Submission

Infrastructure Commission for Scotland

Initial Call for Evidence and Contributions

The role of Bus and Coach

The bus plays a key role in everyday life in Scotland, being a major contributor to the economy and to societal needs across all demographic groups. As such we believe that any plan long term plan for infrastructure in Scotland needs to have bus and coach (hereafter referred to as “bus”) at the heart of the plan and must be presented in a way to encourage modal shift from private car use in line with the transport hierarchy.

According to the Scottish National Transport Statistics 2018, 74% of all trips made on public transport in 2017/18 were made by bus, some 389 million passenger journeys. Bus is a key facilitator for accessing employment, education, health, leisure and all other areas of life in Scotland and, as the mode of public transport that most closely serves the alighting and disembarking points of our communities across Scotland and the journeys people want to make, it is the most accessible form of public transport.

Bus plays a key role in the issues that face us in Scotland with increasing congestion, a requirement to improve air quality, a requirement to reduce emissions and a need for social inclusivity for all. Every double decker bus can remove up to 75 single occupancy cars from our roads, the latest Euro VI diesel powered buses emit 10 times less NOx than equivalent cars, and the move to even cleaner, indeed zero emission, vehicles can be accelerated through positive bus friendly policies that incentivise bus use, reduce journey times, grow patronage (thereby allowing the introduction of improved frequencies or new services) and allow bus operators to invest in cleaner, newer technologies more quickly.

It has been calculated that for every £1 of capital investment made in bus priority schemes up to £8 of benefit to the local economy can be returned, a significant and compelling ROI. Many of these capital programmes have comparatively low levels of investment when compared to heavy rail infrastructure, widening motorways and introducing light rail networks, and due to the nature of bus running on our shared roadspace, bus is also more easily adapted to changing needs and priorities for travel and transport than other public transport systems.

There are a number of areas where we believe the Infrastructure Commission for Scotland should consider long term investment to incentivise bus use and these include the following.

Bus Priority on the Urban Motorway Network –

The sections of motorway between junctions 5 and 1 of the M77 and between junctions 4A and 2 of the M80 are where we propose buses should be permitted to run on the hard shoulder during peak hours (0700 to 0930hrs flow towards City and 1600 to 1830hrs flow away from the City). Technology exists that could halt joining traffic from motorway on ramps when a bus in a priority hard shoulder lane is detected to remove traffic conflict. Alternatively the hard shoulder could be used by other traffic at peak times (as happens on many UK motorways with traffic signal controlled access from on ramps) and the outside lane could be given over to buses. This alternative would remove the risk of other vehicles having to cross a dedicated bus lane, and places buses in the correct lanes for exiting the motorways to access Bothwell Street and Cathedral Street on route to the City Centre.

We fully accept that there is insufficient capacity at the intersections of the M77/M8 and the M80/M8 to allow for the introduction of a peak hour bus lane here. However, our buses leave the motorway at these points and most of the congestion here is caused by through traffic. We believe that by permitting buses to overtake queuing traffic between junctions 5 and 2 on the M77, junctions 4A and 1 on the M80 and also between junctions 29 and 22 on the M8, we would be able to take at least 10 minutes off most peak hour interurban journeys and, crucially, provide consistent journey times to customers. We are prepared to reinvest journey time savings to introduce increased frequencies or new links.

These proposals will not just benefit our passengers but also passengers travelling with First, McGills, Citylink, Parks, National Express and Ulsterbus.

Information from Automatic Vehicle Location software installed across our fleet suggests that peak hour punctuality on our X77 service from has declined by 5% in the past year and off peak punctuality by 7.5%.The M77 has gone from being a motorway that was only opened beyond junction 4 in 2005 to a road where traffic is now often queuing from beyond junction 5 by 7:30am. lf ever there was proof that car traffic will increase exponentially to fill the available road space, this is it. Additionally our X76 from to Glasgow has a running time differential where peak morning journeys are 57% longer than the same journey during the Off Peak.

The case for Regional Park & Ride

As I have said, our main interest in putting these proposals forward is to be able to provide consistently faster peak hour journeys for passengers travelling from South West and Central Scotland. However, Glasgow has no bus based Park & Ride facility at present and the case for developing Park & Ride facilities at key strategic points on the Strategic Road network alongside this proposal is strong:

• Some of our customers from Kilmarnock already park in the South Craigs area of the town and use this area as an unofficial Park & Ride site. There is potential to develop better facilities here • We have in the past worked with SPT in developing proposals for a potential Park & Ride site in Prestwick for customers from Ayr • 500 new homes are being built near to Silverburn. A Park & Ride facility could easily be developed in the vicinity of junction 2/3 on the M77 using vacant land

Indeed, we feel this area offers the greatest potential.

The case for East Renfrewshire Park & Ride

• East Renfrewshire has car ownership levels to rival South East (39.7%) • Growth in car ownership in East Renfrewshire during the first decade of the 20th century was only 1.5% (against 12.3% in Glasgow and 7.6% in East )

We believe that this area is a major contributor to congestion on the M77 and local residents here are more likely than others to try public transport if it is as convenient or more convenient then using the car (as has happened in South East England).

What can be learn’t from experience elsewhere?

It is frequently the case that bus lanes attract media criticism and we are anxious that there should be as much bus traffic as possible on any new bus lane from the start. Correctly implemented, and operating at the key times, there is no reason that all bus operators who utilise the motorway network around Glasgow should not embrace these priority lanes from the beginning. Crucially, the proposal does not reduce the available roadspace for motorists. The experience on the to corridor demonstrates how successful such measures can be:

• ln 2012 a section of the M90 was opened up as a Bus Lane allowing faster and more predictable journey times from Fife to Edinburgh for bus passengers • In 2013 a second section was opened on the M90 again allowing faster and more predictable journey times from Fife to Edinburgh for bus passengers • In 2018 the was designated as a dedicated public transport corridor, following the opening of the Forth Replacement Crossing • This was promoted in a joint marketing exercise between Transport Scotland and Scotland (“Fife in the Fast Lane”) and has led to improved journey punctuality and increased bus patronage • Since the opening of the Forth Road Bridge journey times have on average improved by 8% and punctuality has also improved • Sustained growth of like for like year on year patronage in the region of 6% has been achieved when stripping out all other variables such as increased frequencies and new vehicle investment • A substantial jointly funded marketing campaign between and Transport Scotland has assisted in the achievement of the passenger growth • This is supported by successful free to park Park & Ride sites at Ferrytoll and Halbeath in Fife which connect with our East Scotland services utilising the Forth Road Bridge

Traffic restraint in the city centre

While these examples are primarily based on Glasgow, many of the issues and solutions are common across our cities. Glasgow has taken some steps towards attracting car users on to the train/subway through the development of Park & Ride facilities but it has done little to restrain the growth of traffic in the city centre:

• Many motorists continue to choose the option of being able to park for free in areas such as Partick and Govan or use short stay facilities much closer to the city centre • There are more than 10,000 parking spaces in the very centre of Glasgow when many cities have pushed parking facilities to the periphery of the central area • It is believed that up to 50% of all city centre congestion is caused by motorists searching for somewhere to park • There is, at the very least, a perception that air quality in central Glasgow is poor • Van traffic, stimulated by online shopping, in the UK grew by 6.1% in 2015 , 4.7% in 2016, 2.7% in 2017 and over the past 10 years has risen by 20.7%, leading to greater congestion in city centres. Restrictions on access/ unloading times for vans and HGVs are needed in Glasgow city centre • ln Birmingham, a motorway city like Glasgow, congestion varies according to the cost of parking in a particular borough • Buses make excellent use of the finite amount of road space available (up to 75 passengers) in contrast with the car (average occupancy 1.2 people). • With the possible introduction of the Work Place Parking Levy as proposed in the Scottish Government Budget Agreement for 2019/20 and proposed for the forthcoming Transport Bill, it should be noted that Nottingham City Council apply a levy of £380 per parking place to any employer providing more than 11 spaces for their employees within the city boundary with the proceedings being put back into transport initiatives

We fully accept that we have a role to play in reducing dwell time and ensuring our vehicles meet the latest emissions standards:

• Our entire fleet is 'smart enabled' allowing passengers to store their weekly tickets on a SMART card • We offer ticket purchase using our App for daily and weekly tickets • We are a founding participant in the Glasgow Tripper multi operator bus to bus SMART ticketing scheme and a continuing member of the Zonecard multimodal ticketing scheme • We operate a low emission fleet in Glasgow including more than 45 vehicles that meet the latest Euro 6 emissions standards • We are performing retrofit upgrades to move some Euro 5 vehicles to meet the standards of Euro 6 • We have Contactless Payment across our fleet

The only means of regulating demand in Glasgow at present is through congestion. One of the most precious and scarcest resources the City Council has at its disposal is road space. I hope our thoughts demonstrate a vision that will create a “virtuous circle” of patronage growth fuelling increased service levels,resulting in further passenger growth etc, and provides a useful insight into our recent experience as well as setting out potential solutions that do not require vast expenditure on infrastructure.

Bus Priority measures in our provincial towns

Congestion and poor air quality is not limited to our cities, and indeed we note that despite High Street footfall declining across most of our provincial towns, congestion related delays to service and increasing journey times can also be seen. Investment in bus priority measures in our provincial towns, where again road space is a precious resource can again encourage modal shift to public transport and with proper management can indeed improve traffic flow for all modes of transport. Measures that would improve bus journey times in our provincial towns include

• Coherent parking policies • Enforcement of parking regulations • Out of town bus Park and Ride • Junction improvements to improve flow of traffic and bus access • Bus priority lanes at peak times • SCOOT and other traffic light priority systems • Welcoming (passenger friendly) transport interchanges and bus stop waiting environments • Simple, understandable and real time journey information at stops and interchanges

Connectivity with Active Travel and other Public Transport

A successful and coherent bus network is only effective when it can be readily accessed by other methods of active travel, as well as by Park & Ride sites as noted above. are piloting a campaign in conjunction with Transform Scotland named #lovemybus which will promote the health benefits of using bus as a component of an active travel lifestyle. The trial campaign is set around 2 services with reasonable access levels for active travel modes, however this is not the case across our entire network or indeed across Scotland.

Infrastructure investment into the following areas is key as part of a holistic approach to travel :

• High quality, safe, well lit, signed walking and cycling routes to and from bus stops which are accessible for all including mobility impaired passengers • Sheltered well lit and well maintained waiting facilities at bus stops to protect users from the elements and promote feeling of safety • At appropriate interchanges the provision of secure bike storage facilities • Mini hubs, allowing car parking at key points on the road network, improving access to bus services from rural locations • Easy to access, well signed access between modes at bus and rail stations • Waiting facilities at park and ride sites and interchanges that are appropriate to encourage use • Measures to discourage anti social behaviour and gathering at transport interchanges

Conclusion

We recognise that the Commission is looking at both short term measures and developing a much longer term vision. We have deliberately focussed on potential “quick wins” which can make a real difference, as we recognise that technological advances such as autonomous vehicles will become game changers in the longer term. However, we urge the Commission to urge the adoption of our proposals.

We are happy to expand on these or meet Commission members if that would be beneficial.