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

Transport Committee: Evidence Ev 103
9. Abstraction (35) is measured at 46% from local rail to free bus. Community Rail Development Strategy
targets are being threatened by abstraction caused by concession fares policy. Government policy needs
“joining-up” (36 to 39). Extension to Community Railways (40 to 43) would cost between £3m <strong>and</strong> £7.2m,
about 0.5% of the cost of bus concessions. Extension to all local rail would be far less than the £250 million
quoted by DfT (44 to 47).
10. An UK wide bus <strong>and</strong> local tracked modes scheme for residents <strong>and</strong> visitors is proposed NOT long
distance across UK travel. (Paragraphs 48 <strong>and</strong> 49).
UK Funded Scheme
11. The current patchwork of concession fares schemes is very largely UK funded. In Engl<strong>and</strong> funding is
channelled via Local Authorities but they are 75% funded from central government via Rate Support Grant.
Government describe the additions to the basic bus schemes as locally funded but people not enjoying above
statutory minimum schemes are likely to feel that they have paid for 75% of the additions enjoyed by others
but not themselves.
12. The Scottish <strong>and</strong> Welsh schemes are funded at aggregate level in those jurisdictions. The two
Community Railways soon to oVer concession fares in Wales are being funded by the Welsh Assembly
Government not Local Authorities. WAG has no revenue raising powers <strong>and</strong> uses UK Exchequer money.
The same is true of Northern Irel<strong>and</strong>. NI’s scheme is funded via the Department for Regional Development
at province level from UK Exchequer funds.
13. In some areas pensioners see some of their national taxes passed back to their Local Authorities via
RSG with an element for spending on concession fares. That element is not always fully spent on concession
fares (see paragraph 23) but those pensioners are denied an “adequate” scheme with above minimum
entitlement that is available elsewhere. They resent all the more paying 75% of schemes elsewhere that oVer
greater benefit for others.
14. A largely UK funded scheme should oVer broadly similar benefits across the UK, to both residents
of an area <strong>and</strong> visitors to that area.
Integration Across different Geographic Areas
(a) Cross Boundary <strong>Travel</strong>
15. On the isl<strong>and</strong> of Irel<strong>and</strong> concession cross boundary travel between Northern Irel<strong>and</strong> <strong>and</strong> the Republic
of Irel<strong>and</strong> is already allowed to the first cross border destination in both countries. This could be a model
for the Engl<strong>and</strong>/Wales <strong>and</strong> Engl<strong>and</strong>/Scotl<strong>and</strong> borders.
16. From April 2007 free concession travel anywhere in RoI <strong>and</strong> NI will be allowed by all pass holders
on the isl<strong>and</strong>. The DRD Press Release of 16 February 2007 says, “Under the terms of the new Scheme, each
government will pay for the free travel within its own borders.” (Reciprocal funding?). As the NI concession
scheme is funded from UK Exchequer, the UK Exchequer (one way or another) will be funding the scheme.
(b) “Out of Area” <strong>Travel</strong> (eg English not allowed concessions in Wales)
17. Whilst “Out of Area” concession travel will be UK funded for NI (but not GB) citizens in RoI, NI
citizens won’t enjoy the same in other parts of the UK. Similarly residents of Great Britain will not enjoy
“Out of Area” travel in NI. Is it acceptable that UK funding has been found for “Out of Area” concession
travel for part of the UK population (NI) for concession travel “abroad” but not for all UK residents to
enjoy “Out of Area” travel within UK?
18. The <strong>Concessionary</strong> Bus <strong>Travel</strong> Bill in parliament now oVers at Clause 10 a potential way forward.
Orders could be made to allow mutual recognition of concession passes across the four “areas” of UK, but
only when the “practicalities of mutual recognition, including funding” (Explanatory Notes to the Bill—
note 27) have been resolved. The magazine Transit (23 February 2007—page 5) reported hopes that
resolution between Engl<strong>and</strong> <strong>and</strong> Scotl<strong>and</strong> may be possible. Wales <strong>and</strong> NI were not mentioned in the report.
This would only apply to bus concession travel.
19. An UK wide scheme is required for a largely UK Exchequer funded scheme.
Integration Across Different Modes <strong>and</strong> RSG Funding for Concession Fares
20. In some rural areas the remnant of the railway left after Beeching often survived because the local
rail/road/river/bridge geography made bus replacement impractical. If concession travel on such railways is
denied, concession eligible passengers are denied equity with people on reasonable bus routes <strong>and</strong> empty oV
peak seats on such trains are wasted.