part of the City all contribute to significant including the IRR, other orbital Centre highway infrastructure. pressure on the City Centre routes and parking provision on Progression of traffic around the highway network. the ‘nearside’ of the City Centre. IRR is becoming increasingly slow These trips can be broken down and greater demands on this route into those that are through trips are anticipated in the future. The with no purpose in the City Centre IRR has the potential to intercept and a larger number that are traffic before progressing into the driving across the City Centre to City Centre and direct it more reach a car park on the other side. appropriately around the IRR. In addition, other orbital routes can provide alternatives around the centre and would be expected to take some of this traffic as the City Centre expands. Bringing forward proposals to make the most effective use of the IRR are an important part of this strategy.

21 86 A key consideration for drivers 88 Taxis and private hire vehicles play Pedestrian Movement and is the availability of the most an important role in complementing Public Realm appropriate type of car parking. the conventional public transport There are just over 100 public car system. Taxi bays are provided 90 A safe and attractive pedestrian parks in the City Centre providing outside the main areas for network is essential to ensuring the around 21,000 spaces. The City interchange in the City Centre success and vibrancy of the City Centre has a good supply of such as Piccadilly Rail Station and Centre. Ensuring pedestrians can different types of car parking Portland Street. There are some reach all the business, social, but access to these car parks limited issues regarding taxi leisure and tourist venues in the is hindered through a lack of a waiting, for example around City Centre involves creating a coherent signing and access Piccadilly Station and on Fountain pleasant environment and reducing strategy. This requires an extension Street. The recent introduction of conflicts with other modes. The and review of the existing IRR taxi marshalling in the evenings growing City Centre economy signing arrangements and a review has helped to reduce night-time needs to be united through well- of the VMS signs. In addition, incidents around The Printworks. thought-out design, ensuring that the motorcycle is an increasingly the City Centre is not just the 89 A successful economy also needs popular mode of transport, and the location of desirable services to maintain good access for service City Centre has a limited supply of but is also serviced by a desirable and delivery vehicles. Their needs motorcycle parking located in key public realm. are different to those of a private areas. This also needs to be vehicle user. There are a significant 91 Improving pedestrian safety is a addressed as part of a more number of businesses that require key objective. There are a number comprehensive parking strategy. access to on-street loading bays of wide traffic corridors in the City 87 The City Centre area covers the near their units. This often conflicts Centre, in particular Portland administrative boundaries of with the aspirations for increased Street, Deansgate, Oxford Road Manchester and Salford and the public realm improvements and and Princess Street, which are cross-boundary area in particular improved public transport links. dominated by heavy traffic has seen an increase in the supply Therefore a balance will need to flows and are difficult to cross of low priced all-day car parking. be struck to cater for all these for pedestrians. It will be important for both essential activities. 92 Conversely, it is Manchester’s authorities to work together to experience that creating completely develop a co-ordinated strategy traffic-free streets can sometimes for the delivery of on-street and be counter-productive. At times, off-street parking that meets the when footfall is low, the actual and needs of the wider City Centre. perceived level of threat to personal security is increased on traffic-free streets. Disability groups, including the blind, have also identified that access to businesses in wholly pedestrianised areas is not easy.

22 93 The City Centre should be Cycling 98 Wider Greater Manchester figures accessible to everyone. Our aim suggest that 78 per cent of trips will be to provide pleasant and safe 95 Cycling has great potential to be a are less than 5km, a distance that pedestrian environments for the key sustainable mode for trips into can easily be cycled, yet 56 per benefit of all, and to improve the the City Centre as well as providing cent are by car and only one per legibility of the city, paying particular substantial health benefits. At the cent by bike. There is potential attention to improved signage and moment, there are some significant to encourage greater use of the information, including the removal gaps in infrastructure provision cycle through the Smarter Choices of unnecessary street clutter on key links into the centre and, programme. This would be a together with good maintenance increasingly, a shortage of secure key element of the City Centre of pedestrian spaces. We will also cycle parking spaces. As a key part cycling strategy and essential in work to ensure that the needs of of the GMTF Accelerated Package, encouraging modal shift towards disabled people are taken into the bus improvement works include cycling. There is also a need account as detailed designs provision for the extension of many to work with developers and are worked up and that there is cycle lanes in the City Centre. businesses to incorporate facilities further consultation on individual This includes provision for cycle such as showers, lockers and schemes. We will encourage parking at key destinations along secure parking within buildings. scheme promoters to consult with the routes. representatives of disabled groups 96 Road safety is a key consideration to ensure their views are taken into for cyclists. There are currently account as schemes are designed a number of areas where cyclist and implemented. movements conflict with other 94 We will encourage Network Rail, modes. Where these conflicts the train operating companies and between different modes exist, GMPTE to secure steady progress it is important to investigate the towards the provision of fully range of options available to accessible stations and platforms improve, in particular, the safety in the City Centre. We will also of both pedestrians and cyclists encourage bus operators to and reduce the need for further employ fully accessible buses on intervention. routes accessing the City Centre 97 The current cycle strategy for the and work with GMP, GMPTE and City Centre was published in 2001 operators to ensure personal safety and has not been updated to on buses, trams and trains as well reflect the subsequent changes as in and around public transport since. It is important that the City stations and stops. Centre has an up-to-date and relevant cycle strategy to ensure that cycle infrastructure is implemented in a co-ordinated manner, particularly with Salford.

23 Smarter Choices 100 The City Centre suffers from limited Summary and Integration integration across the different public transport modes and service 101 The scale of the challenge for this 99 The Council supports the ‘Smarter providers. Ticketing arrangements strategy is very clear – transport Choices’ agenda, which makes use are not a seamless process and must not become a constraint on of marketing, information and passengers are often required to the continuing economic growth advice to encourage people to buy multiple tickets to travel on of the City Centre, Greater change their travel habits. This different services. Further steps Manchester and indeed the includes the use of travel plans that need to be taken towards the economic potential of the North set targets on travel behaviour, introduction of an integrated and of England. Based on the additional national programmes such as the simple-to-understand fares and job forecasts, the transport Cycle to Work scheme and ticketing system, preferably with strategy needs to be cost-effective, individual actions such as car some form of charging bands or multimodal and integrated in nature sharing. Smarter Choices zones and utilising ‘Smartcard’ and must be able to accommodate techniques are now being gradually technology. There is no up to a third more trips into the City applied in the City Centre. The comprehensive information system Centre by 2020. The transport Council has a travel plan covering that keeps passengers updated strategy for the City Centre needs all its employees and requires all about the location of public to deliver into the future. new developments to prepare a transport and anticipated arrival plan as part of the planning times. Solving these issues would process. For example, the Co-op is improve passenger confidence in the process of preparing a plan and make public transport for its HQ development. Extending more attractive, particularly the number of City Centre to infrequent users. organisations with travel plans and, more importantly, implementing them would support a number of other aspirations in this strategy.

24 25 3 The Strategy

26 The Strategy

102 Funding is already in place to 105 Funding from the identified sources 107 It is clear that more will need to be deliver many of our transport will deliver the following schemes done to deliver initiatives which will improvements. The next essential that will support the growth in the be critical to the future success of stage, currently underway, City Centre: the City Centre economy. To this is to improve and strengthen end, the Government is working > New Metrolink extensions governance arrangements in with AGMA to examine how (Ashton, East Didsbury, Oldham Greater Manchester. Without this Greater Manchester can assume and Rochdale town centres scale of ambition and approach, responsibilities and influence and Manchester Airport), more we cannot develop the transport comparable to Transport for Park and Ride at Metrolink systems and services necessary London and the governance stations and a second Metrolink to bring about the self-sustaining arrangements that will be city crossing economic growth that is our aim. necessary to support this. > A range of highway and signage 103 Capitalising on the opportunities of 108 To support this strengthened measures that will help us tackle this step change in the quality of relationship, the Government has congestion and improve traffic the transport system in the next signed a Rail Protocol that sets out movements around rather 10–15 years will only be possible the process for engagement in than through the City Centre, with a strong collective effort terms of the key stages of policy together with investment in between different parts of development, strategic planning, cycling and improvements to Government – local and national specification, procurement, project the public realm. together with the private sector delivery and service delivery for transport operators – to ensure 106 Other schemes, however, are DfT Network Rail and Greater mutually supporting investments subject to the Government’s Manchester. The protocol provides are made that deliver maximum spending review: an operational framework to ensure economic impact. that mechanisms for funding, > A series of new Cross City bus specification and delivery are used 104 The following pages set out, mode connections, supported by in a way that provides the best by mode, the forecast demand, the appropriate traffic management outputs in terms of a rail network to key issues, our planned schemes and enforcement measures, meet the economic and transport and interventions and our proposed including a scheme along the A6 objectives of Greater Manchester. way forward. The positive message and A580 from the City Centre is that, through identified funding that links into the Leigh–Salford– streams, including the agreed Manchester Busway scheme £1.5billion GMTF, we are well > Some additional rail rolling positioned to meet our future stock, more Park and Ride transport challenges. However, it and improvements to some is clear that we need to work with railway stations. all stakeholders to secure other investments and contributions to maximise our overall outcomes in terms of both capacity and quality of provision.

27 109 The Government has also signed a 111 We also want to work with DfT, Metrolink Highways Protocol that recognises local businesses, transport the areas of opportunity which can operators and other key 114 Currently, some 6,000 passengers be exploited, including responding stakeholders to deliver a variety travel into Manchester during the to incidents and planning for of pilot projects aimed at securing peak two hours. By 2020, we events, where there are significant travel behavioural change, expect this to reach 16,000. benefits to be gained. It including innovative delivery of Through the GMTF, the funding acknowledges that national, travel information, safety and is in place to deliver the schemes regional, Greater Manchester-wide security, and marketing initiatives. that will ease existing overcrowding and local priorities will not always and cater for the projected 112 GMTF does not include any be consistent and will need to additional demand. funding for heavy rail as the be addressed in a manner that Government had already made a balances all objectives. Three core commitment to deliver sufficient strands of activity have been Key issues summary rolling stock (see paragraph 62) identified for further detailed work: although this is now subject to Strategic Network Development, > Addressing peak overcrowding the spending review. However, day-to-day management the full delivery of that commitment > Improving the quality of the and building an evidence is currently at risk and therefore rolling stock base/sharing information. we need to develop a new, > Increasing Park and Ride capacity 110 Greater Manchester is also leading strengthened relationship between a study on the issues being faced Greater Manchester and the DfT > Addressing operational resilience by bus users and the opportunities to better align priorities and the in the City Centre for enhancing economic, social and distribution of available resources environmental outcomes delivered to give greater input over capacity 115 Work is currently underway to by the bus network. The work is requirements, service specifications convert the former ‘Oldham Loop’ addressing the extent to which and capital investment. This will rail line to Metrolink and to build local and national resources are help deliver more rail rolling stock new extensions from Piccadilly to being deployed to sustain bus over and above that currently being Droylsden and from Trafford Bar transport and usage, what committed by Government to Chorlton. Through the GMTF, outcomes are delivered and together with a more effective funding is also now in place to whether there are greater funding model for improvements further extend the schemes under efficiencies to be secured in the to key rail stations. construction to Ashton, East delivery of bus services in terms Didsbury, Oldham and Rochdale 113 This City Centre transport strategy of improved outcomes through town centres and Manchester will enable the effective delivery of different alignment of services Airport. The City Centre strategy transport schemes that support the and different delivery structures. needs to build on the infrastructure aspirations of the city and its being delivered under this partners. This includes delivering programme. To accommodate the funded package of works and these additional tram movements, supporting the case for improved a second Metrolink crossing governance. Fundamentally, this through the City Centre is planned. ambitious programme marks Greater Manchester apart from other major cities.

28 116 Through the provision of these new lines, additional trams, extra Park and Ride spaces and new ticket machines, it is anticipated that, by 2016, the extended Metrolink network will be able to carry 16,000 passengers per peak period. The Metrolink Phase 3a extensions are currently under construction and contractual terms for the Phase 3b Metrolink lines will be concluded as early as possible in 2010.

Funded schemes and interventions Delivered by > Deliver 40 additional trams to ease overcrowding and operate the new services From 2009 > Eight trams being delivered immediately with a further four to support the MediaCityUK services > 28 delivered with Phase 3a > Build new spur to MediaCityUK complemented by enhanced service provision 2010 > Increase car parking provision at Metrolink stations from current 1,340 to 2,750 spaces 2012 > Complete Phase 3a (currently under construction) 2012

> MediaCityUK Summer 2010

> Central Park Spring 2011

> Trafford Bar to St Werburghs’ Road Spring 2011

> Oldham Mumps Spring 2012

> Rochdale Railway Station Spring 2012

> Piccadilly to Droylsden Spring 2011 > Complete Phase 3b (together with additional trams) 2013

> Chorlton to East Didsbury End 2013

> Oldham and Rochdale town centres 2016 > Droylsden to Ashton

> Chorlton to Manchester Airport via Wythenshawe 2014 > Complete Second City Crossing 2016

29 The Way Forward 119 The Council will support GMPTE in 122 GMPTE will deliver improved securing the necessary powers to passenger information facilities on 117 A key priority within this strategy is build a second Metrolink crossing the Metrolink system during 2010. to ensure that the Council works within the City Centre in a manner The Council will also work with closely with GMPTE to plan the that minimises the impact on GMPTE and operators to develop delivery of this programme. This neighbouring properties and ensure better integration with bus and rail must ensure that the benefits of the that it is designed to meet the city’s in order to take full advantage of scheme for City Centre users are aspirations for high-quality public the extended network. This will maximised and that the disruption realm. allow the city to accommodate to current users and other modes the near trebling of passengers 120 The Council recognises that it is is minimised. The Council will anticipated on Metrolink and critical that the additional tram contribute to the programming ensure that appropriate supporting movements are managed at major and design of the Metrolink infrastructure at stops can junctions in order to minimise network and service specification. be delivered. This will include looking beyond the conflict with other traffic and with current programme to identify any pedestrians, for example, at the 123 The Council will work with GMPTE, future opportunities to expand the junction of Fountain Street with the Highways Agency and network as part of the work to be Market Street. neighbouring local authorities to identify and deliver an extended developed for LTP3. 121 The Council will work with GMPTE programme of Park and Ride at to maintain service standards in the 118 Work has already begun around key locations on the existing and City Centre and deliver the journeys St Peter’s Square and Mosley future network which, together with that people require to the standard Street, through reorganisation of additional tram capacity, will assist they expect. A further key the bus network, to ensure better in managing the growth in car consideration will be the need movement through the City traffic into the City Centre. Centre for trams. GMITA has for careful planning to minimise also commenced the statutory disruption during the construction procedures to pursue the closure of the second Metrolink crossing in of the Mosley Street Metrolink stop. the City Centre. This will improve journey times and allow a much more aesthetically pleasing environment to be created. As part of the proposals, a ‘real time’ information system will be introduced so that passengers will know whether the next Altrincham tram will depart from Market Street or Piccadilly Gardens. GMPTE will carry out a separate consultation on the closure proposals.

30 Second City Crossing (2CC)

The impact of all the funded Metrolink The Need for a Second The Proposed Route extensions and service enhancements City Crossing will be to treble, by 2021, the number of The proposed route starts on the ramp passengers accessing the City Centre GMPTE is therefore promoting a Second alongside Manchester Central (formerly by tram. The additional number of tram City Crossing which will provide: G-Mex) and runs along Cross Street and movements will place significant Corporation Street to rejoin Metrolink > Increased operational capacity for all demands on the existing system, giving outside Victoria Station. the Metrolink extensions rise to the need for additional capacity There would be two new stops including in the City Centre. > Improvements in the reliability of one serving Corporation Street/ all Metrolink services, including the Metrolink services in the City Centre Exchange Square and the other in new routes currently operate along Mosley Street the vicinity of Central Library. and High Street when travelling directly > The capacity to accommodate The proposed scheme provides the between Altrincham and Bury. Services additional services beyond those most direct route between Manchester to Piccadilly Station diverge in Piccadilly currently committed and to extend Central and Victoria Station. On-street Gardens to run to the terminus at services from MediaCityUK into the running with traffic would be restricted Piccadilly Station. City Centre without having to change to short lengths of road, which should trams en route As Phase 3a comes into service by ensure reliable operation. Sensitive 2012, the new routes to Rochdale and > The flexibility to serve special events design will be needed around a number of listed buildings and measures will be Chorlton will result in a further group of > Reduced disruption caused by future incorporated to mitigate noise and services passing along Mosley Street/ maintenance and renewals in the City vibration to adjacent properties. High Street. Droylsden services, which Centre by providing a diversionary will be formed by extending services route when one of the two is eastwards out of Piccadilly on the new obstructed for any reason. Alternative Route alignment to east Manchester, will not An alternative route has been considered impose any greater demands on Mosley as part of the analysis. This ran between Street and High Street. Trafford Bar and Cornbrook, south of Similarly, the extensions from Chorlton the IRR, and would have run on-street to East Didsbury and from Droylsden along Chester Road and Deansgate to Ashton do not increase the number before turning to pass The Triangle into of services passing through the Corporation Street to rejoin the existing City Centre. line at Victoria.

However, the Manchester Airport extension together with the Oldham and Rochdale town centre extensions would push the demand for services through the City Centre beyond its practical limit, particularly along Mosley Street.

31 The alternative route was significantly longer, and would cost around twice as much as the proposed route. Additionally, the alternative route did not attract the same level of patronage to justify the additional costs. As the cost differential is so large, and the other factors affecting the alternative route provide no significant advantage over the Cross Street route, it would not meet GMITA’s/GMPTE’s criteria for investment.

The proposed Cross Street alignment is the only one that represents value for money. In particular it:

> Provides quicker journey times into and across the City Centre > Allows full connectivity between routes at Cornbrook (for example, MediaCityUK services could be extended to Victoria in the future) > Is shorter and more economical to build > Has lesser impacts on other traffic in the City Centre > Allows Metrolink stops to be built in key City Centre locations. There are nevertheless a number of significant issues still to address including proximity to a number of listed/ historic buildings (such as the Royal Exchange) along or near the alignment together with potential visual impacts in sensitive and/or well-used public spaces. Detailed access and servicing arrangements will be developed particularly in the vicinity of the proposed stops.

GMPTE will be carrying out a more detailed consultation on the proposed route in early 2011.

32 Rail 126 The rail network provides an important Park and Ride function 124 The rapid growth experienced in for Manchester City Centre. The recent years means that some current provision is well used and 21,000 passengers now access proposals exist to deliver additional the City Centre in the morning peak Park and Ride spaces at key period by rail with well-documented stations through the GMTF problems of overcrowding on a Accelerated Package. number of key routes. Evidence from local train operators is that passenger numbers are continuing Funded schemes and interventions Delivered by to grow. > Improvements to platforms, passenger waiting facilities, 2010/11 information and lighting at Victoria Station Key issues summary > Improvements to disabled access provision at Oxford Road 2011/12 Station, including passenger lift to platforms 2 and 3 > Address peak overcrowding > Increased car parking provision at a number of rail stations 2012# Increase network capacity > > Improved journey times to Liverpool through DfT’s 2013# > Improve rail connections electrification scheme > Improve rolling stock quality > Major refurbishment of Victoria Station 2014 > Secure greater influence over rail > Increase rolling stock capacity committed by DfT for 2014# decision-making additional passengers through HLOS

125 In line with the forecasts for job growth in the City Centre, we expect demand for rail to reach around 29,000 passengers in the morning peak by 2020. However, the additional rolling stock numbers currently being proposed by DfT fall well short of this likely level of demand, leaving the city facing a continued shortfall in capacity. In addition, major investment is needed around the two ‘gateway’ rail stations, as part of the Northern Hub proposals. Delivering on these improvements represents a key challenge in the current economic climate; however, the Council is committed to exploring all available options.

33 The Way Forward 128 The Council will work with the 130 We will also press to ensure that Government, Network Rail and Network Rail’s electrification of the 127 To address the immediate priority developers to secure funding that Liverpool–Manchester line via of overcrowding, the Council, will allow a substantial improvement Newton-le-Willows is delivered and working together with GMPTE, will to the passenger facilities at maximises the spin-off benefits to continue to press the DfT to deliver Victoria, Oxford Road, Salford commuters, through, for example both the rolling stock capacity and Central and Salford Crescent. At increased Park and Ride. The DfT quality improvements committed these locations it will be important announced in December, 2009 by the previous Government by to develop proposals that bind further electrification in north 2014. Despite the strong growth these sites closely into the city west England with proposals for in Manchester’s rail commuting transport system and plans for Manchester–Bolton–Preston– since 2000 and the anticipated urban development. We will also Blackpool and Liverpool–Wigan– continued growth in the coming continue to work with GMPTE and Preston–Blackpool (at a total cost decade, the DfT has recently Northern Rail to improve passenger of £200million), utilising second- proposed that Northern Rail’s facilities at rail stations that give hand trains from the London area. and TPE’s allocation for additional access to the City Centre. In Subject to funding approval, the rolling stock is cut. Our analysis particular investment should first part of the Liverpool– has clearly demonstrated that provide better access for the Manchester scheme would be this reduction in the number disabled and measures to improve available for use in 2012 (enabling of carriages will not provide passenger safety and security. Manchester–Scotland services enough capacity to meet Greater to become electric), and the full 129 Victoria Station in particular Manchester’s needs for the period Liverpool–Manchester service must become a key priority for up to 2014. Through the ongoing could be operating in 2013. Network Rail. In March 2010 we governance work, we are The Liverpool via Wigan and welcomed their announcement of developing a closer working Manchester via Bolton to Preston a major package of investment to relationship with DfT to ensure that and Blackpool works would follow transform the station, including a future rail capacity, including rolling later in 2017. stock allocation, is jointly agreed, new roof, redesigned concourse, based on robust evidence and that new ticket office, information 131 The reduced journey times that the whole rail investment process is booth, waiting rooms and toilets. these proposals will deliver more responsive to the economic The scheme is intended to retain, extends the potential labour pool needs of the city. restore and enhance the station’s for the City Centre and improves heritage features including the the overall connectivity of the glazed entrance canopy. We will city region. work with GMPTE and Network Rail to ensure that this essential upgrade is delivered as quickly as possible. The option will also be explored to secure Victoria’s adoption as a ‘Network Rail Managed Station’ giving it the same status as Piccadilly.

34 132 As part of the joint work with DfT Bus 136 To attract new users particularly regarding governance, GMPTE from car travel, the bus network will develop the economic case for 135 Currently, some 25,000 passengers will need to deliver quality further expansion of commuter rail arrive by bus in the City Centre improvements that will make capacity into Manchester for the during the morning peak. By 2020, it more attractive to more years beyond 2014 and ensure buses will need to provide for commuters. Improvements need that this is incorporated in DfT at least an additional 5,000 to be delivered in journey speeds, plans for new franchises and passengers in the same period reliability and punctuality. These are the 2012 High Level Output in a way that meets the city’s key areas that current and potential Specification. This should aim economic, social inclusion, low bus users view as fundamental to provide trips for around 4,000 carbon and air quality objectives. to any urban bus transport additional rail users daily. system. There is a need for a comprehensive and stable network 133 The Council will continue to work Key issues summary to better meet the future needs of with the Government, the Northern Greater Manchester including Way, GMPTE and Network Rail to > Improving journey time reliability integrating services, especially with secure funding for the delivery of Metrolink. The image of the bus will the package of measures identified > Tackling delays in the City Centre be increasingly important and a to address the Northern Hub. > Improving the vehicle modern bus fleet with high There is now a national recognition emission standards standards of customer service, that resolving these problems will > Review and upgrade stopping supported by effective information be the key to unlocking the locations in the City Centre systems and ticket ranges that potential of the rail network for the offer value-for-money, are easy- whole of the North of England and > High fares, especially single trips to-understand and are relevant will require significant infrastructure and variance between operators to modern working patterns, works to achieve its objectives. > Increased influence over bus will be essential to attract 134 Manchester City Council, issues, particularly multi-operator new passengers. supported by AGMA, GMITA and ticketing, network design, ‘real other partners, will continue to time’ passenger information and make the case for a high-speed rail vehicle quality link that connects Manchester to Birmingham, London and the wider high-speed network including ease of interchange in the capital. The Council will work with GMPTE to ensure that high-speed rail proposals are developed in a manner consistent with the Northern Hub proposals so that they best complement local rail services. It will also be important to ensure that in developing railway stations for a high-speed line they should be integrated into the transport and spatial plans for the City Centre.

35 The Way Forward Funded schemes and interventions Delivered by 137 The Council and GMPTE, through > The Metroshuttle services will be enhanced by a new fleet 2010 onwards the Greater Manchester Transport of diesel-electric hybrid buses and the network will be Fund, will implement a package of developed to complement Metrolink and the Cross City bus priority measures, supported bus package by bus lanes, traffic management > More effective use will be made of Shudehill Interchange 2011 schemes and effective enforcement through relocation of existing on-street facilities measures to improve bus speeds and reliability in the City Centre. > Deliver new bus routes that connect north and south Phased These improvements are key Manchester through the City Centre. The proposed routes construction to delivering the wider strategy include: through to objective of increasing the 2013# > Swinton to Manchester Royal Infirmary, including a attractiveness of bus journeys. connection to the Leigh–Salford–Manchester busway. To complement these operational improvements further progress > Middleton to Manchester Royal Infirmary. also needs to be made in improving > East Didsbury to Pendleton. the quality of buses, including the continuing introduction of cleaner > To reduce pressures on City Centre streets, new sites will 2012 onwards engines and a simplified range of be made available for bus turnaround and layover until such value-for-money, multimodal ticket time as permanent interchange capacity can be delivered products delivered through an > Complete the Leigh–Salford–Manchester busway 2012 onwards# electronic smartcard scheme. > Continued traffic management and bus lane enforcement Ongoing 138 We expect around an additional 5,000 bus passengers in the morning peak by 2020. This level of growth in passenger demand requires significant changes to bus operations in the City Centre. The Council, together with GMPTE and the operators, will work to deliver the needed additional capacity while, at the same time, balancing the needs of other demands on the City Centre road network.

36 139 With funding from the Greater 141 The outcome of this process must 143 In developing any such plans, the Manchester Transport Fund, be a step-change in the quality Council is keen to ensure that bus GMPTE is currently drawing up and capacity of the bus network passengers are still able to get to detailed plans for a new network including commitments from their destinations with ease – and of Cross City bus services (see the bus operators that lead hence sites that allow for buses to separate box on page 39) to to improvements in terms serve the main destinations before improve transport connections of punctuality and reliability, vehicle terminating are to be preferred over along three of the city’s busiest and driver quality, better those that leave passengers on approach roads. At the heart of this interchange and integration the edge of the city far from their network will be a range of new (including ticketing) between ultimate destination. The Council infrastructure provision to be built in buses and with other modes has a desire to initially reduce the City Centre, such as new bus and affordable fares. GMPTE the scale of operations at Parker priority measures, traffic and the Council will also have a Street in Piccadilly Gardens, and management schemes, new signal key role to play in delivering these ultimately remove the facility, technology, improved boarding and improvements through more but recognises the challenges alighting facilities, and better, safer effective highway management, associated with finding a pedestrian crossings. The new better enforcement and the suitable alternative. infrastructure will give GMPTE an provision of improved passenger 144 The Council will work with GMPTE opportunity to work with bus facilities. The Council will also be and the bus operators to develop operators to introduce additional seeking more formal arrangements a future bus termination plan that through services to complement for dealing with bus routing issues will allow a phased relocation of the services to be introduced as into and through the City Centre bus services into dedicated part of the Cross City package. together with more effective interchanges. management of termination, 140 GMPTE and GMITA are developing waiting and layover. 145 The City’s plans to extend a bus strategy that will work pedestrian priority and improve towards increasing bus patronage 142 In the short term, it will be essential the public realm in some areas will (including attracting more people to optimise the use of existing mean that buses will be relocated from their cars) and securing facilities such as Shudehill as there from certain parts of the City improved bus services in terms will be limited funding available Centre including Mosley Street, of the quality of vehicles, their to provide any new off-street St Peter’s Square and Victoria punctuality and, where affordable, interchanges. In the longer term, it Street. The Council will work greater network coverage. These may be possible to develop future closely with GMPTE and bus changes could be delivered interchanges dependent on the operators on a new bus routing through stronger partnership availability of suitable sites and strategy that will allow us to working with bus operators using funding. Further consultation achieve our objectives while powers provided by the Local will be carried out as and when ensuring that bus passengers are Transport Act 2008 covering appropriate sites have been still able to access employment, tendering, Voluntary Agreements identified and funding is available shopping and leisure destinations. and Quality Partnership Schemes to support their construction. (QPS), or through a Quality Contract Scheme (QCS).

37 146 We will also continue to work with 148 Although coaches do not currently GMPTE and bus operators to have a major role as a means of deliver bus services that will allow accessing work, carrying less than Manchester residents to access one per cent of commuters peak new jobs and training opportunities times, they are an important part of in the City Centre and beyond, the inter-city transport network. focusing in particular on The Council will work with GMPTE access from ‘hard-to-reach’ and bus and coach operators to neighbourhoods and on running examine the scope for express increasing frequencies in the early buses or coaches to operate morning and late evenings so on key long-distance corridors, reflecting the increasing ‘24 hour’ especially where there are no rail nature of the City Centre. services or where parallel rail routes are overcrowded. 147 The flagship Metroshuttle network was established by the Council 149 Coaches are also a cost-effective in 2002 to ensure effective means of longer-distance travel connectivity between key public popular with students and older transport termini, car parks and people with many trips starting, areas of activity across the growing ending or interchanging at the City Centre. Metroshuttle now Manchester Central Coach Station carries more than 2.6million on Chorlton Street. Coaches are passengers per year linking public also a vital part of the tourism and transport gateways and car parks visitor market and are particularly with the main shopping, business important in serving the shows and visitor locations. The and events at the MEN Arena implementation of Cross City and at the city’s theatres. The bus services together with other Council will continue to work potential routing changes will mean closely with coach operators to that Metroshuttle routes will need ensure both adequate signing to to be kept under review to ensure suitable coach parking locations in that they continue to meet the and adjacent to the City Centre needs of a growing and expanding and the ability to pick up and drop City Centre. GMPTE will be off visitors near key City Centre retendering and relaunching the attractions. services during 2010. This will see the introduction of a new fleet of modern vehicles powered by more environmentally friendly diesel- electric hybrid engines funded in part through funding from the DfT’s Green Bus Fund.

38 Cross City Bus Package

GMPTE, working in partnership with The Proposals Manchester, Rochdale and Salford Councils, has developed a package of The package is part of the £1.5billion Cross City Centre bus infrastructure GMTF improvements. All three schemes measures. These will enable improved in the Cross City bus package converge transport connections along three of on the City Centre Greater Manchester’s busiest roads > From J14 of the M60 in Worsley, through the City Centre to provide new along the East Lancs Road (A580) opportunities to access employment, and A6 healthcare and education by enabling bus services from Middleton, Salford > From Middleton, along Rochdale and Parrs Wood (East Didsbury) to run Road and Manchester New Road across the City Centre and along Oxford (A664) Road without needing to change buses. > From Parrs Wood via Wilmslow Road Subject to GMPTE securing the and Oxford Road. necessary approvals, the schemes are planned to start later this year with completion in 2013. Further consultation with local businesses and residents is being undertaken through the detailed design stages.

to A664

HIGH STREET CHURCH STREET Manchester City Centre Introducing Cross City Bus Travel OLDHAM STREET Detailed Plan - October 2009 DALE STREET to Salford/A6

ST MARY’S PARSONAGE

DEANSGATE LEVER STREET PICCADILLY NEWTON STREET Piccadilly BRIDGE STREET Gardens

CROSS STREET PICCADILLY JOHN DALTON STREET CLARENCE STREET PARKER STREET

PRINCESS STREET

COOPER STREET YORK STREET Town Hall AYTOUN STREET MINSHULLSHULL STREET

Plan showing the proposals City Gallery CHARLOTTE STREET for central Manchester LLOYD STREET NICHOLAS STREET CHORLTON STREET

GEORGE STREET

Cube City Hall Gallery SACKVILE STREET

PORTLAND STREET PRINCESS STREET Key Existing highway Bus lane OXFORD STREET New cycle lane Pedestrian Crossing Waiting areas Palace Loading areas Theatre Taxi waiting areas WHITWORTH STREET Tram route

to Oxford Road to Upper Brook Street

39 City Centre Bus Priority Oxford Road In order to maximise the benefits of the Cross City scheme, the Council and Within the City Centre, the schemes will It is also proposed to remove general GMPTE are seeking to enter into a include the provision of bus priority traffic from Oxford Road between Statutory Quality Partnership (SQP) measures along Oxford Street, Princess Hathersage Road and Grosvenor with bus operators to deliver the Street, John Dalton Street, Bridge Street. The road will be redesigned to appropriate operational, service quality Street, Portland Street, Church Street accommodate two lanes for buses, and environmental improvements on and Shudehill. These measures will licensed hackney carriages and these corridors. improve the speed and reliability of emergency vehicles. Separate cycle buses; complementary measures will lanes are also proposed. The remainder GMPTE and the Council consulted also be introduced to encourage cycling of the highway will be given over to extensively on each of the Cross City and ease pedestrian crossing. pedestrians and the public realm to proposals during 2009 and the early part enhance the attractiveness and safety of 2010. Detailed designs have been The proposals include changes to of the university and hospital environs. devised and GMPTE is now seeking the traffic flows on Portland Street formal powers and funding to construct and Princess Street to allow for the Access to the area will be facilitated the schemes. Programme entry status necessary bus priority. In the main, these by cross movements from the parallel was granted in March 2010. GMPTE is changes will limit traffic along these routes of Upper Brook Street and Higher now proposing to develop the scheme streets to ‘access only’. A section of the Cambridge Street/Upper Lloyd Street to proposals in accordance with revised street will be limited to buses, licensed permit servicing and access to car major scheme guidance to progress the hackney carriages and cyclists to enable parks. North of Grosvenor Street to schemes towards full approval subject an improved link from St Peter’s Square Portland Street, Oxford Road/Street to the outcome of the Government to Mosley Street and Piccadilly Gardens will follow the same layout, albeit with spending review. for pedestrians as well as improving limited access for servicing properties. journey time reliability for Metrolink Complementary traffic management passengers. Through traffic will be measures will be implemented on encouraged to use sections of the Inner adjacent corridors to facilitate any Ring Road, or alternative orbital routes if displaced traffic; however, our modelling more appropriate. The southern section suggests that this traffic will be of Princess Street south of Whitworth dispersed over a wide area. Street will revert to two-way traffic to improve access to and from Upper Brook Street, thus providing an alternative to Oxford Road.

40 Cars, Highways and Parking 153 Currently, there are some 22,000 154 The Greater Manchester cars entering the City Centre Congestion Target Delivery Plan, 150 Private cars remain an important during the two-hour morning peak, funded through the second Greater mode of access to the City carrying a total of 27,000 people – Manchester Local Transport Plan, Centre particularly for commuting, representing a third of all trips. By addresses traffic conditions along shopping and leisure. While overall improving the quality and capacity 15 key routes, a number of which demand has increased by ten per of public transport, increasing Park serve the City Centre. Working cent since 1997, the cars’ share of and Ride options and by promoting with other agencies, we are trips in the peak period has fallen. Smarter Travel Choices, our continuing to identify relatively strategy aims to increase the modest interventions (but with average car occupancy rate so cumulative potential) that can Key issues summary that while the number of people help tackle congestion, including travelling to the centre may grow traffic management and parking > Resolving peak period to around 30,000, the actual measures, enforcement and better junction delay number of cars will remain constant co-ordination of traffic signals. > Reducing the number of through at around 22,000. This will also We are also working with key and ‘far side’ trips using the include capturing vehicles before employers along the routes City Centre they reach the City Centre and to develop and implement diverting them to alternative routes travel plans. > Reviewing and improving City if their journey does not have a Centre car parking and signing destination in the centre. > Maintaining good levels of access to car parking and servicing Funded schemes and interventions Delivered by > Need to review the function and > Tackle congestion on priority routes serving the City Centre Ongoing operation of the IRR as part of the Greater Manchester Congestion Target Delivery Plan 151 This strategy recognises that it will > Upgrade of the UTC system in the City Centre 2010 be important to retain good access to the City Centre for cars and > Upgrade and expansion of the City Centre Car Park 2010 service traffic alike. Guidance (VMS) system 152 We must acknowledge, however, > Work with the Co-op to re-route the IRR so as to reduce 2012 that continuing growth in car trips the impact of Miller Street and better integrate their is unsustainable and will need to be development with the City Centre managed if we are to avoid levels > Expansion and development of the Metroshuttle free City 2012 of congestion that would damage Centre bus (linking public transport termini and car parks the City Centre’s economic to the business and retail areas) prospects and disadvantage those who have no option but to drive > Introduce traffic management measures and improved 2016 into the city, including businesses signage in the IRR to develop more appropriate routing that rely on the roads for servicing. strategies so as to reduce the number of unnecessary through and ‘far-side’ car journeys in the City Centre

41 155 A number of schemes have The Way Forward 159 These changes will in turn provide been identified on radial routes, capacity for the introduction of orbital corridors and junctions 157 The Inner Ring Road is central to priority measures to accommodate on the Inner Ring Road for the future of the highways network public transport and also improvement including: in the City Centre. It allows efficient opportunities for an improved access to the City Centre and public realm to accommodate the > Mancunian Way/Trinity Way/ allows traffic to circumnavigate the significant numbers of pedestrians Water Street junctions City Centre network. The Council moving around the City Centre. > Great Ducie Street/Trinity Way will work with Salford City Council 160 In order to maximise the efficiency junction to deliver a programme of junction improvements on the IRR together of the existing road network in the > Great Ancoats Street junctions with redesigned key junctions in the City Centre, we need to develop an effective traffic interception and > Cheetham Hill Road/New Bridge City Centre to reduce congestion circulation strategy. This will involve Street junction and provide better facilities for pedestrians and cyclists. These making improvements to the signal > Miller Street – Addington Street/ plans are to be progressed through junctions, signing and road layouts Swan Street the local transport plan process. on the IRR and other orbital routes. This has the potential to remove up > Cheetham Hill Road/ 158 We will work with the adjoining Queens Road to a quarter of the existing traffic, highway authorities and the comprising trips that are currently > Queens Road/Rochdale Road Highways Agency to develop a either entering the City Centre long-term routing and signage > Rochdale Road/Queens Road unnecessarily or travelling across strategy that intercepts through the City Centre to reach their > Queens Road/Scropton Street and ‘far-side’ traffic to direct destination. There is currently to Monsall Road motorists to more appropriate no provision in the GMTF for routes including the M60 and other > Alan Turing Way, approaching improvements to the Inner Ring orbital routes so that these routes the junction into Gibbon Street Road or other orbital routes. become more attractive to drivers (turn into Asda) Funding for these improvements than driving through the City will be sought as part of the next > Pottery Lane/Kirkmanshulme Centre. The removal of this traffic Local Transport Plan. Additional Lane/St John’s Road should ensure that the City Centre potential funding support will also remains accessible to service > Slade Lane – junction with be sought through other streams traffic. We will do this by developing Stockport Road including future major scheme bids, plans for making best use of and and developer contributions. 156 Further development work will be strengthening the main highway required to bring forward schemes network through a range of to relieve congestion and provide mechanisms, including better additional capacity for key information, improved signing, movement. better route numbering and selective traffic management measures as part of the next Local Transport Plan (LTP3) which will come into effect in April 2011.

42 161 The Council will work to develop a 164 Ensuring the appropriate provision 165 Through a programme of travel comprehensive signing and routing and location of car parking is an behavioural change, we will work strategy (including the removal important strand of this strategy. with businesses to increase car of existing clutter) to encourage However, parking is a complex and occupancy levels so as to increase drivers to use the IRR to reach the ever-changing picture of supply, the number of people accessing nearest available car park to their demand, policies and pricing. the City Centre by car while holding destination rather than taking a Any balance in provision can be the car numbers relatively constant. short cut through the City Centre. affected by the appearance of How we will achieve this is set out This should be used in conjunction temporary car parks, for example in more detail in the later section on with a co-ordinated information on vacant development sites, or Smarter Choices. strategy, taking advantage of all by the loss of parking spaces as 166 We will ensure that access is forms of communication, including a result of development activity. maintained for servicing to all parts in-car and mobile phone-based Commuters, shoppers and evening of the City Centre from the IRR and technologies. visitors have differing requirements consult with businesses as detailed and sensitivities to pricing and 162 We will encourage commuters to proposals are brought forward that location. In order to develop a park earlier in their journey so as may affect access or servicing consistent approach to parking, to reduce driving delays either by arrangements to their premises. we have agreed with the Salford taking advantage of the enhanced City Council to work together to 167 We will also ensure that Blue Park and Ride facilities or, where develop a joint parking strategy Badge holders can continue to gain they chose to drive into the city, to be brought forward for public access to and park in the City by using Metroshuttle, Cross City consultation. The first important Centre. This will support the city’s buses and Metrolink or walking to stage of this will be to secure a commitment to equality of their destination, taking advantage strong evidence base to gain a opportunity and meeting its of the network of public realm better understanding of the current obligations under disability improvements. location, provision and pricing of discrimination legislation. 163 The Council will continue to all public, private, permanent and support the ongoing road safety temporary parking in and around and congestion management the City Centre. As part of this programmes in the City Centre. work, we will keep under review These provide effective the provision of on-street parking complements to the highway to minimise unnecessary and public transport proposals restrictions at evenings and in this strategy. weekends so as to support, in particular, the leisure economy.

43 Pedestrian Movement and Funded schemes and interventions Delivered by the Public Realm > Oxford Road – the proposed diversion of through and 2012# 168 The significant increase in general traffic allows the carriageway to be narrowed, pedestrian activity, as a result footways to be widened and segregated cycle paths to be of the growth in employment, introduced with significantly enhanced public realm and additional public transport trips, landscaping. This will also improve improved pedestrian improvements to the highway and cycle connections to and on parallel routes network and the introduction of bus priority measures, demands a > St Peter’s Square refurbishment, where general traffic and 2014 transformation of the public realm buses will be removed, as will buses along Mosley Street with greater priority for pedestrians > The closure of Victoria Street outside the cathedral, creating 2014 along certain streets together with a strong pedestrian link from the retail core area through to the creation of new public spaces. Chapel Street, which will also be traffic-calmed under plans developed by Salford City Council Key issues summary > New public spaces along the River Irwell, including Salford’s 2016 Exchange/Greengate proposals, which incorporate a new > Identify areas for public realm pedestrian bridge over the river improvements > New or enhanced pedestrian walkways along the river 2016 > Reduce areas of pedestrian frontage as part of Irwell River Park severance > Reduce the number of road traffic incidents involving pedestrians

169 Delivery of improved public realm needs to be secured across the City Centre. Walking is the primary transport mode in the City Centre and it is how people choose to access their work, education or leisure facilities. A welcoming pedestrian environment raises the perceptions of the centre and, if implemented appropriately, can unlock further potential for economic growth.

44 The Way Forward 172 The Council will work closely 175 Planning improvements in the City with the Salford City Council to Centre for pedestrians will take 170 The Council will work with Cityco co-ordinate the proposed public account of key desire lines, with and local businesses to examine realm works on either side of the the Council working with areas in the core of the City Centre river at Exchange/Greengate and developers and other agencies to where pedestrians can be given Victoria Street/Cathedral Square. identify opportunities for improving greater priority over other modes The closure of Victoria Street will access by removing barriers to of transport to facilitate enhanced require complementary traffic movement. A good example of pavement activity such as cafes, management measures to redirect where this has been achieved bars and restaurants. There will through traffic to the IRR while successfully is the pedestrian be a need for flexibility in such an maintaining local access. Buses bridge between Piccadilly Station approach to ensure that these will be rerouted via a combination and Piccadilly Place. areas function well at all times of of Chapel Street, Victoria Bridge 176 We will work with Cityco and local the day and night. We will look at Street, Deansgate and Bridge businesses to improve the legibility time-limited vehicle restrictions Street/New Bailey Street. during the day but not in the of the City Centre through better evenings – as is currently the 173 Work will continue with GMPTE signage. Legibility is a key factor in case on Cross Street/Corporation and other key stakeholders to influencing decision-making within Street. Opportunities for improving maximise the potential public realm the centre and can help better pedestrian movement on and gain from schemes such as the support the different areas of across Deansgate will be Metrolink improvement works and the City Centre. It can also raise investigated as part of this the Cross City bus scheme. This pedestrian safety and security by exercise, taking into account will include improving the street keeping pedestrians in busy areas, the needs of disabled groups environment through a reduction away from traffic and taking the as well as business and, most in traffic and also raising the quality shortest route possible. of the built environment through importantly, bus operators. 177 The Council will ensure that the the use of high-quality materials design of any changes will take 171 We will also seek to make best and sensitive design. use of the walking opportunities account of disability legislation presented by the city’s network 174 The Council will manage the risk and best practice to ensure good of inland waterways and the of conflict between pedestrians, access for disabled persons Irwell River Park to provide buses, trams and general traffic. throughout the City Centre and will attractive walkways linked into Where possible, footways will be consult further on any proposals. the City Centre footpaths and widened with crossing lengths In general, we will maintain access public squares. reduced and, where appropriate, for Blue Badge holders in the retail greater priority for pedestrians and business centre of the city and at key junctions will be made only extend full pedestrianisation in through the introduction of a small number of areas. diagonal crossings.

45 Cycling 180 As a key part of the GMTF Accelerated Package, the bus 178 Cycling will play an increasing role improvement works include in improving access to the City provision for the extension of many Centre. This will be aided through cycle lanes in the City Centre. This the development of an updated work also includes provision for cycling strategy in the City Centre, cycle parking at key destinations ensuring the links on the key radial along the routes. Cycling rates routes into the City Centre are along these corridors are already connected to key destinations. some of the highest in the city and This will be delivered in partnership we will support the needs of with Salford City Council to ensure experienced cyclists to take that the development of the advantage of this investment. strategy is carried out in a holistic manner and that infrastructure is 181 The Council is committed to delivered efficiently. investigating innovative ways to improve cycling infrastructure and increase cycling rates. We will play Key issues summary an increasing role in delivering new facilities and look at opportunities > Address the demand for for delivering new infrastructure cycle parking alongside public transport and highway improvement schemes. > Make major junctions safer for cyclists Funded schemes and interventions Delivered by > Work with partners to reduce cycle theft > As part of Smarter Choices, encourage employers to Ongoing prepare Workplace Travel Plans that will include the provision > Liaise with City Centre employers of adequate parking, changing and storage facilities and the to improve workplace cycle introduction of salary sacrifice and loan schemes parking and changing facilities > The Council will work with the Salford City Council, From 2010 > Improve opportunities for crossing transport operators and cycle groups to deliver additional the Inner Ring Road cycle parking in key locations, particularly transport interchanges 179 We will also increase and improve > A Strategic Plan for Cycling in Manchester will be 2010 the provision of secure cycle developed in partnership with the relevant cycling parking at key locations, especially organisations and advocates areas like rail stations and bus stations. The Council views the > Cycle hire scheme at Piccadilly Station (funded from 2011 provision of adequate and safe Government Cycle-Rail programme) cycle parking as a key factor in > As part of the Cross City bus package, we will construct 2012# helping change the travel behaviour raised cycle lanes adjacent to the carriageway on Oxford of visitors to the City Centre. Road and provide additional through-routes for cyclists in the City Centre

46 The Way Forward 185 GMITA has set up a Working Group Smarter Choices to examine whether there are any and Integration 182 Working with adjoining highway safe ways in which cycles could authorities and cycle groups, we be carried on the Metrolink system. 188 Smarter Choices are measures will seek to deliver a network of The review is expected to be to help reduce the need to travel safe and clearly signed cycle routes completed by late 2010. GMPTE and encourage greater use of into and within the City Centre, is also carrying out a consultation sustainable modes. They can be serving key destinations. We will on the best ways to extend targeted to influence the way identify where significant barriers cycle parking provision at people choose to travel and the exist (such as large roundabouts Metrolink stops. way businesses operate in a and complex junctions, particularly changing world where technology 186 The Council is working with adjacent to the IRR), which can and flexible working practices can Network Rail to deliver a cycling discourage cycling, and identify play a major role. solutions. The focus of the strategy centre at Piccadilly Station. This will be improving routes within the will provide safe, secure, covered City Centre to make them safer and cycle parking for a significant Key issues summary to increase the number of people number of cycles and will be a major improvement over current cycling by creating a positive > Investigate potential for multi- facilities. The Council is also environment for cyclists. modal and integrated ticketing working with Cycle England and 183 The Council will work with the Virgin Trains to incorporate a cycle > Address the need for better ‘real Salford City Council, the universities hire facility into the centre. It is time’ passenger information and private sector interests anticipated that this scheme to examine the feasibility and > Engage with businesses on will be delivered by March 2011. Smarter Choices initiatives delivery of a cycle hire scheme. Additional City Centre cycle centres Furthermore, we will work with through increased take-up of are planned for other locations travel plans cycling organisations to continue subject to the availability of funding. to promote cycling across the city through the development of a 187 The Council will also ensure that Strategic Plan. planning guidance reflects current best practice with regards to 184 The Council will engage with Virgin provision for cyclists and to ensure Trains and Network Rail to ensure that provision both in terms of cycle that maximum benefit is derived for storage and changing facilities is to the city from the proposed cycle an agreed standard. hire scheme at Piccadilly Station. We will also work with Network Rail and other partners to deliver more and better cycle parking at rail stations. The integration of sustainable modes of travel with major public transport infrastructure is a key aim of the strategy, with cycling taking a central role.

47 189 Smarter Choices will play a key 191 Public transport services in the role in complementing the other City Centre are provided by a measures in this strategy to deliver range of private operators each our overall objectives of creating an with their own timetables and a accessible City Centre to support complex range of fare and ticketing the growth of the economy and options. To make public transport the increase in jobs. For example, a more attractive option – easier increasing (through the to understand and easier to encouragement of car sharing) the use – there is a need for a more occupancy ratio of cars currently integrated approach to the entering the City Centre during the provision of passenger information morning peak period from the and ticketing. current level of 1.25 people per car would help towards achieving Funded schemes and interventions Delivered by our goal of increasing the number of people accessing the City Whereas other schemes and commitments set out in this Ongoing Centre while keeping car numbers document are capital-funded, the nature of Smarter Choices constant. Where people need initiatives mean that they are revenue-based focusing largely to use cars, we will encourage on the activities of travel co-ordinators. In particular, the greater use of Manchester’s car Council and the health and higher education institutions on club (currently operated by City the Oxford Road Corridor have developed programmes of Car Club). ongoing initiatives around workplace travel plans and campaigns to promote: 190 Another important mechanism for encouraging sustainable > The health benefits of walking and cycling travel choices will be the more > More use of public transport by the provision of widespread adoption and personalised information and ticketing offers implementation by City Centre businesses of travel plans tailored > Car sharing schemes to meet the needs of staff and > Salary sacrifice schemes visitors and designed to change travel behaviour in favour of the > Use of the car club uses of more sustainable modes such as car sharing, public transport, cycling and walking. The Council employs specialists in its Travel Change team who are able to assist employers in preparing their travel plans and continue to monitor progress towards delivery of Smarter Choices.

48 The Way Forward 194 GMPTE and the Council will work In addition, work will be progressed closely with all transport operators, across these initiatives as part of 192 There is an opportunity for City to bring forward proposals for a our commitment to a low-carbon Centre businesses, working with more integrated approach to the future in the city region. The low- the Council and Cityco, to take a provision of passenger information carbon workstream is investigating lead in developing a programme of and ticketing by making effective better ways of linking emissions incentives to support a significant use of advances in technology. or improvements in air quality change in travel behaviour through In particular we will support the with incentives for road users. the widespread adoption of travel introduction of a multimode, This could involve the installation plans. In particular the Council multioperator ticketing system of sensing technology within an will encourage the adoption of that will allow most local journeys area as wide as the M60. The travel plans through the land use to include a transfer from service to Council would be supportive planning process. However, simply service and mode to mode without of these measures and work to preparing travel plans is not having to pay an additional fare. identify potential locations for enough and we will need to work Evidence from the National Travel any equipment. with partners to ensure that plans Survey shows that less than half of are implemented effectively, commuters travel to work for five monitored regularly and kept days or more each week and so relevant and up to date. are unlikely to benefit from period- 193 The Council has adopted its own based tickets. We will therefore travel plan, Get on Board, which is work with GMPTE and transport aimed at persuading employees, operators to promote the councillors and visitors to adopt increased availability of trip- healthier, more sustainable and based (eg. carnet-type) tickets. often cheaper transport options, 195 The Council is also committed to so reducing the need to use a car working with GMPTE to deliver the for work-related journeys. The first integrated smartcard outside benefit of the experience gained London. This would need to be in developing and implementing operable across all modes and Get on Board is available for City deliver the seamless journeys that Centre employers through the public transport users desire. Council’s Travel Change team. GMPTE has submitted a spending plan to DfT to support a phased introduction of a smart ticketing solution across Greater Manchester. This will include an ITSO-compliant smartcard with bank credit/debit smart ticketing capability to be delivered initially on the Metrolink network commencing for at least one line from summer 2011.

49 4 Delivering the Strategy

50 Delivering the Strategy

Monitoring and Review A Framework for Delivery 199 The strategy provides a clear framework to take forward these 196 While providing a clear framework 197 The successful delivery of this and other initiatives in the short-to- is critical to successful delivery of transport strategy is essential to the medium term. The Council will work the transport improvements that continuing economic success of closely with GMPTE (which will be will support the continued success the city region, to ensure that responsible for delivering many of of the City Centre, this strategy has it will be well placed to continue the projects) and other partners to been written against a background its role as the regional economic bring together all elements of the of uncertainty as a result of the powerhouse and further contribute strategy, develop an Implementation current economic position and to the economic success of the UK. Plan and manage the various the submission of a number of 198 The GMTF will give Greater construction programmes to secure schemes to the Government’s Manchester a great boost by timely delivery of the schemes while spending review. Although there identifying the resources to deliver ensuring that the City Centre are clear signs that the economy is many of the strategic transport continues to function efficiently. coming out of recession, we face a improvements required to continue period of public sector spending growing the regional economy. restraint. We need to ensure that AGMA and GMITA are committed the strategy remains relevant, to making this significant public dynamic and flexible. To this end, investment, but other key we will develop and maintain a stakeholders, the Government and Monitoring Programme to report on major transport operators will also progress at six-monthly intervals need to make contributions to and keep the strategy under ensure the maximum benefits of regular review. the strategy are achieved. The Cross City bus package, Park and Ride and local rail station projects within the GMTF package are subject to the current spending review, but offer major economic benefits both locally and strategically. Consequently AGMA and GMITA remain confident that they will be delivered over the coming years. The spending review does not impact on our Metrolink expansion plans, which are now underway.

51 Credits

Front cover images courtesy of AECOM and Page 28 image courtesy of Transport Policy Unit Marketing Manchester Page 29 image courtesy of AECOM Page ii image courtesy of Transport Policy Unit Page 30 image courtesy of Transport Policy Unit Page 01 image courtesy of GMPTE Page 31 image courtesy of Transport Policy Unit Page 02 image courtesy of GMPTE Page 32 image courtesy of Transport Policy Unit Page 03 image courtesy of GMPTE Page 33 image courtesy of Manchester City Council Page 04 image courtesy of GMPTE Page 34 image courtesy of Transport Policy Unit Page 05 image courtesy of AECOM Page 35 image courtesy of Transport Policy Unit Page 06 image courtesy of GMPTE Page 36 image courtesy of Marketing Manchester Page 07 image courtesy of AECOM Page 37 image courtesy of Transport Policy Unit Page 08 image courtesy of AECOM Page 38 image courtesy of Manchester City Council Page 09 image courtesy of AECOM Page 39 image courtesy of Manchester City Council Page 10 image courtesy of AECOM (map courtesy of GMPTE) Page 11 image courtesy of AECOM Page 40 image courtesy of Marketing Manchester Page 12 image courtesy of GMPTE Page 41 image courtesy of Manchester City Council Page 13 image courtesy of AECOM Page 42 image courtesy of Transport Policy Unit Page 14 image courtesy of AECOM Page 43 image courtesy of AECOM Page 15 image courtesy of AECOM Page 44 image courtesy of AECOM (map courtesy Page 16 image courtesy of Manchester City Council of GMPTE) Page 17 image courtesy of AECOM Page 45 image courtesy of Manchester City Council Page 18 image courtesy of Transport Policy Unit Page 46 image courtesy of Manchester City Council Page 19 image courtesy of AECOM Page 47 image courtesy of AECOM Page 20 image courtesy of AECOM Page 48 image courtesy of Transport Policy Unit Page 21 image courtesy of AECOM Page 49 image courtesy of Transport Policy Unit Page 22 image courtesy of GMPTE Page 50 image courtesy of Manchester City Council Page 23 image courtesy of GMPTE Page 51 image courtesy of Manchester City Council Page 24 image courtesy of GMPTE Page 52 image courtesy of Transport Policy Unit Page 25 images courtesy of Transport Policy Unit Page 53 image courtesy of Transport Policy Unit Page 26 image courtesy of GMPTE Back cover images courtesy of Manchester City Council Page 27 image courtesy of GMPTE

52 53 For further information please contact

GMPTE Manchester City Council 2 Piccadilly Place Transport Policy Unit Manchester M1 3BG Room 308 Town Hall Manchester M60 2LA

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