??ࡱ?>?? ?????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????? @ ???Sbjbj?P?P b??:?:?J???????$@hJhJhJhJ?,K?@?whMMMMM?M?M?MGwIwIwIwIwIwIw$^yR?{?mw!BO?M?MBOBOmwMM??w,SSSBO?MMGwSBOGwSSVS[@\M?L ??q,?hJ?P??[ r<?w<?w?[xX|fQ?X|\@@X|\??ML/N6SeN,?N??M?M?Mmwmw@@?#'d#S @@'Annex D: Consultation Response FormPART 1 - Information about you??Name  Jonathan BrayAddress  pteg Support Unit, Wellington House, 40-50 Wellington Street, LeedsPostcode  LS1 2DEemail  jonathan.bray@pteg.netCompany Name or Organisation (if applicable)  ptegPlease tick one box from the list below that best describes you /your company or organisation. ( Bus operator (Community Transport Operator (Representative Organisation (Trade Union (Interest Group (Local Government (Central Government (Not-for-profit organisation (Member of the public (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 memberspteg represents the six Passenger Transport Executives. This response has been the subject of full consultation amongst all pteg's members.If you would like your response or personal details to be treated confidentially please explain why:  PART 2 - Your comments1. Do you agree with the proposal for amending The Public Service Vehicles (Registration of Local Services) Regulations 1986 (SI 1986/1671)with an additional provision requiring an operator to inform the relevant authority or authorities 14 days before making an application to the Traffic Commissioner to start a bus service, or vary or cancel an existing service? Yes ( No (Please give reasons for your views: The current 56 day notice period is inadequate, particularly where no prior information is given in respect of withdrawal of a commercial service. Within that timescale Local Transport Authorities (LTAs) have to evaluate the implications;determine whether a replacement is needed;and, if it is, draw up a specification;seek quotations;analyse responses;confirm a contract award; and then notify the public and arrange the production of timetables as well as updating electronic information systems such as Journey Planner.A mandatory 14-day advance notice period would be helpful to an extent, but would not address the timescale issues as it would still only be at the 56 day point that the proposals could be regarded as final. Any such regulation would need to stipulate that the level of detail to be provided has to match that in the subsequent full registration. We support an alternative solution, which would more effectively address the problems for LTAs and passengers. This would be to extend the registration period from 56 days to 70 days. There are potential complications with the Electronic Bus Service Registration system (EBSR), in that advance notifications would have to be provided to LTAs at 70 days without going ?live? in the VOSA system. If this was not possible, operators would still have to submit ?conventional? service information to LTAs to meet the 14 day advance notice requirement. 2. Do you agree with the proposal to introduce a ?No variation or cancellation of a registered service for 90 days? provision, and for notice of any proposed variation or cancellation to be placed on vehicles for a minimum period of 21 days? YES (NO (Please explain your reasons and add any additional comments you wish to make: This is not a major issue to pteg, but we feel the proposal could stifle new initiatives by requiring any new service to continue for five weeks longer than is currently the case. The proposal as it stands would introduce an undesirable inconsistency between enhancements introduced through variation of an existing registration and new services covered by a separate registration. As set out in our response to question one we support a 70 day registration period for registrations and de-registrations thus creating a simpler system which would bring greater stability for both passengers and local transport authoritiesWe would not wish to see an absolute ban on variations within this time period and would suggest the power should remain for Traffic Commissioners to exercise their usual discretion over short notice variations, under which the LTA?s view is normally. The DfT should also consider making consultation on short notice variations by TCs with LTAs a mandatory requirement. The proposed ?no variation? clause could therefore be amended to ?no reduction?.Provision would need to remain for specific short-duration services with a predetermined end date. 3. Do you agree that the proposed requirement for operators to place notice of any proposed variation or cancellation on vehicles would ensure that the travelling public are well informed about changes which affect their journeys? YES (NO (Please give reasons for your views: We believe that such a requirement is potentially helpful to the traveling public as at present they may be completely unaware of any impending changes which affect their journeys or decisions about advance purchase of tickets. The requirement needs to go further and stipulate that the operator must provide information to passengers on any replacement or alternative service which will be available to them, including from another operator, as well as contact details to obtain full information.In order for the message to be effectively communicated to the traveling public the notices need to be targeted and specific. The regulations should prescribe the level of detail.4 Are there other factors to consider with regard to compliance with, and enforcement of this proposed requirement? YES (NO (Please give reasons for your views: The proposed requirement should stipulate both format (e.g. minimum font size) of the notices and their positioning in order to ensure that, as far as practically possible, they can be seen by all affected passengers. It should also specify that notices are displayed on all vehicles operating the service(s) affected, and/or on all of an operator?s vehicles generally operating in the area. Additionally the requirement should specify the period of advance notice to be given (three weeks is probably reasonable, with the notices continuing to be displayed for up to a week after implementation). 5. Do you agree with suggested changes to Regulation 9(2) of The Public Service Vehicles (Registration of Local Services) Regulations 1986 (SI 1986/1671) to redefine the journeys for which a service may be varied; to substitute 56 days for 21 days as required period of notice, and 28 days for 21 days for community bus services?YES (NO (Please give reasons for your views and add any additional comments you wish to make: We feel it is highly desirable that the standard notification period should apply to all bank holiday variations. This is because the implications can extend beyond the requirement to publicise the information and may lead to a procurement exercise, for example if the operator determines that either no service or a reduced service will operate on a bank holiday.There seems to be no logic in the notice period for bank holiday variations being any different from any other category of change (and any related special events can be dealt with under discretionary powers). Over the Christmas/New Year period the position is particularly complex and experience shows there is a much greater likelihood of LTA intervention being necessary. It is therefore even more important that LTAs have the standard notice of any variations, although we recognise that planning by operators (and to an extent LTAs) can be hampered by late decisions by retailers (whilst bank holidays are known well in advance, the demand for travel may not be). We can see no rationale for Community Bus Services operated under Section 22 permits being treated any differently from other publicly-available registered local bus services.6. Do you agree that the Public Service Vehicles (Registration of Local Services) Regulations 1986 should be amended so that no notice period would be required for registration of temporary rail replacement bus services? YES (NO (Please explain your reasons and add any additional comments you wish to make: This amendment should also extend to replacements for tram and other light rail services (and indeed replacements for any other scheduled mode of fare-paying passenger transport such as ferries), but with a proviso that only direct replacements are covered by it, i.e. replacement services which in terms of stopping places replicate as closely as possible the stopping pattern of the service which they replace.Many such services are of course of a short notice/emergency nature where advance registration is impractical or even impossible. 7. On a long term, do you agree that exempting rail temporary replacement bus service from requirement to register will facilitate greater effectiveness of the service YES (NO (Please explain your reasons and add any additional comments you wish to make: The requirement to register appears to be frequently not observed in practice, although we are not aware of any problems arising from this. As such we feel that there is a strong case for exempting direct replacement services (as described in our response to Q6) where the normal fares structure (including pricing) and availability continues to apply.8. Will the proposed changes to the publication regulations remove ambiguity and provided needed clarity with regard to these regulations? YES (NO (If not please state why and provide all the necessary supporting evidence: pteg recognises that many bus services are operated by more than one type of vehicle during the course of an operating week, so we consider that the requirement to specify or publish the vehicle type is of little use. In our experience LTAs would never make any decisions based either on the stated or the published vehicle type without verifying that information with the operator. 9. What are you views regarding proposal to change the de minimis level provisions in domestic legislation in favour of EU levels? We support Option B.Please explain your reasons and add any additional comments you wish to make: This gives the maximum flexibility to LTAs, who will then take a view as to what best suits their local circumstances. Option B also offers the potential for significant efficiency gains through reducing the overall administrative costs associated with tendering exercises.10. Which of the three options proposed on the de minimis level provisions are you in favour of, and why? Option A Option B Option C Option BPlease explain your reasons and add any additional comments you wish to make: See response to Q9 above.11. Do you have any views on proposal to make secondary legislation (under Section 91(1) of the Transport Act 1985) enabling local authority to make ?general rules? to impose maximum fares on bus operators and compensate them accordingly, without going through competitive tendering? We support this in principle as it offers an additional ?tool? for LTAs.Please explain your reasons and add any additional comments you wish to make: pteg feels this proposal needs very careful thought in order to ensure that the intended benefits could be delivered without unexpected consequences. Any scheme introduced under this mechanism could for example incentivise operators to increase ?nominal? fares in order to maximise reimbursement levels, thereby increasing profit margins and increasing pressure on LTA budgets. This could be avoided, or the risk be reduced, if LTAs were empowered to refuse to reimburse beyond agreed percentage increases.Any legislation would need to be clear on whether the cap applied only to single or return fares, or also to day and weekly tickets etc, but we would suggest that to be effective it should extend to the latter category. We see scope under this proposed legislation to offer ?subsidised? fares to categories of people (e.g. jobseekers) who fall outside the mandatory and discretionary provisions for concessionary travel.12. Do you agree with proposal to impose less than criminal sanctions (such as penalty fines) against operators who repeatedly violate the Conduct Regulations? YES ( NO (Please explain your reasons and add any additional comments you wish to make: Input welcomedpteg feels that adherence to the Conduct Regulations can already be adequately enforced through the Traffic Commissioners and the PSV Operator Licensing system, and other mechanisms which are currently available including orders involving repayment of Bus Service Operator?s Grant. As such we don?t see the need for an additional penalty system.13. Are there any other considerations that should be taken into account in determining appropriate and effective sanctions against repeated breach of Conduct Regulations? YES ( NO (Please explain your reasons and add any additional comments you wish to make: We feel the existing provisions are adequate, in particular the requirements for repute under the PSV Operator Licensing system.14. Do you have any general views on the consumption of alcohol on buses? YES (NO (Please explain your reasons and add any additional comments you wish to make:pteg feels that this should be prohibited by law on all local bus services and not just by operators? Conditions of Carriage (partly in recognition of the fact that many smaller operators are unlikely to have formal conditions of carriage, and also because it would be in the best interests of all passengers should any ?maverick? operators choose not to apply such a policy on their buses). Research clearly shows that many passengers (and potential passengers) are intimidated by antisocial behaviour on buses, and consumption of alcohol is so frequently linked with this that it should be prohibited. We also feel that the regulations should be extended to cover drug taking and passengers under the influence of alcohol or drugs.15. Do you agree with proposal to amend The Public Service Vehicles (Conduct of Drivers, Inspectors, Conductors and Passengers) Regulations 1990; to introduce a ban of the consumption of alcohol and carriage of open container of alcohol on buses, in England and Wales?YES (NO (16. Are there any other considerations that should be taken into account in introducing such a ban? YES (NO (Please explain your reasons and add any additional comments you wish to make: Enforcement is difficult as a bus driver might well be unaware of alcohol being consumed on a bus, and if made aware may be apprehensive about tackling offenders because of the potential reaction. Bus drivers also have many other responsibilities and it will often be inappropriate or even impossible for them to intervene directly.As a breach of the law this would ultimately be the responsibility of the police to enforce, and bus companies and their operating staff need adequate back-up in the event of problems arising.17. Do you agree that proposed changes to the definition of ?regulated public service vehicle? in the Conduct Regulations, to include other European approved vehicles are a step in the right direction? If not, please state why and provide all the necessary supporting evidence. YES ( NO (Please explain your reasons and add any additional comments you wish to make: pteg considers that the changes proposed to the Conduct Regulations (SI 1990/1020) are not adequately explained in the consultation paper, particularly in respect of the implications of the PSV (Accessibility) Regulations 2000 and the European approved vehicle scheme which is referred to. We note also that there appears to be a typographical error which means that the fourth sentence of Paragraph 7.7 (starting on line 4 of page 19) does not make sense.18. Do you have any comments regarding updating the Conduct Regulations in line with the smoking ban in Part 1 of the Health Act 2006? YES (NO (Please explain your reasons and add any additional comments you wish to make:We think it entirely appropriate to bring the Conduct Regulations into line with requirements of the Health Act.19. Question 19: What other amendments to secondary legislation do you think might facilitate improvements to bus services?YES (NO (Please state why and provide all the necessary supporting evidence.Item 7.9 in the consultation paper, which relates to designated wheelchair spaces, does not appear to be covered by this response pro-forma. We understand that a bus operator or driver who wilfully or repeatedly contravenes the Disability Discrimination Act can be prosecuted under that legislation, and sanctions are also available through the Traffic Commissioners and the PSV Operator Licensing system. However, on a practical level, the scope for bus drivers to manage use of the designated wheelchair space is limited and relies on passenger co-operation.pteg recommends that operators of registered local bus services should be required to provide the relevant LTA(s) with full details of the fares applicable to each service, which amongst other things would enable the LTA to provide passengers with comprehensive information on a service rather than having to refer this one aspect to the operators. This would also assist PTEs in implementing the integrated and smart ticketing objectives of the DfT?s Ticketing strategy.pteg recommends that an operator deregistering all or part of a bus service may be required to provide the relevant LTA(s) with patronage and revenue data in order to facilitate and speed up decisions about whether the service or journeys need to be replaced. This would deliver efficiencies as at present LTAs have to second guess the usage and viability of withdrawn services in order to reach decisions on whether or not they should be replaced. It would also reduce the scope for gaming by operators whereby commercial services are withdrawn in whole or in part on the expectation that the operator concerned will win a tender to operate the replacement service.pteg feels there is potential to build on the system which has now become established practice in many areas of having designated predetermined ?service change dates?, thereby stabilising networks in the interest of passengers. These are fixed at quarterly intervals in some areas and more frequently in others. A logical extension of this arrangement may be to have national change dates, always commencing on a particular day of the week. pteg recommends that LTAs should be statutory consultees on applications for operators licenses to Traffic Commissioners. 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