1972 SELNEC Transportation Study, map poster

THE SELNEC TRANSPORTATION PLAN FOR 1984 A56

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• SU BURBAN RAILWAY LINES TO BE IMPR OVE D & UPGRADED

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DISUS ED RAILWAY LIN E ( BOLTO N- RA DCLIF FE) TO BE REINSTATED FOR SUBURBAN PASSENGER SERVIC E

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• OTH ER PR OPOSED NEW OR IMPROVED ROADS

OTHE R NEW OR IMP ROVE D ROADS UNDER CONSTRU CTIO N OR COMPLETED IN MARCH 1971

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EXISTI NG TRUNK & PRINCIPAL ROADS

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PROPOSED MOTORWAYS & MAJOR RESTRICTED ACC ESS ROAD S

MOTO RWAY S & RESTRICTED ACCESS ROADS UNDER CONSTRUCTION OR COMPLETED IN MARCH 1971

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PRO POS ED UNDER GROUND RAILWAY-SEE INSET

POSSIBLE SUP PLEMENTA RY PASSENGER RAILWAY LINES FOR· INTER-URBAN SERVICES

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STUDY AREA BOUNDARY Bowker Vale Crumpsall Woodlands Rd Victoria Market St Albert Sq uare Princess St

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Inset showing proposals for Central Manchester March 1971 Ba sed upon the Ordnance Survey Map w ith the sanction of the Controller of H.M . Stationery Office . Crown Copyright·1eserved.

Printed in England by The William Mortis P1tJss Limited, Longley Lane, Wythenshawe, Manchester, M22 4SL

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SELNEC

TRANSPORTATION A Broad Plan for 1984

INTRODUCTION The SELNEC conurbation and the Merseyside conurbation together form the major urban settlements of

FIGURE 1- STUDY AREA CHARACTERISTICS -1966 AND 1984

north west England. Bounded by the Pennines to the north and east, and by the Lancashire and Cheshire green belts to the south and west, the SELNEC conurbation houses some

2t

million people. The 413 square mile area

covered by the Transportation Study corresponds broadly to that of the conurbation- see n1ap overleaf. The study area contains the county boroughs of Bol ton, Bury, Manchester, Oldham, Rochdale, Salford and Stockport together with all or parts Of 55 other local authorities in the admin istrative counties of Cheshire and Lancashire.

1 966-2.596.000

Popu l ation

The SELNEC Transportation Study started in 1966 following a suggestion by the then Minister of Transport

1984-2.708,000

t hat the right basis for dec isions· about future roads in towns and the best balance between public and private transport would be a comprehensive transportation study in each of the nation's main conurbations. This would enable an objective assessment to be r;nade of the adequacy of exist ing road and public transport systems and planned improvements to them in relation to the growth of t raffic, the likely changes in land use, the distribution

1984-1.238,000

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1966- £1 ,100 p.a .

£££££££££££

1 984- £ 2,100 p .a.

£££££££££££££££££££££

1966-1.265,000

J obs

of population and emp loyment and other simi lar factors.

The first stage of the Study was completed in· 1971 at a tota l cost of about £600,000- approximately 0·2% of the estimated cost of the recommended transport system.

One problem which faced the Study was an assessment of the amount of money w hich might realistically be expected to be available for investment in transport infrastruct ure in the futu re. Adv ice was given by the then Ministry of Transport that it might be assumed for the purposes of t he Study that over the period up to 1984

Mean h o u seh o ld i ncome (1 966 m o n ey va l ue }

the funds available for highways and public transport infrastructure would be of the order of £250M.

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Given this guidance on t he probable level of investment, the Transportation Study developed alterrnative transportation systems, each of which went some way toWards the establishment of appropriate highway and

1966-369,000

Cars

publi c transport networks for the area- although, of course, no 'ideal' system could be devised because of the budget constraint. The networks tested varied in total cost between £212M and £252M, and the alloca ti1on of

1984- 94 5,000

these total costs ranged between 12% and 45% investment in public transport with the balance spent on road construction.

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The choice between the alternative networks was made on t he basis of a procedure known as cost benefit analysis, in which the benefits which might be produced by each system were divided by _its capital cost to give

1966-7

Person s p er ca r

a rate of return for the invest ment. Network capital costs were not very difficult to estimate, but the determina t ion of potential benefits was far more difficult. In the SELN EC Study, benefits were determi ned by a series of computer

1984-3

programs collectively known as a 'mathematical model of travel behaviour'. Given a description of the characteristics of the study area, this mathematical n1odel is able to calculate the way 'in which any transportation system would be used by the people of the area. Thus, if two transportation systems are tested by t he model-say the existing system and a proposed new system-it is possible to estimat e the benefits which users of the new system would enjoy.

1966-1.000

Mileage o f major ro.a d s

1984- 1 ,200

STUDY AREA CHARACTERISTICS-1966and1984 m

The relevant characteristics of the existing population of the study area are known from an extensive series of field surveys which was undertaken in 1966 (the starting date of the Study}. In designing transportation .

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1 966-386

C ars per mi le o f maj o r r oad

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systems for the 1980s, it was decided that they should be devised to maximise benefits to the people who will

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1 984-798

inhabit the area at that time. A detailed forecast was therefore made o f principal characteristics which the study area may have in the 1980s. The outcome of this work is summarised in Figure 1.

TRAVEL PATTERNS IN THE STUDY AREA

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1 966

C ar ownersh i p b y h o u seho l d

no c ar

1 ca r m ore th an 1 ca r

63% 33%

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The travel patterns which exiSted in the study area in 1966 (as revealed by the field surveys) are compared in Figure 2 with those which· were forecast to occur in 1984. This figure, which illustrates all journeys throughout

I! ll

1 984

the study area, demonstrates the growth of travel which will result from increased car .ownership. However, the

25% 50% m ore t ha n 1 c ar 25%

n o car 1 c ar

Broad Plan does not provide· for full access by private car, in the peak period, to the major town and city centres of the region, especially central Manchester. Figure 3 illustrates the comparatively stable position in respect of the relative use of cars and public transport for morning peak work trips to central Manchester. Within the public transport sector the figure shows how the emphasis will be displaced from p1·edominantly bus orientated travel to an equal division of travellers between bus and rail.

THE BROAD TRANSPORTATION PLAN- SUMMARY OF PROPOSALS After the evaluation of alternative systems had been completed, a Broad Transportation Plan, comprising complementary highway and public transport networks for 1984, was· selected. This recommended Plan is shown on the map overleaf. It is estim8ted that the cost of the rec.o mmended highway network is about £2.11 M. The total cost of all major highway schemes-that is to say schemes costing more than £0·25M each-which are included in the Plan amounts to £186M. The balance of the estimated highway network cost is made up of allowances of £20M for traffic management and minor improvement schemes, and of £!3M for local bus .priority schemes on the highway network.

FIGURE 2 - TOTAL DAILY TRIPS IN THE STUDY AREA Of the £186M allowed for major schemes, the following each had a capital cost in excess of £5M:

Plan Reference

A

A560 Bredbury By-Pass

£5·3M

B

A663 Broadway extension

£6·2M

c

A34 diversion, Handforth/Witmslow By - Pass

£6·2M

D

A560 diversion, Stockport

£8·4M

E

Outer Ring Road-Eastern Section ...

£9·5M

F

Bury Easterly By-Pass

£1 O·OM

G

A6 diversion, Stockport and Hazel Grove

£1 O·SM

H

A57 Hyde and Denton By-Passes

£12·3M

M602 Salford/Eccles Motorway

£14·5M

Manchester and Salford Inner Ring Road

£15·6M

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PUBLIC TRANS PORT

1966-2· 4 M t r ips

1966-2·0 M trips

The recommended railway network includes an electrified tunnel between Piccadi lly and Victoria Stations 1n central Manchester with three proposed intermediate underground stations-Princess Street, Albert Square and Market Street-and the re-establishment and electrification of a link between Bolton and Radcliff e via Bradley Fold. The network would also i nvolve t he upgrading and improvement of thirteen existing suburban railway lines. Improvements proposed for these lines include the provision of more frequent t rain services and integrated feeder bus routes, the modernisation of station build ings, the provision, where appropriate, of car

Other trips

Other tri ps

parki.ng accommodation at stations, direct feeder bus access to stations and all necessary track and signal works.

63%

49%

The Plan's main proposals for bus services are for their complete rationalisation and co-ordination wit h the upgraded railway system . Two busways- roads reserved for the exclusive use of buses- are also included.

These are the Trafford Park Busway linking the Manchester to Altrincham railway line with the Trafford Park industrial area and the Buxton line busway linking Hazel Grove station wit h the eastern boundary of the study area . . It is also recommended that the possibility of safeguarding a busway alignment in the Ri ngway/La1ngley

1 984-1 ·5M t r ips

1 984-5·3 M trips

travel corridor should receive f urther consideration.

The .Study evaluated the benef its of a passenger conveyor (travelator) syst em in central Manchester. Although no fina l conclusion was reached about such a system, it vyas considered that passenger co nveyors had great poten ti al benefits and that further and more detailed studies of the~ were warranted on the basis of the riesu lts produced so far. An allowance of £5M was made fbr a possible passenger conveyor system.

Ot h e r trips 55%

The total cost of the recommended public transport network is estimated at about £41 M , exclusive of the £5M allowed for bus priority measures in the highway network. The netwOrk would also involve substantial expend iture in new public transport rolling stock.

Other trips 63%

The estimated cost of all of the proposals recommended in the Broad Plan, apart from public transport rolling stock and car parking facilities, is:

£M H'ighway Network.

211

Pu.bl ic Transport Network Total

41

£252M

(at 1968 money value)

FIGURE 3- MORNING PEAK (7.0 -9.0 a.m.) WORK TRIPS TO CENTRAL MANCHESTER ( Approx

This total cost implies that the proposals could all be co m pleted by about 1984 at the rate of expenditure assumed by the Study.

The map shows that the Plan's major hig.hway proposals serve to link the pri ncipal sub-centres of the region, both to each other and to the nationa l motorway system. It also shows that potential highway trips are

1 966 121,000 t rips

catered for in most major travel corridors, other than certa in radial corridors of movement to central Manchester, where it would be im practicable on grounds of cost, land· requirement and environment, to provide road. capacity for all potential car trips. The highway network would enable most medium/long distance car trips to take .advantage of the proposed motorway system and hence reduce travel times for iiiany journeys by car. At the same time t he attraction of traffic by the motorways would be such that it is probable that t raffi c congestion on the existingj general purpose street system would not differ to any great extent from the present day. Thus, it is pred icted that traffic congestion may be held at present day levels even though there will be more than twice as many cars per mile of road in the area by 1984. The rail based publi c transport system is shown on the map to be strongly orientated towards the central Manchester area . It wou ld provide exce ll ent access to and w ithin this centre and would cater mainly for those radial movements for which extensive highway provision is not proposed in the Plan .

It is thought that the network proposed in the Plan would provide a fully integ rated and viable t ransportation system for the study area in the 1980s, that it would be operationally feasible, and would ·produce significant benefits in a climate ·of rapidly incre·asing car ownership .

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1984 111 ,000 trips

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mil e radius from Town Hall )