Sustainable Transport Report
June 2009 Foreword
Transport policy has a major impact on every aspect of our lives, including our environmental impact. And with 2009/10 such an important year for transport planning in Northern Ireland (there is the upcoming Committee for Regional Development inquiry into sustainable transport and the Regional Development Strategy and the Regional Transport Strategy are both to be reviewed and updated), it was only appropriate that Northern Ireland Environment Link should seek to analyse transport issues. It is not an exaggeration to say that the decisions that are made in the coming year will have a significant influence on the transport systems we have for the next 20 years and beyond.
The main purpose of this report is to highlight and analyse the important issues that should be addressed in the upcoming reviews of transport policy. We have brought together papers from a wide range of individuals and organisations with an interest in transport issues. Reading through the papers you will notice reference to: climate change; sustainable development; one planet living; accessibility (including for the vulnerable); road safety (especially for walking and cycling); health – prevention versus treatment; community development; active transport; public transport; freight transport; planning policy; and new technologies.
NIEL has also made recommendations for the future direction of transport policy in the concluding article of this Report. We hope you find the Report interesting and challenging.
Comber Greenway
Acknowledgements This report was compiled and edited by Seamus óg Gallagher and Sue Christie with layout and design by David McCann and Sandra Kilpatrick. We would like to thank all of the authors for the time and effort they put into producing their articles. We would also like to thank Laura Duggan for her research, which helped inform several articles. Every effort has been made to acknowledge all copyright owners. Articles may be reproduced by acknowledging the authors and NIEL.
Northern Ireland Environment Link (NIEL), June 2009 Sustainable Transport Report NORTHERN IRELAND ENVIRONMENT LINK Contents OVERVIEW 2 Transport Snapshot Seamus óg Gallagher, NI Environment Link 4 Transport Strategy for Northern Ireland Conor Murphy MP MLA, Minister for Regional Development 6 Case Study: Belfast Rapid Transit System Conor Murphy MP MLA, Minister for Regional Development HOW WE MOVE 7 Active Transport Steven Patterson, Sustrans 9 Case Study: Rural Safe Routes to Schools Steven Patterson, Sustrans 10 Case Study: Cycling: Safety in Numbers Tom McClelland, NI Cycling Initiative 11 Promoting Public Transport Ciaran Rogan, Translink 13 Case Study: Freiburg: A Transport Tour de Force Jim Kitchen, Sustainable Development Commission NI 14 Decarbonising the Car Malachy Campbell, WWF 16 Case Study: Ireland’s Electric Future Malachy Campbell, WWF 17 Case Study: Project Better Place: People, Prosperity and Plugs Claire Hanna, Concern Worldwide and British Council Northern Ireland 18 The Challenges of Island Living James Dillon, Sustainable Development Commission NI 20 Case Study: Demand Management: Reducing Car Dependency Julian Hine, University of Ulster ACROSS THE MODES 21 Transport and Public Health Claire Higgins, Institute of Public Health in Ireland 23 Integrating Public Transport and Land-Use in Belfast Luke Kelleher, Austin Smith & Geraint Ellis, QUB & University of Westminster 26 Sustainable Rural Transport Karin Eyben, Rural Community Network 29 Case Study: Kuxabussarna Irish Rural Link 30 Sustainable Freight Tom Wilson, Freight Transport Association VISION FOR THE FUTURE 32 Transport Economics Jolin Warner, Transform Scotland 33 Transport 2020: A Vision of the Future Julian Hine, University of Ulster 35 Recommendations Seamus óg Gallagher, NI Environment Link 36 Bibliography
June 2009 1 Let’s get a move on! NORTHERN IRELAND ENVIRONMENT LINK Sustainable Transport Report Transport Snapshot
Seamus óg Gallagher Northern Ireland Environment Link
we make today 80% will to a large extent of the 1990 dictate the transport system level by 2050, with we will have for the next generation an interim target of 34% and beyond, so we must ensure our reduction by 2020. However, the I t decisions are future-proofed. Simple UK Act does not set specific legally h a s ‘predict and provide’ policies (which binding emission reduction targets long been might be summarised as ‘build more for the devolved administrations. acknowledged roads’) and related policies which The target set in the Northern Ireland that adequate transport maintain an over-reliance on the car Sustainable Development Strategy, infrastructure is a critical are no longer appropriate. These to reduce GHG emissions by 25% by component of a healthy economy. Of policies are not compatible with our 2025, is no longer ambitious enough. course, many of the negative aspects climate change responsibilities, the In the recent Environment Committee of transport systems, such as local air implications of peak oil or our efforts Climate Change Inquiry most sectors, pollution and traffic accidents, have to promote a healthier and more including representatives of the also been known and considered for equitable society. business community, advocated for a some time. However, it is becoming similar target for Northern Ireland in increasingly clear that our transport Indicators and Targets line with that set for the UK. choices also significantly impact on The choices that we have made in wider society’s wellbeing (transport the past have resulted in a transport The Committee on Climate Change, policy is seen as a contributing factor network that is not fit for purpose. the UK and devolved Governments’ to the current obesity ‘epidemic’) and The following statistics paint a picture advisor on climate change, predicted on the global environment (emissions of a transport network that is at odds that more efficient vehicles and from transport are a major contributor with emerging regional, national and new transport fuels could deliver to global warming). international targets and regulations. reductions of up to one million tonnes
of CO2 in 2020. This would represent With such a wide range of impacts Emissions an 18% reduction in transport to consider and the scale of the Northern Ireland’s per capita emissions but greater reductions are investment associated with transport greenhouse gas (GHG) emissions of required by 2020 and even more by infrastructure (£3.5 billion was 12.83 tonnes per annum compares 2050. These emissions reductions can identified to implement the Regional badly with the UK average of 10.48 only be achieved by promoting active Transportation Strategy from 2002- tonnes. While the UK as a whole has and public transport and in the longer 2012), it is little wonder that transport achieved a greenhouse gas emissions term through considerable changes policy is slow to change. However, decrease of 15.7% since 1990, to land-use policies. there is now a case for arguing that Northern Ireland’s total has decreased revolution, not evolution, in transport by only 5.8%. Much of the differences Journey Profiles policy is needed in Northern Ireland. between the UK and Northern Ireland The Northern Ireland Transport averages are down to our transport Survey (2005-2007) includes the It is essential that we grasp the (and agriculture) emissions (Figure 1). following statistics: opportunities, to design a modern While domestic transport emissions • Approximately 35% of journeys and sustainable transport system, in the UK increased by 9% from 1990 travelled by the average person that are currently being presented to 2006, in Northern Ireland they in Northern Ireland are short by the reviews of the Regional increased by a staggering 51%. The journeys of less than two miles of Development (RDS) and Regional transport sector now accounts for which 44% are taken by walking; Transportation Strategies (RTS). 25% of Northern Ireland’s total GHG • The average number of journeys Transport investments have a long emissions. made by walking and cycling has lead-in time and they also have a fallen since 2002; lasting impact on the lives we lead. The UK has introduced a legally • 23% of journeys were made for The policy and investment decisions binding target to reduce emissions by leisure purposes, 21% to and
Let’s get a move on! 2 June 2009 Sustainable Transport Report NORTHERN IRELAND ENVIRONMENT LINK
from shops, 16% for commuting and 14% for personal business; • There has been a slight increase Transport (2%) in the percentage of journeys to work undertaken by private Business transport (84% in Northern (incl Industrial Processes) Ireland compared with fewer than UK 70% for the UK); and Residential • Belfast residents make 59% of Wales journeys to work by private Agriculture transport. Scotland Waste Footpaths to Sustainability estimated Management Northern that if the number of short journeys Ireland made by walking was increased by Public 20% (on 2002 levels) by 2012 (the target for the Northern Ireland LULUCF Walking Action Plan), a 5% reduction in the carbon footprint of transport -2 -1 0 1 2 3 4 5 would be delivered. If every short tCO2e per capita journey was made on foot or bike the ecological and carbon footprints Figure 1: Emissions Contribution by Various Sectors Around the UK. of transport would reduce by 16% by 2024. Land-use Planning Despite this, it allocated two-thirds of Public Health Land-use planning plays a particularly its investment to roads infrastructure A modal shift to walking or cycling important role in shaping individuals’ while just one-third was allocated would also be beneficial in health behaviour with regard to travel and to improving Northern Ireland’s terms. Currently, over half of all transport. It is, therefore, imperative public transport. The RTS aimed for women and two-thirds of men are that a co-ordinated approach be a modal shift from car-use to public either overweight or obese. Obesity taken when considering land-use and transport-use, walking and cycling. lowers life expectancy, results in transport. A review of the planning Unfortunately, but unsurprisingly, approximately 450 deaths per year system in Northern Ireland is currently this aim is unlikely to be realised. In in Northern Ireland and can lead to being conducted while a revised policy fact, the Travel Survey and emissions other associated health conditions for development in rural areas was figures suggest we are heading in the such as heart disease, cancer and recently released. We must increase opposite direction. type-2 diabetes. Travelwise reports the density of housing in major that a 10% increase in the number of settlements and concentrate future The Programme for Government and frequent cyclists would result in a cost rural development in established Investment Strategy, which were saving of £200 million per year for the settlements to reduce individuals’ released in 2008, commit Northern NHS. Moreover, a frequent cyclist is need to travel by car and to provide Ireland to a continuing unsustainable expected to be as fit as a non-cyclist a larger customer base for public transport system; highway measures who is 10 years younger. transport operators. Public transport have been allocated 80% of the links should be incorporated into new transport spend. Although highway Measures introduced to encourage developments, with new bus stops improvements can have positive more cycling and walking may also and services provided in growing effects on the other transport modes make our roads and streets safer. villages and towns in a pro-active and and the environmental impact of Reducing and enforcing speed limits innovative manner. road transport in particular areas have been shown to encourage (improving local air quality at traffic active transport and to reduce traffic RTS (Regional Transportation Strategy) bottlenecks) they also have the effect casualties. In 2002 the Department of Regional of reinforcing car-use. Northern Development launched the RTS with Ireland's indicative expenditure Peak Oil a vision for: figures for transport modes need The move away from hydrocarbon- to be revised significantly if we are fuelled private cars may become an a modern, sustainable, safe to move away from a transport economic necessity. In July 2008 a transportation system which system which is dominated by the barrel of oil cost nearly $150, a price benefits society, the economy and car. It is generally accepted that the that was passed on to the disgruntled the environment and which actively construction of new roads generates consumers at the pumps. The price contributes to social inclusion and more traffic; therefore, the emphasis has reduced since, but it is only a everyone’s quality of life. for roads should be efficiency rather matter of time before this price level than capacity. Only by increasing the becomes the norm. The International The RTS acknowledged that Northern share of the budget for other transport Energy Agency has predicted that oil Ireland suffered decades of under- modes will significant strides be taken will cost $200 per barrel by 2030. investment in public transport. towards ending this reliance.
June 2009 3 Let’s get a move on! NORTHERN IRELAND ENVIRONMENT LINK Sustainable Transport Report Transport Strategy for Northern Ireland
Conor Murphy MP MLA Minister for Regional Development
and Dungiven, as Public well as other strategic funding road improvements across the provided by my region. The Southern Government Department has allowed has contributed £400 million towards Translink to convert Citybus to T h e the development of the roads Metro; to carry out a Strategic Review Regional infrastructure here. to introduce additional Ulsterbus Transportation services; and to purchase over 194 Strategy (RTS) aimed This programme will improve journey new buses and 23 new trains. All to address the underinvestment times, saving time and cost for all this has resulted in a 31% increase in transport infrastructure here while road users. It will especially help the in Metro passengers since 2005 also promoting sustainable travel haulage industry which needs swift, while rail passengers (excluding cross and encouraging the use of modes of reliable journey times to operate border journeys) for 2007/08 are up travel other than the private car. efficiently. by 53% on 2001/02.
Working with my Executive colleagues, While there is an unprecedented My Department is providing £45 I have sought to address the level of investment for new road million over the three years to 2011 underinvestment. The primary focus schemes, the £200 million available for a further 290 new buses; £137 of the Programme for Government is for roads maintenance is lower than million for rail over the three years on growing the economy. Recognising recommended. This means there is to 2011 for 20 new trains, a track that a modern, efficient infrastructure a risk that the condition of our road life extension project on the rail line is an essential requirement for surfaces will deteriorate. between Ballymena and Coleraine, economic and social development, a complete track relay between one of five key priorities is to focus The RTS also suggested a number of Coleraine and Derry, an upgrade of on building our infrastructure. The improvements to public transport the rail track between Lisburn and majority of transport here, including including the introduction of new Lurgan, and a new station at Newry public transport and freight, travels buses, Quality Bus Corridors, which it is hoped will be completed by road, using the motorways and improved bus services, improvements in 2009. The Investment Strategy main roads for longer journeys. It is to bus and rail stations, and the includes a further £319 million for important to improve journey times maintenance and improvement of rail and £111 million for bus over the on the motorway and the trunk road the rail network. following 7 years to 2018. network. 2001 2002 2003 2004 2005 2006 2007 The Investment Strategy includes £612 million for roads schemes over the first three years and a further £2.5 billion for the period to 2018. This will see the Eastern Seaboard Corridor improved to a minimum of dual carriageway standard between Larne and Dublin, dualling of the A4 from Dungannon to Ballygawley, % by Mode dualling of the A2 from Maydown to City of Derry Airport, dualling of the A5 between Derry and Aughnacloy and two major dualling projects on the A6 between Randalstown and Car Bus Walk Other Castledawson and between Derry Figure 1: Trends in Mode of Travel to Work 2001-7.
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In November 2008 I announced (transport accounts for around transportation needs are met in that the Executive had agreed my a quarter of the man-made ways which are both viable and proposals for the introduction of a greenhouse gas emissions in the sustainable. Rapid Transit System in Belfast. North); and • While there are more people The Stern Report says that a well- We are doing a lot to improve our travelling by public transport, the designed strategy can support transportation system: many of our vast majority of journeys are still economic growth and tackle carbon main roads will soon be at least dual made by car. emissions. We need to aim to reduce carriageway standard; investment greenhouse gas emissions while in public transport has already Independent research by the still supporting economic growth. resulted in an increase in passenger Consumer Council suggests that only To do this, we need to get the right numbers; new trains on all our lines three in ten people use bus services balance and properly include the will provide more frequent, reliable regularly, and less than one in ten uses environmental and congestion costs of services; and we will have a modern train services. The Survey suggested transport, to encourage technological bus fleet with increased capacity. that cost, frequency, choice, safety innovation, to promote behavioural and reliability should be the priorities change and make the right decisions But there are some major challenges for public transport here, but around on investment. facing us: one in four questioned said that • Average morning peak bus speeds nothing would encourage them to I intend to make sure that everyone in Belfast are decreasing, as are use public transport. living here has an opportunity average speeds on the Regional to contribute to these decisions. Strategic Transport Network; In light of all this, I have asked my To that end, my Department will • Greenhouse gas emissions Department to review the RTS. publish a draft Revised RTS for public from transport continue to rise I aim to ensure that our future consultation later this year.
Figure 2: Regional Strategic Transportation Network.
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Ca s e St u d y : Belfast Rapid Transit System
Conor Murphy MP MLA, Minister for Regional Development
Provision of a Rapid Transit System for Belfast features as a priority in the Northern Ireland Programme for Government, reflecting the need to have a modern, efficient transportation system which can positively reduce congestion, increase productivity, attract investment and improve the general quality of people’s lives.
A Strategic Outline Case (SOC), which Figure 1: Possible Rapid Transport Network for Belfast. examined the potential technologies (This is the preferred route as proposed by the Strategic Outline Case) and routes for a network, including bus and light rail systems, was but it is segregated from other All three pilot routes will be connected endorsed by the Northern Ireland traffic as much as possible. It also together and will provide a network Executive on 27 November 2008. The has the flexibility to go on-street in of services that would allow cross- SOC concluded that the most viable mixed traffic and receives priority city journeys for the first time. This and appropriate system for the city at junctions. The vehicles can be would link socially disadvantaged was a modern and high class bus- specialised, hybrid vehicles that can communities with healthcare, jobs based system. The likely numbers of be powered by diesel/electric or gas, and education, and enhance the passengers did not warrant the extra with appropriate guidance systems. accessibility of tourist sites in the cost of a light rail system. Additionally, rapid transit will have Titanic Quarter and leisure facilities. high quality halts with level access The SOC concluded rapid transit to vehicles, real time information Rapid transit will also provide an offers a service of improved speed, systems and off-vehicle ticketing to efficient infrastructure to support the reliability, comfort, capacity and speed up the boarding process. The future economic development of the access features over conventional system will integrate with other public greater Belfast area at an estimated public transport. In addition it could transport and is about providing a fast, cost of £150 million. This investment offer other wider benefits for Belfast efficient and sustainable network. will help to grow a dynamic and as the key economic driver of the innovative economy and deliver region. All successful regions have Three pilot routes have been modern, high quality and efficient strong cities at their core. Strong, considered: public transport services. vibrant cities need modern and • EWAY - running from Dundonald efficient transport systems. Rapid A dedicated Rapid Transit Division in the East to the City Centre; transit would improve the city’s has now been established within image, help to regenerate rundown • CITI - serving the new the Department for Regional neighbourhoods and open up development in the Titanic Development to undertake the new development opportunities Quarter; and preliminary design of the system. throughout the city. This will include completing the • WWAY - running from the City necessary statutory procedures and Bus-based rapid transit technology Centre to the Royal Victoria form the basis for public consultation. has been described as a ‘tram on Hospital and on into West It is intended to have the CITI route in tyres’. No fixed track is required, Belfast. operation for 2012.
Let’s get a move on! 6 June 2009 Sustainable Transport Report NORTHERN IRELAND ENVIRONMENT LINK Active Transport
Steven Patterson Sustrans
from DRD and would Translink. Cycling levels reduce their in Belfast have risen 87% since car use if there was 2000; with the highest numbers better provision for cyclists; The on sections of the National Cycle such as more cycle tracks, cycle Network. Northern lanes, and parking facilities. I r e l a n d On the negative side there is no Executive is committed In Northern Ireland 20% of cars in peak indication that car use is falling. The to reducing greenhouse gas time are taking children to school. We investment in the road network emissions by 25% on 1990 levels by know around 40% of young people may reduce journey times over the 2025. Transport accounts for 30% of would prefer to cycle to school but short-term but is likely to contribute all Northern Ireland’s CO emissions. only 3% do so. 2 to more people travelling further by Reducing carbon emissions from private car. The percentage of people transport will require a determined, In Northern Ireland 63% of all journeys walking to work has decreased from cross-cutting approach from are less than five miles (a 30 minute 11.3% to 9% between 1996-2004. the Northern Ireland Assembly, bike ride). So what are the factors the Executive and government discouraging active travel? There are important social equity departments working along with issues around transport. There are A major concern, which leads to the travelling public. We must see a now 900,000 vehicles registered in people not cycling, is a perception serious step-change to low carbon Northern Ireland for a population of that roads, particularly arterial roads, travel such as walking and cycling, 1.7 million yet 50% of households in are unsafe. Sustrans supports a linked to effective public transport. areas of Belfast do not have access to default 20mph or lower speed limit in a motor vehicle. Thirty-nine percent all urban areas, as slower speeds help There are major concerns about of women in Northern Ireland do not to improve road safety, encourage the increase in obesity. The cost of have a full driving licence walking, cycling and public transport physical inactivity and obesity to the use, reduce fuel consumption and Northern Ireland economy in 2010 is We know there is significant potential CO2 emissions and reduce noise. The likely to exceed £500m. The Health for change in travel behaviour. introduction of 20mph limits could and Social Wellbeing Survey 2005-06 Research by the Department for reduce all casualties by 60% and child found that a quarter of all men and Transport showed that: casualties by 70%. 23% of women in Northern Ireland • Over 90% of adults consider that were obese. This represents an overall everyone should be encouraged We welcome the review of the increase of 26% in adult obesity since to walk to help their health, help Regional Transportation Strategy 1997. the environment and to ease and would like to see smarter targets congestion; set for the way ahead. These would There is a mixed picture regarding • Four in ten car users say they include: current travel trends in Northern would walk more if congestion • Targets for the percentage of Ireland. On the positive side public charging was introduced, if it was trips made by each travel mode, transport usage is rising across more expensive to park and if it specifically aiming to reduce train, Metro and Ulsterbus services was more difficult to park; and, car use and increasing walking, following significant investment • Three in ten car users say they cycling and public transport;
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• Targets to reduce CO2 emissions teleworking and teleconferencing • Develop safe routes to schools from transport, starting introduced across all government and provide a comprehensive immediately and increasing over departments; network of routes for walking, time, with measures identified to • Targets to reduce road casualties and cycling. ensure we meet these targets; facilitated by increases in walking • Reappraisal of our road network and cycling; and Above all, we urge that a most setting a hierarchy of road users, • Safe Routes to Schools and explicit commitment is made to with active and public transport Bikeability Cycle Training available address the physical environment at the top and single occupancy to every child in Northern and to prioritise safer walking private car use at the bottom. Ireland. and cycling. If government at all Roads need to be redesigned to levels does not introduce planning, reflect this; Guidance published in 2007 by the transport, regeneration and economic • Land-use planning that National Institute for Health and policies that put active living, discourages car use and facilitates Clinical Excellence (NICE) on physical specifically walking and cycling, sustainable travel; activity and the environment puts centre stage, then obesity levels • Investment in “smarter choices” walking and cycling centre stage in and greenhouse gas emissions will projects that are proven to active living. NICE recommendations continue to rise. encourage sustainable travel. include: Measures include workplace • Ensure that local facilities and However, at least on the transport and school travel plans, and services are easily accessible on side, it does not necessarily mean more individualised travel marketing; foot and by bicycle; investment. Economic appraisals • A partnership approach (cross- • Re-allocate road space from car of walking and cycling investment departmental and linking to to active travel; shows it to be very much better communities, NGOs and the • Restrict motor vehicle access (for value than traditional spending on private sector) to facilitate active example, by closing or narrowing motor transport. For example, the travel; roads to reduce capacity); Department for Transport (www.dft. • Sustainable transport policies, • Develop road-user charging gov.uk/webtag) in England evaluated such as workplace travel schemes; three greenways linking to schools plans, a reduction in car • Invest in traffic-calming to restrict and reported cost benefit ratios of up parking provision, car sharing, vehicle speeds; and to 1:38.
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Ca s e St u d y : Rural Safe Routes to Schools
Steven Patterson, Sustrans
Roughly one in five cars on the roads at 8.50am is taking young people to school, yet we know the majority of young people would prefer to walk and cycle. Over the last two years Sustrans co-ordinated an innovative project working with 18 rural schools to empower young people, with support from their parents, to change the way they travel.
The aim of the project was for Sustrans and our partners in Government to work directly with schools that were keen to increase levels of walking and cycling, to help them to create an Ministers Conor Murphy MP MLA and Michelle Gildernew MP MLA active travel culture. at a Promotional Shoot for the Project.
Schools in rural areas were invited to • 33% walked to school compared apply to take part and once the schools The benefits and changes in to 20% before the project; and produced a Travel Plan they benefited attitudes by parents, pupils • 7% cycled to school compared to from highway safety improvements, and staff are exceptional. Our 5% before the project. the provision of facilities (such as recommendation would be to cycle parking) and support with get involved now and reap the motivational initiatives such as cycle There were also benefits to the benefits of this scheme. training, walking buses, promotional wider community. The highway Mrs Gail Ferguson, Principal, Kilbride activities and fun events. improvements are being used for Primary School, Doagh other journeys to shops and other I applied for the project believing The results were very impressive. services. The project also had an that the external work beyond After the project: impact on the travel behaviour of the school gates would make St • 49% of pupils were driven to parents, with 66% saying they were Mary’s a safer school. I didn’t school compared to 64% before walking and cycling more after the realise that the biggest change the project; project than they were before. in our school would be in our attitudes. We enjoy our school walks with a growing number of parents walking with us. Our children enjoy cycling on a daily basis and our new bicycle shelter is always full of bikes. Joan Aldridge, Principal, St Mary’s Primary School, Derrytrasna
To download a Project Review visit: Pupils Cycling Home from Hezlett Primary School. www.sustrans.org.uk/nischools
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Ca s e St u d y : Cycling: Safety in Numbers
Tom McClelland, Northern Ireland Cycling Initiative
Cycling gets safer as more people do it. We must now tackle the fears that prevent people from cycling. Countries in Europe with high levels of cycle-use tend to be less risky for cyclists (see Figure 1). In Denmark, people cycle over 900km a year and it is a far safer country to cycle in than Portugal, where barely 30km is cycled per person annually. The Netherlands has witnessed a 45% increase in cycling from 1980-2005 and a 58% decrease in cyclist fatalities.
Increasing cycle use is good for the Figure 1: Graph Showing the Average Number of Cyclists Killed per 100 million km Against the Average Distance Cycled per person annually. safety of other road users too. For every mile travelled, fewer injuries This means that we can promote especially lorries, all discourage involve cyclists than motor vehicles. cycling without worrying that it will people from cycling. To get more Every cycle trip that is a switch from lead to more casualties. It is clear that people cycling, and make cycling car use means fewer injuries and ‘more’ and ‘safer’ cycling are perfectly safer, the Assembly needs to take a deaths to others. compatible. wide range of actions, for example: 1. Encourage safer driving - Improve Tackling the Fears that Reasons why the ‘safety in numbers’ driver training, traffic law and Limit Cycling effect occurs: enforcement. Cycling isn’t as risky as commonly 1. Drivers grow more aware of 2. Improve the road environment thought, with just one death every cyclists and become better at for cyclists - Make 20mph the 32 million kilometres – that’s over anticipating their behaviour. default urban speed limit and 800 times around the world. Indeed 2. Drivers are more likely to be reduce rural speed limits. not cycling is more risky than cycling: cyclists themselves, which 3. Promote cycling positively by cyclists on average live two years means that they are more likely providing good quality cycle longer than non-cyclists and take 15% to understand how their driving training for all ages and associate fewer sick days. may affect other road users. cycling with health and fun. 3. More people cycling leads to Bad driving, speed, hostile roads 4. Measure fear and perception greater political will to improve and junctions, and the intimidation of danger experienced by conditions for cyclists. presented by certain types of vehicle, cyclists.
People who agree that everyone Cycling in the Netherlands Those who own a bike should be encouraged to Biggest deterrent to and the UK and want to use it cycle for their health cycling is fear Cycle once a week Never cycle
87% 70% 26% 47% disagree 40% strongly agree 27% 87% tend to 15% agree 7% Netherlands UK
Let’s get a move on! 10 June 2009 80% 7% Sustainable Transport Report NORTHERN IRELAND ENVIRONMENT LINK Promoting Public Transport
Ciaran Rogan Translink
T H E TRANSLINK NI JOURNEY SO RAILWAYS: OFFICIALLY ‘UK FAR RAIL BUSINESS OF THE YEAR’ With the introduction of new The success of public transport in rolling stock in 2005/06 and the Public Northern Ireland is clearest in the upgrade of all aspects of the service, transport in increasing numbers of customers a new rail service for Northern Ireland Northern Ireland choosing to make the switch to travel has emerged which is delivering is a real success story. by bus and rail. The numbers travelling significant increases in usage and Translink’s integrated bus and rail with NI Railways has increased by 67% enhanced passenger satisfaction. network now carries over 80 million since 2002, exceeding government Some factors influencing this growth customers per year (see Figures 1 targets in the Regional Transportation include: and 2) and customer satisfaction Strategy for Northern Ireland 2002- continues at an all-time high. Through 2012, four years early. Customer Focus its Metro, NI Railways, Goldline and Translink NI Railways is committed to Ulsterbus services, Translink’s vision is In February, NI Railways’ success getting it right for its customers by to provide integrated travel solutions was recognised at the prestigious providing high quality service at all that are attractive, sustainable and UK-wide HSBC Rail Business Awards times. This means delivering services good value. The NI Budget 2008/09- as overall ‘Rail Business of the Year’ on time, ensuring trains and stations 2010/11 allocated £182 million to be - the highest accolade in the rail are clean, modern and pleasant to invested in public transport - £137 industry. Celebrations continued in use and with staff who deliver the million for rail projects and £45 March, when NI Railways marked the service in a professional, friendly million for new buses. This investment milestone of 10 million passenger and helpful manner. Information will contribute to ongoing growth in journeys made in 12 months - the derived from market research, formal passenger numbers. highest level since 1960. passenger feedback mechanisms Bus Passengers (metro and Ulsterbus) and ongoing quality assurance tools establish those service attributes 71 70.5 most important to passengers.
70 69.5 Our Passenger’s Charter is a fundamental quality assurance tool 69 used within Translink NI Railways. The Passenger’s Charter outlines 68 67.5 standards and targets in relation to 66.9 67 service delivery in terms of service reliability, punctuality, waiting time, 65.9 66 standing, complaints procedures and 65.4 Passengers per year (in millions) 65.1 what passengers can expect from 65 our staff, etc. Performance targets include: 64 2002/3 2003/4 2004/5 2005/6 2006/7 2007/8 2008/9 Reliability: year • 99.2% of all trains run as planned (Local services throughout Figure 1: Bus Passengers. Northern Ireland)
June 2009 11 Let’s get a move on! NORTHERN IRELAND ENVIRONMENT LINK Sustainable Transport Report
Punctuality: periods; and, exclusive Web Fare The company is also committed • 95% of trains on the Bangor/ Enterprise Promotions. Northern to reducing energy use at facilities Portadown/Larne lines will arrive Ireland also has one of the largest across the network and ongoing no more than 5 minutes late Concessionary smartcard schemes in improvements in energy ‘house- (Short Haul) the UK with nine different card types keeping’ are having a positive effect • 90% of trains on the Londonderry/ in operation across the Translink NI on energy consumption at Translink‘s Portrush lines will arrive no more Railways network. major sites. than 10 minutes late (Long Haul) Sustainable Transport In March, we launched our energy Customer Satisfaction Not only is bus or rail travel more efficiency campaign aimed at Independent monitoring highlights sustainable than the private car raising energy awareness among that customer satisfaction in Translink for all communities, in particular employees in the workplace. In line NI Railways services is at its highest those situated in urban settings, but with delivering environmentally since records began 15 years ago. we are also constantly delivering advantageous services for our services sustainably. As a large customers, we are also aware Performance Improvements organisation, we use a lot of energy. of our responsibility to manage Translink NI Railways is now one of the Our Environmental Strategy objective our ‘internal’ carbon footprint. highest performing rail companies in says we will: Through various energy-saving the British Isles in terms of punctuality practices and projects in the last and reliability, exceeding standards use vehicles, fuel and technology financial year we have saved 570 laid out in the Passenger’s Charter. which optimise the balance of tonnes of carbon. efficient operations, output emissions Investment and environmental impact, with LOOKING AHEAD In March, a contract was signed by regulatory compliance as a The latest independent performance Translink NI Railways, the Department minimum standard. research for public transport for Regional Development and released in April shows that Translink Spanish rolling stock manufacturer To help meet this objective, we have customers continue to rate bus and CAF for the supply of 20 new trains set environmental targets, including: rail services at an all time high. ‘On for Northern Ireland. This investment • To optimise fuel efficiency of time’ targets were exceeded across of £105 million will increase capacity new rail vehicles by selecting all services and the introduction of of rail services by 25%, with the first appropriate engine ratings, engine more multi-journey and integrated of these new Class 4000 trains due to technologies, transmissions and tickets continue to offer customers arrive in 2011. final driver ratios; better value for money and more • To replace older trains (over 12 choice. The challenge is to secure Other major recent investments years) with new trains by 2013 ongoing investment in public include: the completion of a £17 creating significant reduction in transport and continue the pace of million upgrade of rail stations and exhaust emissions; and growth while delivering services as halts across the network to provide • To improve the public transport efficiently as possible to encourage better access for customers; the fleet to assist modal shift from even more people to leave the car at Rail Passengers (incl. Enterprise) recent opening of a £1.7 million private car to bus and rail. home.
Rail Operation Training Academy; a 11 £12.5 million track upgrade along 10.3 the Londonderry railway line; and, 10 construction of Newry’s new £14.6 9.3 million railway station including a 300 9 space park & ride facility which is due 8.5 for completion this Autumn. 8 7.7 7.4 Innovative Rail Travel Promotions 6.9 7 A series of attractive rail travel 6.6 promotions have also been Passengers per year (in millions) 6 implemented to encourage more people to use the train, including: 5 a third off day return promotion; 2002/3 2003/4 2004/5 2005/6 2006/7 2007/8 2008/9 discounted family travel ticket year available at key school holiday Figure 2: Train Passengers.
Let’s get a move on! 12 June 2009 Sustainable Transport Report NORTHERN IRELAND ENVIRONMENT LINK
Ca s e St u d y : Freiburg: A Transport Tour de Force
Jim Kitchen, Sustainable Development Commission NI
In November 1944 much of the rest of the city centre, full of people, cycling tour de force. In 1970, Freiburg medieval centre of Freiburg was rather than cars. had almost no cycle tracks; today, it flattened during a bombing raid. Yet has a 500km long network, many of its magnificent cathedral survived The old streets were widened to take the paths weaving through attractive and many of the buildings in the 'Old trams and the tramway became the sylvan routes. The city centre has over Town' have since been rebuilt in their backbone of the city; 65% of residents 9,000 cycle parking sites, including a original designs to delight today's live within walking distance of a tram thousand in the dedicated bike park residents and visitors alike. stop. Public transport informs the beside the main rail station. planning system too; when a new But Freiburg's historical façade sits suburban district, Rieselfeld, was In this Belfast-sized university city, alongside some thoroughly 21st under construction, a new tramline commuter car journeys have fallen Century technology in what has come was included in the first construction dramatically since 1976, from 60% to to be known as Germany's capital of phase. It was up and running when 43%, taking 4,000 cars per day away sustainable living. When the city was a mere 1000 residents had taken up from the centre, with a consequent rebuilt and extended, it was with new houses in 1997; now it serves some 50% fall in road accidents. Belfast has ideas and on enlightened, carbon- 12,000 people, running every few a long way to go to match Freiburg; conscious principles. Solar panels are minutes at peak times. here 59% journeys to work are ubiquitous, highly energy-efficient by private vehicle, 12% by public housing is the norm and it boasts The tram system, or Stadtbahn, is transport and 24% by walking and the most efficient and integrated seamlessly complemented by the cycling. transport system you’re likely to regional train routes and integrated encounter anywhere in Europe. bus service ferrying residents from Yet this is no city of fundamentalist outlying rural villages. So, here we 'greenies'. The shiny German car A highly innovative urban transport have public transport that manages marques sit in many driveways, policy lies at the very core of to be reliable, frequent, convenient, McDonald's and Gap are just as Freiburg’s transformation. For a comfortable and affordable; a monthly obvious in the shopping streets and start, the medieval town centre pass, covering the whole region, will there are even a couple of Irish pubs was progressively pedestrianised, set you back a modest €45. among the bierkellers. But with a revitalising its use. With a bustling population almost as big as Belfast's, daily market surrounding the Almost a third of daily commuters use the people of Freiburg make a much cathedral, the Rhine-pebbled streets public transport and another third smaller footprint on the earth. We radiate outwards throughout the get on their bikes. Freiburg is truly a could do with a few German lessons.
June 2009 13 Let’s get a move on! NORTHERN IRELAND ENVIRONMENT LINK Sustainable Transport Report Decarbonising the Car
Malachy Campbell WWF
are patently CO2 unsustainable; per kilometre environmentally, economically in 2006 while the US and socially. But that can, and EPA reported that the average must, be altered; there’s still time to performance of 2008 model cars and If change the road we’re on. trucks in the US was 20.8 mpg. The e v e r y o n e average for Ford was 19.6 mpg. The in the world Transport and Oil Ford Model T, invented in 1908, did consumed natural resources Liquid hydrocarbon fuels derived from 25 mpg. crude oil provide 95% of the primary and generated carbon dioxide (CO2) at the rate we do in Europe/UK/ energy consumed in the transport In 2007 the European Union proposed Ireland/Northern Ireland, we would sector worldwide. There is no other a binding target for the average need three planets to support us. sector which is so utterly reliant on a emissions across a producer’s range single source of primary energy. The impacts of this unsustainable of 120g CO2/km for new cars sold in the EU. The German car industry consumption, which include In the EU, transport is the sector lobbied against the proposal and climate change, deforestation and with the largest demand for energy, was supported by the German biodiversity loss, will have potentially accounting for 31% of total final Government, which feared job losses. devastating consequences on both energy consumption, of which road The EU amended its target and set it humans and the natural world. WWF transport accounts for 85%. Emissions has a vision for a One Planet Future - at 130g CO /km to be achieved by from road transport represented 2 2015. WWF-UK believes fleet-average a world in which people and nature 29.4% of Northern Ireland’s CO 2 energy efficiency of new cars sold thrive within their fair share of the emissions in 2006, an increase of within the European Union should Earth’s natural resources. In order to 49.5% since 1990, and second only to smoothly increase year-on-year, so as achieve this, amongst other things, energy production (35%). By contrast, to achieve continuous improvements we need to reduce our consumption road transport represents only 21% of of fossil fuels through a combination corresponding to 120g CO /km by the UK’s total CO emissions and grew 2 of reducing demand, greater energy 2 2012, 80g CO /km by 2020 and by only 10% since 1990, so there is 2 efficiency and ensuring greater use of 60g CO /km by 2025 - targets also clearly a disproportionate problem 2 supported by the European Federation renewable energy sources. in Northern Ireland. Passenger for Transport and Environment. The reality of declining reserves cars account for around half of all coupled with increasing demand transport-related carbon emissions Alternative Fuels for oil, and all the economic, social and at both the UK level and a and environmental implications Northern Ireland level around 15% of an individual’s ecological footprint Electricity and Hydrogen that result, should ensure this shift The use of zero or low carbon fuels, is achieved as a matter of urgency. is attributable to personal transport. Clearly we need to change our travel including electricity and hydrogen, However there is little sign of it yet, could help reduce transport even though the International Energy patterns, if we are to achieve a One Planet Future. emissions, especially if generated Agency has said: from a renewable source, such as The world’s energy system is at a Policy Background wind power, thereby offering a crossroads. Current global trends The average efficiency for new cars in completely green cycle for the fuel. in energy supply and consumption the UK was just under 170 grams of As electric vehicles make use of
Let’s get a move on! 14 June 2009 Sustainable Transport Report NORTHERN IRELAND ENVIRONMENT LINK up to 75% of electricity taken from already exist. Iceland has set a target lifecycle GHG balances compared the grid, they are up to four times of being a fossil fuel free, hydrogen to fossil fuel equivalents. more efficient than conventional economy by 2040. Given the potential mechanical vehicles where only 18- for hydrogen, greater use of hydrogen The Future 23% of the energy contained in the vehicles could make a huge difference It seems clear that collectively we can fuel is converted into motion. Spain (1 to both our fossil fuel bills and the air not continue as we have done thus far. million by 2014), Japan (50% by 2020) quality in urban areas. This need for change was endorsed and the Republic of Ireland (10% by by Larry Burns, Vice-President of 2020) have already set targets for The first report from the Committee GM motors when he stated on Radio more electric vehicles. on Climate Change in December Ulster on 16th April 2009 that he 2008 included an analysis of what didn’t think the internal combustion The WWF book Plugged In: The End opportunities exist for making engine was sustainable. of the Oil Age focuses on solutions emission reductions. Northern to our (over)reliance on oil for Ireland could contribute emissions The electrification of vehicles is transportation needs, in particular the reductions of 1 MT CO2 through progressing quickly (see Project electrification of transport. According developing efficient vehicles and new Better Place Case Study pg 17). A to Plugged In, the electrification of transport by 2020. standardised recharging network automotive transport will appeal across Europe has been brought to any country or region which: i) Biofuels closer with 20 major energy firms is a net importer of crude oil; ii) There are of course other options, and car makers having agreed in 2009 wishes to use indigenous energy including biofuels. If biofuels are on a (European) plug standard - a resources as efficiently as possible; to be used, WWF believes that only potentially significant development. iii) has a large, or fast growing, road biofuels that are environmentally transport sector; iv) has a large, or and socially sustainable should be The Norwegian Finance Minister fast growing, automotive industry; promoted, through a mandatory proposed in April 2009 to ban sales of v) possesses, or intends to invest in, sustainability standard and new gasoline-powered cars in Norway widespread electricity infrastructure; certification scheme, which should be from 2015. Under this proposal, and, vi) is committed to tackling rising developed for all bioenergy. In WWF’s car makers could only sell new cars greenhouse gas emissions. It describes view, the following environmental from 2015 that run fully or partly on North America, the EU, Japan, China, principles need to be addressed by fuels such as electricity, biofuels or and India as prime candidates, but any standard as a minimum both for hydrogen. Hybrids using fossil fuels the UK and Ireland also meet these crops produced in Northern Ireland and electricity, for instance, would conditions. and as a requirement for imported still be permitted. fuel sources, namely that the products Hydrogen powered vehicles that use should: Like Ireland, China (the world’s fuel cells emit only water. Its use in • Not damage high conservation largest auto market) has reached an vehicles is relatively well established, value habitats and biodiversity; agreement with Nissan and Renault with Daimler Chrysler buses running • Not degrade soil quality; to supply electric cars in early 2011. on hydrogen powered fuel cells • Not adversely impact the quantity (which work at 55% efficiency) in and quality of freshwater Isn’t it time we plugged into Chicago since the mid 1990s. In 2003 resources; the significant opportunities for a trial of 30 hydrogen buses in ten • Not lead to the damaging release reducing pollution and creating European cities including Amsterdam, of toxic compounds into the jobs by investing in renewables and Barcelona, London and Madrid environment; and get switched on to a new form of started. Prototype hydrogen cars • Lead to substantially positive transport?
June 2009 15 Let’s get a move on! NORTHERN IRELAND ENVIRONMENT LINK Sustainable Transport Report
Ca s e St u d y : Ireland’s Electric Future
Malachy Campbell, WWF
In 2008, the Irish Government to be no good reason why Northern vehicles because, despite the added launched their plan Building Ireland's Ireland should not match this target. advantage of reduced tailpipe Smart Economy to re-organise the emissions, an electric vehicle is nature of Ireland's economy from In April 2009, Ireland’s Energy only as green as the electricity that 2009-2014, which outlined the Minister, Eamon Ryan, announced charges the batteries. A fully green Government strategy, amongst other the Irish Government had signed life cycle, with electricity generated things, to: a Memorandum of Understanding from renewable sources (for example (MOU) with the Electricity Service wind power), and not from fossil implement a 'new green deal' Board (ESB) and Renault and Nissan fuels, is needed. to move us away from fossil fuel which will help Ireland not only realise, based energy production through but surpass, the target of having 10% With these developments in investment in renewable energy and of Irish cars (approximately 230,000) Ireland, particularly in relation to to promote the green enterprise fully electric by 2020. The ESB the recharging infrastructure, there sector and the creation of 'green- subsequently announced that up to will, no doubt, be opportunities for collar' jobs. 3,700 new jobs will be created (600 Northern Ireland, especially as the of them directly as a result of the UK government has also committed In 2008, Ireland’s Minister for the development of the infrastructure for to promoting green cars, as part of Environment, John Gormley, raised electric cars) and 1,300 outside the a £250 million plan to promote low the target for the generation of company, sustained by ESB, in Ireland carbon transport over the next five electricity from renewables from 33% because of this commitment. years. Though Ministers do not expect to 40% by 2020. Accounting for the eligible cars to hit the showrooms single energy market and the 2008 All- There needs to be a symbiotic until 2011, the strategy includes Island Grid Study which found that up growth of the provision of renewable plans to provide £20 million for to 42% of power generation could be electricity and the development charging points and other necessary from renewable sources, there seems of an infrastructure for electric infrastructure.
Let’s get a move on! 16 June 2009 Sustainable Transport Report NORTHERN IRELAND ENVIRONMENT LINK
Ca s e St u d y : Project Better Place: People, Prosperity and Plugs
Claire Hanna, Concern Worldwide and British Council Northern Ireland
As a result of geography and short- the Better Place model is simple to upload and download electricity sighted planning, private cars will but compelling. In partnership with according to external demand, EVs continue to be a considerable part leading car manufacturers it aims would prove a formidable catalyst of our transport mix for decades to to install a ubiquitous network of in the development of renewable come – electric vehicles (EVs) can charging points and use software power and provide an alternative to help bridge the gap between our to communicate with electricity burgeoning petrol and diesel demand, transport needs and the required providers to charge the vehicles which is the fastest growing source emissions cuts. when demand would otherwise be of CO2 emissions here, and is on the low. More expensive electricity can increase worldwide. be bought at peak times as required, and battery switching stations will be In April 2009, the Irish government available for those wishing to travel announced a target that by 2020 beyond the average 100 mile range 10% of all vehicles be electric. To of EVs. Crucially, Better Place will only aid delivery, a strategic partnership buy clean energy. between the semi-state energy provider ESB and Renault-Nissan Israel was the first country to sign was announced. Sustainable Energy up and is in the process of installing Ireland is also conducting a €1 million 500,000 charging points and 100 pilot scheme to assess the suitability battery exchange stations by 2011. of Ireland for electric vehicles, and Traditional perceptions of electric Demark, Canada, Australia, Japan, to demonstrate and test various vehicles are changing, thanks to Spain, California and Hawaii are due to infrastructural systems. ambitious plans for widely available begin implementing the programme charging points, and mass produced this year and next. The Assembly should watch closely models with 100+ mile range, available and follow suit, starting with as early as 2010. Unless the energy used is cleanly legislation to provide charging points sourced, a switch to electric is largely in all public car parks, in anticipation
meaningless. However, EVs can serve of demand, and continued work to to stimulate renewable markets by upgrade the grid. While Stormont allowing the national fleet to act doesn’t have tax raising powers, as a large decentralised battery Westminster is beginning to provide and provide a market for energy tax incentives to those purchasing generated at night. Demark, where hybrid or fully electric cars. wind provides 20% of the nation’s electricity supply, has signed up the As the Economist magazine noted scheme as a strategic move to not recently, this is an idea whose time High end electric vehicles like the Tesla only remove transport’s dependency has come and the initiative is Agassi’s Roadster can out perform the latest to deliver. Critics point to the huge Ferrari, making sustainable transport on oil, but also to increase the attractive to even the most ardent penetration of energy markets by costs of installing infrastructure, the petrol heads. intermittent renewables such as wind size and cost of batteries and the and solar. relative inconvenience of charging Better Place, a privately funded over filling a tank. These drawbacks enterprise, has developed a This island has some of the best wind will not disappear overnight but Better comprehensive solution to EV and wave resources in the world, Place still provides the most coherent infrastructure. The brainchild of although intermittency remains a big alternative to oil for servicing our software entrepreneur Shai Agassi, technical constraint. With the ability addiction to cars.
June 2009 17 Let’s get a move on! NORTHERN IRELAND ENVIRONMENT LINK Sustainable Transport Report The Challenges of Island Living
James Dillon Sustainable Development Commission NI
published our Looking findings in the joint at two case report Breaking the Holding studies in the Belfast Pattern: a new approach to aviation area, the George Best City Air policymaking in the UK. Airport and Belfast Port, we can see travel the challenges that exist in terms of The Sustainable Development has been managing our transport infrastructure Commission believes that heralded as one of and balancing economic and social sustainable aviation must meet five the great successes of the needs with our commitments to key targets: modern world, creating wealth and reducing emissions and moving • Meeting society’s needs, now employment, enabling worldwide towards more sustainable lifestyles. economic and cultural interaction, and in the future; • Be supported by good and enriching our lives. With Northern Ireland’s geographical governance and subject to fair position as an island peripheral to We know there are environmental fiscal treatment; a larger island, the George Best concerns, which may or may not be • Make a fair contribution towards City Airport is a growing strategic, answered by future technological climate change targets; economic and social hub. The breakthroughs; that aircraft noise • Reduce negative impacts on airport operates under a cap of affects thousands of people, people and the environment; 45,000 flight movements per year including in the Belfast area; and and with a maximum of 1.5 million seats. that increasing numbers of groups • Build skills and the economy The Government’s The Future of are protesting loudly about the across Northern Ireland and Air Transport White Paper predicts negative impacts of aviation. But the globally. passenger numbers will grow from economic imperative to expand is 2.2 to 4 million per annum. Currently surely overwhelming. Or is it? So, how can we in Northern Ireland, living on a small island on the edge the airport is seeking to increase the The debate on the wider ramifications of Europe, reconcile our concerns cap on seats and to increase the of aviation policy in Northern Ireland about environmental damage and size of the runway to cater for more is still in its infancy. To a certain extent our need to fly in circumstances European destinations. At the same we are a ‘special case’ in UK terms where no other option may be time the airport is also working to due to our geographical position and available? How can aviation meet reduce the impact of its operations. our need to access Britain, not just in the five targets set out above? Ground vehicles have been economic but also in social terms. converted from diesel to electric, The Executive has outlined plans and taxiing and holding aircraft time To thrash out some of the areas which it hopes will boost our local was reduced by 4% last year. Airport of conflict and common ground economy. Connectivity through access remains a problem however between groups across the spectrum, aviation is seen as key to plans - only 7% of passengers arrive by the Sustainable Development to attract both greater numbers public transport. Commission (SDC) and Institute for of short break tourists, as well as Public Policy Research held meetings inward investment from finance and Belfast is a trust port on reclaimed with the government, the aviation business services industries which land and manages over 12,000 ship industry, academics, NGOs and citizens are both low carbon and high value movements a year, with 17 million groups over a 12-month period. We economic sectors. tonnes and £20 billion of goods and
Let’s get a move on! 18 June 2009 Sustainable Transport Report NORTHERN IRELAND ENVIRONMENT LINK services in 2007. The port accounts for and to transport hubs, but also in the emissions budgets as part of a 60% of Northern Ireland’s sea imports context of ensuring that people don’t dedicated overall Northern Ireland and 20% of the whole of Ireland. It simply reduce their emissions on the budget. Cutting down on emissions is also the largest passenger port, ground only to increase them once does not need to mean cutting down though due to competition from the they get in the air. on economic outputs but it will airport, sea passengers have declined help the Government and business from 2 to 1.27 million over five The impacts on the local environment to think carefully about the best years. Like the airport, there is no rail around the Belfast harbour area need ways of pursuing economic growth infrastructure available to transport to be studied closely, as do the wider in Northern Ireland. In many cases goods (or passengers) from the port, implications for Northern Ireland in the most stable economic growth in so all is done via road. lowering its already extremely high financial and environmental terms, transport emissions. comes from stimulating smaller, The port currently estimates the local economies at community need for an extra 120 acres of space While air transport will continue to be level, shortening supply chains and for its operations by 2025. This will part of our future transport networks fostering self-sufficiency across a be further out of the city centre to we must use other technological number of fronts. cater for larger vessels that require advances to cut out the need for bigger, deeper quays. This expansion unnecessary air travel. Video and is expected to encroach on a special telephone conferencing, for example, nature protection area. Alongside could and should cut down on the any increase in noise pollution from number of people boarding ‘red increased traffic at George Best City eye’ flights to Britain every morning Airport the Sustainable Development in Northern Ireland and returning Commission would have concerns every evening. Changing the way about the negative impact not only we work will have a major impact Aviation and sea transport will on the local environment, but also on the way we travel and indeed, remain important parts of Northern the local communities in these areas. the way we see travelling. Similarly, Ireland’s transport infrastructure but whilst attracting greater numbers they cannot be allowed to grow in From looking at these two case studies of short break tourists may be a an unregulated or untested manner. we can see a number of similarities. laudable target from a governmental Alternatives should be promoted and Here in Northern Ireland we have a perspective, it must be set against the smarter options enhanced. We cannot clear reliance on sea and air travel. higher number of people who now get away from the fact that we live on The service providers believe that avail of the many cheap short break an island and have close cultural and reliance is increasing and are therefore deals leaving Northern Ireland from economic ties with our neighbours. following paths towards expansion. It our local airports on a daily basis, But we should also not get away is also clear that there is a real need spending money abroad that would from the fact that we are having a for integrated public transport links otherwise be spent here. negative impact on the planet and to both facilities to be improved. This that meeting society’s needs, not just needs to be addressed, not simply as We must also ensure that air and now, but also in the future, should be a means of moving people between sea travel are included in future at the forefront of our minds.
June 2009 19 Let’s get a move on! NORTHERN IRELAND ENVIRONMENT LINK Sustainable Transport Report
Ca s e St u d y : Demand Management:
Reducing Car Dependency
Julian Hine, University of Ulster
In many cities, both medium sized and reducing urban sprawl and invested space in favour of greener modes. ‘World’ cities, demand management in new public transport and service These transport policies have also policies have been implemented with enhancements with transit- benefited from city centres with some success. However, in many, orientated development, including relatively high land-use densities, mix investment in public transport has the focusing of new development of people and jobs, and high quality lagged behind and as a result car around suburban stations. Perth pedestrian facilities. ownership and use have increased. has also implemented a work-place parking levy while Nottingham and There are now numerous examples Rome have implemented travel of policies aimed at improving travel plans. In addition Rome has reduced choice and reducing car use. Invariably city parking and re-allocated these these include a mixture of ‘carrots’ spaces at park and ride sites in (public transport improvements, combination with access controls. park and ride, and improvements to pedestrian and cycling networks), and If we look at world cities a number of ‘sticks’ (parking policy, re-allocation these have also managed to reduce of road space and controls on vehicle car use; London, New York, Paris, access). Nottingham (-1.8%), Perth and Barcelona. This reduction in (Australia) (-4%) and Rome (-7%) are car dependency has been achieved examples of cities where car use has through a package of policy measures. been reduced. As with the smaller city examples these strategies have included Each of these cities have investment in public transport and implemented traffic restraint integrated ticketing, removal of car Park and Cycle Facilities at Translink’s policies including those aimed at parking and the re-allocation of road Central Station, Belfast.
Let’s get a move on! 20 June 2009 Sustainable Transport Report NORTHERN IRELAND ENVIRONMENT LINK Transport and Public Health
Claire Higgins Institute of Public Health in Ireland
e n v i r o n m e n t conducive to walking e s p e c i a l l y and cycling. Maximising the amongst vulnerable opportunities for physical activity groups such as the elderly. in everyday transport options needs Disadvantaged urban areas tend to be to be a key consideration to our characterised by high traffic volume, Transport transport strategy. with residents at increased risk of is one of a range road traffic accidents. of social, environmental The availability of public transport can and economic factors outside the influence levels of physical activity Social Connections healthcare sector which are known as most journeys begin and end A well planned transport system to influence health. For example, with some form of physical activity can facilitate social connections transport policy can promote access to access the service. It has been which are important for mental to shops selling fresh, nutritious food, shown that an average trip via public health. Neighbourhood designs most or can be used to facilitate walking transport included 19 minutes of likely to promote social networks and cycling and therefore have a physical activity, almost two-thirds of are those that are mixed use and positive effect on health. Conversely, the 30 minute daily recommendation pedestrian orientated, enabling traffic can be a hazard to all road set by the World Health Organisation residents to perform daily activities users leading to accidents. Busy roads (WHO). There is also an association without the use of a car. As traffic can divide communities and form between time spent in cars, physical volumes increase, people’s sense of barriers to social contact, which is activity and obesity. Each additional neighbourliness decreases. also damaging peoples health hour spent in a car per day is associated with a 6% increase in the Linking Climate Change This article details important links likelihood of obesity. to Health between transport and health. As The influence of transport on the relationship becomes clearer, Across the island of Ireland the climate change, which is identified so too does the imperative to plan number of children walking or cycling as the most important public health systematically in the transport arena to school is rapidly decreasing and this challenge of the 21st Century, also has for improved health. is a worrying trend as exercise habits to be considered. Our unsustainable established in childhood are a key transport patterns are contributing Transport and Physical indicator of levels of physical activity to rising global temperatures. At Activity Patterns in adulthood. Instilling the habit of an international level this means Obesity has been identified as a incorporating activity into everyday rising sea levels with accompanying major public health concern. In life needs to be reviewed across the flooding leading to the migration of Northern Ireland 59% of adults are lifespan. Provision for cycling and communities and droughts creating either overweight or obese and walking enhances opportunities for food shortages with substantial risks one in ten children were identified physical activity and these issues are of famine. as obese in 2005/06. Obesity is a covered elsewhere in this bulletin. major contributor to many diseases In Northern Ireland the health including diabetes, hypertension, Air Quality and Health impacts could include increased heart disease and cancer. Increasing Urban areas are affected by vehicle- levels of infectious diseases, deaths levels of physical activity in everyday related air pollution which can from higher temperatures and life can be facilitated by creating an contribute to respiratory disease illness related to poor air quality.
June 2009 21 Let’s get a move on! NORTHERN IRELAND ENVIRONMENT LINK Sustainable Transport Report
Our transportation methods have the social determinants of health. to include all relevant decision- a key role to play in mitigating the Transport is identified as one of these making areas. Health Impact effects of climate change which can determinants of health and therefore Assessment (HIA) is a method which in turn contribute to reducing health it is essential policymakers understand should be adopted to systematically inequalities. the influence their decisions have on identify the potential negative and determining people’s opportunity for positive health impacts of transport Transport and Health health. This includes recognising the proposals. It can ensure vulnerable Inequalities different needs and usage patterns groups are considered and evidence- The impact of transport on health of urban and rural users and also based recommendations are formed inequalities is evident. Defined as different population group needs, for to maximise the opportunities for ‘different outcomes in health for example those from disadvantaged health through the development of a different population groups’ there backgrounds and the needs of the sustainable transport system. is a clear social class gradient which elderly and children. transport systems contribute to. Further information regarding the At an international level, the WHO Figure 1 demonstrates the role Institute of Public Health in Ireland recently launched Closing the transport has to play in contributing and Health Impact Assessment may Gap in a Generation which sets towards health. Given the variety be accessed at: out areas for action to promote of influences, it is important that health equity through action on multi-sectoral approaches are used www.publichealth.ie/hia
Nature of road design Reliance Individual risk taking behaviour on cars Other road users Control Perceived danger of walking or cycling Vehicle design Measure
Perceived pollution
Other factors
Emergency and hospital services Individual susceptibility
Figure 1: Pathways from traffic to health outcomes.
Case Study unintended, effects of a policy, plan, for initiatives to promote cycling programme or project on the health and walking initiatives to encourage A Health Impact Assessment (HIA) of a population and the distribution of increased use of public transport conducted by Belfast City Council, those effects within the population’ through park and ride schemes and looked at the health impacts of determined that the areas which the consideration of safety at such the draft Air Quality Action Plan exceeded air quality limits were all sites. for Belfast. The HIA, defined as identified as deprived communities a ‘combination of procedures, along the main arterial routes into The HIA report may be accessed at: methods and tools that systematically the City centre. Recommendations www.publichealth.ie/ireland/ judges the potential and sometimes arising from the HIA strongly called completedhias
Let’s get a move on! 22 June 2009 Sustainable Transport Report NORTHERN IRELAND ENVIRONMENT LINK Integrating Public Transport and Land-Use in Belfast
Luke Kelleher, Austin Smyth and Geraint Ellis Queen’s University Belfast and University of Westminster
e d u c a t i o n school system. The result p a t t e r n s . has been to create an Within the UK, Northern environmentally unsustainable urban Ireland exhibits unparalleled structure with widespread inequities levels of segregation in schooling on Belfast in access to opportunities. Can such the basis of religion and academic is today a state of affairs be reversed and ability at age 11. This is reflected in the most car- what role can public transport play in a wide range of school types which, dependent medium size city in realising such a goal? together with the absence of school Western Europe. The impetus for this catchment areas for selection of was early post war planning policy, A quality public transport system that students, results in a high degree of greatly reinforced by 30 years of offers a really competitive alternative choice for parents in determining violence and political instability, and a to the private car for journeys that post-primary education for their tradition of ‘predict and provide’ and cannot be made on foot or bicycle children compared to other areas of unimaginative transport and policy is a fundamental requirement in the UK. responses. The outward movement the creation of a sustainable city. of residents and businesses has However, this largely depends on What has not been recognised until similarities with experiences in an urban structure that facilitates very recently are both the financial many US cities in the 1960s. The more sustainable forms of transport, and environmental sustainability boost to demand for travel created a supportive policy framework and implications arising from this choice in by widespread segregation both a willingness of Belfast’s citizens to terms of patterns of travel to school. ethnically and economically is also adopt lifestyles that reflect the city’s A recent study by Queen’s University mirrored in the patterns of travel to/ environmental capacity. A good for the Department of Education from school, which reflect the effects example of the challenges we face found overall costs of providing of the selective and segregated in this respect is the case of travel to school transport rising at a rate in excess of inflation due to the high proportion of pupils eligible for free home to school transport in Northern Ireland. In 2003, 19.7% of all pupils in Scotland and 18% in the Republic of Ireland received education authority funding for transport to school, while this was 30.1% in Northern Ireland.
The key difference between Northern Ireland and other parts of the United Kingdom is the selective and largely segregated nature of its schooling system. The travel patterns generated by school transport are likely to reflect parents’ circumstances and preferences when choosing schools.
June 2009 23 Let’s get a move on! NORTHERN IRELAND ENVIRONMENT LINK Sustainable Transport Report
If parents’ primary concern is journey the University of Ulster and Queen’s densification and a high quality time or travel convenience, this will University, provided a Vision for the public transport system along transit have an obvious effect on choice of year 2030. It recommended the corridors. Total distances driven by schools and travel patterns. However, development of Belfast along key private cars could be reduced by if academic or religious selection is transport corridors in a star shaped up to a quarter by the year 2030. of primary concern, then the travel pattern, the arms of which would The alignments recommended are patterns become more complex and be designated for higher densities of virtually identical to plans announced extended. The study and follow on development based on Scandinavian 15 years later by the Department for research has demonstrated that the best practice. It also argued for the Regional Development for a Rapid presence of so many different types city to be tied together by a four line Transit System for Belfast. of school and the survival of selective high quality public transport system education and gender segregation all explicitly linking East (two lines) and The ability to mitigate current forces add very significantly to the financial West Belfast via the city centre as promoting decentralistaion and and environmental cost of schooling well as a link to South Belfast feeding sprawl, let alone control or reverse in Northern Ireland. the already well served Northern them, depends upon changes being corridor. The most ambitious option made in a variety of areas of public The development of a more took the form of a Light Rail Transit policy including education. It also sustainable transport system cannot system, a cheaper (and less effective) requires a strong planning system depend solely on the provision alternative based on guided bus resistant to pressures for more of public transport services or technology along three of the low density development, and restrictions on car use, but must corridors. one which successfully promotes involve a wide range of policy areas more compact and denser urban that underpin the need to travel in A critical argument in support of forms while preserving quality built the first place, with the planning these proposals was the reduction of environments. Where we choose to system having a central coordinating inequities in access to jobs revealed live, work, play and access a range function. After years of neglecting this by the finding that people in non car of other services such as education wider context for transport Belfast, as owning households had 25 percent and health will collectively determine Europe’s most car-dependent medium of the job opportunities available to our transport needs and lead to key size city, faces a particularly acute neighbours with access to private decisions on whether we choose to challenge to reverse that position. transport. The AUTT study was walk, cycle, drive or catch a bus. There extended in a subsequent study which is, of course, something strongly The Alternative Urban Transport yielded detailed estimates of travel individualistic about these choices, Technology (AUTT) study completed demand and energy consumption, but the town and country planning in 1992 was prepared by a team from and the implications of adopting system can play a major role in
Table 1: Changes in the Pattern of Modal Split for the Work Trip into and within the former Belfast County Borough and Belfast City Council areas.
Work trips by Belfast 1960 1966 1971 1981 1991 2001 residents by Bus - 77,908 (48%) 58,194 (43%) 32,561 (31%) 20,665 (22%) 16,052 (17%) Car - 32,019 (20%) 34,389 (26%) 43,572 (41%) 50,017 (54%) 56,513 (59%) All Private Vehicles - 35,429 (22%) 37,376 (28%) 44,930 (42%) 50,769 (55%) 57,503 (60%) All work trips (including - 161,676 133,554 105,890 92,807 96,294 walking)
Commuter work trips to 1960 1966 1971 1981 1991 2001 Belfast by Bus 21,100 (48%) - 25,103 (37%) 14,231 (22%) 10,848 (14%) 13,546 (14%) Train 4800 (12%) - 4237 (6%) 3117 (5%) 2418 (3%) In ‘bus’ Private Vehicle 16,200 (40%) - 39,111 (57%) 46,957 (71%) 62,241 (82%) 79,504 (84%) Total motorised work trips 42,100 - 68,451 63,915 75,507 94,235 All work trips (including - - 69,206 66,554 77,779 96,052 walking)
Let’s get a move on! 24 June 2009 Sustainable Transport Report NORTHERN IRELAND ENVIRONMENT LINK collectively organising these activities alone have the confidence to take the political leadership of these two to make our lives more efficient and radical and expensive steps needed departments (DUP and Sinn Fein) reduce the environmental, social and to grasp the opportunity which still tends to frustrate hopes for policy economic costs of travel. As time presents itself to promote a truly integration, particularly when moves on, however, the conditions sustainable European city. Realising neither department seems to give for a more sustainable future are the potential of any rapid transit priority on tackling the long terms becoming increasingly unfavourable system and the wider public transport consequences of car dependency. as the urban structure accretes network depends upon an effective around patterns that support car and consistent planning system and Compared to other parts of dependency, frustrate attempts to building control procedures to both the United Kingdom, the policy tackle climate change and make the attract car users and underpin the strategies that guide both city vulnerable in a post-oil future. physical, economic and social fabric of transport and planning have failed Table 2: Parking Supply in Central Belfast a more sustainable urban structure. to prioritise effective sustainable 1966-2001. While we have shown how the transport and land use policies. The Year Total number of spaces segregated nature of Northern key policy document, the Regional Ireland society has frustrated 1966 18,000 Transport Strategy, is based on moves to sustainable transport, it the basic premise that car use will 1967 12,500 is important to recognise that there continue to be the dominant mode 1975 15,000 (5,500 private non- has been a greater negative impact in Northern Ireland and should residential parking spaces) from the policies and institutional therefore attract the majority of 2001 22,000 (10,000 private non- organisation of planning and resources. Similarly, planning policy residential parking spaces) transport policy. Thus, we have appears to place great emphasis Under current conditions and department responsibility for on the need to facilitate housing pressures the city and its public land use planning and transport in the countryside, unsustainable transport system are too weak to be split between two departments development par excellence, rather able to withstand decentralisation (Department of the Environment than shaping our built environment pressures. Arguably we may have gone and Department of Regional to tackle climate change and too far down the road to a rubber city Development respectively), making increasing resilience to the post-oil for society and its decision makers policy integration much more world we are increasingly hurtling to be able to justify small steps, let difficult. Indeed, the polarised towards.
June 2009 25 Let’s get a move on! NORTHERN IRELAND ENVIRONMENT LINK Sustainable Transport Report Sustainable Rural Transport
Karin Eyben Rural Community Network
d i s a p p e a r i n g services. There is often individual a vicious cycle in operation vehicle kilometres between increased car ownership, driven while improving mobility greater commuting distances and a and accessibility to services. decline in services, with key groups who don’t have access to a car, such Replacing the vicious cycle with a Introduction as those on low income, young people virtuous one will require ‘decreasing Rural transport is often and older people, losing out. car ownership’, ‘decreasing individual a highly charged issue; whether it’s miles driven’ and most importantly, about the impact of rising fuel costs, Both accessibility and mobility cover ‘increasing accessibility and mobility un-gritted roads, poor quality roads, a wide range of rural sustainability to local services.’ the lack of public transport or reacting issues linked to transport with to environmental groups’ concerns accessibility defined as the ‘ease of Using the Inter-Departmental Urban- with regards rural communities’ reaching’ whereas mobility is the Rural Definition Group’s definition over-dependency on cars and rising ability of an individual or type of of rural [population of 4,500 and carbon emissions. As Irish Rural Link person to move about [Commission below] 34.7% of the total Northern quoted in their recent paper on rural for Rural Communities]. Ireland population live in a rural transport: area, with over one third of these According to Comhar Sustainable living in settlements with populations transport is a very complicated Development Commission: ranging from 50 to 5,000 people. The issue and easily falls within Rittel If Irish transport is to become more remaining two thirds of rural dwellers and Webber’s definition of a ‘wicked sustainable then it will be necessary live in settlements with populations problem’. By this they mean ‘there to improve the sustainability of rural of less than 50 people or in the open are very many different angles to transport by reducing the amount of countryside. view the problem from and little consensus about the best way to Table 1: Transport Trends in Rural Northern Ireland. view it…there is a lack of Working Working population Households agreement about the best way Population population who who use public Area without a car Band walk or cycle to transport to work to solve the problem….and (%) work (%) (%) the problems intertwine with Small Towns 4500 - 5000 24.1 9.4 4.4 other problems. Intermediate 2250 - 4499 20.0 8.5 4.8 Settlements For those who own or have access Villages 1000 - 2249 23.8 16.3 4.9 to a car in a rural community, the issues and challenges can be very Small Villages 500 - 999 21.4 16.6 4.4 different to the 20.5% who don’t. Hamlets 50 - 499 10.9 4.0 2.7 Open If you own a car, the challenge is to <50 14.9 5.5 3.3 keep mobile which might include the Countryside price of running a car, the price of fuel Rural 20.5 10.7 4.2 Other Urban 28.6 14.8 4.9 and safety on the roads. If you don’t Areas own a car, your transport concern is Northern 26.3 10.6 6.9 about how to access vital and often Ireland Let’s get a move on! 26 June 2009 Sustainable Transport Report NORTHERN IRELAND ENVIRONMENT LINK
According to Sub-Regional Transport and an aging profile. If transport is a few kids on it, the white bus (HSS) Plan [2007]: to contribute to sustainable rural comes in with some older people, the communities, then the challenges blue bus (Ulsterbus) has no one on This means that there is a sizeable need to be understood and tackled it and then in comes the community proportion of the rural population through all three aspects, not just the transport bus in the middle of it all. who live beyond walking range to environmental. [Community Transport Worker in a number of key services such as Rural Childcare Report, DARD 2008] schools and food shops. Therefore Way Forward • There has been a growth in the these people need to use motorised This article started from the rural population which places modes of transport. premise that rural transport should greater demand on existing be set within a wider context of services and greater numbers The Sub-Regional Transport Strategy sustainability that focuses not just of cars on the roads, with the also notes that: on environmental, but social and population projected to grow economic sustainability as well. The further; In much of rural Northern Ireland, data show that the primary mode of • The rural population is aging with especially in the north and west, the transport in rural areas is the car and 39% of pensioners living in rural majority of people do not live within that this is not a luxury but a life-line Northern Ireland and 41% of easy reach of an existing bus service. in terms of ensuring the viability of farmers aged 55 and over [Age rural areas and rural communities. If Concern/Help the Aged]; this has The Roads Services most recent the environmental imperative is to implications for existing services Travel Survey for Northern Ireland decrease rural dwellers’ dependence and the planning for future [2005-2007] shows just over a half on the car, then government needs services in rural areas; and (52%) of households in Belfast had to invest in efficient and effective • There are at least three conflicting access to one or more cars compared alternatives for all in rural areas definitions of what constitutes to 79% and 76% in the East and West and in ensuring balanced regional rural still being used within of Northern Ireland. Thirty percent of development. Northern Ireland which makes households in Northern Ireland had it hard to gather and compare access to two or more cars. However, It is clear that: existing data. only 14% of Belfast households had • There is no Northern Ireland access to two or more cars, compared Rural Transport Policy – the Sub- Some Opportunities to 34% of households in the East and Regional Transport Policy is a 1. The forthcoming Rural White 31% in the West. The Survey comments means of allocating funding as Paper committing the central that the average number of cars per opposed to considering how to and local government to a set household remained fairly constant develop a rural transport system of principles and actions with over the 2002-2007 year period. The that will contribute to sustainable regard to the development of high level of car ownership is due to a rural communities; sustainable rural communities. number of factors including declining • There is a lack of coordination The Department of Agriculture services, poor public transport, and and integration between existing and Rural Development’s Rural poor integration between land use services such as the rural Anti-Poverty & Social Inclusion and spatial planning. bus routes funded under the Framework is also focusing Rural Transport Fund and the on rural transport with the The high levels of car ownership, Community Transport Schemes; possible introduction of a Rural combined with an increasing • There is a lack of coordination Assisted Travel Scheme on Rural population, have clear implications between government Community Partnership Transport for the sustainability of rural areas. departments with regard to services. i.e. free travel for those Environmentally the government rural transport. For example, over the age of 60 and half fare has a legal obligation to cut carbon Health, Education and Regional travel for the disabled by using emissions; economically, there are, for Development. This means, for their SmartPass. There are real example, significant individual costs example, that school buses lie opportunities for this Framework in terms of fuel prices, maintenance idle outside of school hours. The to challenge and engage with and longer distances travelled; following quote demonstrates government departments and socially, declining services undermine that more effective use could be the Executive about the different the fabric and viability of rural made of existing transportation nature of rural poverty and rural communities coupled with a growing infrastructure: transport and influence the trend of migration from urban areas The yellow bus (ELB) comes in with review of the transport strategy.
June 2009 27 Let’s get a move on! NORTHERN IRELAND ENVIRONMENT LINK Sustainable Transport Report
2. The Regional Transportation designed for leisure purposes but 11. Further Research to gather data Strategy Review offers a real also to connect to destinations with regard to: mobility and opportunity to consider how or to enable utility trips, such as accessibility of rural dwellers; the funding available for rural commuting to work or school. transport needs, demands and transport might contribute to 7. Information – Develop rural behaviour; interconnections with sustainable rural communities transport information that urban environments and existing from the provision of includes bus, community transport providers, services and infrastructure (footpaths, cycling transport, taxis, demand facilities. paths, bus stops/waiting areas) responsive services (flexibly to revenue funding and subsidies routed bus services), community Transport is critical to the social, to bus services and community lift giving schemes, community environmental and economic viability transport providers. taxi buses, car pools, school of rural areas. The core issue that 3. Effective engagement and transport, social services campaigners and policy makers face Consultation with rural transport, non-emergency health is that the car is currently an absolute dwellers and rural communities, transport, park and ride facilities necessity in ensuring the mobility of particularly with those and other transport initiatives rural dwellers and the accessibility experiencing social exclusion, in available in the local area. of key services and employment. Up the ongoing reviews of the RDS 8. Inter-Departmental Cooperation to now, rural transport policy has and RTS. and Projects leading to, for tended to focus on those who don’t 4. The potential for a Rural Action example, school buses being used have access to a car. Plan for Sustainable Transport for demand-responsive services developed by DRD with a public out of school hours, such as for A new rural transport policy is service agreement with the new sport or community activities. needed which ensures that the local government structures 9. Transport better integrated problems of the immobile socially developing innovative transport with land and spatial planning excluded are not analysed or solutions. at a local government and tackled in isolation from the 5. Rural & equality Proofing of all departmental level with a focus mobile included within a wider proposals and policies considered on addressing the accessibility canvass of growing sustainable for their impact on rural dwellers needs of those most at risk from rural communities that balances and particularly those who are social exclusion. environmental, social and most disadvantaged. 10. The implementation of the Bain economic sustainability and which 6. Walking & Cycling networks – Review on the Location of Public encourages rural dwellers to use ensure that these are not only Sector Jobs. viable alternatives to the car.
Let’s get a move on! 28 June 2009 Sustainable Transport Report NORTHERN IRELAND ENVIRONMENT LINK
Ca s e St u d y : Kuxabussarna
Irish Rural Link
Introduction beyond the end of the normal route decreased. The freight system is used Kuxabussarna operates in the to collect or deliver disabled people by the municipal administration for municipality of Ockelbo, 220 living nearby. This does not affect the their internal post, by pharmacies, kilometres north of Stockholm. The timetable, or the other passengers. the postal service, local bakeries and population of Ockelbo is 6,400, with The buses also carry freight. Bookings other companies. Since the service half living in rural areas. The population are made through the contractors, is free to passengers, all the annual density of the region as a whole is 16 and the system is integrated into a €375,000 costs are met by the local per km². The scheme was initiated by nation-wide system called Bussgods. municipality. This represents a minor the municipality of Ockelbo in 1995 saving to the authority compared with to demonstrate the potential for The service is contracted out to three the cost of preexisting services. It was improving public transport in a rural separate companies. Six vehicles are calculated that the cost of collecting area, particularly to increase both used, mostly medium sized, although fares would exceed their value. public transport use by motorists the largest seats 60. Eleven staff and the area served by buses. The provide an average 34 hours daily Local Impact plan was to combine existing (mainly between them. A pamphlet about As stated earlier, the service is used public funded) services in the area the “Kuxa” system was delivered to by commuters, schoolchildren, and (including school services, medical all households when the scheme was others, including disabled people. patient services, and services for introduced. In addition, timetables Surveys have shown that passengers elderly and disabled people), and to are distributed twice a year to the are satisfied with the service, and make them accessible to the general households in the municipality to keep that over half thought the service was public. It was anticipated that using the inhabitants informed. Changes to an important contribution to rural appropriately-sized vehicles would published routes and timetables are viability. Adult passenger numbers deliver savings. displayed on the Ockelbo website. have increased fourfold when There are frequent references to the compared with the situation before Main Features of the scheme in the local media. the scheme was introduced. Service Buses run between 06:00 to 17:00 Legal Basis Future plans include: Monday to Friday, on eight different The service uses standard bus • expansion of the system; routes designed so that 70% of local service licences. Four-year contracts • use of accessible vehicles; inhabitants live within 300 metres of are awarded to contractors after • better integration with other a bus stop. Frequencies vary across competitive bidding. public transport services and the day, with a maximum hourly regional routes; and service. The routes are designed to Operational Information • improvement to passenger connect with regional services to Commuters use the service to information. larger towns, so that they can be used get to work in some of the larger by commuters. Passengers typically villages. 40% of services go to Summary travel between 10 and 40 km. schools, so use among school pupils • Scheme combined pre-existing Kuxabussarna is a regular, scheduled is high (some schools have adjusted publicly funded services service, so there is no booking their timetables to fit in with transport, reduced vehicle sizes system. Since the vehicles are not Kuxabussarna). Despite the fact that and opened the service to the wheelchair accessible, an accessible it is not wheelchair accessible the general public; taxi service is retained for more service is used by significant numbers • Free scheduled service; disabled travellers. One exception to of disabled and elderly people. Since • Fourfold increase in adult the scheduled services’ fixed route the introduction of Kuxabussarna, passenger numbers; and is that buses will extend their run use of special accessible taxis has • Increased value for money.
June 2009 29 Let’s get a move on! NORTHERN IRELAND ENVIRONMENT LINK Sustainable Transport Report Sustainable Freight
Tom Wilson Freight Transport Association
ago. The journey time on the main road Practically between Belfast and Dublin has every consumable A improved significantly in recent times item that people buy will have ke y making freight movements by road so been transported by a truck. Whilst s t e p much more efficient than rail could manufacturing companies can towards a ever hope to achieve. relocate their operations to the Far sustainable freight East and then claim that they have transport system would be Government reduced carbon emissions, the freight investment by manufacturers in the Interventions industry has no choice but to produce development of alternative vehicle The Companies Act 2006 further carbon emissions in the UK. Yet, the technologies which will reduce implemented EU Environmental industry has already made great in- carbon emissions, but this will only reporting requirements in the UK and roads into improving fuel efficiency be achieved if government provide pressed companies to report against through driver training, aerodynamic the infrastructure and systems their obligations on the environment. features, vehicle utilisation and to support these vehicles. The High street chains will be under routing, and scheduling. In 1980, Committee on Climate Change, who pressure from consumer spending before Euro standards, a 32 tonne now advise Government on carbon power to be seen to take action gross combined weight (gcw) vehicle issues, has indicated in their low to reduce their carbon emissions. achieved eight miles per gallon. By carbon economy report that future There have already been very visible 2008, a ‘Euro 5’ 44t gcw achieved the transport emissions are likely to initiatives from Marks and Spencer’s same mpg. Technology development stem more from cars and vans than in their quest to eradicate plastic bags for alternative vehicles, such as heavy goods vehicles (HGVs) and that from shops. This will place pressure electric and hybrids, has proved slow currently HGVs are inherently difficult on suppliers who provide services and the infrastructure to refuel or to upgrade to lower carbon versions for these companies to demonstrate re-power these vehicles is not fully as they are already efficient and do similar initiatives. Similarly, the available. Although there are many not generally produce high levels of Government and its departments demonstration vehicles and ongoing emissions. need to be at the forefront of carbon trials, in the current circumstances reduction actions and operators will the majority of operators have to Unfortunately the existing railway line need to fulfil green obligations in continue with the existing technology. network in Northern Ireland cannot order to win contracts. The sharp u-turn on the use of biofuels be viewed as an alternative means may have also dissuaded operators of transporting freight. This is mainly Improving Efficiency and from using alternative fuels and because freight by rail can only be Reducing Environmental exploring further options to reduce economically viable when large units Impact CO2 emissions. by volume can be transported from A Most businesses involved in the There is a strong link between to B where each location is close to supply chain are interested in CO2, the rail head. The infrastructure does as efforts to reduce emissions stem improving fuel efficiency, lowering not exist to support freight by rail and from burning less fuel, therefore costs and reducing CO2. This message the last journeys carrying cement saving money. Freight operators are is regularly seen in leading freight and beer between Belfast and Dublin in a difficult position as they are often industry magazines and the FTA also were discontinued about six years right at the end of the supply chain. promotes this message in Carbonfta,
Let’s get a move on! 30 June 2009 Sustainable Transport Report NORTHERN IRELAND ENVIRONMENT LINK a subscription product to help Alternative Fuels Consolidation Centres members’ record, report and reduce Biofuel trials have been reasonably The business case for consolidation carbon emissions. successful with minor modifications needs to be built up particularly to the engines: within the construction sector. HGVs • The responsibility for the There is a market failure in the way Emission reductions in HGVs is sustainability of biofuels appears jobs are priced which does not take inherently more difficult to achieve to be with the oil suppliers; into account the operational logistic than for cars and vans given the more • Vehicle manufacturers are proving benefits that consolidation can bring limited potential for application of a stumbling block for experiments about. There is a need to build in power-train technologies. However, with renewable fuels; and consolidation into the job pricing alongside the use of hybrid rigid HGVs, • Natural gas offers an alternative rather than seeing it as an additional the Committee on Climate Change fuel for vehicles without the cost element. Urban consolidation highlights the potential savings linked sustainability issues that are requires a ‘complete change of to non-power-train interventions arising from biofuels. mindset’ as it initially looks like double such as teardrop trailers and low handling of products, but experience rolling resistance tyres. No reference Technical developments 11 has shown that it can reduce CO2, is made to longer semi-trailers or • Engines have been enabled to traffic congestion and enable better longer, heavier vehicles. cut out after three minutes’ control over the timing of deliveries. Ecodriving idling which can save 76 litres per month per vehicle in an There is a long list of potential benefits, The Committee anticipates that the experiment carried out across from reducing the number of vehicles HGV Driver Certificate of Professional seven vehicles; and in towns to increasing a wider range Competence (CPC) periodic training, • Top speed was reduced from 56 of low energy transport methods. introduced from September 2009, to 52mph in urban areas which Small businesses in the city have the will significantly increase emissions resulted in a 2.7% reduction in most difficulties of all in moving goods reduction through more efficient fuel consumption. in and out. Due to parking restrictions driving techniques. As there is no and congestion, they have a lot to gain equivalent compulsory driver training Simple measures can make significant from consolidation centres. However, or certification for vans, the emissions contributions to improving fuel without public support, making these abatement from van driving efficiency consumption. Technological advances centres profitable on their own has improvements is expected to be in HGVs such as hybrids can offer key proved to be difficult. smaller and take longer to achieve. carbon reductions but are currently Speed limit enforcement only available in low volumes and Conclusion The Committee points to significant therefore not financially feasible for High tax is robbing small enterprises falls in fuel efficiency as cars, vans many operators. of being able to invest in sustainable and HGV speeds are pushed above action. It would make a great Driver Training optimal levels. It concludes that difference if fuel tax was actually Seventeen drivers attended simulator limiting speed through lower limits invested back into the transport training on three separate occasions or tougher enforcement of existing sector itself. We need to start and as the training progressed there limits should be kept under review. challenging politicians and question was a significant change in driver whether or not taxation at such high Company carbon auditing behaviour. Telematics were used to rates is actually a productive route Software tools are now enabling measure changes in performance and when there is pressure to invest in companies to audit their carbon the first and final drive results were efficiency saving measures. emissions. Companies are encouraged compared. not just to work out carbon emitted • Revs reduced by 22%; The recent rise in fuel duty will cost by their own transport operations, • There was a 50% increase in around an extra £1,500 a truck per but to take a supply chain approach – torque under acceleration; year. Imagine what else this money measuring carbon emitted from raw • The number of gear changes was could be spent on if it were retained material to the final point of sale. The reduced by 28%; in the business, how many drivers Carbon Trust is one such organisation • The time taken to complete the could be put through the Transport that is strongly committed to simulation reduced by 8%; and Research Laboratory (TRL) truck developing systems for carbon • When drivers returned to their simulator for example, how much auditing at a product level and has its own vehicles, there was up to a routing and planning software could own carbon label. 16% increase in fuel savings. be brought!
June 2009 31 Let’s get a move on! NORTHERN IRELAND ENVIRONMENT LINK Sustainable Transport Report Transport Economics A Summary of Towards a Healthier Economy
Jolin Warner Transform Scotland
the steps to take c a n Towards a Healthier o u t w e i g h Economy. any benefits arising from time savings; Key Findings 3. The health and congestion costs M o st Table 1 below summarises the key of additional car drivers should k e y findings by showing the economic be fully considered in transport Scottish [and impacts for several different transport- project appraisal; Northern Ireland] related measures or goals. 4. Research should be conducted transport investments are based on on the displacement effect of their economic case. Other impacts Key Recommendations car purchases. It is important to such as social and environmental 1. Scottish Transport Appraisal understand what people would issues are sometimes considered but Guidance (STAG) should include spend their money on if they rarely used as deciding factors. The the direct economic benefits didn’t have the desire or need to economic case is usually based mainly resulting from improved health buy a car; and on enhanced productivity through due to increased cycling and 5. The Government should publish ‘time savings.’ Other direct economic walking as well as evidence annual statistics quantifying the factors, such as increased productivity on increased productivity and net effect on the economy of from improved health, are rarely reduced absenteeism; air-based tourism. It is vital to given the same prominence despite 2. STAG should reduce the emphasis know how much visitors spend their very real impacts. This is partly given to time savings, as the in Scotland compared with the due to a more limited understanding benefits attributed are often amount Scots spend when they of these other factors. unproven, while productivity fly abroad. benefits resulting from working The study was designed to increase when travelling by train or bus The full report is available at: understanding of transport’s known should be incorporated as these www.transformscotland.org.uk ‘non-time savings’ direct economic impacts, and also identify gaps in Table 1: Economic Impacts for Transport-Related Measures/Goals in Scotland. collective knowledge. The author Measure Economic Impact Source considered six categories: smarter Cycle mode-share of 13% £1–£2 billion/year Health Economic Assessment Tool for choices [smarter choices are savings Cycling, World Health Organisation techniques for influencing people's Cycle mode-share of 27% £2–£4 billion/year travel behaviour towards more savings sustainable options], active travel, Switch 20% of car commutes £2.8–£11.6 million/ Guidance on the appraisal of walking local public transport, long distance to walking or cycling year savings and cycling Schemes: TAG unit 3.14.1 Department for Transport; Economic public transport, private motor Switch 40% of car commutes £5.6–£23.1 million/ appraisal of local walking and cycling transport, and air transport. For each to walking or cycling year savings routes, Sustrans category, the available information Each extra car driver £172–£250/year cost European transport policy for 2010: on the travel mode and its impact on time to decide, EC; Handbook on Each extra car passenger £100–£145/year cost estimation of external cost in the the economy were reviewed; further transport sector, Maibach et al. questions were identified; and an Net tourism spend, 2004 £1.3 billion annual Why airport expansion is bad for attempt was made to answer the deficit regional economies, Friends of the questions if the available evidence Earth England, Wales, & Northern Net tourism spend, 2020 £2.6 billion annual Ireland was considered sufficiently robust. (projected) deficit This led to a set of findings on the Health and climate impacts £7.7 billion/year cost Handbook on estimation of external economic impacts of travel modes of international flights cost in the transport sector, Maibach and a series of recommendations on et al.
Let’s get a move on! 32 June 2009 Sustainable Transport Report NORTHERN IRELAND ENVIRONMENT LINK Transport 2020: A Vision of the Future
Julian Hine University of Ulster
d e p e n d e n t communities produce The vision patterns of disadvantage, in this short paper is especially amongst those on low based on the assumption that This incomes, women, the elderly and demand management will have vision disabled and that this is especially to become a reality. It must build for the pronounced in rural areas and outer on the current developments that future of the metropolitan/urban areas. Increased have taken place in public transport Northern Ireland Transport public transport use conversely can on both the railways and buses System in 2020 is based on a reduce the need for expensive road which have both seen increases in number of assumptions about infrastructure, reduce greenhouse passenger numbers. However, what is funding, social trends and the policy gas emissions and urban air and noise also clear is that technical fixes, new imperative of reducing carbon use pollution. fuels and new vehicle technology on in our transport systems. The vision their own are not going to solve the is possible with adequate funding The vision for 2020 requires the problem. By 2020 we will not have and the need to adopt a clear adoption of mode shift targets that the widespread adoption of electric demand management framework. are realistic and reflect current vehicle technology (it may, according Shifts in funding emphasis from transport needs and the range of to estimates, obtain a 15% market roads to public transport should trips and trip patterns present in penetration by 2015) with maybe be accommodated as part of a region that, with the exception only a 5-6% reduction in emissions this process. Currently funding is of several larger settlements and which will in turn be swallowed up estimated for the period 2008/09 cities, is predominantly rural in by the need to generate energy for to 2017/18 to be at £2645.0 nature and has lower population these vehicles and the need for new million for roads and for the same densities. However, unless demand charging infrastructure to support period at £725 million for public management measures are adopted this. This vision is therefore based on transport. The vision for 2020 over the coming period to 2020 the need to reduce the domination does not contradict the Spatial Northern Ireland will continue to of the car, encourage transit oriented Development Strategy for Northern experience an increase in traffic development, and higher urban Ireland as specified in the Regional volumes on key parts of the road densities, and a continued tightening Development Strategy: a framework network. Unless managed this will of planning controls in rural areas of urban hubs and clusters, key and result in a decline in the liveability of to preserve these places but also to link transport corridors and the places in both rural and urban areas reduce the rate at which trip distances and journey lengths are growing. main regional gateways of ports and a continued rise in CO2 emissions. and airports. Population is projected to increase in Northern Ireland to 1.9 million in A Reduction In motorised Conventional transport planning 2020 from 1.7 million in 2006. This will trips? has emphasised speed and capacity, generate a regional need for 250,000 In 2020 the region, as a result of mode but has underestimated the additional homes. These homes need shift targets, will see a reduction in environmental and wider societal to be predominantly accommodated motorised trips by private car and costs associated with the current range within existing settlements where an expansion in public transport of transport choices and patterns a variety of transport choices are use, cycling and walking. Data from of provision. It is also clear that car available. the Northern Ireland Travel Survey
June 2009 33 Let’s get a move on! NORTHERN IRELAND ENVIRONMENT LINK Sustainable Transport Report indicates that 4739 miles per person with plans to extend the scheme Conclusion per year were travelled by car in into the outer metropolitan area. Transport policy is clearly currently 2007. If a target to reduce the The airports have also benefitted at the cross-roads in terms of the number of motorised trips by car from the building of rail links and need to now achieve reductions were introduced; say a 5% reduction this has resulted in the reduction in carbon emissions and achieve per annum, this would result in of traffic levels at both airports lasting changes in travel behaviour significant reductions. In year one but also on surrounding roads balanced against a requirement this could result in a reduction of which have been for some years to maintain existing infrastructure 237 miles per person at best or at experiencing high levels of traffic. for the purposes of trade and the worst would slow down the growth At the same time the rail link to economy. Associated with these in car trips. This reduction can be Belfast International has allowed developments is clearly the ongoing achieved through the introduction the Antrim – Lisburn line to attract need to continue to reduce the of demand management measures new passengers on to it. The bus fossil carbon content of transport (not necessarily road pricing) and network in Belfast has expanded fuel and increase the fuel efficiency lower fares for public transport. allowing the extension of Metro of vehicles, but we also need to Growth in non-car journeys between bus services to communities that reinvent transport policy with new Belfast and Londonderry are due to have historically had low levels of objectives in mind. Using the Spatial improvements in public transport access to public transport. Development Strategy Framework provision and the provision of outlined in the RDS, can an annual high quality networks for green In rural areas, green modes of travel 5% reduction in motorised trips by modes but also due to the rising and public transport have increased car be achieved? Possibly; it does costs associated with running their mode share as a result of not necessarily mean reductions in and owning a motor vehicle. A enhanced levels of provision in levels of our personal mobility but greater integration of land-use and terms of improved cycle paths and a change in the way we behave and transport in urban areas will result in walkways and increased public make our travel choices. However, increased population densities and transport frequencies. Commuters to ensure that some steps are lower job densities. Travel by public travelling to Belfast and other larger taken in this direction we need transport has been enhanced by the towns and cities in the region have to urgently address the following introduction of transit orientated benefitted from improved rail links issues: development which has encouraged between these major centres of 1. Adopt mode shift targets – aimed the development of workplaces population and the expansion of at reducing the percentage of car- and offices around public transport major park and ride sites, that have borne trips; nodes. This has resulted in a change been built at key locations outside 2. Integrate land use and transport to the asset disposal policy currently the city next to major interchange planning (increase urban operated by Translink. facilities. These sites are secure, population densities and reduce staffed and popular with users. The job density); Teleworking combined with park and ride bus fare is included in 3. Focus development around public flexible patterns of working have the car park charge and the services transport nodes; also contributed to the reduction operate at a 10-15 minute frequency 4. Reduce car parking in city centres in the need to travel and an at their peak. Rural areas have and introduce other demand expansion of home-based working. also benefitted from the increased management measures as In Belfast the rapid transit network integration of community transport necessary; (CITI route and E-Way) have been operations with Ulsterbus and 5. Encourage walking and cycling successfully implemented and has other providers. This has allowed and the development of high now been in operation for several the development of integrated quality networks for these modes; years. The E-Way which runs to approaches to the adoption of and Dundonald through deprived service route approaches in rural 6. Strengthen public transport in areas of Tullycarnet and Inner areas, where users can travel to rural and urban areas - increase East Belfast through the City key locations that would otherwise public transport speeds and Centre to Royal Hospital and into have been unable to justify a public reliability, and lower fares. West Belfast has been successful transport service.
Let’s get a move on! 34 June 2009 Sustainable Transport Report NORTHERN IRELAND ENVIRONMENT LINK Recommendations
Seamus óg Gallagher Northern Ireland Environment Link
reconsider their Investment priorities, facilities embrace new Technology and servicing major promote Behaviour Change in a hubs; serious way. • Create continuous priority lanes on all strategic corridors Policy into major urban areas; and Priorities Leadership: • Invest now to create the for Northern • Reduce Northern Ireland’s infrastructure for electric vehicles Ireland’s Environment reliance on fossil fuels; (grid and chargers). - The Way Ahead 2009 identifies • Consider carbon and health the policy changes that NIEL members impacts in all transport Technology: feel are important if Northern Ireland decisions; • Regulate for and incentivise is not only to improve environmental • Update the Cost Benefit Analysis efficient vehicles (target average performance, but also to address the process for transport investments vehicle emissions of 60g CO2/km economic and social challenges we to include all environmental and by 2025); currently face. Recommendations social costs and benefits; • Promote electric and hydrogen cover a wide range of strategic issues, • Target enhanced public transport vehicles, especially for public including transport policy. Members provision and other non-car transport and commercial fleets, recommend that: measures at disadvantaged areas and the infrastructure they • A Northern Ireland Climate Bill first; require; with a Northern Ireland specific • Reduce car trip numbers by 5% • Use the electric vehicle legally binding reduction target per annum; network and smart technology of at least 3% per annum should • Enforce existing and lower to create a ‘decentralised be introduced; (where appropriate) speed limits energy battery’; • The EU target of sourcing 15% of as a means to reduce transport • Only use renewable energy all our energy (electricity, heat emissions and accidents; sources to charge vehicles; and and transport) from renewable • Invest in emerging transport • Ensure biofuels meet social and sources by 2020 should be technologies to create jobs and environmental criteria. adopted; wealth; • The indicative spend figures • Use aviation and car taxation Behaviour Change: for transport modes should be revenues to improve active and • Pedestrianise more of our urban revised to ensure that at least public transport provision; and areas and reduce car parking to 50% of Government investment • Focus future developments in make people, not cars, the prime goes to sustainable transport existing settlements. consideration in urban areas; measures; and • Provide information to show • The new Regional Development Investment: drivers how to reduce their Strategy (RDS) should provide the • Put public transport at the centre emissions; spatial framework for planning in of new development planning; • Provide Safe Routes to Schools; Northern Ireland. • Develop an integrated, attractive, • Consider active and public affordable, frequent and reliable transport as a public health If adopted, these strategic priorities public transport system across enabler; will enable more specific actions Northern Ireland; • Provide road space and ‘end- to be delivered. Northern Ireland’s • Create facilities for active of-journey’ facilities for active transport policy requires revolution transport in our urban centres, transport; and not evolution if we are to meet the transport hubs and work-places; • Reduce travel demand by challenges of the 21st Century. The • Increase the availability of ‘park encouraging working from Assembly must show Leadership, and ride’ and ‘park and share’ home, video-conferencing, etc.
June 2009 35 Let’s get a move on! NORTHERN IRELAND ENVIRONMENT LINK Sustainable Transport Report
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Let’s get a move on! 36 June 2009 Northern Ireland Environment Link
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