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SERTUC response to Way to Go

Issue date

SERTUC response to Way to Go

TUC comments on the Mayor's pre-consultation document

The Southern and Eastern Regional TUC seeks to represent the interests of all working people and their families in London. More directly, we represent the interests of the 850,000 workers in London who have chosen to be a member of a trade union. As such SERTUC is simultaneously a key regional partner that seeks to contribute to effective public policy in London, it is a broad-based voice on behalf of the public as users of transport services and it is a voice on behalf of those unions that organise in the transport sector.

Before we respond to the 'pre-consultation document' we offer some advice to the Mayor for which no consultation fee will be demanded. Trade union density and organisation in the transport industries is amongst the highest to be found in any industry in London. Unions, representing the collective voice of the workers in transport industries, not only have a legitimate voice but also a wealth of experience and professional knowledge.

Anyone who believes that London's transport system is a 'daily miracle' must acknowledge the centrality and value of those tens of thousands publicly employed transport workers who deliver that miracle. Anyone who has a pre-conception that transport unions have a 'can't do' mentality and that they do not have the public interest and public safety at heart are wrong. And anyone seeking to structure and manage change in transport services must recognise that the most effective path to positive change is via open and continuous dialogue with workers and their collective representatives and not by imposition.

First we will comment on three fundamentals expressed in Way to Go:

  • The Mayor's objective
  • Commitment to continue to invest in public transport
  • A hierarchy of transport modes

And make an overarching point regarding a transport strategy for London:

  • The fit of the Mayor's strategy with other relevant policies

And then make some comments on other areas of relevance:

  • Value for money
  • Equalities
  • Spatial priorities and outer London
  • Thames Gateway
  • Interface with overground rail services
  • Freight transport
  • River transport
  • Cycling
  • Walking
  • Passenger air transport
  • PediCabs

The Mayor's objective is too narrow

The Mayor's objective is stated to be 'To get Londoners from 'a to b' as quickly, safely, conveniently, and as cheaply as is possible'. This is deficient in at least three important respects. First, it ignores or undervalues the needs of businesses. Workers in London want high quality jobs with world-class standards of employment and that requires world-class successful businesses, which in turn relies on transport services that move people and goods superbly. Second, nearly a million people travel into London to work every working day. London's economy and public services depend on their contribution. A successful transport strategy must accommodate their interests too. Third, London is a global city with many tourists and business visitors. London's transport system must serve their interests in an exemplary way or London's commercial offer will be damaged.

Commitment by the Mayor to continue to invest in public transport

SERTUC wholeheartedly supports this commitment. However, we wish to add that it is also critical that public service transport is publicly owned, publicly controlled and publicly accountable and that it employs staff directly. Experience of PPP, the collapse of Metronet, the inefficiency and fragmentation of the rail franchise system that those travelling in the Greater South East endure daily, and the greatly improved performance of South East Trains when run by the public sector all demonstrate the operational benefits of publicly provided transport services.

A hierarchy of transport modes is necessary

The Mayor has said he wants to be 'fair to all modes'; that is not problematic, indeed a successful transport policy must be comprehensive, cohesive and very widely understood and supported. But the Mayor also acknowledges that substantial improvement of tube and bus services has been achieved by a transport strategy that is based on a 'hierarchy of modes'. And he acknowledges the contribution of the Congestion Charge and other measures designed to deter the motorist. With population and passenger numbers certain to grow the Mayor also acknowledges that 'competing interests must be balanced'. In practical terms London's transport needs can only be met by a continued modal shift away from cars and towards rail, tube, bus, cycling and walking. A strategy that dilutes the commitment to achieving long-term modal shift away from car journeys will fail to meet London's needs. It is important to remember that nearly 40% of London's households do not own a car and that therefore at least that percentage of London's female residents have not been either 'democratised' or 'emancipated' by this method of transport.

Fit with the London Plan and TfL Business Plan

The Mayor's Transport Strategy must have consonance with both the London Plan and TfL's Business Plan, as well as with the budgets and plans of other functional bodies. It is our understanding that the Mayor intends to reconsider or revise the London Plan and the question is pertinent as to what is the hierarchy of these policies? It is our view that the London Plan is an overarching document directing policies in a number of areas.

There are some contradictions and mismatches between Way to Go and TfL's published Business Plan for 2009-18. For instance, Way to Go proposes a re-balancing of transport strategy towards outer London Boroughs and withdraws support for several major transport infrastructure projects. It would be helpful to have clarity on this point.

Value for money

SERTUC expects all government agencies to achieve value for money for the expenditure of public funds. SERTUC opposed the imposition of PPP for the refurbishment and operation of the London Underground and we know economies might have been achieved in those functions. We believe central Government should bear the cost of the collapse of Metronet in full.

We read Way To Go in parallel with TfL's 10 Year Business Plan and we are acutely concerned about the projected financial balances.

The announced fare increases, of 6 per cent on average, are far above the rate of inflation. In normal times the increase would be pernicious, punishing those who use the Tube and bus services, and who are disproportionately the less well off. In these troubled economic times the scale of the increases in fares is unfair and unwise.

Our concern is heightened by the loss of income sustained by the proposed abolition of the West London Congestion Zone.

Our concerns are further heightened by the commitment to build a new Routemaster bus. No such bus exists and our industry experts tell us that the development and tooling costs would be immense and that the additional operational costs, such as garaging the new fleet, extra drivers and maintenance workers etc would be substantial. Whilst trade unionists are in favour of more jobs for workers we know that such jobs must be sustainable and provide good value for our members as workers and as London residents. If the proposed new Routemaster bus is an expensive folly disproportionate cuts elsewhere in the budget will be sought.

We are not convinced of the case as made thus far regarding the logistics of capacity, vehicle numbers on the street, bus kilometres, service benefits and so on and will be seeking further evidence directly from Transport for London.

Unions will support the search for efficiency savings and they look forward to being actively engaged in such a dialogue. However, unions will not accept attacks on the terms and conditions of employment of transport workers, reductions in training budgets, cuts to equalities initiatives or job losses. The search for 'value for money' must not be a mask for reductions - either in terms and conditions of employment, or in service, for Londoners. Such cuts would not be 'modernisation' but would feed inefficiency and a return to the worst outcomes achieved by so called competitive tendering for bus service contracts pre TfL Unions have consistently argued for more effective procurement and for one set of terms and conditions for bus drivers across London that would give employers a level playing field to bid from.

In addition, we believe that the operational contract for Crossrail should be placed with a public service, and therefore non-profit making, operator, and expect all efforts are made to place the rolling stock contracts with a UK manufacturer to support jobs in the UK and promote the efficient and cost-effective future sourcing of parts and maintenance.

Transport for all and equalities

Limitations on access to transport services remain a key constraint on disabled people's mobility and therefore their ability to be economically active and socially participative. Several references in Way to Go raise concerns that advances to meet the needs of disabled people might be slowed or even that regressive measures are proposed.

Are free Dial-a-Ride services under threat? Has the proportion of underground stations to have lift access been reduced? Will a new Routemaster bus meet disabled people's needs? Are the needs of disabled pedestrians compromised by the amendment to traffic light timing?

'Shared space' schemes are supported in the document but our members suggest possible benefits for wheelchair users and disadvantages for blind or partially sighted and deaf people. We would like to see research into the equality impact of such schemes before further support.

In practical terms, actual access to transport services is compromised if travellers' choices are limited by issues of personal security. This is especially true of women travellers. For example, it is critical that train stations are visibly staffed. We are aware that the Mayor does not have control of all of London's stations, but his action on those that he does, and support for lobbying government for appropriate staffing on those outside of his remit, will be essential.

Way to Go makes reference to exploring the possibility of extending tube services south of the river Thames. It is important that London has comprehensive transport services so SERTUC supports this commitment and challenges the Mayor to propose alternative overground services in south London where need is shown but geological constraints exist.

Spatial priorities and transport services in outer London boroughs

Way to Go acknowledges that more can be done to 'improve transport development in outer London boroughs, to help people live and work in the same area'. SERTUC believes in a transport strategy that gives all travellers access to high quality and low cost public transport. SERTUC's vision for economic development, economic and social regeneration has been that all Londoners should benefit from it, via high quality employment opportunities. GDP per head in outer London boroughs is very low, well below the UK national average. SERTUC has also called for a London strategy to support industrial development, especially manufacturing.

However, there has been a trend in outer London boroughs against industry, with land classified in planning terms as being employment land being reclassified for housing.

If the Mayor's transport strategy builds effective local transport hubs with public transport services at their centre, and the development of these hubs is correlated directly to an industrial strategy to promote local quality employment and these outer London hubs interlink radially and orbitally to form a cohesive transport network, SERTUC will welcome it.

If a future transport strategy decentralises transport infrastructure investments to boroughs in an uncoordinated way, leading to fragmentation and the further de-industrialisation of London, London's long-term interests will not be served and SERTUC will not support it.

The Thames Gateway

London's population is projected to grow considerably. The Thames Gateway is the largest regeneration site in Europe and the site of up to a quarter of a million new homes. A new container port is being built on the north shore of the Thames. The business case for a Thames Gateway Bridge has been proven in terms of cost benefit. The majority of London boroughs adjacent to the proposed bridge support it as does the business community. The Mayor should prioritise lobbying central government to secure the resources and refining the proposal to optimise its contribution to London's transport system.

The interface with overground rail services

Rail ticketing remains nonsensical, especially the limited use of the Oyster Card on rail services. We are pleased by the commitment that this will be universally accepted by the end of the year.

It is in the interest of London and the Greater South East and beyond that London's transport strategy integrates optimally with that of the wider region. Way to Go says nothing about this wider strategic imperative.

Freight transport

Way to Go is silent about freight transport. There are already huge constraints on the movement of freight by rail. Port expansion at Felixstowe will add further demand to the system, especially on the North London Line. The port development at Thames Haven adds more demand and indeed more potential for rail freight movement. The expected efficiency in the rate of recycling across London will add further demand for freight movement. The development of waterways, especially in the Lea Valley, offers new capacity. London needs a transport strategy that prioritises the movement of freight. Additionally, the air freight industry in the UK is dominated by London airports, with Heathrow, Gatwick, Stansted as the top three. This sector of the transport industry is therefore essential to London's manufacturing health and should be researched and incorporated into the transport strategy.

River transport

There is no doubt that the Thames is an under-used transport resource, but there are acute limitations, especially on its use by high speed commuter services. SERTUC proposes that TfL looks closely at international comparisons for projects that can contribute significantly to London's transport services.

Cycling

SERTUC supports the commitment to drive the expansion of cycling in London. But this aspiration must be met by a continued investment in cycling and we note with concern the proposed cuts in investment in this mode of transport by TfL (as announced in the TfL Business Plan).

SERTUC believes significant and continued investment in cycle training for children and adults is important to increase safety and to raise confidenceand competence, so that more people choose this transport option. We note that whilst around 29k children received training very few adults did and believe a sustained campaign is needed to increase the number of adults benefiting each year.

There is an urgent need to increase the number of places to lock a bicycle. 'Parking areas' for bicycles need to be planned and haphazard locking of bicycles to street furniture and railings avoided.

Walking

SERTUC very much supports the commitment to increase the numbers of those who choose walking as a transport option. This is especially important with respect to journeys to and from school in terms of building good habits and the benefits to health. But we are dismayed that TfL Investment in enabling walking is to diminish over time, according to the 10 Year Plan.

Air passenger transport

London is a European hub for trans-Atlantic air travel and the business community emphasises how important high quality access to international flight services is to London's role as a global business centre and the majority of Londoners' wish to fly. Conditional on technological improvements in fuel efficiency, limiting emissions and minimising noise, capacity at Heathrow needs to be increased. Means of doing this must continue to be explored.

We are concerned at the vast expenditure on another feasibility study for an airport in the Thames Estuary, particularly in the context of the reduction or elimination of eastward developments such as the Docklands Light Railway extension to Dagenham Docks.

PediCabs

SERTUC is concerned, both from a public safety and worker perspective, that these operations are totally unregulated.

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