Treasures of the pteg YouTube archive

Many rainy lunchtimes in the making, we are proud to present the treasures of the pteg YouTube archive…

YouTube is stuffed with archive train videos – there’s less out there on the buses, trams, ferries, trams and transit systems of our big regional cities. Well let me rephrase that – there’s less out there that’s interesting! But we’ve hunted down what we could find. So why not spend one of your rainy lunchtimes by joining us in an exploration of a world where people smoked at all times – including on wooden underground trains; where transport systems were built by men whose safety gear was flared trousers and check shirts, and of course a fag; and where pageants and festivals were held where grateful citizens would celebrate new rail connections.

We begin our tour in Liverpool with the wondrous Liverpool Overhead Railway. The world’s first overhead electric railway that glided over streets crowded with rail and road traffic from the UK’s second busiest port. Worn out by corrosion, wartime bombs and continuous use it was closed in 1956 and demolished the year after. It lives on however in a stunningly beautiful CGI recreation by Steven Wheeler.

Catching our breath we reach further back in time – right back to 1902 and one of Mitchell and Kenyon’s Edwardian rediscovered documentary films takes us on a tram ride through the Bradford of over a century ago. A double decker time machine on steel rails through streets of behatted cyclists and horse drawn goods wagons.

Five years before those scenes were filmed, the Glasgow Subway got some new trains. In the 1970s they were still running! Here a studiedly patronising home counties presenter makes an entertaining film about the eccentric and ramshackle  circular system that was shortly to be modernized.

There’s an equally whimsical video here where I’m sure the presenter says the Subway was the only one in the world to have its own boat if the tunnels flood!

And a more comprehensive effort here from 1977 to mark its last day before modernisation – complete with a set of characters as eccentric as the system itself.  There’s also some needling questions by the Edinburgh presenter about Glasgow’s perceived shortcomings.  However I’ve gone with the dramatic tension of having a condescending English public schoolboy who I’m surprised got out of Glasgow intact!

‘Last day’ films are a staple of the transport film documentary genre – and one of the best ones ever made was about the last day of Glasgow’s trams. ‘Nine Dalmuir West’ is a free wheeling, hand held grainy, black and white elegy to the last days of a tram system that was loved by the city – but not loved enough to buck the trend and spend the money to renew it. The film has all the latent restless energy of the early Sixties which was about to change British cities forever. And for all the fondness for the tram – it wasn’t going to be part of this new world. But the trams went out in style with one hell of a party in the tram depot on the last night (shown near the end of the film). And those women tram drivers are cool (they were out of a job too as the Corporation wouldn’t let them drive buses!). The men wearing their caps like guardsmen also cut a dash.

There’s a more stilted farewell to Sheffield’s trams in this 1960 documentary. The relentlessly chirpy, mustn’t grumble, know my place, tram driver narrator makes you want to clatter him with a tram pole after a while – but another steel railed, double decker, time machine. And a vivid reminder of what British cities were too quick to get rid of – especially the routes with dedicated tracks of their own. Though in the shots of the trams passing Sheffield’s new concrete and glass shopping centres you can see how the tram must have seemed like some elderly embarrassing relative that you may be fond of but now needed to be shuffled off to the retirement home as soon as was seemly.

Before we move on from the demise of the Tram here’s Alan Bennett’s closing words to a forword to ‘A Nostalgic Look at Leeds Trams since 1950’ by Graham Twidale:

‘Buses have never inspired the same affection, too comfortable and cushioned to have a moral dimension. Trams were bare and bony, transport reduced to its basic elements, and they had a song to sing, which buses never did. I was away at university when they started to phase them out, Leeds as always in too much of a hurry to get to the future, and so doing the wrong thing. I knew at the time that it was a mistake, just as Beeching was a mistake, and that life was starting to get nastier. If trams ever come back though, they should come back not as curiosities not, God help us, as part of the heritage, but as a cheap and sensible way of getting from point A to point B, and with a bit of poetry thrown in.’

Time for one more ‘last day’ film before we move on. This time Britain’s last trolleybus system which was to be found in Bradford before finally succumbing in 1972.  Not on YouTube but better than that – on the Yorkshire Film Archive.

http://yorkshirefilmarchive.com/film/bradford-trolley-buses-1972

The late Cllr Stanley King – proud Bradfordian, trolleybus advocate and former Chair of the West Yorkshire Passenger Transport Authority – can be heard near the end of the film. When the trolleybus returns to British streets it will again be in West Yorkshire (in Leeds in the form of NGT). There should be one named after him.

After all those seductively melancholy last day films lets take a more positive view of modernization and change! That’s what PTEs were set up to do. To turn round ailing public transport systems that had been battered by Beeching and hammered by the growth in private car use! Time to move on. Time to remake our cities and the transit systems that serve them. Time for Glasgow Transport 1980…

Everyone goes on about integrated transport nowadays but as the film shows in 1980 we had it! There’s even a transport pagent, march past and festival held at the end of the film to celebrate the Glasgow Transport 1980.

On a lighter note. Here’s an entertaining training film for bus crew from Tyne and Wear. If Oz from ‘Auf Wiedersehen, Pet’ had been a bus driver he would have been Animal Anderson…

And to end what better way to go out but with an all singing, all dancing finale – ladies and gentlemen I give you: Tyne and Wear Metro: the Musical!

If you enjoyed this selection from our YouTube archive there’s more to explore on our YouTube channel which can be found here

http://www.youtube.com/user/ptegSupportUnit/videos?view=1&flow=grid

Jonathan Bray

Ten years of the pteg Support Unit: Part three

In the last of a series of three blog posts, pteg Support Unit Director Jonathan Bray concludes his look back over ten years of the pteg Support Unit.

Ten years of pteg: the way we work and the way cities will work in the future

Evening city scene - Liverpool

Focus on what transport does for people, economies, cities, the environment and society.

The way we work

  • ‘Train hard, fight easy’. You need your stats, your evidence, your best arguments in place before you start to engage in a policy debate.
  • If you want to achieve policy change you need to be sharper, more relentless and be better at strategy than those who seek to defend the status quo because the incumbents always have the advantage and usually have greater resources.
  • Get the right staff. When your resources are limited and everything you do should be better than the incumbants (see above!) you need to make sure you have the right staff – so we put the time and effort into recruitment and got the right staff.
  • Press every button. It’s hard to know exactly why suddenly old policy consensus crumbles and new ones are established – so press every button available to you from reports, use of the media, stakeholder engagement – the lot.
  • Don’t commission research as a displacement activity or leave whoever is writing it to their own devices. Or let it sit on the shelf when done. Go through the pain barrier with whoever is working on it to ensure it fits the bill and then use it as the bedrock for the work you do in that area for the next couple of years at least. And find ways to get people to read it once it’s published.
  • Don’t go on about transport too much. Transport people love transport detail. The rest of the world doesn’t care. They are interested in what transport does for them, their economy, their cities, their environment, their society, the world they live in. Focus on that.

Building our reputation and effectiveness

pteg reports (Picture: Brainstorm Design)

Our reports have set a direction for emerging policy areas, like Total Transport (Picture: Brainstorm Design)

The Support Unit isn’t big, pteg may not always be liked – but we are good at what we do, we are a force to be reckoned with, we’ve saved our members millions and we have made the weather across a range of urban transport policy issues. Some of what’s been achieved is covered elsewhere in the previous parts of this blogpost, but it’s also been gratifying how we’ve been able to set a direction for emerging policy areas through focussed research and policy documents and through painstaking work to get internal and external stakeholders on board. Three examples:

  • In my view our work on social inclusion and transport over the decade (and in particular on young people in the last few years) has been the most lucid, consistent and focussed from any UK body in setting out the key challenges and how best they can be addressed
  • Our 2011 report on ‘Total Transport’ remains the primary document on pooling vehicle fleets and budgets
  • Our work on the opportunities for transport from the devolution of public health responsibilities is encapsulated in a hub on our website which provides the best introduction out there to local transport authority officers on what they can achieve in this area.

Smart cities / smart grid / smart transport

What seemed very far away now seems much closer. Cities with smart grids based on renewable energy powering largely electric transport systems. Mobile phones giving access to all forms of transport (from rental electric cars and bikes to public transport). Roads which are more social spaces than channels for cars. And this future is starting to form itself in big cities like Berlin. These kinds of developments transform the whole nature of the transport debate and open up some exciting opportunities for transport authorities to take the lead in guiding these changes in a way that maximises the benefits. There’s more on all of this in our recent blogpost on ‘Three global transport trends that should reshape our cities’.

Electric car, Berlin

Smart cities: there for the taking

So near…

Our city regions are not so far as it might sometimes seem from emulating what London takes for granted. Not in terms of underground rail networks and the scale of provision overall – but in getting the key building blocks in place. If the city regions can gain more say over rail and bus – then smart ticketing can fuse the two into the same single network that is the basis for London’s successful transport system. From there our cities can kick on to go smart and offer comprehensive total mobility packages, electrify transport systems in the most cost effective way and transform urban centres into more sociable, sustainable and prosperous places. It’s there for the taking.

Jonathan Bray

< Read Part two in the series ‘Ten years of the pteg Support Unit’, focusing on the unstoppable force of devolution.

< Read Part one in the series ‘Ten years of the pteg Support Unit’, featuring top ten highlights of the last ten years plus the influence of London.

Ten years of the pteg Support Unit: Part two

In the second of a series of three blog posts, pteg Support Unit Director Jonathan Bray continues his look back over ten years of the pteg Support Unit.

Ten years of the pteg Support Unit: The unstoppable force of devolution

Merseyrail train at station

Devolution has seen Merseyrail Electrics transform into one of the best performing rail networks in the country

Some of the votes on devolution to Wales, Scotland and London were tight. They wouldn’t be if they were re-run now. And devolution has been good for transport. London is the most striking example with just about every aspect of transport in the capital either transformed for the better, or in the process of being transformed. Rail investment has also rocketed in Scotland. Some of the best performing rail routes are also those that have been devolved – London Overground and Merseyrail Electrics in particular.

The trouble is that for England outside London what tier of governance you devolve to is less clear cut. Regions, city regions, Counties, Districts – what you do for one area has implications for others. This, coupled with the Metropolitan policy elite’s disdain for inquiring too deeply (see Part one) has led to both this and the previous government layering on various initiatives which don’t always relate to each other and lack sufficient decisiveness. Whitehall too is reluctant to fully let go – because now that Scotland, Wales and London are gone – there’s only the rest of England left to play with. So progress is slow, messy and fitful but it’s happening – and it is a one way process. Ultimately though, the logic of having local public transport services controlled locally will prevail and our major cities will have transport systems and planning arrangements that will look and feel more like those in London and in cities across Europe. We will get there in the end.

The rise and rise of rail

Design for a high speed train by Priestmangoode

Rail is now seen as a symbol of the future – rather than of the past (Picture: Priestmangoode)

Fifty years ago Beeching slashed and burned as much of the rail network as he could get away with. And in the decades that followed the rail network was constantly having to fend off a Whitehall establishment that saw rail as a costly problem bequeathed to them by an earlier era that sooner or later they would deal with decisively and terminally. But in the last ten years or so there’s been an extraordinary turn around. Not least because there’s been a boom in rail traffic. Particularly on our city region networks – where growth has outstripped that of London and the South East as people commute further and in greater numbers to access the jobs and opportunities in revitalised core city centres. Rail now looks more like the future and less like the past. HS2 symbolises all of that. After decades as being seen as a costly problem to be managed down to size, rail is seen as part of the solution not the problem. Rail is something that politicians of all kinds want to be associated with. There’s also a sense recently that some of rail’s stardust has settled on the other modes. The recently flurry of investment and expansion of tram schemes – with, most notably, Manchester Metrolink becoming a full on network. And even the bus has lost some of its ‘loser cruiser’ stigma with the Metropolitan policy elite in the last year or so. The bus is now seen as a respectable policy option – if not yet a cool one! The protection of BSOG in the Spending Review being one sign of that.

The battle for the bus

The bus is local public transport for most people outside London. Yet because buses in London are sorted and the bus lacks social cache, bus services outside London had largely been left to decline. Part of a gentlemen’s agreement between Whitehall and the large operators that the bus operators would pretend to compete with each other while Whitehall would pretend to care about falling patronage and rising fares. And whilst the media was hypnotised by every twist and turn of the politics and profits of rail privatisation they let the massive profits being generated off the back of the poorest people in Britain by deregulated bus services outside London go unreported and unexplored. Even though it’s been these profits that have actually been fuelling the wider global ambitions of the big groups. Meanwhile local government in general had slipped into cosy ‘decline management ‘mode on bus. How sloppy were things before we got stuck in? Not long before we started the DfT seconded a senior official to work for CPT on policy, media and public affairs (a fairly easy job lobbying yourself!); maintenance standards were so shoddy wheels were coming off First Group buses in service; and the Traffic Commissioners were regularly dealing with truly appalling early, late and non-running – because even the largest operators knew they could get away with it.

Speakers from the pteg Urban Bus event

New alliances are being forged in support of bus, as our recent ‘Case for the Urban Bus’ event showed. (L-R): Konstanze Scharring, Director of Policy, SMMT; Stephen Joseph, Chief Executive, Campaign for Better Transport; David Brown, Chair, pteg; Pedro Abrantes, Economist, pteg; Claire Haigh, Chief Executive, Greener Journeys; Dr Janet Atherton, President, Association of Directors of Public Health; and Tony Travers, Director, LSE. Picture by Andrew Wiard andrew@reportphotos.com

We changed all that. We put some sharp dividing lines into the bus debate. We dragged bus policy out of the shadows and into the public arena. We had to fight unbelievably hard against Ministers who too often sided with their hostile officials to get some workable legislation for local transport authorities to improve bus services and we worked together as a network to put that legislation into practice.

We were vilified  for doing this not only by the operators (fair enough) but also by their legions of spear carriers – including the world’s most craven trade press and the extensive selection of organisations and individuals who in one way or another are on the bus companies payroll and whose main job it is to enforce a ‘partnership’ (deregulation) consensus at all costs.

We kept going regardless and by doing so the bus is in a far better place than it was ten years ago. At the very least the bus operators know that they have to be seen to push to the very limits what can be achieved in a deregulated environment – which is increasingly guided by legal agreements which came out of the 2008 Local Transport Act. Meanwhile our tenth anniversary saw the first move by a Local Transport Authority (Nexus) to trigger the statutory process for the franchising of bus services (a ‘Quality Contract’) which if it goes ahead will allow bus services to be properly planned and managed and make Tyne and Wear the first conurbation outside London to enjoy the benefits of simple, smart and integrated zonal ticketing across the modes.

Jonathan Bray

Read Part three in the series ‘Ten years of the pteg Support Unit’ which looks at the way we work and the way cities will work in the future. >

< Read Part one in the series ‘Ten years of the pteg Support Unit’ featuring top ten highlights of the last ten years plus the influence of London.