The Hyder Report
2 WIDER TRANSPORTATION NETWORK CONSIDERATIONS
Effect on Other Modes of Transport
2.1 The effect on rail users would be to improve central area accessibility and access to other traffic objectives such as Hospital, University and Western Riverside, provided that good interchange is available at the station. A new transit network would be capable of attracting additional rail patronage.
In terms of bus use, if a tram system could be segregated so that trams achieved higher speeds and reliability than buses, then substantial transfer from bus could be expected. As proposed by TfB this is not likely to be achieved. A detailed study of the comparative generalised costs of bus and tram including access times (walk, wait), in vehicle times, fares and comfort etc. would be needed in order to properly specify and assess the potential effect on the bus network. TfB estimate that 80% of bus passengers would transfer, but this may be a high figure, and a more realistic estimate would be 60% transfer.
The form of residual bus network is dependent on the competitive response, and the extent to which integration of bus and tram operations is possible. An extensive network of shuttle feeder buses would be costly and result in time-consuming interchange for what are already fairly short journeys within Bath. Where segregated tram routes are proposed it would be necessary to retain a certain number of radial bus services for intermediate stops.
2.3 The effect on car use is largely dependent on the cost and availability of parking and other restraint measures. Care should be taken to avoid inadvertent, informal and unsuitable Park and Ride at locations where free on-street parking is available along radial tram routes. If trams did not have significant priority and car parking was readily available and affordable, then the transfer from car is likely to be low.
Walking and cycling would be relatively unaffected in demand terms, but street running section of the tram system would require careful design to minimise potential conflicts with these sustainable modes.
Heavy rail train use may increase as a result of improved interchange with an extensive tram network.
The most important element in creating an integrated network will be the interchange between bus, rail and tram. If the Southgate redevelopment proceeds as currently planned, integration between bus and heavy rail will be more difficult to achieve and may be worse than the existing situation. Integration with the tram system will also depend on the siting of tram stops.
Integration also depends on the level of co-ordination between bus and tram services including fares and ticketing. This would depend on which company operated the tramway and the level of competition between operators. The more competition, the less likely will be any integration.
Effect of Tram Proposal on Accessibility Within City
The tram proposal could improve City Centre accessibility by providing new links and higher frequency services. It could also improve central area distribution for those arriving by car, bus or train.
If linked to expanded Park and Ride, accessibility from outer areas could also be improved. However, increased Park and Ride provision should be designed so that existing public transport users are not attracted to use Park and Ride in place of public transport for the whole journey.
By making any new vehicles low floor with flush boarding capability and other design elements consistent with mobility impaired access, a future network could be much more accessible to all potential passengers.
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