Goldline l Metro l Bus Rapid Transit l Ulsterbus l Rural Transport Fund l School Services l Key Issue
While passenger numbers have grown significantly throughout Translink’s bus operations, outperforming many parts of Great Britain and reversing years of decline, Translink is committed to continued improvement to the bus networks in order to attract more passengers, there remain major risks to the delivery of this objective, primarily in Belfast.
Goldline l Metro l Bus Rapid Transit l Ulsterbus l Rural Transport Fund l School Services l Key Issue
Goldline Passenger Numbers
| 2003/04 | 2.153m |
| 2004/05 | 2.342m |
| 2005/06 | 2.497m |
| 2006/07 est. | 2.507m |
Progress to date
The enhanced Goldline interurban express coach service is giving the Northern Ireland public greater choice and frequency on services which link together the main towns and cities.
A first phase of Goldline network changes implemented in April 2004 increased service frequencies on core routes. Service frequencies of between 20 and 30 minutes were introduced on the most popular routes to destinations across Northern Ireland. The number of passengers using Goldline has risen by 20% to September 2006.
Further Goldline Express service enhancements were introduced during 2005/06, as new and fully accessible double deck Goldline coaches (the first of their kind in Europe) were brought into service. These incorporated greater frequency on key routes including:
Future developments
These changes have been very successful and passenger numbers continue to grow strongly. Frequencies will continue to increase further on a phased basis in future years.
In addition, the Goldline network was opened to a private sector operator (Chambers Coaches) who were awarded a tender to operate experimental additional express type-services to Londonderry, Omagh and Dublin from Belfast within the Goldline branded network. This initiative by Translink represents a very significant development and will be closely monitored.
Goldline l Metro l Bus Rapid Transit l Ulsterbus l Rural Transport Fund l School Services l Key Issue
Metro (Citybus) Passenger Numbers
| 2003/04 | 19.493m |
| 2004/05 | 19.873m |
| 2005/06 | 23.480m |
| 2006/07 est. | 24.085m |
Progress to date
Belfast’s Metro bus network, launched on 7 February 2005, has been a huge success during its first 2 years of operation. During this first phase of Metro developments, resources were concentrated on 12 key corridors. The simplified Metro network delivers improved reliability and frequency, together with better quality including comfort and accessibility.
60 new low-floor double-deck buses were introduced to the Metro fleet during 2005/06. The state-of-the-art vehicles meet DDA requirements and replaced older vehicles in the fleet.
New branding and livery, together with improved passenger information including simple easy to use colour-coded timetables, route maps, a “how to use” guide, successful advertising and promotional campaigns, the popular day tickets and information at bus stops all contributed to Metro’s success.
To date passenger numbers are up 14%, equivalent to 50,000 people or over 950 additional full busloads per week. Passenger satisfaction also increased and remains high despite pressure on punctuality caused by increasing congestion and reducing bus speeds.
Future developments
The current network may be considered the basis for development. The key is to improve frequencies on the core corridors and extend the network’s reach in line with the Belfast Metropolitan area.
During 2006/07 improvements in frequency were made to some services and routes extended in response to passenger feedback. Translink is committed to improving service frequencies to between five and ten minutes on all 12 corridors. This will initially enhance the Antrim Road, Shore Road and Upper Newtownards Road. Other corridors will be enhanced later.
The network will also be extended to the University of Ulster at Jordanstown, Lisburn and Carryduff / Belvoir / Hydebank.
BMTP also proposes the introduction of orbital (non radial) routes within the Metro network. To date, several semi orbital routes have been introduced and extended to maximise patronage generated from several new retail developments.
Policy changes regarding the provision of school transport will require the purchase of 20 seat belted double deckers to replace 13 low floor urban single deckers.
Bus speed, bus priority and QBC’s
Independent research has validated the success of Metro and the next steps required to sustain the growth. Better bus priority measures are required for the ongoing growth of the Metro network. These measures improve bus speeds through the city.
With more bus lanes and the use of traffic light priority for approaching buses, Translink will be able to deliver faster journeys and provide a more attractive and convenient alternative to the car.
An average bus speed target of 20 kph has been agreed with Roads Service (higher than the 16.5kph target in the BMTP); current speeds vary between 10-15kph and have declined by 13 % over the past 5 years.
To this end Translink continues to work in partnership with Roads Service and other agencies to secure further bus priority measures. The improvements will focus on the rollout of ‘Quality Bus Corridors’ on 14 routes, a schedule of implementation has been agreed. Similar measures have been introduced with great success in
London, Dublin, Oxford, Brighton, Nottingham and Edinburgh.
Without this action punctuality will decline and additional fleet which is intended to improve frequency will be required simply to maintain the existing timetable, representing significant additional cost, reduced efficiency of operations and lost opportunity.
‘Public Realm’ in Belfast
Another key issue for future Metro plans is the Belfast City Council and Department of Social Development “public realm project” to provide more open public spaces around the city over the next three years. Translink supports this aim to make the city centre more attractive and has been working with these bodies to secure efficient and attractive bus transit through the city.
Goldline l Metro l Bus Rapid Transit l Ulsterbus l Rural Transport Fund l School Services l Key Issue
EWAY
Proposals for the use of the abandoned track bed of the former Belfast and County Down railway to form a reserved route bus expressway (EWAY) between the city centre and Dundonald have existed since the mid-1990s.
The scheme was earmarked to receive funding of £100 million in the RTS and also featured in the BMTP. A number of feasibility studies have already taken place.
Belfast rapid transit system
The Belfast Metropolitan Area Plan (BMAP) identifies four rapid transit schemes to be progressed during the Plan period. E-WAY was selected as the pilot in recognition of the need to supplement conventional bus services on this transport corridor which does not have a rail service.
Three other rapid transit schemes were also identified:
Fit with Metro
Translink’s vision is for EWAY to be the first phase of a Belfast area rapid transit system, a natural extension of the ongoing Metro development programme. Steps towards a rapid transit vision could include:
EWAY is the ideal ‘pilot’ rapid transit line as it can be delivered in stages and is relatively low cost with short time frames. It could demonstrate the potential market and provide an opportunity to use highly attractive and distinctive vehicles which will provide seamless journeys to and from Belfast with operational flexibility to utilise city centre streets.
Northern Ireland’s integrated transport system means speedy implementation is possible. For successful delivery, EWAY requires political commitment, certainty of funding, supportive planning, and a dedicated project team.
Delivery
EWAY could be delivered in 5 years but experience from other cities demonstrates that operations must be integrated with Metro. There may also be scope for development opportunities and planning gain.
Further details of the scheme could include:
NITHC / Translink will offer any support required in the development of this exciting opportunity.
Goldline l Metro l Bus Rapid Transit l Ulsterbus l Rural Transport Fund l School Services l Key Issue
Network review
Following the successful Metro and Goldline network changes, a review of all Ulsterbus networks was commenced in 2005/06 with the aim to redesign the network;
The review involves the “grouping”, where possible, of all services into particular categories, such as:-
town services;
inter-urban services;
key county services;
rural services; and
school services.
Progress to date and future developments
A timetable is in place to complete the review of all Ulsterbus services. The process started in the Coleraine area, and the new network for this area was implemented in April 2006, followed by Derry city and Co. Londonderry.
These services were re-launched as Ulsterbus Foyle, with regular frequencies on the urban services (generally every 10, 20 or 30 minutes) and most of the interurban services again operating at either hourly or two hourly frequencies. The Strabane and Limavady town services were also redesigned.
In both areas revised to date, new day tickets have also been introduced to grow the market, and (in the case of Ulsterbus Foyle) remove fares penalties involved in making cross city journeys. The changes have delivered early increases in passenger numbers.
Revised networks were launched in the Omagh, Enniskillen and Dungannon areas in November 2006. It should be noted that the revised and enhanced town services being delivered from this review are consistent with RTS targets and funding is in place to continue these to at least 31/03/08.
The review process will continue across Northern Ireland until all the local networks have been revised; completion is anticipated mid 2008.
Goldline l Metro l Bus Rapid Transit l Ulsterbus l Rural Transport Fund l School Services l Key Issue
Translink remains a key provider of public transport services and facilities under the DRD’s “Rural Transport Fund” (RTF), described as “the flagship transportation initiative in promoting social inclusion in rural areas”, Since the RTF’s inception in November 1998, Translink has provided a range of services that have enhanced public transport provision in rural areas across Northern Ireland.
In 2005/06, RTF funding facilitated the provision of over 40 Ulsterbus services which together generated over 180,000 passenger journeys, representing a 13% increase on the previous year. Historically, a total of nine RTF services have successfully grown sufficiently to become commercially self-sustainable.
Innovative flexible transport schemes have also been initiated with the support of the RTF. Translink also assists the rural community transport sector by the provision, maintenance and administration of 32 minibuses under the Rural Transport Fund.
Improvements to public transport information provision, infrastructure and waiting facilities have also been initiated under this scheme.
In the current government fiscal cycle ending March 2007 funding available for Translink was approximately £1 million p.a. This is assumed to continue for the period of this plan.
Goldline l Metro l Bus Rapid Transit l Ulsterbus l Rural Transport Fund l School Services l Key Issue
Context
Each day Translink carries over 60,000 ‘entitled’ school children to and from school. Outside of the Belfast area school children are the primary user group on Translink services and the bus networks and the distribution of resources on the non-school services are often determined by schools’ requirements.
Policy changes and new fleet
Recent changes to Government policy require seat belt provision and the phased abolition of ‘3 for 2’ seating (where three children under the age of 14 can use one double seat) on schools services. This requires additional capacity.
High-capacity single deck vehicles are preferred to deliver this additional capacity and government funding for 110 new fully seat belted school buses has been provided; the order for these buses has been placed and delivery will commence Summer 2007.
Whilst the extra vehicles are targeted mainly for school use and will assist in meeting the safety-related aims behind the elimination of ‘3 for 2’ seating, the utilisation of these vehicles and the productivity of the staff allocated to them will inevitably be lower than current fleet.
Consequently, even though part time drivers are increasingly used, the cost per passenger conveyed on these buses, which may only operate one journey in the morning and one journey in the afternoon, will be higher than the existing arrangements, under which school services form a small part of a complete day’s work. However, Translink is examining the potential for greater use of these additional vehicles.
A related issue is the elimination of standing on school services operating outside of urban areas, which is to be achieved by April 2009. The 110 high capacity vehicles deliver this requirement.
Future demographics
The number of school children in Northern Ireland aged under 16 reached a peak of 490,000 in 1974, since when their numbers have fallen to 372,300 in 2006. Projections estimate that the number of children in Northern Ireland aged under 16 will fall to 340,300 by 2026 (source NI Statistics and Research Agency).
This has had, and will continue to have, an effect on the number of school children carried and will lead to the gradual erosion of Translink’s income from this source. An issue is that the reduction in the number of pupils carried does not always allow a comparable reduction in the resources employed to transport them.
This, along with school closures and the uncertainty surrounding the outworking of the Costello Report (future of post primary education) mean uncertainty in future cost structures and resource requirements of school transport provision.
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Goldline l Metro l Bus Rapid Transit l Ulsterbus l Rural Transport Fund l School Services l Key Issue
Bus speed in Belfast
Bus speeds in Belfast have fallen by 12.8% over the past 5 years against a BMTP target of a 15% improvement by 2015 (equivalent to an average 16.5 kph - a higher target of 20kph has actually been agreed with Roads Service). Average speeds currently vary between 10-15kph, dependent on corridors.
Overall, the gains from the introduction of the Metro network in terms of growing patronage, customer satisfaction and punctuality will be reversed if bus speeds do not improve.
In addition, the commercial performance of Metro operations is worsened; reducing passenger numbers mean lower revenues; a fall of 1kph is estimated to reduce revenue by 1.4%.
The cost of providing and operating extra buses to maintain Metro frequencies at lower bus speeds on the congested streets of Belfast without comprehensive and enforced bus priority is, according to our calculations, just under £650k pa for each 1 kph reduction in bus speed. The lost revenue for that same speed reduction is estimated to be just under £350kpa. Hence the total net cost to Translink for each 1kph bus speed reduction is approximately £1m pa.
The 2kph bus speed reduction from 2001 to 2006 therefore means that the Metro network is suffering a £2m per annum penalty before considering the opportunity cost of generated revenue foregone, arising from slippage in the QBC programme.
The mitigating action required to address this is a comprehensive programme of bus priority / QBC’s. While a schedule has been agreed with Roads Service, it is acknowledged this is not being delivered sufficiently rapidly to maintain bus speeds, let alone deliver the BMTP target. In addition, congestion arising from the M1 Westlink works is contributing to adverse punctuality performance.
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