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

Ev 112 Transport Committee: Evidence
Generation of Passengers
TRL publish a document, The dem<strong>and</strong> for public transport: a practical guide that is the “bible” for
elasticities. Chapter 6 deals with fare elasticity. It shows that fares elasticity is higher for oV peak <strong>and</strong> leisure
use. There is a long-term eVect that is larger than the “short run” elasticity. Table 6.55 pulls together the
findings from many studies <strong>and</strong> for “Suburban rail—UK—oV-peak—short run” quotes a mean across
studies of –0.79. This means that a 100% fare reduction (free fares) would generate 79% more passengers.
Applying this to the 18k concession passengers on TVL means that (0.79x18k) 14.2k extra concession
passengers would use TVL. This amounts to (14.2/111) 12.8% extra passengers over the whole passenger
base of 111k. The CRDS has a target to reduce subsidy per passenger by 50%, increasing the denominator
in that equation by 12.8% will reduce the target by 11.3%, a worthwhile contribution towards the 50% target.
This is based on a “short run” elasticity <strong>and</strong> will produce more eVect in the long term.
APPENDIX 8
COMPARISON OF TRAIN AND BUS JOURNEYS FROM SETTLEMENTS ON RAIL LINES
OTHER THAN CRs
Source. <strong>Travel</strong>ine for 28 February 2007 post-0930 journeys checked on 27 February.
Appendix 1 made the same comparisons from a stations/settlements on a branch line that was designated
CR. Small stations on mainlines (that cannot be CR designated) often oVer a vital public transport link to
larger towns/cities <strong>and</strong> some of those are mentioned below. As with TVL the train is often a far better <strong>and</strong>
sometimes the only reasonable alternative. There is a “double whammy” eVect at Whimple <strong>and</strong> Lostwithiel,
where bus services to the destinations mentioned have been requested from the local authority but they have
declined to subsidise such services as a train alternative exists.
AvoncliV to Bath
Hourly train to Bath taking 15 minutes. Original settlement <strong>and</strong> railway station in valley bottom. Steep
hills <strong>and</strong> narrow lanes to newer part of settlement. Only upper part of AvoncliV served by bus. Half-mile
steep uphill walk from Old Peoples Apartments to bus stop. Bus every two hours <strong>and</strong> takes 30 minutes to
Bath.
Dunbridge (Station now renamed Mottisfont <strong>and</strong> Dunbridge) to Romsey
Trains at 1200 <strong>and</strong> 1300 taking six minutes to Romsey, with three return options. A bus at 0919 (before
0930), then no bus till 1553 without a same day return.
St Germans to Plymouth <strong>and</strong> Liskeard
Train journey to Plymouth takes 18 minutes. One bus option to Plymouth is possible with a change of
bus <strong>and</strong> takes 75 minutes but there is no same day return bus. In the Liskeard direction the train journey
takes 12 minutes. There is one bus option to Liskeard taking 65 minutes with a change of bus but no same
day return by bus.
Kemble to Swindon <strong>and</strong> Gloucester
Hourly train to Swindon (16 minutes) <strong>and</strong> Gloucester (35 minutes). Two changes of bus in both directions
to both destinations are needed. The only eVective return bus trip to Swindon would need 284 minutes (32
by rail) for a 79-minute stay. The only eVective return bus trip to Gloucester takes 258 minutes (70 by train)
<strong>and</strong> yields 105 minutes in Gloucester.
Whimple to Axminster <strong>and</strong> Exeter
Train service two-hourly with some additional trains. 22 minutes to Axminster <strong>and</strong> 16 to Exeter Central.
Only eVective return by bus to Axminster takes 269 minutes (44 by train) with one change of bus for a 98minute
stay. To Exeter there are two eVective returns by bus, both with one change each way. They take
198 or 176 minutes (32 by train).