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THE IMPACT OF CONGESTION ON BUS PASSENGERS PROFESSOR DAVID BEGG ABOUT GREENER JOURNEYS Greener Journeys is a campaign dedicated to encouraging people to make more sustainable travel choices. It is a coalition of the UK’s leading public transport organizations, user groups and supporters. It aims to reduce CO2 emissions from transport by encouraging people to switch some of their car journeys to bus or coach instead. Switching from car to bus for just one journey a month would mean one billion fewer car journeys on our roads and would save 2 million tonnes of CO2 every year. For more information visit www.greenerjourneys.com CONTENTS FOREWORD BY SIR PETER HENDY ABOUT THE AUTHOR ACKNOWLEDGEMENTS EXECUTIVE SUMMARY TABLE OF CONTENTS 1. THE NEED FOR THIS STUDY 2. METHODOLOGY A. ECONOMIC ASSUMPTIONS B. CASE STUDIES 3. RESEARCH FINDINGS A. BUS JOURNEY TIMES ARE INCREASING B. IMPACT ON BUS PASSENGERS 4. THE CHALLENGE GOING FORWARD A. CONGESTION GETTING WORSE B. SPACE WARS 5. RECOMMENDATIONS: FIVE POINT PLAN 6. APPENDIX: CASE STUDIES I. BRIGHTON II. BRISTOL III. EDINBURGH IV. GREATER MANCHESTER V. HULL VI. LONDON FOREWORD BY SIR PETER HENDY CBE Transport connectivity creates economic growth, jobs and Of course the bus industry itself must do better - cash builds houses. The resurgence of our cities, the places our handling on the bus slows the service down, costs money children migrate to get jobs, is in direct proportion to their and is unnecessary in the modern age of PDAs and contactless connectivity both to the rest of the world and within the city bank cards; schedules must be up to date, tailored to time of itself. And the bus service, for journeys longer than a walk, day and produce reliability without too much recovery time. The is the most common way of creating connectivity in them. Traffic Commissioners should have more powers and resource So making buses work better is good for growth and jobs to prevent poor operators getting licences and to and good for the urban areas they serve. And both stop poor operation on the road. David Begg and I said so when we chaired the late and But in urban areas the best operation in the world will be much-missed Commission for Integrated Transport. sabotaged if congestion destroys reliability and journey In this study David rightly highlights the crisis which has speed. David points out eloquently that the effects of developed in bus service reliability across the UK, and suggests congestion are doing just that - increasing costs and a new and urgent need to make our buses quicker and more decreasing revenue, which leads inevitably to less service. reliable to make our cities work better. The air quality effects In London, fewer but faster and reliable buses will both solve of congestion are getting much airtime just now - the economic an acute financial problem for Sadiq Khan (the combination effects are as obvious but left unsaid for the most part. of his fares freeze and the complete removal of subsidy from This study seeks to put that right. TfL by 2018), and restart bus passenger growth allowing his electorate to access work, education, health and leisure more easily. And outside London, the same proposition would produce more and better services, with the same results, too. Not to mention the beneficial effects on driver recruitment, retention Sir Peter Hendy CBE Chair, Network Rail and resultant customer service. Commissioner, Transport for London 2006/2015 Chair, Commission for Integrated David isn’t advocating anything which as a politician he hasn’t Transport 2005/2010 done himself with the Greenways in Edinburgh. In London, for Boris, we took out significant road space for cycling. Now our towns and cities are going to have to make the same sort of radical choices for more protected road space and more and cleverer signal priority, for buses across the UK to enable the growth, jobs and house building the bus service can support. This is a critical piece of analysis, which every local politician and highway authority in the country should read, absorb, and act on. David Begg is to be commended for it 4 Forward by Sir Peter Hendy CBE ABOUT THE AUTHOR ACKNOWLEDGEMENTS This report is dedicated to bus drivers and their passengers who suffer from the impact of congestion on a daily basis. I have been fortunate to have been able to discuss the economic analysis in this report with some of the best transport economists in the UK: Professor Peter Mackie, Professor Peter White and Professor Stephen Glaister. The final analysis is my own and any errors are entirely down to me. I have become immersed in bus timetables and observed the huge frustration bus operators experience trying to run a punctual and reliable service in the face of worsening congestion. Special thanks to Martin Dean (MD, Buses, Commercial Director, Go-Ahead), Les Warneford (former MD, UK Bus, Stagecoach), Mark Yexley (Former Operations and Commercial Director Arriva UK Bus), Neil Barker (First Group), Nigel Professor David Begg is a former Serafini (Head of Commercial & Business Development, Lothian Buses), James Freeman chairman of the Government’s (First Group),Peter Shipp( Chairman and Chief Executive, East Yorkshire Motor Services) Commission for Integrated Transport Mike Best (Brighton and Hove Bus Company) and Martin Harris (MD, Brighton and was the chairman of the Transport and Hove Bus Company). Committee of the City of Edinburgh They not only have supplied me with copious amounts of data, but they have educated Council when the radical Greenways bus me further on the sector. Martin has gone out of his way to dig up archived bus timetables priority measures were introduced in stored at the Kithead Trust. I am indebted to Philip Kirk, who does a fantastic job looking the 1990s. He has been a board member after this archive, which is such a rich source of information (www.kitheadtrust.org.uk). of First Group, Transport for Greater Roger French, former MD of Brighton and Hove Buses has been an invaluable Manchester and Transport for London. mentor for me in this research. He has left a fantastic legacy in Brighton. He is currently owner and proprietor of Transport Times, Chairman of EAMS, Leon Daniels (MD Surface Transport), Garrett Emerson (CEO, Surface Transport) and Ben a non-executive director of Heathrow Plowden (Strategy & Planning Director, Surface Transport) from Transport for London Airport and Chairman of the Greener have ensured that the major challenge the capital is facing, with rising congestion and sharp reductions in bus speed over the last few years, is accurately covered in this Journeys Advisory Board. He is a visiting report. The new mayor would be well advised to listen to their concerns. professor at Plymouth University. Dr Jon Lamonte (Chief Executive, Transport for Greater Manchester) and his colleagues Rod Fawcett and Mike Renshaw, have demonstrated to me in some detail the efforts they are making to speed up bus journey time in the face of a proliferation in road works and a rapid growth in city centre employment and demand for transport. They have been resolute in their policy objective of expanding bus priority in the face of stern criticism from some local politicians. Anthony Smith and his colleagues at Transport Focus have guided me and reinforced my concern that congestion is the main challenge facing the sector. Joan Aitken has given me a Traffic Commissioner’s view on the factors which are slowing up traffic in Edinburgh and how it impinges on bus operations. David Brown (Group Chief Executive, Go-Ahead) and Giles Fearnley (Managing Director, First Bus) have provided wise counsel as have David Leeder, Chris Cheek (TAS Partnership) and Steven Salmon (CPT). Vince Stops from London Travel Watch has been a passionate supporter of bus users in London and kept me right on the capital and Marshall Poulton (former director of transport at the City of Edinburgh Council) and George Mair (CPT Scotland) have been my go to men on Scotland’s capital. Sir Peter Hendy has kindly written an insightful foreword. He may now be Chairman of Network Rail but buses will always be in his DNA and he leaves behind him a fantastic legacy from the his time 15 years at TfL , both as director of surface transport and subsequently Transport Commissioner. A big thanks to David Fowler and Kirsty Walton at Transport Times for making this report read much better than it otherwise would and to Katie Allister for her vital contribution on research and the case studies. It has been a pleasure to work with her again. About the Author & Acknowledgements 5 EXECUTIVE SUMMARY EXECUTIVE SUMMARY TRAFFIC CONGESTION IS A DISEASE The second response is to operate at lower frequency. A 10% WHICH IF LEFT UNCHECKED WILL deterioration in operating speeds would lead to a 10% reduction in frequency and 5% fewer passengers (based on a frequency DESTROY THE BUS SECTOR. elasticity of 0.5). A combination of the two responses is also This is a dire and sensational prediction, but the evidence likely. The end result – whether it’s a greater peak vehicle uncovered in this research leads to no other conclusion. requirement (PVR – the number of buses required to operate On historical, current and future trends it’s a question of the service) or reduced frequency, or a combination of both when, not if. There is a distinct trend across our most – is pretty much the same in terms of patronage decline. congested urban conurbations in the UK of bus journey To the above it is necessary to add the response passengers times rising by – on average – almost 1% per annum.

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