??ࡱ?>?? ??????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????? ????bjbjW?W? 4?5?5?x????????z z ?????????????L4D??*xx?????vA<} G*I*I*I*I*I*I*$ -??/m*9??????m*??????*?#?#?#?F????G*?#?G*?#?#:?(,?(????????j:i???????( 3*?*0?*?(.?0???0?(?0??(<???#?????m*m*? ?????*?????????????????????????????????????????????????????????????????????????0?????????z ?: Consultation response form ? implementation of Competition Commission bus registration remedies Part 1 - Information about youNameJonathan BrayAddress40-50 Wellington Street, LeedsPostcodeLS1 2DEemail HYPERLINK "mailto:Jonathan.bray@pteg.net" Jonathan.bray@pteg.netCompany Name or Organisation (if applicable)PTEG (Passenger Transport Executive Group)Please tick one box from the list below that best describes you /your company or organisation. FORMCHECKBOX Small to Medium Enterprise (up to 50 employees) FORMCHECKBOX Large Company FORMCHECKBOX Representative Organisation FORMCHECKBOX Trade Union FORMCHECKBOX Interest Group FORMCHECKBOX Local Government FORMCHECKBOX Central Government FORMCHECKBOX Police FORMCHECKBOX Member of the public FORMCHECKBOX Other (please describe):If you are responding on behalf of an organisation or interest group how many members do you have and how did you obtain the views of your members:pteg represents the six publicly accountable strategic transport bodies that between them serve eleven million people interested largest conurbations outside London. Half of all bus journeys outside London are made in PTE areas. If you would like your response or personal details to be treated confidentially please explain why: FORMTEXT       PART 2 - Your comments1. The impact of the 14 days pre-notification remedy is considered in the impact assessment at Annex A. Is there any further evidence or information (particularly in terms of monetised costs/benefits) that you think should be taken into account? In particular the Department has made various assumptions in calculating the impact and would welcome evidence on:the proportion of routes that can be changed with 70 days? notice (56+14 days) at no extra cost (we implicitly assume that all PTE areas have a code of service stability in place and therefore wouldn?t incur any costs from this change in regulation) ? is this a fair assumption?). Overall, we assume that 91% of operators are able to give 14 days? notice without any additional costs. If you believe this is not a fair assumption, please tell us what assumption you think should be used and provide us with the evidence;the proportion of lost commercial kms that is typically replaced by local authorities? We assume an average of 21% is replaced by local authorities. If you believe this is not a fair assumption, please tell us what assumption you think should be used and provide us with the evidence;the percentage reduction in the cost of emergency tender contracts that an additional 14 day period would allow? We assume that the extra time given to local authorities to engage in the procurement of tenders will reduce costs by 10%. If you believe this is not a fair assumption, please tell us what assumption you think should be used and provide us with the evidence.it has been assumed that the impact on small and micro businesses as a result of this policy option will be low. If you believe this is not a fair assumption, please tell us what assumption you think should be used and provide us with the evidence.Yes  FORMCHECKBOX No  FORMCHECKBOX Please provide evidence or information (particularly in terms of monetised costs/benefits):This is broadly welcomed. However detail of what information is to be provided by the operators should be specified. It should be a full copy of the registration. In respect of tendered services, LTA?s will know the detail of the registration and including tendered services in this requirement will lengthen the already long process of re-tendering services. The requirement should just include wholly commercial services. In respect of the actual questions in the consultation:It should not be assumed that all PTE areas have a code of service stability in place. Some do (e.g. South Yorkshire), some have a voluntary agreement (Metro and Transport for Greater Manchester), others have nothing (Merseytravel). As a result of reducing budgets, in certain PTE areas the proportion of tendered mileage is slightly below 16% although most lie within the range of 15% - 21%.It is not felt that the additional 14 day period will make any difference to the cost of procuring replacement tenders. The same amount of work will need to be done. The main issue is the willingness of the Traffic Commissioner to accept ?short notice? tenders.It is agreed that the impact on small businesses as a result of this change would be low. Planning will have to be done over a slightly longer period and it will take longer to respond to changes. For operators in financial difficulties wishing to withdraw services, the extra 14 days could be significant.2. Do you agree with the Department?s proposal to implement a 70 day notice period for all registrations, rather than a 90 day notice period just for variations? If not, what would you propose and why, and how would you address the circumvention risk of an operator cancelling and re-registering a service?YES  FORMCHECKBOX NO  FORMCHECKBOX Please explain your reasons and add any additional comments you wish to make:With the addition of the 14 day notice prior to registrations this means 84 days from first notification to operation commencing. This would give an LTA ample time to respond to changes in the network. However it would add 4 weeks to an already long tender process for supported services. Wholly tendered services should be excluded and remain at 56 days.In this connection it is assumed that the Department intends to amend The Public Service Vehicles (Registration of Local Service) (Quality Contracts Scheme) (England and Wales) Regulations 2009 to bring them into line with the consultation proposals. It will be important to ensure that the proposed remedies are able to be applied during the transitional period between the award of QCS contracts and the start of QC service operation. (NB: Section 6 (2) (a) (b) and (c) of the above mentioned regulations refers).3. If you propose that the circumvention risk can be removed through guidance, how would you define what should be registered as a variation and what should be registered as a new service?Please explain your reasons and add any additional comments you wish to make:The DfT?s view that it would be difficult to define the circumstances which require a new registration and those where a variation is sufficient seem reasonable. It is felt that 70 days? notice should apply to all commercial registrations.4. The impact of the 90 days remedy is considered in the impact assessment at Annex A. Is there any further evidence or information (particularly in terms of monetised costs/benefits) that you think should be taken into account? In particular the Department has made various assumptions in calculating the impact of the options and would welcome evidence on:the percentage reduction in the cost of emergency tender contracts that the additional notice period would allow? We assume that the extra time given to local authorities to engage in the procurement of tenders would reduce costs by 10%. If you believe this is not a fair assumption, please tell us what assumption you think should be used and provide us with the evidence.some local authorities may have a Code of Conduct on Service Stability (CoCSS) that requires operators to notify local authorities 14 days before making an application to the Traffic Commissioner. However, other local authorities may currently have a CoCSS but may decide it is no longer necessary given the new notice period. It is assumed that 20% of local authorities would have a Code of Conduct on Service Stability in addition to a 70-day notification period to TCs. If you believe this is not a fair assumption, please tell us what assumption you think should be used and provide us with the evidence.percentage of operators already giving 14 days? notice to local authorities? We assume 56% and implicitly assume that all PTE areas have a code of service stability in place. If you believe this is not a fair assumption, please tell us what assumption you think should be used and provide us with the evidence.it has been assumed that the impact on small and micro businesses as a result of this policy option will be low. If you believe this is not a fair assumption, please tell us what assumption you think should be used and provide us with the evidence.YES  FORMCHECKBOX NO  FORMCHECKBOX Please provide evidence or information (particularly in terms of monetised costs/benefits):It is questioned whether 56% of operators already give Local Transport Authorities 14 days additional notice. A number of PTE areas do not have a code of service stability in place.We would also refer to the answers given to question 1.5. Are there any unintended consequences of delaying acceptance of a further registration until the first notice period has lapsed?YES  FORMCHECKBOX NO  FORMCHECKBOX If yes, please explain what these are:It is not felt that there are any unintended consequences although allowing operators to make short notice changes may require extra diligence by the Traffic Commissioner when considering whether to grant such applications.This intervention would tend to protect the incumbent operator rather than an incoming operator. E.g. a new operator registers a service. The incumbent operator responds and the new operator then has to wait until after the notice period before he in turn can respond.It also introduces significant additional complexity into the service registration process.6. The impact of the short notice remedy is considered in the impact assessment at Annex B. Is there any further evidence or information (particularly in terms of monetised costs/benefits) that you think should be taken into account? In particular the Department would welcome evidence on:the number of successful short notice applications that are made annually, and the percentage of those that are currently for changes of no more than 10 minutes earlier or later. We have made no assumptions in the IA on the questions above and we would welcome evidence in order to monetise the impacts of this recommendation. Please tell us what assumptions you think should be used and provide us with the evidence.it has been assumed that the impact on small and micro businesses as a result of this policy option will be low. If you believe this is not a fair assumption, please tell us what assumption you think should be used and provide us with the evidence.YES  FORMCHECKBOX NO  FORMCHECKBOX Please provide evidence or information (particularly in terms of monetised costs/benefits):It is agreed that the ability of operators to make a variation at short notice where the timetable is to be changed by up to 10 minutes earlier or later should be removed unless approved by the Local Transport Authority. There are occasions when short notice changes are required due to changes to school times.7. Do you agree with the Department?s proposal to introduce fixed bands? If not, please explain what is your preferred option and why?YES  FORMCHECKBOX NO  FORMCHECKBOX Please explain your reasons and add any additional comments you wish to make:The introduction of fixed bands would assist in preventing incumbent operators from flooding ?frequent services? with additional buses to compete with incoming operators. The normal 70 day notice period should be required if an operator wished to move from one band to another.With EBSR, operators do include every trip on a timetable so the monitoring of frequent services is possible. However in such cases a new registration should still be needed if an operator wished to change bands.8. The impact of the frequent service remedy is considered in the impact assessment at Annex C. Is there any further evidence or information (particularly in terms of monetised costs/benefits) that you think should be taken into account? In particular the Department would welcome evidence on:the monetised costs to operators of identifying their frequent services and informing DVSA of which ones fall outside of the default band and which band they fall in (see paragraphs 1.33 to 1.35);the monetised costs of a software upgrade for EBSR users (see paragraphs 1.36 to 1.39);the cost for operators that do not use EBSR to upgrade their IT system to comply with the new definition of frequent services. We have not currently monetised this as we didn?t have enough data to include monetisation, please tell us what assumption you think should be used and provide us with the evidence.for each of the three policy options - how often do you think operators would have to change their frequency band annually as a proportion of total frequent services? We currently assume that under policy option 1, 3% of total frequent services would have to be re-registered into a different band annually. Under policy option 2 and 3 it is assumed that 7.5% of total frequent services would have to be re-registered into a different band annually. If you believe this is not a fair assumption, please tell us what assumption you think should be used and provide us with the evidence.the total number of frequent services in England? We currently assume that there are 518 frequent services in England (from the CC report). If you believe this is not a fair assumption, please tell us what assumption you think should be used and provide us with the evidence.it has been assumed that the change in frequency registrations will have little impact on small and micro businesses as medium and large businesses run the majority of frequent bus services. If you believe this is not a fair assumption, please tell us what assumption you think should be used and provide us with the evidence.YES  FORMCHECKBOX NO  FORMCHECKBOX Please provide evidence or information (particularly in terms of monetised costs/benefits):This is largely a question for operators to respond to.In respect of the number of frequent service registrations, Merseyside has 14, South Yorkshire has 20 (6 of which operate more than 6 buses an hour) and Greater Manchester 40.9. Do you agree that operators are best placed to identify their services that are frequent services? If not, please explain why.YES  FORMCHECKBOX NO  FORMCHECKBOX Please explain your reasons and add any additional comments you wish to make:Again this is a question for operators to respond to.10. Do you agree with the Department?s proposal to adopt a workaround to the EBSR system to record the frequency? If not, please explain how you think the issue should be resolved.YES  FORMCHECKBOX NO  FORMCHECKBOX Please explain your reasons and add any additional comments you wish to make:The Department?s proposal to record the frequent service band is accepted.EBSRPotential barriers to full roll out of EBSR:? It is difficult for some small operators to deal with the complexity. This could be addressed by encouraging/assisting LTA?s to act as agent and produce EBSR on behalf of the operator especially as most small operators are largely operating tendered services.? If all data is by EBSR the operators should be responsible for data quality so that the role of the Local Transport Authority becomes a true verification role and if any issues are found the registration is passed back to the operator to be corrected and then resubmitted.11. 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???? ???? ???? ???4?4? la?P?p???????yt?v??B?B?BnC?C?C??qc$??$Ifa$gd?v?$??$Ifa$gdm"'?x?x$Ifgd?v?pkd"$$If?l??????(#D% t??0???????D%6?????????4?4? la?P?p? ??yt?]??C?C?C?C~F?F?F?F?FDGEG?G?G?{?|???Ȩ̨????????????Ž??????ߞ??h??h??5?6?UhPwCJaJhgmhPwCJaJh^[CJaJh^[h^[CJaJhPw hgmhPwh?? hgmh"Vjhgmh"VU?j?"hgmh"VU?C?C?C3D8DeDkE~F`RDDDDD$??$Ifa$gd??$??$Ifa$gd?v??kdn#$$If?l??F???(#?v t??0???????D%6?? ???? ???? ???? ???4?4? la?P?p???????yt?v?~FF?F?F?FEG?G{???~qhhh $IfgdPw?x?x$Ifgdgmpkd%$$$If?l??????(#D% t??0???????D%6?????????4?4? la?P?p? ??yt?v?$??$Ifa$gd??whether Traveline acting as an agent for operators without TransXChange-compliant scheduling equipment is worth exploring.Please explain your views and add any additional comments you wish to make:pteg would welcome the opportunity to engage further with the Department on EBSR as it is acknowledged that it has been slow to progress but offers significant advantages if implemented correctly.{?|?Ȩ?????$??$Ifa$gd?v?qkd?$$$If?l????(#D% t??0???????D%6??????????4?4? 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