TRANSPORT A N D ROAD RESEARCH LABORATORY Department of Transport

RESEARCH REPORT 40

PARK A N D RIDE AT TYNE A N D W E A R M E T R O

S T A T I O N S - - A S U M M A R Y REPORT

by M W PICKETT, K E PERRETT (Transport and Road Research Laboratory) and J W CHARLTON (Tyne and Wear County Council)

The views expressed in this Report are not necessarily those of the Department of Transport

Transport Planning Division Safety and Transportation Department Transport and Road Research Laboratory Crowthorne, Berkshire, RG11 6AU 1986

ISSN 0266-5247

Ownership of the Transport Research Laboratory was transferred from the Department of Transport to a subsidiary of the Transport Research Foundation on 1 st April 1996.

This report has been reproduced by permission of the Controller of HMSO. Extracts from the text may be reproduced, except for commercial purposes, provided the source is acknowledged.

CONTENTS

Page 1. Introduction 1

2. The Public Transport Changes 1

2.1 The Metro 1

2.2 Car Parking provision associated with Metro 1

3. Programme of Surveys 3

3.1 Survey Methodology 3

3.2 Counts of parked cars 4

3.3 Duration Surveys 4

3.4 Interview Survey 4

3.5 Metro On-board passenger survey 5

4. Analysis of survey results 5

4.1 Comparison of parking levels before and after Metro 5

4.2 Overall levels of use 6

4.3 Use of park and ride associated with rail replacement buses 7

4.4 Catchment areas 7

4.5 Journey purposes 9

4.6 Car occupancy 9

4.7 Duration of stay 9

4.8 Results from the Metro On-board survey 9

4.9 Pattern of park and ride use throughout the day 10

4.10 Kiss and Ride 11

5. Effects of Park and Ride 11

5.1 The effect of park and ride on the highway network 11

5.2 The effect of park and ride on city centre parking 11

© Crown Copyright 1986 Extracts from the text may be reproduced,

except for commercial purposes, provided the source is acknowledged

5.3 The effect of park and ride on Metro patronage

5.4 The effect of park and ride on Metro income

5.5 The effect on the localities around the Metro stations

6. Financial Evaluation

7. Results from other studies of park and ride

7.1 Park and ride in North America

7.2 Park and ride in the United Kingdom

7.3 Park and ride in the rest of Europe

8. Summary

9. Acknowledgements

10. References

Page

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14

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15

PARK A N D RIDE A T TYNE A N D W E A R M E T R O S T A T I O N S - - A S U M M A R Y REPORT

A B S T R A C T

Substantial improvements in public transport provision have been achieved in Tyne and Wear through the investment in the Metro. To encourage travellers to transfer from their cars to the Metro system, Tyne and Wear County Council built or improved car parks at a number of Metro stations. This report describes the combined effect of that car parking provision and the Metro in attracting park and ride trips. The number of cars parked by Metro passengers has increased by six times compared with the number of cars parked by BR passengers previously, from about 200 to about 1,200. Overall, there has been a two- fold increase in parking levels around stations since Metro opened, to about one third of the total capacity. Fares paid by passengers using park and ride generated approximately £0.8 m per annum in fares revenue in 1984. While theoretical studies suggest that there should be a small reduction in peak traffic flows on some roads due directly to park and ride, there has been no actual significant reduction in traffic congestion. This is not surprising since between 1979 and 1984 there was a 14 per cent increase in car ownership. On one busy part of the Metro system, park and riders are contributing to capacity problems during the morning peak. These and other findings are discussed in the report.

1 I N T R O D U C T I O N

The introduction of the Metro in the Metropolitan County of Tyne and Wear between 1980 and 1984 has resulted in considerable changes to travel opportunities in the area. General improvements in accessibility have been achieved both by the provision of the new light rail services and by substantial revisions to bus routes.

In order to assess the impact of this new system, a collaborative programme of studies was organised by the Transport and Road Research Laboratory, Tyne and Wear County Council, the Passenger Transport Executive and the University of Newcastle. The Study Definition Report (Tyne and Wear CC, 1979) sets out three levels at which effects of changes in the public transport system might be identif ied:-

(1) Primary--changes-in peoples' travel patterns

(2) Secondary--effects on activity centres (eg shopping, employment)

(3) Tertiary--long term effects (eg land-use change)

This report is concerned with one of the primary effects, that of the effect of the transport changes on

the use made of the park and ride facilities associated with the Metro.

The work is based on two main sources. The first consists of monthly counts of cars parked at or near sites for Metro stations, supplemented by occasional special surveys. The other source of data is a full Metro passenger survey conducted in May 1984.

Tyne and Wear County Council conducted the regular monthly counts of parked cars. The survey methods and detailed results have already been reported elsewhere (Charlton, Dear and Taylor, 1983). The purpose of this report is to summarise the findings, to set them in a wider context and to consider the application of the findings to other similar situations.

The results of this work are intended to assist Central Government with future decisions on public transport expenditure, to assist county councils with transport planning decisions and to provide operational information for use by public transport operators.

2 THE PUBLIC T R A N S P O R T C H A N G E S

2.1 THE M E T R O Prior to Metro two British Rail lines, the North Tyne Loop and the South Shields line (Figure 1), provided a 20-30 minute service operated by Diesel Multiple Units (DMUs). Part of the North Tyne Loop closed in 1978, with other parts closing in stages as Metro progressed. The first stage of Metro opened in August 1980. Further stages of Metro opened in 1981 and 1982 and the system was completed in March 1984.

The Metro route incorporates 41 kilometres of existing BR line and 12 kilometres of new track, half of which is underground. Figure 2 shows the Metro route, which is now fully open. Access to Newcastle and Gateshead centres is greatly improved by the provision of 6 new underground stations and the Metro bridge across the River Tyne. Purpose built bus/Metro interchanges have allowed large scale integration of bus and Metro services. The zonal ticket scheme has facilitated through travel by bus and Metro.

2.2 CAR P A R K I N G P R O V I S I O N A S S O C I A T E D W I T H M E T R O

There were few formal off-street car parks at the BR stations prior to Metro. However, there were few

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By permission of Tyne and Wear Passenger Transport Executive

Fig. 2 T y n e and W e a r M e t r o rou te

TABLE 1

Availability of parking space around Metro stations surveyed (1984)

Spaces within Station Car Park Capacity 100 metres Total

Kenton Bankfoot Fawdon Wansbeck Road Regent Centre South Gosforth Ilford Road West Jesmond Gateshead Stadium Felling Heworth Longbenton Four Lane Ends Benton Shiremoor West Monkseaton Monkseaton Whitley Bay Cullercoats Tynemouth Smith's Park Percy Main Howdon Hadrian Road Walkergate Chillingham Road Byker Hebburn Jarrow Bede Tyne Dock Chichester

73 (N EW) 25 (NEW) 8 (NEW)

161 (NEW) 6 0 0

24 (NEW) 8

33O (NEW) 0

135 (NEW) 17 22 (NEW) 0

23 79 22 97 0 0 0 0

24 0

72 31 4O

0 0 0

81 274 188 186 240 336 450 114 98 85

141 265 181 177 35

229 208 163 287 187 117 116 192 119 636 437

57 347 80 68

179

154 299 196 347 246 336 450 138 106 415 141 4O0 198 212

35 252 287 185 384 187 117 116 192 143 636 509 88

387 80 68

179

TOTAL 1,197 6,273 7,470

restrictions to parking in the streets close to the stations, especially at the coastal stations such as Whitley Bay and Monkseaton.

The investment in the Metro enabled the County Council to encourage park and ride by providing new off-street car parks with a total capacity of nearly 800 cars by 1984. The available space for car parking at those stations surveyed is shown in Table 1. Although the multi-storey car park at Regent Centre was provided solely for the use of Metro passengers it is now also used by employees at the neighbouring office development. Elsewhere, the car parks are all at surface level. The largest car parks have been provided as an integral part of the major bus/Metro interchanges at Heworth, Regent Centre and Four Lane Ends. The total capacity of the areas surveyed has been estimated to be over 6,000 cars. This includes all public parking space within 100 m of the stations.

3. P R O G R A M M E OF SURVEYS

3.1 S U R V E Y M E T H O D O L O G Y An ideal survey methodology would have been to survey levels of car parking around all stations at regular intervals, starting before the first BR line closure and continuing until after the last phase of Metro had opened. There are a number of reasons why this was not possible.

Firstly, the BR line closures were spread over a period of more than six years, beginning in January 1978 and ending in March 1984. A full timetable of closures is given in Figure 3. The opening dates of Metro were also phased over a number of years. This complicates the 'before ' and 'after' designations. Regular car parking surveys began in April 1980, at which time part of the North Tyne Loop had already been closed. Fortunately, a parking survey had been

Manors - - West Monkseaton

West Monkseaton -- Tynemouth

Felling -- Heworth (Pelaw)

Hebburn -- South Shields

Tynemouth -- Manors

Bankfoot -- Regent Centre

1979 / 1980 1981 1982 1983 1984

~ ' / / / / / / / / / / / / / ~ A 10 minute service i

Rail link buses (Aug) (Nov)

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(Aug) Northern part of loop only

~ ' / / / / / / / / / / / / / / / / / ~ 3 minute service

I~Heworth BR operating- I

Ii ~ / / / / / / / / / / / / / / / / / / / / / , / / ~ service10 m in.

Felling and Pelaw closed

~ / / / / / / / / / / / / / / / / , ~ 1 0 s e r v i c e m i n . III

5 minute headway from Benton

I I 5 min. service I from Tynemouth

~ - - Complete loop open

5 minute service

/ " I~e/w/line being built//////~ . . . . . - . . . . . . . . . . , 10 minute service

Fig.3 Programme of BR closures and Metro opening dates

conducted in 1977 and this has been used to provide 'before' data for some stations.

Secondly, some BR stations were replaced by Metro stations at different locations. Backworth, Heaton, High Shields, South Shields and Pelaw stations were replaced by stations elsewhere. This situation cannot easily be dealt with as a straightforward 'before' and 'after' situation as parking by residents around the old and new station sites will inevitably be different. Consequently, the levels of parking before Metro were not comparable to the levels after Metro.

Thirdly, there are a number of completely new stations, for which no BR rail service was available. The new sites for stations were included from the beginning, so the pre-Metro parking levels are known.

Fourthly, the BR rail services were replaced by various Rail-link bus services, most of which (but not all) called at each station along the previous BR rail line. It is known that the number of park and ride travellers who used the rail link buses was small, but this still has to be considered.

Finally, major developments were taking place in Central Newcastle, Gateshead, Wallsend, South Shields and North Shields. Apart from the complexity of counting parked cars in dense urban areas, it was recognised that it would be impossible to attribute changes in parking levels to the introduction of the Metro. Consequently, these centres were omitted from the surveys.

The method adopted was to conduct surveys around most, but not all of the sites for Metro stations. The six stations in Central Newcastle and the stations at Gateshead, Wallsend, South Shields and North Shields were excluded.

Four main types of survey were undertaken: these were monthly counts of parked cars, duration, interview and on-board passenger surveys.

3.2 COUNTS OF PARKED CARS Regular monthly counts have been conducted since April 1980. The levels of parking in all streets and car parks within 100 metres of the selected Metro stations are recorded. The counts are taken at approximately mid-morning on the first Thursday and following Tuesday of each month.

Each area is divided into 'beats' and the theoretical capacity of each 'beat' has been calculated.

3.3 D U R A T I O N SURVEYS These surveys were undertaken on a weekday and a Saturday in May 1980 and 1982; they included all cars parked within 100 metres of Metro stations. Each survey was conducted between 0700 and 1800 hours and consisted of identifying vehicles parked at hourly intervals. Information was derived on the length of stay of vehicles and the early morning results also gave an indication of the parking demand from residents.

3.4 INTERVIEW SURVEY An interview survey was conducted in November 1982 at four stations. Its aims were to:- -

(a) establish the catchment area of each station

(b) identify journey purposes

(c) identify car occupancy

(d) determine the expected length of stay as indicated by the driver

3.5 METRO ON-BOARD PASSENGER SURVEY

In May 1984, a complete Metro passenger survey was conducted on a Tuesday and a Saturday. Passengers were asked how they travelled to the Metro station and whether they had parked a car at or near the station. This information, which is available for all stations throughout the day, enables the results from the car parking surveys to be scaled up to estimate the effect on the complete system.

4 ANALYSIS OF THE SURVEY RESULTS

4.1 C O M P A R I S O N OF PARKING LEVELS BEFORE AND AFTER METRO

Table 2 shows the numbers ofcars parked around stations, both before and after the opening of Metro.

TABLE 2

Comparison of parking levels before and after Metro

]-ynemouth Cullercoats Whitley Bay Monkseaton West Monkseaton Shiremoor

Benton Four Lane Ends Longbenton South Gosforth Ilford Road West Jesmond

Gateshead Stadium Felling Heworth

Smith's Park Percy Main Howdon Hadrian Road Walkergate Chillingham Road Byker

Bankfoot Fawdon Wansbeck Road Regent Centre

Hebburn Jarrow Bede Tyne Dock Chichester

BR Service

No date

71 1977 36 1977

106 1977 54 1977 2 1977

25 1977

19 1977 37 1977

120 1977

m

D

18 1977 5 1977

14 1977

m

D

26 1981 20 1981 12 1981 10 1981 57 1981

No rail* service

No date

68 1980 38 1980 59 1980 20 1980 2 1980 6 1980

20 1980 15 1980 19 1980 35 1980 41 1980 69 1980

1 1981 16 1981 9 1981

8 1982 11 1982 3 1982 6 1982

17 1982 301 1982

60 1982

2 1981 18 1981 28 1981 20 1981

Metro

No date

91 1983 60 1983

112 1983 65 1983 4 1983

74 1983

52 1983 137 1983 21 1983 58 1983 58 1983

200 1983

20 1983 22 1983

292 1983

7 1983 12 1983 15 1983 7 1983

29 1983 300 1983

79 1983

59 1983 29 1983 40 1983

108 1983

DIFFERENCE

Metro-- No service

23 22 53 45 2

68

32 122

2 23 17

131

19 6

283

16 1984 33 1984

1 1984 12 1984 21 1984

26 1984 53 1984 2 1984

12 1984 35 1984

--1 1

12 1

12 --1 19

57 11 12 88

10 20

1 0

14

BR-- No service

3 --2 47 34

0

5

0 2

51

m

m

7 2

--3

10 --13

11 --2 36

TOTALS 955 2,079 + 1,104 + 188

* Rail replacement bus service in operation.

The f i rst co lumn of Table 2 shows the numbers of cars w h i c h were parked around the BR stat ions inc luded in the survey pr ior to Metro. In most cases these f igures have been derived f rom the 1977 survey, but the regular mon th l y coun ts provide 'before ' data for the last phase of Met ro . In the case of Chichester and Bede, the f igures show the numbers of cars parked around the ( future) sites for Met ro stat ions. The second co lumn shows the average park ing levels for the quarter immediate ly before the open ing of Met ro . It shou ld be noted that a rail rep lacement bus service was in operat ion at all stat ions. The on ly s tat ions where the car parking levels appear to have been af fected by the BR closure were Wh i t l ey Bay, Monkseaton , Wes t Jesmond and Chichester . Parking at these stat ions accounted for 168 of the 188 fewer cars parked as a result of the w i t hd rawa l of the BR service. The tota l number of cars parked around s ta t ions prior to their opening was 955. Th is prov ides an est imate of the numbers of cars parked fo r purposes o ther than park and ride. The th i rd co lumn, w h i c h is a measure of the level of park ing at a par t icu lar t ime each mon th , shows that the total number o f cars parked around stat ions after Met ro opened was 2,079, an increase of about 1,100 cars. The last t w o co lumns provide compar isons be tween the addi t ional cars parked around Metro stat ions and the addi t ional cars parked around BR

stat ions. These f igures indicate that the BR service attracted an average of 188 cars parked w i th in 100 m of a station for the purpose of park and ride, whereas Met ro attracted an est imated 1,104 cars. The three major ca r /Met ro interchanges accounted for 45 per cent of the increased parking around Metro stations.

4.2 O V E R A L L LEVELS OF USE Figure 4 shows the g rowth in the total numbers of cars parked around stat ions over the period 1980-1984. The detailed f igures are given in Figure 5. In the previous section, it was suggested that residents' cars parked around stat ions amounted to 955 cars. The graph of cars parked shown in Figure 4 starts at 713. The reason for this apparent d iscrepancy is that a large factory car park opened at Chi l l ingham Road prior to Metro, but after the beginning of the surveys. Bearing in mind that all the counts include cars parked by residents, there has been a substantial rise in car parking, t hough t h e total number of cars parked is now still on ly about one third of the available capacity.

Figure 6 shows the use made of Metro car parks. These figures, based on Ju l y - -Sep tember 1984, show that most Metro car parks are wel l used and several are at full capacity.

2200

2000

1800

1600

~ 1400

1200

1000

800

< 600

400

200

PARKING 1980 -- 1984

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198o I

1981

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1982

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II 1983

F i g . 4 P a r k i n g a t M e t r o s t a t i o n s

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'1::::::1 c ic e,,e :!i!i!!!!! iiiiiiiii . . . . . . . . . . . . . i!!iiiiii:~iiii!!iii I Smith's Park

iii!ii!iil!iiiiiii!l Byker

""""'1 I Gateshead I I S tad ium-

Heworth I I . . . . . . . . . . . . . ::::::::::::f:::::::::::: Bankfoot - : :: :: :: :: :: :: j: :: ::: I: :: :: ::: :: :: :: :: :: :: :::: Reg e_ n t_ C entre

Benton -- West Jesmond

Tynemouth - Shiremoor

1984

Average numbers of cars parked within 100 metres of the Metro station

1980 1981 1982 1983 1984

Tynemouth 0 86 68 74 69 55 64 84 76 73 58 94 92 76 65 91 84 93 66 29 Cullercoats 0 38 38 43 40 39 44 48 48 48 43 48 55 57 52 60 52 56 55 17 Whitley Bay 0 59 58 59 54 54 74 85 76 88 83 93 90 90 98 112 100 91 95 33 Monkseaton 0 20 34 48 42 42 46 60 59 57 50 61 65 60 48 65 49 62 58 15 West Monkseaton 0 2 2 I I 3 2 4 2 2 4 3 2 2 4 4 4 4 4 2 Shiremoor 0 6 11 29 33 33 34 51 75 51 49 70 75 55 57 74 66 57 58 28

TOTAL 211 211 254 239 226 265 332 336 319 287 369 379 340 324 406 355 363 336 124 ========================================= ~ = = = = = = = = = = = = = = = = = = = = = ~ = = = = = = = = = = = = = = = = = = = = = = ~ = = = = = = = = = = = = = = = = = = = = = = ~ : : : : : : : : : : : : : : : : : : : :

B e n t o n 0 20 21 19 20 28 26 38 41 4O 33 41 42 46 49 52 37 50 53 13 Four Lane Ends 0 15 15 25 36 34 35 75 89 110 80 116 101 104 106 137 114 108 148 53 Longbenton 0 19 16 21 24 17 15 18 18 19 22 25 26 23 21 21 26 22 19 7 South Gosforth 0 35 42 39 44 42 47 55 57 57 56 58 49 50 51 58 51 63 59 18 Ilford Road 0 41 42 43 50 39 44 44 50 49 47 47 46 51 57 58 56 58 64 18 West Jesmond O 69 66 92 91 101 87 174 119 156 149 183 184 218 192 200 221 210 211 73 ................................................................................................................................. TOTAL 199 202 239 265 261 254 404 374 431 387 470 448 492 476 526 505 511 554 182 ========================================= ~ ===================== ~ ====================== m ====================== = : : : : : : : : : : : : : : : : : : : :

Kenton Bankfoot O I 3 I 2 7 13 62 65 53 41 65 51 43 39 59 46 59 49 18 Fawdon O 17 20 28 18 20 20 36 36 43 31 28 27 30 23 29 29 28 22 9 Wansbeck Road 0 27 27 28 28 32 32 39 38 34 37 38 27 36 32 40 29 34 37 10 Regent Centre 0 17 11 15 20 31 34 116 98 99 100 118 105 85 76 108 78 82 82 28

TOTAL 62 61 72 68 90 99 253 237 229 209 249 210 194 170 236 182 203 190 65 : : : : : : : : : : : : : : : : : : ~ = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = m = = = = = = = = = = = = = = = = = = = = = = = : : : : : : : : : : : : : : : : : : : :

Gateshead Stadium O 8 10 7 3 0 I 2 10 11 14 13 13 17 20 20 17 19 22 7 Felling 0 17 14 18 22 18 16 16 21 24 24 20 26 20 23 22 29 26 26 9 Beworth O 12 11 11 10 8 9 43 105 116 116 174 213 249 221 292 286 220 275 82

TOTAL 37 35 36 35 26 25 61 136 151 154 207 252 286 264 334 332 265 323 98 : : : : : : : : : : : : : : : : : : ~======================~ ===================== ~ ======================~ ====================== ~ : : : : : : : : : : : : : : : : : : : :

Smiths Park 0 8 5 5 7 8 8 13 6 5 8 10 7 7 9 7 10 7 3 2 Percy Main O 11 5 8 7 7 10 13 13 7 11 8 10 12 11 12 6 9 8 3 Howdon 0 2 3 3 2 3 10 12 9 5 3 6 11 13 9 15 14 14 13 3 Hadrian Road 0 6 6 5 7 11 5 7 9 7 6 6 7 5 9 7 8 6 6 I Walkergate 0 19 24 23 23 24 22 31 23 19 17 19 24 19 25 29 25 26 21 8 Chillingham Road 0 120 142 167 145 262 287 333 365 367 301 300 298 304 300 300 295 299 304 103 Byker 0 38 52 55 56 74 60 61 ~4 61 60 81 85 72 83 106 62 69 58 23

TOTAL 204 237 266 247 389 402 470 519 471 406 430 442 432 446 476 420 430 413 143 :=::::::::::::::==~ ===================== ~ ===================== ~ ====================== ~ ====================== ~ ::::::::::::::::::::

Hebburn 0 23 22 25 26 25 15 18 I 10 6 13 18 18 15 29 16 24 26 16 Jarrow 0 27 25 22 20 17 21 29 25 28 23 26 23 26 25 23 33 48 53 17 Bede 0 6 4 10 12 8 7 6 6 6 4 4 6 I O I I I 2 I Tyne Dock 0 10 9 15 10 9 14 9 7 8 9 9 9 12 11 11 12 14 12 5 Chichester 0 69 83 45 57 25 34 41 36 39 33 32 33 26 22 26 21 39 35 14 ........................................ ~ ..................... ~ ..................................................................

TOTAL 145 143 117 125 84 91 103 75 91 75 84 89 83 73 90 83 126 128 53

979 1076 1136 1623 1677 1692 1518 1809 1820 1827 1753 2068 1877 1898 1944 665

Fig. 5 Average numbers of cars parked within 100 metres of the Metro station

4.3 USE OF PARK A N D RIDE ASSOCIATED WITH RAIL REPLACEMENT BUSES

As parts of the North Tyne Loop were closed, rail replacement buses were provided. Thus, it was still possible to park and ride. A rail survey conducted in 1979 covered both rail-link buses and rail services. Table 3 shows the numbers of passengers travelling towards Newcastle between 7 a.m. and 7 p.m. who reached the station or bus stop by car. This included people who were given a lift to the station.

Data from elsewhere suggests that approximately one third of passengers arriving at stations by car park at the station, the rest of the cars being driven away. On this basis, the North Tyne Loop rail replacement buses attracted only about 40 cars due to park and

ride. In addition, comparison of counts of parked cars with the number of park and ride trips on Metro suggests that, at any one time, one would expect about one third of the cars to be parked. The best estimate, therefore, of the number of cars that would be expected to be parked for park and ride associated with rail replacement buses would be 13.

4.4 C A T C H M E N T A R E A S The catchment area for the four stations covered in the interview survey is shown in Figure 7. This shows that many people travel a considerable distance by car before transferring to Metro. The catchment area extends well outside the county boundary, especially for the Regent Centre interchange which has good road access from the north. The vast majority of people interviewed (93%) were travelling to central Newcastle.

0 1 2 3km I I I I

Cars in car park

Spaces in car park

Cars in streets

Spaces in streets

Public Transport Impact Study

Fig. 6 Parking levels a r o u n d s ta t ions (July -- Sept 1984)

T A B L E 3

Passengers arriving at the station by car prior to Metro

Passengers boarding 7 a.m.-7 p.m. and travelling towards Newcastle

Passengers arriving by car Total passengers

Tynemouth Cullercoats Whitley Bay Monkseaton West Monkseaton Benton Longbenton South Gosforth West Jesmond

55 18 82 81 (+66 Rail replacement bus) 36 ( + 41 Rail replacement bus)

2 Rail replacement bus 11 Rail replacement bus 0 Rail replacement bus 1 Rail replacement bus

509 534 870 774 + 511+

356 388 147 380 119 165

TOTALS 272 + 121 Rail replacement bus 3,198 + 1,555 PERCENTAGES 8.5% 8.0%

8

TABLE 4

Expected duration of stay

Less than two hours Two- - four hours More than four hours

13% 27% 60%

Approximately 12 per cent of respondents did not know how long they would leave their cars at the station; these people are not included in the figures above.

============================

County boundary I • SPENNYMOOR

• BISHOP AUCKLAND

Fig. 7 Catchment areas for park and ride trips

4.5 JOURNEY PURPOSES The interview survey showed that 48 per cent of those leaving parked cars at the four interchange stations were undertaking shopping trips and a further 43 per cent were trips associated with work. There was little variation between journey purposes at the four stations.

4.6 CAR O C C U P A N C Y Car occupancy was measured for the morning peak (0700-0900) and for the working day (0900-1700). The results w e r e : -

Car Occupancy

Morning peak (0700-0900) 1.3 persons per car Daytime (0900-1700) 2.1 persons per car

4.7 DURATION OF STAY People were asked how long they expected to park their car at the station. The results are shown in Table 4.

4.8 RESULTS FROM THE M E T R O O N - B O A R D S U R V E Y

In May 1984, a complete on-board Metro passenger survey was conducted on a Tuesday and a Saturday. Metro passengers were asked how they travelled to the station and, if they had arrived by car, whether the car was parked at or near the station. Table 5 shows the numbers of car drivers who parked their car at or near the station.

TABLE 5

Cars parked by Metro passengers

Station

St James Manors Byker Chillingham Road Walkergate Wallsend Hadrian Road Howdon Percy Main Smith's Park North Shields Tynemouth Cullercoats Whitley Bay Monkseaton West Monkseaton Shiremoor Benton Four Lane Ends Longbenton Bank Foot Fawdon Wansbeck Road Regent Centre South Gosforth Ilford Road West Jesmond Jesmond

Tuesday Saturday

Number Percent- Number Percent- age age

1 .0 8 .1 8 .2 38 .7

54 1.6 168 2.9 10 .3 25 .4 32 .9 78 1.4 57 1.7 100 1.7

8 .2 15 .3 11 .3 27 .5 6 .2 11 o2 5 .1 14 .2

24 .7 50 .9 50 1.5 68 1.2 42 1.2 29 .5 70 2.1 77 1.3 60 1.8 87 1.5 26 .8 18 .3 70 2.1 99 1.7 65 1.9 102 1.8

225 6.7 324 5.6 18 .5 35 .6

120 3.6 178 3.1 49 1.5 51 .9 11 .3 17 .3

151 4.5 160 2.8 106 3.2 154 2.7 23 .7 37 .6

373 11.1 465 8.1 225 6.7 374 6.5

T A B L E 5 - - continued

Station

Haymarket Central Gateshead Gateshead Stadium Felling Heworth Hebburn Jarrow Bede Tyne Dock Chichester South Shields Monument

TOTAL

Tuesday

Number Percent- age

84 2.5 43 1.3

325 9.7 60 1.8 35 1.0

583 17.4 24 .7 61 1.8 15 .4 18 .5 78 2.3 41 1.2 88 2.6

3,351 100.0

Saturday

Number Percent- age

235 4.1 90 1.6

834 14.5 218 3.8

42 .7 919 15.9

54 .9 92 1.6 24 .4 34 .6 85 1.5 74 1.3

250 4.3

5,760 100.0

There were an estimated 3,351 cars parked on the Tuesday and 5,760 cars on the Saturday which generated 8,924 and 17,620 trips respectively (assuming each passenger made a return trip). This represents 5.9 per cent of all passengers on a Tuesday and 10.3 per cent of all passengers on a Saturday. These figures are considerably higher than those reported in Table 2 because they indicate parking incidents rather than the number of cars parked around the stations at a particular time.

Of all Metro passengers using park and ride, 85 per cent were travell ing to Newcastle city centre. This is sl ightly lower than the comparable figure of 93 per cent for passengers interviewed at the major car /Met ro interchanges, but one would expect city centre commuters to be more attracted to these interchanges.

The journey purpose of Metro passengers using park and ride is shown in Table 6.

T A B L E 6

Journey purpose of Metro passengers using park and ride.

(Percentages)

Purpose Tuesday Saturday

Home Work Shopping Education Social or Recreational

7.5 33.4 47.7

4.5 3.2

11.7 6.2

65.4 0.6

13.9

While the number of park and riders who were going shopping is much the same as for the passengers interviewed at the major interchanges, the number going to work is somewhat less--33 per cent

compared with 43 per cent. This also suggests that car borne commuters are more likely to use the purpose built car/Metro interchanges.

4 .9 P A ' n ' E R N O F P A R K A N D R I D E U S E T H R O U G H O U T T H E D A Y .

Figure 8 shows the pattern of arrivals at Metro stations by drivers who parked at or near the station. The sharp morning peak is followed by a steadily falling demand throughout the rest of the day. The pattern of arrivals on Saturday is quite different as shown by Figure 9. The high level of arrivals which is sustained throughout most of the day is actually greater than the peak weekday level.

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Fig.8 Numbers of cars parked at or near Metro stations on a weekday (Source : Metro Survey 1984)

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I TOTAL 5760 I

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Hour of the day

Fig.9 Numbers of cars parked at or near Metro stations on a Saturday (Source : Metro Survey 1984)

10

4.10 KISS A N D RIDE. This report has been mainly concerned with the number of cars parked by Metro passengers. However some Metro passengers arrive at the station by car, which is then driven away, a practice known as 'Kiss and Ride'.

Results from the 1984 Metro survey are given in Table 7. This shows that of the 8,870 weekday Metro passengers who arrive at the station by car, half of them leave a car at the station. Surprisingly, a third of 'so called' kiss and ride trips on a weekday are journeys from work, approximately the same number as journeys to work. On Saturdays, twice as many Metro passengers leave a car at the station; there are fewer kiss and ride trips than on a weekday.

TABLE 7

Metro passengers arriving at the station by car (May 1984)

Park and Ride Drivers Passengers

Kiss and Ride Drivers Passengers

Metro passengers arriving by car

Tuesday Saturday

3,351 1,126

4,477

760 3,633

4,393

8,870

5,760 3,063

965 2,763

8,823

3,728

12,551

In order to assess the magnitude of the effect, it was assumed that a l l cars arriving at Metro car parks during the peak hour would have otherwise have been driven into Central Newcastle. In addition, it was assumed that the cars would all have taken the same route. Table 8 lists the car park arrivals during the morning peak and the maximum theoretical percentage reduction in f lows at four cordons on routes into Newcastle.

The maximum percentage reduction in the morning peak hour f lows that could have occurred due to park and ride was 9.3 per cent at Benton Bank. Measurements of traffic f lows on major highway links conducted by the County Engineers indicate that there has been n o net reduction in total f low on this link. It is likely that any reduction in traffic on this link due to park and ride has been balanced by increased demand for car travel. Car ownership in Tyne and Wear has risen by 14 per cent between 1978 and 1984, making it diff icult to identify any decrease in road traffic due to Metro. There was, in general, spare capacity in station car parks before 0900 hours. It is argued therefore that additional provision of parking space would not have reduced peak hour traffic f lows further. Since the majority of park and ride trips occur during the off peak when there is spare road capacity it is concluded that any reduction in traffic f lows as a result of Metro have been compensated for by the general increase in car ownership.

5 EFFECTS OF PARK A N D RIDE

5.1 THE EFFECT OF PARK A N D RIDE ON THE H I G H W A Y NETWORK

An assessment was undertaken of the effect that park and ride has had on the main highway network.

5.2 THE EFFECT OF PARK A N D RIDE ON CITY CENTRE P A R K I N G

There are currently about 7,500 public parking spaces in central Newcastle, 6,000 private non-residential spaces and 2,000 uncontrolled spaces which are located in streets just outside the meter zones.

Over 3 million parking incidents take pla.ce each year in the 4,700 paying off-street public spaces provided

TABLE 8

Maximum theoretical reduction in morning peak f lows on major highway links because of Metro park and ride

a.m. peak a.m. peak arrivals Percentage reduction in Station Highway Link traffic flows at car park peak-hour f lows

Heworth

Tynemouth to Four Lane Ends

Regent Centre and Fawdon

Kenton

Tyne Bridge

Benton Bank

North Road

North West Radial

3,000

1,300

1,700

3,000

126

121

87

42

4.2

9.3

5.1

1.4

11

by the local authority. The 1984 Metro On-Board Survey indicated that of the 1.1 m parking incidents involving Metro users annually, 85 per cent of the passengers were travelling to central Newcastle. This represents about one third of parking incidents in the local authori ty provided car parks. However, there has not been an appreciable decline in the levels of parking in Newcastle city centre. In fact, parking incidents are still increasing.

There are a number of possible explanations for the apparent generation of park and ride trips. Firstly, some motorists will have chosen to avoid the problems of driving into the city centre and the high parking cost and finding spaces at the most popular ci ty centre car parks by travelling into Newcastle on the Metro. Car ownership in Tyne and Wear has increased by 14 per cent between 1978 and 1984. It would appear that any diversion of cars from the city centre has been more than compensated for by an increase in the overall demand for parking space. Secondly, some motorists will have been encouraged to travel by park and ride where previously they would not have travelled or used the bus. Research elsewhere tends to suggest that car drivers are reluctant to travel by bus if the car is available, but the problems encountered by car drivers in the city centre and the high level of public transport in Tyne and Wear would appear to have reduced the perceived attractiveness of the car compared with public transport and especially the Metro. Att i tudinal surveys have shown that pare and ride Metro users are the most satisfied group of passengers. Even if the Metro had not been built it is extremely unlikely that many permanent extra parking spaces would have been built in the ci ty centre.

significantly during the survey period. This implies that where free parking is available the Metro has not changed travel habits significantly.

5.3 THE EFFECT OF P A R K A N D RIDE ON M E T R O P A T R O N A G E

To assess the effect of park and ride on morning peak hour Ioadings on Metro the number of car occupants using each section of line was estimated from the interview survey data. Table 9 lists the number of passengers calculated as travelling into Newcastle City Centre after parking their car at or near a metro station.

From Table 9 it will be noted that park and ride between Tynemouth and Newcastle (via Benton) could be generating an average of 21 passengers per train and, consequently, adding to capacity problems that are being experienced on this section. It is unlikely that the provision of extra car parking spaces on this part of the network would have added to these difficulties since there was spare car park capacity during the morning peak. Extra spaces would, however, have made park and ride more attractive to potential users during the off-peak period.

On the line from Heworth to Newcastle City Centre the number of additional passengers per train generated by park and ride was relatively small.

The additional Ioadings on the Kenton Bankfoot line are significant but this section of the system was not overloaded.

To determine what effect the Metro has had on places where parking has been free, counts were undertaken at the Department of Health and Social Security offices at Longbenton. The counts started prior to the Metro opening and have continued on a monthly basis. The Department employs about 10,000 people at Longbenton. This site was chosen because it was felt that this number of employees would be large enough to prevent the results being influenced by local factors other than the introduction of Metro. The monitoring exercise indicates that the average daily parking level of 1,550 vehicles has not changed

5.4 THE EFFECT OF P A R K A N D RIDE ON M E T R O I N C O M E

Using data obtained from the 1984 on-board Metro passenger survey it has been possible to identify those passengers who travelled to Metro stations by car and left the car there. Knowing the stations where passengers boarded and alighted, it has been possible to compute the total fares paid by this sub- section of Metro passengers. It has been calculated that Metro income of £0.8m per annum was generated by car drivers/passengers during 1984.

TABLE 9

Peak Metro Ioadings from park and ride

Station a.m. peak hour arrivals No. of Passengers Metro Frequency Passengers per at car parks (min.) Metro train

Heworth

Tynemouth to Four Lane Ends

Kenton to Regent Centre

126

121

129

164

157

168

3.3

5-10

10

9

21

28

12

5.5 THE EFFECT ON THE LOCALITIES AROUND THE METRO STATIONS

Like most urban transport systems, Metro stations are located in some of the most densely developed areas within Tyne and Wear. The influx of park and riders could be expected to generate additional competition for the available parking space.

In the shopping and commercial areas (Gateshead, North Shields, Wallsend etc) any additional parking demand generated by the Metro has been absorbed into the overall day to day parking activity of the centre.

The monitoring exercise indicates that in most cases parking problems were not widespread and where they did occur tended to be confined to the parts of the street nearest the station. This could have caused Iocalised conflict with residents. However, no serious complaints have been received by the local authorities.

6 F I N A N C I A L E V A L U A T I O N

The County Council, charged with the responsibility of providing parking spaces in the City Centre or at Metro stations had to undertake a financial evaluation of the various options and adopt the most cost- effective. It was not intended that the evaluation should be exhaustive but sufficiently detailed to enable a comparison of the various options to be made.

The provision of permanent parking facilities in Newcastle City Centre is expensive. By 1982, 760 car parking spaces had been provided at Metro stations. In order to compare the costs of providing Metro car parks with city centre car parks, the County Council calculated the cost of building 500 car parking spaces in the centre of Newcastle. Fewer city centre spaces would be necessary due to the shorter duration of each stay. The provision of these spaces on a permanent basis would have incurred costs as outlined in Table 10.

The calculations have been based on a parking cost of 30p per hour for short term, 15p per hour for medium and 7.5p per hour for long term parking. This would have yielded income of £116,000 per annum. However, when taking into account maintenance, rates, equipment, administration and annual debt charges the assessment produced a deficit of £68,300 per annum.

Similar calculations for the provision of 760 parking spaces at Metro stations produced an annual surplus of £416,600. This figure is based upon calculations which indicate that the provision of car parks at Metro stations has incurred £28,000 in running expenses, £41,400 in debt charges against £484,000

T A B L E 10 Costs of city centre car park provision

Construction costs

70 Short term spaces Land costs Construction costs

100 Medium term spaces Land costs Construction costs

330 Long term spaces Land costs Construction costs

£140,000 £35,000

£150,000 £50,000

£330,000 £165,000

Total £870,000

Annual expenses

Income £116,000 Expenses £53,300

Debt charges £131,000

Annual deficit £68,300

which was generated in Metro fares income in 1982 and is directly attributed to the provision of parking spaces.

An attitudinal household travel survey undertaken in Tyne and Wear in 1979 (Jones, 1979) indicates that of the 31 per cent of shoppers who travelled into Newcastle by car, at least six times per year, 93 per cent were 'bothered' and 35 per cent were 'bothered a lot' by the traffic conditions. Similarly, when asked about the diff iculty of f inding a parking place in the city centre, 54 per cent of car-borne shoppers found this applied to them of which 48 per cent were 'bothered' and 25 per cent were 'bothered a lot'. This indicates that, because of the perceived dif f iculty in parking in Newcastle city cer~tre, people were prepared to park at a station and travel to the city centre by Metro.

Not all areas are served by Metro and similarly not all motorists were prepared to park and ride. The County Council still feel there is a need to provide extra spaces in the city centre as and when demand dictates.

7 R E S U L T S F R O M O T H E R S T U D I E S OF P A R K A N D R I D E

To learn of the conclusions formed from the introduction of other park and ride schemes a literature review was undertaken of associated research. The reports reviewed have been sub-divided into three sections, c, ne dealing with North America, one with the U.K. and the other with the rest of Europe.

A report was produced in 1980 (TRRL, 1980) by an international working group of transport researchers

13

which included a section on a number of park and ride (and kiss and ride) schemes throughout the world. It was concluded that in general a scheme was successful if the onward public transport mode provided fast access into the city or town centre. Successful schemes relied, to a large extent, on reserved track running (ie either rail or segregated busway). Where buses were not segregated the schemes were unlikely to be as successful since delays were caused by the other traff ic entering the ci ty or town centre.

7.1 P A R K A N D R I D E IN N O R T H A M E R I C A

With travel in much of North America being undertaken by private vehicle it is of some importance to provide parking facilit ies at new rapid transit stations and freeway intersections when trying to encourage the use of public transport and car- pooling for the journey into the Central Business District (CBD).

It is reported (Boyce, 1974) that nearly 90 per cent of travellers using the Lindenwold Line in Philadelphia ci ty centre arrived at the stations by car.

Park and Ride schemes associated with bus travel have met with mixed success. However, a scheme (McQueen et al, 1975) introduced in connection with bus travel along the Shirley Highway in Washington D.C. has been quite successful. Three park and ride sites were provided for users of the express bus service which travelled along a priority busway. Approximately one-third of all bus users arrived by car, though only one-fifth of these used the official park and ride s i tes-- the majority of users left their cars on one of twenty unofficial park and ride sites that were later identified.

In New Jersey (Committee of the Challenge of Modern Society, 1976) a successful scheme has been running for a number of years. Over 7,000 car users transfer to buses each morning for their journey along contra-f low lanes through Lincoln Tunnel to Manhattan. The addition of the bus lane increased the number of users of the park and ride sites by 10 per cent which resulted in a 6 per cent increase in total bus patronage through the tunnel.

7.2 P A R K A N D R I D E IN T H E U N I T E D K I N G D O M

The introduction of park and ride in the United Kingdom has been on a limited scale with most schemes being linked to Christmas shopping, major events (ie Birmingham Motor Show) and towns and places of interest with limited parking facilities.

This latter type of scheme (Abbot, 1983) includes the provision of a park and ride site at Lelant Saltings

station for onward travel by train for visitors to St. Ives. Park and ride in connection with recreational schemes at popular locations in the National Parks has been introduced (Baker, 1983) and others are proposed. Little research is reported on the success or otherwise of these schemes, which have usually been introduced as part of a local (or other planning) authority policy decision.

One of the major schemes in the UK has been the operation of park and ride sites on the periphery of Oxford from where express bus services operate into the city centre. It is reported (Bixby, 1983) that this scheme has been of limited success only.

The Glasgow Rail Impact Study (Martin Vorhees Associates et al, 1982) found that 7 per cent of all passengers on the Underground and BR Argyle line had travelled to the station by car. On the Underground the percentages for each station varied considerably depending upon the ease of car access or the proximity of the station to the motorway network. On the BR network the majority of park and ride incidents were at a small number of stations with two-thirds of parking occurring at twelve of the stations, all in the outer suburbs.

Although other schemes are known about little has been published. To justify such a scheme on a long- term basis it is evident one must either feed into an existing public transport service or generate sufficient demand throughout the day to justify the cost of introducing a dedicated complementary mode of transport.

7.3 P A R K A N D RIDE IN THE REST OF E U R O P E

Reports on two studies of park and ride activity in mainland Europe have been found. In Hanover a household survey (Intl. Railway Jnl., 1983) of the area served by one of the new light rapid transit lines showed that 50 per cent of those with a private car at their disposal used the new system for journeys into the city centre.

In Amsterdam it was found (TRRL, 1980) that at four suburban stations 53 per cent of all passengers travelling to central Amsterdam had a driving licence and a car in the household. The main reasons given for park and ride were: Parking difficulty at destination (24%), train was faster (19%), train was more comfortable (18%) and traffic congest ion (15%).

8 S U M M A R Y

This study, undertaken as part of the impact study on the Tyne and Wear Metro has reached the following conclusions: --

14

There are over 1,100 cars parked around Metro stations, excluding the 10 stations in the urban centres. This is at least 6 times the number parked previously around BR stations.

Over 3,000 cars are parked at or near a Metro station on a weekday and over 5,000 on a Saturday. This amounts to 22,000 park and ride trips per week. Given that average vehicle occupancy is greater than one and that kiss and ride also accounts for a significant proportion of Metro users the number of Metro passengers arriving by car is substantial.

Cars parked around stations occupy about one third of the available capacity but purpose built interchanges are fully occupied.

Rail replacement buses did not account for significant park and ride trips.

The catchment area for park and ride trips extends well beyond the County boundary.

The majority of park and ride users (85%) were travelling to Newcastle city centre.

While the maximum theoretical reduction in peak hour traffic flows was about 9 per cent, no actual reduction in flows has been detected. Any reduction in traffic due to park and ride is likely to have been balanced by increased demand for car travel.

Parking incidents in Newcastle are still increasing despite the opening of the Metro.

Park and ride accounts for about 20 people per Metro train at peak times on the parts of the Metro route with capacity problems. For the rest of the day and elsewhere on the system, park and ride passengers do not cause capacity difficulties.

Income derived from fares paid by park and ride users travelling on Metro amounts to £0.8m per annum.

Assuming that Metro fares would not otherwise have been collected, the economic evaluation shows that out of town Metro car parks are far more profitable than city centre car parks.

10

1.

.

.

4 .

5.

.

7.

.

.

REFERENCES

ABBOTT, J, September 1983. Park and Ride from Lelant Saltings, Modern Railways. Weybridge: lan Allan Ltd, pp. 475-477.

BAKER, C J, August 1983. Matlock Bath--a case for park and ride? Modern Railways. Weybridge: lan Allan Ltd, pp. 428-429.

BIXBY, R W and D P BULLEN, January 1983. Park and ride--the Oxford experience, Municipal Engineer. London: Thomas Telford Ltd.

BOYCE, D E and G DESFOR, December 1974. Impact of Suburban Rapid Transit Location, Fare and Parking Availability on User's Station Choice Behaviour, Final report. University of Philadelphia: University of Philadelphia Regional Science Dept.

CHARLTON, J W, J P DEAR and S J TAYLOR, 1983. Park and Ride. Metro Monitoring and Development Studies, Technical Memorandum 12. Newcastle: Tyne ~ Wear County Council.

Committee on the challenge of modern society, 1976. Bus Priority Systems. NATO/CCMS Report No 45. Crowthorne, UK: Transport and Road Research Laboratory.

JONES, S R, 1979. The 1979 Household Travel Survey. Metro Monitoring and Development Studies. Technical Memorandum 19. Crowthorne, UK: Transport and Road Research Laboratory.

MARTIN VORHEES ASSOCIATES, SCOTTISH DEVELOPMENT DEPT., TRANSPORT AND ROAD RESEARCH LABORATORY, 1982. The Glasgow Rail Impact Study--Final Report. Edinburgh: Central Research Unit, Scottish Office.

McQUEEN, J T, D M LEVlNSOHN, R WAKSMAN and G K MILLER, 1975. Evaluation of the Shirley Highway express-bus-on-freeway demonstration project, final report DOT/UMTA 7. Washington DC: Urban Mass Transit Administration.

9 ACKNOWLEDGEMENTS

The work described in this report was carried out in the Engineering Department of Tyne and Wear County Council and the Transport Planning Division of the Safety and Transportation Department of the Transport and Road Research Laboratory. The assistance of J P Dear and S J Taylor of Tyne and Wear County Council is gratefully acknowledged.

10.

11.

RAPID TRANSIT REVIEW, April 1983. Motorists leave their cars and take to light rail. Bristol, Conn. USA: Simmons-Boardman Publishing Corp, pp. 55-57

TRANSPORT AND ROAD RESEARCH LABORATORY, 1980. The Demand for Public Transport--International Collaborative study of the factors affecting Public Transport Patronage. Crowthorne, UK: Transport and Road Research Laboratory.

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12. TYNE AND WEAR COUNTY COUNCIL, TYNE AND WEAR PASSENGER TRANSPORT EXECUTIVE, TRANSPORT AND ROAD RESEARCH LABORATORY, 1979. Tyne and Wear Public Transport Impact Study: Study Definition Report. Crowthorne, UK: Transport and Road Research Laboratory.

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