Frequently asked questions about NGT

Typical single-decker bus		75 passengers
Single articulated (bendy) bus		100 to 160 passengers
Single articulated trolleybus		100 to 160 passengers
Bi-articulated trolleybus		160 to 200 passengers
Bi-articulated tram		230 to 330 passengers

The above figures include both seated and standing passengers

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Why have you chosen trolleybuses as the preferred vehicles over other vehicle options such as diesel or hybrid buses?

There is a strong case for choosing trolleybuses over other potential vehicle types for the NGT network. This was further reinforced by our recent public consultation, where 76% of respondents either supported or strongly supported the use of trolleybuses on NGT routes.

The project has assessed the benefits that hybrid diesel-electric buses, diesel buses and trolleybuses offer and has concluded that trolleybuses are the best vehicle option for Leeds for the following reasons:

Step Change in Public Transport

The NGT project is seeking to deliver a step change in public transport for Leeds.

A key method to reduce congestion in Leeds is to provide a new system which offers car drivers with an attractive alternative to car travel. Obviously fast, safe and reliable journeys will be essential when passengers use NGT, but the appearance of the trolleybus will also play an important role in capturing car drivers' attention and demonstrating that NGT is something different. By demonstrating a clear step change in the transport offer, car drivers would be encouraged out of their cars and onto NGT. The vehicles would be modern and would be boarded and alighted from level access platforms through multiple doors. Once inside passengers would find the vehicles comfortable, clean and well-maintained with both visual and audible stop announcements and the journey quality to be smooth and quiet.

Demonstrating Permanence

Rail use in Leeds and West Yorkshire has grown significantly over the past 20 years, and a key element attributed to the success of rail is the permanence associated with this type of travel. Passengers perceive that routes are fixed and that journey times are reliable with defined routes and fixed infrastructure. The infrastructure is also commonly associated with tram schemes. It is anticipated that the investment in trolleybus infrastructure (poles, overhead wires and stops) will provide a similar sense of permanence and ‘rapid transit’ to passengers.

Environmental Benefits

The NGT trolleybus is likely to be powered by electricity from the National Grid. This creates no local on-street air pollution from the vehicles. Both the Government and the EU have identified that urban pollution levels need to be reduced, reducing pollution levels can have significant local health benefits. Diesel-electric hybrid buses would still emit pollutants into the local environment when the hybrid vehicle is powered by its diesel motor.

The Promoters acknowledge that the electricity that would power the NGT trolleybuses would most likely be taken directly from the National Grid and as such would contribute to global pollution levels at the location it is generated.
However, by using electricity as its fuel choice, the NGT system provides itself with the future option to source sustainably generated electricity when an adequate source becomes available, this option would not be available to diesel powered buses.

The summer 2009 NGT consultation has shown that more environmentally friendly vehicles are something that the public would value in a new transport system, with over 50% of respondents stating ‘More environmentally friendly vehicles’ would be one of the top three most important characteristics of new public transport vehicles.

Vehicles can also impact on the local environment in terms of noise pollution. Trolleybuses have the benefit of being extremely quiet, therefore causing minimal noise pollution, this is particularly important in sensitive areas where the NGT route is planned to leave the general highway. Trolleybuses are also equipped with audible external warning systems, if the need was required.

Ensuring the delivery of the step change and further development of the NGT Network
The bus industry in Leeds currently operates in a de-regulated environment. This mean that in the main, private bus operators set their own fare levels, service frequencies and routes. We believe that the level of investment proposed for the NGT system should mean that Leeds City Council and Metro can specify how the resulting NGT system would be operated. Trolleybuses will enable this.

Due to the current available legal frameworks, a diesel-hybrid bus NGT network would not permit LCC and Metro to specify services without other measures being taken such as Quality Contracts with the bus operators, and therefore we would be unable to guarantee the step change needed. By retaining influence of the system Metro and Leeds City Council will have opportunities to further develop future phases of the NGT network.

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Why not just add Park and Ride Sites to existing bus services?

This option has been fully investigated and as a result has not been progressed. This is because without the proposed major investment along the corridor to provide bus segregation from general traffic, the Park & Ride sites would be unlikely to be attractive enough for users. Buses would be still held up in the traffic and journey times would remain unreliable.

What impact will the NGT Scheme have on cycling facilities on the routes?

The NGT scheme is proposed to include new cycle links. It is also planned that advanced stop lines and cycle crossings will be implemented at the majority of signalised junctions. Some sections of cycle lanes will unfortunately be lost, but it is anticipated that overall the corridors will be better for cyclists.

There would be an overall increase (in kilometres) in the provision of cycle lanes, when taking into account the new bus lanes that may be accessible to cyclists. Specifically the NGT bypass around the rear of the Arndale Centre will add in 2-way cycle lanes (total 2 way length = 1.4km) which would be more direct, faster and much safer than current provision through Headingley Centre.

Our proposals at present do however show a loss of cycle lane facilities on the Headingley Lane section of approximately 1km (i.e. 0.5 km per direction). This trade-off is considered to be necessary in order to accommodate an additional lane outbound for NGT vehicles. In the inbound direction, our current proposals offer advance signals to NGT vehicles and cyclists coming off the bypass section. This should give cyclists a clear headstart through to and beyond the Hyde Park junction (where junction reconfiguration should also benefit cyclists).

Overall the NGT Team are working hard to refine the network design to take on board comments that have been made through Public Consultation about cycling provision.

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What impact will the NGT Scheme have on pedestrian facilities on the routes?

The scheme aims to improve pedestrian facilities overall, particularly in conjunction with NGT stops. We are also working hard to ensure the entire network delivers better connectivity and enhanced pedestrian links. In some areas however there may be a need to alter footways to accommodate the overhead line poles and the provision of segregated NGT lanes.

The scheme will also provide a number of localised improvements for pedestrians. Enhancements to pedestrian facilities are currently proposed at the following points along the routes:

• Whitfield Square on the South Route. The whole area could be revitalised with the introduction of an NGT stop, new paving, street furniture soft landscaping.
• Introduction of pedestrianised/plaza areas in the following locations:
• Outside the Parkinson Building at the University Stop
• At the St Chad’s stop at the junction of Weetwood Lane,
• On Wood Lane to connect the Headingley Centre stop with Otley Road
• At the St James’s hospital stop on Beckett Street
• At the Clarence Dock stop on Chadwick Street
• The introduction of signalised pedestrian crossing facilities at a number of locations along the route including:
• Woodhouse Lane on Woodhouse Moor
  Cliff Road and Woodhouse Street at Hyde Park Corner
• Otley Road at St Chad’s Drive
• Improved crossing facilities at Lawnswood School and the introduction of crossing facilities at Lawnswood Roundabout.
• Pepper Road bridge on the South Route
• Improvements to the pedestrian footpath between Pepper Road and Wakefield Road (South Route)
• Introduction of a pedestrian footpaths between Balm Road and Pepper Road (South Route), between South Accommodation Road and Chadwick Street (South Route) and along the length of the proposed Headingley by-pass(North Route).

When will construction of the NGT scheme begin and how much disruption will it cause?

The current timetable for the scheme schedules construction to start in mid 2013.

A certain level of disruption during construction is unfortunately inevitable, however construction of the NGT system will be phased by route section to aim to minimise disruption. Levels of disruption will be significantly less than those anticipated for the Leeds SuperTram, as it is not necessary to remove the gas water and electricity services from the path of the trolleybus as is required with a Tram.

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When will the NGT scheme start full operations?

It is anticipated that one or more routes may open in 2015, however the fully commissioned system is scheduled to be launched in March 2016.

What stage is the NGT scheme currently at?

The NGT Scheme has been prioritised by the Regional Transport Board as a scheme that should receive central government funding.

To access the funding the promoters need have a Major Scheme Business Case approved by the Department for Transport (DfT), to gain firstly programme entry, then conditional approval and finally full approval. The Promoters have submitted the NGT Major Scheme Business Case to the DfT, with the view to Programme Entry approval being received in early 2010. The key project milestones and forecasted dates for delivery can be seen below:

Have I missed my chance to find out more on the NGT scheme?

Although we have undertaken two large consultation exercises so far you have not missed your chance to find out more detail on the NGT scheme.

The NGT Team are on hand to talk through the plans in more detail at any stage of scheme development and you can contact us on 0113 251 7401 or ngtinfo@wypte.gov.uk

You will also have an opportunity to formally comment on the NGT Scheme this year, as part of the scheme’s Transport and Works Act Order application. Leeds City Council and Metro will be applying for a TWAO to enable us to gain the necessary powers to construct and operate the NGT system. As part of the statutory application process we will be displaying our application including full sets of plans at selected libraries along the routes and on our website. The public will be notified that our application has been made via notices on our websites, adverts in local press and notices posted along the routes. The submission of the application will signal the beginning of the formal period where you are able to register your support or opposition to the application in letter or email to the Secretary of State. These submissions will be considered by the Secretary when deciding whether a Public Inquiry should be held to determine whether the Transport and Works Act Order should be granted. If a Public Inquiry is held, the submissions of support and objection will be reviewed by the Planning Inspector who is leading the Inquiry.

If you wish to be notified by email when the Transport and Works Act Order application is submitted, please email ngtinfo@wypte.gov.uk to register on our email list.

You can find out more information on Transport and Works Act Orders on the Department for Transport's website

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