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Large sheet map and poster that accompanies the 1972 SELNEC Transportation Study
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THE SELNEC TRANSPORTATION PLAN FOR 1984
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LEGEND
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SU BURBAN RAILWAY LINES TO BE IMPROVED & UPGRADED
DISUSED RAILWAY LIN E (BOLTON- RA DCLIFFE) TO BE REINSTATED FOR SUBURBAN PASSENGER SERVICE
PROPOS ED UNDERGROUND RAILWAY-SEE INSET
POSSIBLE SUP PLEMENTA RY PASSENGER RAILWAY LINES FOR· INTER-URBAN SERVICES
PROPOSED MOTORWAYS & MAJOR RESTRICTED ACCESS ROADS
OTH ER PROPOSED NEW OR IMPROVED ROADS
MOTO RWAYS & RESTRICTED ACCESS ROADS UNDER CONSTRUCTION OR COMPLETED IN MARCH 1971
OTHER NEW OR IMPROVED ROADS UNDER CONSTRU CTION OR COMPLETED IN MARCH 1971
EXISTI NG TRUNK & PRINCIPAL ROADS
OTHER ROADS OF TRAFFIC SIGNIFICANCE
PROPOSED BUSWAYS
PROPOSED PASSENGER CONVEYORS-SEE INSET
STUDY AREA BOUNDARY
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A676
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A56
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Inset showing proposals for Central Manchester
March 1971
Based upon the Ordnance Survey Map with 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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Bolton
Mauldeth Rd
Burnage
East Didsbury
Gatley
Heald Green
Styal
Not to scale
A523 Di11e r s ion
Radcliffe
Whitefield
Besses o'th' Barn
Prestwich
Heaton Park
Bowker Vale
Crumpsall
Woodlands Rd
Victoria
Market St -J.Albert Square -r
Princess St -IPiccadilly
Cheadle
Hulme
Handforth
Levenshulme t: 0
Heaton Chapel &-Stockport
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Wilmslow
Alderley Edge
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Track diagram of Ii nes serving the Piccadilly 7Victoria tunnel
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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
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 administrative counties of Cheshire and Lancashire.
The SELNEC Transportation Study started in 1966 following a suggestion by the then Minister of Transport
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
of population and employment 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 infrastructure 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
the funds available for highways and public transport infrastructure would be of the order of £250M.
Given this guidance on the probable level of investment, the Transportation Study developed alterrnative
transportation systems, each of which went some way toWards the establishment of appropriate highway and
public 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
these total costs ranged between 12% and 45% investment in public transport with the balance spent on road
construction.
The choice between the alternative networks was made on the 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
a rate of return for the investment. Network capital costs were not very difficult to estimate, but the determinat ion
of potential benefits was far more difficult. In the SELN EC Study, benefits were determined by a series of computer
programs collectively known as a 'mathematical model of travel behaviour'. Given a description of the character
istics 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.
STUDY AREA CHARACTERISTICS-1966and1984
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 .
systems for the 1980s, it was decided that they should be devised to maximise benefits to the people who will
inhabit the area at that time. A detailed forecast was therefore made of 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
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
the study area, demonstrates the growth of travel which will result from increased car .ownership. However, the
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.ommended 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.
Of the £186M allowed for major schemes, the following each had a capital cost in excess of £5M:
Plan Reference
A
B
c D
E
F
G
H
J
A560 Bredbury By-Pass
A663 Broadway extension
A34 diversion, Handforth/Witmslow By-Pass
A560 diversion, Stockport
Outer Ring Road-Eastern Section . ..
Bury Easterly By-Pass
A6 diversion, Stockport and Hazel Grove
A57 Hyde and Denton By-Passes
M602 Salford/Eccles Motorway
Manchester and Salford Inner Ring Road
£5·3M
£6·2M
£6·2M
£8·4M
£9·5M
£1 O·OM
£1 O·SM
£12·3M
£14·5M
£15·6M
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 involve the 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
parki.ng accommodation at stations, direct feeder bus access to stations and all necessary track and signal works.
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 with the eastern boundary of the study
area . . It is also recommended that the possibility of safeguarding a busway alignment in the Ringway/La1ngley
travel corridor should receive further 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 conveyors 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.
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
expenditure in new public transport rolling stock.
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 41
Total £252M (at 1968 money value)
This total cost implies that the proposals could all be completed 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 principal sub-centres of the
region, both to each other and to the national motorway system. It also shows that potential highway trips are
catered for in most major travel corridors, other than certa in radial corridors of movement to central Manchester,
where it would be impracticable 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 the 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 predicted 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 public transport system is shown on the
map to be strongly orientated towards the central Manchester area. It would provide excellent 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 integrated 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.
FIGURE 1- STUDY AREA CHARACTERISTICS -1966 AND 1984
Popu lation
J o bs
Mean ho useh o ld i ncome (1966 m o ney va lue}
Cars
Person s per car
Mileage o f major ro.ads
Cars per mi le o f maj o r r oad
Car ownersh i p by h o usehold
1966-2.596.000
1984-2.708,000
1966-1.265,000
1984-1.238,000
1966- £1 ,100 p.a .
1984- £ 2,100 p .a.
1966-369,000
1984- 945,000
1966-7
1984-3
1966-1.000
1984- 1 ,200
1966-386
1984-798
1966 no c ar 1 ca r m ore than 1
1984 no car 1 car m ore t ha n 1
63% 33%
ca r 4o/o
25% 50%
c ar 25%
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£££££££££££
£££££££££££££££££££££
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FIGURE 2 - TOTAL DAILY TRIPS IN THE STUDY AREA
CAR
1966-2·4 M t r ips
Other trips 63%
1984-5·3 M trips
Other trips 63%
PUBLIC TRANS PORT
1966-2·0 M trips
Other trips 49%
1984-1 ·5M t r ips
Othe r trips 55%
$LI ll
FIGURE 3- MORNING PEAK (7.0 -9.0 a.m.) WORK TRIPS TO CENTRAL MANCHESTER ( Approx i mile radius from Town Hall )
1966 1984 121,000 t rips 111,000 trips
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