Conclusions and recommendations
Isolated communities
1. The
DfT should draft a definition of 'isolated communities' for use
in central and local government that captures isolated urban,
rural and island communities. We recommend pteg's available-accessible-affordable-acceptable
model as a practical starting point. When such a definition has
been agreed, the DfT must actively promote its use across Government
Departments to facilitate joined-up policy making. (Paragraph
7)
Isles of Scilly
2. We
welcome the discussions between the Council of the Isles of Scilly
and the DfT on introducing subsidised travel based on social need.
The DfT must recognise that the people living on the Isles of
Scilly are an isolated community and that they consequently need
support to access healthcare and other vital services on the mainland.
We expect the DfT to set out the result of those discussions in
its response to this Report. (Paragraph 11)
Vulnerable groups
3. Policy
making to deliver passenger transport in isolated communities
must address the needs of all vulnerable groups. To facilitate
fairness and joined-up provision, policy makers must avoid trade-offs
between generations or between vulnerable groups of people. (Paragraph
13)
4. The
DfT must recognise that passenger transport provision is fundamental
to achieving the objectives of the Department of Health, the Department
for Work and Pensions and the Department for Education in isolated
communities. The DfT needs to work with those Departments and
other concerned agencies to secure targeted funding that provides
passenger transport services for young people, people with low
incomes and unemployed people who live in isolated rural and urban
communities. To meet that target, the DfT will need to take a
leadership role on behalf of isolated communities to facilitate
cross-departmental and multi-agency working. (Paragraph 15)
Bus services
5. We
welcome the protection of the BSOG in the Spending Review 2013,
but note that that freeze will not address the gaps in service
provision caused by the 20% decrease introduced in 2012. (Paragraph
17)
6. We
welcome the initiative shown by Nexus in introducing its draft
Quality Contract in Tyne and Wear. Given that no Quality Contract
has yet been agreed using the powers in the Local Transport Act
2008, this will be an important test case in determining whether
Quality Contracts are a viable means by which to deliver bus services.
(Paragraph 20)
Stimulating demand
7. Bus
operators have a vested interest in maintaining and stimulating
interest in their services through effective marketing. The DfT
must work with the bus industry to facilitate and co-ordinate
the dissemination of best practice in order to maximise revenue
and to minimise costs. (Paragraph 24)
Community Rail Partnerships
8. Community
Rail Partnerships are a cost-effective way to facilitate passenger
transport in isolated communities, but their future viability
may be threatened by a funding shortage. The Association of Community
Rail Partnerships must lead the CRP sector in taking up the offer
of financial help from the Association of Train Operating Companies.
It must also work with train operating companies and the DfT in
sharing best practice on maximising revenue from fare collection.
(Paragraph 30)
9. We
welcome the DfT's recognition of the value of Community Rail Partnerships.
The DfT must translate its support for Community Rail Partnerships
into ring-fenced funding to reinforce the sector, which is a proven
means of harnessing the power of volunteering to deliver passenger
transport in isolated communities. (Paragraph 31)
Community transport
10. Community
transport has an important role to play in all isolated communities.
The DfT must extend its financial support for community transport
to all isolated communities rather than only supporting such services
in rural areas. (Paragraph 34)
11. Central
Government and local authorities are being unrealistic if they
expect voluntary community transport projects to compensate for
decreased bus services. Although community transport has an important
role to play, in practice it does not serve all sections of the
community and therefore cannot substitute for bus services. (Paragraph
37)
Total transport
12. We
welcome the DfT's support for total transport, which has the potential
to revolutionise transport provision in isolated communities by
making more efficient use of existing resources. The DfT must
work with local government to co-ordinate large-scale total transport
pilot schemes in a range of urban and rural communities. We expect
the DfT to report back to us with an interim evaluation of progress
on such trials by July 2015. (Paragraph 42)
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