In theory, UK government at local and central level is ultimately responsible for the quality and performance of all transport services – and the extent to which the nation’s needs to move people and goods are met. In theory, there is a direct link of accountability between public opinion and the quality of transport services via government. In practice there is a big gap between what the UK public want and get. In practice, nearly every aspect of transport service is run by profit seeking corporate entities. So, it is almost always contractor who is really in charge of the services you may want improved – but you can only ask your local councillor or MP to deliver them…
All modes that are commonly known as ‘Public Transport’ in the UK are owned and run by private sector businesses. Most programming of traffic light sequences and parking regulation enforcement is by companies whose primary goal is profit not service. The enforcement of parking controls is in theory to improve traffic flow and road-safety. But for many and probably most road users it seems to have more to do with revenue generation – and that’s because in practice, it is – both for cash strapped local authorities and the flow of profits into enforcement company coffers. The commercial structure in which public rail services and private enterprise are mixed is extraordinary to say the least and abysmally daft at worst – as Christian Wolmar will explain in as much breadth and depth as you can stand. The options for changing transport amenity on roads are however far more commercially manageable for bus, coach and taxi companies. And this is dramatically enhanced by widespread measures to enhance and ‘encourage’ use of ‘public’ transport – which in practice allows commercial service operators to have prioritised and frequently exclusive access to swathes of public highway. A consequence of this UK trend is that demands from commercial operators to change the way highways can be used are more frequently and better met than demand for use by individual members of the public in vehicles they fund and pay tax on, and the commercial operators of freight services whose needs for infrastructure improvement are generally ignored.
11th September 2008
by Leon Mannings
Anyone. – There is always room for improvement and the appetite here for new ideas and refinement is insatiable!
Comments and suggestions about content, links to other sites and bloggs or anything else you would like to see are always welcome. Contact is especially welcome from people who are interested in the primary goal of this site, namely – closing the gap between vogue theories about what will improve transport for most people and developing strategies that will actually do so in practice.
10th September 2008
by Leon Mannings
The development work on site was funded by LM and Landor Media Group.
Ongoing costs are currently being met by LM and a few kind sponsors who would like to see it continue. Ultimately it is hoped that traffic may encourage more funding through sponsored links.
For now and the immediate future though any financial contributions will be most welcome…
10th September 2008
by Leon Mannings
This site is run, written and published by Dr Leon Mannings – for sins in a previous life that may well have been immense…I also have a blog called Crossroads Rider
About Leon: Academic work – I have some academic credibility in the field of Transport Policy having completed research leading to the award of a University of London PhD in 2004. My thesis was commended for the way I related empirical evidence of policy trends with the advanced theories on how policy-making works and evolves in practice. The thesis title was: From Accommodation to Constraint: An Analysis of Shifts in UK Transport Policy. My research developed fresh insight into how and why in reality, as distinct from politic spin, the primary emphasis for UK policy shifted from better accommodating legitimate transport needs to policies of constraining use of motorised road modes – on which the nation’s economic and social health depend. Unusually, my thesis was ‘unconditionally’ accepted on 3rd November 2004.
Campaigning experience – As I began my academic investigation into how UK policy is shaped in 2001, I also stepped up my efforts to do so in practice. This primarily involved expanding my role as an active campaigner for improving road safety and conditions for P2W users –aka riders of motorcycles, mopeds and scooters. In the run up to elections for the new London Assembly and Mayor I also helped negotiate the exemption of P2Ws from the Congestion Charge. Between October 2004 and 2005 I did a stint as elected Chairman of the British Motorcyclists Federation which at the time had 140,000 members. All of which gave me great insight into how lobbying for road user interests does and does not work.
Writing and reporting work – Since 2005 I began freelance writing on transport policy issues. Go here for a Telegraph feature on Congestion Charging. Published work also includes: Traffic and Roads Since 2000: Policy, Politics and Perceptions of Progress, – a paper commissioned to form a chapter in a special issue of Local Government Studies, ‘The New Government of London’, (June 2006). I also write a monthly column of commentary on the politics of transport for the international motorcycling magazine, Motorcycle Sport and Leisure.
In May 2007, I was invited to join the editorial team of LTT (Local Transport Today) – the UKs leading magazine for transport professionals – as a full time News and Features Writer. After an enriching year at LTT in which I learned more about who and what really shapes policy, I decided to expand my horizons for encouraging fresh analysis and thinking in the transport policy field.
By amicable agreement I ceased writing for LTT in March to explore options for creating a new internet based platform for expanding the scope of debate and influence in transport policy development. This R&D phase was co-funded by LM and Landor Media Group.
And now, TransportCrucible.com has emerged…
10th September 2008
by Leon Mannings
Transport planners in Britain generally work for local government authorities or in transport consultancy and engineering firms that are contracted to develop local or centrally funded projects. In theory, transport planners are engaged to develop solutions to specific problems, or improve existing sections of infrastructure in the most cost effective ways. In theory, the changes these professionals make to the way transport works is for the greater good. In practice, many ‘improvements’ by planners do not make transport better for the majority. See ‘more’ below for an LTT ‘Viewpoint’ about this by LM. In practice, planners develop schemes in accord with prevailing orthodoxies on what is ‘sustainable’ etc. which significantly skews the assessment of costs and benefits. In reality, the costs in increased congestion for the most widely used road modes are often ignored or significantly under estimated when plans involve changes that, will (in theory) improve walking or use of bicycles and public transport or encourage modal shift away from use of private motor vehicles.
Presenters of the theories on which UK policy is based are mostly either transport policy academics or transport systems modellers. The most influential academics are based in government funded centres for transport in which the vogue for constraint, especially of private motorised modes, is a key element in the teaching and research that is granted funding. Some modellers are also in academia, but most work in the private sector. Read More »
10th September 2008
by Leon Mannings
