Passenger Transport: May 19, 2023

FORTEVERYNIGHT

£500m of new support for England’s buses

In response to warnings that up to 15% of the bus network could be at risk, the government has extended recovery funding and the £2 bus fare cap

The government this week announced £500m of additional funding to support local bus services in England until 2025.

The Bus Recovery Grant and the £2 cap on fares outside London had been due to expire at the end of June, with bus operators warning that up to 15% of the network would be at risk if the government failed to act.

Transport secretary Mark Harper this week confirmed £300m to protect routes and improve services until 2025. This will give bus operators and local authorities more time to rebuild passenger volumes, which remain 10-15% short of pre-Covid levels.

The government will meanwhile provide up to £200m to continue capping single bus fares at £2 outside London until the end of October 2023, and then at £2.50 until end of November 2024. At this point, less than two months ahead of the latest date that the next general election can be held, “the government will review their

effectiveness and future bus fares”.

Prime minister Rishi Sunak said: “By extending the £2 fare cap, we’re making sure bus travel remains accessible and affordable for everyone while helping to ease cost of living pressures.”

The two-year funding settlement was welcomed by Graham Vidler, CEO of the Confederation of Passenger Transport. “It will enable bus operators and local authorities to plan, promote and grow services with greater confidence,” he said. “However, [this settlement] will not save every service in every part of the country.”

CONTINUED ON PAGE 12

Ministers take TransPennine in-house

‘This is not a silver bullet,’ warns Harper 04

CAVForth experiment enters service

18

Jonathan Bray urges proactive response

We’ve lost our way with transport maps

20 Simulation game changer

Alex Warner laments the demise of maps

26

CitySwift offers new simulation options

“We’re making sure bus travel remains accessible and affordable”

Rishi Sunak

HANDS-FREE, WORLD-FIRST The first registered bus service in the world to use full-sized autonomous buses entered passenger service on May 15. The Stagecoach-operated AB1 links Fife and Edinburgh Park. Full story, page 16

£500m lifeline shows how buses are key political issue

IN THIS ISSUE 24

Never before has there been a time when employee mental health has held such weight. Nafisa Nathani explains why we need to re-think our traditional models of mental health support to be more accommodating to the needs of a diverse workforce.

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S COTZEB P HASE 2 AIMS TO ASSIST ON N ET ZE R O

Robert Jack

Managing Editor

After decades of being invisible, buses are high up on the political agenda. Appealing directly to parliamentarians earlier this month in an article in House magazine, Martin Dean, managing director of Go-Ahead group’s regional bus business, wrote: “A politician on a bus used to be as rare as a four leaf clover. But that’s changing. These days, most MPs are eager to put on a hi-vis vest for a tour around a bus depot, and few can resist a photo opp behind the wheel of a double-decker.” With financial support for England’s Bus Recovery Grant and the £2 fare cap due to expire at the end of June, Dean challenged them to back up this enthusiasm for buses with financial support, or risk a big step backwards for bus networks across the country. The government heeded this message with this week’s announcement from the Department for Transport of a £500m two-year funding settlement for buses. It even featured a quote from Rishi Sunakprivate jets may be our prime minister’s preferred mode of transport but his political antenna is telling him to get on board with buses. The industry will need to study the detail but it’s a positive platform to build on as we approach a general election. The DfT statement declared that “it is the responsibility of bus operators and local transport authorities to ensure an adequate provision of bus routes”, but we are learning that governments cannot afford to ignore the consequences of, and their role in, a failure to do so.

PASSENGER TRANSPORT editorial@passengertransport.co.uk

forename.surname@ passengertransport.co.uk

Telephone: 020 3950 8000

Managing Editor & Publisher Robert Jack

Deputy Editor Andrew Garnett

Contributing Writer Rhodri Clark

ADVERTISING

The Scottish Government has officially announced the launch of the second phase of the Scottish Zero Emission Bus Challenge Fund (ScotZEB), allocating up to £58m for the initiative. The Scottish Government has already invested £113m in zero emission buses.

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C OULD T R ANSPO RT

COPE WITH C OVID 2.0?

While Covid-19 never really went away, could there be a resurgence of the pandemic and what would be the response? Nick Richardson says there needs to be an understanding of why any scientist should be pointing the finger at public transport.

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RAIL P R IVATISATION IS SLOWLY UN R AVELLING

Our Whitehall insider imagines what’s going on inside the minds of the mandarins at Great Minster House, home of the Department for Transport. “I think I’m right in saying that there are seven contracts now in (or pending) the hands of OLR.”

TransPennine moves into state ownership

Transport secretary Mark Harper steps in to take control of beleaguered operator TransPennine Express after months of poor performance

CONTRACTS

TransPennine Express has become the fourth railway service to be taken over by the UK Government in the past five years after transport secretary Mark Harper stepped in to seize control of the train operator after months of poor performance.

The Department for Transport has confirmed that FirstGroup’s contract to operate the TransPennine Express network will not be renewed, and instead, the service will be managed by the state-owned Operator of Last Resort.

TransPennine Express’s performance has come under the spotlight with approximately one in six of its services cancelled in March, the highest rate in the country. The operator has also attracted comment for its controversial use of ‘p-coding’ whereby train operators can pre-cancel trains as late as 22:00

the previous evening. In such cases the p-coded train is not included in the timetables that railway performance statistics are measured against.

Last month Harper told

members of the parliamentary transport select committee that he was at that stage undecided about the future of the operator ahead of the expiry of FirstGroup’s National Rail

Contract (PT288).

However, he told MPs at the time that no option was off the table and he was driven by the service experienced by passengers on the ground. By last week Harper had clearly made up his mind and announced TransPennine Express would move into state control.

“After months of commuters and northern businesses bearing the brunt of continuous cancellations, I’ve made the decision to bring TransPennine Express into the Operator of Last Resort,” said the transport secretary. “This is not a silver bullet and will not instantaneously fix a number of challenges being faced.”

TransPennine Express has attributed its poor performance to a shortage of train drivers resulting from a backlog in training and the drivers’ union Aslef’s refusal to agree to an overtime working agreement, a common practice in the industry. However, the train operator’s nationalisation adds to the growing list of private contracts that have failed, including the InterCity East Coast franchise in 2018, Northern Rail in 2020, and Southeastern in 2021. The Welsh and Scottish Governments have

SUPPORT FOR TRANSPENNINE DECISION

Relief at decision to appoint Operator of Last Resort

REACTION

The news that transport secretary

Mark Harper had decided to appoint the Operator of Last Resort to run TransPennine Express was welcomed.

Anthony Smith, chief executive of Transport Focus, said TransPennine Express passengers had endured an

unacceptable service for too long.

He continued: “Whichever organisation runs TransPennine Express rail services, under whatever contractual arrangements, passengers will want to see a much more reliable service. The operator needs to take action to improve performance and build back passenger trust.”

Former transport secretary and chair of Transport for the North Lord McLoughlin also welcomed the decision: “The TfN Board’s position on this issue has been clear for some

considerable time, that services need to significantly improve. While we have seen some improvements over recent months, to achieve the performance levels passengers expect and deserve, and that the northern economy needs, there is a need for a resetting of the operation.

”We will now look forward positively to discussing with our members and working with the government to ensure the best way to achieve a service that meets the expectations of those living and working in the north.”

“This is not a silver bullet and will not instantaneously fix a number of challenges being faced”

Mark Harper

TransPennine Express becomes the fourth operator to be taken over by the UK Government

Stakeholders look forward to a reset of TPE’s performance

also nationalised rail operators as a result of performance issues.

For its part, FirstGroup expressed disappointment with the government’s decision and highlighted external factors as the cause of disruption.

In a statement it said: “For a sustained period during the first year of the current contract, TPE posted its best performance results for a decade. However, in 2022 TPE’s service levels declined due to circumstances not wholly within the operator’s control, mainly the challenging industrial relations environment.”

First emphasised that since the implementation of a recovery plan in February 2023, cancellations have reduced by approximately 40% and are expected to further decrease as more drivers become available.

While the government acknowledged that several issues faced by TransPennine Express were beyond the operator’s control, Harper stressed the need to “reset” the contract and underlying relationships with stakeholders.

Harper also called for Aslef to end its ongoing industrial action, urging the union to accept the fair and reasonable pay offer and allow their members to vote democratically on the proposal.

Mick Whelan, the general secretary of the union, welcomed the government’s decision but placed blame on TransPennine’s confrontational management style rather than the union for the breakdown in relations with drivers.

The move to nationalise TransPennine Express has been hailed as a victory by Andy Burnham and Tracy Brabin, the Labour mayors of Greater Manchester and West Yorkshire respectively. Burnham stated that this development presented an opportunity to reshape the railways in the north.

“We’ve been urging government to act for almost a year, “ said Brabin. “Delays and cancellations have damaged our economy and subjected commuters in the north to sheer misery.”

CBT weekcampaign launched

Better Transport Week aims to highlight sustainable transport

CAMPAIGNING

The Campaign for Better Transport this week launched Better Transport Week - a weeklong celebration of sustainable transport that will run from June 12-18.

The initiative aims to promote the wide range of benefits of public transport, shared mobility, walking and cycling to the public and encourage more people to travel sustainably. The campaign has been timed to celebrate Campaign for Better Transport’s 50th year of campaigning for sustainable transport.

encourage their employees to travel to work more sustainably, will be held on June 16 before the weekend of June 17-18 rounding off Better Transport Week with two days of promotions that aim to celebrate public transport, walking and cycling.

Better Transport Week is being supported by a number of organisations including the Department for Transport, local authorities, transport industry, NGOs, businesses and passenger groups.

He confirmed that the government’s decision to take control of TransPennine is temporary, with the intention to return it to the private sector.

Jonathan Bray

Iain Stewart, chair of the Transport Select Committee said the government had made the right call. “The rail minister told us in January that the company’s record was ‘unacceptable’, and there was no realistic expectation it would improve, unlike with Avanti where demonstrable progress was being made,” he said.

“A range of factors were at playTPE was among train operators who failed to recruit enough drivers during and after the pandemic, despite having their revenue guaranteed

FirstGroup shares fell 4% after the news was announced. Graham Sutherland, chief executive of the Aberdeen-based group, said the government’s decision “does not alter our belief in the important role of private rail operators”.

and knowing they have an ageing workforce. Upgrades to railway lines have also caused disruption. The change of management won’t resolve all of these problems overnight, and a deal needs to be reached with Aslef on rest-day working, pay and conditions.”

However, RMT union general secretary Mick Lynch called on the government to go further. “First should now also lose its failed Avanti West Coast contract as part of a return of all our railways to public ownership,” he said.

Former transport minister Norman Baker who is now the campaign group’s director of external affairs, said: “What better way to celebrate Campaign for Better Transport’s 50th year than with a celebration of sustainable transport?

“We are very excited to be launching Better Transport Week and pleased to have such a large number and range of organisations as partners for the week.”

Each day of Better Transport Week will have a specific theme with events, promotions and actions taking place on each day in a bid to build awareness of the issues.

June 12 will be rail day with the focus moving to buses on June 13. Local Transport Day will be celebrated on June 14 with Health Day following on June 15. Business Day, which will focus on how businesses can reduce their transport emissions and

Rebecca Fuller, interim director at the Urban Transport Group, said: “We’re delighted to support Better Transport Week - a key event in the transport calendar that shines a spotlight on the vital role of public transport, walking and cycling in shaping a more sustainable future. It’s also a great way to celebrate half a century of the important work that Campaign for Better Transport does for our communities up and down the country.”

The initiative has also won the backing of transport operators. Mark Anderson, customer and commercial director at Go-Ahead Group said: “Public transport is part of the solution for climate change. Go Ahead welcomes the work of Better Transport Week as it focuses on the benefits of sustainable travel. We will continue to advocate for greater modal shift, moving people out of their cars and on to public transport, whether that’s bus or rail.”

For more information about Better Transport Week , visit www.bettertransport.org.uk/ better-transport-week.

“TPE’s service levels declined due to circumstances not wholly within the operator’s control”FirstGroup

Rotheram reveals £300m franchise plan

Significant investment in new buses and depot facilities are at the heart of the Liverpool City Region’s plans to franchise the local bus network

BUS FRANCHISING

The Liverpool City Region has announced plans for a significant £300m investment in bus services as part of its plans to franchise the local bus network.

The commitments were revealed as the region’s mayor Steve Rotheram announced a major new public consultation to gain stakeholder feedback on the proposed reforms to bus services.

Last year, Rotheram and the combined authority unanimously confirmed franchising as the preferred future model for operating the bus network and services in the region.

By implementing bus franchising, the combined authority said it would gain greater control over fares, routes, and timetables, ensuring that services are operated in the best interests of local bus users. Private operators would continue to run the services under a contract with the combined authority.

Rotheram emphasised the importance of improving bus services for the region’s residents: “Hundreds of thousands of people in our area rely on buses to get about every day. For many, they are a vital lifeline that connects them to the outside world, to new opportunities, and to each other. Yet, for far too long, people in our communities have been forced to contend with a second-class bus service that’s too confusing, too unreliable, and too expensive.”

The proposed bus franchising scheme was developed following

a comprehensive assessment that compared it with alternative options. If implemented, the reforms would allow for better integration of buses with other modes of transport, including the Merseyrail network and the region’s new fleet of publiclyowned hydrogen buses, which were launched last week. Ticketing would be simplified and made more convenient through the introduction of a tap-in, tap-out system with daily fare caps, ensuring passengers always pay the lowest fare across the entire network.

The combined authority envisages a £252m investment in new vehicles and a £62m investment in depot facilities. A total of £27m has been set aside for transition costs. All of these costs are set at 2020/21 prices.

Public-sector borrowing would be used to finance the investment in fleet and depots, and where possible, certain transition costs.

The amount of financing required before and during the transition period, including interest on public-sector borrowing, is identified in the financial case as £154m in nominal

terms (£73m for fleet, £48m for depots and £33m for transition costs), although actual costs will be impacted by inflation and other factors.

The combined authority claims that ultimately, capital financing and other costs will be met from the revenues which would flow in under a franchised model. However, it admits the financial case recognises that it will take some years for the operating model to evolve into a sustainable position given the extent of additional investment required to introduce a franchise model, along with the requirement to introduce zero-emission vehicles

In order to accommodate these financial costs and risks, the combined authority has a number of financial instruments outside of bus revenues that would be applied. These include the Transport Levy, a mayoral precept and profits from the Mersey Tunnels. There could also be options for funding from central government and, potentially, cross-subsidy between modes.

It is proposed that the whole of the Liverpool City Region will become part of the scheme at the same time; however, bus service contracts will be rolled out across multiple tendering rounds over a staggered period of time.

All local bus services within and into the Liverpool City Region would be covered by the plans, the only exceptions being a handful of routes. These are: Warrington to Chester; Chester to Runcorn; Wigan to Southport via Ormskirk; Chorley to Southport; Preston to Southport; Warrington to Wigan; and tourist services.

It is anticipated that if approval to proceed with the scheme is forthcoming later this year, the first franchised services will commence in the financial year 2026/27.

Steve Rotheram with one of the city region’s new hydrogen buses

“For far too long, people in our communities have been forced to contend with a second-class bus service”

‘CMA competition test should not deter EPs’

CMA says competition concerns should not deter bus partnerships

POLICY

The Competition and Markets Authority (CMA) has issued new advice for Local Transport Authorities (LTAs) that are developing, monitoring or varying Enhanced Partnerships (EPs) with local bus operators.

The CMA plays a dual role in EPs. First, it acts as a statutory consultee for any proposed new EP or variation. Second, if the CMA believes that an EP may not meet the competition test, it can conduct an investigation.

The CMA’s advice builds on its previous involvement in the Bus Services Act 2017, which expanded the powers of local authorities to enhance bus services through EPs,

HORNBY TAKES ON MCGILL’S MD ROLE

Move follows significant expansion for Scottish firm

APPOINTMENTS

Growing Scottish bus operator McGill’s has announced the appointment of Alex Hornby to the new position of group managing director following significant expansion in recent years.

The move follows intense industry speculation after it emerged earlier this year the Hornby had temporarily stepped away from his role as chief executive of Harrogate-based Transdev Blazefield citing personal reasons (PT284).

Now it has been revealed that he is heading to Scotland to join McGill’s where he will report to the

Advanced Quality Partnership Schemes (AQPSs), franchising, or Advanced Ticketing Schemes. The advice also takes into account the 2021 National Bus Strategy for England, which has led to widespread adoption of EPs.

The document aims to be relevant to LTAs in England, Scotland, and Wales considering measures under their respective frameworks. It primarily targets LTAs planning to implement or modify EPs in the future. When establishing or modifying EPs, the CMA has said LTAs must conduct the three-step competition test outlined in the Act and then confirmed by DfT guidance. As part of the consultation process, LTAs must consult the CMA and conduct the test. The Department for Transport has issued guidance

bus operator’s board, led by chief executive Ralph Roberts.

“I am hugely excited at the opportunity to manage a classleading, successful and ambitious organisation, now the biggest independently owned bus company in the UK, Scotland’s Public Transport Operator of the Year and one of the largest operators of zero-emission electric fleets in the country,” said Hornby.

“The future for our industry is bright if - across both the operator sector and in government - we all grasp the right opportunities and align ourselves to zero-carbon, economic growth and congestionbusting agendas that the bus can help to realise.”

McGill’s has seen rapid expansion in recent years following the

explaining the process and application of the test, and the CMA urges LTAs to refer to it.

To date, the CMA has revealed it has reviewed over 50 draft EP plans and schemes and provided aggregated and bespoke “high-level feedback” on competition issues.

The advice aims to consolidate competition insights and reflections from previous reviews and assist LTAs in developing, monitoring, or modifying their plans and schemes. It does not provide legal assurances or identify circumstances for opening an investigation. Compliance with competition law remains the responsibility of LTAs.

The advice covers general principles of the competition test, justifications, proportionality, competition issues, and

purchase of Xplore Dundee from National Express in 2021 and last year’s acquisition of First Scotland East, which have been subsequently rebranded as Eastern Scottish and Midland Bluebird. The operator has also a growing partnership with fast-expanding express coach operator FlixBus, which has an expanding presence in Scotland.

mitigations. It also provides specific information and reflections on topics such as multi-operator ticketing schemes, price caps, transition periods, refund guarantees, and governance.

The CMA has reiterated it recognises the legitimate policy aims of EPs and intends to support LTAs in developing and self-assessing their EPs against the test. The advice should be considered alongside DfT guidance, Office of Fair Trading guidance, and other relevant legislation.

The CMA has said the purpose of the advice is to enable good policy and encourage LTAs to pursue innovative measures. It stressed that LTAs and operators should not interpret the advice as ruling out any potential measures and that their appropriateness depends on local context, objectives, and specific design of the scheme.

The new advice can be found online at: bit.ly/3pyNflp.

“Alex’s drive and passion will significantly strengthen the McGill’s group leadership team and ensure that we continue to develop the current business as I focus on our exciting growth plans,” Roberts said. “We continue to hire quality people and we look forward to working with Alex.”

Meanwhile, McGill’s coowner Sandy Easdale used the announcement of Hornby’s appointment to take a further swipe at the Scottish Government and its public transport policies.

“We are doing our part to get people out of their cars and back on the buses but we need government to play their part and get a realistic perspective regarding subsidies,” he said. “Their obsession with trains is madness.”

Hornby will report to McGill’s boss Ralph Roberts

Stagecoach denies kicking out FlixBus

Group rejects rivals claims about Aberdeen bus station expulsion

EXPRESS COACHES

Stagecoach has denied seeking to frustrate the expansion of express coach rival FlixBus by denying it new departure slots at Aberdeen bus station.

Already a global player, FlixBus has ambitious plans to become the largest intercity coach network in the UK. The company launched a major network expansion on April 27, which included a five-fold expansion of its services in Scotland. This was delivered through a partnership with McGill’s, Scotland’s largest independent bus operator.

FlixBus services to and from Aberdeen now arrive and depart from Littlejohn Street after the company failed to obtain additional departure slots at Aberdeen bus station, which is managed by Stagecoach. FlixBus believes this an anti-competitive

BERRYS COACHES EXPANDS ROLE

FlixBus doubles link-up with Taunton-based firm

EXPRESS COACHES

FlixBus, the UK’s fastest growing coach provider, has doubled its partnership with Berrys Coaches ahead of the summer season. The new route between Taunton and Newcastle launched on April 27, offering daily journeys to cities including Leeds, Sheffield, Birmingham, University of the West England and Bristol city centre. An initial relationship began in

move by Stagecoach, which owns 37.5% of Scotland’s largest express coach operator, Scottish Citylink. Singaporean group ComfortDelGro owns the remaining 62.5% share.

Andreas Schörling, managing director of FlixBus UK told Passenger Transport that his company had been obstructed to the point that they cannot use the bus station and he was surprised that it had not been possible to resolve this directly with Stagecoach. FlixBus has consulted lawyers and believes that this is anti-competitive. The company has also reached out to transport minister Kevin Stewart, whose Scottish Parliament consituency is Aberdeen Central.

“We are bringing choice to the

market. We are trying to better transport solutions to Scotland. It’s disappointing that someone would use their market power to put us at a disadvantage,” said Schörling. “All we are asking for is a level playing field.”

The FlixBus UK boss said that safety was cited as the reason for denying his company’s request for additional slots even though they were only asking for less than one slot per hour. The company did not want to be half-in, half-out, so it has moved all arrivals and departures to Littlejohn Street, half a mile away. “In practice that has kicked us out from the station,” said Schörling. However, Stagecoach rejects the accusation that it is now abusing its dominant market position.

A spokesperson for Stagecoach said: “The picture presented is misleading and does not reflect what is a safety and capacity issue.”

The spokesperson continued: “As the manager of the bus station, we have a responsibility to ensure that customers, staff and vehicles can move safely and effectively within the station. This means that we must monitor the capacity of the station and consider the impact on safety and traffic congestion when evaluating requests for additional departures. We recognise the duty to manage the relationship with all third-party operators in a fair manner and we reject the suggestions of anti-competitive intent.

“We have endeavoured to have a constructive dialogue with FlixBus at all stages, including detailed discussions about how their proposed journeys could be safely accommodated within the bus station. We have suggested amendments to their proposed schedules to facilitate easier access to bus stands and we remain open to further discussions with FlixBus to address their concerns.”

2021, which saw Berrys connections available to book via FlixBus channels. This developed into an official partnership in April 2022, with Berrys joining the green FlixBus network to launch the PlymouthLondon line. Berrys Coaches is now expanding its fleet with the brand.

Andreas Schörling, managing director of FlixBus UK said: “This is a fantastic partnership, based on our shared values and entrepreneurial spirit of the Berrys team. The company has significant experience in express coaches which means they consistently deliver high quality.

“We’re delighted that Berrys has

doubled their commitment to our network, bolstering the long-term partnership with new connections in line with passenger demand. We look forward to working together for decades to come!”

Established in 1920, Taunton-based Berrys Coaches has a rich history and strong reputation. Alongside FlixBus work, Berrys has a diverse portfolio, including day tours, coach hire as well as a high-spec superfast service to London from Somerset and Wiltshire, which launched in 1983.

James Berry, general manager of Berrys Coaches, said: “FlixBus’ vision for long-term expansion appealed to

us from the off and we’re witnessing their ambition to become the UK’s largest coach provider coming to life! Berrys has extensive experience in long-distance express work, which has helped us to assess the Flix model as the right choice.

“We have had a really enjoyable year building a truly equal relationship, and we’re looking forward to delivering more routes than ever before.

Embarking on a partnership at an early stage in FlixBus’ growth journey has proved a strong strategic decision for Berrys, and we’re proud to be a part of the revolution of the UK coach industry.”

“It’s disappointing that someone would use their market power to put us at a disadvantage”

Andreas Schörling, FlixBus UK

National Express Group becomes Mobico

Move aims to solidify group’s presence as international player

GROUPS

In a strategic move that aims to align with its growing international presence, National Express Group has announced it will change its name to Mobico Group next month.

While the new corporate name will be implemented, the group stressed its operating subsidiaries will retain their well-established customer-facing brands, ensuring continuity and familiarity.

National Express will continue to serve as the brand associated with the group’s UK national coach network and certain other businesses. Similarly, the renowned brand names utilised across the group’s global operations, such as ALSA, WeDriveU, Peterman, and Durham School Services, will

remain intact.

The transition to Mobico Group will also not entail any operational or structural changes within the group or its subsidiaries. The group said the implementation process has been meticulously designed to be costeffective and seamless, minimising disruption and preserving the group’s operational efficiency.

It added the rebranding would solidify its position as a frontrunner in the global shift toward mass transit solutions.

Commenting on the rebranding, Ignacio Garat,

National Express Group chief executive, emphasised the rationale behind the decision: “Whilst National Express is a highly valued consumer brand, Mobico better represents our multi-modal operations, global reach, and future ambitions. We remain focused on providing best-in-class services and delivering our Evolve strategy, with the intent of establishing Mobico Group as the world’s premier shared mobility operator.”

Industry analysts have welcomed the initiative,

highlighting its potential to enhance the group’s ability to win overseas contracts.

Alex Paterson, an analyst at Peel Hunt, noted, “The National Express brand is associated with coach services in the UK, but it’s not really reflective of what the group offers. It may be beneficial if it widens perception of it being an international operator.”

While some investors may question the decision to allocate resources towards a rebrand, John Moore, an investment manager at RBC Brewin Dolphin, stressed that the significance of the rebranding will fade quickly if the group successfully addresses operational and financial challenges.

“National Express has a lot of things to sort, most notably the level of debt in the business, which is uncomfortably high, and operational issues such as a lack of drivers in the US school bus sector. Whilst many investors might lament the time, money, and effort invested in a change of name, this will quickly pass if operational and financial targets are met.”

CITYLINK GROWTH SEES INVESTMENT

Operators introduce new coaches worth £2m

INVESTMENT

Two Scottish Citylink operators have introduced new coaches in a move that represents a £2m investment that has been facilitated by sustained passenger growth. West Coast Motors has introduced six new Irizar i6 vehicles on its Citylink routes linking Glasgow with Skye and Campbeltown. Meanwhile, D&E Coaches has introduced a single new Mercedes-Benz Tourismo coach on its route between Inverness

AIRLINE FREQUENCY INCREASE Oxford Bus Company has raised frequencies on the High Wycombe to Heathrow leg of its Airline-branded service between Oxford and Heathrow and Gatwick Airports to every 20 minutes as a result of growing demand. The move has also seen £2m invested to introduce seven new Mercedes-Benz Tourismo coaches.

and Ullapool.

Enterprise hits 20-year high amid funding woes

Passenger growth is encouraging but realities of budget standstill mean that Translink cuts are under consideration. Rhodri Clark reports

INTERCITY RAIL

Translink has celebrated the cross-border Enterprise train service carrying more than a million passenger journeys in 2022, but now faces the harsh realities of a standstill budget from the UK Government during a period of high inflation. Cuts to public transport services are under consideration.

Enterprise is operated jointly by Translink and Irish Rail and provides eight trains daily in each direction between Belfast and Dublin. Exceeding one million passenger journeys in 2022 took the service beyond its pre-Covid-19 level - and was Enterprise’s highest patronage for 20 years.

Hilton Parr, Translink’s head of rail customer services, said: “For over 75 years, Enterprise has been connecting people to friends, family, business and leisure opportunities. We’re pleased to mark this impressive passenger journey milestone that highlights the ever-growing popularity of this flagship rail service.

“Passenger numbers have continued to exceed prepandemic levels with a surge in demand for cross-border journeys and customers choosing to travel by rail.”

With Northern Ireland’s powersharing Assembly still suspended, the UK Government allocated funding for the current financial year. The DfI’s resource funding is £523.4m non-ringfenced and

£136.8m ringfenced. These figures are only slightly higher the £521.2m and £127.9m respectively for 2022-23, and the DfI said they did not reflect the one-off use of funding from Translink’s reserves last year or the additional funding the department requires this year because of increased energy prices and other inflationary pressures. Measures under consideration to bridge a DfI funding gap of more than £100m include reductions in public transport services and cessation of funding

for community transport.

“We are working with the Department for Infrastructure to understand the final budget settlement for this year and determine the implications for public transport,” a Translink spokeswoman told Passenger Transport

Despite high inflation, the DfI’s capital budget is lower this year, £796.4m compared with last year’s £792.4m. The DfI said this enables key schemes to continue - including the Grand

Central transport hub in Belfast - but is not enough for assets to be maintained properly and could delay progress on some schemes.

The planned Glider Phase 2, building on the success of Belfast’s first two Bus Rapid Transit routes, is not guaranteed to continue under this year’s capital allocation. Enhancements to Enterprise are also in the pipeline. Last year, Translink chief executive Chris Conway said there were plans to operate additional Enterprise services to form hourly frequency in the peaks, potentially from spring 2023. For the longer term, the operators have proposed new rolling stock, which would enable hourly frequency throughout the day.

Asked how the DfI funding situation would affect the proposed enhancements, the Translink spokeswoman said: “As part of our continuing development of the Enterprise, work is underway in conjunction with Irish Rail to provide additional capacity on the Belfast to Dublin rail corridor later this year.

“In parallel we also have plans to introduce a new Enterprise fleet and full hourly service in 2027/28.”

She said Translink was working to develop this project with Irish Rail, government departments in Northern Ireland and the Republic of Ireland and the Special EU Programmes Body.

She said that once Belfast Grand Central station has opened in 2024, Enterprise trains will terminate there instead of at Lanyon Place station. “This will deliver more integration with other bus and train services, as well as moving this key service much closer to the city centre and helping to reduce journey times.”

Grand Central will replace Great Victoria Street rail station and the adjoining Europa bus station.

“Passenger numbers have continued to exceed pre-pandemic levels with a surge in demand for cross-border journeys” Hilton Parr, Translink

The Enterprise train service carrying more than a million passenger journeys in 2022

Rail industry calls for clarity on reform plans

RIA urges Sunak to press ahead with modernisation plans

RAIL REFORM

Rail industry leaders have called on the government to follow through on its commitment to rail reform legislation and the establishment of Great British Railways (GBR).

In an open letter to prime minister Rishi Sunak, over 60 leaders have urged the government to expedite the legislation during the upcoming parliamentary session. They claim that delays to rail reform are creating uncertainty within the supply industry.

Darren Caplan, chief executive of the Railway Industry Association (RIA), said his members were urging the government to proceed with legislation without delay.

“Getting on with rail reform will help provide the certainty rail

NETWORK RAIL WARNED BY ORR

Regulator calls for action on rail structures backlog

MAINTENANCE

The Office of Rail and Road (ORR) has once again expressed concerns to Network Rail regarding a backlog of railway structures requiring examination. The issue was initially raised by the ORR in 2021, and they have reiterated the importance of conducting thorough examinations of infrastructure, such as bridges, tunnels and culverts, to identify any potential faults and prevent safety issues in the future.

businesses need to invest, take on staff and develop their business plans, ultimately benefiting passenger and freight customers and resulting in better value-formoney for taxpayers,” he added.

Caplan further warned that failing to enact the promised legislation before the next general election could result in a disruption to rail investment.

The establishment of GBR is a key recommendation outlined in the Williams-Shapps Rail Review report, published in May 2021.

While the transport bill that solidifies the body’s powers and scope has yet to be presented to parliament, transport secretary Mark Harper recently pledged that the government would respond to the consultation on GBR’s powers by the summer of 2023.

The open letter, also directed to Harper and rail minister Huw Merriman, commends the vision and the proposed GBR legislation. However, it emphasises the necessity for private sector businesses to have clarity regarding the future structure of the UK rail sector.

The letter states: “We appreciate that there are many pressures on the parliamentary timetable but we urge you to place rail reform front and centre of your programme.

LNER TO ROLL OUT TICKETING REFORM

Single leg pricing will banish returns to history

PRICING

East Coast rail operator LNER has announced that single leg pricing will be extended across most of its network starting from June 11. The decision comes after a successful trial conducted in 2020 on three LNER routes. It saw the removal of return fares, with all fares being priced on a single journey basis. Single tickets during the trial were priced at approximately half the cost of a return ticket, eliminating instances where return fares were only £1 more than a single fare.

From mid-June 2023, LNER will role out these ticketing reforms elsewhere on its network in a move that it said would simplify outdated and complex ticketing practices.

Caplan: ‘Rail suppliers need certainty’

“There are over 70,000 structures on the rail network, so we understand the scale of the job of inspecting these assets. Equally, we know this requires clear, robust and systematic examination plans, but previous attempts to get on top of the backlog of work have failed,” said John Larkinson, ORR chief executive.

“Network Rail has accepted the need to do better and it must now deliver against the agreed work plan to clear the backlog.”

While the ORR acknowledged the presence of some areas with good practice, overall progress on the issue has been limited. This lack of progress raises concerns

“Legislation is needed as soon as possible to bring costs and revenues together in one place, something which is essential to the success of any organisation.”

that Network Rail may struggle to comply with its own new standard for structure examination, which is set to come into effect later in 2023.

The letter to Network Rail’s chief executive, Andrew Haines, also highlighted the company’s failure to implement available technologies such as drones across all regions to assist in tackling the backlog. However, following discussions with the ORR, Network Rail has committed to providing a roadmap outlining how they will achieve compliance by the end of June 2023. This roadmap will be assessed by the ORR before final plans are developed in August this year.

SINK HOLE ABOVE HS2 TUNNEL

PROJECTS

A significant cavity or ‘sink hole’ has emerged above a tunnel constructed for the HS2 high-speed rail line. According to a spokesperson from HS2 Ltd, the hole appeared in the vicinity of Little Missenden, Buckinghamshire, directly above a section of the HS2 Chiltern Tunnel. HS2 Ltd has been in contact with the landowner and has promptly informed the Environment Agency about the situation. Investigations into the matter are ongoing, but it is believed that the occurrence is related to pre-existing ground conditions.

The Chiltern Tunnel, spanning 10 miles (16 kilometres), is the longest tunnel on HS2. Project opponents said the sink hole showed it was time to cease digging.

Cost of preventing bus service cuts is ‘tiny’

Go-Ahead’s Martin Dean tells parliamentarians that £260m a year to keep networks at pre-pandemic levels is ‘barely enough to build a mile of HS2’

FUNDING

Bus services need continued post-Covid support and in terms of the Department for Transport’s £3bn annual budget the amount of money required to maintain a comprehensive network is “tiny”. That was the message to parliamentarians from Martin Dean, managing director of Go-Ahead Group’s regional bus business, who also pointed out that the £260m a year the bus industry needs to keep networks at pre-pandemic levels is “barely enough to build a mile of HS2”.

Writing in The House magazine earlier this month, prior to the government’s announcement of a £500m two-year funding settlement for buses in England, Dean welcomed the enhanced interest in buses among policymakers. “A politician on a bus used to be as rare as a four leaf clover,” he observed. “But that’s changing.

LEIGHTON BUZZARD BECOMES A FREE BUS TOWN

Council has used Section 106 developer funding

FARES

May 9 saw the dawn of a new network of local bus services within the Central Bedfordshire town of Leighton Buzzard, coupled with a free bus fares trial lasting up to Christmas. Central Bedfordshire Council has used Section 106 developer funding from large scale residential

These days, most MPs are eager to put on a hi-vis vest for a tour around a bus depot, and few can resist a photo opp behind the wheel of a double-decker.”

He continued: “A colleague of mine met an influential parliamentarian on transport recently expecting to talk trains - only to be told ‘we don’t want to talk about trains - our priority is buses’. So it’s a puzzle, amid all this goodwill, that our industry is at the brink of a financial precipice.”

In the medium term, Go-Ahead sees a path to industry growth. “Car ownership is falling among younger people, and environmental awareness - of the benefits of public transport - is on the up,” he said. However, he called for a long term funding deal of around £260m a year to support the bus industry in England, arguing that “the private sector brings a great deal to buses in marketing, innovation and entrepreneurship ... but the market cannot conquer all”.

“Without long-term funding, as many as 15% of bus routes nationwide could be cut,” Dean warned. “This is not a party political issue - it would be a crying shame in communities of all political hue. It’s time to look beyond public, private, franchised and commercial models and simply do what’s right to protect our local bus services.”

£500M OF NEW SUPPORT

Continued from Page 1

Vidler added: “Operators and local authorities will now work together to study the detail of the government’s proposals and ensure that the funding is used to safeguard the best possible network for local passengers.”

The additional funding builds on over three years’ of government support totalling over £2bn to help the sector recover from the pandemic, and more than £1bn to support local authorities deliver their long-term local plans to improve services.

The funding announced this week will be shared between local transport authorities and bus operators. As part of the £300m to support services until 2025, £160m will be provided to local transport authorities to improve fares, services and infrastructure while £140m will go directly to operators to help protect essential services across England.

developments in the east of the town to improve the local bus network and offer free fares on the new bus services. Parts of the former town bus network, which were at risk of withdrawal, have been integrated into the new services.

The council was successful in securing funding from the DfT for its Bus Service Improvement Plan, and is using some of this to match the free fares offer for journeys within the town zone on the commercial inter-urban services 150, F70 and F77, meaning customers travelling on any Arriva bus in the town can do so

for free until December 24.

The new bus network now also operates later into the evenings and offers a Sunday service, which was not previously provided.

Arriva has been awarded the contract by Central Bedfordshire Council, and has introduced a fleet of nearly new ADL Enviro200 single deck buses, replacing Mercedes Sprinter minibuses.

The free fares initiative, which will operate until Christmas, is intended to raise awareness of the new bus network and encourage residents to sample the new services.

The Department for Transport said that “while it is the responsibility of bus operators and local transport authorities to ensure an adequate provision of bus routes, the government continues to work closely with the sector to support local areas in dealing with changing travel patterns while managing pressures on the taxpayer”.

The prime minister said: “Buses connect our communities and play a vital role in growing the economy; they transport people to work, take our kids to school and make sure patients can get to doctors’ appointments.

“That’s why we’re determined to protect local routes and encourage more people onto the bus, ensuring people can get around easily and in an affordable way.”

Martin Dean

Tender costs quadruple in rural Welsh county

expensive. We don’t see how that’s going to improve at present.”

FUNDING

Supporting bus services has become four times more expensive in just a year in one rural Welsh county, it emerged last week as councils and operators warned of a potential collapse in bus patronage and operator numbers.

Concerns were also raised at the Senedd committee session that Arriva is poised to announce major cuts in North Wales.

The climate change, environment and infrastructure committee is undertaking a fasttrack inquiry into the sustainability of Welsh bus services, following the Welsh Government’s announcement that the Bus Emergency Scheme will end in July.

In February the government said a three-month extension to BES, later extended to July to cover the remainder of the school year, provided the stability the industry needed while work was done on “planning bus networks which better suit the new travel patterns we have seen since the end of the pandemic”. However, industry and council representatives told the committee that three months was too short a timescale.

Even while BES remains in place, local authorities have had to find significant additional resources to sustain services. Keith Hanson, Ceredigion County Council’s cabinet member for highways and environmental services, said: “In terms of the funding this year, we’ve had to double the funding in Ceredigion for half the service, so, in a way, it’s four times more

David Bithell, vice-chair of Wrexham County Borough Council’s executive board, said his authority had stopped funding buses years ago following funding cuts, but this year it had put in £200,000 to improve public transport. However, cost increases in the local bus market meant that the money would probably only maintain existing provision.

Andrew Morgan, leader of the Welsh Local Government Association, told the committee that for his authority, Rhondda Cynon Taf, there had been an uplift of more than £4m in schools transport contracts in the last 18 months. The budget was now almost £14.5m, but that was not the end of the story. He added: “With some of these contracts, simply giving them an uplift in line with transport inflation, which is

what the indexation is linked to, means their contracts become unviable and therefore, actually, some of these bus companies are handing their contracts back. So there is an option to look at it then, but it is a balancing act.

“We have to recognise that, if we did pull some of our contracts away from coach companies, for example, those companies may fall over, because where those companies also do things like short trips and homebound holidays, that market hasn’t fully recovered either, from the pandemic.”

Bithell said North Wales was dominated by one operator, which he did not name but is Arriva. It had made cuts across the border in Winsford, Cheshire. “They’ve held off making some significant changes in North-east Wales at the moment because, to be fair, the BES funding’s been extended to the end of July. I think they

will be making an announcement soon, from what I’m hearing, and clearly that will be devastating, not just for Wrexham, but the whole of North Wales.”

Committee member Carolyn Thomas MS had heard of potentially 200 job losses and three depot closures by the main operator in North Wales.

There are concerns in the industry that statutory schools transport provision could overly influence the re-shaping of networks as funding is reduced. CPT Cymru director Aaron Hill said Welsh transport minister Lee Waters had been really clear in BES conversations that school transport is a priority for the government. “But we need to be careful not to manipulate the whole network around school transport. It is part of the picture and not the whole picture. So, if we were to manipulate it around school transport, we potentially lose some of those wider benefits that bus provides in terms of social, economic and otherwise, and those networks may not then stack up or survive.”

Scott Pearson, chair of the Coach and Bus Association Cymru, said there was scope to reform buses, schools transport and patient transport for economies of scale. “I think there are so many disjointed areas that you can bring together but, again, that won’t happen in two or three months - it will happen with a proper, planned progress report across 12 to 18 months to two years.”

Morgan said the committee should recognise how challenging the next six to nine months would be. Funding was key. “We shouldn’t be under any illusion how difficult this is and the real risk that, in some areas, bus companies won’t tender for work and they may actually decide to shut up shop.”

“We need to be careful not to manipulate the whole network around school transport”

“We’ve had to double the funding in Ceredigion for half the service, so, in a way, it’s four times more expensive”

Local authorities and operators warn of potential collapse

Ceredigion council is paying more to sustain services for Aberystwyth and other communities

ScotZeb Phase 2 aims to assist on Net Zero

New phase expands eligibility to community transport and coaches

FUNDING

The Scottish Government has officially announced the launch of the second phase of the Scottish Zero Emission Bus Challenge Fund (ScotZEB), allocating up to £58m for the initiative.

ScotZEB, introduced in 2021, replaced existing funding streams and aimed to incentivise the bus industry to explore fresh and innovative financing avenues for zero emission buses and infrastructure. With the expansion of eligibility to include coaches and community transport providers, the second phase seeks to hasten the transition to a netzero future in those key sectors.

Up to £58m is being offered,

POWERTRAIN BUS PROJECT

£12.7m project to develop hybrid powertrain for buses

ZERO-EMISSION

Leamington Spa-based electric motors and compressor manufacturer, Aeristech, has joined forces with other partners on a £12.7m project, known as Project HEIDI, aimed at advancing the development of a zero-emission hybrid powertrain for London buses. The objective of the project is to create a fuel cell/battery hybrid powertrain that is not only costeffective but also incorporates cutting-edge electronics and energy recovery technology.

The government has awarded £6.3m in funding for the initiative,

which would be available for drawdown during financial years 2023/24, 2024/25, and 2025/26. Applications opened on May 15.

“The Scottish Government has already invested £113m towards 548 zero-emission buses and supporting infrastructure, and I’m really pleased to now be making a further £58m available,” said Scottish transport minister Kevin Stewart.

He said that ScotZEB Phase 2 underscored the objective of supporting operators of all sizes, including community transport, school bus and coach operators, in their endeavours to transform vehicles to zero emissions. Stewart also hoped it would facilitate the installation of infrastructure that can be shared with other fleets.

Paul White, director of the

with match funding pledged by participating companies. Aside from the technological advancements, Project HEIDI is also expected to generate and safeguard 498 jobs while making a significant impact on carbon emissions, with an estimated CO2 reduction of 5.9 million tonnes.

A key contribution from Aeristech within the project involves the design, development, and production of a 20kW turbo-expander air compressor. This innovative compressor will leverage frictionless oil-free air bearing technology and a high-speed 90,000 RPM motor and controller to recover heat and pressure. By harnessing these features, the hybrid powertrain will achieve enhanced efficiency and performance.

“At Aeristech, we are thrilled to be

Confederation of Passenger Transport in Scotland, acknowledged the pivotal role of buses in meeting net zero targets. “This further round of ScotZEB will help support operator investment in Scotland, which is already leading the charge to net zero across the UK,” he said.

White also welcomed the inclusion of coaches in the scheme, recognising their significance in bolstering Scotland’s “green tourism”.

David Kelly, director for Scotland at the Community Transport Association expressed hope that the funding would address the net zero funding gap faced by local charities, community groups, and social enterprises providing accessible transport solutions.

a part of Project HEIDI and contribute to the development of this worldleading hybrid powertrain for the iconic London buses,” said Duncan Kerr, Aeristech chief executive. “This project is not only a significant step towards achieving Net Zero emissions but also a great opportunity to increase awareness of hydrogen fuel cell systems in the UK while developing a sustainable and efficient public transport system.

“Buses are the ideal early adopters of hydrogen-fuelled powertrains as they return to depot, so there is no requirement for extensive distributed hydrogen refilling stations. We look forward to working with our partners to deliver cutting-edge oil-free compressors, which maximise the power density of the hydrogen fuel cells and recover exhaust energy.”

IN BRIEF

YUTONG COVENTRY TRIAL

National Express Coventry is trialling a fully electric Yutong E12 single decker bus. It will be in service on National Express Coventry’s 20, 20A and 20B services between Coventry, Bedworth and Nuneaton until May 25. “We’re grateful to Newport Transport for allowing us to borrow their Yutong bus and look forward to testing it on our routes operating out of Coventry so we can better understand capabilities and efficiencies under our usual operating conditions,” said David Bradford, managing director of National Express Coventry.

SUBSTATION SUCCESS

EDF Renewables UK and Oxford Bus Company have signed an agreement for the provision of an 8MW connection to Cowley bus depot, enabling the introduction of an electric fleet of buses for Oxford. The operator has ordered 104 new electric buses that will enter service later this year. EDF Renewables UK installed a new substation at the depot in spring 2022 that will facilitate charging of the vehicles.

HS2 SMASHES RAIL TARGET

HS2 has announced that 10 million tonnes of material have been delivered to - and removed from - construction sites by rail, a major milestone in HS2’s plan to cut carbon emissions by removing lorries from roads. This is ahead of targets set in 2020 which called for the figure to be reached by 2030. However, working strategically with joint venture partners, Network Rail, freight operators and building materials companies, HS2 said it has already moved 10 million tonnes of material for the project in just over two years.

“This further round of ScotZEB will help support operator investment in Scotland”Paul White

The experiment begins: CAVForth is in service

The ground-breaking AB1 autonomous bus service is now carrying passengers on a 14-mile route from Fife to the Edinburgh Park interchange

AUTOMATED VEHICLES

The first registered bus service in the world to use full-sized autonomous buses is now carrying passengers across Scotland’s iconic Forth Road Bridge. It’s a story about buses that captured the imagination of the media, and it’s the start of a voyage of discovery into the unknown.

CAVForth is one of the most ambitious and complex autonomous bus trials worldwide. The project is led by Fusion Processing Ltd in cooperation with project partners Stagecoach, Transport Scotland, Alexander Dennis, Edinburgh Napier University and Bristol Robotics Laboratory. It is co-funded by the UK Government’s Centre

for Connected and Autonomous Vehicles.

The service, which had been scheduled to start carrying passengers between Ferrytoll Park & Ride in Fife to Edinburgh Park interchange during 2020, entered service on May 15. Scottish transport minister Kevin Stewart officially launched the service.

The project’s fleet of five Alexander Dennis Enviro200AV

buses, equipped with Fusion Processing’s CAVStar autonomous drive system, now operate a scheduled passenger service seven days a week on Stagecoach’s new AB1, departing every 30 minutes. The service has the capacity to carry up to 10,000 passengers per week.

The 14-mile route crosses the Forth Road Bridge and is made up of A-roads, motorways, bus lanes and private land. It includes a range of complex traffic manoeuvres such as roundabouts, traffic lights, and ‘weaving’ motorway lane changes. The vehicles will travel in mixed traffic up to 50mph.

Stagecoach Bus project manager Steven Russell expects the new service to be popular with

students, commuters and local day trippers, with the additional novelty factor bringing in tourist interest. The company has worked with Napier University to engage with the public and understand how they might expect to interact with an autonomous bus service, and a closed trial saw the first passengers carried earlier this year.

CAVForth operates at the highest level of autonomous vehicle technology currently permissible on public roads, SAE Level 4. This means that the vehicles can drive themselves without any intervention from a human within a defined area. However, the UK’s government’s code of practice requires that a safety driver is behind the wheel to monitor the vehicle.

Each vehicle will also have a second member of staff, a bus ‘captain’ who will be free to roam the vehicle and engage with customers. The captains and drivers will swap roles during shifts because sitting at the wheel of an automated vehicle can be monotonous.

The trial will enable the partners to assess the potential benefits of autonomous vehicles - which include fewer accidents, alongside savings on fuel, tyres and brakes. Stagecoach is interested in the potential to improve punctuality.

Jim Fleming , director of marketing at Bristol-based Fusion Processing, commented: “It’s interesting because most of the focus is on driverless cars - but when we’ve analysed the market we believe that where this technology will happen first, where it will be commercialised first, is in commercial vehicles - buses and trucks ... and that’s because these are professional organisations who are chasing down fuel savings, operational efficiency, all of these things that this technology can deliver.”

The project partners were joined by Scottish transport minister Kevin Stewart at a launch event last week

“The service has the capacity to carry up to 10,000 passengers per week”

ScotRail finds barcode fraud

Operator removes short-hop barcode tickets after discovering abuse of system by fare evaders

TICKETING

ScotRail’s board has removed several short-hop fares from its barcode ticketing offer following a surge in fraud. The change is on a trial basis, with further analysis to be undertaken during the three-month period and results presented to the board.

Claire Dickie, ScotRail’s head of retail, told the board at its February meeting that analysis of digital ticket sales and feedback from frontline colleagues had highlighted a revenue protection risk. Details have now emerged, following a Freedom of Information Act request. “Our analysis suggests that customers are purchasing short-hop fares as a means of getting through the automatic gateline and are likely to have travelled a longer distance,” she informed the board. “For example, a customer travelling Falkirk-Edinburgh without a ticket avoids the on-train revenue protection staff and then purchases a Haymarket-Edinburgh mTicket when alighting the train to pass through the gates.”

Five journeys of one mile each were of particular concern:

Haymarket to Edinburgh

Waverley, High Street to Glasgow Queen Street, Charing Cross to Glasgow Queen Street, Partick to Exhibition Centre (in Glasgow) and Armadale to Bathgate.

The number of passenger journeys between these pairs of stations had increased since before Covid-19, and Dickie said it was unlikely that these short-hop

journeys had bucked the trend of the wider business by increasing while total ScotRail demand was still down. “These figures suggest fraudulent activity.”

Analysis had also shown that many customers purchasing barcode tickets for those journeys were buying less than three minutes before presenting at the gatelines at their destinations.

ScotRail removed mTickets for those journeys at the start of March. Genuine customers who wish to make those trips can buy tickets at booking offices, on the train or online and travel using a paper ticket or a smartcard.

The latest move follows action by ScotRail to reduce a similar increase in fraudulent travel when Covid-19 travel restrictions were in place and on-train revenue protection was paused to protect the health of employees. Analysis by ScotRail found an increase in customers purchasing short-hop tickets to gated stations at Ticket Vending Machines (TVMs) in alternative locations, for example using the TVM at Falkirk to buy a Haymarket to Edinburgh ticket in order to travel from Falkirk and pass through the gateline at Waverley. ScotRail responded by removing the anywhere-toanywhere option on its TVMs. This option has legitimate uses, but Dickie said ScotRail had received no customer complaints about its removal.

“Barcode tickets re-open that opportunity for fraud,” she told the board in February.

ROUND-UP

CACI TfL DEAL

Cygnum solution is being used for Tube drivers

COMPETENCY MANAGEMENT

CACI’s Cygnum solution is now being used by Transport for London to support the competency management process for its 4,500 London Underground drivers. Cygnum is designed to assist organisations in all aspects of their workforce management, from scheduling and competency management, through to training and recruitment, helping to keep appropriately skilled, experienced, and qualified staff performing tasks.

SNAPPER LAUNCH

Bus driver app offers complete network visibility

TRACKING

Snapper Services is boosting the reliability of bus and rail replacement information in the UK and Ireland with the launch of its bus driver mobile application interface, Mosaiq Go. The mobile app, which integrates with real-time data systems, gives operators complete network visibility when monitoring delays and schedule changes. It complements networks’ existing data sources and is a cheaper alternative to installing traditional hardware on vehicles. Train operators can also make use of the technology to tackle the inefficiencies and communication pitfalls associated with rail replacement services.

WEST MIDS BUS USERS SAVE £5M

Tap and Cap has rewarded passengers since 2021

TICKETING

More than £5m has been saved by National Express West Midlands bus passengers since multi-day contactless capping was introduced, the company has revealed. ‘Tap and Cap’ was introduced on July 19, 2021, also known as Freedom Day. Tap and Cap means that travel costs are capped at £4 for one day, or £11.50 for three days and £15 for seven days.

Jon Salmon, executive director, Snapper Services UK Limited, says: “Currently, approximately 20% of UK buses are not fitted with a tracking system or traditional onboard hardware, which means that the picture of bus routes and networks created by trip and fleet data is incomplete and inaccurate.

“Mosaiq Go bypasses the need for costly hardware and associated maintenance.”

Tap and Cap Mosaiq Go

JONATHAN BRAY

Fares are firmly on the political agenda

Fares are no longer just about balancing public transport’s books. The sector must recognise this shift and become more proactive

That sound you hear is the sound of one of the core constructs of UK public transport policy being smashed. That construct being that if we want better public transport in the UK then the passenger has to pay through high fares. Now (as part of a wider trend in the western world) fares policy has been wrenched out of the hands of the transport technocrats and has become a tool in a wider armoury that national and local governments see as a means to tackle rising living costs. The £2 bus fare is the symbol of that in England.

It’s quite the shift. During the decades of stagnation when the technocrats and neo-liberals of the Conservative, Lib Dem and the right of the Labour Party were in charge at Westminster, public transport was seen as a business which unfortunately required a degree of public support. Every improvement in services was a reason to make the passenger pay more and every economic downturn also required the passenger to pay more (to make up for lost users you see).

At the same time capital investment was seen as good, virtuous and economically hygienic whilst revenue support was seen as economically sleazy. Indeed some mass transit systems (like Manchester Metrolink) were forced to charge high fares because that’s the only basis on which they could go ahead.

More widely, questioning this approach to fares policy was outside the Overton window of a transport debate which was all about capital investment and extending the market

approach to the highways network via road pricing. The approach to fares of the GLC and Metropolitan councils like South Yorkshire was assumed to be as dead and buried as the organisations that promoted them. History had ended and if you wanted to be taken seriously the most important thing was to show that you were one of the neo-liberal grown ups.

At the same time this neo-liberal approach also led to simple journeys by bus or train becoming like venturing into a colourful noisy and exotic bazaar with various traders shouting at you. You just wanted to go to the shops, a funeral or the seaside - they wanted you to put in the same effort you would make for those trips as you would to getting the best deal for a flight or a fridge. For them spending half your

life exercising consumer choice was what it meant to be truly alive. For the people on the receiving end it was an unnecessary hassle that got in the way of feeling truly alive.

As public transport fragmented, new players and payment methods emerged. But there was no real national strategy to ensure that the infrastructure that sat behind it would enable all this proliferation of fares and payment options to communicate with each other. Still isn’tother than a belief that using the magical word ‘partnership’ in every sentence will fix it by itself due to its alchemical powers to transform the base metal of the logic of different commercial and public interests. So whilst systems were put in place via ITSO for the earlier technology of smartcards, there is no equivalent strategy or big thinking for today’s ticketing platforms.

Meanwhile, in the rest of the western world the model has been different from oursinstead of a low subsidy/high fares model there is the very opposite. By and large public transport is seen as a public service rather than a business. Even before Covid this was leading to some new approaches on fares given that public transport was less reliant on fares to start with. This was led by cities and boiled down to three different strategies.

Firstly, there are those places that went free (most famously Tallinn where public transport is free for residents).

Secondly, there were those places that went for cheap, flat and simple (such as Vienna’s annual ticket for one euro a day).

And thirdly, there are those that targeted free or very cheap fares on low income households (like Leipzig and Los Angeles).

As we all know Covid came along and devastated public transport authority finances and national governments were forced to prop them up. After Covid public transport finances remain damaged but governments are not inclined to rebase their support accordingly.

At the same time national governments are looking for ways to demonstrate they are acting on rising living costs in a highly visible way - as well as to demonstrate their green credentials. Doing something on public transport fares is perfect for this - in terms of visibility and speed. It has led to national fares offers - usually with a rail focus given that they tend to be in some form of national control. The UK hasn’t proved immune to this wider trend - hence the £2 fares offers on buses in

In England, the government has capped bus fares at £2

England, firstly from city regions and then Westminster government. And hence the wider smashing of the previous consensus that radical changes on fares were out of bounds.

So where does that leave us? Firstly, in my experience at UITP and UTG, the response of transport authorities has been more reactive than proactive. Nature hates a vacuum and its politicians that therefore are leading the way on proposing fares offers - usually focusing on something shiny and grabby that someone else is doing. We have a general election coming up so this isn’t going to change unless transport authorities start to come up with their own proactive and costed propositions on fares, setting out the pros and cons of the various options. Because whatever you do on fares there will be ripples and consequences. Did you know that one of the biggest contentious points about free fares in Estonia is? It’s about malodorous drunks riding around all day for nothing. There’s always consequences when you do anything on fares.

We also need to step back and have a bigger debate about what we are trying to do with fares and why. In general, public transport fares in GB are too complicated and too expensive. We have attempted to mitigate this by layering

on more and more long term concessionary offers where the state can be paying for more than half the users of a bus to travel for nothing whilst the rest of the passengers pay just below minicab prices. In Scotland nobody under 22 or over 60 has to pay for their bus. On top of that we are also layering on relatively short term fares offers (such as the English £2 fare offer). There is no perfect answer to what fare level is right for whom but surely we can come up with something simpler and more cost efficient than what we have. You pay your money and you take your choice but I would plump for integrated local fares, for coherent local sub-regional networks, based on a simple, multi-modal, Vienna-style offer (so that would be a pound a day for an annual ticket). On rail I would say the vast gap between the cheapest book-ahead and the most expensive walk-up rail ticket needs closing.

Given other challenges I don’t see the point in spending gazillions on rail infrastructure and then charging giveaway prices for optional leisure trips for middle income households so all that extra capacity is used up. It’s equally senseless to be penalising everybody when they need more flexibility for their journey by causing resentment and mockery forever

at the price of doing so. At the same time the lack of a comprehensive strategy for the digital infrastructure and business rules, which sits behind new payment methods and players, needs to be addressed before fragmentation gets baked in and integration locked out.

Fares are no longer just about balancing public transport’s books they are now also about balancing household budgets. Rightly fares are now seen as part of the civic as well as the commercial. Time for the transport sector to accept this and be more proactive in ensuring that the decisions about how best to meet civic goals on fares are informed by propositions that will set out all the ripples that different options will cause.

ABOUT THE AUTHOR

For decades Jonathan Bray has been at the forefront of making progressive change happen on transport - from stopping the national roads programme in its tracks in the 1990s to getting buses back under public control in the 2020s. He is an advisor to the Welsh Government on bus franchising and an independent advisor. www.jonathan-bray.com

“Rightly fares are now seen as part of the civic as well as the commercial”

Vienna’s annual ticket for one euro a day is an example of a cheap, flat and simple fare offer

ALEX WARNER

We’ve lost our way with transport maps

Maps are in decline and where they do exist they are hidden or diluted in value, but they are a great way to communicate our offer

Try as I might, I struggle to find a sector where companies don’t view the size and variety of their proposition as a real differentiator. It’s like going into a McDonald’s and asking for a Big Mac but not being told that fries are also on offer, or booking a holiday with Virgin to Barbados and not knowing they fly elsewhere across the globe. Imagine having absolutely no clue whatsoever of where you sit on your family tree or who your relatives are? Where is all this mumbo-jumbo taking us? Well, have any of you noticed how the concept of the network map is in decline? It’s been a demise that has been accelerated by the transport industry’s obsession with the abolition of leaflets, as though they are synonymous with an era that we’re almost embarrassed we ever lived through. Only old fuddy-duddies care for leaflets these days, those dinosaurs on borrowed time, who still hanker after things called Travel Shops where they could go and find out all the great destinations travelled to by bus and be treated with care and gratitude for their custom. Winners have apps, losers look for leaflets. And, as we know, leaflets and maps are compatible bedfellows, the former giving the latter a stage to extol their virtues. The more prominent the map, the greater the value of the leaflet.

I have become increasingly alarmed at the extent to which transport companies and authorities have shied away from displaying maps. It isn’t just a paper thing. Online and out on their networks too, as well as in the

places they serve, you are hard pushed to find a map. The folly of all this is that the map is the brochure that showcases all their wares, stirs the imagination with aesthetic appeal and stimulates reasons to travel, inspiring customers to venture out more frequently as well as encouraging new folk to get on-board. A network map is the biggest weapon that public transport has against the car, and it is ammunition to unlock social mobility among those who might be inclined to stay at home. It’s also a great marketing tool to distribute at attractions, tourist offices, businesses, shops, and others, so that they can spread the word. Many marketing managers are so immersed in the digital game, so over-obsessed with social media as the panacea to all the

challenges of getting bums on seats, that they can lose sight of something proven over generations to have been a crucial force in driving transport usage. The problem currently is that online, at least, websites are fixated with ‘A to B’ type searches, which, to an extent, is somewhat laudable because, after all, the simplicity of being able to type in where you want to travel to, from when and at whatever day and time is really great. However, by only having visibility of the journey you might wish to make, in isolation of the wider network, you miss out on so much, such as an understanding of how today’s journey could be the gateway for another to a further and different destination next time round. Simple stuff too, such as finding out through looking at a map that the bus or train also serves where your mates or family members live, and you can tell them about their public transport options. A map also enables you more helpfully to plan an itinerary for a day out, short break or a circular trip. Not everyone wants to or even benefits from just doing an A to B trip. Communities suffer too from this lack of showcasing the transport network in the map - the leisure attraction en route or on the way back, or a few miles further, maybe one change only, will be oblivious and invisible to anyone who is only on their ‘A to B’ journey search.

I reflect often on how the London Connections map (which thankfully is still very prominent) made me so aware of different parts of London when I was growing up and imbued in me knowledge to last a lifetime, in a way that had I only been tapping in ‘Orpington to London’ on a timetable, I’d never have experienced. The map puts places in the wider public’s consciousness where they may have otherwise existed in obscurity, hidden from a regional or national audience.

Maps are really in decline and where they do exist, they are hidden or diluted in value. I spent last weekend on a fantastically integrated and well-run UK transport network with a mass of routes from a variety of modes and saw only one map the entire trip. What an opportunity missed to brag about the scale and diversity of their network, it was so good that the car would have quivered!

It’s rare these days to see a network map proudly displayed at a station or bus stop, let alone as vinyl displays in town centres. Online, the situation is often worse and a map, if it

When I was growing up the London Connections map opened my eyes

appears, is concealed almost as far down the priority order as FAQs. Where transport companies present a map, it is almost always on a small scale, by town or city and never showing how all the individual maps integrate. It’s as though they are embarrassed by their geographical reach. To try and understand whether there are journeys that transcend each map and connect with each other is like doing a jigsaw puzzle.

I also think there has been a deliberate attempt by those in power to hasten the extinction of maps by ensuring they are presented alongside timetables in bus stops either lopsided or in the most tatty and neglected way. Position it badly, make it hard to read and ensure the paper is damp, peeling and faded and then the map will become an object of derision, and everyone will welcome its demise. It’s a conspiracy really.

I wonder if the decline in network mapsthose works of beauty that show buses, trains, trams, maybe even ferries, on one page - have been in retreat because it’s too much hard work for someone to undertake. Or dare I say it, the work of putting a map of this scale together generally rested with a transport nut in the organisation, someone that lived and breathed routes, timetables and networks. This lot have been long on the way out, unfashionable folk who the top dogs have systematically, over the years, tried to encourage out the door because they’ve seen as nerdy eccentrics, like me.

It’s all so short-sighted because a map is also a lovely, ideal canvass for important stuff like attractions - yes, indeed, the reason why people might want to travel, a reason to get them on-board. It’s really not rocket science but there can be few things simpler and more compelling to make a journey than seeing on a map that the place you want to visit is served by public transport and if you can’t get there directly, there’s an easy connection or change to make it possible.

Laziness extends beyond the marketing department to the dear customer. In this era of satnavs and Google Maps, we’ve become bereft of thinking for ourselves. Today’s bot-like youth won’t train their eyes to read a timetable, let alone a map, they’ll just digest what they’re told and follow automated instructions. In doing so, they will miss out on the bigger picture, of perusing what might be in the vicinity to make their journey experience even better.

Maps on-board also serve as an important tool for customers and are helpful when there are no audio on-board announcements or information screens. They are also a great opportunity to create a more branded inspiring experience with route maps designed to reflect individual or the company brand. So often, I see empty frames or blank coves which could be impactfully filled with a branded map.

This desire to demonise maps is incongruous with the marketer’s fixation with simplicity. Being able to tap in ‘A to B’ to discover journey information in a very binary way as though it is the ultimate in simplicity and doing the thinking for the customer, is all very good, but when it comes to other key elements of information provision, they seem surprisingly reticent. You would think that, as a restaurant displays its menu on its front-door, all buses would display headline fares and indeed frequencies on their vehicle exteriors or at stops - but it’s still hit and miss. Even the £2 fares offer is a little secretive - imagine how many pedestrians or car users could have migrated onto buses, forever more potentially, had they seen a passing bus with a nice £2 logo on the side or a big sign attached to each bus stop? There’s more to marketing than retweeting the occasional post on Twitter. This lazy wish to relegate in importance the role of a map, also tells a tale about the culture in public transport, particularly its inability to be integrated and collaborate. Apart from in some PTE settings, putting a map together that transcends operators and modes will be viewed in the ‘too difficult box’. It would take someone with real get-up-and-go to suggest to their line manager that they speak to other transport companies in their own owning group or at other companies or destinations and work together to create an integrated map. You can just imagine their line manager acting suspiciously and saying they can’t talk to other organisations - they’ll think you’re giving away trade secrets or they’ll claim the competition authorities won’t be impressed, or more likely that it won’t increase revenue. Then everyone will argue about who will foot the cost or how you get the dosh out of other contributing companies, and it won’t come to anything. Where do we go from here? I’d like to see minimum standards introduced for bus companies that specify the provision of panoperator network maps at all bus stops, on

all bus related websites and in leaflets, ideally on a multi-modal basis. These maps shouldn’t just consist of a geographical area, the size of a postage stamp, but be both city or town-based and with a wider regional alternative to show the range of transport opportunities available. They should also be multi-modal.

It shouldn’t also be a ‘nice to have’ but needs to be enshrined in policy and minimum requirements, in much the same way that railway stations have to display certain information posters. In the case of stations, their provision of onward bus travel information needs to be tightened - there’s many locations out there where such details are non-existent or so poorly produced it’s obviously just done for box-ticking purposes. Every station should proudly display a compelling, integrated map showing the bus network in the region and how it interfaces with rail. Bus fares information would also be useful, alongside the destinations served.

At a time when getting folk to want to make a journey is more of a challenge than preCovid, titillating potential public transport users with the ‘art of the possible’ is really important. I fear that marketing folk think that because attention spans are supposedly so short, that it is all about sexy pictures, funky online videos, and catchy messages on social media. They’re missing a trick as there can be few better ways to entrance and capture the imagination than a map that shows the adventures that can be made and that there’s a network that has been pieced together into a proposition that serves everyone’s needs. Only in the transport industry would we shy away from shouting from the rooftops about our extensive menu of products that caters for everyone’s needs. Our reticence defies belief really, but it’s borne of deep-seated laziness and rank stupidity of the highest order.

ABOUT THE AUTHOR

Alex Warner has over 29 years’ experience in the transport sector, having held senior roles on a multi-modal basis across the sector. He is co-founder of recruitment business Lost Group and transport consultancy AJW Experience Group (which includes Great Scenic Journeys). He is also chair of West Midlands Grand Rail Collaboration and chair of Surrey FA.

“Titillating potential public transport users with the ‘art of the possible’ is really important”

COMMENT NICK RICHARDSON

Could transport cope with Covid 2.0?

While Covid-19 never really went away, could there be a resurgence of the pandemic and what would be the response?

The government advisory committee SAGE - Scientific Advisory Group on Emergencies - was prominent throughout the Covid-19 pandemic. It appears that at least one of its members is now advocating the return to restrictions on passenger transport which suggests that some of the science appears to have gone adrift. Over the past few years we have been told by some in government that expert advice isn’t required, only to do a massive u-turn when it came to Covid. Then everyone was told to slavishly follow the scientific advice which resulted in isolation and minimising contact with other people with the dire consequences that afflicted all means of mass transit.

Advising decision-makers

SAGE advises the Civil Contingencies Committee (COBR) and the Cabinet as required. Its membership varies according to the nature of the emergency but includes epidemiologists, virologists, clinicians, behavioural scientists and data scientists. This is all good to know but why was science thrown out of the window when it came to advising the public about passenger transport? Inevitably, mass transit by its very nature is something where people interact and clearly there were appropriate measures taken. However, it went too far and even at the time there seemed to be excessive focus on the evils of travelling with others and the need for draconian measures. The messaging that using a bus or

train would have you wiped out was extreme and has had a lasting legacy with a substantial number of people staying away. To amplify this, we were told that car use was preferable, an extraordinary message to convey to people who jumped at the chance to drive everywhere and to continue to do so subsequently. I am questioning the science because there was no evidence whatever that travelling by passenger transport correlated with infection; close contact with others was not advised but sensible steps were taken to make sure that noone was too close to others.

There have been some direct legacy impacts including the return of screens between bus drivers and users which were by no means universal before, windows kept open which

was a particular delight in winter and the bus passing my front door still reads ‘face coverings must be worn’ on its destination display. Train interiors are cleaned more often and other improvements have been retained. Being scientific about it, the measures imposed should have been offset against the disbenefits of social isolation, greater vehicle emissions and so on. Specifically, it is evident that older age groups, those using concessionary tickets, have been most reluctant to return to their previous travel habits resulting in mental and physical health decline for some.

Singling out

There needs to be an understanding of why any scientist should be pointing the finger at public transport. We know that it is the lifeblood of the economy which surely needs to resist further measures. What isn’t clear is why other sectors are not being similarly considered - how about schools and education where younger people mingle on a grand scale? Where are workplaces in all this? Or hospitality? None of these other sectors are being spoken about as if they should be restricted in some way. There seems to be an extension of the populist hatred of passenger transport, no doubt fuelled by people who don’t use it unless they have to. If there is a reason to address any concerns, then where is the evidence to support it? We now have the benefit of hindsight which indicates that no-one contracted anything infectious from passenger transport services. A scientific approach would learn from past experience, not merely replicate it.

Direct legacy impacts of Covid-19 include the return of screens between bus drivers and users

Evidence and modelling

The showing of graphs was a strong feature of the Downing Street briefings. Many of those who watched probably didn’t understand them fully, not least because we were invited to respond to figures which had limited explanation and were hastily compiled. This is not a criticism of the process which was proportionate to the need at the time but now provides a database that can be tidied up and interpreted more fully.

There was an emphasis on modelling, a concept that was probably lost on many of the public. We know about modelling in some form and the joys of algorithms, particularly in the financial sector where artificial intelligence seems to be thriving, but pandemic modelling was largely theoretical in the UK context in the past. Modelling is about prediction but set against a defined level of certainty; this was an aspect of the pandemic messaging which wasn’t as robust as it was presented. In transport modelling, we know that predicting anything with any certainty is undermined by changing circumstances and limited data availability.

The same applies to any sort of modelling and infection modelling really can’t be more complicated than transport modelling for which a model run may take several days to compute. Essentially, the forecasts presented must have been based on the most up to date data available but could never be entirely reliable. Other complications, notably mutations of the virus as it went around, didn’t help. This highlighted the problems of public messaging, notably presenting information as if it were fact and justifying the imposition of measures accordingly. The difference between pandemic and other types of modelling is that governments can tell people what to do so there is limited scope for challenge. Unfortunately for transport we can usually only ask people to do things and much remains unpredictable.

Not unprecedented

Everything during the Covid pandemic was described as being unprecedented but now it isn’t. Should Covid or similar threaten us again, we should know what to do with the huge benefit of experience. A realistic view should be that passenger transport performs a vital role at times of national emergency in contrast to the vibes that it should be

the first thing to target. The impacts of the sudden loss of most of the demand for the sector was devastating and only recovered by huge sums of public money being poured in to keep services running but there has been lasting damage. In some respects, the demise of large scale commuting has been good in reducing peak demand but it was an unexpected way to achieve it. That loss has yet to be compensated by an increase in other types of travel and is unlikely to be short term given the government’s support for motorists before, during and after the pandemic. We do have the £2 maximum bus fare initiative which has had some positive benefits but won’t address increased costs in the longer term or the underlying and fundamental fact that the way in which most bus services are procured

no longer works. The railway has escaped by conveniently drawing in all the train operators under government control prior to yet another massive structural change.

Covid never went away. It was absorbed into the workings of society alongside other infections. Now is definitely not the time to be talking about imposing restrictions on passenger transport use. Instead, it is opportune to remind scientists that basing recommendations on evidence is the way to go, and to consider every sector, not just be selective if we are to avoid recreating the damage of the past.

ABOUT THE AUTHOR

Nick Richardson is Technical Principal at transport consultancy Mott MacDonald, chair of CILT’s Bus and Coach Policy Group and a former chair of the Transport Planning Society. In addition, he has held a PCV licence for over 30 years.

“Covid never went away. It was absorbed into the workings of society”

Now is definitely not the time to be talking about imposing restrictions

Rethinking mental health support

Mental health is of real concern in the rail industry due to the unique challenges and risk factors within the sector faced by employees internally as well as an on a macro level. The psychological safety and wellbeing of

rail industry employees must be given the same level of attention as their physical safety. Never before has there been a time when employee mental health has held such weight in workplace and boardroom conversations. Delivering a high quality railway service depends on a workforce that feels supported, cared for and appreciated.

This year, the Mental Health Foundation has found that anxiety is one of the most common mental health problems, often associated with stress of personal finances. The rate of suicide and anxiety in the railway sector is 1.5 times higher than the UK average with employee burnout, depression, and disengagement pretty high. Costs of mental health absences have also skyrocketed within the sector to around £1.3bn since the start of 2019. The charity Mind has chosen to focus this year’s topic on how the cost-ofliving crisis is impacting our nation’s mental health. We have seen costs of household items and bills increase rapidly along with real time cuts in wages and in turn tighter disposable incomes. This financial inequality has become even more pronounced within minority communities, who face a greater risk of financial insecurity, bereavement, job losses and reduced access to care during the Covid-19 pandemic, all of which are high risks for mental health conditions.

With even more uncertainty and change on the horizon within the railway including a need to modernise our workplace practices and culture, providing culturally informed mental health support is integral to our survival. Wellbeing in the workplace goes hand-inhand with equality, diversity, and inclusion (EDI) programmes. Bias, discrimination, and exclusion all contribute to workplace anxiety and cannot be ignored.

If we fail to address these issues which include reframing mental health provision so it is appealing and accessible to all communities, we are not only at risk of failing our own employees but will be at risk of sleepwalking into irrelevancy and becoming desperately ‘out of touch’ with our customer base.

Cultural sensitivity

Much of the theory and practice of mental health, including psychiatry and therapy, has emerged from western cultural traditions and western understandings of the human condition which prioritises autonomy, individuality, and personal satisfaction. The treatment of mental health conditions like depression have historically been thought to be solved through an adoption of a more western, lifestyle. Whether this bias is conscious or not becomes irrelevant, when the impact of advice like this is harmful to the

Delivering

a high quality railway service depends on a workforce that feels supported, cared for and appreciated

We need to change our models of mental health support to be more accommodating to the needs of a diverse workforce

Nafisa Nathani

individual, who is made to feel like they need to strip parts of their identity.

Many western definitions of wellbeing furthermore don’t acknowledge the holistic interconnection between physical health, social and family wellbeing and spirituality. Advice and therapy is further steeped in stereotypes of minority cultures being inherently repressive, tribalistic and backwards. This ‘between two cultures’ discourse is extremely dated. My generation’s reality is far from this. Rather than seeing individuals as stuck between west vs east, traditional vs modern, oppressed vs liberated, veiled vs unveiled, it’s about time we move away from this outdated binary model and recognise we can accommodate multiple ways of being. This mistrust towards mainstream mental health services is then further amplified for many minority groups with the overprescription of medication, misdiagnosis and for more extreme cases involuntary sectioning under the Mental Health Act. This inadequacy of mental health services at all levels, goes hand in hand with broader racial inequalities in society. To cater to the needs of minority groups, mental health services desperately need to think beyond a white, Eurocentric model of counselling and therapy and improve their racial and cultural literacy.

The power of a tea-break

Within the south Asian culture, our resilience is embedded in collective action, spirituality, and religion. There is power in human connection. Family factors including having a supportive extended family and strong sibling relationships personally act as protective factors for my mental health. Therefore, this western concept of having strict boundaries in place between family members just wouldn’t work for me. Having a community and a sense of solidarity with others, is central to the development of my own personal identity.

Throughout my life, there has been a special connection between food, friendship and conversation. In my house, the kettle is always on and the most important conversations in my life have taken place over a cup of chai. For me, tea has always provided a sense of calm. For me, tea feels like home. I’m British and Indian, so is it any wonder I have an obsession with the healing properties of this drink. This is a tradition I will never let go of.

Strategies like strengthening our community

and family support systems can be strong coping mechanisms when dealing with mental distress. This is why, employee networks and the support they offer in the workplace is absolutely pivotal to any conversation to do with mental health. Within our race network at Network Rail - Cultural Fusion - we have a wellbeing call every Wednesday (11-12) where we discuss pertinent issues in a supportive and safe environment. This is extremely popular with our members as it is a chance for everyone to come together, learn and share experiences. Having the humility to listen to each other in our own voices, recognise power imbalances, implicit biases and accepting that for minority groups our cultural backgrounds and traditions may actually contribute to our healing journey is important. We don’t need to reject our culture to thrive. We can still hold onto elements of our culture and identity that bring us joy. By tapping into a community-based network this can also help to realign power relationships between service providers and individuals. It is time we think of new ways of engaging across cultures that can empower all parties involved rather than disempower and marginalise some groups while empowering others.

Trauma management

Trauma support training is an issue we need to think more deeply about. Train-related suicides and the traumatic shock they cause railway employees is very real. There is a range of support available to workers and staff who experience such distressing events and managers are trained in how to handle such incidents. Nobody would deny how invaluable this is.

A topic we need to think more widely about is racial and gendered trauma and the mentalhealth impact of watching graphic violence whether that is on social media or dealing with the aftermath of a violent crime. Research has shown that graphic videos of violence played by news outlets on a 24-hour news cycle, which include shootings of black people can result in symptoms reminiscent of post-traumatic stress syndrome within that community. I can absolutely testify to this. Research shows that when minority communities watch traumatic videos of a person being killed by the police for example, they personalise the victim switching them to a close family member, increasing feelings of powerlessness. When you combine

this with structural inequalities and lived experiences of racism and/or sexism, this can cause real mental health distress.

Looking to tomorrow

Employee engagement, retention and EDI are the biggest challenges in the workplace today. Workplace culture has become more important, with more people than ever speaking out against toxicity. The last two years have been transformational, with more employees speaking out more than ever against organisations whose behaviours do not align with their values. The railway is not immune to this. We need to modernise as an industry, not just in workplace practices but in terms of representation, siloed thinking, and have open and honest conversations around mental health provision, trauma and burnout.

The last two years opened people’s eyes to the everyday realities of structural inequalities and institutional abuses of power with the disproportionate death rates of minorities during Covid, and the coverage of the murder of George Floyd and Sarah Everard, as well as the ascendancy of the #MeToo movement, combined to make it feel we were finally waking up to the reality of the ugly truths hidden in the fabric of our society. We now need to restitch the fabric with threads filled with tolerance, justice, and humanity.

Creating a sense of purpose and belonging and a culture where teams feel listened to and supported is an absolute necessity in 2023. All employees want to be heard, recognised, and connected to a clear vision with meaning, in a company whose values resonate with their own. We are moving towards having a multigenerational and culturally diverse workforce, with employee identities intertwined with the workplace in very different ways, therefore there is a need to re-think our traditional models of mental health support to be more accommodating to different needs.

ABOUT THE AUTHOR

Nafisa Nathani is Southern Region Lead for Cultural Fusion, Network Rail’s race equality network. Cultural Fusion is open to all those who work in the rail sector. To join, email culturalfusion@networkrail.co.uk

“Never before has there been a time when employee mental health has held such weight”

Simulations will be a ‘game changer’

The addition of simulations to CitySwift’s Evolve module allows bus operators to analyse the predicted impact of various runtimes

Imagine being able to find the optimal outcome for your bus network, balancing trade-offs like cost and punctuality, with just a few clicks instead of risky on-the-road experimentation. CitySwift, the public transport data platform, has made this possible with the addition of predictive simulations and scenario planning to its popular Evolve module.

CitySwift Simulations is an industry-first, allowing bus operators to predict the impact of changes to the network ahead of time, in a matter of minutes. It can help them to understand the performance versus resource trade-offs of different runtimes instead of treating passengers as guinea pigs.

“Testing something on the road is incredibly inefficient,” explains Alan Farrelly, CCO and co-founder of CitySwift. “We are in an environment now where we have a greater focus than ever on the passenger. It’s something we should always have had, but it has been impossible without access to data. Change is the only constant in this industry - there’s different mobility patterns – and to alleviate any risk, you want to know the impact of changes before you make them, where possible.”

The addition of simulations to CitySwift’s Evolve module allows operators to analyse the predicted impact of various sets of AIgenerated runtimes on their network. They can input a set of runtimes and the simulation will reveal the resulting punctuality and PVR (peak vehicle requirement). It will also estimate the cost of these ‘what if’ scenarios.

This enables operators to compare the trade-offs between performance and resource measurement for different sets of runtimes in a risk-free, digital environment. CitySwift generates runtimes by analysing and redistributing excess time in the network, making the most out of available assets.

It makes it much easier for operators to find the optimum balance between the needs of passengers, shareholders and local

authorities. From CitySwift’s perspective, these simulations are the product of tireless innovation by the Galway-based company.

“This is just the beginning for CitySwift’s innovation roadmap,” says Farrelly. “75% of our resources go into research and development. We are focused on creating more and more value for bus networks by enabling them to leverage data in their everyday operations and decision making.”

The result is great expertise in getting the most from public transport data.

“Analytics for analytics sake is worthless,” he adds. “You need to be able to apply data and insights to the real world, and make

changes on the road that work. That’s the big differentiator for us.”

Farrelly believes that the Simulations module is a game-changer for the bus industry, both in the UK and elsewhere. The feedback from a beta launch with existing clients has been “phenomenal”. He says that the current way of doing things is held together by schedulers who are “geniuses ... but they are getting rarer and rarer. We need to find ways to support them and save them time”.

He continues: “Bus operators can’t be sure what the performance is like before they put it on the road, and they have to sit there and look at it for three months to six months before they can change it. When you think about the pain that causes to every single stakeholder. You have passengers really unhappy, shareholders really unhappy, and local authorities really unhappy.”

“It’s nothing short of extraordinary when you take a step back. You need scenario planning. The industry needs more predictive analytics. This is only really the cusp of what is possible. “Analytics is only level 1. Simulations and scenario planning is the future, and I think it’s really going to be ‘what else can we simulate?’ We can simulate endless what-if scenarios across different parts of the network. It’s going to be powerful for the industry and the results will really benefit operators, passengers, and the public sector in equal measure.”

“You want to know the impact of changes before you make them” Alan Farrelly, CitySwift

GREAT MINSTER GRUMBLES

Rail privatisation is slowly unravelling

What’s happening to our iconic public transport brands? First of all, Stagecoach gets bought by a German infrastructure fund. Now National Express, perhaps one of the most recognised brand names in the public transport sector, decides to rebrand itself, coming up with the somewhat bizarre name of ‘Mobico’ “to better reflect the group’s international nature”.

Really? I went into Google to see if Mobico had any special meaning, but was none the wiser! In fact, Mobico seems to be a brand name for a number of companies and services, including a company in New Zealand that “specialises in Zebra mobile computing and printing solutions”. There’s even a ‘Mobico Heart Kids Adventure Racing Team’, also in New Zealand, and a toy called ‘Vintage Gas Station Mobico’ which you can buy for £21.99, although it’s currently sold out, apparently. So I don’t know which rebranding whizzkid came up with the Mobico brand name!

The odd thing is that the National Express brand will be retained for its UK operations, so we can all relax after all. Brand names in its overseas operations will also be retained, so I’m rather puzzled why the “Mobico” rebrand has been done in the first place. Oh well, let’s move on.

Last week, our secretary of state, Mark Harper, decided to bring TranspPennine Express (TPE) back under state control. Its contract will transfer to our Operator of Last Resort (OLR) on May 28. From a

political perspective I guess this was inevitable given the continuing complaints from MPs, elected mayors and so on about the operator’s poor performance. Oddly, in our press release announcing this decision we acknowledged that TPE’s poor performance was due to a “significant number of problems” stemming “from matters out of its control”. If I were TPE’s ousted franchise holder, FirstGroup, I might feel a bit miffed at being punished when a “significant number” of issues affecting my performance were out of my control. But FirstGroup seems to have taken this on the chin.

I think I’m right in saying that there are seven contracts now in (or pending) the hands of OLR (one Welsh, two Scottish and four English). Not bad for a Conservative government that privatised the railways in the first place! Indeed, one industry expert told me shortly after the news broke that OLR is now the biggest owning group by passenger journeys! At this rate the Conservatives seem to be slowly doing the Labour Party’s job for it! Mind you, our press release also insisted that it is the government’s “full intention” to return TPE to the private sector. Something tells me that’s unlikely as, by the time this government

might be ready to return it to the private sector, we will have had a general election and Labour may be in power.

In his statement to the House of Commons announcing his decision on TPE, Mark Harper said that his obligation was to secure passenger rail services on which TPE passengers can rely and that this “requires a new approach and one that OLR is best placed to deliver”. I’m struggling with this. If a “significant number” of matters which caused TPE’s poor performance were outside of its control, aren’t these same matters also outside OLR’s control? So how does bringing TPE into OLR help improve performance? Am I missing something?

I can’t help feeling that rail privatisation has slowly unravelled. And with ministers refusing to commit to a Rail Bill in the next parliamentary session, rail policy feels to me to have stalled badly. At a dinner at the National Rail Museum on May 10 our minister of state, Huw Merriman, said that the draft Rail Bill comprised just nine clauses - much smaller than the 40 clauses I thought and referenced in my last column. Let’s be clear, a nine clause Bill, much of which would probably be supported by opposition parties, could speed through parliament in no time at all and would not give the parliamentary business managers any sleepless nights. The delay just makes no real sense at all.

With it looking increasingly likely that Labour will be the largest party after the next election, based on the recent local election results, probably forming a coalition with the Lib Dems, I can see a scenario where, by half way through the next parliament, all passenger rail contracts will be back under public sector control. Mind you, I’ve studied the local election results in some detail, and they aren’t as good for Labour as the headline results suggest. Yes, the party won 536 extra councillors and took control of 22 extra councils, but its national vote share stood still compared to last year’s local elections. The next election is, perhaps, not the shoe-in for Labour that we think!

Our Whitehall insider imagines what’s going on inside the minds of the mandarins at Great Minster House, home of the DfT

“I think I’m right in saying that there are seven contracts now in (or pending) the hands of OLR (one Welsh, two Scottish and four English)”

Go North West expands team for franchising

Martyn Walsh joins operator as head of engineering

Go North West has commenced expanding its management team with the appointment of Martyn Walsh to the newly created position of head of engineering. The appointment comes as the Go-Ahead subsidiary prepares to begin operation of buses in Bolton and Wigan - the first two franchises in Greater Manchester as part of the city region’s soon to be established Bee Network. That will see the operator take on two new depots in addition to its existing operations at Queens Road in Manchester, doubling the

size of the business.

Walsh started his career in 2010 as an electrical apprentice at Arriva North West’s Southport depot. He quickly proved himself a rising star, working his way up through depots across the Merseyside and Wales business.

Most recently, Walsh was engineering manager at Arriva North West’s Speke depot, the largest bus depot in the UK outside London.

In a twist of fate, Bolton depot, which will fall under Martyn’s remit at Go North West, will replace Speke as the largest bus depot outside London from September, when it will have additional bus routes allocated to it as part of the franchising process.

“I am proud that Go-Ahead is attracting some of the very best people across the industry to work for us in the new world of franchising,” said Nigel Featham, Go North West’s managing director.

APPOINTMENTS

ARRIVA RAIL LONDON

Arriva Rail London has appointed Jon Bradley as head of performance delivery, a newly created operations position.

The operator said Bradley (pictured) brings a wealth of experience to this new role, having worked in operations and performance at a number of UK train operating companies.

“We are delighted to have Jon join the ARL family,” said Matt Pocock, operations director at Arriva Rail London. “As a seasoned performance professional with over 10 years’ experience working in the UK rail industry, Jon will be an incredible asset in driving performance improvement.”

Martyn Walsh

Merseyrail’s disco tune is making tracks

Stations and trains turn into a Boogie Wonderland

Liverpool hit all the right notes with their Eurovision triumph, but it seems train operator Merseyrail didn’t miss a beat after releasing its own disco-inspired song to celebrate the event.

The song - ‘Train of Love’ - had an accompanying video featuring staff and passengers grooving to the rhythm at stations and on trains. In fact Merseyrail truly elevated the disco ‘track’ (geddit?) experience with some passengers actually

Euro-staying for more dance moves!

sending their own footage boogying along to the tune at home.

“Creating the song and the video has certainly made us smile,” said Suzanne Grant, Merseyrail’s commercial director.

RAIL ALE TRAIL RAISES THE BAR

Beer lovers in Essex can now enjoy a pub crawl with a difference with the launch of a new ‘Rail Ale Trail’. At just six miles long, the Greater Angliaoperated Fitch line between Witham and Braintree is the shortest branch line in Essex, but there are a whopping total of nine CAMRA recommended real ale pubs near the line’s stations.

And it get’s better! Jump on another Greater Anglia train from Witham to Wickford and there’s another Rail Ale Trail with 12 pubs and breweries close to railway stations to explore.

*Hick* Cheers!

familiarity for some readers.

HARE-RAISING STATEMENT

The news that fast-growing express coach operator FlixBus and Stagecoach are locked in a dispute over access to Aberdeen bus station may have an air of

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In its early days Stagecoach itself lamented being barred access to a major bus station in Scotland. Back in 1986 the firm’s fledgling Magicbus operation in Glasgow, launched at the dawn of deregulation with a fleet of cheap Routemaster buses acquired from London Transport, was prevented from using the bus station in the city’s St Enoch Square by a row of traffic cones and a group of Strathclyde Buses inspectors.

The group’s founder, Sir Brian Souter, responded by picking up a

megaphone to attract passengers on board and also took direct action by moving the cones out of the way of his buses.

An almighty row ensued and the police were called, but Souter lost out as ownership of the bus station was unclear. The next day he tried a different ploy to attract passengers - by dressing up as the ‘Magic Bunny’ and handing our Magicbus pens and mugs.

Perhaps Andreas Schörling, managing director of FlixBus UK, might be tempted to pick up a green bunny costume?!

Wilding on location

KENT’S NOT TO BE BRUSHED ASIDE

Train operator Southeastern has launched a podcast in a bid to get more people back on the rails and it’s drawing in some serious (ahem) celebrities. Actor Ben Bailey Smith, broadcaster Miranda Sawyer and TV presenter Rav Wilding are the latest celebs to join Gregg Wallace, Mary Beard and Ed Byrne in hosting one of Southeastern’s ‘Hop on Board’ podcasts.

“Our celebrity hosts have done a fantastic job uncovering and sharing insights that we hope makes people want to visit the region and explore for themselves,” said Nikki Causer, Southeastern’s head of marketing.

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