Policies clash as UK on the move back to work
SETTING priorities between the trichotomy of economic, environmental and, more recently, health policy criteria (Wales in Motion July 2020) has highlighted the conflicts between contradictory governmental Covid-19 policies.
These have often resulted in contradictions between the economic and other objectives set by local and Welsh government.
Travel between Wales and Spain was acceptable and seemingly encouraged to enable people to fulfil their desire to have a break in guaranteed sunshine.
There were economic advantages for Spain, travel agents and for the air transport industry, including Cardiff Airport.
The ‘science’ then overnight determined the inadvisability of Spanish destinations.
The consequence for many families and companies was no holiday and a financial loss.
Ironically there has been no inbound passenger testing for the virus at UK airports; the operational cost and passenger delay is seen as unacceptable.
Keeping passenger safety and convenience in mind Transport for Wales has asked travellers not to use its trains because if demand exceeds 20% of pre-Covid levels, social distancing cannot be achieved.
The morning peak time demand on trains spread over a longer time period has helped, although surges can be expected to seaside resorts such as Barry, Tenby, Rhyl or Barmouth.
The advice is to cycle or walk locally or travel by car – surely the antithesis of long-term transport policies?
The Welsh Government hopes this will be a temporary situation and that its £800m investment in the Valley Lines electrification, which began this week, will be justified.
Recent research shows the preference to reduce working at home, so long as there is no new virus spike, varies between employment sectors.
In manufacturing there has been little change as job location means most employees travel by car.
Retail staff travel returned as shops reopened; the same can be expected in the entertainment/leisure markets.
However, the remainder of economic activity can be divided into three response types:
Business and public-sector employers are keen to return to ‘office’ working as soon as possible and are working on transition plans.
Call centres, for example, are team operations with considerable staff interaction; but they will have to consider how to achieve two-metre social distancing and the extent to which investment in home work stations (such as double screen facilities) can be redeployed.
Some jobs have fitted into home working and employers may move back over a longer time span towards January.
Some businesses have already seen the office rental cost-saving advantages of home-based working for at least part of the week.
However, financial consequences may include employees’ extra home insurance and winter heating costs and possible income losses to property developers.
Legal and accountancy practices have successfully set up remote working and see the traditional office space restricted to administrative staff, central computing and meeting facilities with hot desking sufficient for three-day working ‘in the office’.
One senior partner suggested that the leather-bound volumes, as seen behind Rumpole of the Bailey’s desk, have now been replaced by an intranet digitised version accessible remotely.
However, some employees pointed to the need for social interaction as a basis for team working; others in media and creative jobs indicated the advantages of the office ‘buzz’ and exchange of ideas.
Travel of course creates environmental disbenefits but its efficient operation is essential to a successful economy.
Cardiff City Council has found itself in such a dilemma. In trying to help financially distressed local dining businesses it has closed Castle Street, one of the major bus arteries in the city, core to its air quality improvement plan and whose success is dependent upon commuters and shoppers switching to bus and new Valleys ‘Metro’ train services.
This closure has inconvenienced bus users from north Cardiff now terminating journeys in Greyfriars Road, in particular those integrating with rail services at Cardiff Central station.
The city argues this is a temporary measure and that, anyway, TfW is dissuading travellers from train use.
Longer-term Welsh Government measures are the 50mph speed limit on parts of the M4 and a suggested default speed limit in urban areas reduced from 30 mph to 20mph.
These changes are intended to improve air quality and safety respectively but will increase, through extended travel hours, bus transport operating costs (and fares) – a sector already in dire financial straits.
This moves against the long-term increased use of public transport recommended in the South East Wales Transport Commission’s report last month.
As more travellers return to work governments and companies should consider travel and work options in that context.
■ Professor Stuart Cole CBE is Emeritus Professor of Transport (Economics and Policy) University of South Wales