A new deal for transport? - Transport Policy and Planning in Great Britain - page 122

to reverse bus deregulation and rail privatisation) which the Labour leadership had
also argued for when in opposition.
The broader context for transport decision-making was applied straightaway in two
important fields. The first was in the Government's review of its trunk roads programme
(DETR 1998b) which was conducted using a new set of appraisal criteria (11.4). All
proposals inherited from the Conservatives which were sufficiently advanced to be
considered for implementation during the subsequent seven years were examined.
Of the projects selected five had benefit/cost ratios of less than 2:1 whereas others
with much higher economic returns were omitted - apparent evidence of a shift from
previous practice in which economic considerations had predominated.
The Government's programme contained just 37 schemes from the 'wish-list' of
156 which it had inherited (LTT 244). However whilst technically the programme
was being 'scaled back' it was misleading to imply that the remaining schemes might
not at some stage be proceeded with. Most were either to be referred to Regional
Planning Bodies for further consideration or were on parts of the network which the
Government intended to 'detrunk' and thus transfer responsibility to local highway
authorities.
Many schemes were subsumed within a new programme of 'corridor studies'
announced by the Government, mostly multi-modal in nature. Whilst the declared aim
of these studies was genuine enough (i.e. to secure a broader assessment of schemes and
possible alternatives to the original road proposal) it was also politically convenient that
they had the effect of putting off the need for a decision for several years.
The second field to which the broader remit was applied was the programmes of
local highway authorities. In place of annual TPP submissions authorities were asked to
prepare Local Transport Plans (LTPs) for a five-year period, supplemented by Annual
Progress Reports (APRs). These plans were presented as 'the key to the delivery of
integrated transport locally' to be backed by additional capital funding. They were to
be drawn up in consultation with local transport operators and other stakeholders,
cover all forms of transport, and include packages of measures designed to meet local
transport needs within the five overarching national objectives. Topics to be covered
included co-ordination with air quality action plans, the voluntary adoption of green
transport plans by major employers, disability issues, public transport interchange,
social inclusion, the needs of the countryside and the encouragement of walking and
cycling - all of which would not have received explicit attention previously.
Alongside action on the national roads programme the Government took steps to
promote the development of alternative modes. The White Paper contained details
of its manifesto commitment to establish a Strategic Rail Authority which it claimed
would provide 'a clear, coherent and strategic programme for the development of our
railways'. The SRA was in effect New Labour's attempt to claim some influence over
the future of the railway without engaging in the costly and controversial business of
renationalisation.
The SRA was also to assume responsibility for the franchising of passenger services.
However since the first round of franchises had only recently been let it was inevitable
that in its initial years the SRA would be unable to exercise the intended leverage
to secure wider passenger and public benefits. Potentially more significant was the
Government's intention to supply additional funds in support of investment in the rail
network. The Government also proposed to add to the duties of the Rail Regulator by
requiring him to have regard to statutory guidance from the Secretary of State on his
broad policy objectives for the railway.