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

Ev 106 Transport Committee: Evidence
CRs would not be acceptable. In Devon <strong>and</strong> Cornwall most branch lines have CR designation but the
Paignton/Newton Abbot line with 7 long distance <strong>and</strong> 21 local services per weekday is denied CR status
because of longer distance trains. It is still predominately a local railway <strong>and</strong> should enjoy concession fares
within integrated local transport. Appendix 8 gives examples of where train is much the better or the only
eVective public transport option from smaller stations on the mainline served by local trains. These cannot
be designated CR but are part of the local public transport network.
41. About 20% of CRs already enjoy concession fares, an “adequate” <strong>and</strong> equitable UK scheme would
not deny application of concession fares to the other 80% of CRs or ignore the fact that 100% of pass holders
in NI enjoy free rail travel.
42. There are some empty seats oV peak on CRs <strong>and</strong> the Secretary of State objected to CRs carrying
“fresh air”. In some areas CRs oVer a better public transport option than bus.
43. There are no arguments against extending concession fares to CRs, except cost <strong>and</strong> that cost is
very low.
Extension to all Local Heavy Rail <strong>Travel</strong>—Cost <strong>and</strong> Definition
44. A pilot extension to CR is suggested above but extension to all local heavy rail should happen <strong>and</strong>
need not be expensive. It is realised that this inquiry is not concerned with fare levels. However, there remains
a perception that local rail travel is more expensive than bus.
45. This could deter the acceptance of local heavy rail as aVordable in a concession scheme. Appendix 5
dispels that misconception <strong>and</strong> shows that for oV peak rail journeys less than 27 miles are usually cheaper
than bus at national level data. Six examples of branch lines in Devon & Cornwall show savings on an oV
peak return journey of between £1.50 <strong>and</strong> £3 on five of the six branch lines <strong>and</strong> an extra cost of 80p on
one line.
46. For the debate in the Lords DfT estimated extension to local rail at £250 million. Much of this would
not be “new public money” as 46% (see Appendix 4) of the population already have this benefit <strong>and</strong> those
areas represent the busier local lines. Also the abstraction to bus will be partially reversed <strong>and</strong> savings made
on bus reimbursement, reducing the net cost of extension to local rail. The author has requested from DfT
the detail of their estimate of £250 million but awaits an answer.
47. The authorities in Appendix 4 manage to define local rail. There should be no trouble with definition
in areas still to add local rail.
An UK Wide Concession Scheme for Local Bus <strong>and</strong> Local Tracked Modes of Public Transport NOT
Long Distance Across UK <strong>Travel</strong>
48. There is a half fare concession scheme for long distance express coach travel <strong>and</strong> the £20 seniors
railcard for 33% discount on rail travel, that makes economic sense for long distance rail travel, if not local
rail travel. The cost of extending free concession travel to long distance coach <strong>and</strong> rail travel would be high
<strong>and</strong> these are not essential local journeys that pass holders need to make.
49. Extension to tracked modes is only proposed for local journeys, but for both residents <strong>and</strong> visitors
to an area.
APPENDIX 1
COMPARISON OF BUS AND TRAIN JOURNEYS FROM VILLAGES ON TAMAR VALLEY
LINE TO PLYMOUTH
(See also Appendix 8 for non-branch line examples).
Source: All data taken from <strong>Travel</strong>ine on 10 February 2007. Based on departure from village after 0930
(as this is start time for statutory concession scheme) <strong>and</strong> return from Plymouth after 1200 for Monday 12
February, except where indicated. Times in minutes.
Journey Bus Time Train Time BT/TT Bus Changes Notes
From Gunnislake 96/119 45 2.39 1 or 2 A, B, C
To Gunnislake 78/93 45 1.90 1 or 2 A, B, C, D
From Calstock 104/112 33 3.27 2 or 3 A, B, C
To Calstock 88/102 33 2.88 1 or 2 A, B, C, D
From Bere Alston 92/98 24 3.96 2 A, B, C