Issue 49 November 2010 www.stsg.org ISSN 1462-8708

An independent publication by

WHAT’S INSIDE: What next for Scotland’s bus industry?

Turning Japanese

West of Scotland Transport Summit

News Update

Research Update 2 CONTENTS

The Scottish Transport Contents Studies Group (STSG) What next for Scotland’s bus industry

STR is the newsletter of the Scottish Transport Focus on the needs of the customer 3 Studies Group (STSG) and is largely funded from STSG STR editor Derek Halden suggests that a shift is needed in the debate about the bus membership subscriptions. STSG was formed in 1984 industry from how to get improvements, to a shared view of priorities for improvement. and now has corporate and individual members from transport operators, industry, national government, local government, universities, and consultants. Retailing to Recovery 4–5 Transport Minister Stewart Stevenson says that government’s role is to facilitate The aims of STSG are “to stimulate interest in, and partnership, innovation and improvements to build on the achievements already awareness of, the transport function and its importance for made by the bus industry in Scotland. the Scottish economy and society: to encourage contacts between operators, public bodies, users, academia and The Keys to the Future 6–7 other organisations and individuals with interests in Paul White of CPT shows that the bus industry is changing and the industry looks to transport in a Scottish context; to issue publications and government for support and funding consistent with its sustainable development goals. organise conferences and seminars related to transport policy and research”. STSG is a charity registered in Has Institutional Change Delivered a better Deal? 8–9 Scotland number SCO14720. David Quarmby compares the regulation of buses with rail and roads, and argues Published by LBD • www.lbd.uk.net that buses have lost out in the battle for funding. There is a case for change in the Tel. 0131 665 3326 institutional framework for every mode, but would the costs of disruption be less than the benefits of further change?

Who decides what Institutional Change in Scotland 9 Alan Howes notes that politicians would be in a better position to assess the goes in STR? framework for buses if they travelled more by bus.

Firstly the members of STSG – We rely on STSG News Update members and others telling us about interesting studies they have completed or knowledge they have. Some of the public debate about Scottish transport in recent months from 10–11 To keep subscriptions low we need members to invest the newspapers time to share their knowledge. STSG has some funds to commission some analysis and reporting but the editorial work is undertaken voluntarily. West of Scotland Transport Summit 12 Secondly the Editor Derek Halden, assisted by the Research and Innovation Update STSG Committee tries to fit the contributions into 16 pages and create a readable document. Personalised travel planning, factors that make good places to live, and a fall in 13–15 If you can contribute to STR please e-mail road casualties. [email protected] Lessons for Scottish Railways from Japan? 16 John Yellowlees

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Telephone: ...... E-mail: ...... [email protected] www.stsg.org What next for Scotland’s bus industry 3

Where next for Scotland’s buses? Derek Halden, STR Editor

Scotland’s bus industry faces a dilemma. The bus industry appears to be conscious to business, and business to consumer Should it seek to move towards a more of its social role, as one might expect from markets. The Transport Minister Stewart highly regulated model of delivery such as an industry that makes much of its income Stevenson concentrates on these issues that deployed on the railways to improve from social markets. This results in many non in his vision for the industry. Ticket prospects for greater public funding, or profitable routes and parts of routes being run deals between large employers and bus should it seek to compete more strongly commercially, as operators seek to provide a companies are not yet the norm, and with the much larger private markets reasonably comprehensive service for their core attractive consumer deals associated traditionally dominated by car and taxi. In customer base. However, the industry seems to with yield management and customer this issue of STR, Stewart Stevenson, David be poor at managing change. When services relationship services remain very unusual. Quarmby, Paul White, and Alan Howes are withdrawn blame cultures quickly emerge There remain only isolated examples of the identify changes needed to deliver in each between local authorities and operators. sort of customer services that would be the market segment creating a world beating norm in other industries. Back up systems bus industry in Scotland. to protect consumers and customer loyalty and reward services are increasingly There is no doubt that the increasing Stronger partnerships are expected by discriminating consumers. dependence on state funding in recent years needed between local makes the arguments put forward by David Paul White highlights the urgent challenge Quarmby for more bus quality contracts authorities and operators to use smart ticketing to modernise compelling. Yet follow the Quarmby to help manage change payment systems, and linked with a new arguments through, that formal and informal generation of innovation in premium bus quality partnerships work well outside services for new niche markets the large cities and that Lothian Buses is one of prospects for the industry are bright. It the most successful city models, and perhaps In the coming years much stronger seems that the industry has a choice about the bus policy debate in Scotland is really partnerships are needed between local whether to offer attractive consumer more about targeted changes with localised authorities and operators to help manage facing services, or retrench to traditional contracts to secure public policy goals. change and raise public expectations of skills in the logistics of bus operation. The buses. Local authorities do not have a good future of the bus industry is looking for The starting point is to clarify what these track record in specifying social needs in their leadership. Although this could come from policy goals might be. If local authorities set areas and policy instability remains one of either local authorities or industry, the out clear plans to help drive increased profits the greatest barriers to efficiency. Setting evidence suggests that when both work in bus companies then there could be mutual out shared goals for bus services would not in partnership the greatest potential can benefits. In principle there is no reason why only make buses more understandable to the be released. partnership agreements could not be used to public but help to manage change through agree a revenue share between the authority partnerships or if necessary contracts. Public Perhaps buses could learn from rail that and the bus operators in return for cost sharing confidence in bus travel is greatest where a solutions agenda leads to greater arrangements for implementing ticketing, operators and public authorities promote investment, public support and growth information and bus priority measures. Such joint messages. in patronage. A clear vision of prospects arrangements might find a place in an age of and possibilities for buses can potentially austerity, just as the close liaison highlighted The industry stepped up to run rail franchises demonstrate that as the dominant mode by Paul White on public spending programmes for government but has so far has not of public transport with the flexibility to has been a hallmark of delivery in recent years. delivered particularly well within business respond to new challenges, buses are only at basecamp in the ascent towards the vision of future integrated transport.

Customer loyalty and reward services are increasingly expected by discriminating consumers.

Scottish Transport Review Issue 49, 2010 4 What next for Scotland’s bus industry

Retailing into Recovery Extracts from Transport Minister Stewart Stevenson’s Speech to the annual CPT conference

Aims of Government Environment The bus industry has opportunities to make an increasingly important To enable growth in patronage to be increasingly environmentally contribution to the essential aims of the government, which are to deliver favourable means achieving reductions in bus emissions. This government a strong and sustainable economic recovery and a world-leading low launched the Scottish Green Bus Fund in July to encourage the purchase carbon economy. The theme for the conference this year is retailing into of more low carbon vehicles. This enables the carbon savings per recovery. For me, this is about how you, the bus operators, develop and passenger to grow. Our aim is to enable economies of scale to apply to bus market bus services to compete with other modes of public transport, and, manufacturing thereby enabling increasing numbers of LCVs to operate more specifically, the private car. in Scotland.

Both industry and government are seeking to achieve the same ends, The other aspect of achieving growth is through increased patronage which is to achieve growth in a manner that supports the environment and which means encouraging modal shift, specifically from the car. There is broad based. However, it is certainly not for government to set out how are cities where this is being achieved such as Edinburgh where a this should be achieved in the bus industry, but I think it is appropriate that combination of carrot and stick encourages the use of bus services. This we discuss the role of bus in providing sustainable growth. is partly due to car parking charging on the one hand and bus priority, frequent high quality buses and easily understood information on Bus is recognised as the provider of mass public transport to move large services and fares on the other. There are more park and ride facilities numbers of people for a wide range of personal needs at a reasonable encircling the city which reduces congestion, integrates with bus cost. The industry has two effects on the economy one of which is services and thus has a positive environmental impact. direct and the other an enabling role. Bus supports economic growth directly by providing employment for drivers, support staff, engineers, The solutions need to vary depending on the issues and needs of transport planners and managers. Scotland is the base for several world different areas. Glasgow City Council and Renfrewshire Council class transport providers and a bus manufacturer. Bus enables economic are working towards introducing a statutory QP. These will only be growth by transporting people to work, retail and leisure services which effective if the transport authority is clear regarding its overall aim as all stimulate economic activity. this dictates the form of the sQP. For instance Glasgow’s main aims are to improve modal shift to bus, reduce traffic congestion thus improving air quality.

And of course we were delighted to continue support to SPT including accelerated capital investment to develop 10 Park & Ride developments in Strathclyde this year. This funding is contributing to the addition of nearly 2,000 new parking spaces for bus passengers across the area.

Marketing The recently published Main Transport Trends 2010 showed that in 2008- 09 bus remained by far the most used form of public transport despite a drop in patronage. While no one single factor has led to the drop it does demonstrate the need to re-emphasise the benefits of bus in order to encourage modal shift away from the private car.

It is up to you, as operators, to look to how to retain current users and to encourage the non bus user to try, and then continue, to use bus services more often than they currently do. The largest potential impact would seem to be around the commute. It is here that the techniques of marketing and retailing could have a substantial impact.

The government carried out some qualitative research this year which explored perceptions of bus services and barriers to use, amongst people who do not use buses. Infrequent users’ views about buses appear to relate to 3 things: previous experience, hearsay and media coverage. Views on ‘visible’ aspects of the service (e.g. bus stops) were more likely to be based on actual experience, while views on safety issues tended to be based on hearsay or the media. Negative past experiences of buses can have a long term impact.

Scottish Transport Review Issue 49, 2010 What next for Scotland’s bus industry 5

I consider that there are a combination of actions which are needed 37% of the customer complaints received by Passengers’ View Scotland to encourage people to try using the bus more: remind people of the last year were regarding driver behaviour and attitude. Customer service benefits of the bus (both personal and environmental); mitigate or is a pre requisite to achieving any modal shift, indeed it is essential to challenge views of the disadvantages (e.g. highlight good performance keep current customers never mind growing the market. No doubt you and improvements); and make it as easy as possible to use the bus. The will all tell me that that you have processes in place to deliver customer last point has implications for information provision and customer care service yet the statistics and correspondence from the public tell their in particular as well as integrated ticketing initiatives such as Zonecard own story. Training is essential but constant monitoring of actual delivery in Glasgow or One-Ticket in South East Scotland. can ensure that a behavioural change has been achieved.

This is where generic marketing whenever possible can address and Innovation challenge perceived impressions of bus services and try and replace Innovation can be difficult and at times risky but the potential rewards them with current positive messages. It is very apparent for example can be large. For instance I am interested in the development of the that those who market air travel focus on the notion of escapism, Stagecoach Gold service which operates in several cities. It uses high speed and quality. It is equally apparent to me that bus has not looked quality vehicles with leather seats, uniformed staff and has a specific to sell its product in a way that excites the passenger. Instead, it is customer charter. This would seem to satisfy the needs of current users seen as a means to an end, the poor mans train, lower standards but also meet the additional demands of people more used to the car exchanged in kind for durability and affordability. These stereotypes or the train such as business travellers. I was also pleased to see the roll- serve to undermine a critical part of our public transport network out of Lothian’s new, state-of-the-art fleet of buses serving Edinburgh and as a consequence influence peoples travel choices for a long Airport recently in successful direct competition with other modes of time to come. transport, especially the private car. This is a great innovation but it is a level of service which should become the norm and which I would like Niche marketing can target specific sections of society and demonstrate to see available to the daily commuter as much as the regular visitor to the particular advantages of the bus for them. This could be to Scotland. encourage their use in the evening by young couples for instance, showing them the advantage of bus in not having to worry about However, too often new initiatives are started with a lot of fanfare but parking and enabling them to go for a meal and a drink without having little medium to long-term follow through. I believe that it is important to drive back home. to see change and innovation as a continuous process with regular assessment and analysis of initiatives to ensure that passenger retention Having achieved market penetration for bus it is critical to retain and growth is maximised. customers once they have been won. This requires some consideration of the rewards of loyalty, perhaps like some other retailers by use of Some examples are Edinburgh, Aberdeen and Glasgow who are loyalty bonuses. It is difficult in this environment to get new custom so considering bus lane enforcement which is currently out for consultation. it is worth making specific efforts to ensure you retain them. The success Travel planning is being taken forward in Dundee as part of the Smarter of loyalty schemes is well known and there is no reason to suggest that Places, Smarter Choices initiative. Statutory Quality Partnerships are the concept cannot be transferred across to the bus industry. Indeed in advanced development in Glasgow and in Renfrewshire, and a I read recently that a loyalty card initiative intended to boost the bus Performance Improvement Partnership is in place in Dundee. Many of industry is to be launched in Wigan this autumn. these tools can be adapted to meet the diverse aims of different parts of the country and, in particular in these tough economic times, many The essential feature of all marketing is that the claims made about interventions can be made for relatively little money. the bus services can be substantiated in general provision emphasising the importance of consistency of quality, reliability and by addressing However the difference is the step change, the synergy, gained from the finding in the research that one bad experience can last a lifetime. implementing a wide range of actions in a partnership between the operator and the transport authority. This cannot be achieved Earlier this year we completed the 100 per cent roll out of Smart overnight but it can be developed through effective transport planning enabled ticket machines to all local buses in Scotland. This represents implemented determinedly over a period of years. Is this not a result that the largest ‘ITSO specification’ roll out seen anywhere in the world to is worth winning? We know a lot about the individual actions that can date and is already greatly improving the operation of the National be taken to improve priority of buses, to provide customer information, Concessionary Travel Scheme. However the ITSO platform is also a to improve ticketing. The actions individually are not all expensive, nor platform on which smart ticketing schemes can sit, and I look forward impossible to achieve. The difficult part is identifying a shared vision of to operators grasping the opportunities that this latest technology can success and to develop plans in partnership to put in place all the actions offer. The expansion and marketing of existing ticketing schemes and needed to deliver the vision. the introduction of moneyless transactions could be a real driver of patronage growth going forward. Conclusion I hope I have set out some of the opportunities I see that are available for The marketing opportunities to be derived from utilising smartcards to you to retail into recovery as you are seeking. The Scottish Government understand better how regular customers use the product is a concept will be there to support and facilitate these efforts but, ultimately, success that companies like Tesco have long understood, and I look forward in growing and then retaining patronage can only be achieved by bus to the more innovative bus operators bringing forward firm plans for operators engaging successfully with new customers and developing their smartcards across their services. patronage base with improved retailing and delivery of services.

Scottish Transport Review Issue 49, 2010 6 What next for Scotland’s bus industry

The Keys to the Future Paul White CPT

“From state run bus companies in the 1980s to market bus, provide information, improve It is questionable whether giving local to integrated transport companies in the services and generate an enthusiasm for more authorities the flexibility to choose to invest 21st century – what needs to happen?” intelligent transport choices. or cut transport funding to suit local needs is wise. Yes, transport requirements differ from Scotland is currently home to a commercialised urban to rural areas but there are many aspects bus market that provides almost 500 million The Scottish Bus Industry that should arguably be held to national and passenger journeys each year. Scottish bus and Scottish Government not local standards. Should the quality of the fares remain below that of the UK average and The industry’s relationship with Scottish road surface, the bus stop infrastructure and bus passenger satisfaction levels are generally Government is at the centre of its ability to information provision vary in standard between positive. However, against this backdrop of deliver a comprehensive, quality bus network local authority boundaries? solid performance is the perception that a across Scotland. The recent review of the decline in mileage, passenger journeys and concessions scheme saw the reimbursement One intervention that Local Authorities could standards is inevitable should there not be a rate reduced to 67% and a cap on funding make is that of Statutory Quality Partnerships further step change towards integration and introduced but did at least provide a degree (SQP’s). An SQP should place an onus on the environmental performance. of stability by fixing the budgets for both the Local Authority to act as a commercial partner concessions scheme and BSOG for the next in the delivery of local bus services and provide The current recession, the Comprehensive three years. Stability allows operators to make a level of infrastructure improvements to Spending Review and forthcoming Scottish the type of brave investment decisions required complement the improvements that the SQP Budget announcement are all factors that to improve services and marketing to create demands of the bus operators involved. In may reduce the efficacy of the country’s public modal shift. theory it should be a win/win situation with transport network. Linked to the financial both sides delivering more. constraints facing government is an apparent The three year deal on the National devaluation of the vital role that bus plays. The Concessionary Travel scheme and BSOG runs However, expected public sector budget UK Government has announced the removal of until 2013. It would seem that now is the time cuts and the bite of the recession on the bus the M4 bus lane and a return to more motorist- for all parties to review every facet of both to industry jeopardises future partnerships. Local friendly transport policies, the salary sacrifice make sure that their future iterations contribute Authorities will blanch at the potential financial scheme has been rendered unworkable by DfT to the Scottish Government’s aims and are implications of infrastructure improvements and on both sides of the border Concessionary financially sustainable. This may mean difficult and smaller operators will look for low SQP Travel Schemes are being revised to cut decisions about who really requires free travel standards, claiming that any ambitious moves reimbursement levels. and when they need it, as well as a look at how to improve the local bus fleet is tantamount to BSOG can be used to encourage the industry to a barrier to market entry. The question for Scotland’s bus companies is make operating decisions that impact positively how they move forwards and grow within this upon the Government’s climate change aims. If we accept that changing the perception of climate. the bus and bus travel is central to encouraging The future for the bus industry will likely involve modal shift then finding new ways to work The outlook is not completely bleak. Scotland’s a gradual decline in direct funding from central with local authorities is vital. ambitious climate change targets have government. The industry must adjust for this catapulted public transport back onto the and make strong representations to keep any One key message for Scottish Local Authority public agenda. Additionally, Transport Scotland money lost from these schemes within the partners is that supporting public transport has announced that its programme to roll out government’s transport budget and redirected can reap rewards beyond that of improving smartcard ticketing machines to the entire into schemes such as the Green Bus Fund. the satisfaction level of bus passengers. It Scottish bus fleet has been completed. can generate income. Removing car parking spaces to allow for bus lanes or stands could It is now up to the bus industry, in conjunction Scottish Bus Industry and enable the authority to charge a premium for with its central and local government partners, Local Government the remaining spaces and the dedicated road to see to what extent the industry can utilise The decision by the current administration to space created will enable buses to bring more hybrid bus technologies and the smartcard give local authorities the power to make local passengers into town centres. platform to encourage modal shift. The funding decisions without the intervention of industry and its public sector partners will all ring-fencing through the Cosla Concordat was Local Authorities need to be persuaded to be aware that if we are to attempt to make the not good news for public transport. Inevitably ‘think bus’. As with its relationship with most of technological advancements and the public transport suffers against the competing Scottish Government, the bus industry should climate change agenda they will have to re- needs of health and education. This can mean demonstrate that making informed, public evaluate their relationships with one another the death knell for previously successful schemes transport-friendly policy decisions is to the and come up with cost effective ways in which such as the Bus Route Development Grant. decision makers’ benefit. The bus industry

Scottish Transport Review Issue 49, 2010 What next for Scotland’s bus industry 7

must then prove this to be the case by grasping the opportunities that public sector support provides and delivering a high quality and comprehensive network of services

Scottish Bus Industry and the Passenger One challenge for the bus industry is to improve the satisfaction levels of existing passengers to the extent that they become advocates of public transport and espouse the benefits to non-users. Undeniably there is a section of the public who will never wish to consider bus use but there is a great section of the public who Research carried out by Stagecoach indicates increased patronage, increased passenger are willing to be convinced. The Government that frequency, reliability and punctuality are satisfaction, reductions in fraud and acquisition report ‘Why Some People Do Not Use Buses’ the three keys to passenger satisfaction. All of more detailed passenger information. One recommends highlighting the personal and three are, to varying degrees, dependant on issue with integrated smartcards schemes is that environmental advantages of using the bus, the road environment the bus operates upon. they need sophisticated models to determine addressing the issues of journey times and The industry’s ‘track’ does not belong to it. how revenue may be distributed between reliability and making it as easy as possible to Therefore, how it works with Local Authorities operators. There is a premium attached to this use the bus i.e. better information on routes, and Scottish Government to address these that can inhibit their value to customers. times and fares. indicators in the context of little or no transport budgets will define its success. All stakeholders must ensure the investment These are not all accomplishable by bus by Transport Scotland is not wasted and that operators alone but initiatives such as Greener Perhaps the acceptance of the end of the integrated smartcard ticketing is realised Journeys – an operator led scheme calling era of ‘big ticket’ transport schemes will before the Glasgow Commonwealth Games. on car users to switch just one in twenty five see a resurgence in the value in the eyes of This may require Scottish operators to consider journeys to bus or coach are a positive start. national politicians of smaller schemes the potential long term benefits to patronage and perhaps a regret that the Cosla growth and accept a reduction in fare revenue While Greener Journeys is aimed at commuters Concordat has by and large ended through any such schemes – much in the way the industry should also be looking at future national Government’s role in their the industry calls on long term thinking from its passengers. It is counter-intuitive that school provision. local and national government partners when children, future bus passengers, often receive making funding decisions. the poorest standard of bus service. What brings more value to the people of Scotland – one rail link or a series of bus and rail With regards to passengers, it would appear The current system of tendering for school Park and Ride sites? 100 miles of strategically that the bus industry must attempt to meet transport often leads to local authorities sited bus greenways? 500 new bus shelters with then exceed the customers’ expectations accepting the lowest tendered price and the real time information displays? where possible. It can do so entirely in areas poorest standard of vehicles to run school such as information provision, the comfort services. Local Authorities and bus operators Larger schemes like the National Concessionary and safety of vehicles and the customer service need to consider how this trend can be Travel Scheme and BSOG will decrease in experience. It can only do so with the help reversed. scale but should be retained alongside a new of its public sectors partners in areas such as approach that looks for smaller interventions punctuality and reliability and to an extent Should journey planning form part of the that enable decision makers to achieve their fares structures, ticketing technology and fleet Curriculum for Excellence? Such a project could aims while improving public transport. standards. Again, the relationship between the potentially fit within the syllabus requirement private and public sector is vital. of providing children with education based on With regards, to the bus industry’s passengers, science, health and wellbeing, social studies and technology is the key in many respects. The The Comprehensive Spending Review, the technology and leave children better prepared first step to embarking on a bus journey is the Scottish elections, the end of the three year deal for and more accepting of public transport. search for information. Traveline Scotland with for the National Concessionary Travel Scheme its call centres, website and mobile application and BSOG and the Glasgow Commonwealth The future of the bus is a fantastic resource that will only improve Games will all present challenges and industry as real time travel information becomes more opportunities over the coming four years. If Inevitably, the bus industry will continue to prevalent. the bus industry continues to promote a holistic provide the best network that it can feasibly but realistic approach to public transport with commercially operate while still looking for Operators will also need to address the role of Scottish national and local government while opportunities for growth. Its challenge is to technology in ticketing. Smartcard transport continuing to attempt to over deliver for make people want to use the services it runs. products have many benefits including passengers it should be stood in good stead.

Scottish Transport Review Issue 49, 2010 8 What next for Scotland’s bus industry

Has Institutional Change Delivered a Better Deal? David Quarmby Chair Transport Research Institute Napier University

Of all the sectors subject to marketisation Buses the operators who want to maintain maximum and privatisation transport has been the As we all know, deregulation in London freedom to operate their services in accordance one most subject to review and challenge which was put off in 1984 was revisited a few with their commercial criteria and objectives; the about whether we have got it all right. years later, but wisely in my view it was then second tension is between the operators and local There are reasons for this: first, the public ruled out. What about my tests of fitness for authorities on the one hand who increasingly policy considerations are more complex purpose? Competitive tendering system delivers share an objective for coordinating services for transport than for other sectors such as cost-efficient operations, but a KPMG review and fares and ticketing arrangements and the telecommunications or utilities; second, there highlights barriers to entry created by the competition authorities on the other who are is considerable public funding in transport requirement for bidders to provide their own reluctant to see any developments which mitigate but very little in other marketised sectors, depot facilities. on-road competition between operators. and understandably public interest and political accountability follows the money. The initial unit cost reductions in London of Given that operators generally enjoy territorial some 50% over the first few years of competitive monopolies, with relatively few contested Fitness for purpose means addressing three tendering were similar to those found in the markets, the concern of the competition questions: deregulated sector. But unit costs have risen authorities is perhaps understandable – given since in real terms, driven by higher and more where they are coming from. And local authorities • Economic efficiency:do the arrangements demanding vehicle specifications, by the resource get worried when – as is often the case – there deliver adequate economic efficiency in consequences of achieving higher service is only one bidder for socially necessary services its narrow sense – that is efficiency of reliability, and by higher drivers’ wages. or extensions of existing ones. Yet to transport production of service? planners it all seems tiresome when collaboration • Meeting market needs: do the Even taking out the effects of lower fares and between operators on ticketing to make it more arrangements enable providers – whether higher frequency, passenger demand is respond- convenient for passengers, or coordinating moderated by intermediate bodies or not ing to something qualitative and intangible, networks is outlawed except under carefully – to meet market needs and aspirations as Peter White’s work has demonstrated. This specified circumstances. effectively? is probably about vehicles, marketing, stability • Meeting public policy objectives: are in the network, integration with other modes, These two tensions are intrinsic and fundamental the mechanisms effective for reflecting convenience of the Oyster card and so on. to the British deregulation model – and while public policy objectives in decisions about they can be mitigated they cannot be resolved resource allocation and service provision. London Buses perform generally well on without changing the model. The legislation A question within this is whether the efficiency in the narrow sense, and generally well has sought progressively to frame these tensions total quantity of service provided and the on meeting public demand. The public policy and provide partnership-style solutions which fares people pay is ‘about right’. In other question is whether the service specification reflect the legitimate concerns of both operators words, is at some welfare optimum? leads to buying ‘too much’ or ‘too high quality’ a and public authorities, and which create some service and at too low fares? While politically the protected space for coordination of services and Rail quality, quantity and value of the bus service is ticketing safe from the competition authorities. The 2005 Act transferred franchising acclaimed, the question remains. responsibility and railway development to Although voluntary partnership agreements are Scottish government, exercised by Transport Some of those who oppose the adoption of well established across the industry, they tend to Scotland. Two issues continue to be live – quality contract regimes outside London argue be found outside the metropolitan areas. Whether the governance of Network Rail in Scotland, that anything like the London model would as formal partnership agreements, or practical and whether there is a case for some form of be unaffordably expensive. I dispute that. The collaboration based on trust and good personal vertical integration with the train operator, present level of subsidy is entirely a matter of relationships, the successful development and or indeed some other ownership. policy choice of the past and current Mayor. A integration of bus services into the local transport zero subsidy would involve higher fares and a strategy tends to be found in free-standing towns. Are we buying too much railway and too much smaller network, but all the other qualitative Long term stable policies to support buses – park rail travel? At a net cost to the exchequer of features which make it such an attractive and well and ride, serious bus priorities, network planning some £4.5-£5bn per annum across the UK, used service would remain. around substantial pedestrianisation, good bus the taxpayer is subsidising about 10p for infrastructure and well coordinated and presented every passenger km, with the passengers Outside London developments since the 1985 service information – the towns embracing these themselves paying about 12p. Whether this Act have reflected two tensions – first between have seen real success with their bus partnerships. represents value for the nation has been local transport authorities and PTEs who view bus taken off the problem agenda and onto the services as part of the transport mix, and who This is particularly the case in the very few solutions agenda, making it sexy – especially wish to influence networks, services and facilities towns and cities where a municipally owned bus high speed rail. to support their transport policies and plans, and operator still exists, albeit at arms length. Lothian

Scottish Transport Review Issue 49, 2010 What next for Scotland’s bus industry 9

Buses is a real standard setter, with a track are already beginning to change the dynamics of commissioned paper exploring possibilities for record of aligning its service development with local authority/bus industry interaction; it may be armslengthing from government a roads body, the needs of Edinburgh and the surrounding coincidental that one or two of the UK transport which could be a public interest company like areas, delivering a high quality operation which groups are beginning to think similarly. And Network Rail or a private company. Like the has seen off three competitive attempts, and we are seeing new broadly-based partnerships energy utilities and telecoms; it would be subject increasing its market share. It has won a number emerging as in St Albans, led by the university to independent regulation, which would impose of industry awards. The only downside is that its owned bus company! disciplines of transparency, clarity of objectives terms of reference are subject to political rather and goals, clear targets for investment and than market factors. So my view about the fitness for purpose of service performance, and it would be funded by a the buses regime is that I don’t think it scores revenue stream either from government or from Where it all seems to get more challenging is particularly well, especially on the last objective. a form of road charging. in the metropolitan areas where the ambition for the bus network may be more substantial Tram and Light Rail It is a big subject and there is some appetite – whether in the ticketing and fares policy, Docklands Light Rail has been an immensely in Whitehall for considering it. But do these in the network development, in the degree successful venture. What are the critical success arguments apply in Scotland, or does the smaller of integration with tram or commuter rail factors: a combination of a highly competent and scale make it less necessary? networks, or just as part of a more radical intelligent client organisation, a sophisticated, transport policy for the area. business-like and highly competent service provider, a fit for purpose business model – and all Does David The effect of deregulation after 1985 was to turn the virtues and benefits of a small organisation. buses back into a cottage industry – an approach Major line extension projects have – Lewisham Quarmby’s Analysis which persisted even during the massive extension onwards – been funded and delivered Reflect Scottish consolidation of the 80’s and 90’s; only in this by PFI, on a design-build- finance-maintain basis, last decade has the industry started to develop, with the client paying an availability fee; I have Needs and the attention to innovation, sophisticated always wondered about the cost efficiency of marketing and modern business practice is this method of funding, and of the subsequent Alan Howes, Consultant welcome and appropriate. maintenance arrangements, but it has delivered trouble free extensions on time and on budget, Much is made quite rightly of focussing on the and in subsequent operation. The picture for buses in Scotland, where the customer, and the cultural changes necessary current trend shows numbers rising at just to support that; but it can be argued that the Business models have varied a little between the over 1% per annum, is better than in England community as a whole is as much the customer recent tram projects. Generally, my observation and Wales (outside London), where numbers as the passenger, because of the more integrated would be that the design-build-finance-operate continue to fall slightly – but with higher levels role that buses need to play in a transport system concessions of the early schemes – for example of funding in London bus riders are growing by which supports the economy and quality of life Croydon – hold too much risk for typical lengths over 6% per annum, and rail passenger numbers in the whole city. of concession, and a correct pricing of that risk in Scotland are growing by over 3% per annum with the benefit of hindsight would appear (and by even more south of the border). Conceptually, the decisions and measures taken to make that business model unaffordable. To by the operator to optimise his business in treat the upfront project cost as public sector David’s analysis of the institutional framework relation to his passengers and their revenue are capital investment, and then to let an operating suggests: not necessarily exactly those which optimise concession along the lines of the original Serco • Productive efficiency – is being achieved but the role that buses play in that city. And the DLR franchise (ie net cost with revenue risk) established monopolies are pressured only larger the city the more likely this is to be the seems an appropriate model unless and until by the threat of market entry. case. In this context, it does seem odd to me the local authority or ITA takes control of public • Meeting market need – is delivered at a basic that government expects this difference to transport fares and ticketing. level, with some notable exceptions be addressed successfully through voluntary • Satisfying public policy objectives - for large partnerships between city authorities and Roads urban areas like Glasgow the model of operators? Voluntary means each party can Apart from the M6 toll and the Skye Bridge the voluntary cooperation is not fit for purpose. decide whether to sign up or not, and that terms last century saw no departure in the roads model Quality Contracts may be, if they ever come are negotiated as between equal partners? from public sector construction, maintenance into force. In smaller towns and rural areas and operation. In recent years there have been the objectives are being achieved in part? I may be being too pessimistic about the PFI packages put together for substantial road prospects for voluntary partnerships. It seems improvement and maintenance – such as the Why does improving the legislative regime that some of the new European entrants into A13 and the M25. What we haven’t seen yet it for buses not seem to be a high political the transport industry take a longer term view, serious debate about the institutional options for priority? Perhaps, the root cause of the coupling commercial objectives with a more the development, maintenance, operation and problem is that the decision makers never strategic view about partnering with local funding of at least the strategic road network. use buses apart perhaps from in London and authorities. These entrants are all public sector – Edinburgh, where services are much better, European public sector – so it could be said they My colleague Stephen Glaister at the RAC and are therefore unable to empathise with can afford to take a longer term view. But they Foundation has stimulated debate with a the concerns of bus users.

Scottish Transport Review Issue 49, 2010 10 NEWS UPDATE

Scottish Transport in the News What the Papers Say

AVIATION Funding issues are affecting the ability to continued land safeguards for the rail route into continue the summer pilot passenger-only Glasgow Airport. Edinburgh Airport’s £40m new departure service from Tayvallich to Craighouse on Jura. lounge and security hall opened in July. The Alloa-Kincardine line residents have again airport saw a 0.6% rise in July traffic and The tenth anniversary of the reopening of the complained at poor compensation for added now has almost 25% more passengers than Union Canal (Edinburgh-Falkirk Wheel) has been noise from night freight compared to more Glasgow. Usage continues to fall at Glasgow celebrated with a cavalcade of leisure boats. generous treatment on the reopened Airdrie- and Aberdeen though a rise in traffic to Europe Bathgate line. has partly compensated for falls in domestic UK traffic. Ryanair has withdrawn services from RAIL RMT has ended strike action opposing staffing Prestwick to Belfast City and is concentrating plans for Airdrie-Edinburgh route. on lucrative mainland European routes served Rail passenger trips in Britain were up 5% in the mainly from Edinburgh. first half of 2010. Growth in Scotland was more British Transport Police are stepping up efforts to subdued but Anglo-Scottish travel is up. This ensure observance of level crossing regulations in Budget carrier Jet2, based at Leeds/Bradford, was partly due to aviation disruption but rail’s Scotland. is extending to Glasgow Airport and will fly to market share between Glasgow and London nine destinations all year round , creating 150 has risen from 12% in 2008 to 21% in June 2010. jobs. Flybe is considering a direct Glasgow-Paris Between 2006 and 2009, rail travel on routes BUS, TRAM & TAXI route. Despite many objections, Edinburgh competing with the 10 most popular domestic Airport is to introduce a £1 ‘kiss and fly’ charge. air services rose 31% while domestic air travel Edinburgh tram project delays continue and no fell by 20%. agreement has been reached in the dispute with Almost 30% of passengers now use bus access at the main contractor Bilfinger Berger. To prevent Edinburgh airport compared to 47% using cars The first of the new electric trains for Glasgow- costly delays to peak tram services, Edinburgh (6% being hire cars) and 24% taxis. Clyde Coast and Edinburgh-North Berwick City Council is insisting that Shandwick Place must services have arrived and will enter regular be closed to general vehicular movement once Legal decisions have confirmed that BAA must service over the next six months. trams come into operation. sell either Edinburgh or Glasgow Airports. Edinburgh is set to become the fifth busiest The new electric service of 4 trains per hour The Scottish Government is consulting on British airport in 2011, displacing Luton and between Edinburgh and Glasgow via Bathgate proposals to allow Edinburgh and Aberdeen City coming after the three major London area and Airdrie will start as scheduled in December. Councils to takeover bus lane enforcement. airports and Manchester. Two services will be semi-express running through to Milngavie and two running to Permission has been given for a pilot scheme Data for Edinburgh shows a 3.5% year-on- Helensburgh will serve all stops between for hard shoulder bus operation on the M77 year rise in airport passengers in October. By Edinburgh and Glasgow. approaches to Glasgow. contrast, passengers through Glasgow fell 7.4% and 5% through Aberdeen. Apart from 1 train per day, through services Renewed emphasis has been placed on the need from Glasgow to London Kings Cross will end to have smartcard integrated ticketing in place next year but may be replaced by new timetables before the Commonwealth Games in Glasgow in FERRIES & SHIPPING providing hourly services from Glasgow Central 2014, SPT has taken the first step by ordering new to Edinburgh via Motherwell and running ticketing equipment for the Subway compatible Following the DFDS takeover of Norfolkline, through to Leeds or points south. The Scottish with wider use in other parts of Scotland. the Rosyth-Zeebrugge ferry is to be freight only Government is seeking to retain more through from mid-December, with two freight ferries services to London, including those operating Stagecoach gained the main contract for the sailing 4 times a week rather than the current from Aberdeen and Inverness. provision of transport for the September Papal three sailings. Passenger volumes over the year Visit to Glasgow. had been insufficient and could be handled on Three companies – BAM, ICMD and New the existing DFDS Newcastle-Amsterdam service. Borders Rail -have been short-listed to build and SPT is collaborating with Ayrshire Councils and maintain the rail route to the central Borders the NHS in providing a shared service for DRT CalMac ferry breakdowns have affected service under a contract approved in 2011 with opening scheduling with improved utilisation of vehicles quality to Barra and produced pleas for more in 2014. and staff. vessels able to interchange between the Clyde and the western seaboard. A not-for-profit company is Scottish Labour leader Iain Gray has promised to Citylink has introduced non-stop ‘Gold’ coaches being considered to speed up new vessel delivery restore GARL to the rail programme if elected on the Glasgow-Aberdeen route along with by being in a position to borrow private funds. next May while SNP-led Renfrewshire is seeking snacks, wi-fi and leather seats with higher fares

Scottish Transport Review Issue 49, 2010 NEWS UPDATE 11

than on Megabus routes but aimed at business Tenders have now been invited for all three £6.5m has been lost in Glasgow over 4 years travellers presently using cars or rail. A Glasgow- elements in the Forth crossing package – the in enforcing parking tickets whereas, over the Aviemore-Inverness route may be added. crossing itself (£0.9 to £1.2bn, M9 approach same period, Edinburgh had a surplus of £8.2m road improvements (c. £50m) and intelligent plus almost £1m a year from speed cameras. East Lothian Council is revising the ‘Gaberlunzie’ traffic management (c £20m). Other loss-making councils include South rural dial-a-ride service due to high costs per Lanarkshire and Perth and Kinross with many passenger carried. The Council plans to cut bus Urban M74 construction is proceeding apace others still very reluctant to impose parking support from £900,000 to £600,000 a year. with opening now likely by late spring 2011, 9 charges and efficient collection systems. months ahead of time. 82% of survey respondents were satisfied with facilities at the six bus park and ride sites around A9 dualling is to be extended for 3.2 km WALKING & CYCLING Edinburgh. But the Straiton site has suffered from north of Crubenmore (£10.4m). an invasion of gypsy caravans. Glasgow City Council has set up car exclusion Landslides have again affected the A83 north zones around two primary schools as part of Lothian Buses have made a partial restoration of of Rest and be Thankful. efforts to encourage walking to school. night buses withdrawn due to low usage between Sundays and Thursdays. Following a fine for early Aberdeenshire Council is looking for an Transport Minister Stewart Stevenson has running, Lothian Buses have installed buzzers to easing of the Council Tax freeze to help opened the 4 km Kincardine-Culross cycleway warn drivers that they are running early. finance the local authority share of the and announced £4m of funding towards traffic Aberdeen Western Peripheral Route. free routes through central Glasgow. Based on SPT and Glasgow City Council evidence, the Traffic Commissioner has found First, Arriva The Edinburgh Car Club now has 3,000 Dumfries has launched a self-service bike-hire West and S&A coaches guilty of blocking bus members and Glasgow City Council has scheme with Scottish Government funds. 30 stops to thwart rivals and of causing congestion signed up for creation of a Car Club. cycles will be available for hire. by picking up and dropping off passengers outwith their allocated stops. Road chiefs in Scottish councils have again The Scottish Government has published a stressed the need for major road repairs Cycling Action Plan including £2.5m of new Budget cuts are causing some local authorities to to overcome a rising backlog. Pothole funding. restrict free travel on school buses. Parents have claims have risen after the severe winter. expressed safety fears while also arguing that the Edinburgh is to cut road maintenance spend Edinburgh Council plans to get more staff using action will increase car trips to school. by 25%. COSLA claims that extra repairs are bikes and other sustainable modes have led to not affordable but is seeking a reallocation a 10% fall in staff cycling, an 8% rise in bus use Greenock-based bus operator McGills, also the of some trunk road maintenance funding and a 25% rise in car-sharing. main operator of Glasgow Airport taxis, has been towards local roads. Highland Council is fined £60,000 by the Traffic Commissioner for considering reductions in street lighting as lapses in failing to stick to timetables. part of planned cuts. LAND USE AND TRANSPORT

Strathclyde Police have dropped former Applecross now has the first open-all-hours Glasgow City Council is planning to use TIF objections to taxi licences to Network Private Hire unmanned filling station in Scotland with (tax increment finance) to make viable a major on the grounds that all previous criminal links payment by credit cards. Volunteers carry out expansion of the city centre Buchanan Galleries have been severed. administration for this community venture. shopping complex. Former plans to move multi-storey parking for the Galleries to above Edinburgh has become the first council in Buchanan Bus Station have been dropped in ROADS & PARKING Scotland to levy higher resident parking favour of multi-storey parking on a Network charges on larger, gas-guzzling vehicles. Rail site on the east side of Queen St station. The ongoing National Travel Survey has shown The council has also introduced payment for a decline in passenger miles per head in Britain meter parking via mobile phones. The new Larbert Hospital, replacing hospitals for the fourth consecutive year. Average miles in Falkirk and Stirling has been completed per head are down from 7,208 in 2005 to 6,775 The UK government decision to end support on a greenfield site. This has attracted some in 2009 with a 9% fall in commuting trips and a for speed cameras has sparked considerable commercial bus services but much higher car lesser fall in shopping trips and visits to friends debate with the balance of view, even among mode share is expected due to the nature of at home. Road traffic data confirms a similar motorists, that discouragements for speeding the location. trend with falls in passenger miles by car in are important for road safety. East Lothian is both Scotland and England. Overall road traffic to introduce mobile cameras on rural roads in Work has stared on the £110m Scottish National is down in 2009/10 but light van and, to a lesser an effort to crack down on excessive speeds Arena extension to the SECC in Glasgow. Car degree, HGV movement has shown a rise since while lollipop personnel are to be issued parking is being reduced and the site is served 2005. Since external travel is omitted from the with head cameras in efforts to catch both by rail and the planned BusFastlink from NTS, this obscures a continued rise in passenger inconsiderate drivers approaching school the city centre to the new Transport Museum. miles by air by British residents and visitors. crossings at speed.

Scottish Transport Review Issue 49, 2010 12 NEWS UPDATE

Transport Priorities in the West of Scotland Tom Hart summarises some of the views from the transport summit in September 2010

AIR Delivery requests were still concentrated between 8 and 10 am and work remained to There was general agreement that a revival of be done on encouraging freight operators, the former Air Route Development Grant (subject users and local authorities to develop delivery to EU approval) could help establish a larger partnerships, easing night curfews where number of direct overseas services at Glasgow possible and reviewing policy on parking Airport which could improve international fines and street loading/unloading bays. business perceptions of the west of Scotland as a location and also encourage growth of in-tourism through Glasgow. Some eastward European ROADS & PASSENGER TRANSPORT flights were likely to operate via Edinburgh but rail links to both Glasgow and Edinburgh could Better public transport had a particular help airport access with Glasgow also aided by role to play in and around cities where completion of the urban M74. population and employment was growing and contributing to increased problems of congestion. Greater use of public transport MARITIME could be crucial in meeting labour market needs without high costs. Scottish ports were considered to be in good condition but continued to suffer from a larger The current state of the economy required a volume of exports than direct imports and sharper focus on cost-effective schemes giving ‘legacies’ of existing trading patterns which good value. Emphasis was put was expanded tended to perpetuate road and rail hauls to park and ride on the edges of cities and at and from English ports rather than direct sea more distant locations, improved frequency, feeders to continental hubs for world trade. reliable and reduced rail and bus trip times, Taxis and the relationship with other demand smart multi-modal ticketing, more and better responsive transport and with scheduled There were major issues affecting internal quality buses and trains, and marketing. services deserved more attention. ferries – including high subsidies and an urgent need for ship replacement and harbour There was support for an M8 upgrade to 3 Integration of rail, bus and road policies upgrades. CMAL pointed to the all-weather lanes throughout. (including pricing) could yield gains for the advantages of larger ships on exposed routes west of Scotland economy and quality of and was making progress towards lower fuel There was a strong case for a Bus Fastlink life. Fewer agencies did not necessarily mean and crewing costs in the latest designs. improvement on corridors such as that from centralisation at Scottish Government level. central Glasgow to the Southern General Mark Savelli of First Glasgow argued that the Western Ferries argued for greater innovation Hospital and Braehead. public sector could do more to cut risk for the with smaller ships, low crew requirements and private sector and thereby increase private much lower fuel costs. This could also offer There was strong support for Subway sector funding in partnership agreements. improved frequency and the ability for buses modernisation and for ongoing suburban Work on this was under way in Glasgow. to use vessels as part of through routes rather rail improvements as part of programmes than being tied to inconvenient interchange to replace ageing rolling stock and expand Transport Plans for the Commonwealth Games at ferry railheads. Route Development Grants, rail services. Many sought the restoration in Glasgow in 2014 were important. Funding rather than ongoing subsidy, were advocated. of GARL as part of a reduced ongoing would be restricted but the aim was 100% programme for transport investment. spectator access to the Games by fare-free There was also support for the benefits of public transport or active modes. Though the FREIGHT a phased approach to higher-speed rail not physical legacy would be small, a greater and only linking Glasgow with London but also lasting impact was expected from the impetus For the most part, Scotland did not have serious offering improved links and frequencies to to changes in travel behaviour. problems from existing and potential conflicts other major English cities and to Edinburgh, between passenger and freight use of the Aberdeen and Inverness. Better marketing of public transport was road and rail network but this was a bigger needed for tourist and visitor use. issue in England which required attention. Many supported a shift from the trunk road There were localised problems of congestion programme to greater spending on local There was scope for riverbus services linking and unreliability which detracted from the authority roads, including maintenance, lesser Govan and other locations with the new efficiency of freight movement. improvements and demand management. Transport Museum and SECC.

Scottish Transport Review Issue 49, 2010 RESEARCH UPDATE 13

Using PTP to improve health: evidence from Dundee Caley McDowall – JMP

In the current public policy and economic health and transport sectors in order to Participants have told us that they have noticed climate, transport planning professionals influence travel and lifestyle choices. Work is the benefits of being more active, essential if must work hard to justify the outcomes from still continuing, however the PTP programme changes are to be sustained. More than two- transport investment. Whilst we understand, can report a number of highly encouraging thirds of all the people who increased their and have long been able to demonstrate, interim outcomes. activity have said they feel better as a result, the economic and environmental benefits with reported benefits to both physical health of transport decisions, the links with health What’s been achieved? (such as losing weight and feeling fitter) and have not been so well developed. Since August 2009, more than 3,400 households mental wellbeing (such as sleeping better and have received personalised active travel advice feeling less stressed). However, it is well recognised that the at their doorstep and over 1,000 people have increasing use of sedentary transport modes participated through community events, is a key contributor to less active lifestyles, workplaces and universities. Some examples of feedback received are: which in turn exacerbate a range of chronic health problems. However, active travel Approximately 500 participants completed “My asthma seems to be clearer and I’ve choices are identified as one of the most an aftercare survey by phone around three lost weight” effective means to enable people to increase weeks after the initial engagement. physical activity in their day to day lives. “Walking to and from work helps to get This revealed that: you ready for the day ahead and releases JMP has recently delivered a Personalised tensions for going home to family life” Travel Planning (PTP) project in Dundee. As • Over 40% of all the individuals part of the Smarter Choices, Smarter Places- participating report that they have “It’s good for you and it gets you outside. funded Dundee Travel Active programme, increased activity as a result of the It’s relaxing and is better than sitting in this is the UK’s first large-scale PTP initiative information and advice they were given. the house being bored; you can walk and focussed on active travel and active lifestyles Over half of these say that other people see everything that is around you” with a specific health improvement objective. living in their household have also increased their activity. “I see more people walking past my The initiative encourages walking, cycling • The amount of increased activity is enough window and out and about, and I think and use of public transport (in recognition of to make a significant contribution to many that’s due to Dundee Travel Active. its role in helping people get more activity) as individuals’ health: the average reported Sometimes you just need that push to say a replacement for sedentary modes. increase was more than 20 minutes per go on, you can do it!” person per day. The PTP programme has been supported by a • In contrast with many activity-promoting co-ordinated package of measures including projects, which frequently exacerbate those: health inequalities, people in poor health In conclusion have shown a slightly higher propensity to The experience from Dundee shows the • to enable a change in travel behaviour increase activity following our interventions contribution that PTP can make to public health (such as adult cycle training and (47% of people that describe their own outcomes. community bike loan scheme); health as ‘not good’ have reported • to improve active travel infrastructure exercising more, compared to 43% in ‘fair’ In the current economic climate, significant (streetscape, lighting and network health and 42% in ‘good’ health). changes to active travel infrastructure in our enhancements); and • The change is sustained over a period urban environment will be rare, however PTP • to improve information (including new for most people: a separate survey of can help to encourage greater uptake of active printed and web-based guides to walking found that three-quarters of individuals and sustainable modes by changing peoples’ and cycling routes). reported that they had maintained the perceptions of their local environment, mostly initial increase between four and six by providing greater awareness of what is on The PTP programme has targeted 13,500 months after our initial intervention. offer in their local area. households in Dundee during 2009 and 2010 and has engaged with members of public in a It is worth noting that it appears that the project By demonstrating the links to health, there variety of other settings; including in schools, has had just as much success in encouraging are opportunities for mainstreaming PTP workplaces, universities, with members of people to be active in their leisure time as into local, regional and national transport, community groups and by attending local events. facilitating shifts in mode choice. Investigation of healthcare and land use planning policies and this aspect continues, but is potentially significant creating greater opportunities for sustained The work has drawn on a range of social for future consideration of how transport transport funding. marketing techniques adapted from both investment can contribute to health outcomes.

Scottish Transport Review Issue 49, 2010 14 Research and Innovation Update

What Transport Factors Make Good Places to Live? From Scottish Social Attitudes research by Susan Reid and John Curtice, Scotcen

The 2009 Scottish Social Attitudes survey improvements in public transport and to traffic local area, is also linked to feeling dissatisfied (SSA 2009) included 3 key questions about levels. People in low income households and in with the local area as a place to live. 39% of use of space: the most deprived areas were more likely than those who agreed or agreed strongly that it is those with higher incomes and in less deprived difficult for them to improve their area were • What are the key factors that people in areas to prioritise making their area more quiet dissatisfied with their area compared with Scotland think makes somewhere a good and peaceful, improvements to the cleanliness only 15% of those who disagreed or disagreed place to live? of the streets and improvement to the quality strongly. Those who feel disempowered to • What is the role of greenspace in particular of places for children to play. make changes to their local area were more in making somewhere a place people want likely to be young or old (rather than middle- to live? The majority of people in Scotland think that their aged), to have low levels of trust of others, • What is the relationship between area is either very good or quite good for cycling to be social renters and not to be qualified to perceptions of greenspace in the local (58%) with only 17% thinking it was either quite degree-level. area and health, subjective well-being and or very bad. A higher proportion, three-quarters, social trust? agreed that their local area is nice to walk around Access to local greenspace in, while 85% feel good about how easy their Previous research has shown that for people The survey involves about 1,500 interviews area is to get around on foot. to use their greenspace regularly they ideally annually, with respondents selected using need to live within a 5 minute walk of such random probability sampling to ensure that Below average levels of satisfaction with greenspace. SSA 2009 found that there was the results are robust and representative of the people’s local area as a place to live were indeed a strong association between distance Scottish population. The 2009 survey, which particularly associated with: to greenspace and how often people use it. It was conducted between April and September • Feeling that an area is not nice to walk showed that half of those who live less than a 5 2009, involved face-to-face interviews and a around in minute walk away from their local greenspace self-completion questionnaire. • Living in the most deprived 20% of areas visit it more than once a week, compared with • Having a household income in the lowest only 16% of those who live more than a 10 What do people think about 20% of incomes minute walk away. their local area? • Regular experience of graffiti and The general ambience of an area is of central vandalism in the local area SSA 2009 shows that two-thirds of importance to people in Scotland in making • Regular experience of noise from people do live within a 5 minute walk of somewhere a good place to live. 50% of people neighbours/parties in the local area their local green or open space. However, mentioned the area being ‘quiet and peaceful’ • Having a low level of trust in local people this varies between different types of areas. as either the first or second most important • Feeling bad about the availability of green In the most deprived areas of Scotland only feature in making somewhere a good place to and pleasant places to walk or sit locally. 53% live within a five minute walk from live. Other transport related factors mentioned green or open space compared with 67% by people were, availability of local services Feeling disempowered, unable to do of those living in the least deprived areas. (17%) and public transport (15%). anything about making improvements in the And just 53% of people in large urban areas

There was little consensus in terms of what people said was most in need of improvement in their local area. However, there was a tendency for people to prioritise the provision of services and factors relating to economic conditions: for example, 22% of people mentioned the availability of good jobs locally as either the first or second thing most in need of improvement. Factors relating to

greenspace or the ambience of the local area were less commonly mentioned as needing improvement.

There were clear differences in priorities for improvement locally by income and deprivation. People on higher incomes and in the least Perceptions of what is in most need of improvement in the local area (first choice, and first and second deprived areas were more likely to want to see choices combined)

Scottish Transport Review Issue 49, 2010 Research and Innovation Update 15

live within a 5 minute walk of greenspace compared with 87% of people in remote Enhancing the role of the Third Sector rural areas. Think tank Reform Scotland has published a review suggesting how barriers to a greater role Just over half of people in Scotland (52%) for the voluntary sector can be overcome. The report “Voluntary Power” affects community visit their local greenspace once aweek or transport and in particular transport for care services and recommends: more often but 15% never visit their local greenspace at all. Those who never visit • The role of the third sector in the provision of public services is extended by giving local their local greenspace were more likely to communities and people much greater control over the services they use. This would have no qualifications, live in flats, be social enable them to choose services that best meet their needs and foster a wider range of renters and live in the most deprived areas. providers which are the keys to higher standards. Over 3 times as many people in the most • The vital independence of the voluntary sector is maintained through clear and deprived areas of Scotland never visit their robust governance arrangements within third sector organisations, underpinned by local greenspace compared with people in transparency about where funding comes from and what it is for. the least deprived areas (29% compared • Public confidence in,and support for, the third sector is enhanced through the with 8%). encouragement of greater participation in voluntary activity. This would enable gapyear students, amongst others, to become involved in charity work at home, similar to work Does having access to they often undertake abroad. greenspace impact on • Scottish Government should seek to extend the take up of direct payments by removing quality of life? the barriers to greater take up, including bureaucracy and lack of awareness amongst Access to greenspace matters primarily, as local authority staff. it contributes to providing a safe, pleasant, • Proposed legislation on self-directed support extends eligibility for direct payments, for walkable and sociable environment for people. example by giving local authorities the power to provide payments to carers. SSA 2009 shows that quality of local greenspace is positively associated with self-reported The Scottish Government’s proposed Bill on self-directed support should enable Scottish health, overall life satisfaction, social trust and Ministers to bring forward future legislation extending self-directed support beyond social a sense of community cohesion, even after age, care as well as setting the parameters for combining social and health care plus other budgets income and area deprivation are taken into into one direct payment or individual budget. account. For example, 43% of people who are very satisfied with their local greenspace say The Scottish Government, in conjunction with councils and voluntary organisations, focuses on their health is very good compared with 26% of developing robust and objective means of measuring outcomes to enable better comparisons those who are neither satisfied or dissatisfied to be made of the effectiveness of services provided by local authorities and other bodies. or fairly or very dissatisfied.

Statistics Show Fall in Road Casualties

2009 figures show there were 15,013 reported road casualties, Age & Gender (575 or 4% fewer than 2008), the lowest since 1949. • Male road casualties fell by 5% (to 8,431 in 2009), with fatalities falling by 15 per cent (to 162). Males account for 75 per cent of Of which there were: all reported road fatalities. • 216 fatalities: 54 (or 20%) fewer than 2008; • Female road casualties fell by 2 per cent (to 6,576) with fatalities • 2,269 seriously injured: 301 (or 12%) fewer than 2008; falling by 32 per cent (to 54 in 2009). • 2,485 killed or seriously injured: 355 (or 13%) fewer than 2008; • 20 per cent (3,074) of all casualties were aged 16–22, of which • 12,528 slightly injured: 220 (or 2%) fewer than 2008. 1,838 were male (12% of all casualties) and 1,236 were female • 1,474 child casualties, 215 (13%) fewer than in 2008, including (8% of all casualties). 5 fatalities: 15 fewer deaths than in 2008. • There are currently 3 GB-wide national targets for casualty reductions by 2010– in all cases a larger reduction in casualties Mode has been achieved: • 9,559 car users injured (1% fewer than 2008); • 2,485 people were killed or seriously injured in 2009, 49 per cent including 116 fatalities (24% fewer than 2008). below the 1994-98 baseline average level (target of 40%) • 2,196 pedestrian casualties (15% fewer than 2008); • 257 children were killed or seriously injured in 2009: 69 per cent including 47 fatalities (22% fewer than 2008). below the 1994-98 average (target of 50%). • 1,017 motorcyclist casualties (2% fewer than 2008) ; • A 2008 slight casualty rate of 28.67 casualties per 100 million including 43 fatalities (9 more than 2008). vehicle kilometres (the latest available traffic volume estimate): • 803 pedal cyclist casualties (10% more than 2008); 38 per cent below the 1994-98 average (target of 10%) including 5 fatalities (4 fewer than 2008). • 471 bus and coach user casualties in 2009 (20 per cent Further information is available from Reported Road Casualties Scotland fewer than 2008). 2009 at http://www.scotland.gov.uk/stats/bulletins/00871

Scottish Transport Review Issue 49, 2010 16

Lessons For Scottish Railways From Japan William Murchison and John Yellowlees – FirstScotrail

Suburban and inter-city services With its long slender island-chain, high population density (127M people in 142,000 square miles) and string of big cities that continue to draw people from their rural hinterland, Japan is ideally suited to rail transport. The cities enjoy an intensive mix of suburban railways – including private lines that supplement their farebox income with returns from property investment – subways, trams and in Tokyo monorails, providing a seamless network that in the capital has included threading together underground and suburban lines so as to maximise through journey-opportunities. The iconic bull-nose has been replaced by ever more sleekly-elongated front ends. Ample luggage-space has been provided, and restrooms incorporate ‘Pushers’ to pack commuters into crowded trains seems to be a bit of an toilets in both the Japanese and Western styles. Airline-style seats can be urban myth, since they are a feature on only a couple of private networks. swung round to face direction of travel. On the original New Tokaido Line Many Tokyo citizens linger after work in town for enforced socialising operation is supremely slick, with the eight-each-way-hourly timetable with colleagues during which the real business can be done. First or Green having the fastest Nozomi trains overtaking slower Hikaris and Kodamas Class on some suburban lines offers a haven of air-conditioned peace and with such smoothness that customers in the latter notice scarcely any delay. quiet in double-decker cars. Tokyo benefits from having a single central station, with Shinkansen calling also at several suburban hubs for ease of interchange. Stations Tokyo suburban stations may appear functional and cluttered, but their Administration, economics and culture slightly unloved ambience is made more endearing by each station’s theme- Japanese Railways have been restructured into six regional operations. tune jingle that is played over the loudspeakers by guards to announce a Shinkansen trains now bear the traits of modern commercial pressures, the train’s arrival to his passengers. Stations also echo to the playing of recorded buffet cars having given way to trolleys offering tasty eki-ben tray meals, and birdsong, though it was unclear whether the purpose might be to recreate the high-backed 2 + 3 seating unaligned with windows that can be found on rural arcadia or to drive the birds away! Japanese generally seem more some trains in Economy Class prioritises safety and capacity over any relaxed tolerant than are most Europeans of smoking but more vigilant about enjoyment of the passing scenery. mobile phone use in public places. Despite these extensions at the periphery, journey times are once again Diesel or Electric perceived as uncompetitive with air, and a maglev is under development Starting with early steam locomotives supplied by overseas builders, Japanese that promises a Tokyo-Osaka journey time of just one hour. Journeys against railways have become largely electrified, with rural areas retaining pockets the flow of the Shinkansen network can be slow, and closures of little-used of Sprinter-type diesel operation. On the northern island of Hokkaido, the rural lines have begun as Japan copes with the greatest economic decline in pattern is however reversed, with Sapporo at the centre of a network of rural its post-war history – Japan Airways recently filed for bankruptcy and China routes worked by comfortable diesels and only the suburban core electrified. has overtaken Japan as the world’s second-largest economy. Sleeper services are provided on the longest routes linking Hokkaido with Tokyo and Osaka, and there is significant freight. The private despair of many citizens in this land of the fastest-falling birth- rate is reflected in a high suicide rate that takes its toll on rail operations. Almost the entire network was built to the narrow gauge of 3’6”, making The face-masks worn by many Japanese as a guard against swine flu seem to journey times increasingly uncompetitive with road and air. Therefore when bear testimony to their loss of faith in the twenty-first century. the Japanese Government came to consider a high-speed network as part of the country’s post-war reconstruction, they had no option but to push Japan remains both a visual delight and a world leader in the excellence of the new standard-gauge lines right through the heart of the cities. its universal customer service and traditional courtesy, with on-train staff turning round delightfully to bow as they head out of each carriage. The High speed rail Japanese Rail Pass valid on all mainline trains except Nozomis can be bought The first Shinkansen or bullet-train line was the New Tokaido, built for the before entering the country in 7, 14 or 21-day variants including a Green 1964 Olympics, which provided 210 kph running, reducing the journey-time Card that gives a week’s travel in First Class. between Tokyo and Osaka from 6.5 initially to 4 hours, then the following year to 3 hours 10 minutes and carrying 300M passengers by 1970. Conclusions Possible lessons from Japan for Scottish railways • The quest for ever higher speed is unrelenting • Interchange must be made easy between high-speed and local networks maybe we should make the audio environment • Britain has no monopoly on claustrophobic train interiors • Maybe we should make the audio environment of our stations more of our stations more interesting interesting • Disruption from events like suicides can be a threat to rail operations

Scottish Transport Review Issue 49, 2010