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

Transport Committee: Evidence Ev 193
tolling) <strong>and</strong> non-transport (eg tourism) functions. These areas aVect the majority of public transport users
(ie not only concession holders) <strong>and</strong> open the possibility of oVering products that are clearly complementary
to the underlying travel basis. For example, the ability to provide visitor entitlements, including associated
travel <strong>and</strong> admission entitlement, in an integrated <strong>and</strong> fully reconcilable framework, oVers the ability to
contribute constructively to a variety of policy objectives, in areas such as economic development, tourism
<strong>and</strong> accessibility.
4.3 It is significant that the established statutory basis for the Chester <strong>Travel</strong>card scheme has been
demonstrated to possess the flexibility for geographic <strong>and</strong> functional expansion, <strong>and</strong> to continue to provide
a sound basis for the existing scheme as well as its ITSO development.
5. What can be learned from the experiences of areas such as London <strong>and</strong> Scotl<strong>and</strong> where smartcard technology
is already in place?
5.1 In London, growth of the successful Oyster scheme demonstrates clearly the potential for such
schemes, when promoted within a stable, regulated environment. Outside the London regulatory
framework, the volatility in particular of the commercial bus network represents a material disincentive to
the development of integrated ticketing schemes <strong>and</strong> the ability to ensure operator participation in them.
5.2 Oyster also clearly demonstrates the technological capability <strong>and</strong> robustness of the requisite
equipment <strong>and</strong> card media, although it does not demonstrate the application of the ITSO st<strong>and</strong>ard.
5.3 In Scotl<strong>and</strong>, there is a single pilot scheme in Shetl<strong>and</strong>, <strong>and</strong> although a procurement framework exists,
smartcard technology is not yet generally in place. However, the introduction process for the national
concessionary travel card demonstrates the potential for beginning with card procurement <strong>and</strong> subsequently
building the host scheme. The ability of local authorities to act in unison under a national aegis provides
evidence of the eVectiveness of joint procurement routes <strong>and</strong> the accommodation of individual identities,
<strong>and</strong> of the consequent eVect on the market for suppliers of items of ticketing systems <strong>and</strong> equipment.
Revenue Protection <strong>and</strong> The Powers of Ticket Inspectors
6. Is the legal framework within which ticket inspectors function appropriate?
6.1 The County Council’s inspectors do not exercise any powers to penalise passengers. They are
instructed to report any issues of this nature to the company. Bus companies in Cheshire engage their own
inspectors.
6.2 Under the Cheshire Districts <strong>Concessionary</strong> Fares Scheme, County Council inspectors monitor the
scheme. Any issues discovered here are reported to the operator.
6.3 The legal framework appears to us to be adequate to carry out our due diligence requirements.
7. What appeal mechanisms exist for passengers, <strong>and</strong> are they adequate?
7.1 This is primarily an issue for the bus operators.
8. Are the rights of passengers <strong>and</strong> the powers of ticket inspectors well-balanced?
8.1 We cannot comment on this.
9. Do operators of public transport take adequate measures to protect fares revenue?
9.1 We cannot comment on this.
<strong>Concessionary</strong> Fares—The Right Strategy?
10. Is the Government’s concessionary fares strategy, including the proposed scheme for concessionary bus
travel, adequate?
10.1 In introducing the current Cheshire scheme there have been a number of issues which raise questions
about the strategy for the introduction of the scheme:
Need for support from the Department for Transport
10.2 As administrators <strong>and</strong> brokers of the scheme, the County Council experienced a number of major
obstacles in negotiating an agreement between the bus operators <strong>and</strong> District Councils. The target of April
2006 was challenging but achievable. While the target was achieved in Cheshire, it would have been helped
by more support from the DfT. For example guidance to operate the scheme did not come out until
December 2005. The published guidance gave local authorities a methodology for working out the