Memorandum by Professor Richard Knowles
(LR 74)
INTEGRATED TRANSPORT: THE FUTURE OF LIGHT
RAIL AND MODERN TRAMS IN BRITAIN
I am Professor of Transport at the University
of Salford in Greater Manchester. From 1990-94 I was the leading
transport researcher on the Metrolink Impact Study which was co-sponsored
by the Economic and Social Research Council and Greater Manchester
PTE.
Three of the Metrolink Impact Study's findings
are particularly relevant to the Transport Committee's inquiry.
MODAL SHIFT
FROM CAR
TO LIGHT
RAIL
The Metrolink Impact Study research identified
a clear, substantial and unforecast modal shift from car to light
rail of 2.6 million passengers per year. The research method compared
travellers' modal choice before and after the conversion of the
Altrincham to Manchester and Bury to Manchester routes from heavy
rail to light rail. The data were adjusted for on-going trends
that reflected external changes using control data from nearby
heavy rail lines that continued.
There is no comparable evidence that bus-based
systems can deliver such a substantial level of modal shift from
cars.
ROAD TRAFFIC
DECONGESTION
The volume of car traffic passing a cordon around
central Manchester showed a drop of up to 10% on road corridors
parallel to Metrolink compared to strong increases of up to 22%
on control corridors.
There is no comparable evidence that bus-based
systems can achieve sufficient modal shift to deliver traffic
decongestion on this scale.
ELIMINATION OF
RAIL OPERATING
SUBSIDY
Metrolink Phase 1 was operated without subsidy
by a private sector franchisee whereas the heavy rail routes it
replaced required substantial annual Government subsidy.
This turnround was achieved principally because
Metrolink attracts many more passengers as it operates at much
higher frequency and serves stops right through the heart of the
city centre nearer to most passengers' destinations.
Well designed light rail systems serving heavily
populated radial corridors in conurbations and big cities, with
a high degree of segregation from road traffic, can offer an attractive
mode of transport for both car drivers and existing public transport
passengers.
Privately operated, unsubsidised light rail
services can be a particularly attractive improvement on subsidised
traditional heavy rail suburban services.
Where it is proposed to convert a heavy rail
route to light rail, part of the capital funding for conversion
should be assigned from the money which otherwise would be spent
on annual operating subsidies and ongoing maintenance and replacement
of existing infrastructure and rolling stock.
Professor Richard Knowles
Professor of Transport Geography
University of Salford
February 2005
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