{"id":1297,"date":"2016-10-14T08:34:48","date_gmt":"2016-10-14T07:34:48","guid":{"rendered":"http:\/\/discover.pjb.co.uk\/?page_id=1297"},"modified":"2016-10-14T08:34:49","modified_gmt":"2016-10-14T07:34:49","slug":"new-approach-rural-public-transport-report","status":"publish","type":"page","link":"http:\/\/discover.pjb.co.uk\/index.php\/new-approach-rural-public-transport-report\/","title":{"rendered":"A New approach to Rural Public Transport – report"},"content":{"rendered":"

Report<\/span><\/h1>\n

\"new-approach-to-rural-transport\"<\/p>\n

A New approach to Rural Public Transpor<\/a>t<\/span><\/h2>\n

Produced by the Commission for Integrated Transport (CfIT) (November 2008)<\/p>\n

Summary<\/span><\/h3>\n

Public transport has enjoyed a renaissance in many urban areas in recent years, but
\noutside large towns and cities its quality remains patchy. Many rural communities have
\npublic transport services that are infrequent, finish early in the evening and do not run at
\nall at weekends. Connections between buses and trains are erratic, and examples of
\nintegrated ticketing are the exception rather than the rule.<\/p>\n

This problem affects large numbers of people \u2013 a fifth of the English population (9.5 million
\npeople) live in rural areas. It causes significant hardship, with the evidence suggesting
\nthat low-income rural households are often forced into buying and running a car when
\nthey cannot really afford to do so. Rising fuel prices make it even more important to offer
\na better alternative to car use for these rural households.<\/p>\n

But the problems caused by poor rural public transport are wider than this. Lack of
\na decent transport service undermines the economies of rural areas, since it is more
\ndifficult for people to access jobs and services. It also has environmental consequences,
\nresulting in high levels of car use compared to urban areas, and greater per capita
\ncarbon emissions from transport.<\/p>\n

As an advisory body to Government (until it was abolished on 14 October 2010) the Commission for Integrated\u00a0Transport (CfIT) examined how innovative transport schemes, using shared taxis,
\nmight be developed on a large scale to meet rural accessibility needs. In doing this, they
\nhave looked at examples from the UK and abroad, including mainland Europe, where schemes operating on a large scale, could be\u00a0adopted in the UK.<\/p>\n

The evidence from these schemes suggested that it should be possible to\u00a0achieve significant economies of scale, so that it would be possible to develop a rural\u00a0transport network that is more cost-efficient and environmentally-efficient than the\u00a0current system, and better meets rural people\u2019s needs.<\/p>\n

It was found that the European schemes generally require less subsidy<\/span>, as a
\nproportion of total costs, than the UK schemes \u2013 an unusual situation, since it is more
\ncommon for European public transport to receive higher subsidies than public transport
\nin the UK. This suggests that there are clear opportunities to make current expenditure
\non rural public transport \u2018work harder\u2019, so as to deliver a better service.<\/p>\n

Termed as \u2018TaxiPlus\u2019<\/span> it was seen as a way to meet the\u00a0challenges laid down by the Government in towards a “Sustainable\u00a0Transport System”<\/span>, CfIT recommended a large-scale demonstration TaxiPlus<\/span>
\nscheme as the next step. It did not\u00a0believe that there are any insurmountable regulatory or legislative problems\u00a0that would prevent developing these schemes, though there are some specific
\nissues in relation to taxi licensing and the funding system for rural transport that will
\nneed to be resolved.<\/p>\n

\"ashwater-devon\"CfIT believed the UK would benefit from demand-responsive transport schemes similar to
\nthose that have developed in the Netherlands and Switzerland. Their research has shown
\nthat these regional and national operations have lower subsidy costs per trip than the
\nmore locally-organised schemes currently operating in the UK. It was believed that the
\neconomies of scale benefits achieved in these countries could also be achieved in the UK.<\/p>\n

The types of schemes operating in the Netherlands and Switzerland typically use a fleet
\nof small vehicles to provide shared transport to passengers who pre-book. In some
\ncases, the service operates on a fixed route and at a fixed time but in a location or at
\na time of day when conventional bus services would not be viable. In other cases, the
\nservice is door-to-door. Pre-booking can generally be made up to an hour before travel.
\nHours of operation are commonly from early in the morning until late in the evening,
\nseven days a week. Ticketing is integrated with conventional public transport<\/span>, and
\nservices are designed to connect with buses and trains.<\/p>\n

Whilst they operate within a national framework, the Dutch and Swiss schemes are
\ngenerally managed at a regional or sub-regional level. For example, the licensing system
\nfor providers of what is known as \u2018small-scale collective transport<\/span>\u2019 in the Netherlands
\nis national, so that providers need only register once in order to be able to operate
\nanywhere in the country. A single provider operates a small number of call centres
\nthat take bookings from passengers anywhere in the country. Contracts for small-scale
\ncollective transport services are then let by the various provincial administrations.
\nWithin the UK, the Government\u2019s Local Transport Bill sets out a framework for sub-
\nregional co-ordination of transport planning that may in future make it easier to manage
\ndemand-responsive transport services on a regional or sub-regional scale \u2013 for example
\nacross several counties. This would help achieve the economies of scale shown by the
\nmainland European.<\/p>\n

However, there are some barriers to the expansion of demand-responsive services that
\nneed to be resolved. First, there is reluctance on the part of local authorities and the taxi
\ntrade to take full advantage of the opportunities that are available under current legislation.<\/p>\n

Second, taxi and private hire vehicle (PHV) licensing outside London is the responsibility
\nof district and unitary councils. This is seen as working against the development of large
\nfirms with the capacity to run sizable operations of the type seen in mainland Europe.
\nThe law on out-of-area operation by taxis and PHVs is both complex and controversial.<\/p>\n

Case law has established, for example, that a PHV can accept a booking entirely
\noutside the area in which it is licensed provided that the driver, vehicle and operator\u2019s
\nlicence have all been issued by the same authority. However, the basis of the licensing
\nsystem \u2013 and the way that the industry in general sees itself \u2013 is one of locally based
\nregulation and operation within a defined local area. There is also the argument that
\ndistrict level licensing divorces this function from the wider considerations that are the
\nresponsibility of local transport authorities.<\/p>\n

Third, certain streams of public subsidy (eg Bus Service Operators\u2019 Grant, (BSOG)) have
\na distorting effect on the economics of certain types of demand-responsive transport
\nschemes provided by commercial taxi firms (who are ineligible for BSOG). If demand-
\nresponsive transport schemes as seen in the Netherlands example are to become a
\nbigger part of the picture in this country in future, it will be necessary to have a consistent
\napproach to subsidy for all forms of public transport.<\/p>\n

\"taxibus-case-study-sites\"<\/p>\n

Read full document<\/em><\/a><\/span><\/p>\n

Keywords:\u00a0rural, tourist, transport, bus, funding, taxibus, Publiccar, Taxitub, Treintaxi, Regiotaxi<\/em><\/p>\n

 <\/p>\n","protected":false},"excerpt":{"rendered":"

Report A New approach to Rural Public Transport Produced by the Commission for Integrated Transport (CfIT) (November 2008) Summary Public transport has enjoyed a renaissance in many urban areas in recent years, but outside large towns and cities its quality remains patchy. Many rural communities have public transport services that are infrequent, finish early in Read More …<\/a><\/p>\n","protected":false},"author":1,"featured_media":1301,"parent":0,"menu_order":0,"comment_status":"closed","ping_status":"closed","template":"page-rightsidebar.php","meta":[],"yoast_head":"\nA New approach to Rural Public Transport - report - Discover Public Transport and Mobility as a Service<\/title>\n<meta name=\"description\" content=\"Resources that might be useful in understanding the various issues related to public transportation and innovative ways of utilising sustainable solutions.\" \/>\n<meta name=\"robots\" content=\"index, follow, max-snippet:-1, max-image-preview:large, max-video-preview:-1\" \/>\n<link rel=\"canonical\" href=\"http:\/\/discover.pjb.co.uk\/index.php\/new-approach-rural-public-transport-report\/\" \/>\n<meta property=\"og:locale\" content=\"en_GB\" \/>\n<meta property=\"og:type\" content=\"article\" \/>\n<meta property=\"og:title\" content=\"A New approach to Rural Public Transport - 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