Regional disparities in transport

DOI: https://doi.org/10.58248/HS125  

Overview

How accessible the transport system is, in terms of cost, geographic accessibility and the time and reliability of different transport options varies across the UK.[1][2] For example, in England around 57% of people who currently commute to work using a private vehicle believe that it would be difficult to find an alternative mode of transport. Around 64% of drivers in Northwest England’s metropolitan areas say they would struggle to reach their jobs without a private mode of transport, compared with just 31% of drivers in London.[3]

The National Institute of Economic and Social Research has stated there are “regional disparities in transport connectivity across the UK, with public transport generally lagging behind private car travel”. It noted that urban centres, especially in southern England, face poor public transport connectivity and high congestion, while rural areas struggle with inadequate public transport services.[4][5]

Due to the low number of contributions to the horizon scan on this subject, and given overlap with other articles in this category, POST has not drafted an article for this topic. Instead, the main opportunities and challenges identified by contributors are briefly summarised below:

• The UK’s National Infrastructure Commission has stated there are “significant deficiencies” arising from under investment in transport systems in regional English cities leading to longer commute times.[6] The Bennett Institute for Public Policy stated that “the picture for the whole range of infrastructure in the UK is a story of decline and inequality, especially between poorer and richer places.”[7]
• Contributors raised concerns about geographic disparity in transport availability and affordability, such as regional trains that are too infrequent and expensive and local bus services that are too infrequent with daily hours too short. It was suggested that spatial planning of smart mobility infrastructure and services across and between urban, suburban and rural locations was needed that provided equitable access.
• Most car-derived GHG emissions for an individual come from medium-range journeys (below 50 miles),[8] which includes the ones typically made within rural areas and from rural areas to towns and cities. The decline in rural bus services means there is no viable alternative to private car use for accessing services such as education and health care.[9]
• Contributors suggested that public transport options are increasingly important for an ageing population and those unable to access private cars, with increased risk of social isolation in rural areas. The need to integrate innovative transport options, enhance transportation services, and improve connectivity for rural communities was stated.[10] For example, combining demand responsive transport with mail delivery.[11]
• Disparities in relation to EV charging in residential areas. Around 75% of EV charging occurs at home, predominantly overnight. However, households without off street parking need access to public on-street charge points along the roadside, often integrated into lampposts or bollards.[12] Studies suggest geographic and socioeconomic disparities in access to on-street charge points in cities such as London.[13] The House of Commons Public Accounts Committee (PAC) stated that there is a regional imbalance with 43% of public charge points clustered in London and the South East, and recommended that regional demand for charge points is analysed and targeted solutions implemented.[14] PAC also suggested that there were delays in the government’s Local Electric Vehicle Infrastructure (LEVI) programme, which funds local authority-led charging projects, that needed to be addressed.[15]

References

[1] Gates, S., et al. (2019). Transport and inequality: An evidence review for the Department for Transport. NatCen

[2] Lucas, K., et al. (2019). Inequalities in Mobility and Access in the UK Transport System Future of Mobility: Evidence Review. Foresight, Government Office for Science

[3] The Health Foundation. (2024). Inequalities in who relies on a private vehicle to travel to work

[4] Marioni, L. (2024). Transport Connectivity in the UK: Regional Disparities and Policy Pathways. National Institute of Economic and Social Research

[5] Nie, Y., et al. (2024). Disparities in public transport accessibility in London from 2011 to 2021.  Computers, Environment and Urban Systems, Volume 113,102169

[6] National Infrastructure Commission. (2024). Infrastructure Progress Review 2024

[7] Coyle, D. et al. (2023). Policy Report Series. Townscapes: A Universal Basic Infrastructure for the UK. Bennett Institute for Public Policy Cambridge

[8] Wadud, Z. et al. (2024). Understanding the large role of long-distance travel in carbon emissions from passenger travel. Nature Energy volume 9, pages 1129 – 1138

[9] CCN. (2023). Three in four rural authorities roll out new ‘demand-responsive’ transport, but warn that they are not a substitute for traditional bus services.

[10] Innovate UK. (2024). Rural Transport Accelerator

[11] DfT. (2022). Demand responsive transport: local authority toolkit

[12] Kazempour, M., et al. (2024). GIS-based geospatial analysis for identifying optimal locations of residential on-street electric vehicle charging points in Birmingham, UK. Sustainable Cities and Society Volume 120,105988

[13] Zhang, Y. et al. (2024). Evaluating the accessibility of on-street household electric vehicle charging stations in London: Policy insights from equity analysis across emission zones.  Energy Policy Volume 195,114375

[14] Committee of Public Accounts. (2025). Public charge points for electric vehicles. Fourteenth Report of Session 2024–25

[15] Office for Zero Emission Vehicles. (2023). Apply for Local Electric Vehicle Infrastructure (LEVI) funding

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