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

Integrated Transport
Memor<strong>and</strong>um from London <strong>Travel</strong>Watch (TPT 09)
Transport Committee: Evidence Ev 79
1. Is ticketing suYciently integrated across diVerent modes of transport <strong>and</strong> diVerent geographical areas?
In London significant progress has been made with integration of multi-trip ticketing, notably through
the multi-modal <strong>Travel</strong>card. More recently prepayment for individual trips by diVerent modes has become
available in the form of Oyster Pay-as-you-go. In other areas, the introduction of PlusBus tickets has
extended the scope of through ticketing between rail <strong>and</strong> bus services. However, this is often still limited to
tickets which are bought at rail stations for journeys which involve the use of a bus at the end of a train
journey. In many cases it would also be desirable from the passengers’ perspective to be able to purchase a
combined bus <strong>and</strong> rail ticket (or one day <strong>Travel</strong>card) on the bus to the station. There is also still much that
could be done to make the public more aware of the ability to purchase such through tickets, with their
associated benefits.
London <strong>Travel</strong>Watch has recently expressed concern about the length of queues at Underground ticket
oYces at major National Rail termini in London (Kings Cross, Euston, Paddington, Victoria, Liverpool
Street). Much of this problem stems from rail passengers arriving without tickets that would take them
onward via the Underground. In many cases this is because they have not been made aware of the
availability at their stations of origin of tickets which include a <strong>Travel</strong>card. In the case of some journeys
from places outside the former Network SouthEast area, no such through ticket exists. For visitors to
London staying for more than one day, it would be helpful if the longer distance train operators (Virgin,
Midl<strong>and</strong> Main Line, One, GNER, First Great Western) followed the example of Gatwick Express <strong>and</strong> sold
pre-paid Oyster Pay-as-you-go cards on their trains <strong>and</strong> at booking oYces. It will be particularly important
to resolve this matter before the 2012 Olympics.
2. Does the Government have an adequate strategy for developing the integration of ticketing systems?
If the Government has such a policy, we are not aware of it, as the current situation is highly reliant on
the initiative of individual companies <strong>and</strong> transport authorities. Any involvement from the Department for
Transport is largely reactive in nature, except to the extent that participation in the all-operator National
Rail ticketing system is an obligation placed upon all franchised train companies. Indeed, it is a licence
condition imposed by the OYce of Rail Regulation on unfranchised operators as well. The Government has
only very lately chosen to use its influence as the franchising authority for the railways to promote the take
up of smartcards.
Outside Greater London the interpretation by the OYce of Fair Trading of competition law has had an
inhibiting impact on the development of integrated ticketing systems. It is diYcult—or there is little
incentive—in practice to develop these without co-ordinating fares charged, rendering operators open to
the risk of accusations of anti-competitive behaviour (conduct presumed by the law to be contrary to the
public interest).
The Use of Smartcard Technologies
3. Is the industry taking up modern smartcard technologies adequately <strong>and</strong> appropriately?
Transport for London’s Oystercard is one of the most extensive <strong>and</strong> versatile contactless smartcard
systems in the world. Its development predated any significant interest on the part of the Department for
Transport <strong>and</strong> its regulatory oVshoots in such technology, with the result that—for example—National Rail
operators have until recently been under no obligation to participate in it.
The rate at which smartcard technology is now taken up further in the public transport sector will be
determined by the willingness of the DfT to use its power through the franchising system to require rail
companies to do so. To date, with a few notable exceptions, British bus <strong>and</strong> train companies have been very
slow to introduce smartcard ticketing. This is despite its obvious benefits both to passengers (in terms of
convenience <strong>and</strong> a wider range of fares options) <strong>and</strong> to operators (in terms of reduced costs of fare collection
<strong>and</strong> a clearer knowledge of journey patterns).
4. Does the ITSO system cater for the needs of all passengers <strong>and</strong> travel providers?
Very few ITSO compliant systems are yet operational, so it is too early to say with confidence whether
ITSO will provide adequately for the needs both of passengers <strong>and</strong> operators. The development of Oyster
preceded the development of the ITSO specifications, <strong>and</strong> there are some technical challenges to be
overcome in ensuring that the two are compatible (not least in the area of protecting intellectual property
rights).