It’s time to transform regional rail networks – and here are four practical examples of why and how it could be done.

Ben Still, Managing Director of the West Yorkshire Combined Authority and the Urban Transport Group’s Board Lead for Rail, takes a look at our new report on regional rail investment.

From the evidence and experience we have developed over the years, we know investment in rail services can have a real and transformational impact on people’s lives and regional economies. Previous research from the Urban Transport Group has shown that investment in urban and regional programmes represents high or very high value for money, and returns far in excess of the original capital investment.

Our latest report – The Transformational Benefits of Investing in Regional Rail: four case studies – is a powerful study of the benefits that improvements in rail infrastructure can bring to regional economies. Although the case studies are based on real examples they are indicative of what can be achieved from different types of rail schemes rather than fully worked up business cases for particular schemes.

The examples include the development of a new passenger services on an existing freight route (based on the Ashington Blyth and Tyne line in South East Northumberland), the linking of two radial passengers routes to create new longer distance and cross-city journey opportunities (based on a new link in the West Midlands) and the total transformation of an entire rail network to include tram-train technologies and on-street running in city centres (based on the Cardiff Valleys).

As Managing Director of the West Yorkshire Combined Authority, one of the case studies has particular resonance for me. This is for a whole route upgrade (based on the Leeds – Harrogate – York line). The route is extremely well used, with demand increasing at some stations on the route by around 40% over the last 10 years. However, to date the only major improvements to the line have been lengthening trains and some station improvements.

The report uses the route as the basis for a case study of the benefits of resignalling and electrification as well as route and service improvements, including new stations. The benefits would include increased passenger capacity, shorter journey times and easing congestion in the major urban areas at either end of the line. The two new proposed stations would also unlock much needed new housing development potential and deliver new and easier access to jobs, education and other social services.

The report found this case study to have very high value for money, with a cost benefit ratio of 4:1 – meaning for every £1 invested in the scheme there are £4 worth of economic benefits.

The other case studies have differing cost benefit ratios but all bring significant benefits. Our report should be seen as a signpost to what can be done and what can be achieved – if brave and forward-looking investment decisions can be reached.

Our blueprint for urban transport can deliver transformational change

Tobyn Hughes, Managing Director of Nexus and Chair of the Urban Transport Group, offers his thoughts on our new report – Policy Futures for urban transport.

Over the coming few weeks the major political parties will be getting together to debate their policies for the next few years. Ensuring our urban economies can grow in a sustainable and inclusive way has to be a key part of those debates. We believe modern and efficient transport networks can be the link between policy objectives and delivered results.

Very few other services brings together – or facilitates the success of – the goals of many government departments and agencies. The Urban Transport Group calculated that in 2014 local bus services alone contributed to the policy goals of half of all government departments and 46 policy goals of those departments (41 outside of the DfT).

That’s why we are launching our latest Policy Futures vision – a blueprint that can lead to transformational change for everything from economic development, social mobility and inclusion through to creating the cities we will need for the future.

At its heart, the Policy Futures vision requires a national framework that brings together government and civil service at the national level with the urban transport authorities delivering services in their local areas. Potentially, the barriers between departments and agencies can be lessened so that the benefits that joined-up transport thinking might be realised – in such disparate policy areas such as health, employment and education.

Not only that, a national framework could also deliver real economic and budgetary goals – funding decisions for transport schemes and infrastructure can be streamlined and made more efficient enabling transport authorities to have more control over a more stable funding regime. A more focussed transport framework will unlock additional job opportunities by helping people get into work and increase the skills base of the population by easing access to education and training.

The Policy Futures vision has 16 specific policy changes we would like to see implemented – I won’t list them here, but we will be on hand at the Labour and Conservative party conferences to explain them in detail.

Our member authorities deliver vital urban transport services for millions of people  in the UK – and we hope to make their voices, and the voices of our members heard this party conference season.

 

Scandinavian designed transport

Our new report, ‘The Scandinavian Way to Better Public Transport’, takes a detailed look at how Sweden, Norway and Denmark deliver public transport that not only gives its customers exceptional service but also underpins macro economic and environmental policies at local and national levels.

Professor Tom Rye, from the Transport Research Institute at Edinburgh Napier University led a team of on the ground experts in this study for the Urban Transport Group. In a guest blog, he explains what lessons UK transport authorities and policy makers can learn from the Scandinavian experience.

“Franchising is the norm across much of Scandinavia for regional and urban public transport as it allows locally accountable transport authorities to determine the outcomes they want in line with their wider social, economic and environmental goals and to deliver those outcomes in an efficient, cost effective and often innovative way.

“The report shows that based on experience in these Scandinavian cities and regions, franchised public transport systems:

  • Can deliver good value for money to the authority and to the paying passenger, and can deliver very high and growing ridership.
  • Foster competition between operators (for tenders) and are a good way to keep costs under control.  Consequently operators in these systems tend not to make excess profits.
  • Allow public authorities to decide and control what level and quality of public transport they want, and how much this will cost them.  So public authorities know what they will get when they pay public money to transport operators.
  • Make good value multi-modal integrated ticketing easier to deliver.
  • In some cities, can deliver services at a cost per passenger to the public purse than is lower than in UK city regions.

“It is important to note that all these benefits have been delivered in the context of a clear city region governance structure where a regional body plans local and regional public transport and contracts operators to run its services.

“In addition, the report shows that these city regions have delivered major public transport infrastructure and service improvements and that the cost of these infrastructure projects is significantly lower than equivalents in the UK.

“I concluded the report with the following statement and I think it sums up the notion of Scandinavian designed transport:

“Scandinavian countries have taken this approach because there is a political and public consensus that public transport is a public service. A public service that has a key role to play in tacking road congestion, reducing greenhouse gases and air pollution. A public service that also spreads the benefits of economic growth and promotes social cohesion through ensuring better connectivity within and between communities – including linking peripheral areas with the main towns and cities that are driving the wider economy.”