DOCSLIB.ORG

Select Committee on Public Transportation

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Select Committee on Public Transportation Agenda Item 5 Select Committee on Public Transportation Tuesday 30th March, 2010 Best Practice 1. Summary Statement 1.1 This report outlines examples of best practice, providing good examples for Transport Authorities and Local Authorities. These are drawn from Local Authority Areas in England outside of Greater London, as their governance arrangements are significantly different to the rest of the country. 1.2 The report focuses on Demand Responsive Transport, Community Transport, Bus Rapid Transit, Express Transit, Bus Quality Partnerships and Air Quality Improvements on the bus network. Further Information attached for your information. 2. Recommendations 2.1 That the Select Committee on Public Transportation consider how the examples of best practice outlined in this report can be used to improve public transport in Sandwell. 2.2 That the Select Committee on Public Transportation express these considerations in its final report. 3. Contact Officer Richard White Transportation Planning 0121 569 4894 4. Best Practice Demand Responsive Transport Demand Responsive Transport (DRT) services provide transport "on demand" from passengers using fleets of vehicles scheduled to pick up and drop off people in accordance with their needs. DRT is an intermediate form of transport, somewhere between bus and taxi and covers a wide range of transport services ranging from less formal community transport through to area-wide service networks. In recent years, the ability of DRT concepts to provide efficient, viable transport services has been greatly enhanced by the use of transport telematics, such as Automated Vehicle Locationing (AVL) systems. These are used to provide real-time information on the status and location of the fleet. In Northumberland the County Council is engaged in two DRT projects; Phone and Go and Click and Go. They are developing an internet-based system for pre-booking DRT (and other transport services) with special reference to health services. The potential of DRT has been further endorsed by the European Conference of Ministers of Transport (ECMT) in its resolution on accessible transport (July 2001). In the UK the Government in its Ten Year Plan for transport has pledged to remove or (at least) relax constraints on the development of flexibly-routed bus services and to promote a greater role for community- based services, whilst recently-published research argues that flexible public transport services, provided by local authorities and bus operators in partnerships with employers, stores and leisure centres would help break down social exclusion. It points the way towards the concept of DRC for a wide user base, including taxis, education, social services, patient transport services and community services. Community Transport With regards to best practice in Community Transport, the Access Alliance Programme in North Derbyshire and North Nottinghamshire aims to link residents with jobs, training and services. In 2008, £400,000 was awarded across 26-projects; and a similar amount is expected to benefit projects in 2010. Charges for community transport vary from scheme to scheme, with some services having a membership charge and others charging per mile or per trip. Historically community transport services have had to be very enterprising in order to secure funding to maintain services. This has included some operators registering as social enterprise schemes and others taking on contracts to provide services for local authorities. Co-operation with local authorities is an important source of funding for many non-profit-making transport providers and this model of working is encouraged. The potential benefits both in cost saving and improved services should make the inclusion of community transport at the very outset of planning local transport a very real consideration. Another example of best practise in Community Transport is in Devon. In the past, ambulance and health trusts provided transport for non-emergency patients; however, these transport provisions became less able to respond to ‘social’ needs as medical requests took precedence. Devon County Council has been working in partnership with health trusts and the community transport sector for a number of years. They found that some people were being transported in ambulances when they could have gone in cars and other eligible patients were being declined passenger transport services due to capacity problems. It was concluded that there should be a better way of providing cost effective and efficient passenger services and eliminating waste. The Council’s solution promoted co-operation with health trusts transporting patients eligible for ‘medical’ tier transport (who may require medical intervention during the journey), while those not meeting the ‘medical’ tier were transported by community transport operators, subsidised by the health trusts. This resulted in a more efficient use of capacity and funding. A Transport Innovation Partnership comprising East Riding of Yorkshire, North Lincolnshire and York City councils along with the local ambulance trust and community transport providers underlines the importance of community transport and demonstrates how effective a resource it can be when looking to improve a regional transport infrastructure. Community Transport acted as the vehicle by which a partnership working between Yorkshire Ambulance Service and East Riding Council could flourish, supported by a joint call centre as well as joint transport delivery. By working in collaboration on patient transport and operating a call centre, the Council and the Ambulance Service have achieved cost efficiencies and service improvements. Additionally, the environmental benefits are significant as the environmental impact of delivering transport services is reduced by more effective service delivery through partnership working. The next stage is to maximise the use of existing vehicles via a common booking system for all vehicles available in the East Riding, regardless of who owns them. This ‘vehicle brokerage’ will maximise each vehicle’s revenue earning potential, by allowing the council and community transport groups to ‘sell’ the time when a vehicle is not normally used. This will in turn contribute further to the key aims of ensuring accessibility to services for local residents by using community transport, whilst achieving cost efficiencies and service improvements for the council and Yorkshire Ambulance Service. In Sandwell a similar proposal has been discussed on several occasions between Patient Transport Services, Ring and Ride, Community Transport and the Council, but these have always failed due to a lack of willingness to share vehicles. Bus Rapid Transit The Cambridgeshire Guided Busway (CGB), branded the “busway”, connects the population centres of Cambridge, Huntingdon and St Ives, Cambridgeshire. Construction and planning took place during the 2000s for 25 km of dedicated guided busway, within a wider 40 km network. The northern section of busway runs parallel to the A14 road, using the course of the Cambridge and Huntingdon railway that closed in 1993. A southern section is designed to connect Cambridge railway station, Addenbrooke's Hospital and a park and ride site at Trumpington. Based on contracts signed with the promoters, Cambridgeshire County Council, bus services would be operated by Stagecoach in Cambridge and Whippet Coaches who would have exclusive use of the route for a period of five years in exchange for providing a minimum service frequency between 07:00 and 19:00 each day. The scheme was budgeted to cost £116 million. It is estimated that 11,500 journeys a day will be made on the busway. The scheme is predicted to cause a direct reduction in traffic on the busy parallel A14 road of 5.6% (rising to 11.1% with the new Park & Ride sites), although as other traffic re-routes to the freed-up road space from other parts of the local road network, the actual net reduction on the A14 is predicted to be 2.3%. The overall scheme is "not intended to solve the congestion problems on the A14" by itself, but will rather have an overall effect across the local road network, and be complementary to the planned road improvements on the A14. The busway is designed for buses travelling at 55 miles per hour (90 km/h), slowing to 30 miles per hour (50 km/h) where it crosses public highways. Guidance is achieved using the guidewheel-on-concrete-kerb method. The 6- metre (20 ft) width of the bus guideway is narrower than the 9.3 metres (31 ft) width of a single carriageway rural all-purpose road built to 2009 standards Two operators, Stagecoach and Whippet Coaches, had committed to buying new buses and running commercial services on the scheme. As with all other UK guided busway schemes in the privatised bus industry, Cambridgeshire County Council owns the infrastructure, and will allow private bus operators to use it on their registered services, subject to quality contracts specifying vehicle and service standards. During peak hours of 07:00–19:00 operators will be charged for using the busway. When boarding a bus on the guideway section, passengers will be required to purchase their tickets before boarding from one of seventeen ticket issuing machines compatible with ITSO smartcards. Cambridgeshire Country Council stated that multi-operator ticketing would be supported, allowing passengers to board the first bus that arrived. Other cities, such as Nottingham, had had tickets valid on all operators' buses since 2004. The project was budgeted to cost £116.2 million. ftr Another example of bus rapid transit, currently in operation in York, Leeds, Luton and Swansea is ftr. This has been introduced by FirstGroup, using Wright Street Car articulated buses in conjunction with infrastructure upgrades by local authorities. SMS shorthand for "future" is ftr. Each Street Car vehicle costs over £300,000, with 42 seats, and has a separate driver compartment at the front. The vehicle itself is a modified conventional bus, with styling similar to contemporary trams (multiple entry points) and greater distances between axles in order to maximise the low-floor area for easily-accessible seating.
Load more

Recommended publications
  • Buses As Rapid Transit
    BBuusseess aass RRaappiidd TTrraannssiitt A transport revolution in waiting WWeellccoommee ttoo BBRRTT--UUKK RT is a high profile rapid transit mode that CONTACT BRT-UK combines the speed, image and permanence of The principal officers of BRT-UK are: light rail with the cost and flexibility of bus. BRT-UK Chair: Dr Bob Tebb Bseeks to raise the profile of, and develop a centre b of excellence in, bus rapid transit. b Deputy Chair: George Hazel BRT-UK does not seek to promote bus-based rapid transit b Secretary: Mark Curran above all other modes. BRT-UK seeks to enhance b Treasurer: Alex MacAulay understanding of bus rapid transit and what it can do, and b Membership: Dundas & Wilson allow a fair and informed comparison against other modes. External promotion: George Hazel BRT-UK is dedicated to the sharing of information about b evolving bus-based rubber-tyred rapid transit technology. b Website: Alan Brett For more information please contact us at [email protected]. b Conference organisation: Bob Menzies ABOUT BRT-UK BRT-UK MEMBERSHIP Membership of BRT-UK has been set at £250 for 2007/08. Objectives of the association Membership runs from 1st April-31st March. Membership is payable by cheque, to BRT-UK. Applications for membership The objectives of BRT-UK are: should be sent to BRT-UK, c/o Dundas & Wilson, 5th Floor, b To establish and promote good practice in the delivery Northwest Wing, Bush House, Aldwych, London, WC2B 4EZ. of BRT; For queries regarding membership please e-mail b To seek to establish/collate data on all aspects of BRT
    [Show full text]
  • Report of the Director of Development Inner North West Area Committee
    Originator: A W Hall Tel: 0113 247 5296 Report of the Director of Development Inner North West Area Committee Date: 29 th June 2006 Subject: QUALITY BUS INITIATIVE PROPOSALS Electoral W ards Affected: Specific Implications For: Ethnic minorities All Women Disabled people Narrowing the Gap Council Delegated Executive Delegated Executive Function Function available Function not available for for Call In Call In Details set out in the report Executive Summary This report provides Members with information regarding present and future plans for the development of Quality Bus Initiatives and investment in bus infrastructure particularly in the Inner North West area. The key plans for the North West area relate to: • A65 Quality Bus Initiative major scheme • Yorkshire Bus Initiative programme of infrastructure investment, covering the provision of fully accessible bus stops and bus priorities which includes in the North West area: o Burley Road, bus priorities and stop upgrades o Meanwood Road, bus priorities and stop upgrades o A660 stop upgrades for serve existing services • Local Transport Plan capital programme; and • Bus Rapid Transit system proposals (successor scheme to Supertram) Investment in this programme will come from the Local Transport Plan and estimated at £7.7 million between 2006-11 plus complementary funding from Metro for new and replacement bus shelters and potential investment by bus operators in new vehicles. 1.0 Purpose Of This Report 1.1 To advise Members regarding proposals for Quality Bus Initiative measures and other proposals intended to improve bus travel in the Inner North West area. 2.0 Background Information 2.1 The new Local Transport Plan 2006-11 (LTP2) which has been adopted as the Council’s transport policy from 1 April this year (replacing the first Local Transport Plan 2001-06) sets out programmes of measures designed to improve the provision made for buses.
    [Show full text]
  • EBC(4)-39-12 Paper 4
    Enterprise and Business Committee Inquiry into Integrated Public Transport This document forms the written evidence of FirstGroup plc (First) to the Enterprise and Business Committee inquiry into Integrated Public Transport. The terms of reference and Key Issues are reproduced below in bold, with the response from First following in italics under each heading. First Cymru is the leading provider of local bus services across much of south Wales, in addition to the high quality express Greyhound coach service between Swansea and Cardiff. First Cymru operates a fleet of over 320 vehicles operating out of local depots in Cardiff, Maesteg, Bridgend, Port Talbot, Swansea, Llanelli and Ammanford/Ty Croes, and employs approximately 750 people. First Great Western (FGW) operates mainline passenger rail services from South Wales to London Paddington, together with services linking Cardiff with the south coast of England and Somerset. Services that operate between South Wales and England represent approximately 27% of FGW total revenue. The Great Western Rail Utilisation Strategy predicted growth in passenger journeys between 2008 and 2019 to be at least 32%. This has proved to be an underestimate with some areas already experiencing growth of 41%, and FGW has invested in services and rolling stock to deal with this extra demand. The terms of reference for the inquiry are: How well is Welsh public transport integrated, particularly in relation to bus, rail and community transport services, and what factors limit integration? Integration between bus and rail services in Wales is currently dichotomous between urban and rural areas. Whilst urban areas such as Cardiff, Swansea and Newport show a degree of successful integration due to their proximity to main line rail services coupled dense local bus networks serving local areas, this is not necessarily true for more rural areas and is therefore difficult to quantify.
    [Show full text]
  • R) Ujeia :}Jws { F;Y I),E ##&R
    M- Ir) Ujeia :}Jws { F;Y i),e ##&r/ E;= rU i- -Lr 1 I r -.}' : O:-- -!n rr) - -o t|lltlf! o. Trotteybus ptan shows new mood of pragmatisrn authority have embraced the possibility of bus Metro's second option of something similar using Wl-ff i:;;ffiJJ::JJ'i":i'i'i;iT:"," rapid transit with a difference and should be hybrid dieseFelectrics, or even by its third option of also be the first to reinkoduce them? congratulated for its courage. a low-emission diesel more like First's'ftr'. Diesel The news that Metro, the West Yorkshire PTE, It has a thing about trolleybuses. The Bradford is the safe, proven solution. Hybrid potentially has abandoned its Supeftram dreams for a connection was ensured by immediate past PTA delivers the benefits of trolleybuses without favoured option of double-articulated 'electric bus chairman Stanley King, a Bradford Conservative overhead wires, but the technology is still in its trams' like those already running in a few French and an enthusiast - in all senses of the word - infancy. cities will provide much cheer to those trolleybus for the mode. He has never given up on the It would be nice to think that our nation's enthusiasts who have never lost faith in the dream that they could run again. And over the decision makers might see past today's diesel potential for electric urban buses since the last past 20 years, Metro has plugged away at solutions. The efforts going into hybrid suggest it Bradford examples vanished almost 35 years ago.
    [Show full text]
  • First West Yorkshire Fleet
    First West Yorkshire Unofficial Fleetlist provided by Sheffield Omnibus Enthusiasts Society Bowling Back Lane, BRADFORD, BD4 8SP; Henconner Lane, BRAMLEY, Leeds, LS13 4LD; Skircoat Road, HALIFAX, HX1 2RF; Old Fieldhouse Lane, HUDDERSFIELD, HD2 1AG; Donisthorpe Street, HUNSLET PARK, Leeds, LS10 1PL Fleet No Registration Chassis Make and Model Body Make and Model Layout Livery Allocation Note 19001 YK06 AOU Volvo B7LA Wright Streetcar AB37D First Hyperlink 72 withdrawn 19002 YK06 ATV Volvo B7LA Wright Streetcar AB37D First Hyperlink 72 withdrawn 19003 YK06 ATU Volvo B7LA Wright Streetcar AB37D First Hyperlink 72 withdrawn 19004 MH06 ZSW Volvo B7LA Wright Streetcar AB37D First Hyperlink 72 withdrawn ex B 7 FTR 19006 MH06 ZSP Volvo B7LA Wright Streetcar AB37D First Hyperlink 72 withdrawn ex OO06 FTR 19007 YK06 ATY Volvo B7LA Wright Streetcar AB37D First Hyperlink 72 withdrawn 19008 YK06 ATZ Volvo B7LA Wright Streetcar AB37D First Hyperlink 72 withdrawn 19009 YK06 AUL Volvo B7LA Wright Streetcar AB37D First Hyperlink 72 withdrawn 19011 YK06 AUC Volvo B7LA Wright Streetcar AB37D First Hyperlink 72 withdrawn 19012 YJ06 XLR Volvo B7LA Wright Streetcar AB42D First FTR withdrawn 19013 YJ06 XLS Volvo B7LA Wright Streetcar AB42D First Hyperlink 72 withdrawn 19014 YJ56 EAA Volvo B7LA Wright Streetcar AB42D First FTR withdrawn 19015 YJ56 EAC Volvo B7LA Wright Streetcar AB37D First Hyperlink 72 withdrawn 19016 YJ56 EAE Volvo B7LA Wright Streetcar AB37D First Hyperlink 72 withdrawn 19017 YJ56 EAF Volvo B7LA Wright Streetcar AB37D First Hyperlink 72 withdrawn
    [Show full text]
  • Firstgroup – Annual Report and Accounts 2008
    Annual Report and Accounts 2008 Our business FirstGroup plc is the leading transport operator in the UK and North America with annualised revenues of over £5 billion a year. We employ over 37,000 staff throughout the UK and North America and transport more than 2.5 billion passengers a year. We are the leader in safe, reliable, innovative and sustainable transport services – global in scale and local in approach. The safety of our passengers and employees is our highest priority and we strive to lead the industry in this area and achieve the highest possible standards across the Group. Operating and financial review Financial statements 2 Delivering our strategy 46 Consolidated income statement 3 Chairman’s statement 47 Consolidated statement of recognised income 4 Chief Executive’s operating review and expense 22 Finance Director’s review 48 Consolidated balance sheet 49 Consolidated cash flow statement Report of the Directors 50 Notes to the consolidated financial statements 28 Board of Directors 90 Independent auditors’ report 30 Corporate governance 92 Group financial summary 37 Directors’ remuneration report 93 Company balance sheet 42 Directors’ report 94 Notes to the Company financial statements 45 Directors’ responsibilities 00 Independent auditors’ report 0 Glossary 02 Shareholder information 03 Financial calendar 04 Find out more about First Group overview TRANSFORMING TRAVEL OUR VALUES First wants to lead the way in transforming the Our core values, which underpin way people travel and the way they feel about everything that we do, are: public transport. Safety: By aiming for the top in everything we do – and If you cannot do it safely – don’t do it! helping each other – we can deliver the highest Customer service: levels of safety and service and give greater Delivering our promise.
    [Show full text]
  • A"Streetcar"We"Desire" A!Bus!Rapid!Transit!System!For!Cambridge!
    ! ! ! A"Streetcar"We"Desire" A!Bus!Rapid!Transit!System!for!Cambridge! Cambridge*Streetcars*running*on*bi2directional,* centre2lane*expressways*along*Cambridge’s*radial* routes*to*reduce*peak*hours*commuter*congestion* ! ! Helen!Bradbury! Niki!Fanouraki! Gabriel!Fox! Terry!Spencer! Roger!Tomlinson! 30*November*2015* 1!! A"Streetcar"We"Desire:!Bus!Rapid!Transit!System!for!Cambridge! The"Authors" ! Helen!Bradbury!MA!is!Chair!of!the!Transport!Working!Group!of!Coton!Parish! Council.!Formerly!Sales!and!Customer!Services!Director!of!Cambridge! University!Press,!Helen!has!20!years!experience!in!various!sales!and! communication!roles.!She!has!recently!obtained!a!Postgraduate!Certificate!in! Architectural!History!from!Oxford!University,!and!now!works!as!a!freelance! Historic!Buildings!Consultant.!Helen!is!currently!leading!a!project!involving!the! University!of!Cambridge,!Cambridge!City!Council!and!CambridgePPF!looking!at! the!aesthetic,!functional!and!economic!benefits!of!rejuvenating!Market!Square,! Cambridge.! Niki Fanouraki MSc is a civil engineer with eleven years of professional experience, research and postgraduate studies. In the UK Niki has worked for engineering consultancies URS (now AECOM) and Peter Dann Consulting Engineers and is currently employed by WS Atkins. She has Master's degrees in Civil Engineering (University of Michigan) and Mechanical Engineering (University of Illinois at Urbana-Champaign) and holds a Postgraduate Degree in Structural Design and Analysis of Structures and a 5-year Degree in Civil Engineering from the
    [Show full text]
  • Brtuk Newsletter Spring 2010
    BRTuk_Spring_2010:Layout 4 5/3/10 14:26 Page 1 Spring 2010 news www.brtuk.org in association with Colin Brader Two East London Transit routes aim to foster regeneration of the Thames scoops award Gateway region and improve transport links plus options for employment Transport for London launches £26m East London Transit BRT scheme Bus rapid transit in the UK moved forward in February with the opening of the £26m East London Transit scheme that aims to assist with wider regeneration initiatives in the Thames Gateway region. Through the courtesy of Congratulations to Colin Brader, Transport for London, a new managing director of ITP, who member of BRTuk, attendees at was the joint recipient of the the BRTuk AGM and open Transport Planning Societies committee meetings on 2009 Transport Planner of the February had a preview of the Year Award. Brader and Dr routes in one of the new buses. Mobereola, managing director Speaking at the launch of of Lagos Area Metropolitan East London Transit, which Transport authority, won the comprises two routes linking David Brown, TfL’s managing director - surface transport, and Kulveer Ranger, award for the development and Ilford Hill and Thames View London mayor Boris Johnson’s transport advisor, launch the new scheme delivery of Bus Rapid Transit in Estate, Kulveer Ranger, London of improving the public realm The ELT scheme has also led Lagos, Nigeria. mayor Boris Johnson’s and the overall look and feel of to streetscape improvements Working from a base of poor transport advisor, said the the capital.” along its route, with better quality, unregulated and unsafe scheme would deliver new The ELT scheme, which is street lighting, upgraded bus existing transport provision, journey opportunities for local operated by Go Ahead stops and shelters and this remarkable project was residents.
    [Show full text]
  • GOVERNING the METRO: OPTIONS for the CARDIFF CAPITAL REGION Richard Carr, Shin Lee and Kevin Morgan School of Planning and Geography Cardiff University May 2014
    GOVERNING THE METRO: OPTIONS FOR THE CARDIFF CAPITAL REGION Richard Carr, Shin Lee and Kevin Morgan School of Planning and Geography Cardiff University May 2014 1 Table of Contents Summary of Key Recommendations 3 Chapter 1 Introduction 4 Chapter 2 London 5 Chapter 3 Greater Manchester 11 Chapter 4 Nottingham 14 Chapter 5 Lessons from England 17 Chapter 6 Lessons from International City Regions 23 Chapter 7 Implications for Metro Governance 26 Chapter 8 Conclusions and recommendations 28 2 GOVERNING THE METRO: OPTIONS FOR THE CARDIFF CAPITAL REGION Summary of key recommendations • The optimal long term arrangement should be based on the Combined Authority model now being established in the English City Regions • An interim solution is to use Joint Transport Authority powers to create an arm’s length regional executive body with appropriate funding and resources • Funding for such a body should come from both Welsh Government and the city region’s local authorities • The detailed form of such a body needs to be subject to further work and should be informed by the Metro Implementation Plan and the Board of the Cardiff Capital Region • The execution of any Metro development and/or regeneration interventions should also be subject to further study • The role and status of transport users should be recognised by giving users formal representation in the governance arrangements of the Metro. 3 Chapter 1: Introduction Context Two major trends are re-shaping the economic geography of the UK and together they carry enormous implications for the developmental prospects of the Cardiff Capital Region. The first is the accelerating pace of city-regionalism in England, confirming the fact that the city-region is the preferred model of English devolution, a model that is now endorsed by all the main political parties.
    [Show full text]
  • CPT Moving Forward
    MOVING FO RWA RD NEW OPPORTUNITIES, NEW PASSENGERS Confederation of Passenger Transport UK Drury House 34-43 Russell Street London WC2B 5HA Telephone: +44 020 7240 3131 Facsimile: +44 020 7240 6565 Email: [email protected] Members’ Website: www.cptmembers-uk.org 2 / 3 CONTENTS Introduction 4 Executive Summary 6 What Bus Passengers Want 8 Why Partnership Works 10 Opportunity for Growth 12 The Success Stories – the Fastest Growing Networks 14 Investing for Success 16 Success in Major Urban Areas 18 - Greater Manchester 20 - Merseyside 22 - South Yorkshire 24 - Tyne and Wear 26 - West Midlands 28 - West Yorkshire 30 Partnerships Working 32 - East of England 32 - Midlands 32 - North 33 - North West 33 - Scotland 34 - South East 35 - South West 37 - Wales 38 Jargon Buster 39 4 / 5 INTRODUCTION BUSES MUST BE GIVEN THE CHANCE TO OPERATE done. This report outlines what IN THE BEST CONDITIONS POSSIBLE. happens when working in partnerships works. In the report we set out a vision As car ownership continues to grow achieved by working with other of how bus users, operators and disproportionately to road capacity, organisations to develop solutions transport authorities can move congestion continues to choke our that cut through congestion. forward in partnership. Crucially roads. One solution has been Buses must be given the chance it highlights that there are new around for a long time, is very to operate in the best conditions and exciting opportunities for bus familiar to people and is proven to possible. growth that are within our grasp. remove cars from roads. The bus. The bus is the safest and most More people are using the bus and important mode of local transport.
    [Show full text]
  • Can Bus Really Be the New Tram?
    Open Research Online The Open University’s repository of research publications and other research outputs Can bus really be the new tram? Journal Item How to cite: Hodgson, Paul; Potter, Stephen; Warren, James and Gillingwater, David (2013). Can bus really be the new tram? Research in Transportation Economics, 39(1) pp. 158–166. For guidance on citations see FAQs. c 2012 Elsevier Ltd. Version: Accepted Manuscript Link(s) to article on publisher’s website: http://dx.doi.org/doi:10.1016/j.retrec.2012.06.009 http://www.sciencedirect.com/science/article/pii/S0739885912000819 Copyright and Moral Rights for the articles on this site are retained by the individual authors and/or other copyright owners. For more information on Open Research Online’s data policy on reuse of materials please consult the policies page. oro.open.ac.uk Can Bus really be the new Tram? Paul Hodgson a, Stephen Potter a*, James Warren a and David Gillingwater b a The Open University, UK b Loughborough University, UK * Corresponding author Dept. of Design, Development, Environment and Materials, Faculty of Maths, Computing and Technology, The Open University, Walton Hall, Milton Keynes, MK7 6AA, UK +44 (0)1908 652634 [email protected] Keywords: Bus Rapid Transit; light rail; value for money; emissions; transit evaluation model ABSTRACT BRT appears to be less expensive to build and operate than tram systems but can it really approach the performance level of a tram system and what is the environmental performance of comparable systems? This paper reports systematic research on these issues, particularly relating to where an urban transit system seeks to attract discretionary car users.
    [Show full text]
  • Bus Soft Factors Final Report Nov 09 (6).Docx
    The Role of Soft Measures in Influencing Patronage Growth and Modal Split in the Bus Market in England Final Report Department for Transport October 2009 Prepared by: .. Approved by: ...... Sarah Robson Irvine Piczenik Principal Consultant Regional Director The Role of Soft Measures in Influencing Patronage Growth and Modal Split in the Bus Market in England Rev No Comments Date 1 Maps included in the appendices 01/05/09 2 Incorporation of final segmented and unsegmented values 16/10/09 3 Final Report 18/11/09 Lynnfield House, Church Street, Altrincham, Cheshire, WA14 4DZ Telephone: 0161 927 8200 Fax: 0161 927 8499 Website: http://www.aecom.com Job No Reference Date Created February 2009 This document has been prepared by AECOM for the sole use of our client (the “Client”) and in accordance with generally accepted consultancy principles, the budget for fees and the terms of reference agreed b etween AECOM and the Client. Any i nformation pr ovided b y t hird par ties and referred to herein has not been checked or verified by AECOM, unless otherwise expressly stated in the document. No third party may rely upon this document without the prior and express written agreement of AECOM. c:\documents and settings\smithcr\my documents\bus soft factors final report nov 09 (6).docx Table of Contents Executive Summary .................................................................................................................... 3 Study Overview ................................................................................................................
    [Show full text]