Ticketing and Concessionary Travel on Public Transport - United ...

Ev 62 Transport Committee: Evidence
Written evidence
Memor<strong>and</strong>um from Dr Roger Sexton, Academic Legal Studies, Nottingham Trent University (TPT 01)
1. Introduction—Three Separate Inquiries?
The terms of reference of the inquiry divide into three very distinct issues:
A Integrated ticketing—including smartcards;
B Revenue Protection;
C Free Public Transport for Seniors (<strong>and</strong> other “socially disadvantaged” groups).
2. Integrated Transport Impossible in Britain
The legal regimes governing British public transport (bus deregulation <strong>and</strong> over-centralised rail
franchising) means that it is impossible to integrate public transport in the way it is done by the Swiss <strong>and</strong>
by some of our EU partners (notably the Germans <strong>and</strong> the Swedes).
2.1 European Best Practice
As I have explained in previous memor<strong>and</strong>a, the integration in Sweden is achieved by organisations called
Lanstrafiken (regional PTEs). Each Lanstrafiken controls all the local public transport in its area. The
control extends, of course, to ticketing <strong>and</strong> fares. There is one ticketing system for the whole of a
Lanstrafiken region. The Lanstrafiken tickets are valid on all operators (except certain long distance intercity
services).
Similarly, every major German-speaking conurbation in Europe has a “Verkehrsverbund” controlling all
public transport within its area. Eg the Rhein-Ruhr Verkehrsverbund covers the whole of the industrial
Ruhrgebiet. There is one ticketing system for the whole of this vast region; the tickets are valid on all public
transport except Inter-City long-distance trains.
2.2 Integrated <strong>Ticketing</strong> Impossible in Britain
As I have explained in previous memor<strong>and</strong>a, bus deregulation, with operators competing against each
other, is the antithesis of integration. Each bus operator has its own fare structure <strong>and</strong> its own tickets, <strong>and</strong>
(except in rare cases) tickets are not inter-available between operators..
Tickets which are valid on both buses <strong>and</strong> trains (the norm with Lanstrafik or Verkehrsverbund tickets)
are very rare in Britain.
2.3 Conclusion—Integrated <strong>Ticketing</strong> Through Franchising
The only practical way of achieving a comprehensive integrated ticketing system is to have all public
transport controlled by franchising bodies. The franchising structure I would adopt in Britain is set out in
my memor<strong>and</strong>um to the committee regarding Rail Franchising—see page 212 of your report on that subject.
3. Smartcards—Look Abroad
I am not qualified to comment on the technological issues raised by your questions 3, 4 <strong>and</strong> 5. I would
however urge the committee to look for lessons from abroad, as well as looking at the London <strong>and</strong>
Scottish schemes.
In particular, the committee should pay a study visit to the Väst (West) region of Sweden (main city
Gothenburg) where the existing ticket system is being replaced by smartcards. ALL passengers on ALL local
<strong>and</strong> regional public transport (buses, trains, trams <strong>and</strong> ferries) will be using the same type of smartcard.
3.1 Nottingham— Two Operators—Two DiVerent Systems of Smartcards
For many years now, my “easyrider” season ticket on Nottingham City Transport has been in the form
of a smart-card which I hold against a reader as I get on the bus. (On the tram I h<strong>and</strong> it to the conductor
who holds it against his portable reader.)
The other major bus operator in Nottingham (Trentbarton) is about to introduce an apparently totally
incompatible smartcard system. The Trentbarton cards will have to be held against the reader both as the
passenger gets on <strong>and</strong> as he/she gets oV. (Check in—check out.)