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A NEW ERA FOR URBAN TRANSPORT pteg becomes the Urban Transport Group

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01_UTC_2015_5_4.indd 5 04/01/2016 17:03 Building a better tomorrow, today

At Atkins, we work in partnership with our clients to shape the future of transportation. We create and deliver sustainable, innovative solutions to meet tomorrow’s urban transport challenges.

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03_UTG_2015.indd 2 04/01/2016 17:04 FOREWORD

Building a better BUILDING ON SUCCESS tomorrow, today am delighted to provide the foreword able to share its experience on smart ticketing, delivering to this publication marking the investment and, in light of the government’s Buses Bill, newly-named Urban Transport Group. contracting for bus services. At Atkins, we work in partnership with our I Almost ! ve decades have passed since " e Buses Bill is a reminder of how in many ways clients to shape the future of transportation. Parliament voted for the 1968 Transport transport policy has come full circle. " e visionary Act which led to the creation of the Passenger Transport principles of the Transport Act - in which responsibility We create and deliver sustainable, innovative Executives. It is a mark of the Passenger Transport for local transport is handed to regional authorities - is solutions to meet tomorrow’s urban transport Executives’ success in that time that Transport for at the forefront of political thinking today. Devolution of challenges. London has now joined the Urban Transport Group as a power and accountability to local areas, bus franchising full member. " e group’s seven strategic transport bodies and better partnership working, smart ticketing, the will serve upwards of 20 million people - an astonishing drive for greater e$ ciency and a fresh recognition of the number that will no doubt grow still further. value of investing in infrastructure: I hold these ideas One of the most admirable goals of the Urban with greater conviction because of how the PTEs have Transport Group is the pooling of knowledge and already shaped local transport for the better. experience among members. " ere are great di# erences I have no doubt that under its new name and with between the group’s seven strategic transport bodies, an increased membership, the Urban Transport Group but there are even greater similarities, including shared will continue to help shape our transport. For everyone challenges and opportunities. " ey include how to meet who travels on networks managed by ever-growing demand for transport, respond to greater Urban Transport Group members, urban density, tackle pollution and deliver greater safety. that will come as very good news. " e six longest-standing members of the group have a vast wealth of experience that will be readily available to Andrew Jones MP, and of great bene! t to London’s Parliamentary Under passengers. Likewise, Transport for London is a world- Secretary of State, leading pioneer in urban transport solutions, and will be Department for Transport

CONTENTS 4 If you want to invest in cities, invest in transport, says Dr Jon Lamonte, chair of the Urban Transport Group 6 'The sky's the limit in what we can achieve,' says Jonathan Bray, Director of the Urban Transport Group 13 10 Towards Devolution 2.0: Richard de Cani, MD of planning at TfL, offers a perspective from London 13 50 years of Passenger Transport Executives: Looking back on a 6 half century of change 4 www.atkinsglobal.com A NEW ERA FOR URBAN TRANSPORT | URBAN TRANSPORT GROUP | 3

03_UTG_2015.indd 3 04/01/2016 17:05 INTERVIEW

THE VOICE OF UK URBAN TRANSPORT

If you want to invest in cities, invest At the same time, promotion and in transport, says Dr Jon Lamonte, funding of walking and cycling and chair of the Urban Transport Group its integration with public transport became an increasingly important his month’s launch priority for Combined Authorities of the Urban and PTEs, partly due to greater Transport Group recognition of the associated health T represents more bene!ts. Lamonte now views it as than a rebrand of part of the day job for city regions. pteg (the Passenger Transport Overall he says metropolitan Executive Group). It demonstrates transport authorities have changed the signi!cance of changes over beyond recognition compared the past !ve years in transport to the PTEs of !ve years ago. “It’s responsibilities and governance in shi#ed from public transport to the UK’s major city regions. mobility, focusing on all modes of During that time the core task of A Metrolink calls at city centre’s new Exchange Square tram stop the metropolitan transport authorities has expanded from Urban Transport Group re%ects Transport] and nationally for developing passenger transport this evolution in the nature and positions it’s taken - like the services to creating holistic urban role of the city region transport importance of buses and making and regional transport systems bodies. "e intention is to provide the case for active travel and I which are at the heart of a wider a platform to promote and like to think it has been quite agenda to drive economic growth advocate investment in urban in%uential in retention of Bus and higher quality of life. transport services, operation and Service Operators Grant.” "is shi# could be seen in infrastructure, in%uence decisions Under the broader Urban the formation of the country’s on the structure of the transport Transport Group umbrella, he !rst Combined Authority in Jon Lamonte, chair of the Urban Transport industry and provide domestic sees opportunities to go further in in 2011 and Group and chief executive of TfGM and international networking and advocating city regions’ position its City Deal the following year, knowledge sharing opportunities. through broadening membership marking an initial step towards the transport and how we contribute “I think there is consensus now and creating stronger connections government’s current ‘devolution to the success of our city regions, about the power of investing in with other organisations. revolution’. "e changes included whether that be She$eld, cities,” says Lamonte. “Around 60% Domestically, he anticipates the creation of a new regional Newcastle or anywhere else.” of people live in cities, it’s where that the Urban Transport transport body. Greater Manchester Increasingly, Lamonte says the jobs are, it’s where most of Group will provide a collective PTE became Transport for Greater freight, logistics and air quality the economic growth is going to means of engaging and working Manchester with a remit beyond its are also becoming part of the be created. So there's a powerful with campaign groups such as traditional focus on bus and rail. city region transport authorities’ argument that if you want a Greener Journeys, Campaign for “We took on highways powers, core activities and links with new successful UK PLC, invest in cities Better Transport and Sustrans. urban tra$c control, and highways bodies such as Transport for the and if you want to invest in cities, Internationally, he sees opportunities forecasting analysis,” recalls North have given the shi# a trans- invest in transport. So having one to draw on global experience, Dr Jon Lamonte, chief executive regional perspective - for example, body that represents the single for example through the Urban of TfGM and chairman of the is taking the lead on voice of the UK in urban transport Transport Group’s membership of Urban Transport Group. Similar freight policy across the north. makes a lot of sense.” UITP, the international association developments followed in other "is aspect will gain momentum Lamonte views pteg’s work over of public transport. Lamonte is city regions. “A feature of every next year when Rail North receives the past decade as a strong basis to currently leading UITP’s position on devolution City Deal since then joint contract management powers build on. “pteg had a very strong the links between public transport has been some form of strategic over the new Northern and reputation, especially for research and health, and is enthusiastic highways function,” Lamonte TransPennine franchises. and advocacy,” he says. “It’s well about the di&erent perspectives that points out. "e transition pteg to the known in the [Department for experience provides (see panel).

4 | URBAN TRANSPORT GROUP | A NEW ERA FOR URBAN TRANSPORT

04-05_UTC_2015.indd 4 04/01/2016 17:06 says ... “we have made the point URBAN TRANSPORT 9 1 6 5 8 that a di"erent funding mechanism GROUP EXPANSION may be required but that’s not quite The launch of the Urban Transport where we have got to.” Group was marked by Transport for Further lobbying positions will London becoming a full member include making the case, during alongside the five metropolitan areas the current Shaw review, for the in the north of and Centro boundaries of Network Rail’s routes in the West Midlands. TfL was an associate member of pteg. to be aligned with the boundaries Urban Transport Group chair of emerging regional bodies such Dr Jon Lamonte anticipates that as Transport for the North and the broader remit and branding of Midlands Connect. “I think there the group compared to pteg will is a strong role for the Urban enable membership to be expanded. “We have already had interest from Transport Group to contribute others that may want to consider 3 2 4 10 7 around this whole devolution full membership and we would be agenda, where it makes sense, delighted to see that,” he says. Urban Transport Group full members: where it doesn’t and supporting Lamonte’s expectation is that 1 Combined Authority metropolitan authorities in what a broader membership would not 2 Transport for Greater Manchester only provide benefits for individual 3 Merseytravel they want to do,” Lamonte says. city regions but enable the Urban 4 Centro Looking to the future, Lamonte Transport Group to state its 5 PTE is optimistic that the right positions more powerfully. “I think 6 North East Combined Authority transport structures and policy the real benefit is that collectively we 7 Transport for London can argue for the power of cities, and Associate members: debates are emerging at national, we can do an awful lot more the more 8 City Council regional and subregional levels. city regions we join up,” he says. 9 Strathclyde Partnership for “I think it’s the most exciting “That’s where we really can make a Transport time in transport for decades,” he difference for metropolitan areas.” 10 West of England Local Authorities says. “We have new rail franchises that are transformational in their Speci!c areas of advocacy speci!cation, whereas only 10-12 will include continuing work years ago we were planning for undertaken by pteg to lobby decline. We have got a programme government for city regions to of change in bus, which, however gain e"ective powers to franchise that develops, is exciting, and bus services. Lamonte is looking o"ers opportunities and no doubt forward to the forthcoming Buses some problems to overcome along Bill containing provisions for city the way. We’ve got a longer term regions to determine the right road investment strategy and some solution for their area rather than feasibility studies that are starting having to go through the current to address the really long term “di#cult and arduous” Quality problems like the TransPennine Contract procedure if they view Tunnel, whereas we were looking One Bus Station (Credit: villorejo/Shutterstock.com) regulation as the answer. at year-to-year change. “$ere is no doubt one size does “So across the board we are URBAN TRANSPORT GROUP TO OFFER not !t all and there will be di"erent seeing massive new investment. ONE-STOP KNOWLEDGE PORTAL places with slightly di"erent aims We have got debates going on but there is a consensus that in airports, we have got huge One of the Urban Transport Group’s core objectives is to provide a platform local conditions require local investment in ports. So transport in for knowledge sharing, both domestic and international. The group’s chair, Jon Lamonte, says membership of UITP has provided perspectives that could determination,” he says ... “I think the round is really going places and potentially be transferred to the UK, in terms of service quality, meeting wider the strong continued commitment actually the emphasis that is now social and environmental objectives and efficient use of funding at a time of to deliver on that promise from coming through on climate change, significant reductions in central government grants. this government is in part down to on health, on active travel, the “I think the emphasis some of our European partners are placing on energy us making that case.” cycling revolution are all amazing efficiency in their metro and tram networks with regenerative braking is quite powerful and their attitude to collaborative procurement is perhaps A key issue related to franchising strides from where we were. something we should think about,” he says. He sees particular potential for the Urban Transport Group will be “And people recognise that reducing costs through authorities collaborating to procure standardised, taking forward is ensuring secure none of it is about transport being rather than bespoke, products and services. long term funding for bus services. an end in itself, it’s absolutely He adds that Transport for London’s membership of the Urban Transport Group could be especially relevant in informing expansion of smart ticketing “We have also made the about the economic growth of the in city regions, and Transport for the North’s agenda for a smart ticketing strong case that in order to make country and making people’s lives scheme covering the whole of the north. He also envisages TfL’s work in [franchising] work we need a long better. With that as a goal you can’t creating innovative means of financing schemes such as and the term funding solution,” Lamonte really go wrong.” Q Northern Line extension could potentially be adopted by other city regions.

A NEW ERA FOR URBAN TRANSPORT | URBAN TRANSPORT GROUP | 5

04-05_UTC_2015.indd 5 04/01/2016 17:05 INTERVIEW

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06-09_UTG_2015.indd 6 04/01/2016 17:07 ‘I’M PROUD OF WHAT WE HAVE ACHIEVED’

Jonathan Bray has steered pteg’s freight to ‘Total Transport’ (a name Support Unit and looks forward to invented by pteg to echo the ‘Total guiding the organisation into a new Football’ tactical theory pioneered era as the Urban Transport Group by the Dutch in the sixties and seventies), which is about sharing teg’s Support Unit resources to improve common goals was a perfect across healthcare, education and !t for Jonathan social services transport. P Bray. With a "e second role is o#ering a background in professional network to share good transport policy and campaigning, practice and to prevent “wheel the hallmark of his career has been reinvention”. By pooling resources a steadfast commitment to in areas such as passenger surveys sustainable and equitable transport. and concessionary fares expertise, Bray was one of the founders Bray believes that pteg has saved and co-ordinators of the campaign members a sum much greater than against the national road they spend on membership. programme in the early nineties "e third role is making the and later led the Save our Railways case. Here, for example, big strides campaign against rail privatisation. have been made on rail devolution, Bray had always believed that for which pteg has consistently Britain’s passenger transport campaigned. "e executives were doing a lot of good Electrics franchise was one of the work, but were not getting the !rst to transfer to local control, the recognition they deserved. So, in new Northern and TransPennine 2003, when the opportunity arose Express franchises are the most to join pteg’s newly-established recent. Support Unit, based in , it pteg members, with the help of seemed like a role that was tailor- their Support Unit, have made the made for him. He has now been case for buses too and Bray believes there for 12 years, taking on the there has been progress here, despite role of Director in 2008. deregulation leaving many of the “I’m really proud of what we’ve levers outside their control. achieved as a network and also “I think as a network we’ve been with the team here given that we’re very e#ective in dragging the buses relatively small,” he says. “We’ve from the margins of the transport achieved what was originally set debate and much closer to the out for us, which was to ensure that centre, and raising the game of the the city regions punch their weight [bus] industry in our city regions,” and that people have a much better he says. “"e kind of things they’re understanding of the challenges doing now, the kind of things they’re that the city regions face and the o#ering, were nowhere near the importance of getting integrated, bargaining table when we started.” quality public transport.” A new chapter has now begun. "e pteg network itself does pteg has become the Urban three things. Transport Group, an evolution "e !rst role is thought leadership. that re$ects what Bray believes is pteg set the agendas for a wide range the dawn of a new era for urban of debates ranging from urban transport. %

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06-09_UTG_2015.indd 7 04/01/2016 17:07 INTERVIEW

He has observed an important Other potential new members shi! in thinking in Whitehall are also welcome to join an – for the "rst time he believes organisation that will occupy that the value of modern, the urban transport policy space London-style, integrated transport for the UK, and act as a portal networks is recognised. And this between the UK and both Europe shi! in thinking has come at a and the wider world. #e Urban time when there is an unstoppable Transport Group will work momentum towards further closely with UITP, the Brussels- devolution of powers. based international association “People can see the link between of public transport, which Bray London’s runaway success and says has changed dramatically in growth and the fact that there is a relatively short space of time to a lot of investment going in to become a much more focussed ensure that it has a quality public organisation. It will raise issues transport system,” he says. that are important to the UK and #e launch of the Urban will in%uence EU policy, and assist Transport Group sees Transport with knowledge sharing. for London come on board as a #ere is much experience that full member (it was an associate UK cities can draw upon. Bray member of pteg). #ere’s clearly himself has been impressed by the much that this vast and globally approach taken to transport in respected organisation can o$er some Dutch cities, where there has the group, but Bray says it will been a strong emphasis placed on be a two-way street in terms of active travel (walking and cycling) exchanging good practice and and seamless integration between expertise. modes.

A SEASONED industrial relations threatening their successful, however. As campaign CAMPAIGNER existence. director for Save our Railways, Bray Bray decided to do something took centre stage in a high profile “I don’t like easy campaigns, in a about it. He got involved in Lambeth campaign against rail privatisation. way,” Jonathan Bray, Director of the Public Transport Group where he It was of course in the days before Urban Transport Group, explains. worked alongside John Stewart, the internet and social media, and “I don’t like campaigns where who now chairs the anti-Heathrow even before mobile phones, but the you’ve just got to say exactly what HACAN campaign. shoestring campaign generated a lot everyone else is saying. I prefer it The Lambeth group was about of media coverage. where there's something that I think trying to improve public transport Rail privatisation went ahead, is the right thing to do but it needs but he also got involved in some leaving Bray to muse on how an effective strategy to make the of the anti-roads campaigns of the different things might have been case and change the weather.” era, including proposals to dust if the government had decided to Transport has offered Bray a off plans from the seventies and privatise the Post Office first, instead variety of different campaigns turn London’s South Circular into a of the railways. that have each fulfilled this brief proper trunk route dual carriageway. However, he believes that Save over the past three decades, Jonathan Bray previously campaigned The schemes were dropped and our Railways helped to emphasise including campaigns against the for ALARM UK and Save our Railways public transport was the beneficiary to politicians the importance of rail 'Roads to Prosperity’ national road because, as his colleague John to the media, and ensured that they building programme, cuts to public And even when he moved to Stewart had forseen, if the road backed the industry with funds. transport and rail privatisation. London in the mid-eighties to schemes were halted then other “I think it demonstrated how But why transport? study Geography at the London forms of new transport capacity interested the media are in rail and “I did have a more geeky interest School of Economics it seemed like would have to be provided. how errors such as the South West in transport I suppose as I was public transport was under-valued. Later, with ALARM UK, Bray also Trains driver shortage - not that growing up, in railways in particular,” It was a time when public transport played a part in getting the national famous now but it was at the time - he admits, “but also I’ve always had was being run down in the capital, roads programme curtailed. will be punished politically.” a side of me that’s been motivated there was the King’s Cross fire and “Again that helped in a big by trying to change things that I there was even talk of shutting paradigm shift,” says Bray, THE URBAN see as wrong or stupid or greedy, or Underground stations (hard to “a recognition that you could no TRANSPORT where there’s a kind of lazy, outdated believe now). longer go down this road lobby view GROUP TEAM group-think.” “It seemed like public transport or seventies view that the main Growing up in Yeadon, close to wasn’t seen as the future, it was seen purpose of transport policy was to QJonathan Bray, Director Leeds- Airport, Bray recalls as the past,” he says … “Things were provide capacity for traffic and that QPedro Abrantes, Senior Economist his frustration at the limited bus at a pretty low ebb.” public transport was a kind of residual QRebecca Fuller, Policy and service timetable, especially in the Looking more widely, the railways service. I think that was a huge Research Manager evenings. He has memories of some also seemed to be in deep trouble, victory which hasn’t been reversed.” QSaila Acton, Office Manager very tortuous bus journeys. with the Serpell report and turbulent His next campaign was not so QTom Ellerton, Researcher

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06-09_UTG_2015.indd 8 04/01/2016 17:08 Nexus in Tyne & Wear has shown that this is a di$cult route to take. "e forthcoming Buses Bill is intended to o!er a simpler process for franchising, and he is con#dent that it will and that franchising will soon become a reality in UK cities. "e Urban Transport Group will also be able to take a broader view. Bray believes the new group will have the capacity to tackle issues that have perhaps previously been placed in the “too di$cult” box, such as air quality, taxis and highways. “"ere’s a sense that as technology speeds up, so does the speed with which all cities need to #nd ways of responding to these changes, he says. "e exponential expansion of the Uber taxi solution, he says, is the classic example of how things can change very quickly. He adds: “Given the scale of these challenges and the resources available, it’s much better to do that collectively than it is for each He’s also interested in some of deregulation was one of the pro#table managed decline is now city region, under all the pressures the work going on in German and biggest issues holding back public no longer acceptable,” he asserts. they are, to try and address these Austrian cities around developing transport in Britain (except He believes buses are now in changes individually.” the multi-media platforms that in London, where services are a good place and are now taken Looking forward, Bray is ensure that they are the centre of contracted out), and he says seriously by Whitehall. “"ey enthusiastic about the potential for an evolving mobility o!er, “rather that pteg succeeded in showing are de#nitely taken far, far more the Urban Transport Group. than some American corporation”. that buses are not going to be seriously than they ever have “With a new name, which is a “"ey seem quite determined a forgotten backwater, and that been in the past by national much clearer #t with what we do not to become a junior partner buses matter. government,” he says. and who we are, and with TfL on and I think that’s very interesting,” While Quality Contracts have "e 2008 Local Transport Act board, the sky’s the limit in what he says. never been employed, Bray believes opened the door to re-regulation we can achieve. And he also admires the that they have focussed the minds of buses via Quality Contracts, “And, more widely, we are stylishness of new of private operators. “A gentleman’s with pteg devoting a lot of work to now in a context where there is schemes in French cities, where agreement around quiet but highly this, but the recent experience of a consensus that having decent, value has been attached to making integrated high quality public a bold statement. transport is essential if cities are In the past he believes that going to perform, and also there is while it was interesting to observe a recognition that we need better what happened elsewhere in links between the cities, not just Europe, there was less that could North-South but also East-West.” be applied back at home. "at Bray believes that cities across has now changed, however, with the country could have integrated urban areas across the continent transport networks that “look and facing common challenges. And feel much more like London” in a the inclusion of bus franchising relatively short period of time. powers in a series of devolution He concludes: “It’s a genuinely deals agreed between city regions exciting time to take what we’ve and the Treasury could see the done forward with a bigger UK move towards a model of bus network that really will be the voice service provision that is increasingly of urban transport and be the space common across the Channel. Above (top): Centro’s way-finding signs in the West Midlands. Above: Sheffield’s tram-train. to discuss and resolve the transport Bray has always felt that bus (Credit: Paul J Martin/Shutterstock.com). Previous page: Merseyrail, a devolution model challenges that are ahead of us.” Q

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06-09_UTG_2015.indd 9 04/01/2016 17:08 TRANSPORT FOR LONDON

TOWARDS DEVOLUTION 2.0

As Transport for London joins the public transport and major roads Urban Transport Group, the man in London for the !rst time. in charge of planning London’s "is devolution package, which transport network considers what could be called ‘Devolution 1.0’, the future holds for London transport has delivered enormous bene!ts and the Urban Transport Group. for London and the wider UK Richard de Cani, Managing Director economy. of Planning at TfL Integrating the transport network and having the powerful he launch of the voice of an elected mayor for the Urban Transport city has allowed us to build the case Group is a for investment and deliver major T signi!cant infrastructure improvements - moment for starting the modernisation of the Britain’s cities. pteg and its Tube and getting on with Crossrail. members have worked for a long It also allowed for the development time to build a consensus for of innovations such as Oyster and investment in urban transport and, now contactless payment, and as long-term associate members, we a relentless focus on what our are now proud to be joining with customers and users want: a other urban transport authorities to world-class, reliable service and continue making that case. joined up information before and It is an exciting time for during journeys. anyone whose job is to keep But for too long, those same major cities across the country bene!ts have not been available working and growing. Urban to other cities. Passengers in other transport is at the forefront of the parts of the country too o#en face Waterloo Station is a prime chancellor’s devolution agenda, fragmented services, confusing example. Passenger numbers at and features prominently in ticket structures and a network the station have increased from 62 each and every devolution deal which simply does not join up. million in 2004/05 to 98 million in which has been signed. It’s at the "at’s why the push to devolve 2013/14. heart of the Northern Powerhouse powers to cities is so important. While we can’t control the and a key cog in the Midlands Giving cities the power and capacity growth in population, we do Engine for Growth. And when to plan their transport networks have a responsibility to ensure cities vote to elect their !rst mayors could unlock enormous economic that population growth drives in 2017, transport will be a key potential, as it has in London. productivity and economic campaign issue. In embracing devolution, we growth, and new citizens can But it isn’t just a domestic must recognise that cities across Above: Richard de Cani, MD of Planning access the jobs, training and issue. With more than half the the country operate in a di$erent at TfL. Above (top): Waterloo station leisure opportunities that keep the world’s population now living world to the late 1990s when national economy moving. in cities, the Urban Transport our devolution settlement was rate of population growth with "at requires e$ective integrated Group has a responsibility to devised. When we were created, ever tighter resources. London transport in cities, but also better work internationally to push the smartphones, hybrid cars and is today bigger than it has ever inter-city links which can drive boundaries of what we can achieve social media were yet to be been at 8.6 million people and by economic activity. Manchester - in Brussels, with UITP, the developed. Since then, each have 2030 it is forecast to be 10 million. and Leeds’ contribution to GDP international association of public helped change the way customers "at means it is growing at a rate is constrained by the speed and transport, and with other cities use our transport networks and equivalent to two full Tube trains frequency of the links between around the world. will continue to do so. of people a week. them, even though the distance We will bring our 15 years’ Technological developments Other cities are growing rapidly between them is shorter than experience of transport devolution o$er great opportunities, but cities too, which means that roads are London’s Central Line. to the table. In 2000 we were created also face new challenges. Key becoming more congested, stations We must now push the to bring together responsibility for amongst them is managing a rapid busier and trains and buses fuller. boundaries in ensuring that

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10-11_UTG_2015.indd 10 04/01/2016 17:09 IN NUMBERS $2.7bn Our cities compete internationally for investment and business. Other cities internationally have long-term funded plans to improve their transport networks. Paris has a funding package in place for infrastructure investment to 2030, adding an estimated $2.7bn a year to the French economy. 15% Sustained investment in transport infrastructure can save 15% of costs by enabling providers to work with their supply chain to find efficiencies. 8% TfL’s cost of revenue collection is down from 15% of revenue in 2006 to 8% today. With further uptake of contactless payment, it could be as little as 6% in 2020.

transport investment unlocks technology we have seen for infrastructure also directly supports housing and widens people’s the bene!t of their economies. jobs across the country: for 76m horizons, opening up new job Whether that is by putting example, our supply chain supports There are 76 million contactless cards in the UK, a 39% increase in opportunities. Collectively, we need open data to its best use in 60,000 jobs outside London. the last year. (UK Cards Association) to make the case for an upgraded communicating with customers, Our voice has never been Devolution 2.0. Devolution making sure today’s technologies stronger. Now is the time to packages for city regions need to such as smart-ticketing are de!ne everything we want from 61% give them the power to invest, implemented nationwide, or Devolution 2.0 and work together 61% of UK growth is generated by city regions. (City Growth innovate, and drive the national harnessing technologies of the as much as we can to deliver it. It Commission) economy. An upgraded devolution future, our cities will be at the must be honed by the city regions approach should base funding forefront of creating solutions on the frontline of implementing decisions on economic payback that work. Across the Urban devolution packages, who know 82% rather than commuter journey Transport Group, we should share how to make their local economies 82% of business leaders think the UK’s major cities are held times. It should give city regions the best ideas which could make thrive. We are ready to share our back by their lack of powers to the tools and powers to pull a di"erence, and work together to expertise, from smart-ticketing to make long term infrastructure plans together the packages to fund implement them quickly. technical advice on bus franchising - and that London and other major the developments they know will Finally, we need to make the case and !nancial management, to help cities should have more powers including to retain some of the unlock investment and growth. together for city transport driving turn devolution rhetoric into reality. tax revenues paid by a city to fund Fundamentally, it must recognise the national economy. A#er all, the $e launch of the Urban transport improvements. that investment is not a zero-sum bene!ts of investment do not stop Transport Group represents a new game: one city or region does not at the boundary of city regions: way of working which will help ‘win’ at the expense of others. investment bene!ts the country as shape our city regions for years to 2/3 Two-thirds of UK adults own a When it comes to innovation, a whole. Some 61% of UK growth come. We’re excited to be joining smartphone and more and more we must give cities and transport is generated by city regions, and as full members, and helping shape see their phone as the most authorities the power to use together we serve approximately what our cities can deliver under important device for going online. the massive developments in 20 million residents. Investment in devolution. Q (Ofcom, 2015)

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10-11_UTG_2015.indd 11 04/01/2016 17:09 Experts in intermodal, integrated and modern urban transport

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13-18_UTG_2015.inddRATP Dev Final.indd 1 12 16/12/201504/01/2016 11:4417:11 RETROSPECTIVE

Barbara Castle (left) was a hugely infl uential Transport Minister in the government of Harold Wilson (right), shaping legislation that created the PTEs (Credit: Trinity Mirror/Mirrorpix) 50 YEARS OF PTEs – A HALF CENTURY OF CHANGE

In 1966 the Wilson government in the economy and e" ciency of accountable with powers to plan # ey are tasked with creating local published the fi rst of three White the nation. # is is the cornerstone and provide integrated public accountability and setting policy Papers, placing transport at the in the re-evaluation of public transport networks. objectives implemented by their heart of Britain’s major urban transport at the heart of urban Each of these urban areas is respective Passenger Transport areas. It led to the creation of the policy. A further White Paper tasked with creating a master plan Executive (PTE). Passenger Transport Executives that in 1967 note the role of public for transport, running local bus # e process commences in steered transport provision in the transport in relieving congestion services and co-ordinating local rail the West Midlands on October 1, city regions and cutting pollution. services in the largest piece of non- 1969 with the remining PTAs/ ! nancial legislation since the war! PTEs following at roughly 1968 With Barbara Castle highly monthly intervals with the process 1966 # e White Papers lead to the successful in her role at the Ministry completed in Tyneside. October 1964 sees a Labour Transport Act of 1968. It provides of Transport, she moves to the Each PTE brings together the government elected, with legislation for the creation Employment brief as a result of her municipal bus operations of their Harold Wilson as Prime Minister. of passenger transport areas reputation as a troubleshooter. Her respective areas under a single His administration sees Barbara to improve public transport. successor, Richard Marsh, steers umbrella brand. Meanwhile, in a Castle handed the transport # ese are adopted by the four the Act through Parliament. boost to local rail services, Section brief in December 1965, a role largest conurbations outside 20 agreements as part of the Act see she held until April 1968. London - , Tyneside, 1969 operate local rail services In 1966 Castle publishes the West Midlands and South East # e 1968 Act is enacted, with that are speci! ed by the PTAs. ! rst of three White Papers that Lancashire North East Cheshire Passenger Transport Authorities In a bid to rejuvenate these emphasise the role of transport (SELNEC). Each would be locally (PTAs) formed in the four areas. networks, the new PTAs and $ www.ratpdev.co.uk A NEW ERA FOR URBAN TRANSPORT | URBAN TRANSPORT GROUP | 13

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PTEs begin to examine options for PTE areas are established in South improving their local networks. Yorkshire and West Yorkshire. Tyneside investigates options In Tyne & Wear, work for a light rapid transit network commences in Newcastle city to replace much of its run down centre on the Tyne & Wear Metro diesel-operated local rail network, light rail system. while Merseyside advocates a new underground ‘loop and 1975 link’ in the city centre to create a Local government reorganisation comprehensive electri!ed is enacted in Scotland. It sees the cross-conurbation network . creation of Strathclyde Regional Council with Greater Glasgow 1971 PTE taking on transport functions Tyneside PTA publishes "e across a huge area. "e PTE not Transport Plan for the 1980s. only co-ordinates local bus and 1 At its heart is a continental-style rail services, but ferry and air 1. The Tyne & Wear Metro system saw the integrated transport network connections too! construction of extensive infrastructure with a light rail system operating "e !rst prototype Metro train in order to link up parts of the existing rail through new tunnels under arrives in Tyne & Wear. It is the network with new tunnels and bridges 2. Continental-style integration of public Newcastle city centre. !rst modern light rail vehicle to transport, with interchanges at key In Manchester, SELNEC PTE have been manufactured in the UK stations was at the heart of the Metro (South East Lancashire North East and the PTE opens a special test 3. Rolling stock for the system was built Cheshire), advocates the ‘Picc-Vic’ track in North Tyneside to put the by Metro-Cammell in Birmingham and based on a German design. They were the project, a new cross-city heavy rolling stock through its paces and first modern light rail vehicles to be built rail tunnel, linking Piccadilly and test construction methods. 2 in the UK Victoria stations. 1976 1973 Di$erences between Tyne & Wear "e Greater Glasgow region PTE, British Rail and the rail becomes the !#h PTE/PTA area unions about who should own on June 1, 1973. and run the Tyne & Wear Metro "e Tyneside Metropolitan system lead Transport Minister Railway Bill gains statutory approval Bill Rodgers to threaten to axe and receives Royal Assent in July the system unless an agreement is 1973. Funding for the project is reached. "e issues are resolved received from a government grant with Tyne & Wear County Council covering 75% of the cost. However, committing signi!cant capital the Conservative government investment in the project. of Ted Heath rejects SELNEC’s South Yorkshire begins pursuing 3 application for grant funding for a low fares policy for its local bus the Picc-Vic project. network. It is anticipated that could be introduced. It leads to a from Walton to and with fares frozen, there will come trial of an articulated bus destined Liverpool Central to Garston. 1974 a point where it will cost more to for a Swiss operator. "e Birmingham Cross-City "e Local Government Act of 1972 collect fares than to take them, Glasgow’s Subway closes for line opens. "e £7.4m project reorganises local government, leading to completely free travel. a three year period in order to consolidates rail services into creating the six Metropolitan facilitate a complete modernisation Birmingham from the north Counties, which come into being 1977 of the system with new rolling and south into a single line. It on April 1, 1974. "e legislation Unable to secure funding from stock and upgraded track and sees three new stations on the abolishes the PTAs with their government, Greater Manchester station facilities. route opened and several others functions taken on by the new County Council drops plans Meanwhile, PTEs continue to signi!cantly upgraded. Metropolitan County Councils. for the Picc-Vic tunnel and invest in new or upgraded bus "e existing West Midlands Merseyside drops plans for an stations and interchanges. In West 1979 PTE area is expanded to take in expanded Merseyrail network. Yorkshire a new bus station opens South Yorkshire PTE introduces Coventry, while Tyneside gains "ere is some good news for adjacent to Bradford Exchange Britain’s !rst articulated buses on Sunderland, becoming Tyne & Merseyside though, with the railway station, linking buses and the free ‘’ city centre Wear PTE in the process. SELNEC cross-city link tunnel opening trains in a covered environment. service in She%eld following becomes Greater Manchester PTE. under . dispensation from the Department Merseyside PTE expands by taking South Yorkshire PTE identi!es 1978 of Transport. on transport responsibilities in a number of corridors where "e Merseyrail network expands "e Argyle Line is opened as a and St Helens. Two new continental-style articulated buses with the electri!cation of services joint venture between Strathclyde

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13-18_UTG_2015.indd 14 04/01/2016 17:11 government White Paper ‘Streamlining the Cities’, proposes abolishing the Metropolitan County Councils and the Council. West Yorkshire introduces a $at o%-peak 30p bus fare across the county. !is is extended to local rail services in 1984. South Yorkshire PTE’s Segregated Passenger Transport Systems team recommends that the County Council develops plans for a modern tramway system 4 centered on She&eld.

4. The PTEs brought together the 1984 municipal bus operations in their areas as a single network (Credit: Trevor Whelan) !e "nal section of the initial 5. Greater Manchester had high hopes for Tyne & Wear Metro opens, its Picc-Vic project across the city centre 6. The Queen takes a trip on the Merseyrail creating a 55km network. In its extension to Kirkby in 1978 "rst year of full operation there are 7. South Yorkshire PTE introduced the more than 60 million passenger bendybus to Britain (Credit: Kevin Lane) journeys, con"rming Metro’s 8. It also trialled trolleybus technology for a planned system in potential as the mainstay of a fully 5 (Credit: DM Gauden) 6 integrated public transport system. Transport Secretary Nicholas Ridley publishes his White Paper on buses in July. It proposes deregulation of the bus industry and privatisation of the National Bus Company. A Rail Study Group, composed of o&cials from British Rail, Greater Manchester County Council and GMPTE formally endorses proposals for a light rail system in Greater Manchester. It proposes a phased approach to 7 8 create a 100km network. South Yorkshire PTE deposits PTE and British Rail. It creates joint planning committee to look programme that sees 18 new a Bill in November seeking a cross-Glasgow rail route using at light rail options as a means stations opened over the next powers to operate trolleybuses on disused infrastructure. !is of solving growing congestion 10 years. speci"c routes in Doncaster and includes re-opening Glasgow issues. !e subsequent report, South Yorkshire PTE’s planning Rotherham and general powers for Central’s low level station, which published in 1984, advocates a section estimates that the cost the whole of South Yorkshire. closed to passengers in 1964. network of 10 lines which would of collecting bus fares will equal be predominantly street running, revenue by 1987/88. !e PTE 1985 1980 but with underground sections in begins examining how a free fares !e Local Government Act In August the "rst section of the Birmingham city centre. policy could be introduced. 1985 abolishes the Metropolitan Tyne & Wear Metro opens. It is County Councils and the Greater the "rst UK railway to be fully 1982 1983 London Council from March 31, accessible to those with disabilities. GMPTE concludes that a light rail Merseyrail’s Northern line 1986. Governance of the PTEs system is the cheapest solution for is extended from Garston to moves to newly recreated PTAs 1981 improving public transport. !e Hunts Cross. comprised of elected members In West Yorkshire, Metro achieves network would either replace or !e Transport Act 1983 gives from districts. consolidated fare scales for bus complement existing under-used the Secretary of State power to lay !e Transport Act 1985 receives services in West Yorkshire a#er six heavy railways. down limits on public transport Royal Assent on October 30. It years’ work. Fitzwilliam station opens revenue support that can be paid calls for the UK bus market to West Midlands County Council in West Yorkshire. !is marks in London and Metropolitan be deregulated with the break- and West Midlands PTE form a the start of a station-opening Counties. Meanwhile, a up and privatisation of the ➢

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National Bus Company. !e PTE operating on a short stretch of the disused trackbed of the former funding package for She$eld’s and municipal bus operations are freight only heavy railway in Snow Hill to Wolverhampton Low Supertram. Contributions required to be reconstituted as Greater Manchester. Level line. come from the Meadowhall ‘arm’s length’ enterprises. Elsewhere in Greater Metro, the West Yorkshire PTE, Centre, She$eld Development !e Act also sees the Manchester, Crescent sells its bus operation, Yorkshire Corporation, She$eld City continental-style integrated railway station opens to the public. Rider, to its management. Council and the European network in Tyne & Wear scrapped It facilitates the opening of the Regional Development Fund. and the low fares policy pursued in Windsor Link the following year, 1989 SPT and British Rail reopen the South Yorkshire ended. allowing trains from north west !e tender to design, build and line between Shields Junction and !e South Yorkshire Light of Manchester to be diverted to operate the Manchester Metrolink Paisley Canal station, restoring Rail Transit Bill is deposited in Piccadilly station. system is awarded to Greater services to Glasgow. Parliament in November. Birmingham’s Snow Hill Manchester Metrolink Limited sstation reopens in October, 20 (GMML) on September 27, 1991 1986 years a"er its closure as part of a consortium whose shareholders Extension of the Tyne & Wear !e sale of the NBC subsidiaries the Beeching cuts. Local services includes GEC Alsthom, Metro to Newcastle Airport. It commences in July and bus to Leamington Spa and Stratford- John Mowlem plc, Amec plc creates the shortest journey time services are deregulated on upon-Avon initially use the station and GM Buses. It is rati#ed by by public transport between an October 26, 1986. Prior to this, with Network South East restoring Transport Minister Michael airport and a city centre in Britain. the bus operating interests of the limited-stop services to London Portillo on October 24. Transport Minister Roger PTEs are passed to ‘arm’s length’ in 1993. Tyne & Wear PTE sells Busways, Freeman launches construction of companies. its ‘arm’s length’ bus operation, to South Yorkshire Supertram on 16 1988 its employees. September. 1987 Authority to construct Phase 1 of Bus operator West Midlands In July, the government announces Metrolink is granted in January 1990 Travel is sold to its employees. that GMPTE’s Metrolink proposals 1988 with the passing of the !e Scott Hall Road guided must involve private sector capital, Greater Manchester (Light Rapid busway corridor opens in Leeds. 1992 with a transfer of risk, in addition Transit System) Act 1988. Construction of the on-street On 6 April 1992 Metrolink services to meeting other conditions. West Midlands PTA announces sections of Metrolink begins and between Bury and Victoria begin. GMPTE hosts a public plans for a light rail network, GMPTE acquires legal authority !e central section between demonstration of light rail named Midland Metro, with to construct a Metrolink route to Victoria and G-Mex opens on 27 technology over two weekends. up to 15 lines. !e #rst would Salford Quays. April. Services between G-Mex It involves a newly delivered be between Birmingham and Transport Minister Roger and Altrincham begin on 15 June, vehicle Wolverhampton, using much of Freeman announces a £240m with Piccadilly following on 20

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1. The Queen opens Manchester's Metrolink system (Credit: Trinity/MirrorPix) 2. The initial system linked Bury with Altrincham via the city centre 3. The success of Metrolink was emulated elsewhere, including in the West Midlands 4. Electrification of the led to significant improvements to rail services 5. West Yorkshire pioneered guided busway technology (Credit: Photofusion Picture Library) 2 3 4

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13-18_UTG_2015.indd 16 04/01/2016 17:12 July. "e Queen o$cially opens the Wharfedale lines in West Yorkshire and Sunderland is shared with & Works Act application for a network on 17 July 1992. is completed, signi!cantly the heavy rail network, mixing single light rail corridor, the !rst improving services on these routes. heavy and light rail services on of three planned routes, between 1993 the network for the the centre of Liverpool and Kirkby. South Yorkshire Transport is sold 1999 !rst time. It is hoped that construction of by South Yorkshire PTE to its "e !rst section of the Metrolink Merseytram could commence the employees. extension to Salford Quays and 2003 following year. Competition concerns see Eccles opens. "e PTEs, under the umbrella of GM Buses split into two separate "e Midland Metro light rail the Passenger Transport Executive 2005 companies - GM Buses North and service opens to the public in May. Group, create the pteg Support Unit Metro and South Yorkshire PTE GM Buses South. Both businesses to focus the activities of the PTEs. launch their yournextbus real-time are sold to their management 2000 An annual business plan sets passenger information service in teams in 1994. Merseybus is sold "e Transport Act 2000 requires out pteg’s priorities and presents September. by Merseytravel to its employees. PTEs to produce Local Transport clearly de!ned targets. pteg shares Rising costs see the government Meanwhile, the Merseyrail Plans. GMPTE advocates a third good practice through specialist withdraw support for the Leeds network is expanded to Chester phase of Metrolink expansion with sub-groups, which draw on Supertram and Merseytram with a further extension to four new lines linking expertise from across the network schemes. West Yorkshire is Ellesmere Port opening in 1994. and , East Manchester, of PTEs. It also publishes good urged to consider cheaper, South Manchester and Manchester practice guides, and promotes the bus-based alternatives. It leads 1994 Airport. It argues for funding for discussion of policy issues relevant to the development of the New "e !rst section of South Yorkshire all four lines to be included in this to PTEs. Generation Transport scheme, a Supertram between Meadowhall third phase, terming it a ‘big bang’ trolleybus corridor connecting the and Commercial Street opens on expansion. 2004 north and south of the city. 21st March. "e remainder of the "e full Eccles extension of In July Transport Secretary Alistair system opens between then and Metrolink opens on 21 July, 2000. Darling withdraws funding for the 2006 late 1995. In West Yorkshire, third phase of Metrolink due to Following extensive negotiations, station reopens to the public a%er rising costs. However, following a Transport Secretary Douglas 1995 30 years of closure. high-pro!le campaign and lobbying Alexander approves funding Consortium Altram wins the exercise by local politicians and for expansion of Metrolink to contract to construct the Midland 2002 media, funding is reinstated with Oldham, Rochdale and East Metro. Construction commences Extension of the Tyne & Wear a cap on any further contributions Manchester, plus renewal of track in November. Metro to Sunderland at a cost of from government. on the existing network. Electri!cation of the Airedale and £100m. "e route between Pelaw Merseytravel makes a Transport "e Transport (Scotland) Act is passed. It sees Strathclyde’s PTE and PTA, along with the WESTRANS voluntary regional transport partnership, replaced by Strathclyde Partnership for Transport.

2007 Planning permission is granted for a 400-metre branch o# the Metrolink Salford line to connect with MediaCityUK. South Yorkshire PTE opens Interchange, bringing bus and rail services in the town together under one roof. 6 2008 6. While light rail schemes in Manchester, Sheffield and the West Midlands went "e 2008 Local Transport Act ahead, similar schemes in Leeds and sees PTAs renamed as Integrated Liverpool (pictured) were axed in 2005 by Transport Authorities, tasked transport secretary 7. The PTEs have played a key role in as the sole transport planning funding rail networks over the years, authorities in their areas. responsibility for which was Greater Manchester voters enshrined in the Transport Act of 1968 reject plans for public transport (Credit: Rail Images) improvements linked to a 7 congestion charge. Talks &

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1. PTEs have invested heavily in new bus stations and interchanges over the years. Pictured is Wolverhampton's new bus station, which opened in 2011 2. West Yorkshire is developing plans for New Generation Transport, an advanced trolleybus scheme 3. Today the PTEs are playing a key part in the introduction of smart ticketing in their areas 4. Chancellor George Osborne has confirmed a string of devolution deals that will see greater powers over transport handed over to the city regions 1

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with the government lead to the that ultimately reports to the CA. an alternative Metrolink route Government agree devolution creation of the Greater Manchester Metrolink’s extension to Chorlton through Manchester city centre, deals with the She#eld and Transport Fund in 2009, unlocking opens for business in July. due to be completed in 2017. Liverpool city regions, the North funding to invest in Metrolink. PTEs continue to innovate East and West Yorkshire. Following on smart ticketing. Nexus, the 2014 the template set by the agreement 2010 Tyne & Wear PTE, launches the Combined Authorities are with Greater Manchester in 2014, Greater Manchester takes forward Pop smartcard, facilitated by the established in the She#eld City all include enhanced transport proposals for the establishment introduction of new ticketing Region, North East, Liverpool City powers, including the option for of a Combined Authority with infrastructure on the Metro. Region and West Yorkshire areas. franchised bus services. wide-ranging devolved powers, Chancellor George Osborne including over transport. 2012 announces an historic devolution 2016 !e Metrolink extension to !e coalition government deal with Greater Manchester. It !e Passenger Transport Executive MediaCityUK opens. approves extension of the Midland includes the option to introduce Group becomes the Urban Metro through Birmingham franchised bus services as part of Transport Group to tie in with the 2011 city centre to New Street station. a package of responsibilities for a growing importance of transport Greater Manchester Combined Funding is also released to procure new, directly-elected mayor. in meeting policy goals. It sees Authority is established on April 1, a new "eet of trams. Metrolink’s extension to Transport for London, previously 2011. It sees GMPTE’s remit opens. an associate member of pteg, expanded as Transport for Greater 2013 become a full member of the Manchester with the ITA abolished Transport Secretary Patrick 2015 Urban Transport Group, which and replaced by the Transport for McLoughlin approves plans !e Treasury and Department becomes the UK’s main body on Greater Manchester Committee for the Second City Crossing, of Communities and Local urban transport policy. Q

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