Early days but here’s six to watch that could be early indicators of the long term direction of the new government on urban transport.
1. All the political big names love buses these days – if they can’t claim blood relatives in the industry they are making models of them in the evening. True love means long term commmitment though and if bus decline is going to be turned upside down then we need to see the bus get a bigger slice of the transport funding pie. So all eyes on the spending review to see the extent of reform and of any funding increase. We show how every pound of bus subsidy brings multiple benefits for departments across Whitehall here
2. Lots of talk both pre and post election on ramping up on devolution (and even talk about significant local government reform). But will Whitehall now really take the plunge and give up on its ability to pull the strings and take the credit? Particularly crucial if we are to see the ramping up of investment in transforming local transport in towns and cities will be getting some longer term stability on local transport funding. At present there’s excessive reliance on ad hoc competition funding which overall is inefficient and wasteful. Separate new funds for potholes, electric bus towns, cycling, superbuses, future mobility etc all make sense in their own terms. But they don’t make much sense if you are trying to plan local transport networks as a whole in an integrated long term way over time. What happens early on with local transport funding could set the tone for years ahead.
3. Talking of devolution we can now expect to see rail reform following on from the Williams Review. The PM has been strong in speeches about handing over more control over local rail networks. However the Williams Review team (as part of what is probably the most DfT captured of all the recent rail reviews) could hardly be more cautious – if not borderline negative. How this is resolved is key to whether or not metro areas are going to get the fully integrated, London-style urban transport systems that the PM has said he wants to see (more on this at the end of this piece). There’s more on the case for rail devo here.
4. Not so high profile, but rumbling along in the background, are government moves to establish a legal and regulatory framework that can cope with new mobility options, such as the transformation of the PHV sector, powered personal mobility devices (including e-scooters), connected and autonomous vehicles and so on. Urban transport authorities don’t want the overarching technical safety role but they do need a legal and regulatory framework which gives them the ability to strike the right balance in their areas between consumer benefits and the wider public interest. Between ‘sandboxing’ innovations and taking action if flooding of cities with new mobility options is causing wider problems such as for public safety, congestion or street clutter.
5. Post election everybody is talking towns. Good job last year when everyone else was writing very similar repetitive reports about cities we put together the one and only report on how transport can help post industrial towns thrive. In short there are no magic bullets – it requires attention to local detail and joined up policies across transport and other sectors too. The report, blogs, infographics – all here.
6. One more thing. The biggest thing. The thing that is going to grow as we head towards the make or break international talks in Glasgow in November – which is the climate emergency. It’s likely in 2020 that this will lead to a ramping up of moves to electrify road transport. Which means we will need to move from the current cottage industry of charging infrastructure to something much more comprehensive. And for that we need a bigger top table of those who are going to bring it about – with the city regions given a seat alongside government, catapults, the vehicle manufacturers and the the energy sector. More widely, if we mean it about this is being an emergency, then it should change the way we look at everything – in particular how much sense it makes that bits and pieces of staggeringly expensive road schemes (which in turn are a guarantee of more car dependent sprawl) are still so dominant in transport spending when they are 100% non-compliant with a climate emergency and counter-productive in nearly every other way too.
And in closing. We remain, as ever, so near but yet so far on urban transport. Take Liverpool city region as an example. There is a smartcard, there is an extensive urban rail network (with the UK’s most sophisticated new commuter trains due to enter service shortly), there is a bus network. It’s within grasp to bring this all together within the next five years into a single, modern and fully integrated network which will look and feel akin to the ‘one network, one ticket, one system’ that London and European counterpart cities takes for granted. Indeed it could be up there with the best of them (I wrote about this here). And not just in Liverpool city region but in other city regions too. What’s more the new government has said it wants urban transport in the metro areas to be more London. What happens with the six pointers above will give an early indication of whether this will be finally achieved, or remain a ‘so near but yet so far’.