APPENDIX D
Appendix 3 Public Transport Review
Summary of Stakeholder Responses
Parish Councils
Respondent
In your opinion what
are the good and
bad aspects of
public transport in
Broadland/North
Norfolk?
Horning Parish
Council (NNDC)
What's good? Well, it
exists! If only in a
small way. The bus is
not too expensive.
There are
concessionary fares.
What's bad? Services
are not coordinated to
link with each other.
Provision is by
competition, not need.
Bus and rail are not
coordinated
Fakenham Town
Council (NNDC)
The infrequency of the
bus service and no
alternative i.e. rail etc.
The Coasthopper bus
appears to be very
popular
How do you see a
way forward to get
people to use public
transport?
It has to be improved
and integrated better,
a service to the rail
station in Norwich and
the airport, and better
facilities in the buses
How could we
improve our current
system of public
transport in
Broadland/North
Norfolk?
Coordinate as above.
All providers should
be able to sell a
"through ticket" which
would cover bus and
rail. (In Switzerland
we can buy tickets
which will cover all
parts of the journey
rail, boat, bus from the
rail station) More
publicity of timetables,
both on the route and
for connections.
Flexible "put down
stops". More bus
shelters, even modest
ones! Overall services
need to be more user
friendly
By looking at
integration
When you think
about public
transport what do
think about most –
bus, rail, community
schemes, car
sharing, water buses
or something else?
Bus firstly then rail
Public Transport –
means rail and
community transport
Other than the cost
of travel, what do
you feel is the most
problematic element
of using public
transport?
How do you think
that problem(s)
could be overcome
and by who?
What do you think of
the quality of public
transport in
Broadland/North
Norfolk today?
In your opinion,
what is the role of
the District Council
in helping rural
communities gain
access to bus
services?
Select from previous
answer!
By getting all
providers together to
address the problems.
This would have to be
driven by NNDC.
Like the Curate's egg,
parts of it are
excellent, but it
doesn't hang together.
See 6 above and by
giving such support as
is possible.
Lack of transport after
a certain time in the
evening, if visiting the
theatre etc.
Very difficult in these
new austere times,
with finance tight. An
entrepreneur is
required, someone
like Virgin boss, who
can invest without
worrying if some
routes do not make a
profit initially
The quality is
reasonable it caters
for wheelchairs, etc.
but should have
facilities on board
As an enabler and
collation of information
Respondent
In your opinion what
are the good and
bad aspects of
public transport in
Broadland/North
Norfolk?
North Walsham Parish
Transport to and from
Council (NNDC)
Norwich is a strength;
transport to villages is
a weakness
How do you see a
way forward to get
people to use public
transport?
How could we
improve our current
system of public
transport in
Broadland/North
Norfolk?
When you think
about public
transport what do
think about most –
bus, rail, community
schemes, car
sharing, water buses
or something else?
Other than the cost
of travel, what do
you feel is the most
problematic element
of using public
transport?
How do you think
that problem(s)
could be overcome
and by who?
What do you think of
the quality of public
transport in
Broadland/North
Norfolk today?
Frequency and
integration are the
keys to persuading
more people to use
public transport.
Better technology and
clean bus shelters
would be an
improvement. "No
one wants to wait in
the rain for a bus that
may or may not
arrive". The
technology would
allow people to check
the whereabouts of
their bus. Whereas
this technology is now
commonplace in
urban areas, it's most
needed in the
countryside.
The verdict on this
was divided between
buses and trains, both
of which we have in
North Walsham. The
view was expressed
that older people think
in terms of buses, and
try to organize their
travel around them, as
they are free and
more likely to take you
into the centre of a
town or city.
The most problematic
elements of public
transport are
frequency, reliability
and, in relation to
buses, the attitude of
some drivers which
can be brusque and
unhelpful.
As above, the
provision is better in
market towns than in
villages, where it can
be non existent.
Here it was suggested
that while district
councils have no
direct responsibility for
transport, they might
lobby more vigorously
and, in particular, they
might do a better job
of understanding the
services in their area
and monitoring them.
In your opinion,
what is the role of
the District Council
in helping rural
communities gain
access to bus
services?
Respondent
Aylsham Town
Council (BDC)
In your opinion what
are the good and
bad aspects of
public transport in
Broadland/North
Norfolk?
How do you see a
way forward to get
people to use public
transport?
How could we
improve our current
system of public
transport in
Broadland/North
Norfolk?
When you think
about public
transport what do
think about most –
bus, rail, community
schemes, car
sharing, water buses
or something else?
Other than the cost
of travel, what do
you feel is the most
problematic element
of using public
transport?
How do you think
that problem(s)
could be overcome
and by who?
What do you think of
the quality of public
transport in
Broadland/North
Norfolk today?
Good
Fares – joint ticketing
using Bure Valley
Railway, currently
being explored
following Urban
Delivery report
approved BDC
cabinet. Day tickets
More services into the
villages – especially
early morning for
commuters. Would
save residents coming
into towns to “park
and catch the bus”
and would therefore
leave more car
parking for shoppers.
Better service to
NNUH other than
having to go into and
out of Norwich – many
people in this area
rely heavily on
Aylsham Care Trust
voluntary drivers
Predominantly bus,
but it is possible – if
you have time – to get
from Aylsham to
Norwich by train,
using the Bure Valley
Railway and
connecting to Poppy
line at Wroxham. Car
sharing does happen,
more should be made
of the liftshare
scheme. Community
buses are a lifeline in
the villages for
shopping trips.
Kickstart scheme that
provides mopeds has
assisted people in
rural areas to travel to
employment more
cheaply, especially if
in younger age groups
where cost of cars –
and in particularly
insurance – are very
high in comparison
with wages for
inexperienced workers
or those in lower
skilled posts
Timings – other than
from main centres.
E.g. I live in
Banningham and work
in Aylsham – this is
not possible by public
transport especially if
add evening meeting
requirements into the
mix. Lack of use of
services through
villages has led to
their demise. Fuel
costs may reverse this
trend
More “joined up
thinking” – liaison
between authorities at
all levels, community
groups, and the
voluntary sector.
“Grow Your
Community” project
(BDC) with focus on
Aylsham has collated
information in this way
Service and quality
good from main
points, not so from the
villages, although
easier to access if
drive into Aylsham,
park and pick up the
bus
Regular daily service
from Aylsham to
Norwich and Aylsham
to Cromer. Also
service to North
Walsham using bus
that goes to Paston
college and does
come through some of
the villages en route
Sanders coaches
to/from Carrow Road
on matchdays are
very popular! Now
use a double decker
service – used to be
single decker. Also
accepts
concessionary
passes!
Bad
From a NorthNorfolk
perspective, it is
difficult to get to
Norwich and Cromer
direct – people can
wait by the roadside
on the A140, but this
is dangerous. For
both Broadland and
NorthNorfolk, buses to
and from North
Walsham are
infrequent.
Cannot easily use
public transport to
work unless working
in Norwich/Cromer
Evening services
could be improved
North Norfolk –
regular through
services to
Norwich/Cromer
Better service to N
Walsham and across
county – especially
with relocation of
some hospital
services from
Aylsham to N
Walsham
With particular
reference to the relocation of SureStart
from Aylsham to
Cawston – access to
the office will be
difficult other than by
car
In your opinion,
what is the role of
the District Council
in helping rural
communities gain
access to bus
services?
The “Grow Your
Community” project in
Aylsham has already
started to expand the
District Council’s role
as a facilitator.
Respondent
Acle Parish Council
(BDC)
Barshams (NNDC)
In your opinion what
are the good and
bad aspects of
public transport in
Broadland/North
Norfolk?
How do you see a
way forward to get
people to use public
transport?
How could we
improve our current
system of public
transport in
Broadland/North
Norfolk?
When you think
about public
transport what do
think about most –
bus, rail, community
schemes, car
sharing, water buses
or something else?
Other than the cost
of travel, what do
you feel is the most
problematic element
of using public
transport?
How do you think
that problem(s)
could be overcome
and by who?
Some main towns and
villages have excellent
public transport e.g.
Acle. Smaller
communities often
served by much fewer
services with much
longer journey times
as bus routes seek to
maximise passenger
numbers at the
expense of useful
journey times
Address points 1 and
Transport must be
2 above
available at the times
people want to use
them. Commuters
need to know they can
either get to work or to
another transport hub
at the beginning and
end of the day and
shoppers need
services that allow
them the choice of
more than one service
out of and back to
their starting point.
Bus and rail; how
good the park and ride
services are for
people able to access
them
Access to services
from rural locations.
Rather than providing
long rural routes that
go right into Norwich
maybe shorter route
services from rural
locations into the Park
and Ride sites could
be an answer then
increase the number
of buses from the
Park & Ride sites.
ALL problems can be
overcome with the
right amount of
funding or the better
distribution of existing
budgets. This will
involve all financial
contributors to the
transport 'pot'. Maybe
there are some new
contributors available?
How about major
employers who could
benefit from their staff
access to public
transport making
some contibution
possibly in the form of
company subsidised
season tickets
Good, where people
have access to
transport, West and
North Barsham have
none.
People use it where it
is available.
Local access
Public consultation
Good points are
frequency of buses
in/around Fakenham.
Bad point is that
double deck buses
should be used on
X29 to Norwich and
aren’t!
Public transport exists
to Norwich and
King’sLynn, but have
to get the 4 miles to
Fakenham first.
Go to more places
and with times
suitable for all.
Nothing to Swaffham
etc
Difficult as it is likely
that buses coming to
smaller villages would
not be cost effective.
Extension of NNR and
MNR to create the
Norfolk Orbital
Railway
BUS, the nearest train
station is 20 miles
away, sadly.
Pick up points,
Inconvenient times,
Delays
Bus firms.
Government needs to
invest more in
Railways!
What do you think of
the quality of public
transport in
Broadland/North
Norfolk today?
In your opinion,
what is the role of
the District Council
in helping rural
communities gain
access to bus
services?
Generally good.
Ensuring the
provision of suitable
transport services by
liaison with other
providers, NCC bus
companies etc. and
funding provision of
services and ticket
schemes where
appropriate and
affordable. The
District Council should
NOT pursue in any
form at all wasteful but
possibly vote winning
transport schemes of
any sort
Good where it exists,
but many villages do
not have public
transport.
Impossible to please
all, but fuel costs are
now so high that some
pensioners
will be forced to stay
at home as they
cannot access public
transport
on foot.
X29 Fakenham to
Norwich/29 to King’s
Lynn. Frankly, poor.
Being able to get out
of their homes is the
only social
contact some people
have in their lives, and
allow them to maintain
their
independence
Survey the
prospective use of
transport to see what
is needed.
Give rural
communities
timetables etc so that
potential users are
aware of what exists
currently
Respondent
Great Snoring
(NNDC)
In your opinion what
are the good and
bad aspects of
public transport in
Broadland/North
Norfolk?
How do you see a
way forward to get
people to use public
transport?
How could we
improve our current
system of public
transport in
Broadland/North
Norfolk?
When you think
about public
transport what do
think about most –
bus, rail, community
schemes, car
sharing, water buses
or something else?
Other than the cost
of travel, what do
you feel is the most
problematic element
of using public
transport?
How do you think
that problem(s)
could be overcome
and by who?
What do you think of
the quality of public
transport in
Broadland/North
Norfolk today?
In your opinion,
what is the role of
the District Council
in helping rural
communities gain
access to bus
services?
No good points except
ramps installed for
wheelchairs but no
buses
Buses need to be
regular so people can
use them everyday to
go to and from work
More regular services
should be provided so
people want to use
them
Bus, mainly rail but it
is necessary to go in a
car in order to be able
to go on a train
Lack of flexibility
Poor
There is no public
transport in Great
Snoring
Provide transport to
this village
Pilot bus/taxis that go
off-route on request
etc. Carry out surveys
to see if that is more
cost-effective for the
operators.
Some rarely use
public transport since
the hub for accessing
it is nearly three miles
away
You need more buses
at more times, but if
people don’t use them
then they won’t run,
so the solution is in
our hands
It is really a county
level problem, so
although the district
councils can comment
it is a county problem
Difficult to get any
public transport
information
Better marketing and
information relating to
the services which do
exist
Remove the subsidy
for bus passes (over
60s) on the Coast
Hopper and re-direct
the funds to rural
buses
The fact that it takes
an extra three hours
to get to where you
want if you go by
public transport
The necessity to drive
to the bus stop (2½ to
3½ miles away) or the
train (25 miles to
either mainline
station) and then have
to park
Try to find effective
private enterprise
alternatives
Needs a complete rethink by both national
and local government.
A 100% increase in
council tax for 2nd
homes and the
removal of the subsidy
from the Coast
Hopper would help
funding issues
Little public transport
and it is limited.
Use powers to alter
funding and raise new
funding from 2nd home
increase in council
tax.
Use council powers
and lobbying abilities
to central government,
to make the regulatory
framework easier,
within which the
private operators run
the system.
Reduce bureaucracy.
Give operators the tax
breaks they need etc.
Realise that councils
will not be able to do
anything themselves,
as they do not run
buses and trains
Respondent
Walsingham (NNDC)
In your opinion what
are the good and
bad aspects of
public transport in
Broadland/North
Norfolk?
How do you see a
way forward to get
people to use public
transport?
How could we
improve our current
system of public
transport in
Broadland/North
Norfolk?
Good: Coast
Hopper service –
Norfolk Green to be
congratulated on
this excellent
example of a
regular, reliable
service, using clean,
level-entry buses,
driven by courteous
and considerate
drivers.
Provide more
appropriate bus
services in rural
locations. Make
savings on main
routes by reviewing
timetables where
services are
unjustifiably
frequent, or which
duplicate routes,
e.g. Sheringham /
Holt, Sheringham /
Cromer.
(Please see item 2
above)
Bad: Sanders
buses – at best
unable to tick many
of the foregoing
boxes.
Loss of subsidy for
community transport
from County to
provide transport to
Heritage House at
Wells means that
many elderly are
unable to attend the
Day Centre
Charge fees to outof-county bus pass
holders who use
buses in Norfolk –
this is especially
applicable to the
Coast Hopper buses
that get
overcrowded with
pensioners on
holiday in North
Norfolk
When you think
about public
transport what do
think about most –
bus, rail, community
schemes, car
sharing, water buses
or something else?
Other than the cost
of travel, what do
you feel is the most
problematic element
of using public
transport?
How do you think
that problem(s)
could be overcome
and by who?
Buses
The lack of positive
advertising to bring
awareness of the
many benefits of
using public
transport. As fuel
costs rise this is
particularly poignant
Market research to
(As 1 above)
establish which
routes and
timetables would be
supported, together
with wide publicity
about the purpose of
the exercise.
Involve all
stakeholders, i.e.
NCC, NNDC, Parish
/ Town Councils
What do you think of
the quality of public
transport in
Broadland/North
Norfolk today?
In your opinion,
what is the role of
the District Council
in helping rural
communities gain
access to bus
services?
Any initiative would
be welcomed.
Isolation of the old
and the worst off
when transport is
not provided and
any initiatives which
would allow them to
keep in touch with
the wider world
would be useful
Provide at least a
limited service for
villages which no
longer enjoy any
form of public
transport
General Comments made:
Horning Parish
Council (NNDC)
As oil prices rise and £ v $ continues to deteriorate, the cost of personal transport will become out of reach for many in the rural community. Furthermore, carbon emissions from single occupancy
cars will become unsustainable. Although now is not an opportune time to act, it is now that we need to start the planning for the next decade. This will to include the structure of provision and
publicity to change the perception of public transport. How about a few free "try it" tickets? Whatever you think, do it now! (Or at least soon)
North Walsham
Parish Council –
footnote
The mayor and the deputy mayor shared the view that public transport was of great importance and that it would be a good thing if more people were to use it. They believe, as do many others in
the town, that we need a later train on Friday and Saturday nights on the Bittern Line. They are both passionate advocates of the North Walsham Area Community Transport Association and
believe it to be a great asset for North Walsham and its surrounding villages. They would like to see its services increased rather than reduced. One of the interviewees commented that
community transport is often regarded as a service for the elderly, but that its long term survival would depend on its extending its work in the direction of young people.
Kettleston (NNDC)
I find it difficult to answer this questionnaire under these headings, but I reply in case what I say can be sifted for useful facts or opinions.
I am retired, living alone, without a car for the last three years, in Kettlestone. The village now has two buses a week running through it – on Thursday to Fakenham and back (three years ago it had,
I think, six a day) – and on the main road, about half a mile from my house, there is the hourly service between Holt and Fakenham. I use the Thursday bus regularly for shopping. The Thursday bus
is also used fairly regularly or occasionally by two or three other villagers. I also sometimes catch the bus on the main road if I want to travel further afield, and that, though it usually picks up or
drops passengers from Little Snoring, is seldom, as far as I know, used by people from Kettlestone, at least not at the times I use it.
At the moment I am more like a hermit than a gadabout and I adapt to what is available. But I can see that if I were less able or were someone with greater family commitments the present supply of
public transport would be difficult, intolerable or impossible. There is a circle by which poor service makes for fewer users and fewer users encourage a poorer service, as I think has happened in
Kettlestone – though the bus companies' records and the councils who contract with them may well be able to point out that the Kettlestone service was not well used when it was generous – but I
suspect it would take a lot of persuasiveness and time to make any service attractive to those who have become used to making their own arrangements.
It has become the fashion to say that there is no money in a very rich country, that we can't afford it and therefore something must be reduced or abandoned. There was a time, I think, when we
debated what was desirable and, when we agreed on that, then decided how and to what extent we could afford it; and I think that was a better way to do things. Why should there be a rural bus
service? Is it hoped to encourage use widespread enough to be an alternative or preferable to private cars, or is it intended to provide some mobility for those who would otherwise be limited? If it is
the latter, as I am sure it is, then Kettlestone is minimally served , but I do not know that a small improvement would be much appreciated or used.
I do not expect much change to be made from a personal beef, but here it is. By careful planning and exact timing, and maybe some luck, I could get to Norwich or Wells and back, but the current
service makes it easy enough for me to get only to Fakenham or Holt, Lynn or Cromer; and I should appreciate a rejigging of routes and timetables to widen my horizon. The route from Cromer to
Lynn was once run by one company and it was possible to have through tickets on the same bus. But now that the route has been divided I have to change, and sometimes wait, at Fakenham. The
connection between the services is now guaranteed one way only and when the bus from Lynn to Fakenham was delayed I have missed my bus to Little Snoring by a few minutes and had to wait
an hour for the next.
Rackheath `Parish
Council (BDC)
Woodbastwick Parish
Council (BDC)
The Parish Clerk to Rackheath also serving Salhouse was unable to gather information within the time allowed however, I have spoken to a couple of Parish Councillors for Salhouse who were
prepared to state that public transport appears to be satisfactory in the morning and the afternoon but is sadly lacking in the evening. Due to cutbacks. Speak to Councillor S. Buckle for a full
explanation
The Clerk to the Woodbastwick Parish Council states that public transport is unknown in this area and she has no information as to anybody requiring it
Community Transport Operators
Respondent
North Walsham Area
Community Transport
Association (NWACTA)
Community Transport
projects are heavily reliant
on volunteers; has your
scheme witnessed any
problems with recruitment
and retention?
You are right that NWACTA
is heavily dependant on
volunteers as are most other
CT schemes in Norfolk
including community car
schemes. The available
“pool” of good volunteers has
been shrinking for some
years, as we demand higher
standards of training and
more rigorous vetting. We
have recently been fortunate
to benefit from an NCC/RDC
initiative, which brought us 3
good people. It is important
not to have too many
because if not used they drift
away. Driving for CT is an
excellent voluntary activity
where people can see the
result of their labours in the
vulnerable people they help
Do you believe the
proposed changes in the
Transport Bill may help
address these problems?
Aside from volunteer
recruitment and retention
issues, are there any other
problems that you
frequently encounter?
Do you engage with other
similar schemes operating
in the County?
How do you promote your
community transport
scheme to the community?
As you know the government
have been pushing to get the
voluntary sector to take over
more public sector provision.
It’s a good deal for the
government because we take
no profits and pay no
shareholders. Also it reduces
the amount the sector needs
in funding. (See question 6)
Most of the recent changes
to the transport act, for
example enabling CT
schemes to register routes
which carry the general
public (around here it’s
Poppy bus) are towards this
end.
Most problems are covered
in other questions however
for the CT sector across
Norfolk to survive and work
together we will probably
need some standardisation of
methods and charges. NCC
are setting up a county wide
forum which hopefully will
address these issues.
Yes we do and we have a
national body the Community
Transport Association, which
lobbies the government for
not-for-profit transport
providers and keeps up with
new legislation. Locally I
chaired a North and West
Norfolk Transport Forum for
a number of years concerned
with sharing good practise
and campaigning for the
sector.
Our problem is that we have
not sufficient human
resources to continually
promote our activities. New
services are advertised using
what media we can and a
good splash can get us
started with a dozen or so
new members but over time
the numbers reduce and we
have the unfortunate fact that
our buses are going through
villages where there is need,
but the people don’t know
they can get on our bus.
How do you fund the
scheme within your area,
including the promotion,
service operation and
purchasing of new
vehicles?
Traditionally CT schemes
benefited from local authority
support for their core funding
mixed with capital and
revenue grants from
organisations such as the
Rural Development
Commission then later the
Countryside Agency for
project funding. These
agencies no longer exist and
the Lottery has all but
withdrawn recently (in my
opinion) so CT schemes and
the voluntary sector in
general are resorting to
adopting the business model
of trying to generate budget
surpluses by taking on
contract activity.
Continued Questions…..
In your experience what
are the main problems that
established schemes
encounter?
How willing do you find
local groups are to be
involved with community
transport projects?
If these services ceased to
operate, what would be the
implication for people
living in these
communities?
North Walsham Area
Community Transport
Association (NWACTA)
It is going to get worse for
rurally isolated people as
more cuts are made to the
rural bus subsidy and less
public transport is available
to them. NNDC should help
us to spread the word that,
as much as possible, CT can
help people get to essential
services
While there is an acceptance
that public transport in rural
areas needs ongoing subsidy
to operate, community
transport is seen as having a
lower cost base because of
the use of unpaid volunteers.
In my experience there has
always been reluctance from
funding bodies to invest in
core activities. Some CT
schemes employ staff to
provide their services and all
of them suffer from ever
higher running costs and an
inability to replace vehicles
CT provides low cost
transport solutions for many
groups supporting
vulnerable people across all
disciplines and there is good
interaction between
organisations
How do community-based
schemes fund the
purchase of vehicles, and
have any of them
experienced difficulties in
raising the necessary
capital?
The criteria for using free
(PTS) hospital transport have
recently been tightened
leaving many more people
stranded. CT schemes
including community car
schemes will try and help but
can only do so much. Any
reduction in these important
door to door services will
increase feelings of isolation
and social exclusion and
reduce health well being for
vulnerable people
Do you believe the funding
of community based
schemes could be
simplified at a local and
national level?
Are there any community
based transport schemes
either in Broadland/North
Norfolk or from another
area that you feel are
particularly successful?
Pressure on district and
county budgets will impact on
support for the voluntary
sector in the coming years.
Better evidence of the value
and social return derived
from demand responsive,
accessible transport will help
the sector to survive. The
Government have dedicated
some money to county
councils to help build
sustainability in community
transport and we look
forward to seeing how this is
spent
What do you think the District Council could do to assist the sustainability and future of community transport?
This question was not answered
General Comments
Norwich River Bus Service
In brief a proposed ferry service from a regeneration site, once occupied by the electricity power station across the River Wensum to a development site in Trowse, standing in for bridge.
The ferry service has plans to carry passengers from Trowse to New Mills( near to Oak Street Norwich) and return. Dredging by New Mills ( the turning point for the ferry service) is proving to
be a sticky point with the Norwich City Council and the Broads Authority
Private Companies
Norfolk Green on behalf of Coasthopper Service
These responses are global views but with specific reference to Coasthopper, 29, X8 and X29, all of which provide core transport services in North Norfolk. 1. Public transport is often seen as the ‘last resort’ option; what do you think
could be done to improve the public perception of public transport and,
therefore, increase patronage?
Insofar as we are concerned I cannot accept that our routes are seen as the choice of
last resort, although I accept that the political perception is misguidedly so. Given that
our fare-paying (ie not free travel over-60s) customer base is consistently growing by
between 8% and 15% a year, there are two scenarios that are causing this. Firstly, that
there is a striking growth in deprivation in the area (of which I see no evidence) or that
the premise behind this question is arguable or wrong.
We achieve this growth by tailoring service patterns and offers to meet demand, and
then advertising our product as widely as we can afford, putting a higher percentage of
overall spend into advertising than does the industry generally
2. Cost is frequently raised as a barrier to using public transport, especially for
younger people, how can this situation be improved?’
We have a policy of charging affordable fares. Our preference has always been for fuller
buses at lower fares as we believe that that serves the market best.
According to concessionary reimbursement consultants MCL (first employed by the
Districts when responsible for reimbursement) and now the County as it moved to being
their responsibility, our fares are adult 25% below the average of the County's other
operators.
We have provided a universal 20% off for all 16 to 19 year olds across our network
since 2005. This is at all times, not just for those in education, and is based on a no-ID
card basis. We were first in the UK to do so, and now at last some other operators are
starting to follow suit.
The combination of our adult fare policy and this means that the cost of travel for a 16 to
19 year old on our buses is about 40% below the average of other operators in the
county who do not offer such a discount.
Insofar as our business model is concerned, therefore, I do not believe that there is
much of an issue (we receive very little comment to that effect) and I think there is little
more that we can reasonably and affordably do.
3. Why have there been so few cases of subsidised routes becoming
commercial, enabling the subsidy money to be reinvested into other routes?’
I don't accept this in respect of our operations, with two general exceptions below. Nor
do I recognise the point nationally. Insofar as our operations are concerned, in the past
two years we have commercialised a number of routes or part-routes that have saved
the three County Councils with which we contract a total of £0.5m between them. If the
Counties have decided, as they mostly have, to not reinvest the savings, that is a matter
for them to answer for.
Further, the Panel should not ignore that as passenger revenues rise from increased
ridership, so, as contracts are re-tendered at five year intervals, this leads to real term
reductions in the contract price, accruing further savings to the county concerned. So
even if the route remains contracted, it doesn't mean that the County does not benefit; it
is a matter of taking a series of steps towards commerciality.
There are two general exceptions. One is, as in April 2012 and again in April 2013,
central government decides to change the rules to force up our operating costs (eg the
reduction in grant from this April to offset part of the fuel duty paid on bus routes, which
has increased duty by 58% this month). Secondly, if an operator is marketing its
services so as to grow passengers, government requires local authorities not to fully
reimburse operators for new free travellers thereby generated.
As a consequence these types of measures by government militate against
commercialization
4. To what extent do the operators see themselves as competitors to each other
as distinct from colleagues with a common aim of maximising ridership?
The answer is both but with a much heavier bias towards being competitors with each
other. There is a widely held belief in the industry that this is not right but it results from
excessive attention to the industry over a lot of years. Only last December, the
Competition Commission concluded the most major inquiry into the market ever
undertaken, and, controversially concluded that buses do not compete with other forms
of transport, rather they compete within a distinct market of bus users.
I do not accept this any more than my industry colleagues, but the corporate and
personal penalties for ignoring it by co-operating with each other "too much", which can
lead to fines of 10% of company turnover, are disproportionate and excessive. Further,
the industry regulator, in a case in Wales, has fairly recently then determined that the
named person on the Operator Licence may not be a fit and proper person to run a bus
company and barred from doing so for up to life.
These draconian and largely unnecessary European requirements ensure that
operators are extremely cautious about what the authorities might, in retrospect,
determine to be undue and therefore anti-competitive co-operation
5. What do operators think they could do better than they do now?
There are many things that operators could do better, so long as they can afford to do
them better. However, as an industry we do not exist in a vacuum. The past decade
was characterised by central government consistently and repeatedly increasing costs
through excessive regulatory zeal, impacting all labour-intensive industries (such as
NHS, Royal Mail and buses) negatively. Now, the current government is busy stripping
out subsidy, creating a double hit. Reducing profits in this way feeds through to reduced
investment, whether in hardware such as fleet, or innovation in service design and
pricing.
The method central government requires for free travel reimbursement also impacts.
The Department for Transport issued a press statement only last month crowing that it
had changed how we are paid, and congratulating itself on the windfall (its words) it had
created for local authorities. That windfall simply means less investment by operators.
Few businesses in any sector will invest in "doing things better" in such a massively
hostile trading environment created by elected representatives (actually mostly by the
European Commission).
Further, all the public signals sent by government are pro-motorist, and added to
decisions by them not to invest capital in bus schemes for rural areas, leads to the
conclusion that private motoring is the preferred means of rural transportation
6. Do you engage with other transport schemes operating in the County?
We do, to the extent that they exist, but in practice it is to a very limited extent indeed
7. What could the District Council do differently to what we do now that would
help to increase patronage of your service?
District Councils have responsibility for well-being policies, planning and parking
policies.
In the matter of the first mentioned, they are uniquely placed to use their powers to
maximise use of buses, which are now largely easy access design, including for
wheelchairs, by minimising use of taxis or non-emergency ambulances for outpatient
clinic or hospital visits.
As the planning authority, your guidance to developers is crucially important. It is my
experience that ensuring that private sector developers are guided appropriately but
that this rarely is the case for public sector developments, from village surgeries to
district council offices, which are increasingly not well located with regards to either
existing bus routes or sustainable new ones. The North Norfolk District offices at
Cromer are possibly the most extreme example of this.
The local framework plans set the scene, and I noted in the North Norfolk draft plan no
regard was had for local bus service provision or termini, rather it majored only on
parking capacity and protecting land for a future possible rail route, sending a very clear
signal to bus operators that their contribution to the local economy, or environmental
improvement, was not wanted. This does nothing to encourage investment.
As the parking authority, you face conflicting pressures from raising revenue for
yourselves and from businesses wanting below-cost or free parking as a means of
boosting their businesses. Whichever level of parking charge is chosen, there is rarely
or ever any regard for the impact on the sustainability of local bus services. On the
Coasthopper route there is also the matter of restricting parking in places where local
bus service punctuality or access can be severely undermined, such as at Salthouse
and Cley. Whilst this may be a highway authority (ie County Council) matter, there is
scope for the Districts to be much more proactive.
In all these three areas, Districts could do significantly more to assist retention of local
bus services to the benefit of local residents