DOCSLIB.ORG

REF0063 Written Evidence Submitted by Bus Rapid Transit UK

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
REF0063 Written Evidence Submitted by Bus Rapid Transit UK REF0063 Written evidence submitted by Bus Rapid Transit UK Introduction 1 Bus Rapid Transit UK (BRTuk)1 is a professional organisation of representatives of authorities, bus operating, construction, consultancy, infrastructure and IT supply companies and concerned individuals seeking to promote the goal of road transport services offering high levels of passenger service and amenity comparable to rail-based mass transit services. Bus systems can be implemented at cheaper cost and earlier and have the further advantage of flexibility. 2 In many parts of the UK bus operators and local authorities working together are using high quality bus services designed so that choosing bus travel in preference to car reduces congestion and pollution in busy areas. Creditable examples can be found in Cambridgeshire (busway), Hampshire (Eclipse), Greater Manchester (Vantage), Bristol (Metro), Luton/Dunstable (Busway), Crawley (Fastway), West Yorkshire (guided busways in Leeds and Bradford), Edinburgh to Fife (Queensferry Crossing) and elsewhere. In all of these, modern comfortable buses with good passenger information systems and electronic ticketing have been given extensive priorities (in some cases exclusive busways), high quality passenger facilities including bus shelters and real time information both at stops and in the buses. Such systems have high performance values often enshrined in consistent branding. 3 In other parts of the world, notably the Americas and Asia, BRT is often defined defined as having near complete segregation from other traffic with priorities at intersections with the local highway network. In most UK towns and cities the street layouts, heritage assets and density of development mean that it is difficult for promoters of BRT style systems to achieve the degree of priority required to transform High Quality Bus Services into BRT. Bus priority lanes and busways on radial routes enable faster, more reliable journeys but central area congestion remains a significant obstacle that can only be overcome by rigorous management of traffic and parking within strategies to remove non-essential traffic, reduce pollution and improve air quality. 4 In the UK, “Glider” in Belfast and “Fastrack” in Kent Thameside are probably the bus systems that most nearly approach the full BRT ideal. Summary 5 In responding to the Committee’s call for evidence, BRTuk recommends that: 1. As soon as practicable, the Government produces, in close consultation with stakeholders in the bus and coach sector, its promised National Bus Strategy (NBS) including a five-year programme for investment in and support to the sector; 2. In the interim the Government should continue and rationalise support for the bus and coach sector by extending CBSSG and other temporary funding until the NBS and funding programme are approved; 3. Highway authorities should be required to discharge their duties under the Traffic Management Act 2004 so as to ensure that priorities are given to active travel and public transport in support of clean air and decarbonisation policies. 4. All stakeholders should be involved in transport decision making at local or regional level through Strategic Transport Alliances; 5. Only by vigorously tackling the cancer of urban congestion can progress be made towards cleaner, healthier communities and decarbonisation. 1 See http://www.brtuk.com/ REF0063 Effect of the Pandemic on Travel 6 Compared with 2019, following the lockdown on 23rd March2: 1. bus use fell with operators reporting use ranging from 5% to 18%. Since the return to school it recovered by 23rd September to just under 60% outside London and slightly more in London; 2. London Underground and National Rail passenger use are now above 30%. 3. Car use fell to below a third but is now around 90% of 2019 levels on weekdays, but over 100% in recent weekends. The uncongested streets and clean air of the first few weeks of lockdown offered a glimpse of what a cleaner, greener future may offer. 4. Road freight vehicle traffic is now slightly more than in 2019, rail freight is 85-90%. 5. Reported cycle use fluctuated wildly peaking at over 300% earlier in the pandemic but has fallen away to between 150% and 200% as autumn approaches. 7 As an example of what these changes actually mean to a bus operator, a group operating in Sussex with the highest patronage per head anywhere in the UK outside of London has seen a slow recovery from 5% to around 50%. This equates to losses of over 500,000 passenger journeys per week. 8 The changes and recommendations that the Prime Minister announced on 22nd September will probably have the effects of depressing public transport use again. They may reduce car traffic slightly and possibly increase cycle use rather than the drop expected in autumn winds and rain. 9 Early in the pandemic the Government advised against use of public transport in unnecessarily strong terms, despite mandating a level of service for key workers way above the reduced demand. Social distancing of 2 metres restricted capacity, for both buses and trains to less than 20% of seats. 10 People on buses generally sit in rows one behind the other, giving less opportunity for airborne transmission than the face to face situation assumed in early guidance. Having taken note of representations from a number of concerned organisations, including BRTuk, the Government agreed in July to a risk-based approach enabling capacity to be raised to almost 50%, broadly corresponding to using every seat alongside a window. All passengers are now required to use face coverings with the exception of younger children and those whose medical conditions make this undesirable. 11 Government advice on not using public transport was reversed when restrictions on the retail and hospitality sectors began to be progressively released. However, the general pandemic advice remains to work from home if possible. When using public transport people are now required to wear face coverings, and advised to travel at off peak times, keep changes to a minimum and book tickets and seats online. Operators are advised to provide for social distancing in vehicles and at stations and stops. 12 Unfortunately, the messaging from Government about public transport use created fear that it increased the danger of infection. Bus and train operators had adopted deep cleaning regimes and public transport was not, and is not, a significant setting for infection. This has been borne out in international comparisons3. The Chancellor and The Secretary of State for Work and Pensions set a splendid example by using public transport to travel to launch the Kickstart scheme. More visible leadership of this kind can only assist public transport’s recovery. 13 The restriction on use of public transport to key workers meant those excluded needed to find other means of travel. Transport Focus surveys suggest this could be long lasting4, particularly as 2 As at 23rd September 2020. DfT’s Transport use by mode: Great Britain since 1 March 2020 is a good overview, updated weekly, at: https://assets.publishing.service.gov.uk/government/uploads/system/uploads/attachment_data/file/914893/ COVID-19-transport-use-statistics.ods 3 For example, There Is Little Evidence That Mass Transit Poses a Risk of Coronavirus Outbreaks, Scientific American 28th July 2020, https://www.scientificamerican.com/article/there-is-little-evidence-that-mass- transit-poses-a-risk-of-coronavirus-outbreaks/ 4 The series of “Travel during Covid-19 surveys” by Transport Focus tracks peoples use of and attitudes to REF0063 peak period traffic levels and congestion have decreased making car use more attractive. An important consequence of the Government’s stark messaging has been that a significant proportion of the public fear that public transport is an unsafe environment5. Despite considerable efforts by operators to reassure passengers and prospective passengers that, for example, “We’re Safe, Clean and Ready to Go”6, there were still almost 50% of those surveyed by Transport Focus that were unwilling to use public transport who considered public transport unsafe or were avoiding use of public transport. 14 The modal choice of those no longer using public transport is very important. Those choosing to walk or cycle are acting in accordance with the goal of increasing active travel. It is expected that over time, weather or other factors will mean that some will return to buses for at least some journeys. The concern is that those using cars for longer, but still relatively short, journeys will not easily return. 15 In designing schemes that make it easier to walk and cycle for short journeys, highway authorities should also recognise that buses and active travel are inextricably linked, so that such schemes should also provide for buses. If that is not done an unintended consequence may be that bus travel becomes less attractive and, if available, the car alternative may be chosen. 16 BRTuk recommends that authorities should either design integrated “walk, cycle, bus” schemes from the outset or, retrospectively, consider the effect of displaced car traffic, for example from local neighbourhood schemes, on bus routes and, if necessary, take further mitigation measures to avoid delay to buses. Many of the high-quality bus schemes cited in paragraph 2 have been designed together with accompanying walking and cycling measures. Effect of the pandemic on Bus and Coach Operators and Active Travel 17 The bus and coach sector has suffered from dramatic changes in the number of users due to the Covid-19 pandemic. Government funding has been necessary to sustain local bus services which are a long way from being commercially viable due to reduced demand and capacity limited by social distancing. It has not been possible to cover all costs, so that virtually every bus route in the UK now depends on public support. 18 Many transport businesses have taken advantage of Government measures such as Job Retention Scheme furloughs and business rates relief whilst also reducing their costs by delicensing coaches for example.
Load more

Recommended publications
  • Local Plan Transport Assessment (May 2021)
    www.bexley.gov.uk Local Plan Transport Assessment May 2021 Local Plan Transport Assessment Contents Local Plan Transport Assessment ............................................................................................................................................... 1 Contents .......................................................................................................................................................................................... 2 Chapter 1 – Introduction........................................................................................................................................................... 6 Local Plan Transport Assessments .................................................................................................................................... 6 This LPTA for Bexley .............................................................................................................................................................. 6 Preface: Covid-19 and the Local Plan Transport Assessment ................................................................................. 7 Chapter 2 – Partnering with Stakeholders ......................................................................................................................... 9 Introduction .............................................................................................................................................................................. 9 Highways England ..................................................................................................................................................................
    [Show full text]
  • Advanced Urban Transit Technologies Market Testing Final Report
    Advanced Urban Transit Technologies – Worldwide Market Testing Report summarising the feedback received through the Market Testing March 2020 £69.6 Billion GVA A region packed with ambition and untapped potential In partnership with: Institute for Transport Studies Table of Contents 1. PURPOSE OF THIS REPORT ................................................................................................................................. 4 Who is undertaking the Market Testing? .................................................................................................................. 5 What Happens Next? ................................................................................................................................................ 5 2. BACKGROUND AND CONTEXT ........................................................................................................................... 6 This report ................................................................................................................................................................. 7 3. SUMMARY OF KEY MESSAGES ........................................................................................................................... 8 4. FEEDBACK ON DISCUSSION AREA 1A ................................................................................................................12 Illustrative Quotes from Respondents ..................................................................................................................... 12 Points raised
    [Show full text]
  • Northern Ireland Is Getting Ahead
    COMMENT northern ireland same time human interaction, in less theatrical form (unless you are fare dodging), is retained jonathan in the form of roving teams of jovial inspectors. The well thought through concept and bray the well thought through details mean the whole adds up to a lot more than the sum of the parts. It’s what FirstGroup’s FTR should have been and wasn’t - despite the hype and sycophancy from the trade press, Department for Transport and so on that greeted its launch at the time. This isn’t plonking fancy new bendy buses on the streets, and walking away Northern Ireland - it’s a whole new Belfast thing. People say they are getting the Glider rather than saying is getting ahead they are getting the bus. Suburban shopping centres are giving Glider the credit for higher You may not have yet noticed, but it’s become the place to watch, footfall. Before it was implemented the media with growing bus and rail demand and plans for unified ticketing said all that bus priority would lead to is the shuttering up of local traders. Yet now look at Ballyhackamore - on a Glider route and voted Of the four main constituent parts of the getting bus priority in was trickier - however, one of the best places to live in the UK. And UK, only one of them saw bus use grow last rather than attempt to barrel bus lanes through it’s also doing its bit for bringing communities year. It is the same one on track to having a for the benefit of suburbanites, the opportunity together as some people from nationalist smart and fully unified ticketing system across was taken to renew local streetscapes, giving communities have been travelling on it across all forms of public transport, and which has local high streets a boost in the process.
    [Show full text]
  • Decarbonising Transport in Northern Ireland
    Research and Information Service Research Paper 7 October 2020 Des McKibbin Decarbonising Transport in Northern Ireland NIAR 289-20 This paper provides an overview of potential policies for decarbonising road and rail transport in Northern Ireland in support of UK wide commitments to reach net zero Green House Gas (GHG) emissions by 2050. It has been prepared for the NI Assembly Infrastructure Committee to inform their discussion on potential areas of inquiry. Paper 57/20 7 October 2020 Research and Information Service briefings are compiled for the benefit of MLAs and their support staff. Authors are available to discuss the contents of these papers with Members and their staff but cannot advise members of the general public. We do, however, welcome written evidence that relate to our papers and these should be sent to the Research and Information Service, Northern Ireland Assembly, Room 139, Parliament Buildings, Belfast BT4 3XX or e-mailed to [email protected] NIAR 289-20 Research Paper Executive Summary Policy Framework Tackling climate change requires an international effort and as such both the UK and the EU are parties to the United Nations Framework Convention on Climate Change (UNFCCC). Both the UK and EU have signed up to international climate change obligations, such as the Kyoto Protocol and the Paris Agreement. The 2015 Paris Agreement, a successor to the Kyoto Protocol, has been signed by 194 states and the European Union The UK has ratified the Paris Agreement separately from the EU and has committed to upholding its Paris Agreement obligations post Brexit. The Climate Change Act 2008 (2008 Act) originally established long term statutory targets for the UK to achieve an 80% reduction in GHG by 2050 against a 1990 baseline.
    [Show full text]
  • Report on Glider Site Visit with Passengers with a Disability Or Reduced Mobility January 2019
    Report on Glider Site Visit with Passengers with a Disability or Reduced Mobility January 2019 CONTENTS CHAPTER PAGE 1. EXECUTIVE SUMMARY 2 2. INTRODUCTION 2 3. METHODOLOGY 4 4. FINDINGS 4 5. CONCLUSIONS 8 6. NEXT STEPS 8 1 1. EXECUTIVE SUMMARY 1.1 This report details the findings of a site visit to use the new Glider public transport service in November 2018 with a group of passengers with a disability or reduced mobility. The Glider service was introduced in September 2018 and this visit allowed passengers to experience a journey on board the vehicles. 1.2 The Consumer Council arranged the visit in partnership with Translink and participants came from a range of organisations that represent people with a disability or reduced mobility. Participants met at Dundonald Park and Ride, used the ticket machine, boarding the vehicle and travelling to the city centre. The Department for Infrastructure (DfI) then hosted the group in its office for a short feedback session on the journey. Participants made comments throughout the visit and provided suggestions on how the service could be improved. 1.3 The groups were positive about the new service. The main suggestions focused around passenger education, the ticket machine, on-board the vehicle and signage. 1.4 The findings of the visit will be shared with Translink and DfI, and the Consumer Council will continue to work with Translink to progress the suggestions made. 1.5 We would like to extend our thanks to Translink and DfI for hosting the visit, and to all the participants who shared their experiences and views on the day.
    [Show full text]
  • Toolkit for Advanced Transportation Policies Improving Environmental, Economic, and Social Outcomes for States and Local Governments Through Transportation
    g1CA Toolkit for Advanced Transportation Policies Improving Environmental, Economic, and Social Outcomes for States and Local Governments Through Transportation October 2018 Acknowledgments Lead Authors: Carrie Jenks, Grace Van Horn, Lauren Slawsky, Sophia Hill, M.J. Bradley & Associates, LLC In addition, the authors thank the following for their helpful contributions to and input on the report: Albert Benedict, Shared-Use Mobility Center; James Bradbury, Georgetown Climate Center; Tom Cackette, Tom Cackette Consulting; JoAnn Covington, Proterra; David Hayes, State Energy & Environmental Impact Center; Miles Keogh, National Association of Clean Air Agencies (NACAA); Kathy Kinsey, Northeast States for Coordinated Air Use Management (NESCAUM); Will Toor, Southwest Energy Efficiency Project; and Alyssa Y. Tsuchiya, Union of Concerned Scientists. This report reflects the analysis and judgment of the authors only and does not necessarily reflect the views of any of the reviewers. The authors would also like to thank Gary S. Guzy and Thomas Brugato, Covington and Burling LLC, for the legal analysis contained within this report as well as the Environmental Defense Fund for the support to develop this report. This report is available at www.mjbradley.com. About M.J. Bradley & Associates M.J. Bradley & Associates, LLC (MJB&A), founded in 1994, is a strategic consulting firm focused on energy and environmental issues. The firm includes a multi-disciplinary team of experts with backgrounds in economics, law, engineering, and policy. The company works with private companies, public agencies, and non-profit organizations to understand and evaluate environmental regulations and policy, facilitate multi-stakeholder initiatives, shape business strategies, and deploy clean energy technologies. © M.J.
    [Show full text]
  • Glider Update – May 2018
    Glider update – May 2018 About this update Over the past few years Imtac has been working with the Department for Infrastructure and Translink to make sure that the new Glider service will be accessible and inclusive. This update will highlight the key features on Glider and how older people and disabled people have been involved in its design. What is Glider? Glider is the name of the new Belfast Rapid Transit service which will start in September 2018. Glider will operate on two routes. The first route will run across East and West Belfast. The second route will run around the City Centre and out to the Titanic Quarter. The service will be operated by Translink. Glider vehicles Imtac members were involved at the early stage of designing Glider vehicles, including an event where older people and disabled people had the opportunity to comment on a mock-up of the vehicle. (Image shows people viewing the mock up of the Glider vehicle.) 1 The new Glider vehicles are longer than most buses and have three doors for passengers to get on and off. (Image shows exterior of the Glider vehicle with the first door open and boarding ramp deployed.) The space in the front section of the vehicle has been designed to be flexible, accessible to a range of passengers. The main features of the Glider vehicle include: • The first set of doors are equipped with a boarding ramp to ensure step free easy access. • A dedicated wheelchair user’s space, located directly opposite the first set of doors, ensuring access is easier than most other public transport vehicles.
    [Show full text]
  • Trams for Bristol Study
    TRAMS FOR BRISTOL Building Back Better PRE-FEASIBILITY STUDY Building on the TfGB Rapid Transit Plan to propose a Primary Tram Network Phased over 10-15 years Prepared for Zero West / Transport for Greater Bristol by LCT Ltd & LR (UK) Ltd Design by MikeWhelan.net © Creative Commons license CC-BY-NC-ND Published June 2021 Light Rail (UK) Ltd SECTION 1 Introduction and Summary 10 June 2021 CONTENTS 1 INTRODUCTION AND SUMMARY ...................................................................................... 4 2 WHY TRAMS FOR BRISTOL? ........................................................................................... 7 2.1 The rapid transit challenge ...................................................................................................................................... 7 2.2 Urban transport, carbon neutrality 2030 and toxic air pollution. ............................................................................ 8 2.3 Large-scale switch from car journeys to relieve congestion – to buses or trams or both? .................................. 11 2.4 The costs and benefits of tram-led and bus-led public transport .......................................................................... 13 2.5 Evolving tram technology and costs- vehicles and track systems .......................................................................... 14 2.6 Providing socially inclusive and active travel ......................................................................................................... 18 2.7 Building back better with
    [Show full text]
  • On Light Rail and Other Rapid Transit So
    Report to: Transport Committee Date: 10 May 2019 DfT ‘Call for Evidence’ on Light Rail and other rapid transit Subject: solutions Director: Alan Reiss, Director of Policy, Strategy and Communication Author(s): Tom Gifford Is this a key decision? ☐ Yes ☒ No Is the decision eligible for call-in by Scrutiny? ☒ Yes ☐ No Does the report contain confidential or exempt information or ☒ Yes ☐ No appendices? If relevant, state paragraph number of Schedule 12A, Local Government Act 1972, Part 1: 1. Purpose of this report 1.1 The Department for Transport has commenced a ‘call for evidence’ around Light rail and other rapid transit solutions in cities and towns. The DfT ‘Call for Evidence’ focuses on the various forms of ‘light rail’, including Trams, Tram- Trains1, Very Light Rail2 and systems often seen in airports such as Personal Rapid Transit/Automated Transit systems; examples are provided in in the DfT ‘call for evidence’ document3. 1.2 The purpose of this report is to provide the context and discuss the high level principles of a West Yorkshire Combined Authority response ahead of the 19 May deadline. 1 For example, Sheffield Tram-Train 2 Such as in Stourbridge, West Midlands http://www.parrypeoplemovers.com/ 3 https://assets.publishing.service.gov.uk/government/uploads/system/uploads/attachment_data/file/776601/li ght-rail-and-other-rapid-transit-solutions-a-call-for-evidence.pdf 2. Information 2.1 In recent years, the Department for Transport has provided funding to extend existing light rail systems in operation in a number of Cities, such as Nottingham, Manchester, Edinburgh, Sheffield, Blackpool, Birmingham and Croydon.
    [Show full text]
  • Using the Glider
    Using the Glider A new way to travel in Belfast A guide for disabled people What is in this leaflet Page What is the Glider? 3 Are Gliders easy for disabled people? 4 Smartpasses and tickets 4 Glider bus stops 6 Getting on the Glider 8 On the Glider 9 Getting off the Glider 10 Help and information 11 2 What is the Glider? The Glider is a new way to travel in Belfast. It is a new kind of bus. There are 2 routes for the Glider: G1. This bus goes from East Belfast to West Belfast. It goes through the city centre. It goes from Dundonald Park and Ride to McKinstry Road. There is a bus every 7 or 8 minutes for most of the day. G2. This bus goes from the city centre to Titanic Quarter. There is a bus every 10 or 15 minutes for most of the day. There is a map to show the Glider stops on this website. It is at the bottom of the page: http://www.translink.co.uk/Services/glider/ 3 Are Gliders easy for disabled people? Yes. Gliders have low floors and ramps so it is easy to get on and off them. Disabled people and older people helped design the Glider bus. They also gave Glider staff and drivers training about disabled people. Smartpasses and tickets If you have a Smartpass A Smartpass is a card for older people and disabled people. It means people can travel on buses and trains for free or for less money. 4 You can travel for free on the Glider if you have a Smartpass.
    [Show full text]
  • Key Stage 1-2 LESSON PLAN – a Journey That Counts!
    Key Stage 1-2 LESSON PLAN – A journey that counts! Approximate Activity Resources Time Introduction What is the Glider? 10 minutes Explain to pupils the importance of sustainable Fact sheet about the transport and brief intro about Glider and how new way of travelling technology can support sustainable transport across Belfast and help in reducing carbon emissions. between east and west Warm up Activity 10 minutes Group work (to encourage mixed ability): pupils Map attached are asked to have a look at the map of the Glider route and plan their journey. They can decide to follow the entire route or divide the journey in more sections (it depends on time)* Main Activity 20 minutes Once the pupils are organised in groups and Glider Resource they have planned their journey, they can start – maths challenge map their maths task. Note: they can complete the entire route or decide to stop at any time during their virtual journey (the teacher will decide if developing this activity in one or more sessions). 20 minutes Follow up activity Teachers and pupils can plan as many journeys Map attached as they like! This activity can be extended for a few days and repeated as a good mathematics exercise. Each group of pupils can eventually design their own math challenge, which will then be shared with the other groups. *the activity can be developed across more than one session so the pupils can plan their journey in more than one day with different stops. It depends on pupils’ abilities and available time. Suggestion: divide the journey in more than one session.
    [Show full text]
  • Leeds City Council BYELAWS for PLEASURE GROUNDS, PUBLIC
    Leeds City Council BYELAWS FOR PLEASURE GROUNDS, PUBLIC WALKS AND OPEN SPACES ARRANGEMENT OF BYELAWS PART 1 GENERAL 1. General Interpretation 2. Application 3. Opening Times PART 2 PROTECTION OF THE GROUND, ITS WILDLIFE AND THE PUBLIC 4. Protection of structures and plants 5. Unauthorised erection of structures 6. Grazing 7. Protection of wildlife 8. Gates 9. Camping 10. Fires 11. Missiles 12. Interference with life saving equipment PART 3 HORSES, CYCLES AND VEHICLES 13. Interpretation of Part 3 14. Horses 15. Cycling 16. Motor vehicles 17. Overnight parking PART 4 PLAY AREAS, GAMES AND SPORTS 18. Interpretation of Part 4 19. Children’s play areas 20. Children’s play apparatus 21. Skateboarding Etc. 22. Ball games 23. Ball games 24. Cricket 25. Archery 26. Field Sports 27. Golf 28. Golf PART 5 WATERWAYS 29. Interpretation of Part 5 30. Bathing 31. Ice Skating 32. Model Boats 33. Boats 34. Fishing 35. Pollution of waterways 36. Blocking of watercourses PART 6 MODEL AIRCRAFT 37. Interpretation of Part 6 38. General prohibition PART 7 OTHER REGULATED ACTIVITIES 39. Provision of Services 40. Excessive noise 41. Public shows and performances 42. Aircraft, hang-gliders and hot-air balloons 43. Kites 44. Metal detectors PART 8 MISCELLANEOUS 45. Obstruction 46. Savings 47. Savings 48. Removal of offenders 49. Penalty 50. Revocation SCHEDULE 1 List of Grounds PART 1 OF SCHEDULE 1 List of Playgrounds PART 2 OF SCHEDULE 1 Grounds set aside for the purpose of Skateboarding etc. SCHEDULE 2 Rules for playing ball games in Designated Areas Byelaws made by the Leeds City Council under section 164 of the Public Health Act 1875, section 15 of the Open Spaces Act 1906 and sections 12 and 15 of the Open Spaces Act 1906 by the Leeds City Council with respect to pleasure grounds, public walks and open spaces.
    [Show full text]