Fostering Trust for Total Transport

Here at UTG, we’ve been talking about Total Transport for a long time, with our flagship report on this in 2011. And then, in 2015, DfT announced funding for a series of Total Transport Pilots, eventually funding 37 projects in 36 areas. These two year pilot projects, focused on rural areas, are now coming to an end, but much can be learnt from the successes and failures of these projects. A recent CIHT event focused on this very area.

For me, the highlight of the event was hearing directly from the authorities developing the Total Transport Pilots, both Devon County Council and Northamptonshire presented on the day.

In Northamptonshire they have taken a data driven approach to understanding the current transport needs in the region and identifying how a Total Transport approach might help to make operations more efficient. Uniquely within the pilots, the Network Northamptonshire project has established a Community Interest Company to deliver their project, allowing more room to innovate and try out different things, and also offering the opportunity to generate profits which can be re-invested in transport. They emphasise the need for leadership buy-in for a successful project of this kind.

Within Devon, the focus has been on improving health related transport. This has been undertaken by moving patient transport into the County Council’s Transport Coordination Service and changing the way that patient transport is commissioned. This has resulted in a reduction in complaints about patient transport to PALS, showing positive improvements in service delivery. But working with health has not been easy, and establishing effective working relationships was important in laying the foundations for this coordination.

We’ve recent produced a report with the Community Transport Association, looking at how Total Transport approaches can improve delivery of non-emergency patient transport. This included highlighting good practice examples from the pilot projects, such as Northamptonshire and Devon County Council.

There are clearly many barriers to Total Transport approaches, and these pilot projects have demonstrated this. But developing these projects as pilots have allowed partners to be creative and innovative, identifying the barriers and challenges throughout.

One thing that particularly struck me at the CIHT event was the recurrence of the theme of trust. Trust between partners was identified as critical to successful projects, particularly where cross-sectoral working was required. Working across transport and health has repeatedly been shown to be challenging, not just for Total Transport. Fostering effective relationships is at the heart of successful Total Transport approaches, and these pilot projects have shown that without trust, this may not succeed.

What do we want from our cities: the role of active travel

Active travel, largely cycling and walking, has been rapidly going up the national policy agenda, with the current government committing to developing a Cycling and Walking Investment Strategy (CWIS). Central to this is doubling the level of cycling and halting the decline in walking trips by 2025. The CWIS sets out a bold ambition which will focus largely on urban areas if it is to be achieved.

This is part of a broadening agenda where we are increasingly thinking about the types of cities that we would like to live in and the implications of this for how we travel. When we think like this, cycling and walking have the potential to become more than just another mode of transport, they can positively shape urban areas. Transport for London is at the forefront of thinking here, having developed a healthy streets guide, which focuses on air quality, urban realm, reducing traffic, quality of life and safety. Central to the notion of healthy streets is the use of cycling and walking, which are high capacity, low cost modes of travel that have very minimal impacts on the environment.

A perk of leading our active travel brief is that I have been able to experience some of the infrastructure that our members are developing. We are trying to make this a core part of our active travel group, Going up a Gear, when we meet in each other’s cities so that we can promote best practice and learning within our network. So far this has involved trips along the Leeds to Bradford superhighway and a tour of various guises of the London network on the hottest September day for 100 years.

Firstly, it was incredible to see so many people cycling in parts of London that seemed unimaginable not long ago. Riding over Blackfriars Bridge and down Embankment was a joy. I felt like a tourist, seeing famous monuments and sites in a way that I never imagined I would. The same can be said for over Vauxhall Bridge and around the Kensington Oval – these are heavily trafficked roads that are now a haven for cyclists, and in the case of Blackfriars Bridge, are carrying more people than they did before road capacity was removed.

It’s very easy to then compare all other cycle schemes to the flagship parts of the London network. But we need to think about them more carefully than this. London did not start with the flagship schemes that we are now seeing or indeed the rapidly expanding network that we now associate it with – it started with a small number of routes having paint on the road, and this is much more recent than we think.

The superhighway between Leeds and Bradford brought the same feeling of enjoying cycling whilst on a busy corridor. This was the same for the whole team, even those that were not regular cyclists. The quality of infrastructure was in general high and provided us with a direct route through Leeds and into central Bradford. Apart from a short shared space section and a single junction, the route is completely segregated, offering a largely relaxed and easy ride (well apart from the Yorkshire hills!).

Having got to this stage, what is now important is how this first superhighway is used to develop a cycling network. This is where London has excelled. It is not just the quality of the infrastructure that has led to the increase in cycling in London, it is the scale of the network. Not all of London’s infrastructure is up to the current high standards, and there are gaps in the network. But the direct, stress free critical mass of infrastructure makes cycling more than worth it.

Leeds, and indeed many of our other members, face similar challenges to London in moving people and goods in ever increasing numbers. Active travel is at a tipping point, with the removal of ring fenced central government funding either providing a threat to current programmes, or opening doors to mainstreaming cycling and walking through local funding. What we need to do is go back to that notion of what types of cities we want to live in and then ask ourselves does active travel play a central role in this?