Memorandum submitted by the South London
Partnership (LR 51)
INTEGRATED TRANSPORT: THE FUTURE OF LIGHT
RAIL AND MODERN TRAMS IN BRITAIN
1. SUMMARY
1.1 This response is made by the South London
Partnership (SLP), which includes the south London boroughs of:
Bromley, Croydon, Kingston, Merton, Richmond, Sutton and Wandsworth;
Business Link for London; London South Learning & Skills Council;
South London Council of Chamber of Commerce; South London Business;
Kingston University; SELTRANS (the SE London transport partnership);
SWELTRAC (the SW London transport partnership); the South West
London Strategic Health Authority and Connexions London South.
1.2 The South London Partnership was established
in February 2002 and is one of five strategic sub-regional partnerships
in London. It covers seven south London boroughs; nearly a third
of the Greater London area. The partnership promotes the interests
of south London as a sub-region both in its own right and as a
major contributor to London as a world-class city.
1.3 The SLP is a voluntary forum of partners
who have agreed to work together on issues of common concern,
which include: land-use planning, transportation, business support,
skills development and quality of life issues. The partnership
is working to achieve an ambitious vision for sustainable economic
development in south London.
1.4 Tramlink is a 28 km (18.5 mile) tram
system with three routes radiating from the centre of Croydon
to Wimbledon, Beckenham and New Addington. In this submission
of evidence to the Transport Select Committee, SLP highlights
both the economic, tangible and less tangible benefits of Tramlink
from the National Audit Report (NAO), published in April 2004.
Evidence is included from the Buchanan Report on the "Economic
and Regeneration Impact of Croydon Tramlink July 2003", which
was commissioned by SLP. It also considers additional impacts
that Tramlink has made to the areas it serves.
1.5 The NAO highlights many positive aspects
of Tramlink. It states that Tramlink has helped to attract inward
investment to Croydon (£1.5 billion—London Borough
of Croydon) and brought good transport links to relatively socially
deprived areas. The Buchanan Report states, "Tramlink is
a highly successful public transport system. It is reliable, frequent
and fast, offers a high degree of on-board personal security,
is well used and is highly regarded. The vast majority of over
100 organisations, employers, community organisations and individuals
interviewed for this study were, unprompted, very positive in
their comments about Tramlink".
1.6 Extensions to Tramlink: There are four
extensions identified in the London Plan—Streatham to Purley,
Tooting to Sutton, Crystal Palace and Sutton to Morden. The implementation
of all four would bring major benefits to south London, replicating
the benefits Tramlink has generated in the immediate local area.
These benefits include: ease of travel, regeneration of run-down
areas, increased employment opportunities, joining up major hospitals
at Tooting (St Georges), Sutton (St Helier), Croydon (Mayday)
as well as hospitals/clinics at Mitcham and Purley.
Tramlink Key Facts
— The route is 28 km in total and 2004-05
figures show 22 million passengers travel per annum.
— Tramlink operates most of two of
its routes on old rail alignment, with trams running on-street
in the Croydon town centre for 14% of the total system. Much of
the third route travels through open ground. Only 5% of the total
system is shared with general road traffic and 9% is exclusively
for tram only use, or is shared with buses.
— Tramlink was built as a private/public
funded project. The private sector provided £100 million
of the total £225 million costs with TfL's predecessor, Transport
for London, funding £100 million, plus £25 million of
costs for the diversion of the utilities. The capital cost was
just £7.8 million per km.
— London Boroughs of Croydon, Merton
and Sutton contributed staff time—including processing all
necessary approvals, costs of an Information Centre and landscaping.
— Tramlink connects directly with mainline
stations at East Croydon (for trains to the south coast) and central
London, Wimbledon station for connections to central London, the
south west coast, Hampshire and Surrey, and access to London Underground
through the District Line. Beckenham Junction connects the system
with mainline rail for north Kent.
— Tramlink's system links with 55 bus
routes.
— The service gives easy access to
the tennis at Wimbledon and Wimbledon's retail outlets. It serves
socially deprived areas and has been instrumental in reducing
unemployment due to links with light industry and retail businesses.
— Considerable regeneration has taken
place throughout the route in commercial, retail and housing sectors.
This is particularly true on the grid-locked A23 Purley Way, which
the tram now reaches from New Addington in a 40 minute journey
time as opposed to two bus changes and 90 minute journey. (Unemployment
has reduced by 35% in the New Addington ward of Fieldway).
— Tramlink has an enviable record of
keeping to its timetable even in the face of snow and ice, which
brings delays and cancellations to other public transport modes.
— Tramlink offers ease of interchange
of pupils through a wide selection of schools on or near the route
and increased prosperity in the area (property prices have risen
by 4% more than in areas not near Tramlink).
— Tramlink is kept clean by a rota
of cleaners who tram-hop collecting rubbish.
— Trams are environmentally friendly
as they run on 750 volts of electricity on overhead wires and
do not cause pollution.
— Trams carry large numbers per vehicle
(200 per tram for Tramlink).
— Trams are thinner than buses and
take up less road space.
2. THE COSTS
AND BENEFITS
OF LIGHT
RAIL
Initial Costs
The following are costs or key factors that
SLP considers are involved in building and operating a tram system:
— The NAO states that the average cost
in real terms of systems built between 1992 and 2004 was £10.2
million per kilometre compared to an average of £13.2 per
kilometre estimated for planned schemes up to 2007-08. Tramlink
(Buchanan Report) cost £7.8 million per km.
— The routes chosen affect costs, whether
they are based on little-used rail alignment, street running,
or a combination of the two.
— Diversion of utilities will be required
where access to such utilities would be impeded by Tramtracks.
— The number of compulsory purchase
orders for buildings and the required clearance on the chosen
routes.
— Whether the tram needs bridges to
span railway lines, or whether such obstacles need to be removed.
— Compensation costs of varying kinds,
including compulsory purchase orders and any compensation to businesses
affected during installation works.
— The length of the route and service
level desired will predict the number of trams and stops required.
Trams currently cost in the region of £1 million per tram.
— Additional costs over and above the
actual construction work include all promotional materials and
on-going costs for changes in signage and maps.
— Costs to transport operators who
may be affected by differing patronage patterns once the light
rail system is up and running.
— Costs of consultations with the public
affected by route plans.
3. LONG TERM
COSTS
3.1 Although initial costs are higher than
a new bus route, they are lower than rail or underground, and
over the long term compare very favourably with buses.
3.2 Comparison costs against buses, annualised
over a 30 year period are:*
— Conventional bus £46 million.
(*South London Trams Transport for Everyone—The
Case for extensions to Tramlink—published by South London
Partnership, 2004)
4. BENEFITS
4.1 Envy of Tramlink's success has brought
demand from many south London areas for extensions to Tramlink.
All would bring similar advantages, which are recognised by the
NAO:
— Croydon Tramlink achieved a 4% reduction
in traffic levels.
— The NAO report found that 18 to 20%
of light rail passengers previously used a car for the same journey.
— The drop in the number of cars on
the road in Croydon helped reduce road accidents, which fell by
11% in Tramlink's first year of operation.
— Tramlink provides seamless passenger
journeys, integrating with seven main line rail stations and 55
bus routes.
— Tickets are easy to buy and passengers
can move between forms of public transport due to a high degree
of through-ticketing.
4.2 The 2003 Buchanan Report—a major
report for SLP whose findings are still relevant, found:
— Unlike buses, the tram is used across
socio-economic groups.
— Employers have access to an expanded
pool of labour.
— Residents/employees able to access
retail/commercial areas (particularly for jobs and leisure for
those living indeprived and previously inaccessible areas).
— Disadvantaged groups able to use
the tram for wide range of purposes.
— Employers cited improved accessibility
for staff.
— Tramlink is seen to have helped area
businesses in the recruitment and retention of staff.
— Evidence shows a modal shift from
car use as high as 20%.
— An increase in investor confidence
and new developments in the area served by Tramlink, all of which
are in close proximity to tram stops.
4.3 The London Assembly Transport Committee
seminar on Tram, trolley or guided bus: what are the best choices
for London, held in April 2004, states that trams have higher
capacity per vehicle and potentially higher operating speeds than
buses.
4.4 A brand new report, produced for PTEG
(http://www.pteg.net/lightrailandcities.htm), which represents
seven Passenger Transport Executives of England and Scotland,
also provides evidence about the benefits of trams over buses.
It finds that UK light rail is delivering on ridership, regeneration
and modal shift. Key findings include:
— Typically, light rail achieves six
times the level of traffic reduction achieved by major improvements
to bus services. Around 20% of rush hour light rail users have
switched from the car—compared with between 4% and 6.5%
for bus improvement schemes. At the weekends, up to 50% of light
rail passengers previously travelled by car
— All UK light rail and tram systems
are popular and are near or at capacity in the rush-hours. UK
light rail now takes 22 million car journeys off the road every
year.
— When passenger numbers are high,
light rail can be more cost effective than the bus alternative.
— Tram schemes have played an important
part in delivering regeneration and shaping how and where it occurs.
All UK tram schemes have led to increases in commercial and residential
property values.
5. LESS TANGIBLE
BENEFITS:
Local opinions, press coverage and feed-back
from the South London Chamber of Commerce's Business First Exhibition,
held in October 2004, shows:
— Trams have a good image, offering
speedy modern travel.
— Trams are cleaner and more environmentally
friendly.
— Trams raise civic pride.
6. WHAT LIGHT
RAIL SYSTEMS
NEED TO
BE SUCCESSFUL
The Colin Buchanan Report identified a number
of critical factors:
6.1 High potential demand. A high propensity
of passenger potential to use public transport is a key indicator
in determining the success of a light rail/tram system.
6.2 Accessibility and visibility of tram
stops must be sited as near as possible to areas of public demand.
(Tramlink's 28 km route has 38 stops in total, spread near intensive
housing, open spaces and parks, out-of-town industrial, retail
and entertainment, as well as an intensive service on its central
town centre loop).
6.3 Reliable passenger information displays
(PIDs) greatly assist turn-up-and-go travel.
6.4 Level boarding for wheelchair users
and parents with push-chairs, together with internal tram spaces
dedicated to them eases travel, as does ample seating and safe
standing areas for other passengers.
6.5 A frequent tram service that operates
during the core hours required by passengers is highly attractive.
6.6 Ticket buying should be easy, with tickets
sold at convenient locations and interchanges throughout the area
served, as well as on the tram stop itself. A variety of tickets
(ie weekly, monthly, annual) should be available as well as through
ticketing covering all public transport modes.
6.7 Security is vital, on trams and at stops,
which should both have CCTV. Tram stops should have a security/enquiry
point where passengers can speak to a real person in the tram's
control room. PIDs provide a means of communication with passengers
if any problems arise.
6.8 Lighting on tram stops and, if possible,
on the surrounding areas, is of paramount importance.
6.9 Cleanliness on trams, tram stops and
surrounding areas encourages passenger loyalty and pride.
7. HOW EFFECTIVELY
IS LIGHT
RAIL USED
AS PART
OF AN
INTEGRATED TRANSPORT
SYSTEM
7.1 Successes
— If light rail systems collect people
from, and take people to, where they want to go, join up easily
with other public transport, allow through ticketing which is
easy to use, have park and ride facilities and ease both traffic
congestion and enhance journey times, then they will be publicly
acclaimed.
— Tramlink is successful in providing
seamless passenger journeys. It integrates with seven main line
rail stations and 55 bus routes.
— Tramlink provides access to both
local destinations and, via interchanges, with bus and heavy rail,
thus accessing the wider London public transport network Tramlink
has widely benefited those who previously couldn't use other modes
of transport or where such transport was less frequent, less reliable,
slower, or required changes.
7.2 Improvement for consideration
— Although there is through ticketing
for travel card holders, there is no through ticketing for passengers
using normal mainline rail tickets.
— There is no shared train/tram information
at mainline stations and no shared passenger information, so train
travellers will not be aware of any tram delays.
— Avoid duplication of bus routes and
tram routes using one to feed the other within a timetable, rather
than run parallel.
7.3 Extensions
— There is a demand for extensions
to Tramlink throughout both the public, commercial, retail and
leisure area of south London.
— Health care within south London is
developing with plans for a major acute hospital and needs effectively
integrated transport to provide connections between hospitals.
— At Croydon the Future Exhibition,
held in October 2004, 50.9% of respondents to the questionnaire
were pleased with the proposed transport developments for the
town which included much requested proposed extensions to Tramlink.
8. BARRIERS TO
THE DEVELOPMENT
OF LIGHT
RAIL
— Bus and light rail services in competition
with one another on the same routes.
— Resistance to measures, such as park
and ride schemes, which could increase patronage.
— Not recognising that patronage takes
time to build up.
— Unrealistic early forecasts.
— It is not clear whether expensive
utility diversions are always required. TfL has questioned whether
wholesale utility diversions are really necessary.
— Croydon Tramlink promoters spent
£250,000 establishing the location of utilities.
9. RISK PREMIUM
9.1 TfL's Business Plan estimates the cost
of building the four extensions it has identified (Streatham to
Purley, Tooting to Sutton, Crystal Palace and Sutton to Morden)
as being £530 million, working out at around £15.5 per
kilometre, or the latest TfL internal figure of £644 million
which gives a cost of £15-£20 million per kilometre.
These compare with Tramlink's cost of £7.8 million per kilometre.
9.2 The investor view is that making the
private sector shoulder as many risks as possible is inflating
the cost of light rail.
9.3 The Treasury/Department for Transport
risk premium on capital projects makes a significant contribution
to potential building costs and affects value-for-money and financial
viability assessments.
10. THE PRACTICALITY
OF ALTERNATIVES
TO LIGHT
RAIL, SUCH
AS INCREASED
INVESTMENT IN
BUSES
The major benefit of trams against buses:
— Trams have their own dedicated path
and use less road space.
— Trams do not get stuck in traffic
jams, can keep to a timetable and appeal to all the socio-economic
groups.
— Even though buses cost less initially
and cause less upheaval, cost comparisons have already been shown
to benefit the tram (see above under Long Term Costs).
— Where unavoidable narrowing of roads
make bus lanes impractical, buses still join traffic jams.
— Dedicated buses are segregated from
road space by unsightly buffers whereas tram tracks do not impinge
on pleasant streetscapes.
Christine Seaman
Director
February 2005
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