Environment, Planning and Transport Committee (March 2000 - April 2003)
Policy Review of Public Transport in Wales
VISIT TO EDINBURGH
Friday, 26 January, 2001
Rapporteur’s Report Back and Notes
People Seen
| Councillor Mark Lazarowicz | Executive Member for Transport |
| Edinburgh City Council | |
| City of Edinburgh Council Officers: | |
| Transport Planning Manager | Barry Cross |
| Transport Policy Officer | Phil Noble |
| Public Transport Officer | Roger Hargreaves |
| Member, Scottish Parliament,Transport & Environment Committee | Bristow Muldoon, MSP |
| Committee Clerk, Transport and Environment Committee, Scottish Parliament | Sheila McKinley |
- Co-operative arrangements between several East of Scotland (Central) Authorities known as SESTRANS (South East Scotland Transportation Strategy)
- In 1995 (reorganisation in Scotland), Edinburgh, and business, would have liked a PTA/PTE type arrangement.
- In Scottish legislation, the Minister has intervention powers to insist upon joint Transportation Strategies between several Unitary Authorities and other agents, if these do not emerge voluntarily.
- Edinburgh has a "only build where absolutely necessary" road building culture, and a strong presumption in favour of public transport
- Most of bus network is commercial. There is limited subsidy (circa 8% of running mileage)
- Lothian Transport (the main operator) is a wholly owned , but "arm’s length" company of the City Council.
- Proceeding to sign up Quality Partnership between Lothian Transport and the City.
- Fares are kept low as a result of on-going discussions with the Company regarding dividend payments.
- Concessionary fares in Edinburgh levied at a flat rate of 40p, of which the operators recoup 30p.
- For all passengers there is a 50p minimum fare. And average fare is 80p. The fare box provides only circa 50% 0f total income
- Daily tickets at £2.20 (all-day) and £1.50 (off-peak travel only) have been a resounding success
- The City has pioneered the City Car Clubs to give people access to cars without having to own one.
- A description of the City’s Local Transport Strategy (Copy appended)
- Patronage increases in public transport are showing up as a result of City policy
- Transfers of mode are more difficult to effect, but there is now evidence that the growth in PT use is greater than overall travel demand growth, implying that modal change is occurring.
- In the LTS, three options for the future were examined:-
- Public consultation proved support for strategy - 18,800 responses (circa 10%) . 53% support for workplace charging and 28% support for congestion charging (with resources ploughed back into PT improvements in both cases)
- View that Convener support absolutely vital (firstly David Begg, then Mark Lazarowicz)
- There is a 2004 target date for introduction of charging
- Congestion charging included in Scottish legislation, but now workplace charging is not. Bill now received Royal Assent
- Process of working PT support proposals, expending charge moneys, through SESTRANS, via consultants, has now commenced
- Circa 80 schemes broadly agreed, nearly all PT based with little road building
- Difficulties with central Scotland rail policy, Railtrack capacity to deliver in doubt
- Regional transport strategy, via SESTRANS, seen as umbrella by both LA’s and Scottish Executive, for local policies. Likely to develop into a Central Belt transport philosophy
- SE has set up a 3 year £60m Integrated Transport fund. It is anticipated that LA’s will bid against this fund with one bid per Authority, with preference given to consortia bids, such as SESTRANS
- SE presently looking at prequalification process, with works costs to be refined later.
- Conventional bus lanes had been in place for 20-25 years
- Apparent that bus lanes alone are not enough, but other supporting measures needed
- Main corridors picked out for intensive treatment, leading to a core network which was explained
- Corridor consideration of everything from shelters, public information, on-bus information, DDA compliance, to on-street issues such as traffic management, through to enforcement. The latter regarded as absolutely key to progress
- Some existing bus lanes went forward into Greenways, but not all
- Public hearing and processes lasted 3 years, before orders confirmed, giving extended powers over and above ordinary TRO’s, largely based upon London type red route regulations, including enforcement powers.
- Whole City has SPA status, operated by City contract, leaving bus lanes exclusively enforced by Police wardens, equipped with scooters
- Camera enforcement of bus lanes very important
- RTPI widespread, and GPS used for bus positioning
- To date, not public backlash against stricter regime, as other advantages are clear to see
- All pedestrian facilities are signalled and co-ordinated, and entrances into side streets treated to benefit pedestrian movements on the corridor. Increasing th e attractiveness of walking was part of the strategy
- Cycling has been promoted, doubling in quantum in 4 years to 4-5% of trips
- 20 mph speed zones in resdidential areas, off corridors, introduced
- There is a hospital green travel plan, including preferential green wave for emergency vehicles
- Looking to develop the transport / health synergies in the strategy. A current survey involving all health employees currently underway
- LRT, along lines of Tyne and Wear, based on old railway lines, and on, Sheffield, in particular, with larger elements of street running
- Because of environmental considerations of putting large elements underground, scheme unlikely to proceed due to escalating costs
- Also, philosophically, "underground" is not where many believe accessible PT should be!
- Guided busways were under consideration and a scheme on the Corstophine Corridor was worked up
- Possible PPP / PFI scheme? A Scottish Executive award for public sector contribution (equivalent to credit approvals in Wales) given to the value of £15m
- Edinburgh down to two bidders, although the preferred bidder has just pulled pout, and they are now negotiating with the reserve bidder
- Discrete rail franchise a benefit
- In Scotland, the SRA negotiates on the SE’s behalf - ie they have greater powers than the NAW
- Consultations underway on aspirations for new and / or reopened lines
- May develop prescriptive guidance to SRA
- Major non DDA station compliance in Scotland, particularly at unmanned halts
- Pricing regulated in Strathclyde PTA area, but not elsewhere - seen as an issue
- Need rail powers transferring to SE
- Can insist on inter-Authority and inter- Agent co-operation. This is not in England and Wales Act
- Incentives to develop QP’s, with QBC backing if needs be
- A significant Scotland difference is the specification of minimum frequencies, not cost; and a restriction on the times when changes can be imposed - duties of notification etc
- User charging powers - likely to be only Edinburgh will proceed with congestion charging. Glasgow had wanted workplace charges but that had fallen from Bill in Committee stage
- Home zones powers felt to be massively important in the Scottish accessibility / social inclusion / pollution/ road safety / accident prevention agenda
