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

Transport Committee: Evidence Ev 185
Committee will be aware that in 2006 the proposed introduction of smart ticketing on GNER services saw
the company seeking to reduce booking oYce staV numbers by up to 50%; a move resisted by the rail
trade unions.
<strong>Concessionary</strong> Fares
RMT representatives employed in bus companies in the South West of Engl<strong>and</strong> have reported significant
increases in bus use amongst pensioners <strong>and</strong> other passengers who qualify for concessionary fares. The
<strong>Concessionary</strong> Bus <strong>Travel</strong> Bill, which will from April 2008 extend the bus concessionary fare scheme from
purely local use across the whole of Engl<strong>and</strong>, is expected to result in a welcome <strong>and</strong> significant increase in
bus use. RMT supports the extension <strong>and</strong> believes that Government should be seeking to extend the scheme
to students, young people <strong>and</strong> the unemployed.
RMT is aware of operational <strong>and</strong> policy problems relating to the existing concessionary scheme. In
February 2007 your Committee pointed out that “Disputes have ensued between local authorities <strong>and</strong> bus
operators over the costs of reimbursing the bus operators for the concessionary fares”. 46 Indeed in the North
East of Engl<strong>and</strong> problems associated with implementation of the scheme has resulted in reduced fares for
students being cut, some services being phased out <strong>and</strong> fares for children being raised. We are somewhat
concerned that Government has yet to take adequate measures to resolve these problems <strong>and</strong> fear that that
the £250 million set aside to pay for the nationwide extension of the scheme will prove to be insuYcient.
RMT believes that the TfL Scheme for under 16’s, recently extended to 16 <strong>and</strong> 17 years olds in full time
education, is an example which could be followed to encourage use of public transport.
Conclusion
RMT welcomes the opportunity to contribute to the current inquiry into <strong>Ticketing</strong> on Public Transport.
We have for many years supported integration both within <strong>and</strong> across transport modes <strong>and</strong> believe that
Government should move rapidly to fulfil their commitment to introduce a National Rail Card.
Regrettably privatisation <strong>and</strong> deregulation of both rail <strong>and</strong> bus services have created huge obstacles to
providing the travelling public with the level of integration that is required to promote public transport use
<strong>and</strong> encourage people out of the private car. It is only where a measure of public sector regulation exists, in
the form of the PTEs/PTAs <strong>and</strong> Transport for London, that good practice has been brought forward; often
against the stiV opposition of the private sector transport providers.
Finally, recent moves to reduce ticket oYce opening hours at the Southeastern franchise hinder attempts
to integrate ticketing structures. Ticket Vending Machines are inadequate replacements for trained staV who
are best placed to oVer a full range of advice on ticketing <strong>and</strong> travel options within <strong>and</strong> across modes. There
is also a wealth of evidence indicating that the absence of staV acts as a disincentive to travel; a view held
particularly strongly by women passengers. This has obvious negative knock on eVects in relation to revenue
generation.
March 2007
Memor<strong>and</strong>um from CTC (TPT 38)
The CTC has since 1878 provided a voice for cyclists in shaping transport policy <strong>and</strong> provision, <strong>and</strong> today
represents some 70,000 members <strong>and</strong> aYliates mostly based in the UK. The use of the bicycle as transport,
<strong>and</strong> its value as a complementary mode to public transport are key areas in which CTC <strong>and</strong> its members
press for recognition <strong>and</strong> implementation of policy <strong>and</strong> projects. The nature of cycling as a self-propelled
mode of transport, means that for longer distances it is regularly combined with public transport to provide
a flexible personal transport solution, delivering a door-to-door journey by filling the “gaps” between
stopping points of public transport services to unite a coherent <strong>and</strong> complete trip with minimal time lost
waiting for onward travel.
We wish to provide evidence relating to the Committee’s questions 1 <strong>and</strong> 2—Integrated ticketing:
1. Is ticketing suYciently integrated across diVerent modes of transport <strong>and</strong> between diVerent geographical
areas?
2. Does the Government have an adequate strategy for developing the integration of ticketing systems?
Journeys integrating cycling with rail, bus, coach, ferry, <strong>and</strong> air travel have a variety of purposes. Some
take place daily as part of a regular commuting trip, <strong>and</strong> others to take passengers with their cycles to a
location for a cycling holiday. All such travellers seek a guarantee that the journey they planned to make
will be delivered, <strong>and</strong> in many cases penalties of missed connections to onward travel, late arrival for
46 Transport Select Committee 7 February 2007—Department for Transport Annual Report 2006.