Richard D. Knowles

Transport impacts of greater Manchester's metrolink light rail system

Abstract Greater Manchesters Metrolink ‘light rail’ system was designed to attract more passengers than its ‘suburban rail’ predecessors by providing congestion-free access through the heart of Manchesters city centre. ‘Before’ and ‘After’ Surveys were used to measure the impact of Metrolink Phase 1 from Bury through Manchester to Altrincham. Control areas were used on similar continuing British Rail suburban lines to isolate Metrolinks impact from other temporal changes. Metrolink has attracted more passengers than forecast, especially in the off-peak periods, despite unemployment rising by half. Many more car users than forecast switched to Metrolink and car traffic volumes fell in the Bury corridor in the peak time and in both corridors in the off-peak.

PASSENGER RAIL PRIVATIZATION IN GREAT BRITAIN AND ITS IMPLICATIONS, ESPECIALLY FOR URBAN AREAS

Abstract Rail privatization and regulation in Great Britain are assessed in the context of ‘New Right’ political ideas. The initial effects of franchising passenger rail services are analysed with particular reference to urban areas. Factors examined include changes in Government subsidy, service levels, revenue generation, operating efficiencies and ownership. Three yardsticks, i.e. subsidy reduction, competition and consumer benefit, show limited but generally positive initial effects. Finally a very successful alternative model of rail franchising —Greater Manchesters Metrolink — is briefly examined.

IMPACTS OF PRIVATISING BRITAIN'S RAIL PASSENGER SERVICES -- FRANCHISING, REFRANCHISING, AND TEN YEAR TRANSPORT PLAN TARGETS

Britains passenger rail services were privatised in 1996/97 to reduce public subsidies and produce customer benefits through the private sector competing for medium or long-term franchises. Private sector franchisees were committed to investment in rolling stock, services, and infrastructure and were expected to deliver more market-oriented and cost-effective services whilst subsidies decreased on an annual sliding scale. The author analyses why some franchisees have been unable to achieve the annual financial improvement required to match tapering subsidies. The greatest challenges are identified in Regional franchises outside southeast England, where contracts were let towards the end of rail privatisation when competition was fiercest. Some contracts have been terminated or renegotiated. Reasons are investigated for record levels of passenger traffic across the rail network, privatisations major, and unexpected, achievement. Traffic growth slowed, and was confined to the London and South East sector, after the Hatfield accident in October 2000. Reasons are identified for delays in refranchising and the sudden policy change from long-term investment-led franchises to short or medium-term contracts. The comparative financial and customer benefits of refranchising are analysed. Finally, the achievability of the governments Ten Year Transport Plan target of 50% growth in passenger traffic is questioned.

Connecting for competitiveness: future transport in UK city regions

Britains major cities have fallen behind the best practice in transport of European and north American cities, and need to address this to compete in global markets. A number of potential mechanisms are available to UK cities, but only if central government is willing to transfer (limited) financial powers to the city regions.

Scandinavian Links: Mega Bridges Linking the Scandinavian Peninsula to the European Continent

Three of Europe’s fourteen transport links were identified around the cost of the Danish island of Zealand on which the national capital, Copenhagen, is located. One link is within the nation, the other two are between nations. One link connects heavy economic centers, one joins more thinly populated regions, and the last one links peripheral areas. Two of them (The Great Belt Link and the Oresund Link) have been constructed and are in full operation. The third (the Fermen Belt Link) has been decided up on bilateral government level. They are impressive megabridges/tunnels spanning international waterways. Their lengths are around 20 km (12 mi) each. They concentrate traffic flows and create strong transport corridors. They are the basis of new regional development regimes. Ferries connect systems, fixed links unite systems. The three links are described in this chapter and their regional development effect and their environmental impact are analyzed.

Peter Hall’s Publications

This bibliography was compiled by Richard D. Knowles from Peter Hall’s C.V., updated and corrected.

Introduction: Professor Sir Peter Hall, Pioneer in Regional Planning, Transport and Urban Geography

Sir Peter Hall was appointed as Professor of Geography at the University of Reading in 1968 at the early age of 36, Peter developed a unique international dimension to his understanding of cities. He soon recognised the dynamism of Asian cities through association with the University of Hong Kong in the mid 1970s and of American cities as Visiting Professor in Planning at University of California, Berkeley in 1974. For nine years from 1980 he became a transatlantic commuter simultaneously holding professorships in the UK in Geography at Reading University, and in the USA in Urban Planning and Regional Studies at the University of California, Berkeley, continuing the latter role until 1992, before becoming Professor of Planning at University College London in 1992.

Sir Peter Hall : pioneer in regional planning, transport and urban geography

Introduction: Sir Peter Hall, Pioneer in Regional Planning, Transport and Urban Geography.- A Polymath in City Studies.- Location and Innovation.- Transport and Place-making: A Long View.- The Strategic Planning Protagonist: Unveiling the Global Mega-City Region.- Creative Destruction, Long Waves and the Age of the Smart City.- The Visionary of World and European Cities.- Peter Halls Publication.