??ࡱ?>?? ?????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????? @ ????bjbj??? 4???"?,???????&jJjJjJ8?J$?K?&??~N?@T(hThT?T[U??V??Wp?!?!?!?!?!?!?$ԁR&??E?]?Y[U[U?Y?YE?hT?T???J]J]J]?Y?hT?T?J]?Y?J]J]??s?uhTrN Y?pS?jJ?Z??t?wL??0??t`ԅV[?ԅ0u&&ԅu?7XZ?X@J]?X4Y?7X7X7XE?E?&&DGjJ?\d&&jJCONSULTATION RESPONSE FORMConsultation on: Developing a Strategy for integrated and smart ticketing Part 1 ? Information about YouName FORMTEXT Jonathan BrayAddress FORMTEXT Wellington House, 40-50 Wellington StPostcode FORMTEXT LS1 2DEEmail FORMTEXT Jonathan.Bray@pteg.netCompany name or organisation (if applicable) FORMTEXT Passenger Transport Executive GroupPlease tick the box below that best describes you or your company/ 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, how many members do you have and how did you obtain the views of your members? FORMTEXT pteg represents the six Passenger Transport Executives. Transport for London, Strathclyde Partnership for Transport and Nottingham City Council are associate members. This response is on behalf of the six PTEs only. All six PTEs were consulted on this response.If you would like your response or personal details to be treated confidentially please explain why: FORMTEXT       Part 2  Your CommentsIs the proposed scope of the strategy the right one?Yes  FORMCHECKBOX No  FORMCHECKBOX Please explain your reasons and add any additional comments you would like to make: FORMTEXT We believe that it is helpful for the DfT to be issuing this dedicated strategy for integrated ticketing and smartcards. For the most part the strategy provides a thorough overview of the opportunities that integrated ticketing and smartcards offer, as well as a sound analysis of the key policy, technological and organisational issues that need to be resolved. We particularly welcome the DfT's recognition of the benefits of smart and integrated ticketing and the clear statement to the industry that the DfT believes that there is a sound business case for investment in this area.We recognise that in a devolved environment for local transport policy, and where bus services are deregulated outside London, there are constraints on the DfT's ability to commit to hard outcomes and timescales for passengers in major urban areas outside London. However, we believe that the scope of the document should be widened to examine the benefits of moving towards a simple, unified fares structure (an Oyster-style offer) for the UK's major city regions. Do you agree that integrated ticketing can improve the offer to the public and encourage modal shift? Yes  FORMCHECKBOX No  FORMCHECKBOX Please explain your reasons and add any additional comments you would like to make: FORMTEXT We commissioned Booz and Co to look at the benefits of simple, unified and integrated ticketing where this has been introduced around the world. The report found that the introduction of such systems can see substantial patronage growth in the range of 6% to 20%, with some transport modes experiencing increases to the order of 40%.Examples include:? Zurich ? patronage up by 12% in the two years following the introduction of zonal and integrated ticketing? Freiburg - annual average growth of 7.5% a year in patronage since the simplification and integration of public transport fares? London ? an estimated third of the increased use of public transport since 1999/00 can be attributable to Oyster and other ticketing simplificationsThe full report can be downloaded at: http://www.pteg.net/NR/rdonlyres/EACFCEE0-F212-467F-B342-2B9B9538DEED/0/integratedticketingreport221009.pdfFrom this analysis it is clear that simple, unified and integrated ticketing structures have considerable benefits over disintegrated, complex and confusing ticketing structures. This should be reflected in the ticketing strategy.Do you see any benefits to integrated ticketing that have not been covered?Yes  FORMCHECKBOX No  FORMCHECKBOX Please explain your reasons and add any additional comments you would like to make: FORMTEXT The strategy does not adequately review the benefits of single, simple and unified ticketing structures (as opposed to the dangers of reproducing in smart form the current disintegrated ticketing regime which can consist of multiple operator offers with a layer of uncompetitively priced multi-modal tickets on top)Do you agree that smart ticketing can improve the offer to the public and encourage modal shift?Yes  FORMCHECKBOX No  FORMCHECKBOX Please explain your reasons and add any additional comments you would like to make: FORMTEXT Smart ticketing has a wide range of benefits which include - makes public transport easier and more convenient for users and promotes greater use of public transport networks- improves journey times by speeding passage through ticket barriers and reducing bus 'dwell time'- reduces fraud and administrative costs as it is harder to cheat a smartcard system than a paper-based system, and automation of the administration is easier to achieve- provides more - and more reliable - data about the journeys people are making which in turn can inform better decision making about the planning of services- opens up further options to target concessions in a more sophisticated way at a wider variety of excluded and low income groups- creates the potential for commercial add-on applications that can help support public transport investment or civic add-ons like local authority libraries and leisure centres Are there any benefits to smart ticketing that have not been listed in the document?Yes  FORMCHECKBOX No  FORMCHECKBOX If you answered ?Yes?, please provide further details, if you answered "No" please explain your reasons and add any additional comments you would like to make: FORMTEXT Smart media would allow a Travel Concession Authority (or Local Authority) to provide an enhanced concession (e.g. to children on free school meals) in a non stigmatising way.It would also be possible to allow vulnerable persons (e.g. children) to go into 'debt' rather than be refused travel, as sometimes happens now.     Are there any issues around smart ticketing and privacy that you would like to bring to our attention? Yes  FORMCHECKBOX No  FORMCHECKBOX If you answered  Yes , please provide further details, if you answered "No" please explain your reasons and add any additional comments you would like to make: FORMTEXT There may be concerns about civil liberties and the ability to track individual's journeys. Anonomised smartcards (e.g. with no link to a person's identity) should be an option.Do you agree that EMV will play an important role in the future of ticketing? Yes  FORMCHECKBOX No  FORMCHECKBOX Please explain your reasons and add any additional comments you would like to make: FORMTEXT Yes. The cost of card issuance and card holder managment form a significant part of the costs of a smart ticketing scheme. Financial institutions will be glad to take on this role for no charge to scheme operators. The massive market share of the EMV technology compared to ITSO will ensure that it remains at the forefront of functional capability; the larger volumes of terminal equipment make EMV equipment less costly than ITSO capable ticketing equipment. The security of EMV is equal to or greater than ITSO equipment.Are there any barriers to EMV cards becoming widely used for ticketing? Yes  FORMCHECKBOX No  FORMCHECKBOX If you answered ?Yes?, please provide further details, if you answered "No" please explain your reasons and add any additional comments you would like to make: FORMTEXT There are technical architecture changes required to allow the EMV specification to accommodate the business process required by transport ticketing. There is a working group already assigned to tackle this question. There will need to be some changes to the current business rules imposed by APACS on the use of contactless EMV technology which will need to change before contactless payment can become a widely implemented solution. APACS members are willing to consider these changes for transport. Do you agree that NFC will play an important role in the future of ticketing?Yes  FORMCHECKBOX No  FORMCHECKBOX Please explain your reasons and add any additional comments you would like to make: FORMTEXT Assuming that by NFC you mean NFC enabled mobile phones, then, yes, this technology will be important in the future and is compatible with existing implementations, so its anticipation should not hold up implementations of currently available technology. The combination of a smart card, keypad and display in the form of a mobile phone presents a platform for a number of payment and ticketing applications, of which transport ticketing is just one.Are there any barriers to NFC mobile phones becoming widely used for ticketing? Yes  FORMCHECKBOX No  FORMCHECKBOX If you answered ?Yes?, please provide further details, if you answered "No" please explain your reasons and add any additional comments you would like to make: FORMTEXT Right now the major barrier is that Mobile Network Operators control the application space on the phone; in the absence of any attempt to genuinely roll-out a payment application on NFC equipped phones, the methods and costs of an implementation will remain speculative.Once again, it is working out the business model that is the barrier rather than the technology itself.Are there any other ticketing technologies that you think will play an important part in future ticketing?Yes  FORMCHECKBOX No  FORMCHECKBOX If you answered ?Yes?, please list the modes that you think will play a role and explain your reasons, if you answered "No" please explain your reasons and add any additional comments you would like to make: FORMTEXT Experiments with "Be in, Be out" technology continue, but are not yet anywhere near ready for deployment.Scheme operators should concentrate on secure capable back office system that can take transactions from whatever ticketing terminal and ticket medium technology is in use.Do you agree with this analysis of current arrangements?Yes  FORMCHECKBOX No  FORMCHECKBOX Please explain your reasons and add any additional comments you would like to make: FORMTEXT We recognise many elements of this analysis of current arrangements which has contributed to progress being slower than might have been expected.From a PTE perspective barriers to progress have included:- operator reluctance to accept that there is a strong business case to invest in these technologies- PTEs having to identify the funding required to pump-prime / lead on smartcard implementation- a strong preference from operators to promote their own operator-only tickets rather than multi-modal products- the difficulties of getting smaller (and more poorly capitalised) operators to fully participate in initiatives in this area- the complexities of making smartcards and integrated ticketing work within a deregulated environment- over promising on the capabilities and reliability of the technology by suppliers- a lack (until now) of a strong Government steer that integrated ticketing / smartcards is a priority- perceptions about the attitude of the OFT to initiatives in this areaIn terms of the overall lessons to be learnt from recent years, what is clear is that the DfT's previous detached approach to promoting smartcards and integrated ticketing has failed to deliver rapid progress. Given this we remain sceptical about whether a not a modest ratcheting up of the DfT's proactivity in this area will lead to a rapid realisation of the full benefits of smart ticketing media.The other key lesson of recent years is that the public sector in the city regions (in the form of the PTEs) has been critical in both the promotion of integrated outcomes as well as investing directly in take up of the technology required. Examples of PTEs taking the lead in this area include Yorcard, and Centro funding for smartcard readers in the West Midlands.By integrated outcomes we also include related and wider benefits that new technologies can bring (including using these technologies to generate better performance data, real time information services and using data to gain a wider understanding of patronage trends and the most efficient use of subsidies). Are there other problems with current arrangements not included here?Yes  FORMCHECKBOX No  FORMCHECKBOX If you answered ?Yes? please provide further details, if you answered "No" please explain your reasons and add any additional comments you would like to make: FORMTEXT See response to Q12Why do you think smart ticketing is not already more widespread?  FORMTEXT See response to Q12Are there issues we have not identified regarding the introduction of integrated tickets?Yes  FORMCHECKBOX No  FORMCHECKBOX If you answered ?Yes? please provide further details, if you answered "No" please explain your reasons and add any additional comments you would like to make: FORMTEXT As set out in our response to Q12 hitherto the PTEs have played the primary role in pursuing the objectives that DfT is committed to, through their support in principle and practice for integrated ticketing, and through their lead role in investing in smartcard equipment and the systems that support it.Given this, the DfT's future strategy in this area should be based on working with the PTEs to find the right mix of funding streams, policy change and regulatory mechansms which will enable the PTEs to work with operators to complete the task they have started.There is also a need for more joined-up thinking on smartcards / integrated ticketing developments on rail with the rest of the public transport sector. With the predictable exception of London there's little sense from the strategy that thinking on rail smartcards is properly taking into account the need for ticketing on local rail networks to be fully integrated with wider local public transport networks.Do you agree with this proposed vision as the right aspiration for public transport in England?Yes  FORMCHECKBOX No  FORMCHECKBOX If you answered ?No?, please explain how you would like to see transport in England evolve in the next 10 years, if you answered ?Yes?, please explain your reasons and add any additional comments you would like to make: FORMTEXT We share the Government's overall vision of smart and integrated ticketing.However:- it is odd to start off the vision with a commitment to technological means ('Our vision is of universal coverage of smart ticketing infrastructure?') rather than a commitment about what the Government wants for passengers - which as far as passengers are concerned would be an Oyster-style offer. - for the city regions the vision implies a continuing complexity in ticketing arrangements and a failure to state a preference for single, simple and unified ticketing offer in English cities (other than London). So, in the vision ?transport providers will increasingly be able to tailor products to the needs of the individual and will be able to implement loyalty schemes to reward those using their services? whilst at the same time ?there will increasingly be city-wide (possibly regional), integrated, multi-modal smart ticketing schemes?. There is a danger of confusion for passengers / public transport marketing in city regions as both are being pulled in two directions ? individualised company-only ticketing products as well as ?travelcard? style multi-modal offers. It is always possible that London and most other major European cities have got it wrong -but the evidence strongly suggests that what passengers want is simple, single, unified and integrated ticketing systems for cities that relate not to whichever operator happens to provide the service - but to the city itself. We realise that in a devolved and deregulated environment it would be both inappropriate and difficult for the DfT to set out in detail the integrated ticketing regime it would prefer for each city. However, it would be possible for the DfT to stop trying to ride two horses at the same time (integrated and operator ticketing) and to set out its preference for simple, unified, and integrated ticketing systems closer to the Oyster ticketing offer that has proved such a runaway success in London.- There is no timescale or roadmap for achieving the objectives set out in the report. The overall tone of the vision is 'build it and they will come'. In that if the benefits of these technologies are made clear to the industry and if a modest set of incentives are provided - therefore it will happen in the way the DfT would like to see. The evidence of the past (slow progress and sub-optimal outcomes) is that this is not necessarily the case. In a devolved and deregulated environment it is not an easy task for the DfT to determine a set route and timescale for achieving outcomes in each city region. However, in the PTEs the DfT has a partner that is committed to the outcomes the DfT wishes to achieve (and has demonstrated that through taking the lead role on smartcard implementation so far) and through which the DFT could work (if the right suite of funding, policy and regulatory measures are in place) with operators to achieve desired outcomes within a set timescale.Is the vision deliverable?Yes  FORMCHECKBOX No  FORMCHECKBOX Please explain your reasons and add any additional comments you would like to make: FORMTEXT We believe the vision is deliverable (taking into account our comments on the vision in Q16).However, we do not believe that the DfT has set out a convincing roadmap as to how the benefits of these new technologies can be utilised to achieve the best possible outcome for passengers and taxpayers alike.In particular we are concerned that the principle new initiative which the DfT is adopting in support of this strategy (BSOG reform) will not achieve the desired outcomes if the DfT adopts a flat, national incentive payment for smartcard / GPS.Our concerns can be summarised as follows:? We believe the basis of the policy ? paying operators money to equip vehicles - to be ill-conceived and likely to be much less effective than a partnership-based approach. Equipping vehicles gives no guarantees about deliverables, which should be focused around the supply of high-quality information, access to this information by potential users, and implementation of commercial applications that can be introduced using suitable on-vehicle equipment. However, such deliverables are extremely difficult to specify and validate for the purposes of payment.? Incentivising operators to fit smartcard readers with a priority that best matches their commercial objectives creates a greater probability of exclusive, operator-led, ticketing products, and reduces the likelihood of integrated local ticketing products being developed. This would be a significant unintended consequence of DfT?s approach and runs counter to national policy.? Operator grants represent very poor value for money in areas where there is a relatively high installed base of systems. Furthermore, the cost of increasing the specification of ticket machine equipment to meet the new standard is rapidly diminishing and may be vanishing as entry-level standards are raised.? There are real problems with encouraging smaller operators, many of whom work with a very low capital base, to become involved with a nationally-funded arrangement. Without a virtually complete coverage of areas, some of the systems being proposed are unlikely to be attractive to passengers. PTEs have a strong record of working with smaller operators and putting in place financial and other support arrangements that should encourage them to raise their standards. This is a role which central government is understandably reluctant to undertake.? PTEs have taken on, and will need to take on further, significant operating costs associated with back-office functions. These generally relate to the procurement and servicing of information and communications technology. Increasingly, the most effective way to secure these services is through service-based contracts rather than heavy capital investment. PTEs may not be able be able to afford these services without a revenue funding stream to support them. DfT therefore risks producing greater operator investment without achieving a better service for passengers. A revenue funding deal between PTEs and Government creates the opportunity to lock in a service level agreement to ensure all potential users - bus passengers, operators, Passenger Focus, Traffic Commissioners, Highway Authorities, as well as DfT and PTEs - get the information each needs to perform its own function.Both operators and PTEs have significant gains to make from better information about bus services and their uses. Much more effective use of public funds can be achieved through a devolved arrangement, allowing an integrated approach to assembling a business case with joint public and private sector contributions. A private investment led approach puts many of the DfT?s objectives at risk. This is illustrated by recent initiatives by operators. For example, some PTEs report that local subsidiaries of Stagecoach have made a commitment to fully equipping its fleet with smartcard ticket machines (though it clearly has the right to control the external uses of the data these machines produce), and First has recently announced its commitment to installing GPS equipment on the entire UK fleet of 9,000 vehicles (but only with the aim of reducing fuel consumption). It is notable that in the bus operators? vision for bus services in Manchester , operators say that their Association (GMBOA) ?wishes to see a joint project approach to the use of new technology to deliver real time information, smartcard ticketing and service management.? (our italics) The path proposed by DfT will undermine the development of such approaches, when devolved funding could promote them. Operators will have a strong incentive to meet the minimum national standard set by DfT for higher tier BSOG, but very little reason to go beyond this point. The problem of market failure that DfT has identified in the draft ticketing strategy on which it is currently consulting, may be perpetuated under the solution it proposes rather than solved.If the GPS / Smartcard subsidies were to be devolved to the PTEs then PTEs would be able to construct locally appropriate strategies for achieving the full range of benefits that these technologies can bring in a cost effective way.This could include:? achieving 100% coverage through support for smaller operators who would not respond to flat rate incentive payments? funding the capital and revenue costs of the technological and administrative arrangements that support GPS and smartcard equipment and which realise its full benefits? devising locally appropriate incentive regimes for the installation of GPS and Smartcard equipment which reflect past and current investment in such equipment, and the local requirement for such incentives Do you think the current ITSO specification and organisation can deliver this vision? Yes  FORMCHECKBOX No  FORMCHECKBOX If you answered ?No?, please explain what needs to change, if you answered "Yes" please explain your reasons and add any additional comments you would like to make:  FORMTEXT ITSO specification version 2.1.4 will provide all the necessary facilities to implement successful smart ticketing schemes. ITSO should not be called upon to do other than remain the guardian of the specification and provide an effective security management service. It is too early yet to comment on the effectiveness of the new organisation.Should DfT play a role in shaping the system architecture for smart ticketing in England? Yes  FORMCHECKBOX No  FORMCHECKBOX If you answered ?Yes?, please explain what that role should be, if you answered "No" please explain your reasons and add any additional comments you would like to make: FORMTEXT Yes, the DfT should encourage PTEs and other groups of TCAs to form the nucleii of regional transport ticketing processing facilities. The costs of doing this will be modest.An investment should be made in the development of a low-cost, easy to manage ITSO compliant ticketing solution aimed specifically at smaller operators. The cost of this will be less than ?2m (?1m each for two manufacturers). The manufacturers should then be able to deliver and install a working, configured ticketing solution for ?800 per bus, compared to ?2,500-?3,000 today.Do you agree that the existing tools are sufficient to allow the creation of integrated ticketing products?Yes  FORMCHECKBOX No  FORMCHECKBOX Please explain your reasons and add any additional comments you would like to make: FORMTEXT Although there are integrated ticketing products in the city regions - they can suffer from:- lack of marketing and promotion by operators in favour of their own operator-only tickets- undercutting on price by operator-only products- lack of a complementary simple, zonal fares systemAll of which results in passenger confusion over whether or not they are getting best value for money. This in turn detracts from the overall public transport 'offer'.The current arrangements have demonstrably failed to address these issues so there is a strong case for additional measures.We would advocate the following statutory tools be considered in order to address some of the issues that arise:- amending the provisions of sections 135-138 of the Transport Act 2000 to allow the scheme to set maximum fares for prescribed ticket types and allow the scheme to set fare controls, e.g. maximum annual fare increases in line with a defined index. This would allow the Local Transport Authority to introduce some stability and consistency into ticketing and fares, yet allow operators to compete on fares within the boundaries set. It would also need to allow the LTA to implement smart multi-operator capped pay-as-you-go products, (see below), if the real passenger benefits of this type of technology are to be realised.- amending the Office of Fair Trading Ticketing Block Exemption to allow operators the ability to agree a daily/weekly maximum fare cap for pay-as-you-go products. This type of multi operator product is critical to the attractiveness of smartcards and thus to realising the benefits of the technology. The ability to have integrated pay as you go products that customers can trust will charge them up to the cap, or calculate the most efficient fare for the journey(s) made would be a genuine benefit that needs accommodating within the legislative framework, at present we feel the block exemption may not accommodate such an initiative. Do you agree with the outline strategy?Yes  FORMCHECKBOX No  FORMCHECKBOX Please explain your reasons and add any additional comments you would like to make: FORMTEXT As set out in previous responses we are sceptical that the full benefits of smartcards will be realised on the basis of a DfT strategy based on a combination of:- relying on natural, rapid and underlying improvements in the available technology driving progress- undifferentiated national incentives for operators to fit smartcard readers- a modest programme of supporting research and good practice - common technical standards- willing the ends We believe that the DfT needs to firm up the strategy to include - a stronger commitment to an 'Oyster style' offer for the city regions, accompanied by a clearer strategy and roadmap for working with PTEs as their delivery agencies to achieve this- devolving BSOG subsidies to PTEs to provide PTEs with a funding stream in support of the above- exploring the potential for regulator mechanisms to be used in support of these objectives (see response to Q20) - integrating DfT Rail strategy on smartcards and ticketing more fully with the wider work of the Department on promoting integrated ticketing for city regionsDo you think that the successful delivery of the Department's existing policy commitments will be sufficient to deliver the vision?Yes  FORMCHECKBOX No  FORMCHECKBOX Please explain your reasons and add any additional comments you would like to make: FORMTEXT Experience shows that it is not necessarily in the interests of major operators to support and promote simple, integrated and unifed ticketing systems delivered by smartcards yet the main measure the DfT is planning to employ is to funnel financial incentives to operators rather than local transport authorities (via BSOG reform). We think this will result in wasted public expenditure and sub-optimal outcomes (see response to Q17 for a fuller explanation of this point). Would these suggested workstreams help deliver the vision? Yes  FORMCHECKBOX No  FORMCHECKBOX If you answered ?Yes?, please indicate which workstreams would help deliver the vision:Putting in place national Framework Agreements to assist local authorities deliver smartcard infrastructure FORMCHECKBOX Evaluation of whether the introduction of a National Pre-pay scheme is desirable FORMCHECKBOX Facilitate sharing of best practice between schemes FORMCHECKBOX More formal engagement with new technologies such as EMV and NFC FORMCHECKBOX Advice on Data Protection and Privacy FORMCHECKBOX A smart and integrated ticketing competition FORMCHECKBOX Further modelling of costs and benefits FORMCHECKBOX Please explain your reasons and add any additional comments you would like to make: FORMTEXT Framework AgreementsAny procurement for infrastructure for the delivery of smartcard schemes will be extremely complex and technical in nature. Establishing Framework Agreements, such as these in respect of the ENCTS Scheme procurements, will undoubtedly assist local authorities. However, local authorities should have the freedom to carry out their own procurement exercises and not participate in the Framework Agreements.National Pre-pay SchemeCarrying out an evaluation of a National Pre-pay scheme would be desirable as it would highlight the benefits and drawbacks of a national e-purse. At the very least it would inform the debate.Facilitate sharing of best practiceBecause of the differing levels of understanding between local authorites the sharing of best practice is vital. It is recognised that PTEs have well developed integrated ticketing schemes and advanced smartcard plans as well as highly developed technical resources, which could be shared with other local authorities. The model of 'mentor' authorities used during the introduction and roll out of the ENCTS passes proved to be sucessful and well received by both mentor authorities and non-mentor authorities and similar arrangements could be considered. Modelling of costs and benefits This is an area of complexity and uncertainty that would benefit form a central model of costs and benefits. This model could used act as a guide for individual authorities when establishing business cases.Short of direct funding (beyond current and planned incentives and provisions) is there anything else Central Government should do to encourage the roll out of integrated smart ticketing?Yes  FORMCHECKBOX No  FORMCHECKBOX Please expand on your answer and add any additional comments you would like to make: FORMTEXT - a stronger commitment to an 'Oyster style' offer for the city regions, accompanied by a clearer strategy and roadmap for working with PTEs as their delivery agencies to achieve this- devolving BSOG subsidies to PTEs to provide PTEs with a funding stream in support of the above- exploring the potential for regulator mechanisms to be used in support of these objectives (see response to Q20) - integrating DfT Rail strategy on smartcards and ticketing more fully with the wider work of the Department on promoting integrated ticketing for city regionsDo you agree with the roles for the key stakeholders?Yes  FORMCHECKBOX No  FORMCHECKBOX If you answered ?No?, please indicate which stakeholder roles you disagree with:Local AuthoritiesAgree  FORMCHECKBOX Disagree  FORMCHECKBOX OperatorsAgree  FORMCHECKBOX Disagree  FORMCHECKBOX ITSO LtdAgree  FORMCHECKBOX Disagree  FORMCHECKBOX Suppliers and ConsultantsAgree  FORMCHECKBOX Disagree  FORMCHECKBOX If you checked ?Disagree? for any stakeholder, please explain why and what you think the role should be, If you checked "Agree" please explain your reasons and add any additional comments you would like to make: FORMTEXT It is a flawed approach to treat local authorities outside London as an undifferientated mass. 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Strategy needs to incorporate a central role for the PTEs in realising its smartcard aspirations for the largest city regions. This is because we have a track record in taking the lead in promoting and supporting integrated ticketing, we have led on investment in smartcard equipment and supporting arrangements, we can integrate the benefits of smartcards with those of related technologies to deliver wider benefits including real time information, and the data needed by DfT and PTEs to make well informed decisions on subsidy regimes, investment programmes and service developments. 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