The Resource Centre holds all our documents (briefings, consultation responses, press releases and reports). Signed-in members also have access to projects. You can search the Resource Centre by topic or by type of document.
This report, produced by transport consultancy Steer for the Urban Transport Group, warns that the future of local public transport services is at serious risk without continued COVID-19 financial support from Government.
It highlights how Government support allowed public transport to continue during the national lockdown (enabling key workers to travel to and from work) and to provide a more comprehensive service at lower socially distanced vehicle capacity following the end of the lockdown.
But the report paints a stark picture for both bus and light rail systems should this support be withdrawn prematurely.
Commissioned from consultants Steer, this report seeks to provide an analysis of the strengths and weaknesses the current UK legal and regulatory framework for smart transport futures in relation to the key challenges that UK transport authorities face. It also explores the potential for anticipatory regulation, principles that could underpin any changes to the framework and recommendations for priority areas in need of reform.
This report focuses on the benefits of the involvement of devolved authorities in rail stations.
It does so by looking at over 35 case studies of how and why devolved authorities have improved stations for the better in recent years – and the wide range of different kinds of benefits that this has brought for passengers and the places the railway serves. These benefits include helping to meet local housing need and sparking regeneration, turning run-down stations into gateways and places to be proud of, and improving the accessibility and environmental performance of station buildings.
The report goes further by looking at the potential to achieve even greater results through devolving more responsibilities for stations, such as delivering common branding with the rest of the local public transport network, through to ensuring plans and funding for stations is integrated with wider plans around housing, economic development and decarbonisation.
This report - published to coincide with the 2019 Autumn Party Conferences - identifies four urban transport challenges and four solutions needed to overcome them.
It also details what transport authorities need from Government to bring about these changes.
On launching the report, Stephen Edwards, Chair of the Urban Transport Group and Executive Director of South Yorkshire Passenger Transport Executive, said: "There is much more that needs to be done if transport is to contribute effectively to meeting the many challenges that city regions face, from the climate crisis to public health challenges associated with a lack of physical activity. The right policies can help overcome these challenges."
This report examines the concept of Mobility as a Service (MaaS) - schemes which provide access to information on, and payment for, transport options via a single digital platform.
It identifies the three key factors that will determine the future of MaaS and also sets out the issues and options for city regions on the role they might play in shaping MaaS in their areas.
We are living in rapidly changing times. Big shifts are taking place in urban transport trends.
Number crunch 2019 is the second in our Number crunch report series and provides an updated overview of the key trends over the last ten years, as well as taking a look at what the new and most recent data is telling us. The report also investigates some new issues – including housing need and social inclusion.
In these changing times, the case for coordinated and integrated transport planning at the city region level is stronger than ever. So is the case for long term funding frameworks for local urban transport rather than stop-start funding as is currently the case.
This literature review - carried out by SYSTRA for the Urban Transport Group - aims to appraise the existing evidence base on the range of factors that influence how people respond to the experience of bus travel, with a focus on the social-emotional experience of bus travel and on the experiences of different socio-demographic groups.
The review does not aim to act as a ‘to-do’ list to complete in order to improve bus travel experiences. Any learnings taken should acknowledge that the bus services assessed in the literature are often hyper-local and therefore are experienced in a very individual market.
This report highlights how investing in bus services is key to achieving a wide range of policy objectives across Government.
The report also finds that the way in which bus services are funded is mired in complexity, with no oversight within Whitehall of how the various funding streams from different Government departments impact on bus services overall.
It also shows that all the main forms of funding for bus services are under severe pressure – in particular those that come indirectly from the Ministry for Housing, Communities and Local Government which support bus services that bus companies will not provide on a commercial basis. The report calls for a new ‘Connectivity Fund’ – which would bring together existing bus funding together with funding from other Government Departments into a significantly enhanced and ring-fenced pot for local government to support bus services.
This report explores a range of factors relevant to bus patronage decline, under the themes of social and economic change; alternatives to the bus; and public attitudes to bus travel.
It finds that changing travel habits as a result of different lifestyles and working patterns, wider demographic and economic shifts, the rise of on-demand services, exemplified by runaway growth in Private Hire Vehicles, are amongst the many background factors affecting patronage.
The report also looks at areas where bus use is high or is growing and seeks to draw some initial conclusions about common denominators.
This report examines ‘transit oriented development’ - the principle of putting public transport front and centre in new residential and commercial developments, with the aim of maximising access by public transport, encouraging walking and cycling, and minimising the need to own and use private cars.
The report suggests that transit oriented development has the potential to meet housing need without undermining the green belt or creating more traffic congestion and sprawl. It also examines other areas where it can deliver wide-ranging benefits, such as to local economies; air quality and carbon emissions; social inclusion, employment and skills; health; and public transport patronage.
The place to be sets out a five point plan on how to realise more building developments which are based around sustainable, public transport and active travel.
This report examines the key role that transport interventions can play in supporting post-industrial towns.
It features case studies from the UK and the wider world of how different types of interventions - from transport’s role as an ‘anchor institution’ for local economies and as an employer, through to how transport interchanges can act as ‘gateways’ and sources of civic pride and renewal - can achieve results.
A key finding of the report is that isolated capital interventions in transport infrastructure are insufficient in themselves. Instead, more co-ordinated programmes of transport capital and revenue investment and support are needed if towns are to truly thrive.
The latest edition of Policy futures for urban transport emphasises how a new deal on funding and powers is essential to keep the UK's cities moving forward.
The report sets out the 10 key policy changes that are needed to make cities healthier, fairer and more prosperous.
These include further devolution of rail services; greater funding for buses; reform of taxi and Private Hire Vehicle legislation; an ambitious strategy to encourage more cycling and walking; a long term investment plan for urban rail services; and a visionary national policy framework on air quality.
Over the last decade promoting active travel has moved from the fringes of urban transport policy to a much more central role in the planning of cities and their transport networks. This is because the promotion of active travel, and the creation of places and streetscapes where people want to walk and cycle, is such a good fit with where cities that are going places want to be.
In this report we take a detailed look at how active travel schemes can transform cities for the better – from Bristol to Inverness and from post-industrial Northern cities to the heart of the City of London.
The Urban Transport Group is bringing together the former boss of Nexus (the public body which operates the Tyne and Wear Metro) Mike Parker and its current Director General Tobyn Hughes for a special event to celebrate 40 years of the unique and pioneering light rail system.
Laura Shoaf, the Managing Director of Transport for West Midlands (TfWM), is the new Chair of the Urban Transport Group.
The Urban Transport Group has today launched the most sophisticated tool currently available for modelling bus use in city regions.
Urban Transport Group (UTG) has launched the first in a series of free online lunch-hour conversations to explore the future of urban transport as we begin to look beyond the COVID-19 pandemic and tackle the climate emergency.
Responding to the CPT’s document on bus recovery partnerships which was published today, Urban Transport Group Director, Jonathan Bray said:
The Urban Transport Group (which represents the transport authorities responsible for tram and light rail systems in the Sheffield City Region, Tyne and Wear, Greater Manchester, Nottingham and the West Midlands) has today welcomed the Government’s announcement of further COVID19 funding support
- Paper suggests “rapid and deep cut” in bus services if COVID-19 financial backing were to be withdrawn prematurely
The Urban Transport Group, the UK’s network of city region transport authorities, has today welcomed the announcement by Government that it will end the current rail franchising model and replace it with new ‘recovery’ contracts.
Transport authorities can play their part in shaping a positive legacy of COVID-19 for the UK’s city regions, provided they are given both the funding and powers they need to respond to the challenges that lie ahead.