trends2009

Transport Trends 2009 Edition

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Transport Trends: 2009 edition Introduction

Transport Trends: 2009 edition Introduction This publication presents an overview and analysis of trends in transport and travel in Great Britain over the past 25 years, and highlights some of the key issues. It is intended as a companion volume to Transport Statistics Great Britain, which contains reference tables of more detailed figures and some longer time trends.

This is the twelfth annual edition of Transport Trends. This edition of Transport Trends broadly follows the structure of the previous publication, with some additional analyses incorporated.

Transport Trends includes a wide range of indicators and statistical analysis to illustrate longer-term trends and to help put key policy targets and trends into a broader context. The report includes trends in relation to the Department's Public Service Agreement (PSA) targets both those from the 2004 Spending Review and the simplified ones from the 2007 Comprehensive Spending Review (see Annex 2) and the government's sustainable development indicators which are most relevant to transport (see Annex 3).

All the data underlying the graphics are available on the Transport Statistics section of the Department for Transport's website1. The website also includes a wide range of other statistical material and publications. In addition to our main reference volume, Transport Statistics Great Britain, further analysis on particular topics is included in our series of "Focus" publications, which take an in-depth look at particular areas of transport. More detailed information is also published in a series of regular bulletins. Details of all our recent and forthcoming publications can be found on the website.

For a (free) hard copy of Transport Trends 2009, please contact DfT by email at [email protected] or by telephone on 020 7944 4846.

We hope you find this publication useful and interesting, and we welcome any comments you may have on the contents and presentation. Any suggestions for improvement should be sent to the editors at Department for Transport, Zone 2/29, Great Minster House, 76 Marsham Street, London SW1P 4DR or emailed to [email protected].

Dorothy Anderson (editor)

1 http://www.dft.gov.uk/pgr/statistics/datatablespublications/trends

1

mailto:[email protected]�

mailto:[email protected]�

Transport Trends: 2009 edition Introduction

The data and text for Transport Trends were prepared by statistical staff in DfT and elsewhere and produced for publication by Taj Gul and Shawn Weekes.

Cover photographs all courtesy of Alamy; from left to right(top): © Ianni Dimitrov; © Paul Springett; © Neil Holmes; (bottom row)© Matthew Clarke; © Justin Kase

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Transport Trends: 2009 edition Contents

Contents

Summary .............................................................................................................. 7Section 1: Roads, Vehicles and Congestion.......................................................... 9

Road Traffic, Speed and Congestion................................................................. 111.1 Road traffic ............................................................................................. 111.2 Road traffic and travel intensity .............................................................. 121.3 Car occupancy ....................................................................................... 13Average Congestion and Speed........................................................................ 151.4 Congestion ............................................................................................. 15Road Length and Condition ............................................................................... 181.5 Road length ............................................................................................ 181.6 Road condition ....................................................................................... 19Expenditure on Road Building and Maintenance............................................... 201.7 Expenditure and investment in roads ..................................................... 20Attitudes of Road Users..................................................................................... 221.8 Road user attitudes ................................................................................ 22Vehicle Stock and Car Ownership ..................................................................... 231.9 Motor vehicles currently licensed ........................................................... 231.10 Household car ownership ....................................................................... 251.11 People with a driving licence .................................................................. 26

Section 2: Personal Travel by Mode .................................................................... 292.1 Passenger travel by mode...................................................................... 302.2 Trends in travel....................................................................................... 312.3 Passenger trips by mode........................................................................ 322.4 Distance travelled by mode .................................................................... 332.5 Time spent travelling by mode................................................................ 342.6 Changes in relative costs of transport .................................................... 352.7 Household expenditure .......................................................................... 372.8 Taxes and Charges on Road Users ....................................................... 38

Section 3: Public Transport.................................................................................. 39Bus and Light rail services................................................................................. 413.1 Local bus and light rail passenger journeys............................................ 413.2 Local bus reliability ................................................................................. 433.3 Bus passenger satisfaction..................................................................... 44Rail services ...................................................................................................... 463.4 Rail journeys........................................................................................... 463.5 Investment in rail .................................................................................... 483.6 Age of rail rolling stock ........................................................................... 503.7 Rail punctuality and reliability ................................................................. 513.8 Rail passenger satisfaction..................................................................... 55

Section 4: Variation in Personal Travel and Access to Services.......................... 59Variation in travel by household income and car ownership .............................. 614.1 Travel by household income group ........................................................ 61

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4.2 Household car access by income group................................................. 634.3 Travel by household car availability........................................................ 64Variation in travel by age and gender ................................................................ 654.4 Trips made by age and gender............................................................... 654.5 Distance travelled by age and gender .................................................... 68Variation in travel by trip purpose ...................................................................... 694.6 Mode of travel to work ............................................................................ 694.7 Mode of travel to school ......................................................................... 704.8 Mode of travel for shopping trips ............................................................ 714.9 Distance travelled, trip length and time taken by purpose ...................... 72Access to local transport services and everyday facilities ................................. 744.10 Access to local bus services................................................................... 744.11 Access to local facilities.......................................................................... 75

Section 5: Freight and Logistics........................................................................... 775.1 Goods moved ......................................................................................... 795.2 Goods lifted ............................................................................................ 805.3 Length of haul......................................................................................... 815.4 Commodities moved............................................................................... 825.5 Road goods vehicle intensity.................................................................. 845.6 Road freight efficiency............................................................................ 855.7 Road freight mode of working................................................................. 875.8 Heavy goods vehicle stock ..................................................................... 885.9 UK international freight movement ......................................................... 89

Section 6: Ports and Airports ............................................................................... 916.1 Visits to and from the UK by area........................................................... 926.2 Visits to and from the UK by journey purpose ........................................ 936.3 Visits to and from the UK by mode ......................................................... 956.4 Passengers using UK airports ................................................................ 976.5 United Kingdom international passenger movements ............................ 98

Section 7: Safety................................................................................................ 101Casualties by Mode ......................................................................................... 1037.1 Reported fatality rates .......................................................................... 1037.2 Reported road accidents and casualties, and road traffic..................... 1057.3 People reported killed or seriously injured in road accidents................ 1067.4 Passengers killed in railway accidents by type of accident................... 1077.5 Rail signals passed at danger .............................................................. 108Public perceptions of public transport safety ................................................... 1097.6 Concern about crime on public transport.............................................. 1097.7 Bus passenger perceptions of safety ................................................... 1107.8 Vehicle crime........................................................................................ 1127.9 Fear of car crime .................................................................................. 114

Section 8: Health and the Environment ............................................................. 115Transport's impact on health............................................................................ 1178.1 Walking and cycling.............................................................................. 1178.2 Attitudes to walking and cycling............................................................ 119

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Transport's impact on the environment............................................................ 1218.3 Greenhouse gas emissions .................................................................. 1218.4 Carbon dioxide emissions by source - National Atmospheric Emissions Inventory.......................................................................................................... 1238.5 Greenhouse gas emissions by economic sector - Environmental Accounts.......................................................................................................... 1258.6 Local air pollutants ............................................................................... 1278.7 Decoupling impacts .............................................................................. 1308.8 Energy consumption and fuel efficiency ............................................... 1338.9 Noise from transport ............................................................................. 1368.10 Public attitudes to transport and the environment ................................ 1398.11 Land changing to transport use ............................................................ 141

Notes and definitions.............................................................................................. 143Annex 1: Abbreviations used in Transport Trends ................................................. 170Annex 2: Public Service Agreement (PSA) Targets ............................................... 171Annex 3: Sustainable development indicators........................................................ 173

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Transport Trends: 2009edition Summary

Summary

Welcome to the twelfth edition of Transport Trends. This is a Department for Transport National Statistics publication.

Transport Trends provides an introduction to the major trends in domestic transport and travel in Great Britain. Through the inclusion of charts, this document presents an overview of key trends over the past 25 years, and highlights some of the key issues. It is intended as a companion volume to Transport Statistics Great Britain, which contains more detailed tables and, in some cases, longer time trends.

The summary below highlights some of the key points in the 2009 edition of Transport Trends.

Section 1: Roads, Vehicles and Congestion Road traffic in Great Britain has grown by 85 per cent since 1980, although it grew less since 1990 than in the 1980s, with a decrease of 0.7 per cent between 2007 and 2008. Many factors have affected traffic levels, including fuel prices, economic growth and an increase in car ownership and number of drivers. Nearly a third of households now have access to two or more cars, more than the proportion of households without access to a car. Men are still more likely to have a driving licence but the proportion of women holding a licence has been increasing at a faster rate.

Section 2: Personal Travel by Mode Car use has increased since 1980 as disposable income has risen, against a backdrop of a small increase in the real cost of motoring and rising real costs of public transport fares. Although the average number of trips people make has declined over the last ten years, and the distance travelled is much the same, the time spent travelling has increased.

Section 3: Public Transport The number of bus journeys has declined from the mid 1980s to the mid 1990s, but has shown some increase over the past 8 years, mainly because of increased bus use in London, and the introduction of free concessionary travel for elderly and disabled passengers. Bus operators are now investing in newer vehicles, and passenger satisfaction is generally high, although buses tend to have a poorer image among non-users and infrequent users. Rail travel has increased by nearly 70 per cent since 1980 despite the effects of the Hatfield crash in October 2000. Investment in national rail infrastructure has increased significantly since privatisation. The reliability of train services has been improving gradually since 2000, as has passenger satisfaction with journeys undertaken.

Section 4: Variation in Personal Travel and Access to Services The number of trips made and distance travelled increase with car availability and income. In 2008, adults in households with two or more cars travelled over three times further on average than those in households without a car. Men made slightly fewer trips than women but travelled a much greater distance, travelling about 7,560 miles on average compared with 6,310 miles for women.

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Transport Trends: 2009edition Summary

Section 5: Freight and Logistics The weight of goods lifted in Great Britain has increased by 27 per cent since 1980 with most of that increase occurring during the 1980s. This rise was largely due to increases in the amount of goods lifted by road. Another important freight measure is tonne kilometres moved (defined as tonnes carried multiplied by kilometres travelled). This too has increased, rising 40 per cent since 1980.

Section 6: Ports and Airports UK residents made 69 million overseas visits in 2008 compared with 18 million in 1980, while the number of visits to the UK by overseas residents increased from 12 million in 1980 to 32 million in 2008. However, there have been falls in both visits to and from the UK over the last year. The number of UK residents travelling abroad for the purpose of a holiday has increased significantly since 1980 and although the number of holiday visits to the UK by overseas residents also increased, the proportion travelling for this purpose declined as a proportion of all visits. The growth in air travel accounts for the majority of the increases in visits to and from the UK; the number of passengers using UK airports has more than quadrupled between 1980 and 2008. Spain is the most popular country visited by UK residents, followed by the USA.

Section 7: Safety In terms of fatalities per passenger kilometre, air continues to be the safest mode of transport. The reported passenger fatality rate for cars, the mode of transport most commonly used, has more than halved since 1980. Vehicle related thefts in England and Wales have more than halved since they peaked in the mid 1990s.

Section 8: Health and the Environment Walking and cycling for travel purposes have both declined significantly over the past decade. Growth in motorised transport has resulted in a 54 per cent increase in carbon dioxide emissions from domestic transport sources since 1980, which now account for 24 per cent of UK carbon dioxide emissions. Emissions of local air pollutants have declined with the advent of catalytic converters and cleaner fuels. Despite an improvement in vehicle fuel efficiency, the fuel consumed by transport has increased to 2007 due to growth in road traffic together with a substantial rise in international aviation.

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Transport Trends: 2009 edition Section 1: Roads, Vehicles and Congestion

Section 1: Roads, Vehicles and Congestion Introduction

This section presents trends in the use of the road system, road condition, congestion and levels of expenditure on roads, together with information about public attitudes to congestion. It also covers trends in numbers of vehicles, car ownership and driving licences.

Road traffic in Great Britain has grown by 85 per cent since 1980, although it grew less since 1990 than in the 1980s. Many factors have affected traffic levels, including fuel prices, economic growth and an increase in car ownership and number of drivers. Nearly a third of households now have access to two or more cars, more than the proportion of households without access to a car. Men are still more likely to have a driving licence but the proportion of women holding a licence has been increasing at a faster rate.

Section contents

Road traffic Trend 1.1a - Road traffic by mode: cars and other modes: 1980 to 2008 Trend 1.1b - Road traffic by modes other than car: 1980 to 2008

Road traffic and travel intensity Trend 1.2a - Road traffic, passenger kilometres and GDP: 1980 to 2008 Trend 1.2b - Road traffic and travel intensity: 1980 to 2008

Car occupancy Trend 1.3a - Average car occupancy: 1995/97 to 2008 Trend 1.3b - Average car occupancy by trip purpose: 2008

Congestion Trend 1.4a - Journey time reliability measure for the Strategic Road Network Trend 1.4b - Congestion in urban areas: journey times per mile in key areas:

England Trend 1.4c - Average traffic speeds in Greater London: 1980-82 to 2003-06

Road length Trend 1.5 - Road length by road type: 1980 to 2008

Road condition Trend 1.6 Highway Condition Index for local classified roads in England:

2006/07 to 2008/09

Expenditure and investment in roads Trend 1.7a - Expenditure on road maintenance: 1994/95 to 2007/08 Trend 1.7b - Investment in road infrastructure: 1985/86 to 2007/08

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Road user attitudes Trend 1.8 - Public attitudes to traffic problems: 2001 to 2007

Motor vehicles currently licensed Trend 1.9a - Motor vehicles currently licensed by taxation class: 1980 to 2008 Trend 1.9b - Motor vehicles currently licensed by body type: 1982 to 2008

Household car ownership Trend 1.10 - Household access to a car: 1980 to 2007

People with a driving license Trend 1.11a - Males and Females holding a driving licence: 1995/97 to 2008 Trend 1.11b - Adults holding a driving licence by age: 1995/97 to 2008

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Road Traffic, Speed and Congestion

1.1 Road traffic

Trend 1.1b – Road traffic by cars and other modes: 1980 to 2008, Great Britain

Trend 1.1b – Road traffic by modes other than car: 1980 to 2008, Great Britain

0

100

200

300

400

500

600

Bill

ion

vehi

cle

kilo

met

res

Cars and taxis Other

0

20

40

60

80

100

120

Light vans Heavy goods vehicles Motor cycles Buses and coaches Pedal cycles

1980

1982

1984

1986

1988

1990

1992

1994

1996

1998

2000

2002

2004

2006

2008

1980

1982

1984

1986

1988

1990

1992

1994

1996

1998

2000

2002

2004

2006

2008

Source: Department for Transport

Total estimated road traffic increased by 85 per cent between 1980 and 2008, from 277 to 514 billion vehicle kilometres. Most of this growth occurred between 1980 and 1990; since 1990 traffic has increased by almost a quarter. Between 2007 and 2008, total road traffic fell by 3.6 billion vehicle kilometres (0.7 per cent). The majority of the growth has been in car traffic, which has risen by 87 per cent since 1980, from 215 to 402 billion vehicle kilometres. Car traffic grew sharply in the 1980s, but has risen more slowly since. Car traffic decreased between 2007 and 2008 by 2.3 billion vehicle kilometres. In 2008, car traffic accounted for 78 per cent of road traffic, this proportion has remained stable since 1980. Light van traffic has increased more than two and a half times since 1980, from 26 to 68 billion vehicle kilometres. The distance travelled by heavy goods vehicles has also increased, from 20 to 29 billion vehicle kilometres, a rise of 46 per cent since 1980, but decreased by 0.6 billion vehicle kilometres between 2007 and 2008. Bus and coach traffic increased by 47 per cent between 1980 and 2008, from 3.5 to 5.2 billion vehicle kilometres. Motorcycle traffic halved between 1980 and 1995, but then increased by 37 per cent between 1995 and 2008. Pedal cycle traffic grew in the early 1980s but fell by 37 per cent between 1984 and 1993, and then remained steady at 4 billion vehicle kilometres per year between 1993 and 1999. In 2008 it was 4.75 billion vehicle kilometres per year, an increase of 0.5 billion kilometres from 2007.

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1.2 Road traffic and travel intensity

Trend 1.2a – Road traffic, passenger kilometres and GDP: 1980 to 2008, Great Britain

60

80

100

120

140

160

180

200

220

Inde

x: 1

980=

100

Total vehicle kilometres GDP Total passenger kilometres

1980 1982 1984 1986 1988 1990 1992 1994 1996 1998 2000 2002 2004 2006 2008

Source: Department for Transport and Office for National Statistics

Trend 1.2b – Road traffic and travel intensity: 1980 to 2008, Great Britain

Traffic intensity (vehicle kms/GDP) Travel intensity (passenger kms/GDP)

Inde

x: 1

980=

100

120

110

100

90

80


1980 1982 1984 1986 1988 1990 1992 1994 1996 1998 2000 2002 2004 2006 2008

� The challenge in achieving sustainable development is to ensure continuing economic growth while reducing adverse environmental and social impacts. Measures of traffic and travel intensity illustrate the extent to which economic growth and traffic growth have been decoupled. The comparison here is with gross domestic product (GDP), a measure of the size of the economy.

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� Between 1980 and 1992, traffic (measured in vehicle kilometres) and overall travel (measured in passenger kilometres) grew at a faster rate than GDP. Since 1992, GDP has increased by 56 per cent compared with a rise in road traffic of 23 per cent.

� The traffic and travel intensity chart shows these relative changes more clearly; since 1992 there has been some decoupling of traffic and travel growth from economic growth.

1.3 Car occupancy

Trend 1.3a – Average car occupancy: 1995/97 to 2008, Great Britain

1.8

1.6

1.4

1.2

1.0

Per

sons

per

veh

icle

1.60 1.58 1.59 1.58 1.57 1.58 1.58 1.56 1.60

1995/97 1998/00 2002 2003 2004 2005 2006 2007 2008


� The average number of occupants per car has returned to 1.60 in 1.60 after being lower after 1995/97 to 2007.

� In 2008, 60 per cent of cars on the road had only one occupant. 84 per cent of both commuting and business car trips had only the one occupant.

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Trend 1.3b – Average car occupancy by trip purpose: 2008, Great Britain

1.0 1.2 1.4 1.6 1.8 2.0 2.2

Other

Business

Commuting

Leisure

Personal business

Education

Holiday/ day trip

Shopping


Car occupancy varies according to the purpose of the trip. The highest

occupancy rates in 2008 were for shopping and holiday/day trips (2.0 persons per car). The lowest rates were for commuting and business travel (1.2 persons per car).


Average Congestion and Speed

1.4 Congestion

Trend 1.4a – Journey time reliability measure for the Strategic Road Network, England

Del

ay fo

r sl

owes

t 10%

jour

neys

(m

inut

es p

er 1

0 ve

hicl

e m

iles)

4.5 4.0 3.5 3.0 2.5 2.0 1.5 1.0 0.5 0.0

Jul

Aug Sep

Oct

Nov

Dec Jan

Feb

Mar

Apr

May Jun

Jul

Aug Sep

Oct

Nov

Dec Jan

Feb

Mar

Apr

May Jun

Jul

Aug Sep

Oct

Nov

Dec Jan

Feb

Mar

Apr

May Jun

Jul

Aug Sep

Oct

Nov

Dec Jan

Feb

Mar

Apr

May Jun

Jul

Aug Sep

Oct

Nov

P

2005 2006 2007 2008 2009

Performance (91 routes) Baseline from March 2008 Performance (95 routes) Baseline to March 2008

Rolling year (month ending)

Source: Department for Transport The data in this chart are outside the scope of National Statistics

� The Strategic Road Network (SRN) in England consists of all motorways and trunk ‘A’ roads managed by the Highways Agency, as well as the M6 Toll. Congestion for these purposes is defined as the average vehicle delay in minutes per 10 miles (derived from the differences between observed journey times and a reference journey time) experienced on the slowest 10 per cent of journeys for each monitored route. Chart 1.4a shows the monthly trend on a rolling 12 month basis.

� Provisional figures for the year ending November 2009 show that average vehicle delay on the slowest 10 per cent of journeys fell to 3.47 from 3.90 minutes per 10 miles since the year ending March 2008, a decrease of 11.0 per cent.

� The Government has a Public Service Agreement (PSA) to deliver reliable and efficient transport networks that support economic growth. One of the four indicators used to measure success against this PSA is reliability, measured using average vehicle delay on the SRN’s slowest 10 per cent of journeys. The baseline is the year ending March 2008, and the measure will be monitored for the period up to the year ending March 2011. Reliability performance will be assessed in the context of an expected increase in traffic of 1-2 per cent per year. There is no specific numerical target.

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� For the Spending Review 2004, there was a PSA target that the average vehicle delay on the SRN’s slowest 10 per cent of journeys should be less in the year ending March 2008 than in the baseline period August 2004 – July 2005.

� Improvements in data quality allowed an additional five routes to be included for the year ending March 2008 onwards, but deterioration of data on one route (M1 J6a-13) has led to it being temporarily excluded. As a result the total number of routes included increased from 91 to 95 routes for the year ending March 2008 onwards. There is now a small discontinuity with earlier periods.

Trend 1.4b – Congestion in urban areas: journey times per mile in key areas: England, Nov 2006 to Aug 2009

00:00

01:00

02:00

03:00

04:00

05:00

Vehi

cle

jour

ney

time

/ min

utes

and

seco

nds

per m

ile

10 urban areas Baseline London Greater Manchester West Midlands West Yorkshire

Nov-06 Feb-07 May-07 Aug-07 Nov-07 Feb-08 May-08 Aug-08 Nov-08 Feb-09 May-09 Aug-09

Quarter ending


� This chart shows estimates of non-stopping vehicle journey times, in minutes per mile, on a number of key routes in the ten largest urban areas in England. The data are presented on a quarterly basis within academic years and only cover journey times during the weekday morning peak and exclude school holidays.

� Across the ten urban areas, the average vehicle journey time was 3 minutes and 12 seconds per mile in the quarter ending August 2009. This is nearly 3 per cent faster than the quarter ending August 2008 and 4 per cent faster than the same period in 2007.

� However, caution should be exercised when assessing changes over time in this measure, due to evidence of seasonality in journey times, and comparisons between urban areas are made difficult due to the different type and nature of the urban routes monitored in each area.

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� The Department for Transport also has an urban congestion Public Service Agreement (PSA) target. The target is that, by 2010/11, personal journey times across key routes in the 10 largest urban areas in England will increase from the baseline (2004/5 & 2005/6) by no more than 3.6 per cent. The PSA measure differs from the statistics shown above in that it is based on person rather than vehicle journey times and therefore takes account of vehicle occupancies and bus journey times.

Trend 1.4c – Average traffic speeds in Greater London: 1980-82 to 2003-06, Greater London

0

5

10

15

20

25

Mile

s pe

r ho

ur

Off-peak Evening peak Morning peak

1980-82 1983-86 1986-90 1990-94 1994-97 1997-00 2000-03 2003-06

Source: Transport for London The data in this chart are outside the scope of National Statistics

� Transport for London, who are responsible for most of the road network in London, run separate speed surveys covering the Greater London area. The last complete cycle was for 2003-06. Average traffic speeds in London were lower in the period 2003-06 than in 1980-82. However, average speeds during the evening peak and off-peak increased between 2000-03 and 2003-06.

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Road Length and Condition

1.5 Road length

Trend 1.5 – Road length by road type: 1980 to 2008, Great Britain

0

50

100

150

200

250

300

350

400

450

Thou

sand

kilo

met

res

Motorway Other trunk Principal Other

1980

1981

1982

1983

1984

1985

1986

1987

1988

1989

1990

1991

1992

1993

1994

1995

1996

1997

1998

1999

2000

2001

2002

2003

2004

2005

2006

2007

2008


� The growth in traffic levels has been much greater than the increase in total road length. New information in both 2004 and 2006 has enabled better estimates of minor road lengths to be made and the estimates from 2004 cannot be compared directly with prior estimates. There is an additional discontinuity in 1993 due to a change in methodology.

� The total road length in Great Britain was estimated to be 394.5 thousand kilometres. This is an increase of nearly 55 thousand kilometres (16 per cent) since 1980.

� In 2008, motorways accounted for less than 1 per cent of road length, trunk roads (excluding motorways) 2 per cent, and other major roads 10 per cent. Minor roads (B, C and unclassified roads) made up 87 per cent of road length. There has been little change in these proportions since 1980. The length of the trunk road network has been particularly affected by the detrunking programme, with a number of roads being re-categorised as 'principal'.

� In 2008, motorways carried 20 per cent of traffic, trunk roads (excluding motorways) 13 per cent and other major roads 31 per cent. Minor roads carried 37 per cent of traffic.

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1.6 Road condition

Trend 1.6 Highway Condition Index for local classified roads in England: 2006/07 to 2008/09

80

85

90

95

100

105

110

115

120

Inde

x: 2

006/

07 E

ngla

nd a

vera

ge =

100

'A' Roads 'B' and 'C' Roads All Classified Roads

Deterioration

Improvement

2006/07 2007/08 2008/09

Source: National Road Condition Database, Department for Transport

� SCANNER surveys are machine-surveys that have been carried out on local authority ‘A’ roads since 2004/05 and ‘B’ and ‘C’ roads since 2005/06. The surveys measure a number of aspects of the condition of the road surface.

� The percentage of the lengths of road surveyed that are in a ‘good’ condition is used to calculate the Highways Condition Index (HCI). This replaces the Defects Index which was published in previous editions of Transport Trends.

� The average for all local authority maintained classified roads in England surveyed during 2006/07 represents the base (100) for the HCI. A significant increase for the HCI indicates that there has been an increase in the amount of road that is in ‘good’ condition and a significant decrease indicates deterioration in road conditions.

� There was a small decrease in the overall condition of classified roads between 2006/07 and 2007/08. This decrease comes from a deterioration in the condition of all types of roads. It should be noted that different sections of the road network would have been surveyed each year making comparisons over very short periods of time less reliable.

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Expenditure on Road Building and Maintenance

1.7 Expenditure and investment in roads

Trend 1.7a – Expenditure on road maintenance: 1994/95 to 2007/08, England

0

500

1,000

1,500

2,000

2,500

3,000

3,500

£ m

illio

n: 2

007/

08 p

rices

Non-trunk roads Trunk roads (inc. motorways) Trunk roads (inc. motorways)

1995

/96

1996

/97

1997

/98

1998

/99

1999

/00

2000

/01

2001

/02

2002

/03

2003

/04

2004

/05

2005

/06

2006

/07

2007

/08

Source: Highways Agency, Communities and Local Government

Since 2001/02, Highways Agency data have been collected on a resource accounting basis and cannot be compared with prior years. Figures were calculated on both systems in 2001/02.

These data are outside the scope of National Statistics

� Maintenance includes both structural expenditure on bridges.

and routine maintenance as well as

� Total real expenditure on the all purpose trunk road and motorway network has increased by £3.9m from 2006-07 to 2007-08. Although structural spending fell by 6 per cent, it still accounted for 56 per cent of total expenditure.

� Total expenditure on the non-trunk road network fell slightly in 2007-08 by £0.6 million in real terms from the 2006-07 level. Structural maintenance in 2008-09 accounted for 60 per cent of the total £2.9 billion spent.

� Recent trends show that there has been an overall shift in spending from structural maintenance to routine and other treatments for motorways and ‘A’ roads. For instance, where expenditure has decreased by 6 per cent on the local authority Motorway and ‘A’ road network in the last four years, expenditure on routine and other treatments has actually increased by 24 per cent, offset by a 25 per cent decrease in spending on structural maintenance.

20

1985

/86

1987

/88

1989

/90

1991

/92

1993

/94

1995

/96

1997

/98

1999

/00

2001

/02

2003

/04

2005

/06

2007

/08


� For ‘B’, ‘C’ and unclassified roads whilst overall real term expenditure has remained roughly constant over the last four years, spending on routine and other treatments has increased by 6 per cent whilst expenditure on structural treatments has decreased by 3 per cent.

Trend 1.7b – Investment in road infrastructure: 1985/86 to 2007/08, Great Britain

0

1,000

2,000

3,000

4,000

5,000

6,000

7,000

£ m

illio

n: 2

007/

08 p

rice

s

Source: Compiled by Department for Transport The data in this chart are outside the scope of National Statistics

� Investment includes expenditure on new construction, improvement and structural maintenance. Note that as maintenance expenditure also includes structural maintenance, there is some overlap between the expenditure figures used to produce Trend 1.7a and Trend 1.7b. As a part of the Spending Review 2002 settlement, expenditure on renewal maintenance was reclassified from capital to resource.

� Investment in roads infrastructure increased in the late 1980s and early 1990s and reached a peak in 1992/93 of £6.9 billion at 2007/08 prices. Investment fell between 1992/93 and 1999/2000, but has risen since then by 26 per cent to £4.8 billion in 2007/08.

� Private investment in road infrastructure has continued to remain a relatively small proportion of total investment. In the late 1990s, it had risen to account for nine per cent of total road infrastructure investment, mainly because of a number of large Design Build Finance Operate (DBFO) schemes, but fell to around 1.2 per cent in 2001/02. Since 2002/03, it has been difficult to separate exactly private from public expenditure due to the complexity of some of the joint funding arrangements, but private investment has increased again.

21


Attitudes of Road Users

1.8 Road user attitudes

Trend 1.8 – Public attitudes to traffic problems: 2001 to 2007, Great Britain

0

10

20

30

40

50

60

70

80

90

100

Perc

enta

ge s

ayin

g se

rious

or

very

ser

ious

pro

blem

Traffic congestion in towns and cities Traffic congestion on motorways

2001 2002 2004 2005 2006 2007

Source: British Social Attitudes Survey (by NatCen) The data in this chart are outside the scope of National Statistics

� According to the British Social Attitudes Survey, congestion on motorways is a serious issue for nearly a third of people. However, they are more concerned about congestion in towns and cities, with over a half reporting it as a serious issue for them. There has been a slight fluctuation in attitudes over time, but no consistent trend.

22


Vehicle Stock and Car Ownership

1.9 Motor vehicles currently licensed

Trend 1.9a – Motor vehicles currently licensed by taxation class: 1980 to 2008, Great Britain

0

5

10

15

20

25

30

35

40

Mill

ions

Private & light goods Motorcycles Buses Goods vehicles Other

1980 1984 1988 1992 1996 2000 2004 2008

Source: DVLA and Department for Transport

� The number of licensed vehicles increased by 78 per cent between 1980 and 2008, from 19.2 to 34.2 million. The rise has been steady throughout this time, apart from a brief period of stability between 1989 and 1991.

� Changes in the vehicle taxation system make precise comparisons over the last twenty years difficult. However, almost all of the overall increase is accounted for by the 85 per cent increase in vehicles in the 'private and light goods' tax class between 1980 and 2008. The number of motorcycles fell by 15 per cent overall, though it has been rising since 1995. The number of buses fell by 1 per cent and goods vehicles by 14 per cent.

23


Trend 1.9b – Motor vehicles currently licensed by body type: 1982 to 2008, Great Britain

0

5

10

15

20

25

30

35

40

Mill

ions

Body type car Other body type

1982 1984 1986 1988 1990 1992 1994 1996 1998 2000 2002 2004 2006 2008

Source: DVLA and Department for Transport

� Across all the vehicle taxation classes, the number of licensed cars has increased steadily from 15.5 million in 1982 to 28.4 million in 2008, an 84 per cent increase.

� About 9 per cent of licensed cars were registered as company cars in 2008; this proportion has shown little change in recent years.

24


1.10 Household car ownership

Trend 1.10 – Household access to a car: 1980 to 2007, Great Britain

0

10

20

30

40

50

Per

cent

age

No car One car Two or more cars

1980 1983 1986 1989 1992 1995 1998 2001 2004 2007

Source: Compiled by Department for Transport

� The substantial increase in the number of licensed cars is reflected in an increase in the proportion of households having access to one or more cars. In 1980, 41 per cent of households did not have access to a car. By 2007, this had fallen to 24 per cent.

� The proportion of households having access to one car has remained stable over the last 28 years, at around 45 per cent.

� In contrast, the proportion of households with access to two cars increased from 13 to 26 per cent. A further 6 per cent of households had access to three or more cars in 2007, compared with 2 per cent in 1980. This means that the proportion of households with access to two or more cars, at 32 per cent, is now higher than the proportion of households without access to a car.

25


1.11 People with a driving licence

Trend 1.11a – Males and females holding a driving licence: 1995/97 to 2008, Great Britain

0

20

40

60

80

100

Perc

enta

ge

Males Females All adults

1995/97 1998/00 2002 2003 2004 2005 2006 2007 2008


� In 2008, 72 per cent of all adults aged 17 and over (an estimated 34.5 million people) held a full car driving licence, compared with 69 per cent (30.3 million) in 1995/1997.

� Overall, 65 per cent of women in 2008 held licences, compared with 81 per cent of men. The proportion of women holding licences has grown steadily in recent years while the proportion of men holding a licence has remained fairly stable, causing the gap in licence holding between men and women to narrow over time.

26


27

Trend 1.11b – Adults holding a driving licence by age: 1995/97 to 2008, Great Britain

0

20

40

60

80

100

17-20 21-29 30-39 40-49 50-59 60-69 70 andover

Perc

enta

ge

1995/97 1998/00 2002 2004 2006 2008


The number of older drivers has increased, as the cohorts of middle aged drivers

reach retirement age. From 1995/97 to 2008, the proportion of people aged 70 and over who held a full driving licence increased from 38 per cent to 53 per cent. Some of this increase is due to past changes in the number of women obtaining driving licences. As the younger women with driving licences get older, the percentage of older adults with licences has increased.

Over the same period, there was a decline in licence holding among young

adults, with the proportion of 17-20 year olds who held a licence falling from 43 per cent to 36 per cent. Possible reasons for this decline include the cost of lessons, insurance and buying a car, the increasing difficulty of passing the driving test (including the theory test introduced in 1996) and the fact that more young people are students and unable to afford cars.


28

Transport Trends: 2009 edition Section 2: Personal Travel by Mode

Section 2: Personal Travel by Mode Introduction

This section outlines how patterns of travel and use of various modes of transport within Great Britain have changed over time. It also covers changes in the relative costs of different transport modes and in household expenditure on transport in the UK.

Car use has increased as disposable income has risen, against a backdrop of a small increase in the real cost of motoring and rising real costs of public transport fares. Although the average number of trips people make has declined over the last ten years, and the distance travelled is much the same, the time spent travelling has increased.

Section contents

Passenger travel by mode Trend 2.1a - Passenger travel by mode: car and other modes: 1980 to 2007 Trend 2.1b - Passenger travel by modes other than car: 1980 to 2007

Trends in travel Trend 2.2 - Trends in travel: 1996 to 2008

Passenger trips by mode Trend 2.3 - Average annual trips made by mode: 1995/97 to 2008

Distance travelled by mode Trend 2.4 - Average annual distance travelled by mode: 1995/97 to 2008

Time spent travelling by mode Trend 2.5 - Average annual time spent travelling by mode: 1995/97 to 2008

Changes in relative costs of transport Trend 2.6a - Changes in the real cost of transport and in income: 1997 to

2009 Trend 2.6b - Changes in the real cost of transport and in income: 1980 to

2009

Household expenditure Trend 2.7 - Travel expenditure at 2008 prices: 1984 to 2008

Taxes and charges on road users Trend 2.8 – Fuel duty and vehicle excise duty receipts: 1995/96 to 2008/09

29


2.1 Passenger travel by mode

Trend 2.1a – Passenger travel by Trend 2.1b – Passenger travel by mode: car and other modes: modes other than car: 1980 to 2007, Great Britain 1980 to 2007, Great Britain

0

100

200

300

400

500

600

700

800

900

Bill

ion

pass

enge

r ki

lom

etre

s

Cars, vans and taxis Other

0

20

40

60

80

100

120

140

Rail Buses and coaches Air Motorcycles Pedal cycles

1980

1983

1986

1989

1992

1995

1998

2001

2004

2007

1980

1983

1986

1989

1992

1995

1998

2001

2004

2007

Source: Department for Transport, Office of Rail Regulation (rail) and Civil Aviation Authority (air) Rail and air data are outside scope of National Statistics

� Total distance travelled by domestic passengers increased by 66 per cent between 1980 and 2007, from 491 to 817 billion passenger kilometres. Much of this growth, an increase of 40 per cent, occurred between 1980 and 1990. Since then, distance travelled has increased by 18 per cent. Data for 2008 are not available for buses and coach passengers.

� The majority of the growth has been due to increased travel by car. The distance travelled by cars (including light vans and taxis) rose from 388 billion passenger kilometres in 1980 to 679 billion in 2008, an increase of 75 per cent.

� For travel modes other than car, the greatest percentage increase was in the distance travelled domestically by air, which trebled between 1980 and 2008. Travel by rail showed the largest absolute increase in distance, an additional 16 billion passenger kilometres, up by 67 per cent. Distance travelled by bus and coach fell by 18 per cent between 1980 and 1992. Although this has since increased by 17 per cent to 50 billion passenger kilometres in 2007, this still leaves it below the 1980 level.

� Between 1980 and 2008, the distance travelled by motorcycle fell by 30 per cent, although it has risen from a low point in the mid 1990s, whilst the distance travelled by pedal cycle has remained around 5 billion passenger kilometres.

30


The remaining charts in this chapter are produced from DfT’s National Travel Survey (NTS). All results from the NTS in this publication are based on weighted data, and direct comparisons can only be made with Transport Trends 2006 and later editions and not earlier editions. For more details see ‘Notes and Definitions’.

2.2 Trends in travel

Trend 2.2 – Trends in travel: 1996 to 2008, Great Britain

85

90

95

100

105

110

Inde

x 19

95/9

7=10

0

Trips Distance Time

1995/97 1997/99 1999/01 2002 2004 2006 2008

Source: National Travel Survey, Department for Transport � On average, people are travelling about the same distance, spending slightly

longer travelling but making fewer trips in 2008 than in 1995/97.

� Since 1995/97, the average distance travelled has fallen slightly by 1 per cent to 6,923 miles per person per year. Over the same period, the number of trips per person per year fell by 9 per cent to 992 trips per year, while the average time spent travelling by people increased 2 per cent to 376 hours per person per year, around an hour a day.

31


2.3 Passenger trips by mode

Trend 2.3 – Average annual trips made by mode: 1995/97 to 2008, Great Britain

0

100

200

300

400

500

600

700

Trip

s pe

r per

son

per y

ear

1995/97 1998/00 2002 2004 2006 2008

Car Walk Bicycle/ Motorcycle

Local bus Rail/ Tube

Other

Source: National Travel Survey, Department for Transport

� The proportion of trips made by car increased slightly from 61 per cent in 1995/97 to 64 per cent in 2008. The average number of annual trips people made by car was 637 in 2008, compared to 664 in 1995/97.

� Over the same period, the number of trips made on foot declined by 24 per cent from 292 to 221 trips per person per year. Trips by bicycle or motorcycle varied only slightly across the years at around 20. Note that short walks are believed to be under-recorded in 2002 compared with other years and short trips under recorded in 2007 and 2008.

� Trips made by rail or London Underground increased 42 per cent from 19 to 27 per person per year between 1995/97 and 2008. However, the number of trips made by local bus remained at around the mid sixties.

32


2.4 Distance travelled by mode

Trend 2.4 – Average annual distance travelled by mode: 1995/97 to 2008, Great Britain



Other

Source: National Travel Survey, Department for Transport

� The average annual distance travelled per person by car in 2008 was 5,468 miles, a fall of 4 per cent from the 1995/97 figure.

� Over the same period, the average annual distance walked also fell by 4 per cent to 193 miles per year, while the distance travelled by bicycle or motorcycle rose slightly from 78 to 80 miles per year.

� Distance travelled by local bus increased by 16 per cent, from 268 to 312 miles per person per year between 1995/97 and 2008. The distance travelled by rail/tube increased by 50 per cent from 380 to 570 miles a year

0

1,000

2,000

3,000

4,000

5,000

6,000

Mile

s pe

r per

son

per y

ear

1995/97 1998/00 2002 2004 2006 2008

33


2.5 Time spent travelling by mode

Trend 2.5 – Average annual time spent travelling by mode: 1995/97 to 2008, Great Britain

0

50

100

150

200

250

Hou

rs p

er p

erso

n pe

r yea

r

1995/1997 1998/2000 2002 2004 2006 2008



Other


� Between 1995/97 and 2008, the average time people spent travelling increased by 2 per cent to 376 hours per person per year.

� Over this period, the average amount of time spent travelling by car increased marginally to 225 hours and the time spent walking decreased by 13 per cent to 63 hours. The amount of time spent travelling by rail and tube increased by 54 per cent to 31 hours.

� In 2008, travel by car accounted for 60 per cent of time spent travelling, the same as in 1995/97. Over the same period, the proportion of time spent walking has fallen from 20 to 17 per cent.

34


2.6 Changes in relative costs of transport

Trend 2.6a – Changes in the real cost of transport and in income: 1997 to 2009, United Kingdom

40

50

60

70

80

90

100

110

120

130

Inde

x: 1

997

= 10

0

Disposable income Bus and coach fares Rail fares

Vehicle running costs Purchase of vehicle All motoring

1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009

Source: Office for National Statistics

� The growth in car travel has been accompanied by a reduction in motoring costs and rising bus and rail fares in real terms.

� The overall cost of motoring (including purchase, maintenance, petrol and oil, and tax and insurance) has dropped below its 1997 level in real terms.

� The real cost of running a car (the cost of motoring excluding the purchase of a vehicle) increased by almost a quarter between 1997 and 2009 whereas the real cost of vehicle purchase has halved over the same period.

� Public transport fares have risen in real terms since 1997. In 2009, bus and coach fares and rail fares were respectively 24 per cent and 13 per cent higher than in 1997.

� Over the period to 2007, average disposable income increased by more than a quarter in real terms. Transport by any mode has therefore become more affordable, with a greater improvement in the affordability of car use than that of public transport.

� The vehicle running costs index, which excludes the cost of vehicle purchase, is only available reliably from 1997. For a longer trend see Trend 2.6b which includes the real cost of petrol and oil.

35


Trend 2.6b– Changes in the real cost of transport and in income: 1980 to 2009, United Kingdom

20 40 60 80

100 120 140 160 180 200 220

Inde

x: 1

980

= 10

0

Disposable income Bus and coach fares Rail fares

Petrol & Oil Purchase of vehicle All motoring

1980 1984 1988 1992 1996 2000 2004 2008


� A similar picture emerges over the longer term.

� The overall cost of motoring (including purchase, maintenance, petrol and oil, and tax and insurance) has dropped below its 1980 level in real terms with this fall partly driven by the fall in the real cost of vehicle purchase of over 60 per cent over the same period. The real cost of petrol and oil has increased by 20 per cent over this period.

� Public transport fares have risen in real terms since 1980. In 2009, bus and coach fares and rail fares were respectively 54 per cent and 50 per cent higher than in 1980.

� Over the period from 1980 to 2007, average disposable income more than doubled in real terms. Transport by any mode has therefore become more affordable, with a greater improvement in the affordability of car use than that of public transport.

36


2.7 Household expenditure

Trend 2.7 – Travel expenditure at 2008 prices: 1992 to 2008, United Kingdom

0

10

20

30

40

50

60

70

80

90

Ave

rage

wee

kly

hous

ehol

d ex

pend

iture

(£)

Motoring Fares and other travel costs

1992

1994

/95

1995

/96

1995

/96

1996

/97

1997

/98

1998

/99

1999

/00

2000

/01

2001

/02

2002

/03

2003

/04

2004

/05

2005

/06

2006

2006

2007

2008

Source: Office for National Statistics Family Spending: 2009 Edition

� Real spending on travel has increased since 1992, although costs have gone down since 2002/03 according to figures from the Living Costs and Food Survey (formerly the Expenditure and Food Survey). Between 1992 and 2008, spending on motoring at constant prices rose by 15 per cent whereas that on fares and other travel rose by 27 per cent.

� The increase in household expenditure on motoring reflects the increase in the number of cars owned per household. Household expenditure per car in real terms changed little over this period up to 2007. However there was a 15 per cent increase in the average weekly expenditure on petrol, diesel and other motor oils between 2007 and 2008.

� In 2008, households spent on average £78 per week on transport and travel (including motor vehicle insurance and taxation).

� Spending on motoring as a proportion of total household expenditure was 14 per cent in 2008 compared with 14 per cent in 1990 and 13 per cent in 1984.

37

1995

/96

1996

/97

1997

/98

1998

/99

1999

/00

2000

/01

2001

/02

2002

/03

2003

/04

2004

/05

2005

/06

2006

/07

2007

/08

2008

/09


2.8 Taxes and Charges on Road Users

Trend 2.8 – Fuel duty and vehicle excise duty receipts 1995/96 to 2008/09, United Kingdom

0

5

10

15

20

25

30

35

£ bi

llion

Fuel Duty Vehicle Excise Duty

Source: HMRC and DVLA The data in this table are outside the scope of National Statistics

� Vehicle Excise Duty receipts have increase by around third from £4.3 billion to £5.8 billion over the period from 1995/96 to 2008/09. Over the same period Fuel Duty receipts have increased by over a half from £15.7 billion to £24.6 billion.

38

Transport Trends: 2009 edition Section 3: Public Transport

Section 3: Public Transport Introduction

This section covers trends in the use of public transport, quality of service and levels of investment.

The number of bus journeys has declined from the mid 1980s to the mid 1990s, but has shown some increase over the past 8 years, mainly because of increased bus use in London, and the introduction of free concessionary travel for elderly and disabled passengers. Bus operators are now investing in newer vehicles, and passenger satisfaction is generally high, although buses tend to have a poorer image among non-users and infrequent users. Rail travel has increased by nearly 70 per cent since 1980 despite the effects of the Hatfield crash in October 2000. Investment in national rail infrastructure has increased significantly since privatisation. The reliability of train services has been improving gradually since 2000, as has passenger satisfaction with journeys undertaken.

Section contents

Local bus and light rail passenger journeys Trend 3.1a - Local bus and light rail passenger journeys: 1985/86 to 2008/09 Trend 3.1b - Local bus journeys by area: 1985/86 to 2008/09

Local bus reliability Trend 3.2 - Bus reliability: scheduled mileage run: 2000/01 to 2008/09

Bus passenger satisfaction Trend 3.3a - Bus passengers’ satisfaction with overall service: 2000/01 to

2008/09 Trend 3.3b - Satisfaction with local bus service by frequency of use: 2008 Trend 3.3c - Ways in which bus services could be improved: 2004, 2006 and

2008

Rail journeys Trend 3.4a - Passenger journeys by national rail and London Underground:

1980 to 2008/09 Trend 3.4b - Distance travelled by national rail passengers: 1980 to 2008/09

Investment in rail Trend 3.5a - Investment in rail infrastructure: 1985/86 to 2008/09 Trend 3.5b - Investment in rail rolling stock: 1985/86 to 2008/09

Age of rail rolling stock Trend 3.6 - Average age of national rail rolling stock: 2000/01 to 2008/09

Rail punctuality and reliability Trend 3.7a - National rail trains arriving on time: 1997/98 to 2008/09

39


Trend 3.7b - London commuter rail services: passengers in excess of capacity: 1990 to 2008

Trend 3.7c - London Underground train kilometres scheduled and operated: 1990/91 to 2008/09

Trend 3.7d - London Underground excess journey time: 1998/99 to 2008/09

Rail passenger satisfaction Trend 3.8a - Satisfaction with national rail travel: Spring 2001 to Spring 2009 Trend 3.8b – Satisfaction with short distance rail services: February 2006 and

March 2009 Great Britain Trend 3.8c - Satisfaction with short distance rail services, by users and non-

users of short distance rail services: 2009 Trend 3.8d - Ways in which short distance rail services could be improved:

2006 and 2009

40


Bus and Light rail services

3.1 Local bus and light rail passenger journeys

Trend 3.1a – Local bus and light rail passenger journeys: 1985/86 to 2008/09, England

0

1,000

2,000

3,000

4,000

5,000

Mill

ions

Bus Light rail

1985

/86

1986

/87

1987

/88

1988

/89

1989

/90

1990

/91

1991

/92

1992

/93

1993

/94

1994

/95

1995

/96

1996

/97

1997

/98

1998

/99

1999

/00

2000

/01

2001

/02

2002

/03

2003

/04

2004

/05

2005

/06

2006

/07

2007

/08

2008

/09


� Bus journeys in England declined from 5 billion passenger journeys in 1985/86 to 3.8 billion in 1993/94. After a period of little change to the end of the 1990s, the annual number of journeys made rose to 4.6 billion journeys in 2008/09. This is an overall reduction of 7 per cent since 1985/86.

� The eight light rail systems in England (Docklands Light Railway, Croydon Tramlink, Sheffield Supertram, Manchester Metrolink, Nexus Tyne and Wear, Centro West Midlands, Nottingham NET and Blackpool Tram) between them account for around 4 per cent (188 million passenger journeys) of local public transport journeys in 2008/09. This is nearly three times as many journeys as were made in 1985/86. Usage has increased as new lines are developed and existing lines extended.

� The Government has a Public Service Agreement (PSA) target to increase the use of public transport (bus and light rail) in England by more than 12 per cent by 2010 compared with 2000 levels, with growth in every region. The baseline figure

41


against which the PSA target will be measured is the 2000/01 financial year figure of 3,966 million passenger journeys a year in England. In 2008/09, bus and light rail patronage was 4,783 million passenger journeys, an increase of 21 per cent.

Trend 3.1b – Local bus journeys by area: 1985/86 to 2008/09, Great Britain

0

500

1,000

1,500

2,000

2,500

Mill

ions

London English non-metropolitan areas English metropolitan areas Scotland Wales

1985

/86

1986

/87

1987

/88

1988

/89

1989

/90

1990

/91

1991

/92

1992

/93

1993

/94

1994

/95

1995

/96

1996

/97

1997

/98

1998

/99

1999

/00

2000

/01

2001

/02

2002

/03

2003

/04

2004

/05

2005

/06

2006

/07

2007

/08

2008

/09


� In London, bus patronage has increased by 88 per cent since 1985/86, up from 1,141 million journeys to 2,149 million in 2008/09, with most of the increase occurring after 1993/94.

� The most substantial fall has been in English metropolitan areas, where the number of journeys almost halved from 2,184 million in 1985/86 to 1,111 million in 2008/09.

� Between 1985/86 and 2008/09, the number of bus journeys fell by 25 per cent in Scotland and Wales and by 18 per cent in English non-metropolitan areas.

� From 1 April 2000, there has been guaranteed half fare travel within local authority areas for passengers aged over 60 or disabled. This scheme was extended on 1 April 2006 to a guaranteed minimum of free off peak bus travel for these passengers in their local areas and in England on 1 April 2008 to guaranteed minimum of free off peak local bus travel for these passengers over all local areas in England. Scotland and Wales have similar schemes.

42


3.2 Local bus reliability

Trend 3.2 – Bus reliability: scheduled mileage run: 2000/01 to 2008/09, England

98.9 99.0 98.6 98.5 98.5 98.5 98.2 99.0 99.0

90

91

92 93

94

95

96

97

98

99

100

Perc

enta

ge

2000/01 2001/02 2002/03 2003/04 2004/05 2005/06 2006/07 2007/08 2008/09 Source: Department for Transport

� The percentage of scheduled mileage actually run by operators in 2000/01, excluding factors beyond the operator's control, was 98.2 per cent. Reliability in 2008/09 was 99.0 per cent.

� The Government's legacy PSA target for public transport (bus and light rail) in England includes a commitment to improve the reliability of services, which is measured in terms of the proportion of scheduled mileage run. The Confederation of Passenger Transport (CPT) has agreed on behalf of its members that they will work towards a target that requires them to run 99.5 per cent of scheduled mileage, except where this is affected by factors beyond their control.

43


3.3 Bus passenger satisfaction

Trend 3.3a – Bus passengers satisfaction with overall service: 2000/01 to 2008/09, England

0

20

40

60

80

100

Ave

rage

sat

isfa

ctio

n sc

ore

(out

of 1

00) England London

2000/01 2001/02 2002/03 2003/04 2004/05 2005/06 2006/07 2007/08 2008/09 Source: Department for Transport

� Satisfaction among bus users is generally high, with an overall rating of 80 out of 100 between 2000/01 and 2003/04, and is currently running at 82 in 2008/09. Levels are slightly lower in London than elsewhere in England but have increased from 74 out of 100 in 2000/01 to 80 out of 100 in 2008/09.

Trend 3.3b – Satisfaction with local bus service by frequency of use: 2008, Great Britain

Frequent user - at least once a week

Infrequent user - less than once a week

Never

Total

Satisfied Neither/don't know/don't use buses Dissatisfied

0 10 20 30 40 50 60 70 80 90 100 Percentage of respondents


44


� The 2008 Office for National Statistics (ONS) Opionions (Omnibus) Survey collected the views of both users and non-users of buses. Overall, 53 per cent of adults in Great Britain are satisfied with local bus services, with over four fifths (83 per cent) of those frequently using local bus services (at least once a week) being satisfied with the service.

� Satisfaction levels are lower among people who use the bus infrequently (less than once a week) at 63 per cent. The majority of those who did not use buses in the last 12 months were unable to rate local services (64 per cent).

Trend 3.3c – Ways in which bus services could be improved: 2004, 2006 and 2008, Great Britain

Cheaper fares

More reliable/punctual buses

More buses during the day

More buses in the evenings

More routes/destinations

Better information provided at bus stops

More buses at weekends

Cleaner or newer buses

Easier for older/disabled people to use

Better personal safety on buses/at bus stops

Easier for people with buggies/shopping to use

Bus stop nearer to my home

Faster journey times

Better driver attitudes/treatment from drivers

2004 2006 2008


Source: Office for National Statistics and Department for Transport The data in this chart are outside the scope of National Statistics

45


� In the Opinions (Omnibus) survey, respondents could make up to three suggestions about how bus services could be improved. In the 2008 survey, the three most common suggestions of how to improve the bus service were cheaper fares (31 per cent), more reliable/punctual buses (27 per cent) and more services in the day (25 per cent). The next most common suggestions were about more bus services during the evening, more routes/destinations and better information provided at bus stops followed by more bus services at weekends.

� The results from the 2008 survey are similar to those from the 2007, 2006, 2005 and 2004 surveys.

Rail services

3.4 Rail journeys

Trend 3.4a – Passenger journeys by national rail and London Underground: 1980 to 2008/09, Great Britain

National rail London Underground

0

Mill

ion

pass

enge

r jo

urne

ys

1,400

1,200

1,000

800

600

400

200

1980 1984/85 1988/89 1992/93 1996/97 2000/01 2004/05 2008/09

Data from 1984/85 are in financial years, prior to that calendar year data is shown.

Source: Office of Rail Regulation and Transport for London The data in this chart are outside the scope of National Statistics

46


Trend 3.4b – Distance travelled by national rail passengers: 1980 to 2008/09, Great Britain

0

10

20

30

40

50

Billi

on p

asse

nger

kilo

met

res

1980 1984/85 1988/89 1992/93 1996/97 2000/01 2004/05 2008/09

Data from 1984/85 are in financial years, prior to that calendar year data is shown.

Source: Office of Rail Regulation The data in this chart are outside the scope of National Statistics

� Since 1980, the number of journeys made by national rail has gone up by 68 per cent, from 760 million to 1,274 million. It fluctuated in line with the economic cycle during the 1980s and early 1990s, but has risen sharply since 1995/96. The number of journeys increased by 3.4 per cent between 2007/08 and 2008/09.

� Passenger kilometres travelled by national rail reflect passenger journeys and have increased by 67 per cent since 1980, from 30 billion to 51 billion passenger kilometres in 2008/09. The effects of the Hatfield crash in October 2000 briefly caused an interruption in this trend, but usage has increased again since then.

� The number of journeys undertaken on London Underground increased by 95 per cent between 1980 and 2008/09, from 559 million to over one billion. After increasing during the 1980s, passenger numbers declined slightly in the early 1990s before rising sharply over the rest of the decade. Since 2000/01, passenger numbers remained fairly constant, before rising by 13 per cent between 2005/06 and 2007/08, although they have fallen by 1 per cent between 2007/08 and 2008/09.

� In 2008/09, 14.1 million passenger journeys were made on the Glasgow Subway (Underground). Over the past ten years the number of passenger journeys has fluctuated between about 13.2 million and 14.7 million. Journeys on light rail systems are covered in section 3.1.

47

1985

/86

1987

/88

1989

/90

1991

/92

1993

/94

1995

/96

1997

/98

1999

/00

2001

/02

2003

/04

2005

/06

2007

/08


3.5 Investment in rail

Trend 3.5a – Investment in rail infrastructure: 1985/86 to 2008/09, Great Britain

0

1,000

2,000

3,000

4,000

5,000

£ m

illio

n: 2

008/

09 p

rices

National rail Other rail

Source: Office for National Statistics and Office of Rail Regulation The data in this chart are outside the scope of National Statistics

� Investment in the national rail infrastructure increased by 22 per cent in real terms between 1985/86 and 1995/96 then increased sharply until 2003/04. Investment then decreased for a few years but has more recently increased again. The increase in investment since the turn of the century has been at least partly due to increases in direct grants paid by the Government especially to Network Rail. Privatisation of British Rail was completed in 1997.

� Investment in other rail infrastructure has varied according to the progress of major projects. In the late 1980s and early 1990s, investment levels were particularly affected by the construction of the Channel Tunnel Railway and the Docklands Light Railway. More recent major projects include the Jubilee Line Extension, the Croydon Tramlink, extensions to Manchester Metrolink and the new West Midlands Metro.

48

1985

/86

1987

/88

1989

/90

1991

/92

1993

/94

1995

/96

1997

/98

1999

/00

2001

/02

2003

/04

2005

/06

2007

/08


Trend 3.5b – Investment in rail rolling stock: 1985/86 to 2008/09, Great Britain

0

200

400

600

800

1,000

1,200

£ m

illio

n: 2

008/

09 p

rices

National rail Other rail

Source: Office for National Statistics, Office of Rail Regulation The data in this chart are outside the scope of National Statistics

� Investment in national rail rolling stock fell sharply between 1992/93 and 1996/97. As with the national rail infrastructure, it then rose sharply but fell after about 2005/06.

� The trend in investment in other rail rolling stock has also broadly followed the trend in investment in other rail infrastructure, but generally it has been below £200 million at 2008/09 prices, apart from a period in the early 1990s reaching a peak of £517 million in 1993/94. Investment year on year in other rolling stock will vary as rolling stock has a long life expectancy and operators such as the London Underground tend to replace the entire stock on a tube line over short period of time.

49


3.6 Age of rail rolling stock

Trend 3.6 – Average age of national rail rolling stock: 2000/01 to 2008/09, Great Britain

0

5

10

15

20

25

30

Year

s

2000/01 2001/02 2002/03 2003/04 2004/05 2005/06 2006/07 2007/08 2008/09

Long distance London and SE Regional All operators operators operators operators


� The average age of rail rolling stock is seen as an indicator of safety, reliability and comfort. From 2000/01 to 2005/06, the average age of national rail rolling stock fell steadily for long distance operators, rising slightly for the three years to 2008/09. For operators in London and the South East, there was a gradual fall between 2000/01 and 2003/04, followed by a fall of about 20 per cent in each of 2004/05 and 2005/06, again increasing slightly to 2008/09. The sharp falls here were at least partly attributable to the replacement of the slam-door rolling stock. The average age for regional operators has shown little change.

� The average age overall for rolling stock in 2007/08 is 16 years compared with 13 years in 2005/06 and 21 years in 2000/01. This increase is partly due to the completion of the replacement of the slam door rolling stock.

50


3.7 Rail punctuality and reliability

Trend 3.7a – National rail trains arriving on time: 1997/98 to 2008/09, Great Britain

0

20

40

60

80

100

Perc

enta

ge

All operators Regional operators London and SE operators Long distance operators

1997/98 1999/00 2001/02 2003/04 2005/06 2007/08


� Punctuality and reliability are measured through the Public Performance Measure (PPM) developed by the Strategic Rail Authority (SRA), which combines figures for punctuality and reliability into a single performance measure. This performance measure covers all scheduled services, seven days a week, and reports the percentage of trains running and arriving on time against the planned timetable. For a service to be classified as on time, long distance services must arrive at their final destination within 10 minutes of the scheduled time, and other services within 5 minutes. The Office of Rail Regulation has taken over responsibility for measuring PPM from the SRA.

� The all operators PPM was 89.7 per cent in 1997/98, the first year for which it was calculated, and fell slightly over the next couple of years, before being severely affected by the Hatfield crash in October 2000. Long distance services, whose performance had previously been improving, were particularly affected. Since the Hatfield crash, Public Performance Measures of all the services have been improving gradually; the PPM for all operators was 90.6 per cent in 2008/09, which is the highest recorded since records began in 1997/98.

� The Government had a legacy PSA target to “improve punctuality and reliability of rail services to at least 85 per cent by 2006, with further improvements to 89.4 per cent by 2008”.

51


Trend 3.7b – London commuter rail services: passengers in excess of capacity: 1990 to 2008, London

0

1

2

3

4

5

6

Perc

enta

ge

am peak both peaks pm peak

1990 1992 1994 1996 1998 2000 2002 2004 2006 2008

Source: Office of Rail Regulation and Transport for London The data in this chart are outside the scope of National Statistics

� Overcrowding on commuter services during the morning and evening peaks was previously monitored, in terms of Passengers in Excess of Capacity (PiXC) on London and South East train operators. This is the proportion of passengers on trains in excess of the seat capacity for longer distance services, with an allowance for standing passengers on shorter journeys of less than 20 minutes. Under the historic PiXC regime the acceptable PiXC level was 4.5 per cent on one peak (morning or afternoon) and 3.0 per cent across both peaks. New measures to improve the measurement of overcrowding covering more of the country are being developed but are not yet available. The train operating companies conduct an annual autumn count.

� In 2008, the excess for London and South East train operators was 4.0 per cent in the morning peak and 1.8 per cent in the evening peak with an average of 3.0 per cent across both peaks. The average PiXC level across both peaks has remained the same as in 2007. The PiXC level for the morning peak has fallen from 4.2 per cent, but the PiXC level for the evening peak has risen from 1.5 per cent.

� The PiXC measure fell in the early 1990s but increased with some fluctuations from 1996 until 2006, particularly in the morning peak. In 2000 and 2001, the am peak figure exceeded 5.0 per cent and was 4.6 per cent in 2006 and 4.2 per cent in 2007 and 2008.

52


� The greatest overcrowding occurs in the morning peaks, and the highest levels of overcrowding in 2008 were in trains by First Great Western at 8.9 per cent and London Midland at 6.9 per cent. First Great Western trains in the evening peak were at a level of 3.6 per cent with First Capital Connect at 3.2 per cent.

� In 2008, First Great Western had the highest level of over overcrowding across both peaks at 6.2 per cent. Changes in franchises operated by Train Operating Companies make some comparisons over time difficult.

Trend 3.7c – London Underground train kilometres scheduled and operated: 1990/91 to 2008/09

Mill

ion

kilo

met

res

0

10

20

30

40

50

60

70

80

1990/91 1992/93 1994/95 1996/97 1998/99 2000/01 2002/03 2004/05 2006/07 2008/09p

Scheduled Operated

Source: Transport for London The data in this chart are outside the scope of National Statistics

53


Trend 3.7d – London Underground excess journey time: 1998/99 to 2008/09

0

1

2

3

4 5

6

7

8

9

10 M

inut

es

1998/99 2000/01 2002/03 2004/05 2006/07 2008/09 Source: Transport for London

The data in this chart are outside the scope of National Statistics

� London Underground scheduled train kilometres rose by 35 per cent from 55 million kilometres in 1990/91 to 74 million kilometres in 2007/08 but dropped by around 1 million kilometres in 2008/09 largely due to engineering work.

� Capacity is measured in terms of train kilometres actually operated. Since 1990/91, London Underground capacity has increased by 36 per cent, from 52 million kilometres to 71 million kilometres in 2008/09. The increase in London Underground capacity has broadly followed the increase in the London Underground train kilometres scheduled, although the 2005 London terrorist attacks account for a large proportion of the scheduled train kilometres not operated in 2005/06.

� The percentage of scheduled service operated fell from a peak of 97.4 per cent in 1992/93 to 91.1 per cent in 2002/03, before rising to 95.2 per cent in 2004/05. The effects of the terrorist attacks contributed to the lower percentage of scheduled service operated in 2005/06, at 93.5 per cent. However, the percentage of scheduled service operated has risen since, with 96.4 per cent operated in 2008/09.

� London Underground reliability is measured by the excess journey time: the difference between actual and scheduled average journey times. These excess journey times are calculated on a weighted basis, using Transport for London’s Journey Time Metric (JTM). The JTM applies weighting factors to time spent on the Tube system, to better reflect the overall experience of passengers. Weighted excess journey times have varied between 6.6 and 9.7 minutes in the period from 1998/99 to 2008/09. The 2002/03 figure was the highest over the period at 9.7 minutes. However, reliability in that year was affected by industrial action and the closure of the Central Line after a derailment. In 2008/09, the excess time was 6.6 minutes down from 7.8 minutes in 2007/08.

54


3.8 Rail passenger satisfaction

Trend 3.8a – Satisfaction with national rail travel: Spring 2001 to Spring 2009, Great Britain

0

20

40

60

80

100

Perc

enta

ge s

atis

fied

2001 2003 2005 2007 2009

Overall Punctuality Frequency Value for Information Information opinion of and of trains money at stations on trains

journey reliability

Source: Passenger Focus (Rail Passengers Council) The data in this chart are outside the scope of National Statistics

� According to the National Passenger Survey, in Spring 2009, 81 per cent of passengers were satisfied with their journey that day, compared with 80 per cent in Spring 2008 and 69 per cent in Spring 2001. Passenger satisfaction with the levels of punctuality, provision of information and train frequency have all increased since 2001 and are currently running at around 75 per cent to 80 per cent. However, the level of passenger satisfaction with the value for money of their journey remains at a significantly lower level and was 40 per cent in Spring 2009. The survey is carried out in the spring and autumn each year.

55


Trend 3.8b – Satisfaction with short distance rail services: February 2006 and March 2009 Great Britain

0

20

40

60

80

100

Per

cent

age

satis

fied

2006 2009

Overall Punctuality Frequency Number of Cost of fares Information Information Information quality of and of trains destinations about train at stations on fares service reliability times

Source: DfT: ONS Opinions Survey The data in this chart are outside the scope of National Statistics

Trend 3.8c - Satisfaction with short distance rail services, by users and non-users of short distance rail services: 2009

Cost of fares

Information on fares

Information at stations

Frequency of trains

Punctuality and reliability

Information about train times

Overall quality of service

Users of short distance rail Non-users of short distance rail

0 20 40 60 80 100

Percentage satisfied


56


Trend 3.8d - Ways in which short distance rail services could be improved: 2006 and 2009

Station close to destinations Ease of access for older/disabled people

Station facilities Parking facilities at stations (including cost)

Station close to home Polite/helpful staff

Personal safety at stations Number of routes/destinations

Personal safety on trains Speed

Information at stations Reliability/punctuality

On board comfort Frequency of trains

Level of/lack of crowding Cost of fares

2006 2009

0 20 40 60 80 100

Percentage


� According to the ONS Opinions Survey (formerly the ONS Omnibus Survey) the percentage of passengers satisfied with a number of measures of short distance rail journeys (those less than 50 miles) improved between 2006 and 2009 except the percentage satisfied with the cost of fares.

� In general in 2009 non-users tended to be less satisfied than users.

� Looking at the ways in which short distance rail travel could be improved, the cost of fares was the most frequently quoted in 2009 followed by level of crowding and frequency of trains.

57


58

Transport Trends: 2009 edition Section 4: Variation in Personal Travel and Access to Services

Section 4: Variation in Personal Travel and Access to Services Introduction

This section covers how people's travel patterns vary by different personal characteristics (such as household income, car ownership, age and gender), and by purpose for travelling. It also looks at access to local transport services and everyday facilities. Much of the data are derived from the National Travel Survey.

The number of trips made and distance travelled increase with car availability and income. In 2008, adults in households with two or more cars travelled over three times further on average than those in households without a car. Men made slightly fewer trips than women but travelled a much greater distance, travelling about 7,560 miles on average compared with 6,310 miles for women.

Section contents

Travel by household income group Trend 4.1a - Average annual number of trips made by household income

quintile: 1995/97 and 2008 Trend 4.1b - Average annual distance travelled by household income quintile:

1995/97 and 2008

Household car access by income group Trend 4.2 - Household car access by income quintile: 1995/97 and 2008

Travel by household car availability Trend 4.3a - Number of trips made per adult (17+) by household car

availability: 1995/97 and 2008 Trend 4.3b - Distance travelled per adult (17+) by household car availability:

1995/97 and 2008

Trips made by age and gender Trend 4.4a - Average number of trips made by age and gender: 2008 Trend 4.4b – Distance travelled by mode by males: 1996 to 2007 Trend 4.4c – Distance travelled by mode by females: 1996 to 2007 Trend 4.4d - Main mode of trips made by age: 2008

Distance travelled by age and gender Trend 4.5 - Average distance travelled by age and gender: 2008

Mode of travel to work Trend 4.6 - Main mode of travel to work: 1994 to 2008

59


Mode of travel to school Trend 4.7a - Main mode of travel to school by 5-10 year olds: 1995/97 to

2008 Trend 4.7b - Main mode of travel to school by 11-16 year olds: 1995/97 to

2008

Mode of travel for shopping trips Trend 4.8 - Main mode of travel for shopping trips: 1995/97 to 2008

Distance travelled, trip length and time taken by purpose Trend 4.9a - Trends in travel by broad purpose: 1995/97 to 2008 Trend 4.9b - Average trip length by purpose: 1995/97 and 2008 Trend 4.9c - Average trip time by purpose: 1995/97 and 2008

Access to local bus services Trend 4.10 - Households within a 13 minute walk of an hourly or better bus

service: 1998/2000 and 2008

Access to local facilities Trend 4.11a Percentage of the target population with access to key services

by public transport/walking, England: 2008 Trend 4.11b - Average minimum travel time by target population to reach the

nearest key services by public transport/walking, England: 2008

60


Variation in travel by household income and car ownership

4.1 Travel by household income group

Trend 4.1a – Average annual number of trips made by household income quintile: 1995/97 and 2008, Great Britain

0

200

400

600

800

1,000

1,200

1,400

Trip

s pe

r per

son

per y

ear

1995/97 2008

Lowest real

income

Second quintile

Third quintile

Fourth quintile

Highest real

income

All incomes

quintile quintile


� The average number of trips made increases with household income. In 2008, people in the highest household income quintile (the top 20 per cent of household incomes) made a quarter more trips on average than people in the lowest income quintile.

� Between 1995/97 and 2008, the number of trips made has fallen in the highest income groups and remained about the same in the lower quintiles. The result is that the average number of trips made now varies less across the income quintiles.

61


Trend 4.1b – Average annual distance travelled by household income quintile: 1995/97 and 2008, Great Britain

0

2,000

4,000

6,000

8,000

10,000

12,000

14,000

Mile

s pe

r per

son

per

year

1995/97 2008

Lowest real

income

Second quintile

Third quintile

Fourth quintile

Highest real

income

All incomes

quintile quintile


� Average distance travelled increases far more with income than the number of trips made. In 2008, people in the highest household income quintile travelled, on average, two and a half times as far as people in the lowest income quintile, at around 10,290 miles a year compared with around 4,112 miles respectively.

� There was a slight fall in the average annual distance travelled by the two highest income groups in 2008 compared with 1995/97, but there has been an increase among lower income groups over this period. The most significant increase has been in the lowest real income group, which experienced an increase of 32 per cent between 1995/97 and 2008. The difference in the average distance travelled between income groups has therefore reduced since 1995/97, when people in the highest income quintile travelled nearly four times as far as those in the lowest income quintile.

� Average trip length increased from 6.4 miles in 1995/97 to 7.0 miles in 2008. The average length of trip by people in the highest income group, at 9.6 miles, was double that of those in the lowest income group, at 4.8 miles. There is less difference in average trip length between the income groups in 2008 than in 1995/97.

62


4.2 Household car access by income group

Trend 4.2 – Household car access by income quintile: 1995/97 and 2008, Great Britain

0

20

40

60

80

100

Per

cent

age

of h

ouse

hold

s

None One Two or more

Lowest Second Third Fourth Highest Lowest Second Third Fourth Highest real quintile quintile quintile real real quintile quintile quintile real

income income income income 1995/97 2008 quintile quintile quintile quintile


� Overall, the proportion of households which did not have access to a car fell from 30 per cent in 1995/97 to 25 per cent in 2008. There are now more households with at least two cars than households with no car.

� Car access has increased in all income groups, except the highest quintile, since 1995/97. This increase has been most notable in the lowest income group, where the proportion of households with access to a car increased from 34 per cent in 1995/97 to 49 per cent in 2008.

� In 2008, 51 per cent of households in the lowest income quintile did not have access to a car, 39 per cent had access to one car and 10 per cent had two or more cars. In contrast, only 11 per cent of households in the highest income quintile did not have access to a car, whilst 39 per cent had one car and 50 per cent had two or more.

63


4.3 Travel by household car availability

Trend 4.3a – Number of trips made per adult (aged 17 and over) by household car availability: 1995/97 and 2008, Great Britain

Trip

s pe

r ad

ult (

17 a

nd o

ver)

per

yea

r 1,400

1,200

1,000

800

600

400

200

0

1995/97 2008

No car One car Two or more All cars


Trend 4.3b – Distance travelled per adult (aged 17 and over) by household car availability: 1995/97 and 2008, Great Britain

Mile

s pe

r ad

ult (

17 a

nd o

ver)

per

yea

r 12,000

10,000

8,000

6,000

4,000

2,000

0

1995/97 2008

No car One car Two or more All cars


64


� The number of trips made increases with car availability. Adults in households without access to a car made approximately 743 trips a year on average in 2008, compared with 1,032 for adults in households with one car. Adults in households with two or more cars made 1,118 trips on average, 50 per cent more than those without access to a car.

� As with the number of trips made, distance travelled increases with car availability. In 2008, adults in households without a car travelled 3,215 miles a year on average, compared with the 6,969 miles travelled by adults in households with one car. Adults in households with two or more cars travelled 10,169 miles on average - over three times as far as adults in households without a car.

� Despite a slight decline in distance travelled by households with cars since 1995/97, overall average distance travelled by adults in 2006 was roughly the same at around 7,800 miles per year, as more households now have cars. In 2008, average distance travelled fell to around 7,600 miles.

Variation in travel by age and gender

4.4 Trips made by age and gender

Trend 4.4a – Average number of trips made by age and gender: 2008, Great Britain

Trip

s pe

r pe

rson

per

yea

r

1,400

1,200

1,000

800

600

400

200

0

Males Females All

<17 17-20 21-29 30-39 40-49 50-59 60-69 70+ All ages


� On average, people made about 992 trips a year in 2008. Women made slightly more trips than men.

65


� The average number of trips made increased with age until people reached their forties, after which it started to fall. In 2008, people aged under 17 made around 920 trips a year. This increased to about 1,170 for people in their forties, and then declined with age to 740 amongst people aged 70 or more.

� Up to their fifties, women made more trips than their male counterparts, with not much difference between the number of trips made by men and women in their 50s. But amongst people aged 60 and over on average men made more trips than women.

Trend 4.4b – Distance travelled by mode by males: 1996 to 2007, Great Britain

Inde

x: 1

996=

100

130

120

110

100

Walk Car driver Car passenger Other

90

80

70 1996 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007

3 year rolling averages


Trend 4.4c – Distance travelled by mode by females: 1996 to 2007, Great Britain

Walk Car driver Car passenger Other 130

120

110

100

90

80

70


Inde

x: 1

996=

100

1996 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007


66


� Since 1996, there has been an increase of nearly one quarter in the average distance travelled by women as car drivers, and the average distance travelled by all modes combined rose by 10 per cent over this period. In contrast, the average distance travelled by men fell by 6 per cent, and the average distance travelled as a car driver fell by 11 per cent.

� The average distance travelled on foot has fallen by 4 per cent for men and remained the same for women since 1996.

Trend 4.4d – Main mode of trips made by age: 2008, Great Britain

0

20

40

60

80

100

Perc

enta

ge o

f trip

s

Car driver Car passenger Bus and coach Walk Bicycle Other

<17 17-20 21-29 30-39 40-49 50-59 60-69 70+ All ages


� The proportion of trips made by each mode of transport varies with age. In 2008, the proportion of trips people made on foot decreased with age up to their forties and fifties, after which it started to increase slightly. Individuals aged under 17 made 32 per cent of their trips on foot on average in 2008. This fell to around 18 per cent for people in their forties and fifties, and then increased slightly with age to 21 per cent for people aged 70 or more.

� The proportion of trips made as a car driver or passenger shows the opposite pattern. In 2008, people aged under 17 made 55 per cent of their trips by car on average. This increased to 73 per cent for people in their forties and fifties, and then decreased with age to 61 per cent for people aged 70 or more.

� The proportion of bus and coach trips is small for most age groups apart from those aged 17-20 and over 70 who made 15 per cent and 12 per cent of their trips by bus or coach in 2008 respectively. For the older age group, the increased percentage of trips by bus could be due to a combination of factors including a lower percentage of driving licence holders, concessionary fares

67


making travel cheaper and, since April 2006, free local off peak bus travel extended to national local buses in April 2008.

4.5 Distance travelled by age and gender

Trend 4.5 – Average distance travelled by age and gender: 2008, Great Britain

0

2,000

4,000

6,000

8,000

10,000

12,000

Mile

s pe

r pe

rson

per

yea

r

Males Females All

<17 17-20 21-29 30-39 40-49 50-59 60-69 70+ All ages


� On average, people travelled around 6,920 miles each in 2008. People aged under 17 travelled around 4,460 miles a year. This increased to 9,250 for people in their forties, and then decreased with age to 4,195 miles amongst people aged 70 or more.

� Despite women making slightly more trips than men, men travelled much further. In 2008, men travelled on average about 7,560 miles, whilst women travelled around 6,310 miles.

� The difference in distance travelled among men and women is greatest for those in their forties and fifties. Men in their forties travelling around 10,670 miles a year and women travelling around 7,870 miles.

� In 2008, for both men and women, the average distance travelled by people increases with age up to their forties, after which it starts to fall.

68


Variation in travel by trip purpose

4.6 Mode of travel to work

Trend 4.6 – Main mode of travel to work: 1994 to 2008, Great Britain

0

20

40

60

80

100

Per

cent

age

of tr

ips

Car, van and minibus Bus and coach Walk All rail Motorcycle, bicycle and other

1994 1995 1996 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008


� The proportion of trips to work that were made by ‘car’ increased from 68 per cent in 1994 to 71 per cent in 1997 and has fluctuated around that level since then.

� The increase in trips to work by ‘car’ was compensated for by very small decreases in other modes: from 12 to 11 per cent on foot, from 9 to 8 per cent by ‘bus’, and from 5 to 4 per cent by motorcycle and bicycle. The proportion of trips to work by rail increased very slightly from 6 to 8 per cent over the period.

69


4.7 Mode of travel to school

Trend 4.7a – Main mode of travel to school by 5-10 year olds: 1995/97 to 2008, Great Britain

Car/Van Bus Walk Bicycle Other

100

80

1995/97 1998/00 2002 2003 2004 2005 2006 2007 2008

Per

cent

age

of tr

ips

60

40

20

0


Trend 4.7b – Main mode of travel to school by 11-16 year olds: 1995/97 to 2008, Great Britain

Car Bus Walk Bicycle Other

100

80

60

40

20

0


1995/97 1998/00 2002 2003 2004 2005 2006 2007 2008

Perc

enta

ge o

f tri

ps

� In 2008, just under half (48 per cent) of trips to school by primary school children were made on foot, a little less than the proportion in 1995/97 (53 per cent). The proportion of trips by car over the same period increased slightly from 38 to 43 per cent.

70


� Among secondary school children, the proportion of trips to school made on foot, was similar in 2008 (40 per cent) to 1995/97 (42 per cent) and the proportion by

�car was also similar at 20 per cent and 21 per cent respectively. Over the same period, the proportion of children aged 11 to 16 travelling to school by bus (including school coaches) has remained at around one third . About 2 per cent of secondary school pupils cycled to school in 2008.

� Differences in figures between years should be treated with caution as sample sizes are small.

4.8 Mode of travel for shopping trips

Trend 4.8 – Main mode of travel for shopping trips: 1995/97 to 2008, Great Britain

Car Bus Walk Bicycle Other

100

80

60

40

20

0


� The proportion of shopping trips made by car has increased from 57 per cent in 1995/97 to 64 per cent in 2008.

� Over the same period, the proportion of shopping trips made on foot declined from 31 per cent to 23 per cent.

Perc

enta

ge o

f tri

ps

1995/97 1998/00 2002 2003 2004 2005 2006 2007 2008

71


4.9 Distance travelled, trip length and time taken by purpose

Trend 4.9a – Trends in travel by broad purpose: 1995/97 to 2008, Great Britain

0

500

1,000

1,500

2,000

2,500

3,000

Mile

s pe

r per

son

per y

ear

Commuting and business Education and escort education Shopping and personal business Leisure/other

1995/97 1998/00 2002 2003 2004 2005 2006 2007 2008


� Since 1996 (average of 1995 to 1997), the distance travelled for the purpose of education or escort education (that is accompanying a student) has increased by 9 per cent but from a low base. Over the same period, distance travelled for shopping and personal business has increased by 5 per cent. The average distance per person per year travelled for leisure and other trips and for commuting and business has fluctuated from year to year but the trend remained fairly flat.

� The broad category of leisure and other trips accounted for 40 per cent of the distance travelled per person per year in 2007 (2006-2008 average), 29 per cent was for commuting and business, 26 per cent for shopping and personal business and the remaining 4 per cent for all education purposes.

72


Trend 4.9b – Average trip length by purpose: 1995/97 and 2008, Great Britain

1995/97 2008

25

15

20

5

10

0 Commuting Business Education Shopping


Leisure All journeys

Mile

s

Trend 4.9c – Average trip time by purpose: 1995/97 and 2008, Great Britain

1995/97 2008

40

30

20

10

0


Commuting Business Education Shopping Leisure All journeys

Min

utes

� Average trip length increased by 9 per cent from 6.4 miles in 1995/97 to 7.0 miles in 2008. The average time taken to make a trip increased by 11 per cent (from 20 to 23 minutes).

73


� Between 1995/97 and 2008, the average length of a trip to work increased from 8.2 to 8.6 miles, and the average time taken increased from 24 to 28 minutes. The length of business trips increased from 19.0 to 20.8 miles on average, while the average time taken increased from 36 to 41 minutes. The average trip made for education purposes went up from 2.9 to 3.3 miles, and average time taken increased from 18 to 22 minutes.

� Over the same period, the average shopping trip increased from 3.9 to 4.4 miles, although the average time taken increased only by 1.2 minutes, reflecting the increased use of cars instead of walking. The average trip length for leisure trips went up from 8.4 to 9.1 miles, and average time taken increased by 2 minutes.

Access to local transport services and everyday facilities

4.10 Access to local bus services

Trend 4.10 – Households within a 13 minute walk of an hourly or better bus service: 1998/2000 and 2008, Great Britain

London boroughs

Metropolitan built-up areas

Large urban

Medium urban

Small/medium urban

Small urban

Rural

Great Britain

1998/2000 2008

0 10 20 30 40 50 60 70 80 90 100 Percentage of households


� In 2008, 90 per cent of households in Great Britain were within a 13 minute walk of an hourly or better bus service. There has been little change in this overall figure since 1998/2000, but in rural areas the proportion of households within a 13 minute walk of an hourly or better bus service rose from 45 to 58 per cent over this period.

� Access to local bus services varies considerably by type of area. In 2008, at least 95 per cent of households in medium-sized or larger urban areas (areas with a total population of more than 25,000) were within a 13 minute walk of an hourly or better bus service. This fell to 88 per cent of households in small urban areas (3,000-25,000 population) and 58 per cent of households in rural areas.

74

100


4.11 Access to local facilities

Trend 4.11a – Percentage of the target population with access* to key services by public transport/walking, England: 2008

80

60

40

20

0

Perc

enta

ge

82.4

49.4 50.2 61.8 61.4

36.1

55.8

Employment Primary Secondary Further GP Hospital Foodstore school school education

*Access weighted by the sensitivity of the population to travel time for each service.


75


Trend 4.11b – Average minimum travel time by target population to reach the nearest key services by public transport/walking, England: 2008

10.2 8.7

15.7 18.1

10.9

24.6

9.3

0

5

10

15

20

25

Min

utes

Employment Primary Secondary Further GP Hospital Foodstore school school education


� The percentage of the target population with access2 to key services by public transport/walking was highest, in both 2007 and 2008, for Employment services (82 per cent), and lowest for accessing hospitals (36 per cent). The levels of accessibility have remained relatively constant at a national level for all services between 2007 and 2008.

� The average minimum travel time to the nearest key services3 was lowest for primary schools and food stores (9 minutes) and highest for hospital (24 minutes). The average minimum travel time to the nearest key services remained relatively constant at a national level for all services between 2007 and 2008.

For further information on the Core Accessibility Indicators, please see http://www.dft.gov.uk/pgr/statistics/datatablespublications/ltp/

2 Figures are calculated by considering the percentage of the population that can access a given service within a reasonable time. This considers the basic travel time to the service and a ‘deterrence factor’ which reflects people’s willingness to make long journeys to access the service where necessary.

3 This looks at the minimum time possible to access the nearest service by public transport or walking for each census output area, and then calculates a weighted average to produce an overall average minimum travel time at a national level.

76

http://www.dft.gov.uk/pgr/statistics/datatablespublications/ltp/�

Transport Trends: 2009 edition Section 5: Freight and Logistics

Section 5: Freight and Logistics Introduction

This section contains data relating to trends in the methods used to transport goods around Great Britain and the type of goods that are being transported. It also considers the efficiency of the road freight industry, which is responsible for the majority of tonnage delivered.

The weight of goods lifted in Great Britain has increased by 27 per cent since 1980 with most of that increase occurring during the 1980s. This rise was largely due to increases in the amount of goods lifted by road. Another important freight measure is tonne kilometres moved (defined as tonnes carried multiplied by kilometres travelled). This too has increased, rising 40 per cent since 1980.

Section contents

Goods moved Trend 5.1- Domestic freight moved by mode: 1980 to 2008

Goods lifted Trend 5.2 - Domestic freight lifted by mode: 1980 to 2008

Length of haul Trend 5.3 - Average length of domestic haul by mode: 1980 to 2008

Commodities moved Trend 5.4a - Domestic freight moved by commodity: 1980 and 2008 Trend 5.4b - Domestic freight moved by commodity and mode: 2008

Road goods vehicle intensity Trend 5.5 - Goods vehicle freight and goods vehicle mileage intensity: 1980

to 2008

Road freight efficiency Trend 5.6a - Domestic road freight average payload: 1982 to 2008 Trend 5.6b - Domestic road freight efficiency indicators: 1982 to 2008

Road freight mode of working Trend 5.7 - Domestic road freight lifted by mode of working: 1980 to 2008

Heavy goods vehicle stock Trend 5.8 - Goods vehicle stock at end year: 1982 to 2008

77


UK international freight movement Trend 5.9 - UK international freight lifted: 1980 to 2008

78


5.1 Goods moved

Trend 5.1 – Domestic freight moved by mode: 1980 to 2008, Great Britain

0

50

100

150

200

250

300

Billi

on to

nne

kilo

met

res

Road Rail Water Pipeline

1980 1982 1984 1986 1988 1990 1992 1994 1996 1998 2000 2002 2004 2006 2008

Sources: Department for Transport (road and water), Office of Rail Regulation (rail), and Department for Business, Enterprise and Regulatory Reform (pipeline)

The rail data in this chart are outside the scope of National Statistics

� Domestic freight moved increased overall by 40 per cent between 1980 and 2008, from 175 to 244 billion tonne kilometres.

� The majority of the increase is due to goods moved by road, which has increased by 76 per cent since 1980, from 93 to 163 billion tonne kilometres, although the rate of increase in goods moved by road has been lower since 1997 and there was a drop between 2007 and 2008. Road freight now accounts for 67 per cent of all goods moved compared with 53 per cent in 1980.

� Goods moved by rail declined from 1988 to 1994, but have since risen to reach 21 billion tonne kilometres. Between 1994 and 2008, goods moved by rail increased by 59 per cent and now account for 8 per cent of all goods moved.

� Domestic waterborne freight includes non-seagoing as well as seagoing traffic, although the non-seagoing traffic is a very small proportion of the total. Goods moved by water have fluctuated from year to year from 1980 to 2008 with a low of 48.1 billion tonne kilometres in 1997 and a high of 67.4 billion tonne kilometres in 2000. As more freight is moved by road, water’s share has reduced, from 31 to 20 per cent over the same period.

� Goods moved by pipeline have remained fairly stable over the last 25 years, at around 10 billion tonne kilometres.

79


5.2 Goods lifted

Trend 5.2 – Domestic freight lifted by mode: 1980 to 2008, Great Britain

0

500

1,000

1,500

2,000

2,500

Mill

ion

tonn

es


1980 1982 1984 1986 1988 1990 1992 1994 1996 1998 2000 2002 2004 2006 2008

Source: Department for Transport (road and water), Office of Rail Regulation (rail), and Department for Business, Enterprise and Regulatory Reform (pipeline)


� The total weight of domestic goods lifted increased by 27 per cent between 1980 and 2008, from 1,769 to 2,241 million tonnes. This is considerably less than the increase in goods moved over the same period because changes in distribution patterns and in the type of goods lifted have led to an increase in the average length of haul. The road freight element fell between 2007 and 2008.

� The majority of the increase was due to the increase in the weight of goods lifted by road, which increased by 34 per cent, from 1,395 to 1,868 million tonnes, between 1980 and 2008. Goods lifted by road now account for 83 per cent of all goods lifted, compared with 79 per cent in 1980.

� The weight of goods lifted by rail has fallen by one third since 1980, from 154 to 103 million tonnes, although this is higher than the low of 87 million tonnes in 2002. Rail freight now accounts for 5 per cent of goods lifted, compared with 9 per cent in 1980.

� Throughout the 1980s, the weight of goods lifted by water rose, reaching a peak of 156 million tonnes in 1988. Since then, however, it has fallen. It was 123 million tonnes in 2008, 10 per cent less than in 1980, and accounted for 5 per cent of all goods lifted.

� Pipeline traffic has nearly doubled since 1980, from 83 to 147 million tonnes. The share of goods lifted by pipeline has increased slightly since 1980, from 5 to 7 per cent.

80


5.3 Length of haul

Trend 5.3 – Average length of domestic haul by mode: 1980 to 2008, Great Britain

0

100

200

300

400

500

600

1980 1982 1984 1986 1988 1990 1992 1994 1996 1998 2000 2002 2004 2006 2008

Kilo

met

res




� The average length of haul for road freight has increased since 1980. At 88 kilometres, it is now 31 per cent higher than at the start of the period. This increase is due to a number of factors, including changes in distribution patterns and in the type of goods lifted. There has been a fall in the share of goods, such as bulk products, that typically travel shorter distances than other goods. An increasing proportion of freight is moved by articulated vehicles, which carry goods on average about twice as far as rigid vehicles.

� For rail, the average length of haul remained around 120 kilometres between 1980 and the early 1990s (except for 1984 when it was affected by industrial action in the coal industry). Since then, it has risen fairly steadily and is now at 201 kilometres. Although some of this increase may be due to changes in the way estimates are compiled, it is also partly due to the longer distances that coal is now moved, as a larger share of coal in Great Britain is imported.

� Goods moved by water have the longest average length of haul. In 2008, this was 403 kilometres. The increase in some recent years shown in the chart is probably due to improvements in the methodology used to compile the data.

� The average length of haul by pipeline is now 69 kilometres, 43 per cent lower than in 1980. Most of this decrease occurred between 1986 and 1995.

81


82

5.4 Commodities moved Trend 5.4a – Domestic freight moved by commodity: 1980 and 2008, Great Britain

020406080

100120140160180200

Petroleum products Coal and coke Other commodities

Bill

ion

tonn

e ki

lom

etre

s

1980 2008



Since 1980, the movement of petroleum products has decreased by 15 per cent, while coal and coke has fallen by 21 per cent. The change in the movement of other commodities has been more dramatic, increasing by 82 per cent with its share rising from 57 per cent to 74 per cent.


Trend 5.4b – Domestic freight moved by commodity and mode: 2008, Great Britain

0

20

40

60

80

100

Perc

enta

ge


Petroleum products (55 billion tonne-kms)

Coal and coke (10 billion tonne-kms)

Other commodities (180 billion tonne-kms)



� Water transport continues to dominate the movement of crude petroleum and petroleum products. It accounted for two thirds per cent of tonne kilometres in 2008.

� Rail is the mode of transport used for the largest share of the movement of coal and coke. In 2008, it was responsible for over four fifths per cent of coal and coke movement, compared with 53 per cent in 1980.

� For other commodities, road continues to dominate. In 2008, 87 per cent of the total was moved by road. This share has remained fairly constant over the last 25 years.

83

1980

19

82

1984

19

86

1988

19

90

1992

19

94

1996

19

98

2000

20

02

2004

20

06

2008


5.5 Road goods vehicle intensity

Trend 5.5 – Goods vehicle freight and goods vehicle mileage intensity: 1980 to 2008, Great Britain

70 75 80 85 90 95

100 105 110 115 120

Inde

x: 1

980

= 10

0

Tonne kilometres/GDP (GB registered HGVs) Vehicle kilometres/GDP (All HGVs)


� Measures of transport and traffic intensity illustrate the extent to which economic growth and traffic growth have been decoupled.

� During the 1980s, the economy and goods vehicle traffic grew at about the same rate, but since then freight moved by road and goods vehicle traffic have risen more slowly than GDP.

� HGV tonne kilometres per GDP has fallen by less than HGV vehicle kilometres per GDP since 1980 because of the increase in the road freight average payload, although there was a sharp decrease in HGV tonne kilometres per GDP in 2008. This is at least partly due to more goods being moved by larger HGVs but could also be better fleet management.

84

1982

19

84

1986

19

88

1990

19

92

1994

19

96

1998

20

00

2002

20

04

2006

20

08


5.6 Road freight efficiency

Trend 5.6a – Domestic road freight average payload: 1982 to 2008, Great Britain

0

2

4

6

8

10

12

Tonn

es


� Average payload is a measure of road freight efficiency because if road goods vehicles carry larger payloads, fewer trips will be needed to transport goods. This is more efficient in terms of economic cost, congestion and pollution generated.

� Average payload is calculated by dividing total payload in terms of tonne kilometres by total loaded vehicle kilometres.

� Between 1982 and 2008, overall average payload increased by a fifth, from 8.4 tonnes to 10.1 tonnes. This was despite a fall in tonnage lifted of goods that have the largest average payload, particularly bulk commodities.

85

1982

19

8419

86

1988

19

9019

92

1994

19

96

1998

2000

20

02

2004

2006

20

08


Trend 5.6b – Domestic road freight efficiency indicators: 1982 to 2008, Great Britain

0

20

40

60

80

100

Perc

enta

ge

Lading factor (%) Empty running (%)


� The lading factor is the ratio of goods moved (tonne kilometres) to the maximum achievable tonne kilometres if the vehicles, when loaded, were loaded to their maximum capacity. The lading factor fell from 66 per cent in 1982 to 58 per cent in 2008. This decrease reflects changes in the mix of goods towards less dense but bulkier commodities such as food and electronics, and increases in the maximum carrying capacity of goods vehicles as more large vehicles are used.

� Less than 30 per cent of goods vehicle mileage is now run empty, compared with a third in 1982.

86

1980

1982

1984

1986

1988

1990

1992

1994

1996

1998

2000

2002

2004

2006

2008


5.7 Road freight mode of working

Trend 5.7 – Domestic road freight lifted by mode of working: 1980 to 2008, Great Britain

0

500

1,000

1,500

2,000

Mill

ion

tonn

es

Hire and reward Own account


� Work carried out by heavy goods vehicles can be broadly categorised into two main modes: ‘own account’ (operators carrying goods in the course of their own business) or ‘hire or reward’ (operators carrying goods for other people).

� Since 1980, there has been a significant change in operators’ mode of working. Until the mid-1980s, tonnage lifted was shared equally between own account and hire and reward operation. Since then, the amount of own account tonnage has remained fairly steady, whilst hire and reward tonnage has increased from nearly 700 million tonnes to 986 million tonnes, so that by 2008 it accounted for 57 per cent of all tonnage lifted.

87

1982

1984

1986

1988

1990

1992

1994

1996

1998

2000

2002

2004

2006

2008


5.8 Heavy goods vehicle stock

Trend 5.8 – Goods vehicle stock at end year: 1982 to 2008, Great Britain

0

100

200

300

400

500

Thou

sand

s

Artics up to 37 tonnes Artics over 37 tonnes Rigids


� The stock of heavy goods vehicles has remained relatively stable since 1982. It rose during the 1980s, but there was a sharp fall at the beginning of the 1990s. Since then, there has been a slow but steady increase. The level at the end of 2008 (436 thousand) was almost the same as that at the end of 1982.

� Although the number of HGVs has changed relatively little, the composition of the stock has changed. Articulated HGVs now account for 27 per cent of total HGV stock, compared with 20 per cent in 1982. And the number of larger artics has continued to increase. In 1988, about half were over 37 tonnes gross vehicle weight. By 2008, 87 per cent of articulated HGVs were in this weight group.

88

1980

1982

1984

1986

1988

1990

1992

1994

1996

1998

2000

2002

2004

2006

2008


5.9 UK international freight movement

Trend 5.9 – UK International freight lifted: 1980 to 2008, United Kingdom

0

100

200

300

400

500

Mill

ion

tonn

es

Sea Channel Tunnel Air

Source: Department for Transport (sea and Channel Tunnel) and the Civil Aviation Authority (air) The Channel Tunnel and Air data in this chart are outside the scope of National Statistics

� Since 1980, UK international freight tonnage has increased by 76 per cent, from 251 million tonnes to 443 million tonnes in 2008, although there was a drop of 4 per cent in sea freight tonnage between 2007 and 2008.

� Waterborne freight dominates UK international trade. In 2008, 95 per cent of tonnage lifted was by sea, 4 per cent by Channel Tunnel and around a half of 1 per cent by air.

89


90

Transport Trends: 2009 edition Section 6: Ports and Airports

Section 6: Ports and Airports Introduction

UK residents made 69 million overseas visits in 2008 compared with 18 million in 1980, while the number of visits to the UK by overseas residents increased from 12 million in 1980 to 32 million in 2008. However, there have been falls in both visits to and from the UK over the last year. The number of UK residents travelling abroad for the purpose of a holiday has increased significantly since 1980 and although the number of holiday visits to the UK by overseas residents also increased, the proportion travelling for this purpose declined as a proportion of all visits. The growth in air travel accounts for the majority of the increases in visits to and from the UK; the number of passengers using UK airports has more than quadrupled between 1980 and 2008. Spain is the most popular country visited by UK residents, followed by the USA.

Section contents

Visits to and from the UK by area Trend 6.1a - UK residents' visits abroad by destination (all modes): 1980 to

2008 Trend 6.1b - Overseas residents' visits to the UK by origin (all modes): 1980

to 2008

Visits to and from the UK by journey purpose Trend 6.2a - UK residents' visits abroad by purpose (all modes): 1980 to 2008 Trend 6.2b - Overseas residents' visits to the UK by purpose (all modes):

1980 to 2008

Visits to and from the UK by mode Trend 6.3a - UK residents' visits abroad by mode: 1980 to 2008 Trend 6.3b - Overseas residents' visits to the UK by mode: 1980 to 2008

Passengers using UK airports Trend 6.4 - Passengers using UK airports: 1980 to 2008

United Kingdom international passenger movements Map 6.5a -United Kingdom international passenger movements by air, by

country of embarkation or landing (Europe): 2008 Map 6.5b - United Kingdom international passenger movements by air, by

country of embarkation or landing (Worldwide): 2008

91


6.1 Visits to and from the UK by area

Trend 6.1a – UK residents’ visits abroad by destination (all modes): 1980 to 2008, United Kingdom

0

10

20

30

40

50

60

70

80

Mill

ions

Europe North America Elsewhere

1980 1984 1988 1992 1996 2000 2004 2008


Trend 6.1b – Overseas residents’ visits to the UK by origin (all modes): 1980 to 2008, United Kingdom

0

5

10

15

20

25

30

35

Mill

ions

Europe North America Elsewhere

1980 1984 1988 1992 1996 2000 2004 2008


92


� Between 1980 and 2008, the number of visits UK residents made overseas increased by four times from 18 million to 69 million (Trend 6.1a). Over the same period, trips to the UK by overseas residents increased from 12 million to 32 million in 2008 (Trend 6.1b). There were falls in both visits to and from the UK between 2007 and 2008; UK residents going abroad fell by 0.6 per cent and overseas residents visiting the UK fell by 2.7 per cent.

� The majority of visits abroad by UK residents are to Europe. While the number of visits to Europe has increased over time, the relative proportion this is of all visits abroad is steadily declining, from 84 per cent in 1980 to 79 per cent in 2008. Over the same period, the number of visits to countries outside Europe and North America as a proportion of total visits abroad has increased from 8 per cent to 14 per cent.

� Although there have been fluctuations in the data for the origin of overseas’ residents visits to the UK, a rising trend can be seen since the mid-1980s in the proportion of those visiting from Europe. There are increasing numbers of visits from overseas residents to the UK from both North America and elsewhere, but this increase is at a slower rate than visits from Europe. However, between 2007 and 2008 there was a 14 per cent fall in visits to the UK from North American residents. In 1980, 64 per cent (8 million visits) of total overseas residents’ visits were from Europe compared to 74 per cent (24 million) in 2008. Over the same period, the proportion of visits from North American residents and those from elsewhere both declined slightly.

6.2 Visits to and from the UK by journey purpose

Trend 6.2a – UK residents’ visits abroad by purpose (all modes): 1980 to 2008, United Kingdom

80

Mill

ions

Holiday Business Visiting friends or relatives Miscellaneous

70

60

50

40

30

20

10

0 1980 1984 1988 1992 1996 2000 2004 2008


93


� Between 1980 and 2008, holiday visits abroad by UK residents showed a strong increasing trend. In 2008, holidays accounted for two-thirds of all visits (46 million visits), a similar proportion to that in 1980 when there were 12 million visits.

� Business visits abroad by UK residents fell slightly over the last two years but still accounted for 13 per cent (9.0 million visits) of all UK residents’ visits abroad in 2008; whereas in 1980 this was 15 per cent (2.7 million visits). Visits abroad to friends or relatives increased from 13 per cent in 1980 to 18 per cent in 2008 (2.3 to 12.4 million visits respectively).

� Although visits abroad by UK residents for holiday purposes and visits to friends or relatives were seemingly unaffected by the terrorist attacks of 2001, those for business took until 2006 to recover beyond their pre-2001 levels, while miscellaneous trips (including formal study, Au Pair, personal shopping, medial treatment getting married, see notes and definitions), have yet to recover to their pre-2001 levels.

Trend 6.2b – Overseas residents’ visits to the UK by purpose (all modes): 1980 to 2008, United Kingdom

0

5

10

15

20

25

30

35

Mill

ions

Holiday Business Visiting friends or relatives Miscellaneous

1980 1984 1988 1992 1996 2000 2004 2008


� The changes in proportions of visits by purpose for overseas residents travelling to the UK have been considerably larger than those for UK residents travelling abroad between 1980 and 2008.

� Between 1980 and 2008, holiday visits made by overseas residents to the UK declined significantly as a proportion of total visits. In 1980, there were 5.5 million holiday visits to the UK which accounted for 44 per cent of all visits. By 2008, the number of holiday visits had risen to 10.9 million, but was just 34 per cent of all visits. The number of holiday visits peaked in 1996 at 11 million, then fell from that year with a sharp decline in 2001, but has since recovered. In 2001,

94


there was a serious outbreak of foot and mouth disease from February, and terrorist attacks occurred in the US in September.

� Business trips and visits to friends or relatives both increased as a proportion of total visits but by different amounts. In 1980, business trips accounted for 21 per cent (2.6 million visits) of all visits to the UK by overseas residents and by 2008 this proportion had increased to 26 per cent (8.1 million visits). However, the number and proportion of business visits has fallen over the last two years. Visits to friends or relatives increased from 19 per cent of all visits in 1980 to 31 per cent in 2008 (2.3 to 9.7 million visits respectively).

6.3 Visits to and from the UK by mode

Trend 6.3a – UK residents’ visits abroad by mode: 1980 to 2008, United Kingdom

0

10

20

30

40

50

60

70

80

Mill

ions


1980 1984 1988 1992 1996 2000 2004 2008


� In 2008, 81 per cent of UK residents' trips abroad were by air, 12 per cent by sea and 7 per cent by the Channel Tunnel. In 1980, 61 per cent of trips abroad were by air and 39 per cent by sea. The Channel Tunnel opened for use in 1994.

� The number of trips abroad by sea in 2008 at 8.1 million is 21 per cent higher than in 1980 whereas trips abroad by air, at 56 million in 2008, is more than five times higher than the number in 1980.

� Sea trips had increased from 1980 to 1994 from 6.8 million to 12.0 million. However, there were falls in sea trips from 1997 partly as the Channel Tunnel replaced trips previously undertaken by ferry and partly as more people travelled abroad by air.

95


� The number of visits abroad by sea and air decreased between 2007 and 2008 (by -4 per cent and -1 per cent respectively). Whereas, visits by the Channel Tunnel increased by 4 per cent over the same period.

Trend 6.3b – Overseas residents’ visits to the UK by mode: 1980 to 2007, United Kingdom

0

5

10

15

20

25

30

35

Mill

ions


1980 1984 1988 1992 1996 2000 2004 2008


� In 2008, 75 per cent of overseas residents' visits to the UK were by air. The number of overseas residents travelling by sea to the UK has fallen between 1980 and 2008. Sea travel now makes up just 14 per cent of overseas trips to the UK, compared with 41 per cent in 1980. The Channel Tunnel accounted for 11 per cent of overseas residents’ trips to the UK in 2008.

96


6.4 Passengers using UK airports

Trend 6.4 – Passengers using UK airports: 1980 to 2008, United Kingdom

0

50

100

150

200

250

Mill

ions

International Domestic

1980 1984 1988 1992 1996 2000 2004 2008

Source: Civil Aviation Authority The data in this chart are outside the scope of National Statistics

� The number of passengers flying to, from or between UK airports has more than quadrupled between 1980 and 2008, from 50 million to 213 million. Passenger numbers have increased steadily, although the effects of the 1991 Gulf War and the 2001 terrorist attacks in the USA both briefly interrupted this trend. See Notes and Definitions for minor changes to coverage and for adjustment to exclude double counting of domestic passengers.

� In 2008, 190 million passengers arrived or departed on international flights while 23 million passengers travelled on domestic flights. International traffic has grown at a faster rate than domestic traffic since 1980. Domestic flight passenger numbers have fallen over the last three years, while international passengers have fallen only over the last year.

97


98

6.5 United Kingdom international passenger movements 6.5a – United Kingdom international passenger movements by air, by country of embarkation or landing (Europe): 2008 :

Source: Civil Aviation Authority © Crown copyright. All rights reserved Department for Transport 2010 This data used in this map are outside the scope of National Statistics

Maps 6.5a and 6.5b illustrate the number of international passenger journeys

made by air between the UK and other parts of the world. In 2008, 190 million passengers arrived or departed on international flights.

Almost three quarters of the journeys made during 2008 were to and from countries within Europe. Spain (including the Canary Islands) was the most popular country, accounting for 35 million journeys (18 per cent of all journeys). The Irish Republic, France, Germany and Italy were the next most popular destinations within Europe, with over 10 million passengers each.

Over the last decade, there have been marked rises in the number of air

passenger journeys between the UK and the newest 12 EU member states. The largest increases were seen in Poland (12 times the 1998 level – from 0.4 million to 5 million passengers in 2008), Czech Republic (3 times – from 0.5m to 1.8m passengers), Bulgaria (4 times – from 0.2m to 1.0m passengers), and Hungary (3 times – from 0.4m to 1.1m passengers). There were also some very large percentage increases in the Baltic States, Slovenia and the Slovak Republic, but the numbers of journeys to and from those countries were much smaller.


99

6.5b – United Kingdom international passenger movements by air, by country of embarkation or landing (Worldwide): 2008

Source: Civil Aviation Authority

© Crown copyright. All rights reserved Department for Transport 2010 This data used in this map are outside the scope of National Statistics

The USA, the second most popular country after Spain, was the only country

outside Europe in the top ten countries (with 18 million journeys or 10 per cent of all journeys). Since 1998, passenger traffic to the USA increased by 6 per cent, although there was no growth between 2001 and 2003, likely to be due to the 2001 terrorist attacks in the USA.

Passenger movements between the UK and the United Arab Emirates increased

from 0.9 million in 1998 to 4.0 million in 2008. Passenger movements between the UK and India have more than doubled between 1998 and 2008; from 1.0 million to 2.4 million. Other major destinations around the world include Canada, Egypt, Hong Kong, South Africa, Australia, Singapore and Japan.


100

Transport Trends: 2009 edition Section 7: Safety

Section 7: Safety Introduction

This section presents trends in accidents and casualties for various transport modes; it also covers security issues in terms of public perceptions of safety and vehicle crime.

In terms of fatalities per passenger kilometre, air continues to be the safest mode of transport. The reported passenger fatality rate for cars, the mode of transport most commonly used, has more than halved since 1980. Vehicle related thefts in England and Wales have more than halved since they peaked in the mid 1990s.

Section contents

Reported fatality rates Trend 7.1a – Reported passenger fatality rates in air, rail and motor vehicles:

1980 to 2008 Trend 7.1b – Reported passenger fatality rates for motor cycles, pedestrians

and pedal cycles: 1980 to 2008

Reported road accidents and casualties and road traffic Trend 7.2a – Reported road casualties: 1980 to 2008 Trend 7.2b – Reported road accidents and casualties and road traffic: 1980 to

2008

People reported killed or seriously injured in road accidents Trend 7.3 - People reported killed or seriously injured in road accidents: 1980

to 2008

Passengers killed in railway accidents by type of accident Trend 7.4 - Passengers killed in railway accidents by type of accident: 1982 to

2008

Rail signals passed at danger Trend 7.5 - Rail signals passed at danger (SPADs) on Network Rail infrastructure: 1998 to 2008

Concern about crime on public transport (among public transport users) Trend 7.6 - When planning to make a journey by public transport, how

concerned are you about the possibility of crime? January to May 2008

Bus passenger perceptions of safety Trend 7.7a - Perceptions of safety among regular bus users : 2004/05 and

2007/08 Trend 7.7b - Perceptions of safety among regular bus users by age: 2007/08

101


Vehicle crime Trend 7.8 a,b&c - Recorded thefts of and from vehicles: 1980 to 2008/09 Trend 7.8d - Reported vehicle offences at railway stations: 1990/00 to 2008/09

Fear of car crime Trend 7.9 - Fear of car crime: 1998 and 2008/09

102


Casualties by Mode

7.1 Reported fatality rates

Trend 7.1a – Reported passenger fatality rates in air, rail and motor vehicles: 1980 to 2008, Great Britain

0

1

2

3

4

5

6

7

Per

bill

ion

pass

enge

r kilo

met

res

Car Van Bus or coach Rail* Air

1980 1982 1984 1986 1988 1990 1992 1994 1996 1998 2000 2002 2004 2006 2008

* Data prior to 2000 is on a financial year basis. Source: Department for Transport

� Reported fatality rates are lower in 2008 than in 1980 for all forms of transport.

� For most modes there is considerable variability in fatality rates, in particular for bus and coach and rail. For these modes of transport, a few accidents can result in a large number of fatalities. Care is therefore needed in interpreting trends.

� Reported fatality rates for car occupants more than halved between 1980 and 1993 from 6.2 deaths per billion passenger kilometres in 1980 to 3.0 in 1993. Fatality rates since then have continued to decline, but at a slower rate, to 1.9 in 2008.

� Reported fatality rates for vans followed a similar pattern to cars but at a lower level, falling from 4.4 deaths per billion passenger kilometres in 1980 to 0.5 in 2008.

� The average fatality rate over the last 10 years for car occupants was 2.5 per billion passenger kilometres, while the average for vans was 0.8. The average fatality rates for bus or coach passengers (0.3) and for rail passengers (0.3) have been similar over the last 10 years.

� The lowest fatality rates over the period were for air travel, less than 1 per billion passenger kilometres in all years since 1981 and less than 0.1 per billion since

103


1990. Fatality rates for travel by water are not shown but are similar to air, except in years when there has been a major accident.

Trend 7.1b – Reported passenger fatality rates for motorcycles, pedestrians and pedal cycles: 1980 to 2008, Great Britain

0

20

40

60

80

100

120

140

Per b

illio

n pa

ssen

ger

kilo

met

res

Motorcycle Pedestrian Pedal cycle

1982 1984 1986 1988 1990 1992 1994 1996 1998 2000 2002 2004 2006 2008


� In 2008, the reported fatality rate for pedestrians was 60 per cent lower than the 1980 level and for pedal cyclists it was 59 per cent lower.

� The highest fatality rate was for motorcyclists. The reported fatality rate for motorcycles has remained relatively stable since 1982, although there have been falls over the past two years, while other modes have seen a decline over a longer period.

104


7.2 Reported road accidents and casualties, and road traffic

Trend 7.2a – Reported road casualties: 1980 to 2008, Great Britain

0

50

100

150

200

250

300

350

400

Thou

sand

s

Total casualties Killed or seriously injured (KSIs) Slight casualties

1980 1984 1988 1992 1996 2000 2004 2008 Source: Department for Transport

� Since 1980, the total number of reported road casualties has fallen by 29 per cent. There has been a 66 per cent decrease in the reported number of killed or seriously injured (KSIs). The number of reported slight casualties increased by 15 per cent between 1980 and 2000 but has since dropped and is now 16 per cent lower than in 1980.

Trend 7.2b – Reported road accidents and casualties and road traffic: 1980 to 2008, Great Britain

0

20

40

60

80

100

120

140

160

180

200

Inde

x: 1

980

= 10

0

All traffic Total personal injury accidents Total casualties Killed or seriously injured (KSIs)

1980 1984 1988 1992 1996 2000 2004 2008


105


� Between 1980 and 2008, road traffic has increased by 85 per cent. Over the same period, the number of reported road accidents resulting in personal injury has fallen by 32 per cent, a slightly greater decrease than the 29 per cent reduction in reported total casualties. The number of fatal and serious road casualties has fallen by 66 per cent.

7.3 People reported killed or seriously injured in road accidents

Trend 7.3 – People reported killed or seriously injured in road accidents: 1980 to 2008, Great Britain

0

5

10

15

20

25

30

35

Thou

sand

s

Car users Pedestrians Motorcyclists Pedal cyclists All other road users Children (also incl. elsewhere)

1980 1984 1988 1992 1996 2000 2004 2008


� The number of car users reported killed or seriously injured more than halved between 1980 and 2008. They accounted for 40 per cent of the total of 30,031 people killed or seriously injured in road accidents in 2008, as recorded by the police.

� There has been a steady fall in the number of children reported killed or seriously injured. In 2008, there were 2,807, a fall of 77 per cent since 1980.

� The number of motorcyclists reported killed or seriously injured fell sharply until the mid-1990s. It increased up to 2003 but then fell to 6,049 in 2008, less than a third of the level in 1980.

� The Government has a legacy PSA target to reduce the number of people reported killed or seriously injured in Great Britain in reported road accidents by 40 per cent, and the number of children killed or seriously injured by 50 per cent, by 2010 compared with the average for 1994-98. This includes tackling the significantly higher incidence in disadvantaged communities.

106


The 1994-98 baseline figures against which the first two parts of the PSA target are measured are: 47,656 people and 6,860 children killed or seriously injured. In 2008, the number of people killed or seriously injured in accidents reported to the police was 40 per cent below the 1994-98 average, and the number of children killed or seriously injured in accidents reported to the police was 59 per cent below the 1994-98 average.

7.4 Passengers killed in railway accidents by type of accident

Trend 7.4 – Passengers killed in railway accidents by type of accident (excluding trespassers and suicides), 1982 to 2008, Great Britain

0

5

10

15

20

25

30

35

40

Num

ber o

f pas

seng

ers

kille

d

In train accidents In train movement accidents

1982 1984 1986 1988 1990 1992 1994 1996 1998 2000 2002 2004 2006 2008p


� In most years, the number of people killed in railway accidents is very small. In years when fatalities are high, it tends to be as a result of a major accident. For example in 1988 most of the fatalities occurred in the rail accident at Clapham Junction and in 1999 the majority occurred in the accident at Ladbroke Grove.

� Fatalities can also occur as a result of train movement (for example, as passengers enter or alight from trains or if people fall from moving trains) but where the train itself is not involved in an accident. After peaking around the late 1980s and early 1990s, the number of fatalities from train movement accidents has fallen fairly steadily.

� Trespassers and suicides are excluded from the figures.

107


7.5 Rail signals passed at danger

Trend 7.5 – Rail signals passed at danger (SPADs) on Network Rail infrastructure: 1998 to 2008, Great Britain

0

100

200

300

400

500

600

700

Num

ber

All SPADs Potentially significant SPADs Potentially severe SPADs

1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008


� The number of signals passed at danger (SPADs) has fallen by 50 per cent from their 1998 level, to 330 in 2008.

� SPADs are also ranked to assess the seriousness of the incident. A risk ranking is used for data from 2002. SPADs risk ranked at 15 or below are classified as not significant risk. SPADs risk ranked at 16 to 19 are potentially significant, and those risk ranked at 20 or above are potentially severe. The number of potentially significant SPADs has been decreasing, and fell by 66 per cent from 2002 to 2008. In 2008, they accounted for 23 per cent of all SPADs. The number of potentially severe SPADs has also been falling, and at a faster rate. They fell by 79 per cent from 2002 to 2008.

108


Public perceptions of public transport safety

7.6 Concern about crime on public transport

Trend 7.6 – How safe feel/would feel using public transport. January to May 2008, Great Britain

Very safe Fairly safe Fairly unsafe Very unsafe

Perc

enta

ge

100 12

65

20

2

80

60

40

20

0Public transport user Non user All adults

5

15

65

15

13 3

65

20


� In 2008, the majority (85 per cent) of adults surveyed said they felt or would feel safe from crime or threatening behaviour on public transport. Public transport users were more likely to feel safe than those who did not use public transport.

� Very few adults (about 3 per cent) cite concerns about crime or anti-social behaviour as a reason for not using trains or buses more often.

109


7.7 Bus passenger perceptions of safety

Trend 7.7a – Trends in perceptions of safety among regular bus users: 2004/05 and 2007/08, England and Wales

Perc

enta

ge

100

80

60

40

20

0

50 48 42 40 43 40

45 47 49 52 50 53

2004/05 2007/08 2004/05 2007/08 2004/05 2007/08

On the bus At the bus stop/station Walking to/from bus


Source: Home Office

� The overall level of perceived safety amongst regular bus users among bus users was stable between 2004/05 and 2007/08, with just over 90 per cent feeling very or fairly safe.

110


Trend 7.7b – Perceptions of safety among regular bus users by age: 2007/08, England and Wales

40 42 54

62

54 52 43

36

0

20

40

60

80

100

Perc

enta

ge


16-29 30-49 50-69 70+

Source: Home Office

� In 2007/08, 40 per cent of bus users aged between 16 and 29 years felt very safe while travelling by bus compared with 54 per cent of people aged between 50 and 69 and 62 per cent of people aged 70 or over. Young people were also less likely to feel safe while walking to to/from the bus or waiting for the bus.

� Women bus users were slightly less likely to feel very safe than men at the bus stop/station (38 per cent versus 42 per cent) and when walking to/from the bus (38 per cent versus 43 per cent).

111

8

1980

1982

1984

19

8619

8819

9019

92

1994

1996

1998

/99

2000

/01

2002

/03

2004

/05

2006

/07

2008

/09


7.8 Vehicle crime

Trend 7.8a – Trends in the number of thefts of and from vehicles and British Crime Survey vehicle related thefts: 1980 to 2008/09, England and Wales

0

1,000

2,000

3,000

4,000

5,000

Thou

sand

s

Theft of and from vehicles BCS Vehicle related thefts

1981

1984

1987

1990

1993

1996

1999

/00

2002

/03

2005

/06

2008

/09

Thou

sand

s

Source: British Crime Survey and Police reporting, Home Office

Trend 7.8b – Recorded theft of Trend 7.8c – Recorded theft of and from motor vehicles: and from motor vehicles: 1980 to 2008/09, Northern Ireland 1992 to 2008/09, Scotland

20 160

16120

12

Thou

sand

s

80

404

0 0

1992

1993

1994

1995

1996

1997

1998

/99

1999

/00

2000

/01

2001

/02

2002

/03

2003

/04

2004

/05

2005

/06

2006

/07

2007

/08

2008

/09

Source: Police Service of Northern Ireland Source: Scottish Government

112


� Reported theft of, or from, motor vehicles in England and Wales increased from 619 thousand in 1980 to a peak of 1.5 million in 1992. Since then it has more than halved, falling to 544 thousand in 2008/09.

� The British Crime Survey (BCS) for England and Wales covers vehicle related thefts whether or not the theft was reported to the police. Vehicle related thefts more than doubled between 1981 and 1995 to reach over 4 million, and then fell to about 1.5 million in 2008/09, to below the 1981 level.

� Recorded vehicle theft in Northern Ireland rose by 64 per cent between 1980 and 2001/02 and then more than halved to 7 thousand in 2008/09. In Scotland, recorded vehicle theft decreased by three quarters between 1992 and 2008/09 to 25 thousand. However, differences in legal systems and police recording mean that the recorded crime figures for England and Wales are not directly comparable with recorded crime figures for Scotland or Northern Ireland.

Trend 7.8d – Reported vehicle offences at railways stations: 1999/00 to 2008/09, England and Wales

1999/00 2000/01 2001/02 2002/03 2003/04 2004/05 2005/06 2006/07 2007/08 2008/09

Theft of a motor vehicle Theft from a motor vehicle Damage to a motor vehicle Interfere with a motor vehicle Theft of/damage to a pedal cycle

6,000

5,000

4,000

3,000

2,000

1,000

0

Source: British Transport Police The data in this chart are outside the scope of National Statistics

� Reported theft of, or from, motor vehicles at railway stations account for less than one per cent of all such theft. Total reported vehicle offences at railway stations fell by 35 per cent from 14,300 in 1999/2000 to 9,300 in 2008/09. Theft of motor vehicles and interference with a motor vehicle both fell by more than 80 per cent.

� Theft from a motor vehicle fell by 61 per cent during this period and was replaced as the most common offence in 2004/05 by theft of/damage to pedal cycles at railway stations. The occurrence of this offence is 100 per cent higher in 2008/09 than in 1999/2000.

Num

ber

113


7.9 Fear of car crime

Trend 7.9 – Fear of car crime: 1998 to 2008/09, England and Wales Pe

rcen

tage

"ve

ry w

orrie

d"

25

20

15

10

5

0

22 21 17 17

15 13 14 13 12 12

1998 2000 2001/02 2002/03 2003/04 2004/05 2005/06 2006/07 2007/08 2008/09

Source: British Crime Survey, Home Office

� The trend in fear of car crime has broadly followed the trend in the number of recorded thefts of, and from, motor vehicles. Between 1998 and 2004/05, the proportion of people very worried about car crime showed a steady decline, falling from 22 per cent to 12 per cent and has fluctuated around this level in the past five years. These figures are based on information from the British Crime Survey.

114

Transport Trends: 2009 edition Section 8: Health and the Environment

Section 8: Health and the Environment Introduction

This section looks at how transport and travel can impact on health and the environment. It covers trends in walking and cycling, levels of greenhouse gas and pollutant emissions, the amount of fuel consumed by transport, and the noise produced by transport.

Walking and cycling for travel purposes have both declined significantly over the past decade. Growth in motorised transport has resulted in a 54 per cent increase in carbon dioxide emissions from domestic transport sources since 1980, which now account for 24 per cent of UK carbon dioxide emissions. Emissions of local air pollutants have declined with the advent of catalytic converters and cleaner fuels. Despite an improvement in vehicle fuel efficiency, the fuel consumed by transport has increased to 2007 due to growth in road traffic together with a substantial rise in international aviation.

Section contents

Walking and cycling Trend 8.1a -Walk and cycle stages per person per year for travel purposes:

1996 to 2007 Trend 8.1b - Distance walked and cycled per person per year for travel

purposes: 1996 to 2007 Trend 8.1c - Average time spent walking or cycling per person per day for

travel purposes: 1995/97 to 2007

Attitudes to walking and cycling Trend 8.2a - Proportion agreeing 'many of the short journeys I now make by

car I could just as easily walk/cycle if I had a bike': 2006 to 2009 Trend 8.2b - To what extent do you agree or disagree with the following

statements on walking: March 2005

Greenhouse gas emissions Trend 8.3 – Greenhouse gas and carbon dioxide emissions: 1990 to 2008

Carbon dioxide emissions by source - National Atmospheric Emissions Inventory Trend 8.4a - Carbon dioxide emissions by source: 1990 to 2008 Trend 8.4b - Carbon dioxide emissions from 'Other domestic transport' by

source: 1990 to 2008 Trend 8.4c - Carbon dioxide emissions by international aviation and

navigation: 1990 to 2008

115


Greenhouse gas emissions by economic sector - Environmental Accounts Trend 8.5a - Greenhouse gas emissions by economic sector: 1990 to 2007 Trend 8.5b - Greenhouse gas emissions from transport economic sectors:

1990 to 2007

Local air pollutants Trend 8.6a&b - Emissions of air pollutants from transport: 1980 to 2007 Trend 8.6c - Proportion of emissions of air pollutants from transport: 2007

Decoupling impacts Trend 8.7a - Road transport CO2, PM10, NOx, emissions and Gross Domestic

Product: 1990 to 2007 Trend 8.7b - Private car CO2 emissions, car kilometres and household

spending: 1990 to 2007 Trend 8.7c - HGV CO2 emissions, freight moved and GDP, 1990 to 2007

Energy consumption and fuel efficiency Trend 8.8a - Petroleum consumption by transport mode: 1980 to 2008 Trend 8.8b - Average new car fuel consumption (registration-weighted): 1997

to 2008 Trend 8.8c - Petrol and diesel prices: Q1 1980 to Q3 2009

Noise from transport Trend 8.9a - Population around Heathrow within Leq noise contours: 1990 to

2008 Trend 8.9b - Air transport movements and population affected by noise at

other major airports: 2008 Trend 8.9c - Population within 57 Leq contour around other major airports:

1990 to 2008

Public attitudes to transport and the environment Trend 8.10a - Views on which forms of transport are major contributors to

climate change: 2006 and 2009 Trend 8.10b - Views on which form of transport contributes most to climate:

2006 and 2009

Land changing to transport use

116


Transport's impact on health

8.1 Walking and cycling

Trend 8.1a – Walk and cycle stages per person per year for travel purposes: 1996 to 2007, Great Britain

Walk Bicycle

inde

x: 1

996

= 10

0

60

70

80

90

100

110

50 1996 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007



Trend 8.1b – Distance walked and cycled per person per year for travel purposes: 1996 to 2007, Great Britain

110

100

inde

x: 1

996

= 10

0

60

70

80

90

Walk Bicycle

50 1996 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007



117


� Walking and cycling as forms of physical activity can contribute towards well being. Levels of walking and cycling for travel purposes have both been in long-term decline as car ownership and use have increased, although this decline has levelled off in recent years.

� The average number of stages walked per person for travel purposes fell by a quarter between 1996 and 2007, from 387 to 288 a year. However, over the same period, there only been a 4 per cent fall in the annual distance walked.

� The number of stages cycled for travel purposes declined steadily between 1996 and 2007, from 17 to 14 per person per year in Great Britain, a fall of 17 per cent. Over the same period, the average distance cycled has fallen by 6 per cent, from 39 to 37 miles a year. It should be noted that the average is based on the whole population, whether they cycled during the survey period or not.

Trend 8.1c – Average time spent walking or cycling per person per day for travel purposes: 1995/97 to 2007, Great Britain

11.0 12.9 12.4 12.1 11.9 11.6 11.7 11.8

0

2

4

6

8

10

12

14

16

Min

utes

per

per

son

per d

ay

1995/97 1998/00 2002 2003 2004 2005 2006 2007


� The recommended amount of moderate intensity physical activity for adults is 30 minutes a day on five or more days of the week, which could be achieved by walking or cycling for some short trips.

� The average time spent walking or cycling per person for travel purposes is decreasing. In 2007, the average time spent walking or cycling on trips per day was 11.0 minutes compared with 12.9 minutes per day in 1995/97, a decrease of 15 per cent.

118


� It should be noted that the data presented in the three charts above are collected as part of a survey to monitor trips by people for a purpose and do not cover all walking and cycling activity. They include walking and cycling trips for pleasure along public highways, including taking the dog for a walk or jogging but exclude walks under 50 yards in length and walking or cycling on paths and bridleways in the countryside. It should also be noted that short walks are believed to be under-recorded in 2002 and 2003 compared with other years.

8.2 Attitudes to walking and cycling

Trend 8.2a – Proportion agreeing ‘many of the short journeys of less than 2 miles that I now make by car I could just as easily walk/cycle if I had a bike’: 2006 to 2009, Great Britain

0

10

20

30

40

50

perc

enta

ge

2006 2007 2008 2009

Agree - I could just as easily walk Agree - I could just as easily cycle

Source: National Centre for Social Research (NatCen) The data in this chart are outside the scope of National Statistics

� The British Social Attitudes Survey asks respondents whether they agree or disagree with the statements ‘many of the short journeys of less than 2 miles that I now make by car I could just as easily walk or cycle if I had a bike’. In 2009, 41 per cent of people agreed they could just as easily walk and 41 per cent agreed they could cycle. The proportion of people agreeing with these statements has remained much the same for walking but fallen slightly since 2006 for cycling.

119


Trend 8.2b – To what extent do you agree or disagree with the following statements on walking: March 2005, Great Britain

Walking is a good way of staying healthy

Walking is a good way to lose weight

Your local area is pleasant to walk in

You feel safe walking in local streets

Strongly agree Agree Neither agree nor disagree Disagree Strongly disagree Don't know (Spontaneous only)



� 95 per cent of the respondents agreed or strongly agreed that walking is a good way to stay healthy, while 82 per cent agreed or strongly agreed that walking is a good way to lose weight.

� 74 per cent of the respondents agreed or strongly agreed that their local area was pleasant to walk in and 72 per cent of the respondents agreed or strongly agreed that they felt safe walking in local streets.

120


Transport's impact on the environment

8.3 Greenhouse gas emissions

Trend 8.3 – Greenhouse gas and carbon dioxide emissions*: 1990 to 2008, United Kingdom

0

100

200

300

400

500

600

700

800

900

Mill

ion

tonn

es(c

arbo

n di

oxid

e eq

uiv

alen

t)

Basket of Greenhouse gases Carbon dioxide CO2

1990

1991

1992

1993

1994

1995

1996

1997

1998

1999

2000

2001

2002

2003

2004

2005

2006

2007

2008

*Excluding international aviation and shipping Source: AEA Energy and Environment

� Scientific evidence points to the release of greenhouse gases into the atmosphere by human activity as the primary cause of climate change. Carbon dioxide is the main contributor to greenhouse gases, accounting for about 85 per cent of the total in 2008. For the transport sector, almost all greenhouse gas emissions are from carbon dioxide. The other gases making up greenhouse gases are nitrous oxide, methane and three fluorinated gases (sulphur hexafluoride, perfluorocarbons and hydrofluorocarbons).

� Emissions of greenhouse gases in 2008 are 19 per cent below 1990, down from 776 to 627 million tonnes of carbon dioxide equivalent.

� Emissions of carbon dioxide, the main greenhouse gas, are estimated at 533 million tonnes in 2008, 10 per cent lower than in 1990. Carbon dioxide emissions in 2008 are estimated to be 2 per cent lower than in 2007.

� The UK has a number of goals, both international and domestic, for reducing emissions:

121


o The UK Climate Change Act (November 2008) set legally binding targets for the UK to reduce greenhouse gas emissions by at least 80 per cent by 2050. A system of ‘carbon budgets’ which limit UK emissions over successive five-year periods, will set the trajectory towards 2050. The first three carbon budgets were announced in April 2009, covering the periods 2008-12, 2013-17 and 2018-22. They require emissions reductions of just over 22 per cent, 28 per cent and 34 per cent respectively, below 1990 levels.

o The Government has recently set a new target for carbon dioxide emissions from UK aviation, which requires them to be no higher than 2005 levels in 2050. This target incorporates emissions from both domestic and international aviation.

122


8.4 Carbon dioxide emissions by source - National Atmospheric Emissions Inventory (NAEI)

Trend 8.4b – Carbon dioxide Trend 8.4a – Carbon dioxide emissions by source: emissions from 'Other domestic 1990 to 2008, United Kingdom transport' by source:

1990 to 2008, United Kingdom

Non-Transport SourceOther Dome stic TransportRoad transport

National Naviga tionCivil Aviation Railw ays

Mill

ion

tonn

es

700

600

500

400

300

200

100

0

12

10

8

4

2

6

0

1990

1992

1994

1996

1998

2000

2002

2004

2006

2008

1990

1992

1994

1996

1998

2000

2002

2004

2006

2008

Other Domestic Transport includes Military Aircraft and shipping and Aircraft support vehicles but these are small.

Source: AEA Energy and Environment

� Despite growth in traffic since 1990, levels of carbon dioxide emissions from road transport, the major contributor, have been growing at a much slower rate. This is mainly due to technological improvements and the use of cleaner fuels. Overall, carbon dioxide emissions from transport sources increased by 6 per cent between 1990 and 2008.

� The majority of carbon dioxide emissions from transport sources are from road transport – 90 per cent in 2008.

� The emissions from national navigation (domestic shipping) peaked in 1991 before steadily declining until 2002, but then increased again to reach a new peak in 2006. Emissions from civil aviation (UK domestic flights only) have increased 62 per cent since 1990 but still make up less than 2 per cent of all domestic transport emissions.

� Levels of carbon dioxide emissions from non-transport sources have fallen since 1990. As emissions from transport have increased, transport's share of total domestic emissions increased from 21 per cent in 1990 to 24 per cent in 2008.

123


Trend 8.4c – Carbon dioxide emissions by international aviation and navigation: 1980 to 2008, United Kingdom

0

5

10

15

20

25

30

35

40

Mill

ion

tonn

es

International aviation International navigation 19

90

1991

1992

1993

1994

1995

1996

1997

1998

1999

2000

2001

2002

2003

2004

2005

2006

2007

2008


� The National Atmospheric Emissions Inventory (NAEI) data in Chart 8.4c are shown on the basis reported to the International Panel on Climate Change (IPCC), the same basis on which the Kyoto Protocol is set up. This method excludes emissions from international navigation (shipping) and aviation from the total. However, emissions from fuel supplied to international traffic at UK ports and airports are reported as memo items - these estimates are shown in the chart above.

� Carbon dioxide emissions from international aviation more than doubled between 1990 and 2008. Carbon dioxide emissions from international navigation rose by 12 per cent between 1990 and 2008.

124


8.5 Greenhouse gas emissions by economic sector - Environmental Accounts

Trend 8.5a – Greenhouse gas Trend 8.5b – Greenhouse gas emissions by economic sector: emissions from transport economic 1990 to 2007, United Kingdom sectors: 1990 to 2007, United

Kingdom

0

100

200

300

400

500

600

700

800

900

Mill

ion

tonn

es (c

arbo

n di

oxid

e eq

uiva

lent

)

Non-transport economic sectors

Transport economic sectors

Household use of private vehicles (line 93)

0

20

40

60

80

100

120

Other transport (Tubes Trams and Taxis)Air transportWater transportFreight transport by roadBuses and coaches Railways

1990

1991

1992

1993

1994

1995

1996

1997

1998

1999

2000

2001

2002

2003

2004

2005

2006

2007

1990

1991

1992

1993

1994

1995

1996

1997

1998

1999

2000

2001

2002

2003

2004

2005

2006

2007


� The Environmental Accounts, produced and published by the Office for National Statistics, are compiled to show the effect on the environment of all activities of individuals and businesses based in the UK. They include the activity of UK residents abroad, and international aviation and navigation (shipping). Emissions are shown by the economic sector of the person or company responsible for the activity, rather than the activity itself.

� The Environmental Accounts include the six greenhouse gases covered by the Kyoto Protocol. However, they are shown on a different basis to the estimates produced by AEA Energy & Environment and published by DECC, which cover emissions from UK territory only and excludes emissions from international aviation and navigation in the national totals.

� 'Transport economic sectors' category in the chart above comprises of: railways, buses and coaches, tubes and trams, taxis operation, freight transport by road, transport via pipeline, water transport, and air transport. The 'freight transport by road' economic sector covers road haulage companies only, as opposed to all types of road freight. Lorries owned by retailers for instance are allocated to the retail sector. The 'non-transport economic sectors' category includes all economic sectors except the 'transport economic sectors' and 'household use of private vehicles' (consumer expenditure-travel).

125


� The Environmental Accounts show that total transport greenhouse gas emissions from 'transport economic sectors' and 'household use of private vehicles' increased by 29 per cent between 1990 and 2007. These were responsible for 22 per cent of all UK emissions in 2007, compared with 15 per cent in 1990. 'Household use of private vehicles' accounted for 44 per cent of total transport emissions in 2006 and has seen a 14 per cent increase in emissions since 1990.

� Greenhouse gas emissions from 'freight transport by road' have increased by 17 per cent between 1990 and 2007. Emissions from 'water transport' have increased by 4 per cent, and 'air transport' emissions have increased by 114 per cent. Emissions from 'buses and coaches' decreased by 5 per cent between 1990 and 2007.

126


8.6 Local air pollutants

Trend 8.6a – Emissions of air pollutants from transport: 1980 to 2007, United Kingdom

0

1,000

2,000

3,000

4,000

5,000

6,000

7,000

Tho

usan

d to

nnes

Carbon monoxide (CO) Nitrogen oxides (NOx)

1980 1983 1986 1989 1992 1995 1998 2001 2004 2007


Trend 8.6b – Emissions of air pollutants from transport: 1980 to 2007, United Kingdom

100

20

40

60

80

Particulates (PM10) Sulphur dioxide (SO2) Benzene 1,3-butadiene Lead (Pb)

0

Thou

sand

tonn

es

1980 1983 1986 1989 1992 1995 1998 2001 2004 2007


127


� Local air pollutants need to be controlled to reduce risks to health, the environment and quality of life. Carbon monoxide interferes with respiratory biochemistry and can affect the central nervous and cardiovascular systems, reducing the capacity of blood to carry oxygen and deliver it to the tissues. Nitrogen oxides and sulphur dioxide are thought to have both acute and chronic effects on respiration and lung function, particularly in people with asthma. They also contribute to the formation of ozone, which is a harmful secondary pollutant and an important greenhouse gas contributing to global warming, and contribute to acid rain. Particulate air pollution episodes are responsible for causing premature deaths among those with pre-existing lung and heart diseases. Short term exposure to benzene can cause drowsiness and dizziness. Long term exposure can also affect bone marrow and blood production. Both benzene and 1,3-butadiene are carcinogenic.

� Since 1990, emissions from transport sources of all these pollutants have fallen by at least 30 per cent despite increased traffic levels. Between 1980 and 2007, emissions of carbon monoxide and nitrogen oxides have fallen by 86 per cent and 28 per cent respectively.

� Lead emissions from transport sources have been very small since 2000 due to the withdrawal of four-star petrol. Excluding lead, the greatest percentage decrease in emissions was for benzene, as emissions from transport sources fell by 92 per cent between 1990 and 2007. Emissions of 1,3-butadiene fell by 87 per cent between 1990 and 2007. Since reaching a low level in 2002 emissions of sulphur dioxide from transport have shown an increasing trend up to 2006, although in 2007 they are still 27 per cent lower than in 1980.

Trend 8.6c – Proportion of emissions of air pollutants from transport: 2007, United Kingdom

0

20

40

60

80

100

Perc

enta

ge

Transport Other

0.9 879 102 1263 13.4 536 0.1

1.5 54.3 3.4 851 607 34 0.003

1,3- Carbon Nitrogen Particulates Benzene Sulphur Lead butadiene monoxide oxides (PM10) dioxide

Actual amounts are shown on the chart in 1,000 tonnes Source: AEA Energy and Environment

128


� In 2007, 62 per cent of 1,3-butadiene emitted was from transport sources. Two-fifths of carbon monoxide and nitrogen oxides emissions were from transport sources, as were about a fifth of benzene and particulate emissions. Transport accounts for a very small proportion of sulphur dioxide and lead emissions.

� DfT has a joint PSA target with Defra to improve air quality by meeting the Air Quality Strategy targets for concentrations of carbon monoxide, lead, nitrogen dioxide, particles, sulphur dioxide, benzene and 1,3-butadiene. The Strategy sets out different target dates between 2003 and 2010 for achieving objectives for each of the air pollutants.

� In April 2008 the target became an indicator as part of Defra’s Natural Environment PSA. The method of representing the information has changed between the two targets - particles and nitrogen dioxide are now illustrated as a proxy measurement for the other six pollutants. However, the overall objectives as set out in the Government’s Air Quality Strategy have remained constant. An update of the target can be found on page 19 of DfT’s Autumn Performance Report 2009:

http://www.dft.gov.uk/about/publications/apr/ap/apr2009/pdf/report.pdf

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http://www.dft.gov.uk/about/publications/apr/ap/apr2009/pdf/report.pdf�


8.7 Decoupling impacts

Trend 8.7a – Road transport CO2, PM10, NOx emissions* and Gross Domestic Product: 1990 to 2007, United Kingdom

40

60

80

100

120

140

160

Inde

x: 1

990

= 10

0

CO2 GDP PM10 NOx

1990

1991

1992

1993

1994

1995

1996

1997

1998

1999

2000

2001

2002

2003

2004

2005

2006

2007

*Emissions are measured using ONS Environmental Accounts Source: Department for Environment Food and Rural Affairs

� Carbon dioxide (CO2) emissions from all road transport rose roughly in line with economic growth (GDP) until 1993, but then grew more slowly. Between 1990 and 2007 they increased by 12 per cent, compared with GDP growth of 52 per cent.

� By 2007, emissions of both nitrogen oxides (NOx) and particulates (PM10) were respectively 58 per cent and 41 per cent lower than in 1990.

130


Trend 8.7b – Private car CO2 emissions*, car kilometres and household expenditure: 1990 to 2007, United Kingdom

80

90

100

110

120

130

140

150

160

170

Inde

x: 1

990

= 10

0

Private car CO2 Household expenditure Car kms (GB) 19

90

1991

1992

1993

1994

1995

1996

1997

1998

1999

2000

2001

2002

2003

2004

2005

2006

2007

*CO2 emissions are measured using ONS Environmental Accounts Source: Department for Environment Food and Rural Affairs

� Carbon dioxide (CO2) emissions from private cars increased by 14 per cent between 1990 and 2007.

� Over the same period road traffic volume (measured as total car-kilometres travelled) increased by 20 per cent. Road traffic volume increased in line with household spending (household final consumption expenditure) until the mid-1990s but this relationship has since weakened.

131


Trend 8.7c – Heavy Goods Vehicle (HGV) CO2 emissions*, freight moved and Gross Domestic Product: 1990 to 2007, United Kingdom

80

90

100

110

120

130

140

150

160

Inde

x: 1

990

= 10

0

HGV CO2 GDP Tonne-kms (GB) 19

90

1991

1992

1993

1994

1995

1996

1997

1998

1999

2000

2001

2002

2003

2004

2005

2006

2007

*CO2 emissions are measured using ONS Environmental Accounts Source: Department for Environment Food and Rural Affairs

� Freight moved (tonne-kilometres) increased in line with economic growth (GDP) until 1998. Since then freight moved has increased by 3 per cent while GDP has increased by 28 per cent.

� Carbon dioxide (CO2) emissions from HGVs increased by 14 per cent between 1990 and 2007, compared with economic growth of 52 per cent over the same period.

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8.8 Energy consumption and fuel efficiency

Trend 8.8a – Petroleum consumption by transport mode: 1980 to 2008, United Kingdom

0

10

20

30

40

50

60

70

Mill

ion

tonn

es (o

il eq

uiva

lent

)

Road Rail Water Aviation

1980

1981

1982

1983

1984

1985

1986

1987

1988

1989

1990

1991

1992

1993

1994

1995

1996

1997

1998

1999

2000

2001

2002

2003

2004

2005

2006

2007

2008

Source: Department of Energy and Climate Change

� Changes over time in the overall amount of petroleum (petrol, diesel, marine and aviation fuels) purchased in the United Kingdom and consumed by transport are affected by a number of factors. These include the mode of travel or transportation, the fuel efficiency of road vehicles, trains, ships and aircraft, and the type of fuel used.

� Petroleum consumption by transport has increased by 61 per cent between 1980 and 2008 from 36 to 57 million tonnes of oil equivalent. Road transport accounted for most of the increase during the 1980s, but its consumption has been fairly stable since then despite continued growth in traffic, reflecting an improvement in fuel efficiency of vehicles.

� The majority of the increase in petroleum consumed by transport since the 1990s was accounted for by aviation, up from about 7 to 13 million tonnes (1990 to 2008) of oil equivalent. Aviation (both international and domestic flights) now account for 23 per cent of all petroleum consumed by transport compared with 15 per cent in 1980.

� There had been a steady decline in the amount of petroleum consumed by rail transport until 1996; it has been slowly rising since then. However, rail accounts for only 1.3 per cent of all petroleum consumed by transport. Since 1980 there has been an increase in the share of rail transport powered by electricity.

133


Trend 8.8b – Average new car fuel consumption (Registration-weighted: petrol and diesel vehicles): 1997 to 2008, United Kingdom

Petrol car Diesel car

Litre

s pe

r 10

0km

9

8

7

6

5

4

3

2

1

0 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008


� Between 1997 and 2008, the fuel consumption for new petrol cars improved from 8.28 to 6.93 litres per 100 kilometres, while new diesel cars have improved from 7.10 to 5.97.

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Trend 8.8c – Petrol and diesel prices: Q1 1980 to Q3 2009, United Kingdom

0

20

40

60

80

100

120

Pen

ce p

er li

tre,

con

stan

t 200

3 pr

ices

Four star / LRP Diesel Unleaded

Excluding taxes and duty

1980

1982

1984

1986

1989

1991

1993

1995

1998

2000

2002

2004

2007

2009

Source: Department of Energy and Climate Change The data in this chart are outside the scope of National Statistics

� The latest complete year of data available is 2008. The chart above, however, includes three quarters from 2009. Petrol and diesel prices in 2008 were higher in real terms than those in 1980, by 23 per cent and 29 per cent respectively, while GDP has approximately doubled over the same period.

� The price of petrol fell in real terms by 15 per cent between 1980 and 1990, while the price of diesel fell by 27 per cent. The prices of each of these fuels rose by over 40 per cent between 1990 and 2000 due to increased taxes and duties. Between 2000 and 2002 all fuel prices fell by over 10 per cent in real terms and remained around the 2002 level until 2004. Between 2004 and 2007, fuel prices increased back up to around the 2000 level. During 2008, fuel prices rose sharply and peaked in quarter 3 of 2008. The price of petrol and diesel in real terms in 2008 was 12 per cent and 20 per cent higher respectively than in 2007.

� When unleaded petrol was introduced in 1989, tax and duty were responsible for 63 per cent of the pump price; this proportion peaked in quarter 1 of 1999 at 85 per cent. At the fuel price peak in quarter 3 of 2008, taxes and duty made up 59 per cent of the pump price. In quarter 3 of 2009, taxes and duty were 66 per cent of the pump price.

� In 2000, sales of four star petrol were suspended and Lead Replacement Petrol (LRP) was introduced at approximately the same price as four star petrol. From quarter 3 of 2005, the sale of LRP was discontinued in the UK.

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8.9 Noise from transport

Trend 8.9a – Population around Heathrow within Leq noise contours: 1990 to 2008, Heathrow

0

100

200

300

400

500

600

Thou

sand

s

57 Leq contour 63 Leq contour 69 Leq contour

1990

1991

1992

1993

1994

1995

1996

1997

1998

1999

2000

2001

2002

2003

2004

2005

2006

2007

2008


� Leq is an assessment of community response to aircraft noise. 57 Leq represents the onset of disturbance, 63 Leq moderate disturbance and 69 Leq high disturbance.

� Changes in the number of people subjected to certain levels of noise around airports are dependent on changes in the number of aircraft take-offs and landings; changes in the level of noise from individual aircraft; the routing of aircraft; and changes in the population density of the area.

� The number of people subjected to high levels of noise from aircraft in the Heathrow area has fallen since 1990, despite a 28 per cent increase in air transport movements at the airport.

� In 1990, the 57 Leq contour covered 488 thousand people compared with 268 thousand in 2008, a fall of 45 per cent. The number of people within the 63 Leq contour fell by 61 per cent to 47 thousand and those within the 69 Leq contour fell by 85 per cent to 4 thousand.

136


Trend 8.9b – Air transport movements and population affected by noise at other major airports: 2008

0

10

20

30

40

2008 Population within 57 Leq contour (000s) 2008 Air transport movements (10,000s)

Manchester Birmingham Gatwick Luton Stansted


� In 2008, the population within the 57 Leq contour at Heathrow (268 thousand) was more than eight times larger than the population within the 57 Leq contour around Manchester airport (33 thousand), although traffic movements at Heathrow (473 thousand) are over twice that at Manchester airport (191 thousand).

� Another measure of the population affected by the noise at airports is to look at the ratio of the population and air traffic movements. The ratio between the population within the 57 Leq contour and air traffic movements is highest for Heathrow airport (567 people per 1,000 movements in 2008). The ratios for Birmingham and Manchester airports are 216 and 173 people per 1,000 movements respectively. The ratios for the other major airports are all much lower, with 62 people or less affected per 1,000 movements.

� Although traffic movements at Gatwick and Stansted are at a similar level to that at Manchester airport, the populations within the 57 Leq contour are much smaller, both less than 5 thousand people.

137


Trend 8.9c – Population within 57 Leq contour around other major airports: 1990 to 2008

0

20

40

60

80

100

Thou

sand

s

Manchester Birmingham Gatwick Luton Stansted 19

90

1991

1992

1993

1994

1995

1996

1997

1998

1999

2000

2001

2002

2003

2004

2005

2006

2007

2008


� Air transport movements have increased at all these airports since 1990, while the population within the 57 Leq contour has decreased for all these airports except for Stansted.

� The affected population at Stansted reached a peak of nearly 8 thousand in 1998 from only 6 hundred people in 1990. Currently there are 3 thousand people within the 57 Leq contour.

� The affected population at Birmingham airport was 75 per cent less in 2008 than in 1993 (22 thousand compared with 88 thousand people).

� Gatwick airport saw the largest percentage decrease between 1990 and 2008, down 85 per cent to fewer than 5 thousand people affected.

� An independent study of public attitudes to aircraft noise, The Attitudes to Noise from Aviation Sources in England (ANASE), was published in November 2007 by DfT. Two key conclusions emerged from the study. First, that people are more annoyed by all levels of aircraft noise than they were in 1985, when the last major study in this field was carried out. Secondly, there is no identifiable threshold at which noise becomes a serious problem. Even relatively low levels of noise can cause some annoyance, which rises as the noise increases.

138


139

8.10 Public attitudes to transport and the environment In the August 2006, April and August 2007, February and August 2008 and

August 2009 ONS Opinions (Omnibus) Surveys (Attitudes to Climate Change module) respondents were asked to consider the causes of climate change, including the role of transport.

Respondents to the surveys (with the exception of those who knew nothing about

climate change) were asked what factors they thought contributed to climate change. The most commonly cited cause of climate change, by far, was road transport emissions, mentioned by around 65 per cent in 2009. This was followed by emissions from planes, mentioned by nearly 40 per cent. Emissions from power stations, ‘other CO2 emissions’, and the burning of fossil fuels for energy were each selected by around 30 per cent of respondents.

Trend 8.10a – Views on which forms of transport are major contributors to climate change: 2006 and 2009, Great Britain

0 10 20 30 40 50 60 70 80 90 100

Trains

Motorbikes

Ships/ferries

Buses/coaches

Cars

Aeroplanes

Vans/lorries

None

Percentage

Aug-06 Aug-09

* Respondents could choose more than one answer for major contributor


The data in this chart are outside the scope of National Statistics


140

Trend 8.10b – Views on which form of transport contributes most to climate: change 2006 and 2009, Great Britain

0 10 20 30 40 50 60 70 80 90 100

Motorbikes

Trains

Ships/ferries

Buses/coaches

Vans/lorries

Cars

Aeroplanes

None

Percentage

Aug-06 Aug-09


The data in this chart are outside the scope of National Statistics Respondents were asked which forms of transport (from a list) they considered to

be major contributors to climate change and the one mode of transport that they felt contributed most.

In August 2009, vans/lorries, aeroplanes and cars were the most commonly

selected modes of transport considered to be major contributors to climate change. Just over three-quarters of respondents selected each of these modes.

The public were most likely to choose car (42 per cent in 2009) aeroplanes (36

per cent in 2009) as contributing most to climate change. In August 2006, 62 per cent selected some form of road transport.

In terms of support for specific policy options to reduce transport emissions,

support was highest for increased spending on bus and rail services and safer walking to school routes for children, with over half the respondents supporting each of these.

When asked which types of activities respondents were likely to undertake in the

next 12 months due to concerns about climate change, three-quarters (seventy seven per cent) mentioned at least one activity related to reducing car journeys, most often walking some short journeys or reducing the number of non-essential journeys. Around a fifth mentioned reducing flights, including using other forms of transport instead of flying.

In August 2009, 68 per cent of respondents said they would be prepared to pay a

lot or a little more for a less polluting car than for an otherwise equivalent model.


� In August 2009, 68 per cent of respondents said they would be prepared to pay a lot or a little more for a less polluting car than for an otherwise equivalent model.

8.11 Land changing to transport use

� Land Use Change Statistics are recorded for Communities and Local Government as part of Ordnance Survey's map revision process. Between 1995 and 2006 around 9,900 hectares of land in England changed from other uses to highways and other forms of road transport. About 1,700 hectares was from a previous developed use, the rest from Greenfield land.

� Over the same period there was also a change in the amount of land used for non-road transport, such as railway lines and airports. About 1,800 hectares changed from other uses to non-road transport, of which 300 hectares was from other developed uses. Some 800 hectares changed from non-road transport to other developed land uses or became vacant. Reliable information on changes to undeveloped uses, such as agriculture, is not available.

141


142

Transport Trends: 2009 edition Notes and definitions

Notes and definitions Introduction

These notes provide a brief description of the data used to produce the charts in Transport Trends. In most cases more detail is available in the appropriate sections of the Department's compendium publication Transport Statistics Great Britain or in the more specialised publications produced about a number of the subject areas. These are available via the DFT internet site at: http://www.dft.gov.uk/pgr/statistics/. Because the trends in this publication cover a long span of years it is inevitable that some changes to definitions and/or data collection methods will have occurred. As far as possible, series are adjusted to provide a consistent run of data.

143

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Transport Trends: 2009 edition Notes and definitions: Section 1

Section 1: Roads, Vehicles and Congestion

1.1 Road traffic � Vehicle kilometres: Average vehicle flows are derived from manual and automatic

roadside traffic counts. Traffic estimates, expressed as vehicle kilometres, are calculated by combining the average vehicle flow data with information on road lengths. A vehicle kilometre is equivalent to one vehicle times one kilometre travelled. Vehicle kilometres are calculated by multiplying the Annual Average Daily Flow by the corresponding length of road. For example, the traffic generated by one vehicle travelling one kilometre a day for a year would be 365 vehicle kilometres.

� Cars and taxis: Includes estate cars, light vans with windows to the rear of the driver's seat, passenger vehicles with 9 or fewer seats, three-wheeled cars, motorised invalid carriages and Sports Utility Vehicles (SUVs). Cars towing caravans or trailers are counted as one vehicle.

� Motorcycles: Includes motorcycle combinations, scooters and mopeds. � Buses and coaches: Public service vehicles and works buses which have a gross

vehicle weight over 3,500 kgs. � Light vans: Goods vehicles up to 3,500 kgs gross vehicle weight. Includes all car

based vans and those of the next larger carrying capacity such as transit vans. Also included are ambulances, pickups, milk floats and pedestrian controlled motor vehicles. Most of this group are delivery vans of one type or another.

� Heavy goods vehicles: Goods vehicles over 3,500 kgs. gross vehicle weight. Includes tractors (without trailers), road rollers, box vans and similar large vans and similar large vans. A two axle motor tractive unit without trailer is also included.

� Pedal cycles: Includes all non-motorised cycles.

1.2 Road traffic and travel intensity� Passenger kilometres: This is the total distance travelled annually by passengers

by all modes of transport. 1 passenger kilometre = 1 person travelling 1 kilometre. For vehicles with multiple occupancy the distance travelled is multiplied by the number of people in the vehicle.

� Gross Domestic Product: This series is produced by the Office for National Statistics and the series used here has the four letter code ABMI. It is a measure of the value of total economic activity taking place in the UK. GDP is calculated at constant prices based on a fixed year. The Office for National Statistics regularly update the fixed year used which produces revisions of the complete series. The GDP series in Trend 1.2a and the traffic and travel intensity series in Trend 1.2b are therefore frequently revised back to 1980.

1.3 Car occupancy � The data used to produce these charts comes from the National Travel Survey

(NTS). The NTS is described in Section 2.

144


1.4 Congestion � For congestion monitoring purposes, the Strategic Road Network has been split

into 103 recognisable routes (for instance A46 Leicester – Lincoln). Each route has two directions, so strictly there are 206 route-directions. Currently 95 of the 103 routes are used to monitor network performance due to data quality considerations on the remaining routes.

� Baseline period: August 2004 – July 2005 (later for 7 routes, due to data quality issues). Target period: April 2007 – March 2008 and the measure will be monitored for the period up to the year ending March 2011.

� The slowest 10 per cent of journeys: These journeys are selected for each 15-minute departure period between 06:00 to 20:00 for each day of the week, on each of the 91 routes. The indicator therefore reflects journeys experienced on all types of route on all days at all times.

� Average vehicle delay: This is derived from the differences between observed journey time and a reference journey time (the time that could theoretically be achieved when the traffic is free-flowing), weighted by traffic flows for each route of the network.

� The methodology is quite complex and a full explanation of the measure, the routes covered and the steps taken by the Highways Agency to reduce congestion on the network are available at: http://www.dft.gov.uk/pgr/statistics/datatablespublications/roadstraffic/speedscon gestion/congestiononthestrategicroad5359

� These data are ‘experimental statistics’ that are under development and we are currently testing their ability to meet customer needs. We believe they are robust enough to give a reasonable indication of overall trends, but while the series are experimental their quality cannot be assured to the rigorous standards required by National Statistics.

1.5 Road length � Figures for road lengths are as at 1 April of each year. Road length information is

obtained from Ordnance Survey, the Highways Agency, English highway authorities and other organisations.

� Trunk roads in England are maintained by the Highways Agency, and in Scotland and Wales by the Scottish Executive and Welsh Assembly Government respectively. All other roads are maintained by local highway authorities.

� Motorways: A special type of trunk road reserved for certain classes of traffic and carrying predominantly long distance traffic.

� Trunk roads: Major roads comprising the national network of through routes. Most motorways and many of the long distance rural ‘A’ roads are trunk roads, with the latter open to all classes of traffic. Trunk roads other than motorways are class 'A' roads, as are most principal roads (see below).

� Principal roads: Local authority owned and maintained 'A' roads and a small number of motorways, which are not part of the trunk road network.

145

http://www.dft.gov.uk/pgr/statistics/datatablespublications/roadstraffic/speedscongestion/congestiononthestrategicroad5359�

http://www.dft.gov.uk/pgr/statistics/datatablespublications/roadstraffic/speedscongestion/congestiononthestrategicroad5359�


� Minor roads: Local authority maintained class 'B', 'C' and Unclassified roads. These roads carry less traffic than 'A' roads and act as distributor roads and residential roads.

1.6 Road condition � Road condition: Results are derived from the National Road Condition Database.

This holds all machine-based surveys by SCANNER (for local authority maintained roads) and TRACS (for Highways Agency maintained roads) carried out in England. The Highways Condition Index (HCI) is derived from the amount of road that is in ‘good’ condition (also know as ‘green’ or with a Road Condition Indicator score below 40). Results are expressed in terms of an index number with the average of all local roads surveyed in 2006/07 representing the base of 100.

1.7 Expenditure and investment in roads � Maintenance expenditure: This includes expenditure on both structural and

routine maintenance. Data are provided by the Highways Agency and Communities and Local Government for local authorities in England (non-trunk roads). The figures include expenditure on new construction, improvement and structural maintenance. Information is also obtained from the private sector.

� Since maintenance expenditure also includes structural maintenance there is some overlap between the expenditure figures used to produce Trend 1.7a and Trend 1.7b.

� The Gross Domestic Produce (GDP) deflator has been used to adjust these figures to 2007/08 prices.

� Since 2001/02, Highways Agency data have been collected on a resource accounting basis and cannot be compared with prior years. Figures were calculated on both systems in 2001/02.

1.8 Road user attitudes � This is based on the results of the British Social Attitudes Survey carried out by

the National Centre for Social Research (NatCen). The survey covers a representative sample of adults aged 18 or over living in private households in Great Britain. Each respondent takes part in a face to face interview supplemented by a self-completion questionnaire. DfT funds the addition of a transport section to the survey designed to monitor changes in public opinion and attitude about transport issues.

1.9 Motor vehicles currently licensed � Estimates of numbers of vehicles currently licensed are produced from

information provided by the Driver and Vehicle Licensing Agency (DVLA). There have been a number of changes in taxation classes over the years. In addition the registration and data collection systems have also changed. Therefore the individual data points, especially for earlier years, should be treated as indicative rather than exact. Vehicles are classified both by taxation class and by body type.

� Tax classes: Private and Light Goods (PLG): Primarily consists of cars and light vans but can include other vehicles used only for private purposes.

146


Motorcycles: Includes motorcycles, scooters and mopeds. Buses: Public transport vehicles with more than eight seats. Goods vehicles: Vehicles with a gross weight of over 3,500 kgs gross vehicle weight and used for carrying goods.

� Other vehicles: Includes vehicles exempt from vehicle excise duty and all other tax classes - crown and exempt vehicle, and special vehicles groups.

� Body type: � The main body type is 'car'. This includes a large proportion of vehicles

in the PLG tax class, but will also include most of the exempt tax class vehicles.

� Vehicles included in the ‘other’ category include taxis, motorcycles, 3-wheelers, light goods vehicles, heavy goods vehicles, buses and coaches and agriculture vehicles.

1.10 Household car ownership � The series of mid-year estimates of the percentage of households with regular

use of a car or van is based on data from the National Travel Survey, the Family Expenditure Survey and the General Household Survey. Estimates of household car ownership in 1991 and 2001 are also available from the Census. The census estimates differ only a little from the composite estimates.

1.11 People with a driving licence � Information about the percentage of driving licence holders is based on data from

the National Travel Survey (see Section 2).

147


Section 2: Personal Travel by Mode

2.1 Passenger travel by mode � Passenger kilometres: This is the total distance travelled annually by passengers

by all modes of transport.

2.2 - 2.5 Passenger travel � These sections are produced from the National Travel Survey (NTS). The 2008

NTS is the latest in a series of household surveys designed to provide a databank of personal travel information for Great Britain. It is part of a continuous survey that began in July 1988. The survey is designed to pick up long-term trends and is not suitable for monitoring short-term trends.

� During 2008, just under 8,100 households provided details of their personal travel by filling in travel diaries over a period of a week, compared with nearly 9,500 households over the three years 1995 to 1997. The NTS sample size was increased in 2002, enabling key results to be presented for single years. Data prior to 2002 are shown for a three year time period because of the smaller sample size. In the terminology used, 1995/97 is the average of data from 1995, 1996 and 1997.

� The NTS records the number of trips (a one-way course of travel for a single main purpose) and the distance travelled. Note that some charts elsewhere in Transport Trends are produced from data provided by rail or bus operators, and not from the NTS, and are based on journeys not trips. In general, public transport journeys equate to boardings, unless the ticket purchased permits the passenger to change operators without purchasing a further ticket. All modes of transport within Great Britain are covered by the NTS, including walking more than 50 yards.

� In 2006, a strategy for weighting the NTS data was introduced and applied to data back to 1995. All results from the NTS in this publication are based on these weighted data. Direct comparisons can only be made with Transport Trends 2006 and 2007 and not with earlier editions which use unweighted data.

� The weighting strategy was developed to reduce the effect of non-response bias. As well as adjusting for non-response bias, the weighting methodology also adjusts for the drop-off in the number of trips recorded by respondents during the travel week. Details of the methodology and a report comparing weighted and unweighted trend data for 1995 to 2004 are available at: www.dft.gov.uk/pgr/statistics/datatablespublications/personal.

� Changes to the survey methodology in 2002 mean that there are some inconsistencies with data for earlier years. Possible discontinuities include: � Coding the diary data centrally rather than by interviewers and considerable

efforts by the contractor to clarify definitions should ensure greater consistency in coding, but may cause some discontinuities with previous years;

� Short walks under 1 mile, only recorded on Day 7, were under-recorded in 2002, and to a lesser extent, in 2003;

� London households are under-represented, particularly those in outer London. The weighting now applied to the NTS data reduces the effect of this.

� Key definitions (some of which are relevant to Section 4) are:

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� Main mode: A trip may include one or more mode of transport, and each mode is recorded as a stage within that trip. A new stage is defined when there is a change in the form of transport or when there is a change of vehicle requiring a separate ticket. The main mode of a trip is that used for the longest stage of the trip. With stages of equal length the mode of the latest stage is used.

� Mode of travel - car: Includes 4-wheeled and 3-wheeled cars, 4x4 vehicles and light vans.

� Mode of travel - rail/tube: Includes both surface rail and London Underground but not any other rail services.

� Adults: Normally persons aged 16 or over. For certain analyses (e.g. car driving licence holding and ownership), adults are defined as those aged 17 or over.

� Household car ownership: Vehicles are regarded as household cars if they are owned by a member of the household, or available for the private use of household members. Cars includes those vehicles listed above in mode of travel – car, plus minibuses, motor caravans and dormobiles.

� Purpose: The purpose of a trip is normally taken to be the activity at the destination, unless the destination is 'home' in which case the origin defines the purpose.

� Household income: The total gross income of all members of the household from whatever source, before deduction of income tax, National Insurance or pension contributions.

� For Trends 2.3, 2.4 and 2.5, the ‘Other’ category includes Other private vehicles, Non-local bus, Taxis and minicabs and other public vehicles.

2.6 Changes in relative costs of transport � The price indices are taken from the Retail Prices Index (RPI), re-based to 1980

= 100 for Trend 2.6a and 1997=100 for Trend 2.6b for convenience. Both the RPI and its component series and the series on disposable income are produced by the Office for National Statistics.

2.7 Household expenditure � The source is the Living Costs and Food Survey, formerly the Expenditure and

Food Survey (EFS), published in Family Spending 2009 (ONS). The coding system was changed for the 2001/02 survey onwards and in order to present trends the data used here are on the old basis as in Table 4.1 of the Family Spending report.. The main difference between the two bases is that transport expenditure on the new basis excludes motor vehicle insurance and taxation and boat purchase and repairs, which are included in transport expenditure on the old basis.

� There have been some breaks in time usually to improve the weighting of the sample used to derive the final figures.

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Section 3: Public Transport

3.1 Local bus and light rail passenger journeys � Local bus services: Information is derived from annual returns made to DfT by a

sample of holders of Public Service Vehicle (PSV) operators' licences. A local bus service is one available to the general public, where the route is registered with the Traffic Commissioner, where passengers pay separate (local stage) fares. Bus and coach services which comprise contract, private hire, tours, excursions and express journeys are generally classified as 'non-local' or 'other' work. Some services might contain a mixture of local stages and non-local express work.

� The local bus series was revised in 2006 to compensate for under-recording by bus operators of passengers using non-cash fares (concessionary passes etc.). This research was commissioned by DfT and undertaken by an independent consultancy firm. The full report is available on the DfT website at: http://www.dft.gov.uk/pgr/statistics/datatablespublications/public/matingnumberso fbuspassengers.pdf

� Light rail: The eight light rail systems in England are Docklands Light Railway, Croydon Tramlink, Sheffield Supertram, Manchester Metrolink, Nexus Tyne and Wear Metro, Centro West Midlands, Nottingham Express Transit (NET) and Blackpool Tram. Passenger journeys on the Blackpool Tram were included within the 'local bus' figures in previous publications.

� Metropolitan area: A large population centre consisting of a large city and its adjacent zone of influence, or of several neighbouring cities. The areas defined as metropolitan areas in England are Tyne & Wear, Greater Manchester, Merseyside, South Yorkshire, West Yorkshire and West Midlands.

3.2 Local bus reliability � Outside London DfT obtains a quarterly breakdown of scheduled mileage lost

from around 100 of the largest bus operators. Mileage can be lost for reasons outside an operator's control (e.g. extreme weather, traffic accidents, security alerts, unplanned road works) or within its control (e.g. staffing issues, unavailability of vehicles, predictable traffic congestion).

� Transport for London (TfL) is responsible for transport in London.

3.3 Bus passenger satisfaction � Figures in Trend 3.3a are obtained from a quarterly survey carried out for DfT

and TfL. Bus passengers aged 16 and over are asked about their satisfaction with a number of aspects of the local bus service, as well as about their overall satisfaction.

� Figures in Trend 3.3b and Trend 3.3c are obtained from questions about attitudes to local bus services added to the Office for National Statistics (ONS) Omnibus Survey in October 2007. The Omnibus Survey is carried out 12 times a year using a sample of some 1,200 adults in Great Britain. The advantage of a survey of this type is that the views of people using bus services infrequently or not at all can be obtained. The Omnibus Survey is now called the Opinions Survey.

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3.4 Rail journeys � National rail: Data up to 1994/95 are for services by the former British Rail. From

1995/96 data show the transition to those services provided by the privatised passenger train operators. The Office of Rail Regulation (ORR) now has responsibility for general rail statistics, which they publish quarterly in National Rail Trends.

� London Underground: Data for London Underground come from Transport for London.

� Glasgow Subway: Data for the Glasgow Subway is published by the Scottish Government in Scottish Transport Statistics 2008.

3.5 Investment in rail � National rail figures are obtained from a regular survey carried out by ONS as a

supplement to the national capital expenditure enquiry. The data record expenditure on fixed assets and exclude depreciation. Figures for other rail are provided by individual operators. The Gross Domestic Produce (GDP) deflator has been used to adjust these figures to 2006/07 prices.

� Rail infrastructure: Includes track renewals, new routes and electrification, signalling, buildings, and plant and equipment.

� Other rail: Covers London Underground, Docklands Light Railway, Croydon Tramlink, Glasgow Underground, Manchester Metrolink, Centro West Midlands, Nottingham Express Transit, Sheffield Supertram, Nexus Tyne and Wear Metro and Eurotunnel. An allowance for privately owned wagons is also included.

3.6 Age of rail rolling stock � Figures for 2007/08 were provided by the Office of Rail Regulation (ORR), and

are based on all rail vehicles (excluding locomotives) on lease by Train Operating Companies from Rolling Stock Operating Companies, and that ran services pursuant to a Franchise Agreement with DfT. The refurbishment or other improvement of a rail vehicle is not taken into account in calculating average age.

3.7 Rail punctuality and reliability � The Public Performance Measure (PPM): This has replaced the previous

Passengers' Charter as a means of measuring passenger train performance. It covers all scheduled services and combines the previously individual punctuality and reliability results into a single performance measure. Performance is measured against the planned timetable, which makes allowance for factors (e.g. engineering works) not in the previously published timetable.

� Passengers in excess of capacity: Overcrowding during the morning and evening peaks, was monitored until recently in terms of Passengers In Excess of Capacity (PIXC). This is the proportion of passengers on trains in excess of the seating capacity for longer distance services, and with an allowance for standing passengers on shorter journeys of less than 20 minutes.

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� London Underground excess journey time: This is a composite measure of time spent in the LUL (London Underground Limited) system in excess of that which could be expected under ideal circumstances. Different aspects of the journey are given different weights, to better simulate the relative undesirability of delays. For example, excess time spent queuing at a ticket office is given a higher weight than time spent travelling on an uncrowded train, to reflect the greater notion of inconvenience experienced by the passenger. This metric is presented here, in line with TfL’s own preferred measurement of waiting times.

3.8 Rail passenger satisfaction � Trend 3.8a is based on the National Passenger Survey which was carried out by

the Strategic Rail Authority (SRA) until July 2005 and is now carried out by Passenger Focus (previously the Rail Passengers Council). The survey provides a national picture of customer satisfaction with rail travel over time. A sample of passengers are questioned on a number of areas of service provision from which overall customer satisfaction is determined.

� Trends 3.8b, 3.8c and 3.8d is based on modules from the ONS Opinions Survey (formerly the ONS Omnibus Survey) carried out in February 2006 and March 2009. The questions were commissioned and designed by the Department for Transport (DfT).

� The report covers the views of both non-users and users of rail. It considers both short distance rail trips (journeys of 50 miles or less) and long distance trips (journeys of more than 50 miles).

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Section 4: Variation in Personal Travel and Access to Services

4.1 - 4.5, 4.7 - 4.9, 4.10 � These are based on the results of the National Travel Survey (NTS). The NTS is

described in Section 2. � In the terminology used, 1995/97 is the average of data from 1995, 1996 and 1997. � Trends 4.7a and 4.7b exclude trips over 50 miles in length. � Trend 4.10 shows the proportion of households within a 13 minute walk of an

hourly or better bus service. This is the minimum criterion for the government’s bus availability indicator.

� For Trends 4.4b and 4.4c, ‘Other’ includes Other private vehicles, local bus, rail, London Underground, motorcycles, bicycles, taxi and minicabs and Other public vehicles.

� For Trend 4.4d, ‘Other’ includes Other private vehicles, Rail, Taxis and minicabs, motorcycles, Underground, Light rail and Other public vehicles.

� For Trends 4.7a and 4.7b, ‘Bus’ includes both local and non-local bus, while rail is included in Other.

� For Trend 4.8, ‘Other’ includes motorcycle, other private, surface rail, Underground and other public vehicles.

� For Trend 4.9a, ‘Leisure/other’ includes visiting friends, entertainment/public activity, participation in sport, holiday: base, day trip and other (including just walking).

4.6 Mode of travel to work � Data are from the October to December calendar quarter of the Labour Force

Survey (LFS). This is a change from previous years where data was extracted by Seasonal quarters, please see below for more information. The table on which the chart is based is derived from people who are employed, and excludes those on Government New Deal schemes, those working from home or using their home as a working base, and those whose workplace or mode of travel to work were not known.

� Labour Force Survey move to Calendar Quarters (CQ's): The Labour Force Survey (LFS) moved to publishing calendar quarters in May 2006. The survey previously published seasonal quarters where March-May months covered the spring quarter, June-August was summer and so forth. This has now changed to calendar quarters as part of an EU requirement for all member states to have an LFS based on calendar quarters. LFS micro data is available for January-March (Q1), April-June (Q2), July-September (Q3) and October-December (Q4). An article on the impact and issues associated with the move to calendar quarters is available at the link: http://www.statistics.gov.uk/cci/article.asp?ID=1546.

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4.11 Access to local facilities

� The trends for access to local facilities are based on the Core Accessibility indicators. Figures are calculated by considering the percentage of the population that can access a given service within a reasonable time. This considers the basic travel time to the service and a ‘deterrence factor’ which reflects people’s willingness to make long journeys to access the service where necessary.

� For further information on the Core Accessibility Indicators, please see http://www.dft.gov.uk/pgr/statistics/datatablespublications/ltp/

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Section 5: Freight and Logistics

5.1 Goods moved � 'Goods moved' is measured in tonne kilometres and defined as: the weight of

goods handled multiplied by the distance carried, (weight of load (tonnes) multiplied by the distance through which it is hauled (kilometres)). Data are provided by DfT (road, water), BERR (pipeline) and ORR (rail). Responsibility for the compilation of rail statistics was previously carried out by the Strategic Rail Authority but transferred to the Office of Rail Regulation (ORR). Road figures include goods moved by all goods vehicles, including those under 3.5 tonnes gross vehicle weight.

5.2 Goods lifted � 'Goods lifted' is measured in tonnes and defined as: the weight of goods handled.

Data are provided by DfT (road, water), BERR (pipeline) and the Office of Rail Regulation (rail). Road figures include work done by all goods vehicles, including those under 3.5 tonnes gross vehicle weight.

5.3 Length of haul � ‘Average length of haul’ is defined as: goods moved (tonne kilometres) divided by

goods lifted (tonnes).

5.4 Commodities moved � Data are provided by DfT (road, water), BERR (pipeline) and ORR (rail). Road

figures include goods moved by all goods vehicles, including those under 3.5 tonnes gross vehicle weight.

5.5 Road goods vehicle intensity � This section relates to heavy goods vehicles (HGVs), which are vehicles over 3.5

tonnes gross weight (that is the maximum permissible weight of the vehicle and its load). The tonne kilometres series used in the calculation of freight intensity relates to the activity of GB-registered HGVs. The vehicle kilometre series used in the calculation of mileage intensity relates to the activity of all HGVs on GB roads, including those registered outside GB.

� Gross Domestic Product: This series is produced by the Office for National Statistics. It is a measure of the value of total economic activity taking place in the UK. GDP is calculated at constant prices based on a fixed year. The Office for National Statistics regularly update the fixed year used which produces revisions of the complete series. The GDP series in Trend 5.5 is therefore frequently revised back to 1980.

5.6 Road freight efficiency � This section is based on the results of the Continuing Survey of Road Goods

Transport, a DfT survey of the activity of GB-registered HGVs. The following definitions are used:

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Average payload: Average tonnes carried per vehicle trip calculated by dividing total tonne kilometres by total loaded vehicle kilometres. Lading factor: The ratio of goods moved (tonne kilometres) to the maximum achievable tonne kilometres if the vehicles, when loaded, were loaded to their maximum capacity (so excludes trips which are run when empty). Empty running: percentage of vehicle kilometres that are run empty. 5.7 Road freight mode of working � ‘Own account’ working applies to operators who carry goods in the course of their

own trade or business. ‘Hire and reward’ (sometimes referred to as ‘public haulage’) working applies to operators who carry goods for other people.

5.8 Heavy goods vehicle stock � The figures are for goods vehicles over 3.5 tonnes gross vehicle weight. They

have been compiled from the records of the Driver and Vehicle Licensing Agency. Data for Artics over 37 tonnes in 1982 is not available.

5.9 UK international freight movement � Sea: Based on data collected by DfT from shipping lines and port authorities for

traffic between ports in the UK and foreign countries. � Channel Tunnel: Includes estimates of total tonnage carried on through trains or

on the shuttle. Through train data are supplied by EWS International. Estimates of freight lifted on the shuttle are made using data from the International Road Haulage Survey for UK registered vehicles and these data are weighted using figures supplied by Eurotunnel for the number of UK and foreign registered vehicles using the shuttle.

� Air: Based on data provided by the Civil Aviation Authority. Includes traffic to or from oil rigs. Excludes mail and passengers’ luggage.

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Section 6: Ports and Airports

6.1 - 6.3 Visits to or from the UK � Figures are derived from the International Passenger Survey (IPS) carried out by

the Office for National Statistics. In this survey, large samples of passengers are interviewed entering and leaving the United Kingdom on the principal air and sea routes and via the Channel Tunnel. Figures in the charts are based on IPS 'main flow' interviews, i.e. United Kingdom residents returning to, and overseas residents leaving the United Kingdom. The unit of measurement is therefore the visit and not the journey, and the mode of travel for the unit is that used by a United Kingdom resident returning, or by an overseas resident departing. Note that fly cruises are an exception to this rule as they are counted as 'sea' even though United Kingdom resident interviewed will have returned by air.

� For Trend 6.2a and Trend 6.2b, the ‘Miscellaneous’ category includes formal study, other looking for work, Au Pair, personal shopping, accompany (join), medical treatment, getting married, Asylum seeker and overnight transit.

6.4 Passengers using UK airports � The Civil Aviation Authority (CAA) provides information about passenger

numbers at UK airports. � In the United Kingdom Airport Statistics (Annual 2008) published by the CAA the

Isle of Man is now excluded from the UK total. Therefore the time series shown in Trend 6.4 has been revised to be consistent with the CAA statistics.

� Domestic services are those flown entirely within the UK. A passenger flying between two domestic airports counts twice in the CAA data - once at the airport of departure and again at the airport of arrival. Domestic figures shown in this publication are half those published by the CAA, to adjust for this double counting effect.

� International services are those flown between the UK and other countries, including services to oil rigs

� The totals are adjusted to exclude double counting of domestic passengers. In CAA airport statistics these passengers are counted at both arrival and departure UK airports, therefore giving a total of 235 million passengers

6.5 United Kingdom international passenger movements � The Civil Aviation Authority (CAA) records the origin and destination of all

terminal passengers on air transport movement flights as reported to United Kingdom airport authorities by United Kingdom and foreign airlines. Passengers changing planes are recorded twice, on arrival and departure. Passengers carried in aircraft chartered by British government departments, HM and other armed forces travelling in the course of their duties and oil rig traffic are excluded. Operators are required to report, in respect of each service operated, the points of uplift and discharge of each passenger.

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� The data are for direct flights only, so they may not reflect a passenger's entire air journey: the point at which a passenger disembarks from a particular service may not represent the passenger’s ultimate destination.

� Although operators are asked to report all passenger journeys, in some cases the actual point of uplift or discharge is not recorded. In such cases, all passengers are allocated to the aircraft's origin or ultimate destination. All identifiable diversions are reallocated to the point of intended operation

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Section 7: Safety

7.1 Fatality rates � Passenger fatality rates can be interpreted as the risk a traveller runs of being

killed, per billion kilometres travelled. � Fatality data relates to passengers. Where possible travel by drivers and other

crew in the course of their work have been excluded. Exceptions are for private journeys and those in company owned cars and vans where drivers are included.

� Figures for all modes of transport exclude confirmed suicides and deaths through natural causes. Figures for air, rail and water exclude trespassers. Accidents occurring in airports, seaports and railway stations that do not directly involve the mode of transport concerned are also excluded. For example, accidents occurring on escalators or falling over packages on platforms.

� The following definitions are used: Air: Accidents involving UK registered airline aircraft in UK and foreign airspace. Rail: Train accidents and accidents occurring through movement of railway vehicles on all rail systems in Great Britain. Road: Figures include personal injury accidents occurring on the public highway (including footways) in which at least one road vehicle or a vehicle in collision with a pedestrian is involved and which becomes known to the police within 30 days of its occurrence. Bus or coach: Figures for work buses are included. Car: Includes taxis, invalid tricycles, three and four wheel cars and minibuses. Prior to 1999 motor caravans were also included. Van: Includes light goods vehicles, mainly of the van type constructed on a car chassis, up to 3,500 kgs gross vehicle weight. Motorcycle: All two-wheeled motor vehicles, including mopeds, motor scooters and motorcycles (including motorcycle combinations). Pedal cycle: Includes tandems, tricycles and toy cycles ridden on the carriageway. Pedestrians: Includes children riding toy cycles on the footway, persons pushing or pulling bicycles and other vehicles, operating pedestrian-controlled vehicles, leading or herding animals, occupants of prams or wheel chairs, and people alighting safely from vehicles and subsequently injured. Water: Figures for travel by water include all passenger carrying services of UK registered merchant vessels.

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7.2 - 7.3 Road accidents and casualties � Data are compiled by DfT from returns made by police forces. Figures include

accidents involving human injury occurring on the public highway (including footways) in which at least one road vehicle or a vehicle in collision with a pedestrian is involved and which becomes known to the police within 30 days from of its occurrence. Damage-only accidents are not included.

� Very few, if any, fatal accidents do not become known to the police. However, research has shown that an appreciable proportion of non-fatal injury accidents are not reported to the police. In addition some casualties reported to the police are not recorded and the severity of injury tends to be underestimated. The Department is undertaking further research to investigate whether the level of reporting has changed. A more detailed note on the levels of reporting can be found at: www.dft.gov.uk/pgr/statistics/datatablespublications/accidents/

� Killed: Casualties who sustained injuries which caused death less than 30 days after the accident.

� Serious injury: An injury for which a person is detained in hospital as an 'in-patient', or any of the following injuries whether or not they are detained in hospital: fractures, concussion, internal injuries, crushings, burns (excluding friction burns), severe cuts, severe general shock requiring medical treatment and injuries causing death 30 days or more after the accident.

� Slight injury: An injury of a minor character which is not judged to be severe. � KSI: Killed or seriously injured. � Children: Persons under 16 years of age.

7.4 Passengers killed in railway accidents by type of accident � Figures are provided by the Office of Rail Regulation (ORR) and cover all railway

undertakings in Great Britain. The transfer of safety regulation responsibility for the “operational railway” from the Health and Safety Executive (HSE) to ORR took place on 1 April 2006.

� Train movement accidents: Accidents due to the movement of railway vehicles (but excluding train accidents) e.g. entering or alighting from trains, opening or closing doors at stations.

� Figures for years 1982 to 1990 and 2003 to 2004 cover calendar years. Figures for years 1991 to 2002 cover financial years.

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7.5 Rail signals passed at danger � A signal passed at danger (SPAD) is when a train passes a stop signal without

authority to do so. Signals passed at danger (SPADs) are categorised by their degree of seriousness. For SPADs prior to 2002 an eight point scale was used and SPADs were considered not serious if the overrun was less than 200 yards (the usual safety overlap provided at a signal) and there were no damage, injuries or deaths. Results using this scale were reported in Transport Trends 2006. In 2007 a risk ranking approach was been introduced, with SPADs back to 2002 being reclassified. The SPAD risk ranking tool is a mathematical tool which looks at a number of factors surrounding the SPAD. These include the types of possible conflict with another train, the types of train(s) involved and their passenger loadings, the potential speeds of the trains at the point of conflict, etc. This model results in a risk ranking figure for a SPAD which can be from 0 to 28. SPADs ranked at 15 or below are classified as not significant risk. Any SPAD with a score of 16 to 19 is classified as potentially significant, with risk rankings of 20 and above being classified as potentially severe. The trend examines all SPADs, those ranked at 16 to 19, and those ranked 20 and above.

7.6 - 7.7 Public perceptions of public transport safety � The ONS Omnibus Survey covers a representative sample of adults aged 16 and

over living in private households in Great Britain. The survey is conducted 12 times a year. Chart 7.6 is based on the January to May 2008 surveys combined.

� The British Crime Survey (BCS) is a continuous survey representative of adults aged 16 and over living in private households in England and Wales. Trend 7.7a is based on BCS interviews conducted in the financial years 2004/05 and 2006/07.

7.8 Vehicle crime � Recorded crimes are those which are reported to the police and recorded by

them. The likelihood that a particular offence will be reported depends on the nature of the crime and on the victim, and may change with time (for example, people are now more likely to report some types of violent crime). The rules used by the police to record reported crimes changed in both 1998 and 2002 in England, Wales and Northern Ireland.

� For these reasons, recorded crime figures may not reflect underlying trends in offences. In England and Wales, recorded crime figures are supplemented by the results of the British Crime Survey (BCS) which asks a representative sample of adults living in private households in England and Wales what types of crime they have experienced in the last year. These two sources of information give a better picture of how crime has changed than either could on its own.

� Recorded crime figures and BCS data for England and Wales come from the Home Office. Northern Ireland recorded crime (measured on the same basis as in England and Wales) is available from the Police Service Northern Ireland (PSNI). The Scottish legal system differs from that in other parts of the UK and so recorded crime figures are not directly comparable with those for the other UK countries (we show figures for the most similar crime categories). The Scottish Executive publishes figures for crimes recorded in Scotland.

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� Information about vehicle crimes at railway stations are classified under a Home Office counting system and figures are collated from British Transport Police's computerised crime reporting system. This is sometimes referred to as 'recorded crime'.

7.9 Fear of car crime � The British Crime Survey is a survey representative of adults aged 16 and over

living in private households in England and Wales. The survey moved from a biennial basis to a continuous basis in 2001.

� The measure for fear of crime is based on two questions: on worry about ‘having your car stolen’ and ‘having things stolen from your car’. It uses a scale which scores answers to the questions as follows: ‘very worried’ = 2; ‘fairly worried’ = 1; ‘not very worried’ and ‘not at all worried’ = 0. Scores for individual respondents are calculated by summing the scores across each question, these ranging from 0 to 4. The percentage is based on respondents residing in households owning, or with regular use of, a car who score 3 or 4 on this scale.

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Section 8: Health and the Environment

8.1 Walking and cycling � These are based on the results of the National Travel Survey (NTS), which is

described in Section 2. The figures are collected as part of a survey to monitor trips by people for a purpose and do not cover all walking and cycling activity. They include walking and cycling trips for pleasure along public highways, including taking the dog for a walk or jogging. But they exclude walks under 50 yards in length and walking or cycling on paths and bridleways in the countryside.

� Averages are based on the whole population, whether or not they walked or cycled during the survey period. People record their trips in a diary for a week, but to minimise the burden of completing diaries respondents only include walks of under 1 mile (short walks) on the seventh day. Data for short walks are then grossed up for the full seven day period.

� A trip consists of one or more stages. A new stage is defined when there is a change in the form of transport or when there is a change of vehicle requiring a separate ticket.

8.2 Attitudes to walking and cycling � Figures in Trend 8.2a are based on the results of the British Social Attitudes

Survey carried out by the National Centre for Social Research (NatCen). The survey covers a representative sample of adults aged 18 or over living in private households in Great Britain. Each respondent takes part in a face to face interview supplemented by a self-completion questionnaire. DfT funds the addition of a transport section to the survey designed to monitor changes in public opinion and attitude about transport issues.

� Figures in Trend 8.2b are obtained from questions included in the Office for National Statistics (ONS) Omnibus Survey in March 2005 when this question was last asked. The Omnibus Survey, (now the Opinions Survey) is carried out 12 times a year using a sample of some 1,300 adults in Great Britain.

Emissions data is presented in terms on carbon dioxide equivalent, in line with international reporting methodology. Prior to Transport Trends 2007 data was presented in terms of carbon equivalent.

8.3 Greenhouse gas emissions � Figures are from the National Atmospheric Emissions Inventory (NAEI)

maintained by AEA Energy & Environment for the Department for Energy & Climate Change (DECC) and the Devolved Administrations. The six gases in the 'basket' are carbon dioxide, methane, nitrous oxide, hydrofluorocarbons, perfluorocarbons and sulphur hexafluoride. Global Warming Potentials provide a relative index which allows the radiative effects of emissions of each greenhouse gas to be compared measured in million tonnes of carbon dioxide (or carbon) equivalent. Tonnes in terms of carbon dioxide equivalent can be converted to tonnes in terms of carbon equivalent by multiplying by 12/44.

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� Emission estimates are calculated by applying emission factors to statistical information, mainly on fuel consumption data as opposed to measurements at the point of emission.

8.4 Carbon dioxide emissions by source – National Atmospheric Emissions Inventory � Figures are from the National Atmospheric Emissions Inventory (NAEI)

maintained by AEA Energy & Environment for DECC and the Devolved Administrations. Emissions from road transport are calculated either from a combination of total fuel consumption data and fuel properties or from a combination of drive related emission factors and road traffic data. UK emissions estimates are updated annually and any developments in methodology are applied retrospectively to earlier years, resulting in some changes to estimates.

� The Department for Energy and Climate Change (DECC) published the 2008 NAEI on 2nd February 2010. The are based on these data.

� Carbon dioxide: This is the most important greenhouse gas. Data are expressed in terms of weight of carbon dioxide emitted; to convert to the weight of carbon emitted the figures should be multiplied by 12/44.

� Sources included in the road transport sector are: Passenger cars, light duty vehicles (vans), heavy goods vehicles, buses & coaches, mopeds & motorcycles, LPG emissions (all vehicles), and other (road vehicle engines).

� Sources included in other domestic transport are: Railways (diesel), civil aviation and national navigation (domestic shipping). Other mobile sources & machinery are included in the total in Trend 8.4a, but not shown separately in Trend 8.4b.

� Sources included in the non-transport category are: Energy industries, manufacturing industries & construction, commercial & institutional, residential, agriculture & forestry fuel use, military aircraft & shipping, fugitive emissions from fuels, industrial processes, waste treatment & disposal and Land Use, Land-Use Change and Forestry (LULUCF).

� The NAEI reports international aviation and navigation (shipping) as memo items as they are not included in national totals. A methodology for allocating a country's share of international emissions has not been agreed at international level. Estimates are based on assigning emissions from UK aviation and navigation fuel bunkers.

� Emissions can be presented by source or by end user. The main difference between source and end user emissions comes from the treatment of emissions from combustion of fossil fuels, the largest source of carbon dioxide in the UK. To derive emissions by end user, emissions from power stations and other fuel processing industries have to be re-allocated to end users on an approximate basis according to their use of the fuel. Estimates of emissions by end user are subject to more uncertainty than emissions by source and should only be used to give a broad indication of emissions by sector.

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� Emission figures, including more detail about the estimates and additional data are published in the Digest of Environmental Statistics by DECC, and can be found at: http://www.decc.gov.uk/en/content/cms/statistics/climate_change/gg_emissions/u k_emissions/2008_final/2008_final.aspx

� Further information on the UK atmospheric emissions estimates can be found at: www.naei.org.uk

8.5 Greenhouse gas emissions by economic sector – Environmental Accounts � The Office for National Statistics (ONS) publish greenhouse gas emissions

statistics on a National Accounts basis in their Environmental Accounts. The figures are based on the National Atmospheric Emissions Inventory, and then adjusted so they represent emissions from UK-resident individuals and businesses.

� Emissions from commercial use are broken down depending on the main business of the owner. For example, emissions from an HGV owned by a road haulage company are attributed to 'freight transport by road' economic sector, but emissions from an HGV owned by a supermarket are attributed to the retail sector. Personal use of vehicles is shown separately in the chart as 'household use of private vehicles', which is EA sector 93 'consumer expenditure-travel'.

� Environmental Accounts emissions include those from UK residents and UK-registered companies, wherever the activity takes place. This means that private motoring overseas is included, but foreign motoring in the UK is not. Water and air transport include international activity, which is shown separately in the source breakdown.

� In Trend 8.5b, ‘Other transport’ includes tubes and trams, taxis operation and transport via pipeline.

� More detail is available at: www.statistics.gov.uk/statbase/Product.asp?vlnk=3698&More=n

8.6 Local air pollutants � Figures are from the National Atmospheric Emissions Inventory – see 8.4 for

more details. All pollutant emissions are shown on the source basis. � Carbon monoxide: Derived from the incomplete combustion of fuels containing

carbon. It is one of the most directly toxic of substances, interfering with respiratory bio-chemistry and can affect the central nervous and cardiovascular systems. Other pollutants can exacerbate the effects. The fitting of catalytic converters to all new petrol engine vehicles made after 1992 has reduced emissions of carbon monoxide from the 1992 level.

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http://www.statistics.gov.uk/statbase/Product.asp?vlnk=3698&More=n�


� Nitrogen oxides (expressed as nitrogen dioxide equivalent): A number of nitrogen compounds including nitrogen dioxide and nitric oxide are formed in the combustion of fossil fuel. Nitrogen dioxide is directly harmful to human health causing respiratory problems and can reduce lung function. Nitrogen oxides also contribute to the formation of ozone which is a harmful secondary pollutant in the lower atmosphere and also an important greenhouse gas contributing to global warming (high levels of ozone increase susceptibility to respiratory disease and irritate the eyes, nose, throat and respiratory system). Oxides of nitrogen can also have adverse effects on plants, reducing growth. In addition they contribute to acid rain. Emissions of nitrogen oxides from petrol engine vehicles have been reduced from the 1992 level as new vehicles built from 1992 onwards must comply with EC standards (normally by fitting a suitable catalytic converter).

� Particulates (PM10): Fine particles can be carried into the lungs and can be responsible for causing premature deaths among those with pre-existing lung and heart disease. Airborne particles may be measured in a number of ways. For quantifying the particles produced by transport (especially motor traffic), the most commonly used indicator relies on the use of a size-selective sampler which collects smaller particles preferentially, collecting more than 95 per cent of 5μm (0.005 millimetres) particles, 50 per cent of 10μm aerodynamic particles, and less than 5 per cent of 20μm particles. The resultant mass of material is known as PM10 and is small enough to penetrate deep into the lungs. The road transport figures include emissions from tyre and brake wear.

� Sulphur dioxide: An acid gas, sulphur dioxide can affect health and vegetation. It affects the lining of the nose, throat and airways of the lung, in particular, among those who suffer from asthma and chronic lung disease. The United Nations Economic Commission for Europe's (UNECE) Second Sulphur Protocol sets reduction targets for total SO2 emissions of 50 per cent by the year 2000, 70 per cent by 2005 and 80 per cent by 2010 from a 1980 baseline.

� Benzene: A known human carcinogen, the main source of benzene is the combustion and distribution of petrol. Some benzene evaporates directly into the atmosphere. Benzene is also emitted in a number of industrial processes. The large reduction in benzene emissions in 2000 was due to a reduction in the benzene content of petrol.

� 1,3 –butadiene: A suspected human carcinogen, the main source of 1,3-butadiene is motor vehicle exhausts where 1,3-butadiene is formed from the cracking of higher olefines. 1,3-butadiene is also used in the production of synthetic rubber for tyres.

� Lead: Of concern because of its effects on health, particularly that of children. The main sources of lead in air are from lead in petrol, coal combustion, and metal works. The maximum amount of lead permitted in petrol was reduced from 0.45 grams per litre to 0.40 in 1981 and then again in December 1985 to 0.15. A further step to reduce lead emissions from petrol was taken in 1986 when unleaded petrol was first sold in the United Kingdom. There was a rapid increase in the uptake of unleaded petrol in the 1990s followed by a ban on the general sale of leaded petrol at the end of 1999.

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8.7 Decoupling impacts � Sustainable Development in Your Pocket published by Defra presents up to date

charts, ‘traffic light’ assessments, and statistical commentary for the 68 indicators supporting the UK Government’s Sustainable Development Strategy (SDS), Securing The Future. The publication also serves as the official assessment, using the indicators, of progress in the four priority areas set out in the SDS: sustainable consumption and production; climate change and energy; protecting our natural resources and enhancing the environment; and creating sustainable communities and a fairer world.

� The indicators in this section are part of the sustainable consumption and production section. They show the extent to which economic growth (GDP or household expenditure) has been decoupled from transport growth, and the environmental impacts of transport (emissions of air pollutants and greenhouse gases).

8.8 Energy consumption and fuel efficiency � Energy consumption: The energy content of fuels delivered to consumers.

Detailed data for individual fuels are converted from original units to tonnes of oil equivalent using gross calorific values and conversion factors appropriate to each category of fuel. The resulting unit should be regarded as a measure of energy content rather than a physical quantity.

� Road transport: Deliveries of motor spirit and DERV fuel for use in road vehicles of all kinds. Estimates for the use of gas for road vehicles are based on information on the amounts of duty received by HM Revenue and Customs from the tax on gas used as a road fuel.

� Railways: Deliveries of fuel oil, gas/diesel oil and burning oil to railways, based on estimates produced by AEA as part of their work to compile the UK Greenhouse Gas Inventory. Railway fuels include some amounts of burning oil not used directly for transport purposes.

� Water transport: Fuel oil and gas/diesel oil delivered, other than under international bunker contracts, for fishing vessels, UK oil and gas exploration and production, coastal and inland shipping and for use in ports and harbours.

� Air: Total inland deliveries of aviation turbine fuel and aviation spirit. The figures cover deliveries of aviation fuels in the United Kingdom to international and other airlines, British and foreign Governments (including armed services) and for private flying.

167


� New car fuel consumption: Includes separate trends for diesel and petrol cars. These trends include all types of passenger cars registered including high performance cars, 4x4’s and MPV’s. The data is calculated from new registration weighted average CO2 emissions for petrol and diesel cars and the typical carbon content of petrol and diesel. This approach accounts for the relative sales of different models of car. The registration weighted average CO2 figures are produced to monitor trends in average petrol and diesel car CO2 emissions from year to year. The CO2 figures for individual vehicle models are obtained under carefully controlled laboratory conditions in order to ensure repeatability and a fair comparison between models. The actual fuel consumption achieved on the road will reflect many extraneous factors such as cold starts, different driving conditions, weather conditions, different loads carried, gradients, use of electrical accessories etc. The data shown in Trend 8.8b represents fuel economy on the current standard test used to obtain comparative data on the relative fuel economy of vehicles (a drive cycle simulating urban and extra-urban driving, effectively with a single occupant, on a level road and without heaters or lights on).

� Petrol and diesel prices: These are supplied by DECC. The GDP deflator has been used to adjust the outturn figures to 2003 prices.

8.9 Noise from transport

� The equivalent continuous sound level (Leq): This is an index of aircraft noise exposure. It is a measure of the equivalent continuous sound level averaged over a 16 hour day from 0700 to 2300 hours BST and is calculated during the peak summer months mid-June to mid-September. 57 Leq represents the onset of disturbance, 63 Leq moderate disturbance and 69 Leq high disturbance. Leq is an assessment of community response to aircraft noise, but it is recognised that the reaction of different individuals to aircraft noise can vary considerably. Changes in wind direction from year to year influence the area affected by aircraft noise. Leq contours are estimated every five years.

� Further information on the annual contour reports for Heathrow, Gatwick and Stansted can be found on DfT website at:

http://www.dft.gov.uk/pgr/aviation/environmentalissues/nec/

8.10 Public attitudes to transport and the environment � The data comes from the Office for National Statistics’ Opinions (Omnibus)

Surveys in August 2006 and August 2009. Attitudes to climate change and the impact of transport questions were asked on behalf of the Department for Transport. The results are based on the about 1,200 face to face interviews conducted in each of the survey months.

� The Opinions Surveys are random probability surveys of adults aged 16 and over living in private households in England, Wales and Scotland.

� More details are available at: www.dft.gov.uk/pgr/statistics/datatablespublications/trsnstatsatt

168

http://www.dft.gov.uk/pgr/aviation/environmentalissues/nec/�

http://www.dft.gov.uk/pgr/statistics/datatablespublications/trsnstatsatt�


8.11 Land changing to transport use � Land use change statistics are collected by Ordnance Survey for Communities

and Local Government (CLG). The figures presented in Transport Trends are gross gains. Land use classifications are divided into two transport categories: � Highways and road transport: Roads as through routes, including distributor

roads in housing estates, bus stations and public car parks.

� Other transport: Non-highway transport routes and places, e.g. railways, airports and docklands, including all installations within the perimeter of the establishment, e.g. warehouses, dry docks, wharves, internal roads, etc

169

Transport Trends: 2009 edition Annex 1: Abbreviations used in Transport Trends

Annex 1: Abbreviations used in Transport Trends

BCS: British Crime Survey

BERR: Department for Business, Enterprise and Regulatory Reform

BRE: Building Research Establishment

BSAS: British Social Attitudes Survey

CAA: Civil Aviation Authority

CLG: (Department for) Communities and Local Government

CPT: Confederation of Passenger Transport

DBFO: Design Build Finance Operate

DECC: Department of Energy and Climate Change

Defra: Department for Environment, Food and Rural Affairs

DfT: Department for Transport

DVLA: Driver and Vehicle Licensing Agency

EFS: Expenditure and Food Survey

English Welsh and Scottish Railway

GB: Great Britain

GDP: Gross Domestic Product

HGV: Heavy Goods Vehicle

HSE: Health and Safety Executive

IPCC: Intergovernmental Panel on Climate Change

IPS: International Passenger Survey

KSI: Killed or Seriously Injured

Leq: Equivalent continuous sound level

LFS: Labour Force Survey

LRP: Lead Replacement Petrol

NAEI: National Atmospheric Emissions Inventory

NatCen: National Centre for Social Research

NET: Nottingham Express Transit

NTS: National Travel Survey

ONS: Office for National Statistics

ORR: Office of Rail Regulation

PIXC: Passengers in Excess of Capacity

PLG: Private and Light Goods (vehicle)

PPM: Public Performance Measure

PSA: Public Service Agreement

PSNI: Police Service of Northern Ireland

PSV: Public Service Vehicle

RPI: Retail Price Index

SPAD: Signal Passed at Danger

SRA: Strategic Rail Authority

TfL: Transport for London

UK: United Kingdom

UNECE: United Nations Economic Commission for Europe

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EWS:

Transport Trends: 2009 edition Annex 2: Public Service Agreement (PSA) Targets

Annex 2: Public Service Agreement (PSA) Targets

Public Service Agreements (PSAs) link the allocation of public expenditure to published targets with the aim of delivering modern, responsive public services. PSA targets are set for services or outcomes which the Government sees as key national priorities. They express the outcomes sought by the Government, defining clear, long term goals to provide ambition and a sense of direction, as well as representing a contract between the public and Government.

The 2007 Comprehensive Spending Review (CSR07) brought in a simplified cross-Whitehall set of PSAs to cover the period April 2008 to March 2011. The Department leads on one of these targets (CSR07 PSA 5) and contributes to the delivery of many others. The Department’s previous set of PSA targets for the period 2005-2008 was published in Spending Review 2004 (SR 2004) and the targets took effect from 1 April 2005. The table below shows the section where each PSA target is covered in Transport Trends in terms of SR2004 and the status of these under CSR07.

SR 2004 PSA target Transport Trends section

PSA 1. By 2007-08, make journeys more reliable on the strategic road network. This has carried over as indicator 2 in the new transport CSR07 PSA 5 to minimise increases in delays between years ending March 2008 and March 2011 for the slowest 10 per cent of journeys in the context of traffic growing by 1 – 2 per cent a year..

1.4

PSA 2. Improve punctuality and reliability of rail services to at least 85 per cent by 2006, with further improvements to 89.4 per cent by 2008. Indicator 3 in the new transport CSR07 PSA 5 focuses on capacity and crowding from 2008-09 to 2013-14

3.7

PSA 3. By 2010, increase the use of public transport (bus and light rail) by more than 12 per cent in England compared with 2000 levels, with growth in every region. There is also a commitment to improve the reliability of services. Legacy PSA which will continue to be monitored.

3.1

3.2

PSA 4. By 2010-11, the ten largest urban areas will meet the congestion targets set in their Local Transport Plan relating to movement on main roads into city centres. Urban congestion renewed as indicator 1 in the new transport CSR07 PSA 5

1.4

PSA 5. Reduce the number of people killed or seriously injured in Great Britain in road accidents by 40 per cent and the number of children killed or seriously injured by 50 per cent, by 2010 compared with the average for 1994-98, tackling the significantly higher incidence in disadvantaged communities. Legacy PSA to be monitored. Reflected in CSR07 PSA 23: Safer Communities (Home Office)

7.3

PSA 6. Improve air quality by meeting the Air Quality Strategy 8.6

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Transport Trends: 2009 edition Annex 2: Public Service Agreement (PSA) Targets

SR 2004 PSA target Transport Trends section

targets for carbon monoxide, lead, nitrogen dioxide, particulate matter, sulphur dioxide, benzene and 1,3 butadiene. Joint target with the Department for Environment, Food and Rural Affairs. Reflected in CSR07 PSA 28: Natural Environment PSA 7. To reduce greenhouse gas emissions to 12.5 per cent below 1990 levels in line with our Kyoto commitment and move towards a 20 per cent reduction in carbon dioxide emissions below 1990 levels by 2010, through measures including energy efficiency and renewables. Joint with the Department of Energy and Climate Change . Reflected in CSR07 PSA 27: Climate Change

8.3

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Transport Trends: 2009 edition Annex 3: Sustainable development indicators

Annex 3: Sustainable development indicators

This Annex covers those indicators of sustainable development which are transport-related. In March 2005 the UK Government launched a new Sustainable Development Strategy which sets out a vision of sustainable development through to 2020. As part of the new strategy there is a revised set of 68 indicators which have been published in Sustainable development indicators in your pocket (SDIYP). This publication includes baseline data and assessments. The transport-related indicators are presented throughout this publication, where data are available. For convenience, the table below highlights each transport-related sustainable development indicator, and identifies where it (or an equivalent indicator covering the same issue in a slightly different presentation) can be found in Transport Trends.

Sustainable development indicator Transport Trends section

1 Greenhouse gas emissions Framework indicator Kyoto target and carbon dioxide emissions 8.3

2 Carbon dioxide emissions by end user Carbon dioxide emissions from industry, domestic and transport sectors (excluding international aviation and shipping)

8.4* (by

source) 3 Aviation and shipping emissions Greenhouse gases from UK-based international aviation and shipping fuel bunkers

8.4* (for CO2)

7 Road transport CO2, NOx and PM10 emissions and Gross Domestic Product 8.7

8 Private cars Private car CO2 emissions, car-kilometres and household spending 8.7

9 Road freight Heavy Goods Vehicles (HGV) CO2 emissions, kilometres, tonnes and Gross Domestic product

8.7

38 Crime Framework indicator Crime survey and recorded crime - for vehicles 7.8

39 Fear of crime Fear of crime - car theft 7.9

55 Mobility Framework indicator (a) Number of trips per person by mode 2.3*

55 Mobility (b) Distance travelled per person per year by broad trip purpose 4.9

56 Getting to school How children get to school 4.7*

57 Accessibility Access to key services 4.11*

58 Road accidents Number of people killed or seriously injured 7.3*

* the issue is covered, but the presentation of this indicator is different from the original presentation in Sustainable development indicators in your pocket.

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Transport Trends: 2009 edition

174

Scottish Government Transport Publications Scottish Transport Statistics Main Transport Trends Household Transport - some SHS results Transport Across Scotland: some SHS results for parts of Scotland SHS Travel Diary results Travel by Scottish Residents: some NTS results Bus and Coach Statistics Road Accidents Scotland Key Road Accidents Statistics (SHS = Scottish Household Survey; NTS = National Travel Survey) General enquires on Scottish Transport Statistics: Transport Statistics Branch, Scottish Executive, Victoria Quay, Edinburgh, EH6 6QQ Phone: +44 (0)131-244 7256 Fax: +44 (0)131-244 7281 E-mail: [email protected] Internet: www.scotland.gov.uk/Topics/Statistics These publications are available, payment with orders From: Scottish Executive Publication Sales, Blackwell's Bookshop, 53 South Bridge, Edinburgh EH1 1YS Phone: +44 (0)131-622 8283 Fax: +44 (0)131-557 8149

Welsh Assembly Government - Llywodraeth Cynulliad Cymru Transport Publications Road Casualties: Wales Welsh Transport Statistics Other publications with transport topics Digest of Welsh Local Area Statistics Digest of Welsh Statistics Statistics for Assembly Constituency Areas Digest of Welsh Historical Statistics These publications are available from: Central Support Unit, Statistical Directorate, Welsh Assembly Government, Cathays Park, Cathays, Cardiff CF10 3NQ Phone: +44 (0)29-2082 5054 E-mail: [email protected] Internet: http://new.wales.gov.uk Northern Ireland Transport Statistics Available from: Central Statistics and Research Branch Clarence Court, 10-18 Adelaide Street, Belfast BT2 8GB Phone: +44 (0)28 9054 0801 E-mail: [email protected] Internet: http://www.drdni.gov.uk/index/statistics.htm

Transport Statistics Users Group The Transport Statistics Users Group (TSUG) was set up in 1985 as a result of an initiative by the Statistics Users Council and the Chartered Institute for Transport (now known as The Institute of Logistics and Transport). From its inception it has had strong links with the government Departments responsible for transport. The aims of the group are:

To identify problems in the collection, provision, use and understanding of transport statistics, and to discuss solutions with the responsible authorities.

To provide a forum for the exchange of views and information between users and providers. To encourage the proper use of transport statistics through greater publicity. To facilitate a network for sharing ideas, information and expertise.

The group holds regular seminars on topical subjects connected with the provision and/or use of transport statistics. Recent seminars have included:

Road Congestion Statistics GIS in Transport Planning Road Safety Statistics UK Investment in Transport Infrastructure Active Traffic Management The Role of Motorcycling in the 21st Century Better Publicly Available Statistics On Vehicle Characteristics Concessionary Fares and the new Statistics and Registration Services Act Measuring the Importance of Shipping to the UK Economy National Passenger Survey

A Scottish seminar was also held. A newsletter is sent to all members about four times a year. Corporate membership of the Group is £50, personal membership £22.50, and student membership £10. For further details please visit www.tsug.org.uk or contact: Nina Webster Walking and Accessibility Programme Manager Surface Transport Strategy Transport for London 9th floor (area green 7) Palestra, 197 Blackfriars Road London SE1 8NJ Tel: 020 3054 0874 Fax: 020 3054 2004 Email: [email protected] The TSUG also produces a Transport Yearbook which contains information on sources from governmental and non-governmental organisations, including some European sources. The yearbook is supplied free to TSUG members. Non-members can purchase a copy from The Stationery Office (TSO).

http://www.tsug.org.uk/



http://www.scotland.gov.uk/Topics/Statistics


http://new.wales.gov.uk/


http://www.drdni.gov.uk/index/statistics.htm

Transport Statistics Publications (as at February 2010)

TSO publications (Transport Statistics Reports - priced) Obtainable from: TSO Mail, Telephone, Fax and E-mail PO Box 29, Norwich NR3 1GN Telephone orders & general enquiries: +44 (0)870 600 5522 Fax orders: +44 (0)870 600 5533 E-mail: [email protected] Textphone: +44 (0)870 240 3701 TSO Shops – London, Belfast and Edinburgh TSO@Blackwell and other Accredited Agents Annual Reports Transport Statistics Great Britain: 200 Edition (ISBN: 978-0-11-5530 - ) 9 95 1Maritime Statistics: 2008 (ISBN: 978-0-11-553096-8) Reported Road Casualties Great Britain: 2008 (ISBN: 978-0-11-553089-0)

See also TSO’s virtual bookshop at: - http://www.tsoshop.co.uk

______________________________________________________ NOTE: Prior to 1997, many of the Transport Statistics Bulletins were published as HMSO publications. Enquiries about back issues, or transport publications in general, should be made to Transport Statistics, 2/29, Great Minster House, 76 Marsham Street, London SW1P 4DR. +44 (020) 7944 3098

DfT: Transport Statistics Publications (Transport Statistics Bulletins - free) Obtainable from: Department for Transport 2/29 Great Minster House 76 Marsham Street London SW1P 4DR +

44 (0)20 7944 4846

Annual Bulletins – produced by Transport Statistics Compendium of Motorcycling Statistics National Rail Travel Survey National Travel Survey Public Transport Statistics Great Britain Reported Road Casualties Great Britain: Main Results Road Conditions in England (formerly NRMCS) Road Statistics: Traffic Speeds and Congestion Road Freight Statistics Sea Passenger Statistics Transport Trends UK Seafarer Statistics Vehicle Excise Duty Evasion Vehicle Licensing Statistics Waterborne Freight in the United Kingdom Quarterly Bulletins – produced by Transport Statistics Bus and Light Rail Statistics

+44 (0)20 7944 4139 Provisional Port Statistics: Quarterly results

+44 (0)20 7944 3087 Road Traffic and Congestion in Great Britain

+44 (0)20 7944 3095 Road Goods Vehicles Travelling to Mainland Europe

+44 (0)20 7944 4131 Reported Road Casualties Great Britain: Quarterly Provisional Estimates

+44 (0)20 7944 3078

See also the Transport Statistics web site at: -

http://www.dft.gov.uk/pgr/statistics


http://www.tsoshop.co.uk/

http://www.dft.gov.uk/pgr/statistics/

trends2009

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