Government Policy for Increasing Bus Passenger Journeys in the UK - Case Study Example

Government policy for increasing bus passenger journeys in the UK: An analytical review of the progress made so far Targeting the increased bus passenger journeys: an introduction The 1998 White Paper entitled “A New deal for Transport: Better for everyone” proposed the broad future framework for transport in the UK. It sought to address the problems facing the transport sector in the country, allows Britain to honor its international environmental commitments and try to integrate several policy issues. The paper essentially sought to introduce a national transportation system that guaranteed cleanliness, safety, efficiency and social equity in transport regulation and implementation (DfT, 1998, p. 6). It acknowledged the role of transport in declining environment and quality of life and recommended an integrated transport system in which there was emphasis on developing multimodal transport systems, particularly public buses and rail; such a transport system was envisioned as affording an integration of transport planning and implementation with better environmental pollution management, improved land use, enhanced health and a more inclusive social policy (DfT, 1998, p. 10). There was emphasis on developing an efficient public transportation system comprising rail and public buses. While a major aim was the decrease in congestion of roads and highways, it also aimed at reducing the environmental costs of personal car use and at improving the frequency, cleanliness, passenger count, service timelines, and quality and safety of bus services. The actual plan was to achieve some targets and make periodical review of progress so as to achieve success by 2010. However, a later 10 year plan in 2000 was more categorical and set an important target for achieving increase in bus passenger journeys of 10 percent based on year 2000 figures. 2. The 1998 white paper and bus passenger increase targets: some concepts The emphasis on development of an efficient, environment friendly, clean and efficient bus transport network was driven by need for a sustainable transport policy. Such a policy needed to minimize the use of environment-damaging transport vehicles like cars and lorry, increase the frequency and time of journeys by road through introducing more environmental friendly modes of travel, provide for alternative access to remote places, reduce carbon footprint from vehicles, and conserve scarce, non-renewable resources. The policy was also to improve the quality of life in towns and cities, through the reduction in cars or lorry and by adopting alternative travel modes (RCEP, 1995, p. 51). The main aim was to reduce air pollution from transport and high traffic congestion levels. Hence, the plan sought to replace polluting vehicles on the road with less harmful public bus which recorded lower per passenger air pollution levels than cars. Buses had greater carrying capacity and offered advantages like better land resource management and greater cost efficiencies. More buses and lesser number of cars would mean less pollution and congestion and people could resort to walks or cycling to help improve their health. Public transport was also more energy efficient than private cars, could be electrically powered thereby saving fuel costs, could improve air quality and conserve scarce natural resources, required less land for road infrastructure expansion, and also ensured better social equity in accessibility of transport (RCEP, 1995, pp. 89-91). It was significant that the energy efficiency of buses and other vehicles actually relied upon occupancy rates (p.92). The strategy was first to increase bus journey experiences of the passengers and then restrict car use by means of various schemes. Public using bus transport was to be improved because the energy consumption of buses and coaches were the least only in case of full occupancy (p. 199). Again, the proportion of car journeys made and distances traveled by car was maximal amongst various travel modes (RCEP, 1997, p. 55). The RCEP report highlighted how children avail cars while journeying to and from school because of road safety concerns, greater distances for travel and increasing car ownership by families (RCEP, 1997, p. 59). People were found to use travel by car the most for shopping, up to 75 percent (RCEP, 1997, p. 59). Compared to cars, travel modes like cycle, walking, buses, the underground rail and surface railway systems were used less. Surprisingly, cycling was found to be used for only 1 percent of all distances traveled and also comprised less than 2 percent of all journeys made (p. 61). Walking was found to comprise just 3 percent of distances traveled (p. 62), while the use of buses for journeys reflected lower journeys by public transport and comprised just 6 percent of all journeys made and only 4 percent of distances traveled, mainly due to increased car ownership and changes in lifestyle patterns (p. 63). Despite bus deregulations, there was disproportionate growth in bus routes caused by profit seeking by private bus operators and little governmental control. Hence, many parts of the country, particularly rural areas, remained inaccessible to buses. Buses being economical in case of higher occupancies only, more number of buses was found to exist to service fewer passengers on some routes (p. 63-64). However, buses helped improve air quality with lesser emissions per passenger-kilometer and also took up less road space per seat than cars (p. 64). But investment in buses was low, and buses lacked safety, comfort and convenience, and had higher perceived costs. They were also unreliable and infrequent, slower than cars in reaching destinations and lacked in passenger amenities. Buses had to be improved and a greater passenger focus was needed. Better accessibility required new buses having low floors for easy boarding, better features, and environment-friendly fuel consumption (p. 65). RCEP therefore recommended for increasing bus passenger journeys and advocated an integrated transport system offering better interchange, improved amenities like parking and waiting shelters, easy availability of information on services and through ticketing (p. 71). It wanted government to induce growth by providing better technology and the right incentives, aided by effective institutions (p. 107). 3. Examining proposed implementation of bus passenger strategy in the 1998 paper The proposed transport strategy envisioned a virtuous cycle of growth in environment and health friendly public transport using better roadways, rail and buses. It advocated higher passenger patronage of public transport as essential for economical operations, better operator ability to provide high-end convenience services to passengers and greater control over environmental and traffic congestion effects. The bus passenger journeys could be improved and sustained through providing more cost-intensive technological inputs like low-floor environment-friendly buses, better passenger amenities that needed increased funding, as also by improving the services. Buses needed to be more punctual, reliable, safe, convenient, accessible, cost-effective, environment friendly, and more responsive to passenger demands and requirements for assuring the higher patronage. The white paper essentially prescribed alternatives to car travel; it offered wider personal choice and mobility for rendering the transport system sustainable in the long term (DfT, 1998, p. 2). The bus passenger was proposed to be increased by 10 percent by means of road improvements to reduce traffic delays, road user charging to reduce road congestion, higher funding, local transport plans, better quality and cleaner buses, better passenger information, bus partnerships, more frequent and reliable bus services, better staff training and working terms, easier and cheaper access to buses by the aged and disabled, a special rural bus transport grant, improvements in bus priority, and improved road safety for school buses. 4. The 10-year transport plan and proposed bus patronage targets The 10-year transport plan of 2000 only took forward the policies in the 1998 white paper. It clearly framed a target of 10 percent growth in bus passenger journeys to be achieved in 10 years by 2010 for achieving a transport system that was highly qualitative, modern and widely preferred (DfT, 2000, pp. 6-7). An attractive bus service was to be part of an integrated multimodal transport network. But the transport plan included several measures like subsidized bus fares for the aged and disabled persons, better bus partnerships, increased investments, new rural bus services, improved bus frequencies and better off-peak or night time buses in London, newer guided bus systems, better bus priority, an urban bus fund and extended rural bus grant and better passenger information. This was to be supported by better land use planning, better road maintenance and better accessibility of bus and rail (DfT, 2000, p. 6-7). The paper proposed to improve the declining bus patronage outside London, due mostly to congestion of traffic, lack of reliability in services, and quality of services; the aim was therefore to improve bus passenger journeys by offering better bus services, choice of better bus rides as compared to cars during shorter journeys, and better bus partnerships driven by a transport bill (DfT, 2000, p. 44). The measures would achieve bus quality, with average age up to eight years by year 2001, better rural access to bus services and safer bus travel and waiting times (pp. 47-48). A new Quality Plus standard was proposed whereby improved bus priority, enforcement, accessibility, bus quality and bus service information provision would result (p. 51). Such efforts would be reflected in the 10 percent increase (at year 2000 levels) in bus patronage measured by number of journeys by passengers and at the same time ensure bus service reliability and punctuality (p. 75). 5. Target achievement considerations in the 2004 white paper The 2004 white paper adopted a longer term strategy. But it proposed a combined light rail and bus patronage target of 12 percent. It emphasized bus service reliability and flexibility, passenger convenience and local needs satisfaction in achieving the target by year 2030. It proposed higher investments and stressed more quality contracts. The plan was broader and sought to achieve sustainable transport, community wellbeing and better living conditions. Greater devolution of power and decision making to local authorities, a proposed travel information system, greater technology use, central bus testing database and road pricing were among the initiatives planned to achieve bus passenger targets. The strategy relied upon better passenger services and easy bus accessibility. The 2004 paper recognized that bus transport could reduce traffic congestion and pollution and also address the travel needs of the elderly and disabled. It proposed relationship government-operators relationships and visualized a future bus service that was punctual, frequent, reliable, cleaner, convenient, safe, seamless and safe and offered good value (DfT, 2004, p. 67). This was to be achieved using quality contracts and focus on passengers. 6. Progress in target achievements after year 2000: a discussion and analysis Only partial success has been achieved in improving bus patronage levels in England. The results were positive in London and in some parts of England, but outside London, no appreciable progress was made. Year 2010 data relating to bus use (DfT) reveals that bus use has gradually declined. This is borne out by yearly trends for bus passenger journeys from 1955 through 2009. Bus passenger use declined sharply before 1998 but showed no significant improvements afterwards. Indeed, while the bus patronage level in year 1995-96 was 4494 millions, it only marginally improved each year onwards. However, bus use has been a significant part of all passenger journeys across Britain (Fig.1). This does not include travel by car, cycling and walking. However, the data on trips per person per year using different modes showed that the bus usage was more or less stagnant with the lion’s share being cornered by car (driver) usage (Fig.2). However, the government’s Public Service Agreement target proposed to increase use of public transport (bus and light rail) in England by 12 percent based on 2000-2001 figures of 3966 million passenger journeys per year in England. Thus, while nearly 21 percent growth was achieved in increasing bus and light rail passenger journeys in year 2008-2009 (DfT, 2009, pp. 41-42), the bus passenger use decline was significant in the metropolitan England up-to 50 percent in year 2008-2009 from year 1985-8. But, Wales and Scotland recorded declining public transport use, which meant a 25 percent drop. Even in non-metropolitan areas of England, bus patronage declined by 18 percent during this period. But London recorded massive bus patronage growth of 88 percent (p. 42). Significantly, omnibus surveys of passenger satisfaction showed that passenger preferences lay foremost with cheaper fares followed by reliability of bus services and then by more day-time buses (Fig.3). The latest GB transport statistics for the period 1998 to 2010 (Fig. 4, parts in blue colored font) show that while passenger journeys for London increased from 1281 in 1997-98 to 2238, the corresponding figures for other areas in England, including both metro and non-metro areas, show decline or stagnation. Also, places like Wales show consistently declining bus passenger count while Scotland appears to be stagnating. Additionally, bus passenger journeys as a percent of all travel modes declined consistently from 42 percent in 1952 to a lowly 5 percent in 2009 (DfT, 2009) (Fig 5). The main question then is why the integrated policies of 1998, 2000 and 2004 failed. One reason is the lack of sustained and strategic planning, compounded by change of governments, causing shift in policy focus. Another is the excessive freedom given to local authorities, affecting national goals. Again, the lower funds invested in transport planning may render the proposed Transport Innovation Fund be too little too late. The failure to achieve 10 percent bus patronage target is also due to failure to achieve other policy outcomes. Thus, one key factor was the failure to improve bus service punctuality and reliability. This is corroborated by the marked preference of most bus passengers for cheaper fares and punctual services vide omnibus surveys. Unlike London, other English towns performed lower in bus punctuality. Due to various factors, both regular passengers and infrequent travelers were dissatisfied with the bus services, particularly because of increased waiting times at bus stops (DfT, 2006, pp.22-23). London improved bus patronage levels mainly due to its congestion charge scheme, greater support and quality partnerships with bus operators and greater autonomy of the Mayor. The rising car count outside London also contributed to bus passenger journey decline and this indicates a failure of restraint policies advocated in the 1998 white paper. Partly, this is due to increased disposable incomes. As per the DfT’s own assessment, the bus patronage level will decline further due to falling service levels, higher fares and high subsidies (p. 28). Also, poor attitudes of bus drivers, services and marketing, lack of reliability, frequent bus schedule changes, lack of safety on buses during night, and lack of timely passenger information foretell further decline (p. 31). Some recommendations for the UK government in conclusion The areas needing improvement have been identified by the DfT. One is bus punctuality and reliability while another is passenger convenience and quality of services. Improvement efforts are already underway. But more consistency is required. London’s success also holds lessons for entire England. The degree and kind of devolution of power to local authorities is also to be re-examined. Better and more number of quality contracts and road pricing schemes can also improve things. Investments are also to be properly channeled into problem areas so that resources are used more productively. Also, the government should set its targets realistically and in terms of transport goals set by the EU of which the UK is a member. The groundwork is already done and the government has identified key measures to be adopted, but more consistent policy implementation is required. It is essential that the government pursue integrated transportation and establish a multimodal transport system that can address the peculiar demographic and socio-economic conditions that govern transport issues in the UK. 7. References Department for Transport (DfT), 1998, ‘A new deal for transport: better for everyone’, White Paper, Department for Transport, London Department for Transport (DfT), 2000, ‘Transport Ten Year Plan 2000’, Department for Transport, London Department for Transport (DfT), 2004, ‘The future of transport: a network for 2030’, Department for Transport, London, London, Jul 2004, © Crown Copyright 2004 Department for Transport (DfT), 2006, ‘Putting passengers first’, Department for Transport, London, Report dated Dec, 2006. Department for Transport (DfT), 2009, ‘Transport Trends 2009 Edition’, DfT, London Department for Transport (DfT), 2010, ‘Transport Statistics Bulletin 2010’, DfT, London, Nov 2010. Office for National Statistics, 2010, ‘Social Trends No 40-2010’, ONS, Newport, SW, UK, Report dated July, 6, 2010 RCEP, 1995, Transport and the environment, The Royal Commission on Environment Pollution’s Eighteenth Report, Oxford: OUP, @ Crown copyright 1995. RCEP, 1997, Transport and environment-Developments since 1994, Twentieth Report, London: The Stationery Office Ltd, Sept 1997. 8. Appendix Table 1 Passenger journeys: by mode of public transport Great Britain Millions   1955 1965 1975 1985/86 1995/96 2005/06 2007/08 2008/09 Local buses 15,592 11,239 7,533 5,819 4,494 4,795 5,165 5,236 National rail 994 865 730 686 761 1,082 1,232 1,274 London Underground 676 657 601 732 784 970 1,096 1,089 Other rail and metros .. 24 15 72 83 173 198 200 Air passengers 1 5 6 9 14 23 22 21 All passenger journeys 17,263 12,790 8,885 7,318 6,136 7,043 7,713 7,820 Fig.1: Passenger use of different modes of transport, Great Britain (Source: Social Trends 40: 2010 and Department for Transport, UK) Table 2 Trips per person per year: by mode Great Britain Number of trips   1995– 1997 1998– 2000 2002 2003 2004 2005 2006 2007 2008 Car/van driver 425 434 435 425 422 435 430 408 410 Car/van passenger 239 238 239 232 229 236 228 218 227 Walk 292 271 244 246 246 245 249 216 221 Bus 68 65 65 67 65 64 65 66 65 Rail 19 21 22 22 24 23 24 25 27 Bicycle 18 17 16 15 16 14 16 14 16 Other 25 26 26 27 25 27 24 24 26 All modes 1,086 1,071 1,047 1,034 1,026 1,044 1,037 972 992 Fig.2 Trips per person per year, all modes (Source: DfT National Travel Survey) Fig.3: Bus Passenger preferences for year 2004, 2005, 2006, 2007 and 2008 (Source: ONS and DfT) Table BUS0103               Annual passenger journeys on local bus services by area type, Great Britain 1970 to 2009/10                     Millions     Estimation method1 London English metropolitan areas English non-metropolitan areas England Scotland Wales Great Britain 1970     1,502 2,986 .. .. .. .. 8,643 1971     1,479 .. .. .. .. .. 8,128 1972     1,412 .. .. .. .. .. 7,901 1973     1,438 .. .. .. .. .. 7,866 1974     1,472 .. .. .. .. .. 7,706 1975     1,453 2,599 .. .. 891 .. 7,524 1976     1,421 2,459 .. .. 881 .. 7,141 1977     1,372 2,356 .. .. 824 .. 6,856 1978     1,300 2,269 .. .. 794 .. 6,617 1979     1,232 2,245 .. .. 786 .. 6,463 1980     1,181 2,207 .. .. 763 .. 6,216 1981     1,079 2,033 .. .. 716 .. 5,688 1982     1,041 1,981 1,615 4,637 694 181 5,512 1983     1,087 2,011 1,623 4,721 680 180 5,581 1984     1,162 2,047 1,598 4,807 669 168 5,644 1985/ 86     1,152 2,068 1,582 4,801 671 163 5,635 1986/ 87 2   1,164 1,810 1,565 4,538 644 152 5,335 1987/ 88     1,207 1,732 1,545 4,484 647 156 5,287 1988/ 89     1,211 1,695 1,496 4,402 647 161 5,210 1989/ 90     1,188 1,648 1,468 4,304 613 151 5,068 1990/ 91     1,178 1,547 1,390 4,115 585 145 4,845 1991/ 92     1,149 1,478 1,328 3,956 571 133 4,660 1992/ 93     1,129 1,383 1,302 3,814 532 129 4,475 1993/ 94     1,117 1,337 1,268 3,722 525 133 4,381 1994/ 95     1,155 1,330 1,273 3,758 513 132 4,403 1995/ 96     1,193 1,358 1,303 3,853 506 130 4,489 1996/ 97     1,230 1,310 1,304 3,844 478 133 4,455 1997/ 98     1,281 1,292 1,286 3,859 448 122 4,430 1998/ 99     1,266 1,256 1,286 3,808 424 118 4,350 1999/ 2000     1,294 1,213 1,297 3,804 455 117 4,376 2000/ 01     1,347 1,203 1,292 3,842 458 119 4,420 2001/ 02     1,422 1,196 1,263 3,881 466 108 4,455 2002/ 03     1,527 1,182 1,255 3,964 471 115 4,550 2003/ 04     1,692 1,162 1,233 4,087 478 116 4,681 2004/ 05   Old .. 1,128 1,210 4,140 479 118 4,737 2004/ 05   New 1,802 1,066 1,137 4,005 461 121 4,587 2005/ 06     1,881 1,037 1,158 4,077 468 120 4,664 2006/ 07     1,993 1,060 1,236 4,290 482 118 4,890 2007/ 08     2,160 1,075 1,283 4,519 498 120 5,137 2008/ 09     2,228 1,080 1,317 4,626 493 125 5,244 2009/ 10     2,238 1,073 1,292 4,604 467 117 5,188 Fig.4: Source-DfT Bus Statistics Bulletin 2010 Passenger transport: by mode: 1952-2009                                   Billion passenger kilometers/%         Road           Year Buses & Coaches % Cars, vans & taxis % Motor cycles % Pedal cycles % All Road %   Rail 1 % Air (UK)2 % All modes 3 % 1952 92 42 58 27 7 3 23 11 180 82 38 18 0 0.1 218 100 1953 93 41 64 29 7 3 21 9 185 83 39 17 0 0.1 225 100 1954 92 40 72 31 8 3 19 8 191 83 39 17 0 0.1 230 100 1955 91 38 83 35 8 3 18 8 200 84 38 16 0 0.1 239 100 1956 89 36 91 37 8 3 16 7 204 83 40 16 1 0.2 245 100 1957 84 34 92 38 9 4 16 7 201 83 42 17 1 0.2 244 100 1958 80 31 113 44 9 4 14 5 216 84 41 16 1 0.2 258 100 1959 81 30 126 46 11 4 14 5 232 85 41 15 1 0.2 273 100 1960 79 28 139 49 11 4 12 4 241 86 40 14 1 0.3 282 100 1961 76 26 157 53 11 4 11 4 255 86 39 13 1 0.3 295 100 1962 74 25 171 57 10 3 9 3 264 87 37 12 1 0.4 302 100 1963 73 23 185 59 8 3 8 3 274 88 36 12 1 0.4 312 100 1964 71 21 214 63 8 2 8 2 301 89 37 11 2 0.4 340 100 1965 67 19 231 66 7 2 7 2 312 89 35 10 2 0.5 349 100 1966 67 18 252 68 7 2 6 2 332 90 35 9 2 0.5 369 100 1967 66 17 267 70 6 2 6 2 345 91 34 9 2 0.5 381 100 1968 64 16 279 72 5 1 5 1 353 91 33 9 2 0.5 389 100 1969 63 16 286 72 5 1 5 1 359 91 35 9 2 0.5 395 100 1970 60 15 297 74 4 1 4 1 365 91 36 9 2 0.5 403 100 1971 60 14 313 75 4 1 4 1 381 91 35 9 2 0.5 419 100 1972 60 14 327 76 4 1 4 1 395 91 34 8 2 0.5 431 100 1973 61 14 345 76 4 1 4 1 414 92 35 8 2 0.5 452 100 1974 61 14 333 76 5 1 4 1 403 91 36 8 2 0.5 441 100 1975 60 14 331 76 6 1 4 1 401 92 36 8 2 0.5 438 100 1976 58 13 348 77 7 2 5 1 418 92 33 7 2 0.5 452 100 1977 58 13 354 77 7 1 6 1 425 92 34 7 2 0.5 461 100 1978 56 12 368 78 7 1 5 1 436 92 35 7 3 0.6 474 100 1979 56 12 365 77 7 2 5 1 433 92 35 7 3 0.6 471 100 1980 52 11 388 79 8 2 5 1 453 92 35 7 3 0.6 491 100 1981 48 10 394 80 10 2 5 1 458 93 34 7 3 0.6 495 100 1982 48 10 406 81 10 2 6 1 470 93 31 6 3 0.6 504 100 1983 48 9 411 80 9 2 6 1 474 93 34 7 3 0.6 511 100 1984 48 9 432 81 9 2 6 1 495 93 35 7 3 0.6 533 100 1985 49 9 441 80 8 1 6 1 504 93 36 7 4 0.7 543 100 1986 47 8 465 81 8 1 6 1 525 93 37 7 4 0.7 566 100 1987 47 8 500 81 7 1 6 1 560 93 39 6 4 0.7 603 100 1988 46 7 536 82 6 1 5 1 595 93 41 6 5 0.7 640 100 1989 47 7 581 83 6 1 5 1 640 93 40 6 5 0.7 685 100 1990 46 7 588 84 6 1 5 1 645 93 40 6 5 0.8 690 100 1991 44 6 582 85 6 1 5 1 637 94 39 6 5 0.7 681 100 1992 43 6 583 85 5 1 5 1 635 94 38 6 5 0.7 678 100 1993 44 6 584 86 4 1 4 1 636 94 37 5 5 0.8 678 100 1993 44 6 607 86 4 1 4 1 659 94 37 5 5 0.7 701 100 1994 44 6 614 86 4 1 4 1 666 94 36 5 5 0.8 707 100 1995 43 6 618 87 4 1 4 1 669 94 37 5 6 0.8 712 100 1996 43 6 622 87 4 1 4 1 674 94 39 6 6 0.9 719 100 1997 44 6 632 87 4 1 4 1 685 93 42 6 7 0.9 734 100 1998 45 6 636 87 4 1 4 1 689 93 44 6 7 1.0 740 100 1999 46 6 642 86 5 1 4 1 697 93 47 6 7 1.0 751 100 2000 47 6 640 86 5 1 4 1 695 93 47 6 8 1.0 750 100 2001 47 6 654 85 5 1 4 1 710 93 48 6 8 1.0 765 100 2002 47 6 677 85 5 1 4 1 733 93 48 6 8 1.1 790 100 2003 47 6 674 85 6 1 5 1 731 93 50 6 9 1.2 790 100 2004 37 5 679 86 6 1 4 1 726 92 51 6 10 1.2 787 100 2005 36 5 675 86 6 1 4 1 721 92 52 7 10 1.3 783 100 2006 .. 4 .. 682 .. 6 . 5 . .. .. 56 .. 10 .. .. 100 2007 37 5 685 86 6 1 4 1 732 91 59 7 10 1.2 801 100 2008 39 5 678 85 5 1 5 1 727 91 61 8 9 1.1 797 100 2009 p 37 5 680 85 6 1 5 1 727 91   61 8 8 1.1 797 100 Fig 5: Chart showing percentage decline in bus travel out of total travel Fig 6. Comparison of travel by different modes in GB, 2009 (Source: DfT) Passenger transport:1 by mode Great Britain Percentages   Car and van2 Bus and coach Rail3 Other4 1952 26.6 42.2 17.4 13.9 1953 28.4 41.3 17.3 12.5 1954 31.3 40.0 17.0 11.9 1955 34.7 38.1 15.9 11.0 1956 37.1 36.3 16.3 10.0 1957 37.7 34.4 17.2 10.5 1958 43.8 31.0 15.9 9.1 1959 46.2 29.7 15.0 9.4 1960 49.3 28.0 14.2 8.4 1961 53.2 25.8 13.2 7.8 1962 56.6 24.5 12.3 6.7 1963 59.3 23.4 11.5 5.5 1964 62.9 20.9 10.9 5.2 1965 66.2 19.2 10.0 4.5 1966 68.3 18.2 9.5 4.0 1967 70.1 17.3 8.9 3.7 1968 71.7 16.5 8.5 3.1 1969 72.4 16.0 8.9 3.0 1970 73.7 14.9 8.9 2.5 1971 74.7 14.3 8.4 2.4 1972 75.9 13.9 7.9 2.4 1973 76.3 13.5 7.7 2.3 1974 75.5 13.8 8.2 2.5 1975 75.6 13.7 8.2 2.8 1976 77.0 12.8 7.3 3.2 1977 76.8 12.6 7.4 3.3 1978 77.6 11.8 7.4 3.1 1979 77.5 11.9 7.4 3.2 1980 79.0 10.6 7.1 3.3 1981 79.6 9.7 6.9 3.6 1982 80.6 9.5 6.2 3.8 1983 80.4 9.4 6.7 3.5 1984 80.9 9.0 6.6 3.4 1985 81.1 9.0 6.6 3.2 1986 82.1 8.3 6.6 3.1 1987 83.0 7.8 6.5 2.8 1988 83.8 7.2 6.4 2.4 1989 85.0 6.9 5.7 2.3 1990 85.2 6.7 5.8 2.4 1991 85.5 6.5 5.7 2.3 1992 86.0 6.3 5.6 2.2 1993 86.6 6.3 5.3 1.9 1994 87.0 6.2 5.0 1.8 1995 86.8 6.0 5.2 2.0 1996 86.5 6.0 5.4 2.0 1997 86.2 6.0 5.7 2.1 1998 86.0 6.1 6.0 2.0 1999 85.5 6.1 6.1 2.1 2000 85.5 6.3 6.3 2.3 2001 85.5 6.1 6.1 2.2 2002 85.7 6.0 6.1 2.2 2003 85.3 6.0 6.2 2.5 2004 85.2 6.0 6.3 2.5 2005 84.8 6.2 6.5 2.5 2006 84.5 6.2 6.8 2.6 2007 84.3 6.1 7.2 2.5 Fig. 7: Passenger journeys in GB by different modes, 2010 (DfT) Trips1 to and from school: by age of child and selected mode2 Great Britain Percentages   Age 5–10   Age 11–16   Walk Car/van Other3   Walk Car/van Other3 1989–1991 62 27 10 48 14 38 1990–1992 61 28 11 48 14 38 1991–1993 60 29 10 46 15 39 1992–1994 61 30 10 44 16 39 1993–1995 60 31 9 42 18 39 1994–1996 59 32 9 42 20 37 1995–1997 53 38 9 42 20 38 1996–1998 53 37 10 42 21 37 1997–1999 53 39 9 42 21 37 1998–2000 56 37 8 43 20 38 1999–2001 53 40 7 42 19 39 2002 51 41 8 38 24 39 2003 51 41 9 40 23 37 2004 49 43 9 43 22 34 2005 49 43 8 44 22 34 2006 52 41 8 41 20 38 2007 51 41 9 43 22 35 2008 48 43 9 40 21 39 Fig 8: Trips of children by various modes to school, 2010 GB (DfT) Read More