Select Committee on Culture, Media and Sport Minutes of Evidence


Memorandum submitted by Transport 2000

Transport, Travel and Ticketing Arrangements to the Millennium Dome

1. Transport 2000 (T2000) is concerned that the transport and ticketing strategy being planned and implemented by the New Millennium Experience Company (NMEC), the London Borough of Greenwich and London Transport may not deliver the most effective, sustainable transport package possible for this major international festival. The Minister Without Portfolio noted on 8 December 1997 in response to a PQ the "tremendous" transport facilities being provided to ensure that visitors can reach the site from "all over the country". Reliance on just the Jubilee Line, river buses, an untried "guided" bus from Charlton and a cable car may be unrealistic if the festival activities based at the Dome are to be a national success.

2. T2000 believes that development in the Greenwich Peninsular area should be sustainable and new transport provision must reflect local and regional concerns and needs, as well as providing an effective regional network for the many visitors and workers travelling to the festival site.

3. T2000 recognises that a major reason for choosing Greenwich in preference to Birmingham and the National Exhibition Centre (NEC) was to ensure the site would be widely accessible by public transport. However current proposals offer fewer public transport options than either Wembley or the NEC.

4. The Government sponsored Millennium Access Working Group appointed only one representative of prospective users, a member of the London Regional Passengers Committee and one voluntary sector representative from local community groups, the Chair of Docklands Forum. The Docklands Transport Steering Group also only included one community representative, again the Chair or Executive Director from Docklands Forum. Community and user groups are rightly concerned at the inability to have wider representation, with professional input, to these working groups.

5. T2000 is concerned that the Millennium Access Steering Group has been wound up, but a new Millennium Access Co-ordination Group has been set up, with a sub-group headed by Lord Levine to oversee the delivery of these projects. There is no user or voluntary sector input into either of these groups; a very unsatisfactory situation.

6. We understand that the Government Office for London prepared a report in April 1998 on the work of the Millennium Access Steering Group to the Culture, Media and Sport Committee. With the forthcoming White Paper on Integrated Transport in mind the report comments "the Government therefore regards making a success of access to the Millennium Experience as one of its key transport challenges." T2000 feels this aspiration is not strongly evident from the current plans for public transport unless further infrastructure and services are provided.

7. T2000 understands that under present plans, transport to the Dome will be by various means promoted by the Government. While each mode may be convenient in its own right for certain journeys, it is multi-mode journeys, particularly those which may involve changes and travel from outside London, which concern many observers. There is also concern that so much emphasis should be placed on the Jubilee Line Extension serving the new North Greenwich station, adjacent to the Dome, as the only direct rail connection.

8. A brief comparison must be made with public transport access arrangements to other major leisure venues. Both Wembley and the NEC have stations nearby on the National Railways' network. A recent example of the value of such a facility was for a major football match when 14000 supporters were conveyed on 15 trains from Northampton to Wembley.


9. LT claims it will be able to operate 24 trains per hour from Stanmore or Willesden Green to Stratford with conventional signalling, replacing the moving-block system. This capacity should be adequate for moving passengers to and from the Dome at off-peak periods. However, the Underground system will inevitably be congested during weekday peaks and the line will be crowded at these times. Visitors must be encouraged, through the range of "entertainments" offered for example, not to travel at peak times.

10. While this is a common-sense option it does not prevent the possibility of a complete service failure. No viable alternative rail link is available. Wembley, by contrast, is served daily by six local networks at three stations.

11. Breakdowns or other major disruptions on the Underground network could have serious ramifications for passenger movement to and from the Dome. No contingency arrangements have been put forward to cope with the sizeable passenger flows to and from the site in the event of failure. This problem must not be underestimated, as a major incident could leave many visitors stranded at the festival site.


12. A new bus station next to the JLE Station is nearing completion but limited information is available about the planned network of local bus services, not only for visitors but also on-site staff. London Transport issued invitations to tender for a new bus-based transit system linking the North Kent rail line at Charlton Station to the Dome. This may be segregated for part of the 2 mile route.

13. T2000 understands that tenders should offer the latest bus technology. Awarding a contract in July will allow the supplier just 15 months to build the vehicles and install on-street infrastructure by October 1999, if this is to be "tried and tested" for the event's official start. Full details of funding is yet to be advised. A basic kerb-guidance system (over part or all of the route) could be installed within the timescale if cost effective. Electronic guidance systems are technically feasible but unlikely to be applied here in the time available.

14. It is of serious concern to us that a leading LB Greenwich Councillor recently claimed that this link would be a "monorail". Such technology would require a Transport and Works Act (T&W Act) application and Ministerial Order. A "high-tech" guided busway installation, similar to the Bombadier system being tested in Paris should similarly require a T&W Act Order. The mechanical kerb-guided systems currently in use at Ipswich and Leeds (and previously in Birmingham) normally do not.

15. It appears that Millennium Transit may be little more than a dedicated shuttle bus-link to and from Charlton Station or park-and-ride sites. Buses would be subject to any local traffic congestion. The bus links to and from the festival site should operate either over a segregated busway (even assuming non-use of existing mechanical guidance systems) or enjoy a high level of on-street priority with continuous bus lanes.

16. The new station at North Greenwich was not intended just for the Dome but would also serve as a major bus to Underground interchange. A dedicated bus service to Greenwich Town Centre, linking with the DLR at either Greenwich or Cutty Sark stations, is also important. This new route would become part of a new public transport network for South East London, remain as a lasting community benefit contributing to sustainable local regeneration. This link should also enjoy the benefits of bus priority measures and low floor accessible vehicles.


17. The importance of major international venues, such as the Dome or Wembley, further demonstrates the need for Government to establish a framework for the new Greater London Authority and Transport for London to develop the surface rail network and provide a link to the Dome, such as the orbital Outer Circle Network outlined in T2000 London Group's note to the CM&S Select Committee in October 97. A diagram is annexed to this paper.[14]

18. Presently the only links planned to the national (former BR) rail network is either via the Jubilee Line or the proposed Millennium Transit bus link between the Dome and Charlton Station on the North Kent Line. This is somewhat inadequate when compared with Wembley or the NEC. Wembley Central station can also accommodate long distance "Inter-City" type trains if required.

19. A rail link into the Greenwich Peninsular, outlined in paras. 22-30 below, could also enable frequent metro-style services to link the Dome directly to many parts of South and West London, and to parts of North and East London with just one simple change, as part of a London integrated transport and rail strategy.

20. The Government should be encouraged to fund start the northern extension of the East London Line (ELL), linking it with North London Line at Dalston and Highbury, the first part of the London Outer Circle (John Prescott's "M25 railway"). With improved services on the North London Line, combined with the new ELL extension, additional connections out of the Jubilee Line at Canning Town or Canada Water could become available in 2000.

21. The surface rail network may be a truly viable means of access to the festival site if there were a direct link. Failing the provision of a direct physical link, the Millennium Transit Buses must connect with frequent services to many parts of Inner and South London. The services franchised to Connex South Eastern from central London to Charlton through Greenwich and Lewisham must be substantially improved throughout the day.


22. T2000, with support from the Railway Development Society (RDS), believes the Government, Railtrack and Train Operators should consider, as a matter of urgency, providing local rail services from South London, as well as locations outside London, to the Millennium Festival Site over the former Angerstein Wharf freight branch. This could be suitably upgraded for passenger use enabling both local trains and longer distance excursion traffic to reach the Dome. The line should also be promoted as a showcase for the modern railway industry during the two year festival.

23. The opportunity of linking the Dome site to the national rail network must not be lost. The rail link is technically feasible and the process to establish it could be relatively simple. A T&W Act application may not necessarily be required if the Government were to act as broker to reach an agreement with the relevant parties, as has happened with the Cable-Car plan.

24. The basic infrastructure, the remaining part of the Angerstein Wharf branch, is used to convey aggregates to two distribution depots. The passenger link would require the restoration of about 330-400m of abandoned railway from a point just north of Blackheath Tunnel to join up with the existing freight branch connection from Charlton, which would also be upgraded. The line passes alongside Fairthorn Road to cross Woolwich Road on an existing double track rail bridge, just east of the A102M, continuing onto the Greenwich peninsular across a relatively new and substantial railway bridge over Bugsbys Way.

25. Part of the former rail alignment to the gas works has been affected by recent works, preparing the site for either the Millennium Village development or the coach and on-site car-parks. This should not preclude restoration of the last 800m of the rail line towards the Dome. An argument has been advanced by the Millennium Village designers that the railway would cause "community severance". This is not the case as a local railway line on an embankment can include many small bridges or arches for footpaths. Alternatively the railway could take a slightly different alignment to its former route; either closer to the river or to the road.

26. This link could provide a means of moving up to 3000 passengers per hour into and out of the festival site, from many destinations well outside the London area, offering a real alternative to some of the controversial Park and Ride (P&R) proposals which may have a local traffic impact beyond their immediate locations. It could also provide an important showcase for an invigorated railway supply industry to show off some of the new trains now being supplied by both Adtranz and GEC Alsthom-Metro Cammell.

27. The benefit of this plan is that trains could operate from destinations as far away as Birmingham or Bournemouth, as well as local links to Lewisham, Victoria, Clapham Junction or Dartford. No direct trains or connecting services are planned from most parts of South London and passengers must first go to Waterloo or London Bridge and change trains.

28. T2000 and RDS presented their Millennium Line plan in responses to both DETR's Integrated Transport and London Government Consultations. Direct trains could run along the south side of the Outer Circle from the important Clapham Junction interchange, Peckham and Lewisham to the Millennium Festival site. This line follows closely the heavily congested South Circular Road. Other stations and interchanges are also possible at Brixton and Brockley in the future.

29. T2000 recognises that it is probably not within the remit of the CM&S Select Committee to comment on the detail of an orbital rail network for London, save that if the Dome were to become a major sport, leisure or convention centre, a longer term viewpoint must be taken when considering access and permanent transport provision.

30. The estimated cost of providing the festival site link is about £15-18m and would be a sound investment. the line could serve also the Millennium Village which received support from the Deputy Prime Minister as promoting sustainable development. When planners and consultants first assessed this rail plan and alignment, the Dome was not expected to have a significant life-span, perhaps just five years. The economic viability of rail access must merit further consideration with a 25 year-plus lifespan now projected.

31. The Millennium Line and other parts of the Outer Circle Network, such as the East London Line Extension could be completed before the high seasonal rush to the Dome in the spring of 2000. These services would then become a lasting part of London's developing transport network, for which the Government would get some credit and kudos. This "new" rail line would make many people feel the Millennium Project to be rather more worthwhile, and for a relatively modest cost to the Exchequer. The total scheme has been estimated at about £350m, much of which would now come from Railtrack as the principal private sector partner.


32. T2000 is concerned about the provision of late evening transport from the site when late openings occur or when 6000-10000 visitors attend events at the planned Baby Dome. These evening events are intended for London based markets, but will nevertheless require effective public transport provision to all parts of the London region. If restrictions on car access were to be relaxed after 18.30hrs additional traffic in local residential areas will inevitably be generated during evenings.

33. Although most underground services operate until midnight or 00.30hrs, many surface rail services cease by 23.30, including those from Charlton towards London. The last service via Blackheath and Lewisham presently leaves at 22.37! It is essential that evening train service frequencies are improved and run at least until midnight towards London and 00.30 towards Dartford. At the NEC additional late train services are now being provided from Birmingham International station, even though there is far less dependency on rail services in the West Midlands. It is important also to compare the wide range of inter-city, inter-urban and local services to the NEC during the evening with the limited links planned for the Dome.

34. Similarly local bus services to the Dome must offer adequate late evening and night services. London Transport service tenders and contracts must incorporate provision for late workings that can cope with special flows. The NEC is served largely by inter-urban motorway type roads, and not local networks as at Greenwich. It thus attracts car users, since most of them do not see infrequent deregulated bus services as a viable alternative for evening social trips.


35. Planning permission was granted for the Dome site subject to a Section 106 planning agreement which requires 8,400 parking spaces to be provided at off-site locations of which 1,600 have been identified.

36. NMEC has reviewed the park and ride strategy as estimates for the daily numbers of visitors have fallen. Furthermore there was a logistical problem moving large numbers of visitors from car parks to the Dome. Increasing the number of spaces at existing railway station car parks around the M25 area is one option being considered, however for this strategy to be successful, rail connections must be convenient and presently most are not.

37. Providing inner zone spaces relatively close to the festival site will have local traffic impacts. NMEC sought planning permission for an area of Metropolitan Open Land at Falconwood but many local people successfully opposed its use as a temporary car park. This application raised public concern over NMEC's environmental credentials and demonstrated a singular lack of sensitivity to community and local needs.

38. The London Boroughs of Greenwich, Newham, Tower Hamlets and Southwark must be given support, and where necessary funding, to introduce traffic management schemes and controlled parking zones in time for the Millennium.


39. Private hire of coaches or commercially run coach trips should be an effective means of bringing parties to the Dome as they are efficient users of roadspace. Coach movements must be carefully evaluated and appropriate routes and crossings must be designated to manage traffic to the site. Pollution and air quality is a major concern, particularly in Greenwich, and coaches should not be permitted to leave their engines idling for more than five minutes.

40. A purpose built Coach Station at the Dome and coach park with 350 spaces will generate at least 700 movements per peak day. However many of these coaches are expected to approach the dome from the North, along the A102M and through the Blackwall Tunnel.

41. A GOL paper in 1997 of Report on the future options for the Cross-River Blackwall Transport Corridor states: "Traffic congestion and poor cross-river transport links have been significant problems in the Blackwall corridor (the area around the existing tunnels and their approaches) for many years and are getting worse. These problems will be further exacerbated when new developments on either side of the river and the M11 link to the A102(M) are complete".

42. Traffic forecasts in the Blackwall Tunnel corridor indicate further growth. The potential for gridlock becomes a serious possibility, as happened in the latter part of 1996 when an oversize lorry hit a gantry. A contingency plan must be put in place to ensure coach passengers have an alternate means of both access to and egress from the festival site.


43. Road access problems were known from the outset when the Greenwich proposal was accepted. The long established planning view perceives "the importance of providing good car access to major events" and if that were the sole consideration the Millennium Commission would have "quickly ruled out the Greenwich bid and chosen one of the alternative sites" (GOL Millennium Access Steering Group Report to CM&S Select Committee April 98).

44. Even though the Hackney-A12-M11 Link should be completed by Autumn 1999, traffic projections show that this new road capacity will be fully utilised from its opening. However work may have started at several points on the A13. T2000 would argue such roadworks may act as an effective means of restraining road traffic travelling to the festival site, but clearly the Highways Agency and DETR must liaise with NMEC and LAS to establish a traffic management programme that prioritises bus and essential vehicle movements.

45. Upgrading existing roads and the provision of new access roads may be necessary, but it is not clear how bus routes and bus priority measures are to be incorporated into the local road network. T2000 argues that the Blackwall approach and any new link roads must include bus priority lanes. Cycle facilities should be off-road wherever possible. Pedestrian safety measures are essential and pedestrian routes must be clearly signposted and given appropriate priority where these cross roads.

46. T2000 is concerned that upgrading local access roads may facilitate and even encourage associated car dependent developments, attracting significant numbers of vehicles to the area. One current proposal is for a superstore and leisure development adjacent to the Millennium Village with 1,400 car parking spaces.

47. There are also proposals for special directional signs to the Millennium Festival site. The signs must indicate that car access to the site is not permitted and set out directions for buses, coaches and permitted commercial vehicles. A permit system must operate on access roads. T2000 is concerned that access arrangements for service vehicles have not been fully evaluated.

48. We concur with our colleagues at Docklands Forum that the implications for surrounding communities, particularly residential areas on both sides of the Thames close to the Blackwall Tunnel approach roads and other adjacent main roads might prove to be very significant. Increases in traffic will lead to higher air and noise pollution levels, and road accidents and casualties.


49. The London Boroughs of Tower Hamlets and Greenwich have jointly given planning permission for a £10 million cable car link across the Thames from East India station on the Docklands Light Railway to the Dome. This has been achieved by agreement with other parties such as the PLA, thus avoiding the need for a T&W Act application and Order.

50. The operator will begin work this summer on a system which will be capable of carrying of up to 23 fifteen-seat "gondola cars"; a novel way of reaching the Dome! The promoters state that the cable cars could carry up to 2,500 passengers per hour, this must be regarded primarily as an entertainment rather than a core element of NMEC's transport strategy. One fundamental issue centres around what the trip will cost and how long the journey takes. With over 20 cars it is assumed that the cable loop will stop and start and the dwell time to load and unload each car means a cross river trip could take half an hour unless some cars are able to remain stationary while others move, if such technology is available.

51. We concur with our colleagues at Docklands Forum that the "cable car may prove to be an attraction in itself" and so may generate further car trips into the area. The local highway and planning authorities have not opposed the scheme at the planning stage, but there are wider ramifications. It may be helpful to link this mode with some coach trips, with coach parking north of the river if it is to perform a serious transport role.

52. Will the Cable Car link be part of an integrated network and accept Travelcards from passengers arriving at East India DLR? We doubt it! The technology and pricing policy needs to be explained along with its actual role in the transport strategy. T2000 is concerned that £10m can be found for a link that is primarily an entertainment, probably with a limited lifespan, yet £15m cannot be found for a permanent rail link.


53. T2000 L&SE has been a member of the London Rivers Association for many years. T2000 recognises that the River Thames has been an under-used transport corridor for both passenger and freight traffic for several decades. New piers for river-buses and potential Park & Sail (P&S) services are welcome initiatives to use the Thames more effectively, but it is not entirely clear as to how these services will integrate with other public transport modes.

54. The river could be a very effective transport routeway for visitors to the Dome. It may be a particularly attractive mode for tourists visiting London with a combined entrance price including a river trip. London Transport now has the responsibility for managing the tendering process for these new river services but it remains unclear as to exactly how sufficient boat or pier capacity will facilitate the movement of up to 1.6 million visitors arriving on the river.

55. Two companies have been named as preferred bidders; apparently these will be investing about £6m in new boats to operate the services. How has the demand been estimated? Will such demand be price sensitive if high fares are charged or will fares be pitched at levels comparable with train and Underground fares, or perhaps just a little higher? How frequently will the 60 seater river-boat services between Central London and the Dome operate, and how will potential users find out the timetable? Will these be price inclusive to festival visitors only, will they be available to Travelcard holders and will there be a separate special fare? Careful evaluation of price elasticity will be crucial to the success or failure of these services.

56. The local service running between the Cutty Sark and the Dome is a useful initiative but will this be a free shuttle, available to festival ticket-holders only or any Travelcard holder? Will the proposed "River-Hoppa" service, linking up to ten piers in Central London, also serve any locations between Tower Bridge and the Thames Barrier, including the Dome? Is the £6.8m grant from the Millennium Commission sufficient to provide adequate additional pier facilities at sites in Central London? How much will the river services be subsidised? So many questions about river services seem to be unanswered.

57. T2000 notes the plans for Millennium Park & Sail services down-river as a useful initiative but the lack of interest in tendering for P&S from Woolwich and Barking Reach is apparently due to NMEC's indecision over setting up parking sites. P&R sites close to the Greenwich Peninsula could undermine the attractiveness of the P&S sites further afield. A coherent policy needs to be finalised for these services.


58. Current estimates suggest that there will be about 12 million visitors to the Dome during the Millennium year and 60% of journeys (7.2m) will start from within Greater London. It is essential to combine an entrance ticket with a Travelcard in the price to ensure that virtually all visitors from the London area travel by public transport. Is this being done, and if so how?

59. Visitors from outside Greater London should be actively encouraged to use public transport for the entire journey. The marketing strategy and promotional material should discourage people from bringing their cars part of the way, save perhaps for a local journey to a station park-and-ride facility. Londoners visiting the Dome should be able to obtain tickets at London Underground and National Railway station ticket offices and not just vendors currently in the Camelot network.

60. Affordable access to the Dome is essential and visitors should not be deterred by high travel costs. For a family travelling from outside London, car travel is likely to be cheaper than public transport. Low cost travel tickets should be marketed through train operators to ensure access to the festival site is as convenient and affordable as possible. Through trains could operate, particularly at weekends when rolling stock is available, if the direct link were to be constructed as we have suggested.

61. The average time visitors will spend at the Dome has been estimated at five hours. This is quite low when compared with exhibitions and theme-park type entertainments, particularly for day trippers. On about 140 peak days each year, Bank Holidays, school holidays, weekends, etc. there are plans to admit visitors to two separate sessions, with up to 35000 visitors per session. T2000 cannot see how this can work effectively. If two six hour sessions are planned, say from 09.00 to 15.00hrs and 16.00 to 22.00hrs, the transport analyst's mind boggles at the logistics of moving 3500 visitors, for comparison the typical attendance at a prominent league football match, out of the Dome and then admitting a similar number into it an hour or so later, with or without a variety of transport options being available!

62. The proposal is simply unrealistic for several reasons. Apart from physical constraints limiting access to and from the site, more importantly, the peak days will be those when UK residents from outside London will want to attend. The time constraints of a 09.00hrs start or 22.00hrs finish for typical day-trip visitors from Birmingham, Bournemouth or Bristol, just over 100 miles and two-and-a-half hours away, will create problems if there were any delay to these visitors arriving or returning home, at any stage of the journey, whether travelling by Underground and rail or coach. This arrangement will also be very unsatisfactory for those travelling with young children during school or public holidays.


63. The Dome will be a major part of London's tourism strategy for not only the two years of the Millennium Festival but also in the future, if international events such as Olympic or other international sports were to be held there.

64. Access to international transport services is important. Stansted airport is to be promoted in connection with the Millennium, but no direct train services operate to a railway station that can offer a convenient interchange into the Jubilee Line. This situation further reinforces the need to ensure that regular train services operate into Stratford from the Lea Valley Line; at present they do not. Stratford should also, eventually, have an international railway station.

65. London City Airport is primarily intended for business traffic; leisure trips represent about 20% of passengers. The Airport is about two miles from the Canning Town interchange and it is expected that it will act as a gateway for the dome and Millennium Festival. This role may be developed with support from the NMEC. However City Airport is seeking planning permission to increase its throughput from 1m to 3 million passengers per annum and this will have environmental and noise impacts, with an increase in air traffic movements.


66. A new riverside cycleway and footpaths linking Greenwich town centre to the Dome, along with secure parking for cyclists are important adjuncts to the total transport package, but in the last analysis the core access strategy must focus on effective and adequate public transport provision.

67. T2000 fully endorses the promotion of cycling as a particularly sustainable mode of transport. The Thames Path, a pedestrian and cycle route, runs immediately next to the river. Various routes are being developed by the boroughs with support from Sustrans, the charity working to develop the national cycle network.

68. Ample secure storage for bicycles must be available at the Dome to ensure that cycling groups can visit the festival and, more importantly, that cycling events can take place. The discrete network of cycleways must be completed and where these cross busy approach roads, suitable designated controlled crossings should be provided. It is also important to ensure that pedestrian routes are distinguished from cycle routes and enjoy similar safety measures.

69. Arrangements for on-site staff to use bikes are important. Secure storage lockers and changing and shower facilities must be provided. Appropriate allowances should be available for staff willing to use bikes in connection with their work.


70. T2000 has actively promoted the case for employers to encourage their staff to use public transport, or walk or cycle to work wherever possible. This site is not conveniently located for employees, particularly those travelling from North of the river.

71. Management must set an example for their staff and encourage on-site workers to avoid using cars. Staff buses will be needed for trips at anti-social hours, but an effective all-day network of local bus services will assist greener commuting. Staff facilities, such as showers, changing rooms and lockers must be provided to assist those who wish to cycle to work.


72. Transport 2000 argues that NMEC's access and transport policy lacks detail on many issues and has failed to identify certain opportunities, particularly rail access and the need for train service improvements to major interchanges such as Stratford and Lewisham. Marketing strategies alone cannot curtail private car travel to the site or the surrounding area. It is important to prepare for the "worst case scenario". Parking enforcement and a Millennium Crowd and Traffic Control Centre is needed.

73. The responsibility for individual elements of transport and access programme appears to rest with each body delivering their particular aspect. Organisations such as Docklands Forum and London Regional Passengers Committee have only been allowed to play a small role in shaping the access policy to the Dome through the Millennium Access Steering Group. T2000 has had virtually no input at all.

74. The Minister for Transport in London should recognise the need for wider community involvement in the new Millennium Access Co-ordination Group. T2000 asks the Select Committee to endorse the request for those communities and transport users throughout the area, whose lives may be affected by any adverse transport activities, to have their interests represented on the new working group.

75. Regrettably, there is a perception of NMEC as an organisation with a very cavalier attitude to those who have expressed concern about the environmental impacts of festival related activities. Similarly some civil servants and consultants appear to have made many assumptions without empirical evidence to back up their decisions. Whilst timescales are critical, there are many minor changes which could be made to improve the transport arrangements in the access strategy, described by one of our local members as "a fiasco waiting to happen". We sincerely hope this scepticism is eventually proved wrong.

75. The Government's review of statutory responsibilities for London's public transport networks must be flexible enough to ensure that major long-term events such as the Millennium Festival and subsequent events at major leisure activity locations have adequate public transport services.


76. Transport 2000 would welcome the opportunity to present evidence to the Committee.

This submission has been prepared by Richard H Pout B.Sc. (Econ), ACIT, Cert. Tran. on behalf of Transport 2000—North London & Home Counties and South London, Surrey & Kent Groups.

June 1998

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