Transcript Fylde Coast Transport Study Lot 1 Stage 1 Report

SINTROPHER Partner Meeting
WP2 Workshop
WP2A15 Economic Feasibility of Fylde
Coast TramTrain and Tram-Rail Options
Contents
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Context: Existing tram and rail infrastructure
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Phase 1 (complete): Outline economic feasibility of options
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Tram extension to Airport
Tram extension to South Fylde Line
Tram train on South Fylde Line
Tram extension to North Fylde Line
Tram train on North Fylde Line
Phase 2 (ongoing): Detailed economic feasibility of options
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Business and stakeholder consultation
Demand for travel
Local economic effects
Wider economic benefits
Tram Extension to Blackpool Airport
Airport Passenger Demand
Mode of Travel To/From Blackpool Airport
1%
3%
5%
33%
Car (alone)
Car (with friend/relative)
22%
Car (dropped off)
Taxi
Bus
Train
Walk
13%
23%
Geographic Distribution
of Airport Passengers
• 92% from outside tram
catchment
Tram Extension to Blackpool Airport: Conclusions
• Airport passenger demand seems to have peaked
• Geographic distribution of passengers is not aligned with
tramway
• Potential demand for tram extension is too low to
demonstrate a fundable business case
Tram Extension to South Fylde Line
Preferred
Alignment:
New Road
Passenger Demand: Rail
Annual Entries & Exits (000s)
250
200
150
100
50
0
Bus network
• 8+ buses per hour between St
Annes/Lytham and Blackpool
• Frequent bus service which
penetrates much deeper into
urban areas than the tram
Passenger Demand: Bus
Trips
Daily
Annual
Rail
Bus
Total
360
3,000
3,360
132,000
1,100,000
1,232,000
• Bus carries 90% of the passenger demand between
north+central and south parts of Fylde Coast
Curtailment of Heavy Rail on South Fylde Line
Origin of trips
Tram train to
Preston
Tram to St Annes
Tram to St Annes
(with BPN link)
Preston
+20,000
-20,000
-
Through Preston
-5,000
-5,000
-5,000
Intermediate
+20,000
+1,000 (Min.)
-3,000
+1,000 (Min.)
-3,000
Net position
+35,000
-27,000
-7,000
• Some existing rail passengers are disadvantaged
• ‘Least worst’ place to curtail is St Annes
Tram Extension to South Fylde Line
• Existing demand on SFL is small
• Business case dependent on transfer from large existing bus
market
• Funding opportunities:
 Interchange only: no case
 Extension to St Annes/Lytham: possible business case – also good
as intermediate step towards full tram train
 Tram train: currently too expensive, option for future
Tram Extension to North Fylde Line
Preferred
Alignment: Talbot
Road/High Street
Passenger Demand: Rail
1800
1600
Annual Entries & Exits (000s)
1400
1200
1000
800
600
400
200
0
Blackpool North Passenger
Origins/Destinations Within
800m of Tramway
Outside
buffer, 48%
North, 29%
South, 24%
Mode of Travel To/From Blackpool North
2%
3%
1%
13%
Car (alone)
42%
Car (with friend/relative)
Car (dropped off)
Taxi
23%
Bus
Walk
Other
15%
Tram Extension to North Fylde Line
• Large potential market:
 1,600,000 passengers per year
 53% with origins/destinations close to tramway
 65% currently walk or use bus to access the station
• Disadvantage to existing passengers travelling north-south or
vice versa through North Pier
 35% existing tram passengers in high season
 30% in low season
• Business case depends on relative attraction of extension versus
disadvantage to existing ‘through’ passengers
• Funding opportunities:
 Tram train: expensive with little added benefit
 Interchange: business case appears plausible
Ongoing Work: Phase 2
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Business consultation
Public consultation
Wider economic benefits
Spatial distribution of economic benefits
Social and Distributional Impacts
Demand forecasting
Ticketing
Low Cost Alternative
• Engineering/Design/Costs (by Mott McDonald)
• Outputs:
 Detailed Option Comparison
 Business Case