Six to watch on urban transport from the new Government

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’. 

 

When it comes to mobility, sharing is caring

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Could shared mobility be one of the missing pieces in the puzzle that is the future of transport? That was certainly the impression I got at the recent CoMo Collaborative Mobility conference in Birmingham, which brought together practitioners and policy makers working on shared cars, bikes and rides from the UK and abroad. I came away feeling inspired about the potential role for shared mobility in a sustainable transport future and here are some of my highlights and key takeaways.

Shared mobility inquiry

Professor Greg Marsden, of the University of Leeds, presented the findings of the Commission on Travel Demand’s Shared Mobility Inquiry. Car is still the dominant mode choice for travel in England, used for 61% of trips in 2017, and occupancy rates remain low, at an average of just 1.2 people per vehicle for commute trips. The average car is only in use for around 3-4% of the time and one third of cars do not move on a given day, suggesting private vehicle ownership is incredibly inefficient. Clearly there could be a role for shared mobility to make the way we use vehicles more efficient and allow us to meet policy goals around congestion, air quality and addressing the climate crisis, and the inquiry recommended further research and analysis of the potential for more shared mobility.

Shared asset model

Enterprise Car Club and Liftshare are coming together to create a shared asset model, looking at how car club vehicles could be used by Liftshare customers. One car club vehicle, which might be a pool car for an organisation, will have multiple uses at different times of day and for different audiences under a shared asset model. So it might be used for business travel during the working day, for commuting for multiple staff lift-sharing outside of working hours during the week or for leisure travel at the weekend. By joining these models up, vehicle occupancy can be increased using shared vehicles, creating multiple benefits.

Wandsworth way ahead

Nationally, around 1% of the population access vehicles through a car club, but in Wandsworth, London, one in seven drivers are car club members! There are four car club operators in Wandsworth and the high usage rates show that given the right circumstances and density of vehicles, then usage can increase.

Mobility hubs

Mobility hubs – physical places which bring together a whole range of transport and non-transport services – could enhance seamless journeys. Belgium is already implementing mobility hubs. Essential features include information screens, shared cars, cycling facilities and public transport, but additional features could include EV charging, package pick up and drop off, toilets, seating, water refilling, WiFi and phone charging. The provision of transport information in a physical location can have benefits for those who might otherwise struggle to access information, such as those without a smartphone. And it’s interesting to note that BP is looking to invest in mobility hubs, because assets such as petrol stations could potentially become less attractive in the future as fossil fuel vehicles are phased out.

Sharing for social inclusion

Shared mobility also has potential benefits for social inclusion. A recent study in Glasgow looked at how improving access to shared bikes could reduced barriers to cycling amongst a range of demographic groups, including those who are homeless, seeking asylum and unemployed as well as targeting women, those from an ethnic minority background and those living in the most deprived areas. Participants were given annual access to the city’s bike hire scheme for £3 and offered additional support including cycle training, group rides, route finding support and advice. An impressive 95% of participants felt they had experienced an improvement in physical and mental wellbeing as a result of the project and other benefits included increased confidence to cycle, improvements in social life, reduced spending on transport and ease of access to employment.

With 36 million empty seats commuting to work in cars in the UK everyday, we need to think seriously about how we change travel behaviour in order to address congestion and the contribution of transport to the climate crisis.

Dr Clare Linton is Policy and Research Advisor at the Urban Transport Group and a trustee of CoMoUK 

A city that works for children, works for everyone

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‘A city that works for children, works for everyone’ – this was a phrase repeated time and again at this year’s International Healthy Streets Summit, an event that the Urban Transport Group is proud to have sponsored for the second year running.

The host for this year’s event was Glasgow, a city with big plans for its wide, traditionally car-friendly streets, many of which are being transformed by the £150m ‘Avenues’ programme. Glasgow City Council has taken the bold step of saying that it is ‘prepared to put the private car last’ – something it sees as absolutely the right thing to do, particularly as less than half of Glasgow households own a car.

The Avenues scheme will be transformative, placing people and their health at the heart of streets. Streets will be designed for vehicle speeds of up to 15 mph, they will be tree-lined, pleasant and safe, with more space for pedestrians and cyclists and less for motor vehicles.

But the real test will be their suitability for the city’s smallest citizens.

95cm tall and full of beans

Helen Forman, West Yorkshire Combined Authority’s Urban Design Manager, presented a thought-provoking challenge for delegates at the Summit. What do streets look and feel like from the height of a 95cm child, a child who is full of energy, curious about the world and looking for fun? What are the opportunities in the environment for that child? What are the restraints?

Can they run, jump, climb and explore? Are there trees, plants and wildlife to discover, water to splash in, interesting things to see, hear and smell?

Or is the environment designed in such a way that they must proceed directly from A to B with no diversions, hand held tight to an adult for safety? Are their tiny lungs and airways assaulted with fumes from passing cars as they walk in the wake of exhaust pipes that are low to the ground, just like them? Are they confronted with a sea of grey, dotted with high windows and closed doors?

Glasgow’s Avenues will certainly provide the former, rather than the latter experience, a goal that is increasingly being pursued by cities across the world. Whilst play equipment is undoubtedly valued, designing for children in a way that benefits everyone is about more than that. Children are skilled at finding opportunities to play anywhere.

street play

Playful anywhere

Travelling back from Glasgow on the train, I tried to think of the carriage from a child’s perspective. I saw large, low windows presenting an ever-changing view – animals, fields, the sea, houses, castle walls. I saw tray tables to flip up and down. Seats to hide under, aisles to run up and down. Buttons to push. People to meet. There was no play equipment but there were certainly opportunities to play.

When we think about streets in the same way it makes sense to restrict motor traffic to enable wide, safe spaces to walk and run, cycle and scoot. It makes sense to provide walls to balance on; stones to hop between; benches to rest on; sculptures that can be climbed on; water to splash in; trees to hide behind; flowers to smell; bees to spot; fruit and veg to pick; windows to look into. The list is endless. And the best thing is – these are features that everyone likes – whatever their age.

So let’s play and find joy together. And let’s not confine these opportunities to ‘destination’ places. Let’s spread them to the back streets and neighbourhoods – communities beyond the city centre – just as Glasgow is doing with its next phase of work – ‘Avenues Plus’. And to bring hearts and minds with us, let’s design with, rather than for, communities. Let’s not talk about ‘transport projects’ or ‘streetscape improvements’ but focus on what benefits these will bring to how people live their daily lives. How we will create what one speaker called ‘loveable’ neighbourhoods that people young and old can be proud of and, crucially, part of.

Becky Fuller is Assistant Director at the Urban Transport Group