Trends 2009

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 website 1. 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
publicationgeneral.enq@dft.gsi.gov.uk 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
publicationgeneral.enq@dft.gsi.gov.uk.
Dorothy Anderson (editor)
1
http://www.dft.gov.uk/pgr/statistics/datatablespublications/trends
1
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
2
Transport Trends: 2009 edition Contents
Contents
Summary .............................................................................................................. 7
Section 1: Roads, Vehicles and Congestion.......................................................... 9
Road Traffic, Speed and Congestion................................................................. 11
1.1 Road traffic ............................................................................................. 11
1.2 Road traffic and travel intensity .............................................................. 12
1.3 Car occupancy ....................................................................................... 13
Average Congestion and Speed ........................................................................ 15
1.4 Congestion ............................................................................................. 15
Road Length and Condition ............................................................................... 18
1.5 Road length ............................................................................................ 18
1.6 Road condition ....................................................................................... 19
Expenditure on Road Building and Maintenance............................................... 20
1.7 Expenditure and investment in roads ..................................................... 20
Attitudes of Road Users..................................................................................... 22
1.8 Road user attitudes ................................................................................ 22
Vehicle Stock and Car Ownership ..................................................................... 23
1.9 Motor vehicles currently licensed ........................................................... 23
1.10 Household car ownership ....................................................................... 25
1.11 People with a driving licence .................................................................. 26
Section 2: Personal Travel by Mode .................................................................... 29
2.1 Passenger travel by mode...................................................................... 30
2.2 Trends in travel....................................................................................... 31
2.3 Passenger trips by mode........................................................................ 32
2.4 Distance travelled by mode .................................................................... 33
2.5 Time spent travelling by mode................................................................ 34
2.6 Changes in relative costs of transport .................................................... 35
2.7 Household expenditure .......................................................................... 37
2.8 Taxes and Charges on Road Users ....................................................... 38
Section 3: Public Transport.................................................................................. 39
Bus and Light rail services................................................................................. 41
3.1 Local bus and light rail passenger journeys............................................ 41
3.2 Local bus reliability ................................................................................. 43
3.3 Bus passenger satisfaction..................................................................... 44
Rail services ...................................................................................................... 46
3.4 Rail journeys........................................................................................... 46
3.5 Investment in rail .................................................................................... 48
3.6 Age of rail rolling stock ........................................................................... 50
3.7 Rail punctuality and reliability ................................................................. 51
3.8 Rail passenger satisfaction..................................................................... 55
Section 4: Variation in Personal Travel and Access to Services.......................... 59
Variation in travel by household income and car ownership .............................. 61
4.1 Travel by household income group ........................................................ 61
3
4.2 Household car access by income group................................................. 63

4.3 Travel by household car availability........................................................ 64
Variation in travel by age and gender ................................................................ 65
4.4 Trips made by age and gender............................................................... 65
4.5 Distance travelled by age and gender .................................................... 68
Variation in travel by trip purpose ...................................................................... 69
4.6 Mode of travel to work ............................................................................ 69
4.7 Mode of travel to school ......................................................................... 70
4.8 Mode of travel for shopping trips ............................................................ 71
4.9 Distance travelled, trip length and time taken by purpose ...................... 72
Access to local transport services and everyday facilities ................................. 74
4.10 Access to local bus services................................................................... 74
4.11 Access to local facilities.......................................................................... 75
Section 5: Freight and Logistics........................................................................... 77
5.1 Goods moved ......................................................................................... 79
5.2 Goods lifted ............................................................................................ 80
5.3 Length of haul......................................................................................... 81
5.4 Commodities moved............................................................................... 82
5.5 Road goods vehicle intensity.................................................................. 84
5.6 Road freight efficiency ............................................................................ 85
5.7 Road freight mode of working................................................................. 87
5.8 Heavy goods vehicle stock ..................................................................... 88
5.9 UK international freight movement ......................................................... 89
Section 6: Ports and Airports ............................................................................... 91
6.1 Visits to and from the UK by area........................................................... 92
6.2 Visits to and from the UK by journey purpose ........................................ 93
6.3 Visits to and from the UK by mode ......................................................... 95
6.4 Passengers using UK airports ................................................................ 97
6.5 United Kingdom international passenger movements ............................ 98
Section 7: Safety................................................................................................ 101
Casualties by Mode ......................................................................................... 103
7.1 Reported fatality rates .......................................................................... 103
7.2 Reported road accidents and casualties, and road traffic..................... 105
7.3 People reported killed or seriously injured in road accidents................ 106
7.4 Passengers killed in railway accidents by type of accident................... 107
7.5 Rail signals passed at danger .............................................................. 108
Public perceptions of public transport safety ................................................... 109
7.6 Concern about crime on public transport.............................................. 109
7.7 Bus passenger perceptions of safety ................................................... 110
7.8 Vehicle crime........................................................................................ 112
7.9 Fear of car crime .................................................................................. 114
Section 8: Health and the Environment ............................................................. 115
Transport's impact on health............................................................................ 117
8.1 Walking and cycling.............................................................................. 117
8.2 Attitudes to walking and cycling............................................................ 119
4
Transport's impact on the environment............................................................ 121

8.3 Greenhouse gas emissions .................................................................. 121
8.4 Carbon dioxide emissions by source - National Atmospheric Emissions
Inventory.......................................................................................................... 123
8.5 Greenhouse gas emissions by economic sector - Environmental
Accounts.......................................................................................................... 125
8.6 Local air pollutants ............................................................................... 127
8.7 Decoupling impacts .............................................................................. 130
8.8 Energy consumption and fuel efficiency ............................................... 133
8.9 Noise from transport ............................................................................. 136
8.10 Public attitudes to transport and the environment ................................ 139
8.11 Land changing to transport use ............................................................ 141
Notes and definitions.............................................................................................. 143
Annex 1: Abbreviations used in Transport Trends ................................................. 170
Annex 2: Public Service Agreement (PSA) Targets ............................................... 171
Annex 3: Sustainable development indicators........................................................ 173
5
6
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.
7
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.
8
Transport Trends: 2009 edition 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
9
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
10
Road Traffic, Speed and Congestion
1.1 Road traffic
Trend 1.1b – Road traffic by cars Trend 1.1b – Road traffic by modes
and other modes: 1980 to 2008, other than car: 1980 to 2008,
Great Britain Great Britain
Light vans Heavy goods vehicles
Cars and taxis Other Motor cycles Buses and coaches
Pedal cycles
600 120
Billion vehicle kilometres
500 100
400 80
300 60
200 40
100 20
0 0
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.
11
1.2 Road traffic and travel intensity
Trend 1.2a – Road traffic, passenger kilometres and GDP: 1980 to 2008, Great
Britain
Total vehicle kilometres GDP Total passenger kilometres
220
200
180
Index: 1980=100
160
140
120
100
80
60
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)
120
110
Index: 1980=100
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.
12
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
Persons per vehicle
1.4
1.60 1.58 1.59 1.58 1.57 1.58 1.58 1.56 1.60
1.2
1.0
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.
13
Trend 1.3b – Average car occupancy by trip purpose: 2008, Great Britain
Shopping
Holiday/ day trip
Education
Personal business
Leisure
Com m uting
Business
Other
1.0 1.2 1.4 1.6 1.8 2.0 2.2
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).
14
Average Congestion and Speed
1.4 Congestion
Trend 1.4a – Journey time reliability measure for the Strategic Road Network,
England
Performance (91 routes) Baseline from March 2008

Performance (95 routes) Baseline to March 2008
4.5
Delay for slowest 10% journeys
(minutes per 10 vehicle miles)
4.0
3.5
3.0
2.5
2.0
1.5
1.0
0.5
0.0
Nov P
Nov
Nov
Nov
Nov
Oct
Oct
Oct
Oct
Oct
Dec
Dec
Dec
Dec
Jul
Jul
Jul
Jul
Jul
Jun
Aug
Jan
Feb
Jun
Aug
Aug
Jan
Feb
Jun
Aug
Jan
Feb
Jun
Aug
Jan
Feb
Apr
Apr
Apr
Apr
May
May
May
May
Sep
Sep
Sep
Sep
Sep
Mar
Mar
Mar
Mar
2005 2006 2007 2008 2009
Rolling year (month ending)

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.
15
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
10 urban areas Baseline London

Greater Manchester West Midlands West Yorkshire
05:00
Vehicle journey time / minutes and
04:00
seconds per mile
03:00
02:00
01:00
00:00
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.
16
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
Off-peak Evening peak Morning peak

25
20
Miles per hour
15
10
0
1980-82 1983-86 1986-90 1990-94 1994-97 1997-00 2000-03 2003-06
Source: Transport for London
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.
17
Road Length and Condition
1.5 Road length

Trend 1.5 – Road length by road type: 1980 to 2008, Great Britain
Motorway Other trunk Principal Other
450
400
350
Thousand kilometres
300
250
200
150
100
50
0
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.
18
1.6 Road condition
Trend 1.6 Highway Condition Index for local classified roads in England:
2006/07 to 2008/09
'A' Roads 'B' and 'C' Roads All Classified Roads
120
Im provem ent
Index: 2006/07 England average =100
115
Deterioration
110
105
100
95
90
85
80
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.
19
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
Non-trunk roads Trunk roads (inc. motorways)

Trunk roads (inc. motorways)
3,500
3,000
£ million: 2007/08 prices
2,500
2,000
1,500
1,000
500
0
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 and routine maintenance as well as

expenditure on bridges.
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
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
7,000
6,000
5,000
4,000
3,000
2,000
1,000
0
6
8
/8
/8
/9
/9
/9
/9
/9
/0
/0
/0
/0
/0
85
87
89
91
93
95
97
99
01
03
05
07
19
19
19
19
19
19
19
19
20
20
20
20
Source: Compiled by Department for Transport
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
Traffic congestion in towns and cities Traffic congestion on motorways
100
90
Percentage saying serious or
80
very serious problem
70
60
50
40
30
20
10
0
2001 2002 2004 2005 2006 2007
Source: British Social Attitudes Survey (by NatCen)

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
Private & light goods Motorcycles Buses Goods vehicles Other
40
35
30
25
Millions
20
15
10
0
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
Body type car Other body type
40
35
30
25
Millions
20
15
10
0
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
No car One car Two or more cars
50
40
Percentage
30
20
10
0
1980 1983 1986 1989 1992 1995 1998 2001 2004 2007
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
Males Females All adults
100
80
Percentage
60
40
20
0
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
Trend 1.11b – Adults holding a driving licence by age: 1995/97 to 2008, Great
Britain
1995/97 1998/00 2002 2004 2006 2008
100
80
Percentage
60
40
20
0
17-20 21-29 30-39 40-49 50-59 60-69 70 and
over
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.
27
28
Transport Trends: 2009 edition 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
Rail Buses and coaches
Cars, vans and taxis Other Air Motorcycles
Pedal cycles
900 140
800
120
Billion passenger kilometres
700
100
600
500 80
400 60
300
40
200
100 20
0 0
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
Trips Distance Time

110
105
Index 1995/97=100
100
95
90
85
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
1995/97 1998/00 2002 2004 2006 2008

700
Trips per person per year
600
500
400
300
200
100
0
Car Walk Bicycle/ Local bus Rail/ Other
Motorcycle Tube
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
1995/97 1998/00 2002 2004 2006 2008

6,000
Miles per person per year
5,000
4,000
3,000
2,000
1,000
0
Motorcycle Tube
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
33
2.5 Time spent travelling by mode
Trend 2.5 – Average annual time spent travelling by mode: 1995/97 to 2008,
Great Britain
1995/1997 1998/2000 2002 2004 2006 2008

250
Hours per person per year
200
150
100
50
0
Motorcycle Tube
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
Disposable income Bus and coach fares Rail fares

Vehicle running costs Purchase of vehicle All motoring
130
120
110
Index: 1997 = 100
100
90
80
70
60
50
40
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
Disposable income Bus and coach fares Rail fares

Petrol & Oil Purchase of vehicle All motoring
220
200
180
Index: 1980 = 100
160
140
120
100
80
60
40
20
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
Motoring Fares and other travel costs

90
80
Average weekly household expenditure (£)
70
60
50
40
30
20
10
0
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
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
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
Fuel Duty Vehicle Excise Duty
35
30
25
£ billion
20
15
10
0
6
2
0
6
4
9
/9
/9
/9
/9
/0
/0
/0
/0
/0
/0
/0
/0
/0
/0
95
96
97
98
99
00
01
02
03
04
05
06
07
08
19
19
19
19
19
20
20
20
20
20
20
20
20
20
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

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
Bus Light rail
5,000
4,000
Millions
3,000
2,000
1,000
0
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
London English non-metropolitan areas

English metropolitan areas Scotland
Wales
2,500
2,000
Millions
1,500
1,000
500
0
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
100
99
98
97
Percentage
96
95
98.2 98.5 98.5 98.5 98.6 99.0 98.9 99.0 99.0
94
93
92
91
90
2000/01 2001/02 2002/03 2003/04 2004/05 2005/06 2006/07 2007/08 2008/09
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
England London
Average satisfaction score (out of 100)
100
80
60
40
20
0
2000/01 2001/02 2002/03 2003/04 2004/05 2005/06 2006/07 2007/08 2008/09
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
Satisfied Neither/don't know/don't use buses Dissatisfied
Frequent user - at
least once a week
Infrequent user - less

than once a week
Never
Total
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
2004 2006 2008
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
0 10 20 30 40 50 60 70 80 90 100
Source: Office for National Statistics and Department for Transport

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

1,400
1,200
Million passenger journeys
1,000
800
600
400
200
0
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
46
Trend 3.4b – Distance travelled by national rail passengers: 1980 to 2008/09,

Great Britain
50
Billion passenger kilometres
40
30
20
10
0
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
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
3.5 Investment in rail
Trend 3.5a – Investment in rail infrastructure: 1985/86 to 2008/09, Great Britain
National rail Other rail
5,000
4,000
3,000
2,000
1,000
8
4
6
0
8
2
6
/0
/0
/9
/0
/0
/9
/9
/9
/0
/8
/9
/8
05
07
97
01
03
91
93
95
99
87
89
85
20
20
19
19
20
20
19
19
19
19
19
19
Source: Office for National Statistics and Office of Rail Regulation

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

Britain
National rail Other rail

1,200
1,000
800
600
400
200
8
8
6
6
8
6
0
/0
/8
/8
/9
/0
/0
/0
/0
/9
/9
/9
/9
07
97
85
87
99
01
03
05
89
91
93
95
20
20
19
20
20
19
19
19
19
19
19
19
Source: Office for National Statistics, Office of Rail Regulation

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
2000/01 2001/02 2002/03 2003/04 2004/05 2005/06
2006/07 2007/08 2008/09
30
25
20
Years
15
10
0
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
All operators Regional operators

London and SE operators Long distance operators
100
80
Percentage
60
40
20
0
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
am peak both peaks pm peak

6
5
Percentage
0
1990 1992 1994 1996 1998 2000 2002 2004 2006 2008
Source: Office of Rail Regulation and Transport for London

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
Scheduled Operated
80
70
60
Million kilometres
50
40
30
20
10
0
1990/91 1992/93 1994/95 1996/97 1998/99 2000/01 2002/03 2004/05 2006/07 2008/09p
53
Trend 3.7d – London Underground excess journey time: 1998/99 to 2008/09

10
9
8
7
6
Minutes
5
4
3
2
1
0
1998/99 2000/01 2002/03 2004/05 2006/07 2008/09
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
2001 2003 2005 2007 2009

100
80
Percentage satisfied
60
40
20
0
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)
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
2006 2009
100
80
60
40
20
0
Overall Punctuality Frequency Num ber of Cost of fares Information Inform ation Inform ation
quality of and of trains destinations about train at stations on fares
service reliability times
Source: DfT: ONS Opinions Survey

Trend 3.8c - Satisfaction with short distance rail services, by users and non-
users of short distance rail services: 2009
Users of short distance rail Non-users of short distance rail
Cost of fares
Information on fares
Information at stations
Frequency of trains
Punctuality and
reliability
Information about train

times
Overall quality of
service
0 20 40 60 80 100

56
Trend 3.8d - Ways in which short distance rail services could be improved:
2006 and 2009
2006 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
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
1995/97 2008
1,400
1,200
1,000
800
600
400
200
0
Lowest Second Third Fourth Highest All
real quintile quintile quintile real incomes
income income
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
1995/97 2008
14,000
12,000
10,000
8,000
6,000
4,000
2,000
0
Lowest Second Third Fourth Highest All
real quintile quintile quintile real incomes
income income
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
None One Two or more

100
Percentage of households
80
60
40
20
0
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
1995/97 2008
1,400
Trips per adult (17 and over) per year
1,200
1,000
800
600
400
200
0
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
1995/97 2008
12,000
Miles per adult (17 and over) per year
10,000
8,000
6,000
4,000
2,000
0
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
Males Females All

1,400
1,200
1,000
800
600
400
200
0
<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
Walk Car driver Car passenger Other
130
120
Index: 1996=100
110
100
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
Index: 1996=100
110
100
90
80
70
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
Car driver Car passenger Bus and coach Walk Bicycle Other
100
80
Percentage of trips
60
40
20
0
<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
Males Females All

12,000
10,000
8,000
6,000
4,000
2,000
0
<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
Car, van and minibus Bus and coach

Walk All rail
Motorcycle, bicycle and other
100
80
Percentage of trips
60
40
20
0
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
Percentage of trips
60
40
20
0
1995/97 1998/00 2002 2003 2004 2005 2006 2007 2008
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
Percentage of trips
60
40
20
0
1995/97 1998/00 2002 2003 2004 2005 2006 2007 2008
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
Percentage of trips
60
40
20
0
1995/97 1998/00 2002 2003 2004 2005 2006 2007 2008
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.
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
Commuting and business Education and escort education

Shopping and personal business Leisure/other
3,000
2,500
2,000
1,500
1,000
500
0
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
20
15
Miles
10
0
Commuting Business Education Shopping Leisure All
journeys
Trend 4.9c – Average trip time by purpose: 1995/97 and 2008, Great Britain
1995/97 2008
40
30
Minutes
20
10
0
Commuting Business Education Shopping Leisure All
journeys
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
1998/2000 2008
London boroughs
Metropolitan built-up areas
Large urban
Medium urban
Small/medium urban
Small urban
Rural
Great Britain
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
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
100
80
Percentage
60
40 82.4
61.8 61.4
55.8
49.4 50.2
20 36.1
0
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
25
20
15
Minutes
24.6
10
18.1
15.7
5 10.2 10.9
8.7 9.3
0
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
Transport Trends: 2009 edition 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
Road Rail Water Pipeline
300
250
Billion tonne kilometres
200
150
100
50
0
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
2,500
2,000
Million tonnes
1,500
1,000
500
0
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
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
600
500
Kilometres
400
300
200
100
0
1980 1982 1984 1986 1988 1990 1992 1994 1996 1998 2000 2002 2004 2006 2008
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
5.4 Commodities moved

Trend 5.4a – Domestic freight moved by commodity: 1980 and 2008, Great
Britain
1980 2008
200
180
Billion tonne kilometres
160
140
120
100
80
60
40
20
0
Petroleum products Coal and coke Other commodities
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.
82
Trend 5.4b – Domestic freight moved by commodity and mode: 2008, Great
Britain

100
80
Percentage
60
40
20
0
Petroleum products Coal and coke Other commodities
(55 billion tonne-kms) (10 billion tonne-kms) (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
5.5 Road goods vehicle intensity

Trend 5.5 – Goods vehicle freight and goods vehicle mileage intensity: 1980 to
2008, Great Britain
Tonne kilometres/GDP (GB registered HGVs) Vehicle kilometres/GDP (All HGVs)
120
115
110
Index: 1980 = 100
105
100
95
90
85
80
75
70
06
08
98
02
04
00
80
88
90
92
94
96
82
84
86
19
20
20
20
19
20
20
19
19
19
19
19
19
19
19
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
5.6 Road freight efficiency

Trend 5.6a – Domestic road freight average payload: 1982 to 2008, Great
Britain
12
10
8
Tonnes
0
82
84
86
88
90
92
94
96
98
00
02
04
06
08
19
19
19
19
19
19
19
19
19
20
20
20
20
20
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
Trend 5.6b – Domestic road freight efficiency indicators: 1982 to 2008,

Great Britain
Lading factor (%) Empty running (%)

100
80
Percentage
60
40
20
0
96
98
04
82
84
90
00
02
06
86
88
92
94
08
19
19
20
20
20
20
19
19
19
19
19
19
19
20
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
5.7 Road freight mode of working
Trend 5.7 – Domestic road freight lifted by mode of working: 1980 to 2008,
Great Britain
Hire and reward Own account
2,000
1,500
Million tonnes
1,000
500
0
80
82
84
86
88
90
92
94
96
98
00
02
04
06
08
19
19
19
19
19
19
19
19
19
19
20
20
20
20
20
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
5.8 Heavy goods vehicle stock

Trend 5.8 – Goods vehicle stock at end year: 1982 to 2008, Great Britain
Artics up to 37 tonnes Artics over 37 tonnes Rigids
500
400
Thousands
300
200
100
9 82 9 84 9 86 9 88 9 90 9 92 9 94 9 96 9 98 0 00 0 02 0 04 006 0 08
1 1 1 1 1 1 1 1 1 2 2 2 2 2
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
5.9 UK international freight movement
Trend 5.9 – UK International freight lifted: 1980 to 2008, United Kingdom
Sea Channel Tunnel Air

500
400
Million tonnes
300
200
100
0
80
82
86
84
90
88
92
94
96
98
00
02
04
06
08
19
19
19
19
19
19
19
19
19
19
20
20
20
20
20
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

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
Europe North America Elsewhere

80
70
60
50
Millions
40
30
20
10
0
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
Europe North America Elsewhere

35
30
25
Millions
20
15
10
0
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
Holiday Business Visiting friends or relatives Miscellaneous

80
70
60
50
Millions
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):

Holiday Business Visiting friends or relatives Miscellaneous

35
30
25
Millions
20
15
10
0
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

80
70
60
50
Millions
40
30
20
10
0
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

35
30
25
Millions
20
15
10
0
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
International Domestic
250
200
Millions
150
100
50
0
1980 1984 1988 1992 1996 2000 2004 2008
Source: Civil Aviation Authority
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
6.5 United Kingdom international passenger movements

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

© 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.
98
6.5b – United Kingdom international passenger movements by air, by country

of embarkation or landing (Worldwide): 2008

© 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.
99
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
Car Van Bus or coach Rail* Air

7
Per billion passenger kilometres
0
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.

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
Motorcycle Pedestrian Pedal cycle

140
Per billion passenger kilometres
120
100
80
60
40
20
0
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
Total casualties Killed or seriously injured (KSIs)

Slight casualties
400
350
300
Thousands
250
200
150
100
50
0
1980 1984 1988 1992 1996 2000 2004 2008
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:
All traffic Total personal injury accidents

Total casualties Killed or seriously injured (KSIs)
200
180
160
140
Index: 1980 = 100
120
100
80
60
40
20
0
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
Car users Pedestrians

Motorcyclists Pedal cyclists
All other road users Children (also incl. elsewhere)
35
30
25
Thousands
20
15
10
0
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
In train accidents In train movement accidents

40
35
Number of passengers killed
30
25
20
15
10
0
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
All SPADs Potentially significant SPADs

Potentially severe SPADs
700
600
500
Number
400
300
200
100
0
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
100 2 5 3
12 13
15
80
Percentage
60
65 65
65
40
20
20 15
20
0
Public transport user Non user All adults

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
100
80
45 47
49 52 50 53
Percentage
60
40
50 48 43
20 42 40 40
0
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
100
80 36
43
54 52
Percentage
60
40
62
54
20 40 42
0
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
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
Theft of and from vehicles BCS Vehicle related thefts
5,000
4,000
Thousands
3,000
2,000
1,000
0
84
86
88
94
19 6
90
92
80
82
20 9
20 1
20 5
20 7
9
9
/9
/0
/0
/0
/0
/0
19
19
19
19
19
19
19
19
19
98
00
02
04
06
08
20
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
16
120
Thousands
12
Thousands
80
8
40
4
0 0
1981
1984
1987
1990
1993
1996
1999/00
2002/03
2005/06
2008/09
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
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
Number
3,000
2,000
1,000
0
1999/00 2000/01 2001/02 2002/03 2003/04 2004/05 2005/06 2006/07 2007/08 2008/09
Source: British Transport Police

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.
113
7.9 Fear of car crime

Trend 7.9 – Fear of car crime: 1998 to 2008/09, England and Wales
25
20
Percentage "very worried"
15
22 21
10
17 17
15 14
13 13 12 12
5
0
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

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:
Walk Bicycle
110
100
index: 1996 = 100
90
80
70
60
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
Walk Bicycle
110
100
index: 1996 = 100
90
80
70
60
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
16
14
Minutes per person per day
12
10
12.9 12.4
6 12.1 11.6 11.9 11.7 11.8
11.0
0
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
2006 2007 2008 2009
50
40
percentage
30
20
10
0
Agree - I could just as easily walk Agree - I could just as easily cycle
Source: National Centre for Social Research (NatCen)

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
Strongly agree Agree

Neither agree nor disagree Disagree
Strongly disagree Don't know (Spontaneous only)
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
0 10 20 30 40 50 60 70 80 90 100

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
Basket of Greenhouse gases Carbon dioxide CO2

900
800
700
(carbon dioxide eq uivalent)
600
Million tonnes
500
400
300
200
100
0
1997
2005
1990
1991
1992
1993
1994
1995
1996
1998
1999
2000
2001
2002
2003
2004
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 8.4a – Carbon dioxide Trend 8.4b – Carbon dioxide

emissions by source: emissions from 'Other domestic
1990 to 2008, United Kingdom transport' by source:
Non-Transport Source National Naviga tion

Other Dome stic Transport Civil Aviation
Road transport Railw ays
700 12
600 10
500
8
Million tonnes
400
6
300
4
200
100 2
0 0
1990
1992
1994
2000
2002
2004
1990
1992
1996
1998
2004
2006
1996
1998
2006
2008
1994
2000
2002
2008
Other Domestic Transport includes

Military Aircraft and shipping and
Aircraft support vehicles but these are small.
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
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
International aviation International navigation
40
35
30
Million tonnes
25
20
15
10
5
0
1990
1991
1993
1996
1999
2001
2004
2007
1992
1994
1995
1997
1998
2000
2002
2003
2005
2006
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
Non-transport economic sectors Other transport (Tubes Trams and Taxis)

Air transport
Transport economic sectors Water transport
Freight transport by road
Household use of private vehicles (line 93) Buses and coaches
Million tonnes (carbon dioxide equivalent)
Railways
900 120
800
100
700
600 80
500
60
400
300 40
200
20
100
0 0
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
Carbon monoxide (CO) Nitrogen oxides (NOx)

7,000
6,000
5,000
Thousand tonnes
4,000
3,000
2,000
1,000
0
1980 1983 1986 1989 1992 1995 1998 2001 2004 2007
Trend 8.6b – Emissions of air pollutants from transport: 1980 to 2007, United
Kingdom
Particulates (PM10) Sulphur dioxide (SO2)

Benzene 1,3-butadiene
Lead (Pb)
100
80
Thousand tonnes
60
40
20
0
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
Transport Other
100
80
0.9 1263 879 102 13.4 536 0.1
Percentage
60
40
20
1.5 851 607 34 3.4 54.3 0.003
0
1,3- Carbon Nitrogen Particulates Benzene Sulphur Lead
butadiene monoxide oxides (PM10) dioxide
Actual amounts are shown on the chart in 1,000 tonnes

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
129
8.7 Decoupling impacts
Trend 8.7a – Road transport CO2, PM10, NOx emissions* and Gross Domestic
Product: 1990 to 2007, United Kingdom
CO2 GDP PM10 NOx

160
140
Index: 1990 = 100
120
100
80
60
40
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
Private car CO2 Household expenditure Car kms (GB)

170
160
150
Index: 1990 = 100
140
130
120
110
100
90
80
1990
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
Carbon dioxide (CO2) emissions from private cars increased by 14 per cent
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
HGV CO2 GDP Tonne-kms (GB)

160
150
140
Index: 1990 = 100
130
120
110
100
90
80
1990
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
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.
132
8.8 Energy consumption and fuel efficiency
Trend 8.8a – Petroleum consumption by transport mode: 1980 to 2008, United

Kingdom
Road Rail Water Aviation

70
Million tonnes (oil equivalent)
60
50
40
30
20
10
0
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

9
7
Litres per 100km
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.
134
Trend 8.8c – Petrol and diesel prices: Q1 1980 to Q3 2009, United

Kingdom
Four star / LRP Diesel Unleaded

120
Pence per litre, constant 2003 prices
100
80
60
40
Excluding taxes and duty
20
0
1984
1986
1995
1998
2007
2009
1980
1982
1989
1991
1993
2000
2002
2004
Source: Department of Energy and Climate Change
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.
135
8.9 Noise from transport

Trend 8.9a – Population around Heathrow within Leq noise contours: 1990 to
2008, Heathrow
57 Leq contour 63 Leq contour 69 Leq contour

600
500
400
Thousands
300
200
100
0
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
2008 Population within 57 Leq contour (000s)

2008 Air transport movements (10,000s)
40
30
20
10
0
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
Manchester Birmingham Gatwick Luton Stansted

100
80
Thousands
60
40
20
0
1994
1997
2002
2005
1990
1991
1993
1995
1996
1998
1999
2001
2003
2004
2006
2007
1992
2000
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
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
Aug-06 Aug-09
None
Vans/lorries
Aeroplanes
Cars
Buses/coaches
Ships/ferries
Motorbikes
Trains
0 10 20 30 40 50 60 70 80 90 100
Percentage
* Respondents could choose more than one answer for major contributor

139
Trend 8.10b – Views on which form of transport contributes most to climate:

change 2006 and 2009, Great Britain
Aug-06 Aug-09
None
Aeroplanes
Cars
Vans/lorries
Buses/coaches
Ships/ferries
Trains
Motorbikes
0 10 20 30 40 50 60 70 80 90 100
Percentage

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.
140
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
Transport Trends: 2009 edition Notes and definitions: Section 1
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
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.
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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).
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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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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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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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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.
157
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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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.
163
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.
164
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.
165
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.
166
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
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 Leq: Equivalent continuous sound level

BERR: Department for Business, LFS: Labour Force Survey
Enterprise and Regulatory Reform
LRP: Lead Replacement Petrol
BRE: Building Research Establishment
NAEI: National Atmospheric Emissions
BSAS: British Social Attitudes Survey Inventory
CAA: Civil Aviation Authority NatCen: National Centre for Social
CLG: (Department for) Communities and Research
Local Government NET: Nottingham Express Transit
CPT: Confederation of Passenger NTS: National Travel Survey
Transport
ONS: Office for National Statistics
DBFO: Design Build Finance Operate
ORR: Office of Rail Regulation
DECC: Department of Energy and Climate
PIXC: Passengers in Excess of Capacity
Change
PLG: Private and Light Goods (vehicle)
Defra: Department for Environment, Food
and Rural Affairs PPM: Public Performance Measure
DfT: Department for Transport PSA: Public Service Agreement
DVLA: Driver and Vehicle Licensing PSNI: Police Service of Northern Ireland
Agency
PSV: Public Service Vehicle
EFS: Expenditure and Food Survey
RPI: Retail Price Index
EWS: English Welsh and Scottish
SPAD: Signal Passed at Danger
Railway
SRA: Strategic Rail Authority
GB: Great Britain
TfL: Transport for London
GDP: Gross Domestic Product
UK: United Kingdom
HGV: Heavy Goods Vehicle
UNECE: United Nations Economic
HSE: Health and Safety Executive
Commission for Europe
IPCC: Intergovernmental Panel on
Climate Change
IPS: International Passenger Survey
KSI: Killed or Seriously Injured
170
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
1.4
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..
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. 3.7
Indicator 3 in the new transport CSR07 PSA 5 focuses on
capacity and crowding from 2008-09 to 2013-14
PSA 3. By 2010, increase the use of public transport (bus and
3.1
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.
3.2
Legacy PSA which will continue to be monitored.
PSA 4. By 2010-11, the ten largest urban areas will meet the
congestion targets set in their Local Transport Plan relating to
1.4
movement on main roads into city centres. Urban congestion
renewed as indicator 1 in the new transport CSR07 PSA 5
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 7.3
higher incidence in disadvantaged communities. Legacy PSA to
be monitored. Reflected in CSR07 PSA 23: Safer
Communities (Home Office)
PSA 6. Improve air quality by meeting the Air Quality Strategy 8.6
171
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 8.3
efficiency and renewables. Joint with the Department of
Energy and Climate Change . Reflected in CSR07 PSA 27:
Climate Change
172
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
8.3
Kyoto target and carbon dioxide emissions
2 Carbon dioxide emissions by end user 8.4*
Carbon dioxide emissions from industry, domestic and transport sectors (by
(excluding international aviation and shipping) source)
3 Aviation and shipping emissions
8.4*
Greenhouse gases from UK-based international aviation and shipping
(for CO2)
fuel bunkers
7 Road transport
8.7
CO2, NOx and PM10 emissions and Gross Domestic Product
8 Private cars
8.7
Private car CO2 emissions, car-kilometres and household spending
9 Road freight
Heavy Goods Vehicles (HGV) CO2 emissions, kilometres, tonnes and 8.7
Gross Domestic product
38 Crime Framework indicator
7.8
Crime survey and recorded crime - for vehicles
39 Fear of crime
7.9
Fear of crime - car theft
55 Mobility Framework indicator
2.3*
(a) Number of trips per person by mode
55 Mobility
4.9
(b) Distance travelled per person per year by broad trip purpose
56 Getting to school
4.7*
How children get to school
57 Accessibility
4.11*
Access to key services
58 Road accidents
7.3*
Number of people killed or seriously injured
* the issue is covered, but the presentation of this indicator is different from the
original presentation in Sustainable development indicators in your pocket.
173
Transport Trends: 2009 edition
174
Scottish Government Welsh Assembly Government -
Llywodraeth Cynulliad Cymru
Transport Publications
Scottish Transport Statistics Transport Publications
Main Transport Trends Road Casualties: Wales
Household Transport - some SHS results Welsh Transport Statistics
Transport Across Scotland:
Other publications with transport topics
some SHS results for parts of Scotland
Digest of Welsh Local Area Statistics
SHS Travel Diary results
Digest of Welsh Statistics
Travel by Scottish Residents: some NTS results
Statistics for Assembly Constituency Areas
Bus and Coach Statistics
Digest of Welsh Historical Statistics
Road Accidents Scotland
Key Road Accidents Statistics These publications are available from:
(SHS = Scottish Household Survey; NTS = National Central Support Unit, Statistical Directorate, Welsh
Travel Survey) Assembly Government, Cathays Park, Cathays, Cardiff
CF10 3NQ
General enquires on Scottish Transport Statistics: Phone: +44 (0)29-2082 5054
Transport Statistics Branch, Scottish Executive, E-mail: stats.pubs@wales.gov.uk
Victoria Quay, Edinburgh, EH6 6QQ Internet: http://new.wales.gov.uk
Phone: +44 (0)131-244 7256
Fax: +44 (0)131-244 7281 Northern Ireland Transport Statistics
E-mail: transtat@scotland.gsi.gov.uk Available from:
Internet: www.scotland.gov.uk/Topics/Statistics Central Statistics and Research Branch
Clarence Court, 10-18 Adelaide Street, Belfast BT2 8GB
These publications are available, payment with orders Phone: +44 (0)28 9054 0801
From: Scottish Executive Publication Sales, Blackwell's E-mail: csrb@drdni.gov.uk
Bookshop, 53 South Bridge, Edinburgh EH1 1YS Internet: http://www.drdni.gov.uk/index/statistics.htm
Phone: +44 (0)131-622 8283 Fax: +44 (0)131-557 8149
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:
z To identify problems in the collection, provision, use and understanding of transport statistics, and to discuss solutions
with the responsible authorities.
z To provide a forum for the exchange of views and information between users and providers.
z To encourage the proper use of transport statistics through greater publicity.
z 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:
z Road Congestion Statistics

z GIS in Transport Planning
z Road Safety Statistics
z UK Investment in Transport Infrastructure
z Active Traffic Management
z The Role of Motorcycling in the 21st Century
z Better Publicly Available Statistics On Vehicle Characteristics
z Concessionary Fares and the new Statistics and Registration Services Act
z Measuring the Importance of Shipping to the UK Economy
z 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: nina.webster@tfl.gov.uk
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).
Transport Statistics Publications (as at February 2010)
TSO publications DfT: Transport Statistics Publications

(Transport Statistics Reports - priced) (Transport Statistics Bulletins - free)
Obtainable from:
Obtainable from: Department for Transport
TSO 2/29
Mail, Telephone, Fax and E-mail Great Minster House
PO Box 29, Norwich NR3 1GN 76 Marsham Street
Telephone orders & general enquiries: +44 (0)870 600 5522 London
Fax orders: +44 (0)870 600 5533 SW1P 4DR
E-mail: customer.services@tso.co.uk +44 (0)20 7944 4846
Textphone: +44 (0)870 240 3701
Annual Bulletins – produced by Transport Statistics
Compendium of Motorcycling Statistics
TSO Shops – London, Belfast and Edinburgh
National Rail Travel Survey
National Travel Survey
TSO@Blackwell and other Accredited Agents
Public Transport Statistics Great Britain
Reported Road Casualties Great Britain: Main Results
Road Conditions in England (formerly NRMCS)
Annual Reports
Transport Statistics Great Britain: 2009 Edition (ISBN: 978-0-11-553095-1) Road Statistics: Traffic Speeds and Congestion
Maritime Statistics: 2008 (ISBN: 978-0-11-553096-8) Road Freight Statistics
Reported Road Casualties Great Britain: 2008 (ISBN: 978-0-11-553089-0) 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

See also TSO’s virtual bookshop at: - Bus and Light Rail Statistics
http://www.tsoshop.co.uk +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
______________________________________________________
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

Trends 2009

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Transport Trends

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Printed in the United Kingdom on material containing 100% post-consumer waste.

Conversion factors: 1 kilometre = 0.6214 mile 1 tonne = 0.9842 ton

Symbols: The following symbols have been used throughout.

Transport Trends: 2009 edition

Transport Trends includes a wide range of indicators and statistical analysis to

Dorothy Anderson (editor)

4.2 Household car access by income group................................................. 63

Transport's impact on the environment............................................................ 121

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

Section 1: Roads, Vehicles and Congestion

Section 2: Personal Travel by Mode

Section 3: Public Transport

Section 4: Variation in Personal Travel and Access to Services

Section 5: Freight and Logistics

Section 6: Ports and Airports

Section 8: Health and the Environment

Section 1: Roads, Vehicles and Congestion

Road traffic and travel intensity

Expenditure and investment in roads

Road user attitudes

Motor vehicles currently licensed

Household car ownership

People with a driving license

Road Traffic, Speed and Congestion

1.1 Road traffic

1.2 Road traffic and travel intensity

Source: Department for Transport and Office for National Statistics

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

Source: Department for Transport and Office for National Statistics

 The challenge in achieving sustainable development is to ensure continuing

1.3 Car occupancy

1.60 1.58 1.59 1.58 1.57 1.58 1.58 1.56 1.60

Source: Department for Transport

Holiday/ day trip

1.0 1.2 1.4 1.6 1.8 2.0 2.2

Source: Department for Transport

Average Congestion and Speed

Performance (91 routes) Baseline from March 2008

2005 2006 2007 2008 2009

Rolling year (month ending)

Source: Department for Transport

 Improvements in data quality allowed an additional five routes to be included for

10 urban areas Baseline London

Source: Department for Transport

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

Off-peak Evening peak Morning peak

Road Length and Condition

1.5 Road length

Motorway Other trunk Principal Other

 In 2008, motorways carried 20 per cent of traffic, trunk roads (excluding

1.6 Road condition

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

Source: National Road Condition Database, Department for Transport

Expenditure on Road Building and Maintenance

1.7 Expenditure and investment in roads

Non-trunk roads Trunk roads (inc. motorways)

 Maintenance includes both structural and routine maintenance as well as

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

 Investment includes expenditure on new construction, improvement and structural

 Private investment in road infrastructure has continued to remain a relatively

The challenge in achieving sustainable development is to ensure continuing

Improvements in data quality allowed an additional five routes to be included for

In 2008, motorways carried 20 per cent of traffic, trunk roads (excluding

Maintenance includes both structural and routine maintenance as well as

Investment includes expenditure on new construction, improvement and structural

Private investment in road infrastructure has continued to remain a relatively

According to the British Social Attitudes Survey, congestion on motorways is a

The substantial increase in the number of licensed cars is reflected in an increase

Total distance travelled by domestic passengers increased by 66 per cent

Trips made by rail or London Underground increased 42 per cent from 19 to 27

A similar picture emerges over the longer term.

The increase in household expenditure on motoring reflects the increase in the

Spending on motoring as a proportion of total household expenditure was 14 per

Bus journeys in England declined from 5 billion passenger journeys in 1985/86 to

The percentage of scheduled mileage actually run by operators in 2000/01,