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B??4????4?4??zzt?t???"???4?pz?t??t???4????2i??p&???t?? ?|?1bnIncome ?37m + ?10m specific grantsBudget 2008/9 s 52 returnsDCSF/LEAsGrant allocation widening access?29m(Yr 3 provision for 2011)Grant allocation sustainable travel?4m(3 year allocation, p.a. to 2011)LSC/LEAsPost 16 partnership support?12m LSC/CollegeLearner support funds?11.2m35% of total for transportLSC/DCSFEducational Maintenance Allowances?173mGuidance is that 30% for transport costs ? total budget ?577mDCSF/Schools & CollegesDiploma Initiative?23mOne off payment + ?120 per pupil for some rural authoritiesDfT/DCSF schoolSchool travel plans?20mDirect grants one off to schoolsDfT/DCSF/LasSchool travel bursary posts?20mFunded to 2010DfT/SustransCycle links to schools?17mOne off allocationMotability/DWPSupport to purchase adapted car?60mEstimated based on known number of children in receipt of higher rate DLALocal governmentSafer routes to school/school crossing patrols?50mNet expenditure 2006/7 outturn?1.36bnPer young person 2001 census persons aged 5-19 inclusive ? 9.95m?137 per person p.a.Total public expenditure on child concessionary fares is unknown due to the variety and complexity of offers and pricing structures. It is thought to be less than the total funding shown in Table 2.1 above. Across the PTEs public expenditure is estimated to be about ?50m. Concessionary Fare Provision and Arrangements across the PTEsAll PTEs provide some form of concession for young people but there is a great variety of types of fare eligibility, restrictions on use and pricing levels, even within PTEs. There is however no national consistency for transport providers. In some cases PTE funded concessions sit alongside commercially provided fares. The result is a complex mix which has an impact on a number of stake holders.For public transport users inconsistency between journeys ages and geographic areas leads to confusion and can be a barrier to public transport useFor those funding concessionary fares there is a lack of clarity about who is funding what and why; there is evidence of overlap between the responsible agencies. This leads to uncertainty in the value that is being delivered as a result of public funding.SummaryThe legal framework for the provision of concessionary fares is complex with variation between metropolitan and other areas.There is an increasing use of economic, social and environmental well being powers to provide concessionary fares.Considerable public funding is already supporting young people?s travel ? the majority of that for home to school travel, via the LEAs.Although funding of children and young people?s travel from a variety of sources is often very significant, much of this is less visible than the support provided by PTEs. Often the mechanisms and responsibilities for non-PTE funding lack clarity. This complexity in the mechanisms for the provision of concessionary fares and in the concessionary fare offer itself, can lead to sub-optimal choices for end user of public transport but also for the providers and funders of public transport.What young people think in relation to travelIntroductionFour types of research were undertaken in order to try and understand the views of young people in relation to travel and in particular travel by public transport. A literature review was undertaken in order to understand research already carried out by others and to identify areas that may need further research. A travel diary survey of school children in Barnsley was undertaken just prior to the introduction of a zero fare scheme. This allowed us to understand the type of trips young people make and how they currently undertake those trips. This survey was conducted with the view that it could form the basis of a before and after study of the effect of a zero fare concession on bus usage. However the travel survey after the implementation of the concession was beyond the scope of this study.On-street surveys were undertaken in Barnsley to complement the schools surveys. These were particularly aimed at capturing the travel characteristics of those not in education. So it was aimed at those young people who are at work or are unemployed and were therefore not represented in the school survey.A series of focus groups in Barnsley and Liverpool were undertaken to try to understand the drivers and motivators behind young people?s travel decisions and to identify the types of changes to the public transport service that would encourage them to use it more.Although many of the characteristics of bus travel by young people in Barnsley are likely to be common to many areas, it is useful to set the Barnsley results in a broader context. As one of the Districts in South Yorkshire, overall responsibility for public transport planning and coordination lies with South Yorkshire Passenger Transport Executive (SYPTE); one of six English Passenger Transport Executives that are responsible for public transport within the six largest conurbations in England. Although each is distinct, the PTE areas have much in common, and the current work, commissioned by the PTEs as a whole, reflects a common interest in improving the use of public transport by young people. Literature ReviewThere has been extensive research in recent years into young people?s views and attitudes to transport, however it has been very locally based, and concentrated on the post 16 year old cohort. Although there is extensive quantitative research particularly about the journey to and from school there is considerably less published research relating to off peak travel by young people.Generally the available data, such as the National Travel Survey and other research, shows that bus use is particularly important to older teenagers and is valued by them for enabling independence and reducing reliance on parents. Whilst school journeys dominate bus use by young people, for older children and teenagers bus use for socialising becomes increasingly important. However, there is difficulty in measuring young peoples? travel for leisure purposes because ?hanging around? rather than travelling to specific destinations is often seen as important by them but does not get reflected in conventional surveys and research methodologies.Qualitative research with young people shows that whilst cost is a factor influencing level of bus use it is not the only one. Cost of public transport may influence some take up of education and employment, but is not the only factor. Research suggests that of greater concern than absolute fare levels are the perceived inequities in fare levels. This includes differences between schemes for the young and elderly; between areas, and for different age groups, as well as for those in education and those not. Whilst there are numerous fare initiatives across the country outside the metropolitan areas few of these have been the subject of any research, and none have resulted in detailed quantitative research to evaluate ?what works?.Available information from some schemes is limited, but suggests that it is not just absolute fare levels that influence use. The complexity of the scheme and its marketing are relevant to encouraging public transport use.Availability of services in evenings, weekends and direct services to out of town facilities is often poor for young people. The quality and personal safety issues, as for adults, are of concern to young bus users and the, often poor, attitude of bus drivers towards young people is particularly commented on.National research has shown that awareness of public transport is often an issue ? with perceived availability and costs differing from reality. Often awareness of availability and entitlements is low. Information about transport provided via schools/colleges is preferred, but for those typically excluded from traditional education then word of mouth or street based communications may be more relevant. Travel training/awareness raising seems to improve confidence and perception of public transport.Focus Group ResultsPrompted by the introduction of free travel in Barnsley during this project, several focus groups were undertaken to elicit young people?s views and to improve understanding of the impact of fare changes on their travel and their motivations towards bus use. Six focus groups were undertaken. Three groups were undertaken in each of Barnsley and Liverpool, and in each location one group with 11-13 yr olds, one with 14-16 yr olds and one with 17-18 year olds.Key findings;LiverpoolBarnsley11-13 yr oldsUse of buses:Bus used primarily for school journeys ? car used at other timesAttitudes/Issues raised:Buses perceived as ?unsafe? by majority, violence and bullying citedDriver should be more involved in addressing issues on bus.Main factors deterring greater use of buses:ReliabilityBus driver attitudePrice sensitivity:Finding change seen as inconvenient ? 50p for single ?1 day seen as easierUse of buses:Mixed use of modes including busesHalf took bus every day and all used bus during weekGood knowledge of buses/services/stops for regular journeys and fares/entitlementsAttitudes/Issues raised:Buses viewed as unclean, dirty and crampedLack of direct services to schoolPoor driving and attitude of bus driver criticised Main factors deterring greater use of buses:Reliability, safety and cleanliness, Attitude of driverPrice sensitivity:Fairness issues raised- Micard only valid for pm journey Inconvenience of having to carry two cards as a result of Micard not valid on am journeyConvenience of finding change more important than absolute level ? 40p 14-16 yr oldsUse of buses:Overall travel increased, bus use remains mainly linked to school journeys but lower proportion of overall travel due to greater car useAttitudes/issues raised:Overcrowding issues raisedMain factors deterring greater use of buses: Cost of bus fares not an issue in influencing whether bus usedSafety and reliability more important. Price sensitivity:Fares seen as reasonable. Changes imposing additional fares seen as expensive. Finding change seen as inconvenient ? 50p/?1 suggested. Use of buses:Greater level of walking that other groupsAll used bus at some time during weekAttitudes/issues raised:Poor experience of school services ? other services viewed more favourablyChildren disliked being challenged by drivers if forgot pass, even when in uniform charged full fare.OvercrowdingLack of direct services Main factors deterring greater use of buses:Safety, travel time/distance to stop and cost in that order Price sensitivity:Fairness issues raised- Micard only valid for pm journey Inconvenience of having to carry two cards as a result of Micard not valid on am journeyLess likely to use if ?1 per day ? but free travel/cheaper thought to have little effect17-18 yr oldsUse of buses:Similar overall levels of travel to 14-16 yr oldsGreater use of buses by this group.Knowledgeable about services and fares.Attitudes/issues raised:All views about bus travel were negativeMain factors deterring greater use of buses:Cost ? where change of bus required.Distance/travel time and convenience also mentioned. Safety not of concern. Price sensitivity:Fares seen as affordable.Strong view that cost insignificant role in mode choiceFinding change again seen as inconvenient.?1 suggested.Use of buses:Greater amount of travel ? bus used only when necessary. Knowledgeable about fares. Attitudes/issues raised:Some safety and overcrowding concerns Main factors deterring greater use of buses:Convenience and reliability and journey time rather than cost.Price sensitivity:?5 replacement for lost card barrier to getting another for some.Lower spend on buses than group in Liverpool. Overall findings for both groups include valuable lessons for driver training and for structuring and marketing fares to young people:The focus groups indicated that neither parents nor children add up the weekly or monthly aggregate cost of numerous separate fares. The true cost of transport to and from school and additional weekend travel is only superficially understood. This echoes other earlier research and the experience of introduction of pre paid termly travel for post 16 transport, where up front charges are deterrence particularly to those on low income. For both boys and especially girls the culture on (and safety of) the bus was very important. For many participants the bus was a difficult place where stranger danger, school feuds and older peers all conspired to make some journeys difficult for them. The children we spoke to wanted a safer, less punitive environment, where they were not open to ridicule and embarrassment Drivers are a disappointment ? younger children want to be able to rely on them to keep order and for fair play. Children do not understand the difficulty of driving and keeping order simultaneously but felt drivers to be unwelcoming and unhelpful.There was very strong knowledge of child fares, bus routes near participants? homes, the location of bus stops between their homes and school, town centre or other regular journeys amongst all participants, regardless of age or location. Knowledge of the wider local network was however much lower. No participant appeared to have a bus map. Understanding of the concessionary fare structure through the use of bus passes was also high with some children in Barnsley having to carry two passes to be used at different times of the day. Bus travel is seen positively by many young people ? a place to relax etcSchools Travel DiariesThe school survey would not have been possible without the active co-operation of the Barnsley Metropolitan Borough Council education service, and the schools and teachers involved; we are extremely grateful to them all.In order to gain an insight into the travel habits of those aged 10 to 18 years of age pupils and students of primary, secondary and further education establishments in Barnsley were asked to complete a travel diary. After discussion with Barnsley MBC a representative sample of schools were chosen to be surveyed. See Table 3.1 below. Of the primary schools chosen, all Year 6 pupils we surveyed. Of the secondary schools chosen pupils in all year groups were surveyed. All sixth form students attending Penistone Grammar School were also surveyed. In total, 5320 travel diaries were distributed to the chosen primary and secondary schools. Of those travel diaries distributed 2768 were completed. All travel diaries distributed to the chosen schools were completed during the week beginning the 20th April 2009.SCHOOLSECTORLOCATIONNUMBER ON ROLEBirdwellPrimaryBarnsley159Brierley C of EPrimaryBrierley173Darfield ValleyPrimaryDarfield169Kings OakPrimaryWombwell309OxspringPrimaryOxspring118ShawlandsPrimaryBarnsley210Athersley southPrimaryBarnsley266Cudworth ChurchfieldPrimaryCudworth293Dearne CarrfieldPrimaryBoulton on Dearne238Penistone Grammar 6th formSecondaryPenistone229RoystonSecondaryRoyston592St Michaels SecondaryBarnsley668HolgateSecondaryBarnsley952Dearne HighSecondaryRotherham1223Penistone GrammarSecondaryPenistone1322Within the travel diary respondents were asked to identify how many journeys they undertook on the day previous to the travel diaries being distributed. Respondents were also asked to identify how many journeys they undertook during the weekend prior to the travel diaries being distributed. One of the main purposes of the travel diary was to identify trips made by bus. Therefore, for journeys undertaken by bus, respondents were asked to identify what time of day they travelled, what pass they used to pay for their journey, the reason why they travelled and who they travelled with. The travel diary also asked respondents for their postcode, age and details with regards to their family composition and how many cars/vans their household had. Respondents currently in the sixth form or studying at college were asked to provide details of the course(s) they were studying, whether they had a driving licence and whether they had access to their own transport e.g. scooter or car. Respondents currently in the sixth form or studying at college were also asked whether they were in receipt of EMA, and what level of funding they were receiving. The key findings confirmed that on weekdays 62% of respondents did not use a bus at all and this percentage increased for journeys at the weekend. On weekdays travel was mostly undertaken for education and respondents companions were generally their friends. At the weekend they were predominantly travelling for shopping or leisure activities with their friends, although a greater proportion of trips were made alone or with family than on a week day. On-street Interviews - Summary and Key FindingsTo establish young people?s attitudes towards bus travel in Barnsley, on-street interviews were carried out. The interviews were aimed at young people aged between 16 and 21 years and were undertaken in Barnsley town centre for one week (Monday to Saturday), beginning the 20th April 2009. The interviews were undertaken at various locations throughout the town centre which attract a large foot fall of people, in particular young people aged between 16 and 21 years. The interviewers followed a structured set of questions which included asking for details such as where those interviewed had come from and where they were going to, how they travelled, and the frequency of the particular journey undertaken. Those interviewed were also asked how often they use the bus, and their opinion of bus services in Barnsley. They were also asked about their knowledge of bus fares and bus passes available to them. A total of 500 interviews were undertaken, of these 259 were undertaken on the Saturday. One of the key findings of the on-street interviews is that bus use by young people in the town centre in the Barnsley area is high. Of those interviewed the majority (63%) made the journey into Barnsley town centre on the day of the interview by bus. This finding also reflects bus use frequency. Those interviewed were asked how often they use the bus to make a journey on an average week; the majority answered more than five times per week. The second most popular mode of travel into Barnsley town centre on the day of the interviews was by car. Of those interviewed 18% stated that they travelled on the day of the interview by car. The percentage of those travelling by car, however, is significantly less than bus, which is the most popular mode. This may be due to the percentage of respondents being aged 16, and not holding a full driving licence. Of those interviewed, only 14% held a full driving licence. The level of car use however, is surprisingly low when compared to the number of cars respondents had access to within their household. The majority had access to one or more cars, with only 32.15% having no access to a car. When compared to the 2001 census Data for Barnsley as a whole, a relatively large proportion had access to two or more cars. The 2001 Census Data states that 19.94% of households have access to two cars, while only 4.05% have access to three cars or more. Of those interviewed 28.37% had access to two cars and 15.29% had access to three or more cars. Another key finding of the on-street interviews is that awareness of the different forms of bus tickets and passes available is relatively good. Awareness of the Mega Travel Pass and the 16-18 Student Pass was most prominent. Over 50% of respondents were aware of either pass. The results of the on-street interviews also illustrate that young people are generally satisfied with bus travel and services within the Barnsley area. When asked to rate a number of particular categories relating to bus travel, distance to bus stops and availability of service to desired destination were rated the highest. Cost of fares received the lowest score; however this still received an average score of 3.27 out of 5. With regards to cost the majority of those interviewed who used the bus on the day of the interview paid between 1p and 50p.Underlying Trends and the Dynamics of ChangeThe data described so far represents a static picture of patterns of public transport use and, to a degree, how they relate to socio-economic characteristics. In practice, travel patterns evolve over time in response to a variety of pressures and stimuli, and to influence the future it is necessary to understand what has happened in the past.Within PTE areas, the last five years or so have seen a general picture of substantial decline in the uses of the concessionary travel products promoted by PTEs for young people.It is difficult to say whether this is truly representative of national trends. It is certainly the case that for a variety of reasons, including environmental concerns, and a desire to reduce the congestion impact of car-based school travel, many initiatives have been put in place to shift some car journeys to alternative modes.What we do at the momentGood PracticeIn attempting to inform future policy decisions about child fares in PTE areas, good practice has been assembled from around the country. In general the focus has been on bus services, although other modes have been taken into account in areas where rail-based local transport plays a particularly significant role. This has not been an exhaustive search for good practice, but has sought to identify, from a few key examples, some of the approaches that worked well and have been associated with high levels of take-up, leading to an increase in patronage.Effective development of local fares policies can never, by themselves, be sufficient to build patronage. Users will only be attracted to the service by an effective package of service and pricing that together provide a value for money offer. The qualitative research carried out as part of the work further underpins the view that unless the service offer meets or exceeds minimum standards in a number of important areas, even free travel will not be very attractive. However, assuming that these standards can be delivered consistently, and then having a simple, attractive and affordable fare is a necessary part of the package that can be used to stimulate passenger growth.In reviewing the evidence of good practice, it is clear that having a pricing structure that can be readily understood by children, young people and their parents is a very important element of the public transport offer. It is these aspects of pricing and marketing rather than absolute level of fares that have therefore become the focus of this work. Issues of transport affordability for all public transport travel needs and not just home-to-school journeys have also been covered.Consideration has been given to the structure and cost of travel, and the key elements relating to its success, addressing questions such as: is the scheme capable of being easily marketed and what marketing approaches are likely to be most effective; is marketing readily integrated into other activities PTEs and their partners undertake to promote public transport to young people?The issue of the cost of the concessionary element of the fare has been left aside along with the question of whether the public spending in this area delivers good value for money. This is a complex issue, with child fare reimbursement often being dealt with as an adjunct to the much more financially significant negotiations that take place around reimbursing for free travel by older and disabled passengers. The reimbursement negotiation often hinges around the very difficult task of identifying the degree of commercial and social discount that is appropriate in achieving a ?no better, no worse off? situation for the operator. This is especially difficult when the degree of local promotion of child travel is taken into account and the behaviour of young people who have recently moved out of scope of child fares is taken into account. It is considered that it should be possible, with an attractive and marketable package, to develop a fares package that meets both social and commercial objectives by creating a situation in which an attractive customer proposition is created and the cycle of patronage decline evident in many places is reversed. Indeed in some PTEs, notably Nexus and South Yorkshire this turnaround has already been achieved.What constitutes good practice?By examining the case studies assembled and included as a working paper to this report, and by drawing on examples known to the study team good practice has been identified which is felt to be generally deliverable in different policy contexts and with different fare levels, depending upon the resources PTEs wish to commit to child fares. It is therefore considered that good practice should generally reflect the following elements:Flat fares, whether for individual journeys or packages of travel would appear to be more attractive than fares based on a fraction of the adult fare. In almost all circumstances operators choose to charge commercial fares that vary with distance, which therefore change to a completely new set of fares each time adult fares are raised. Flat fares are much easier to understand and communicate, and require no knowledge of what adults are paying for equivalent trips or packages;Simplicity in fares has value of its own in addressing a relatively financially unsophisticated market such as teenagers. When seeking to establish a new regime, a very straightforward offer to the passenger, such as a ?1 per day covering all internal bus travel any day (as promoted by Nexus) or ?8 per week (in promoted by Metro), is easy to grasp and, combined with effective publicity, can quickly establish a new offer in the minds of potential users. Furthermore in a situation in which the traveller is not necessary the ultimate funder of the fare, a capped daily or weekly fare has the added advantage that the ?funder? (often the child?s parent) knows how much the child needs and does not have to rely on second-hand information; Constancy over time is also to be prized, with changes taking place as infrequently as funding policies allow. Even though adult fares may rise, say on an annual basis, the ability to stick to a pricing regime over a number of years is an important part of good practice. This feature has been demonstrated by south Yorkshire, where the 40p flat fare has been unchanged for about six years. Children who, together with their parents, are making medium/long-term decisions about schools and colleges should, as far as possible, be able to complete their courses without frequent and significant changes in fares. The current environment of very low inflation should be used to attempt to keep fares constant in cash terms for several years at a time.The three above characteristics of pricing of child travel ? flat or time period-based fares held at the same level for a number of years - enable an effective marketing strategy to be put in place that encourages high take-up of the local offer. This generally requires:children eligible ? normally resident children under 16, in or below Year 11 or all children young people in full-time education ? to be identified through a simple photo-permit, with easy access to issuing facilities, preferably school/college-based facilities;strong local media coverage aimed at parents to promote entitlement, particularly at the beginning of the academic year and through events that support secondary school and FE college choices;co-ordination with any liaison work with schools and colleges, particularly emphasising and teaching the skills necessary to use public transport and improved comprehension of the local service offer and school/college-based publicity materials;good supporting media content aimed at teenagers using approaches that target a teenage audience, including web-based materials;marketing through a range of travel options, particularly those that provide travel and a destination activity attractive to teenagers;easy replacement of lost cards at minimal or no cost ? children are particularly prone to losing their entitlement in this way. Outside term times children have very different travel needs, and there is much to be said for packages that reflect the highly optional nature of child travel during school holiday periods and the fact that it will change from day to day. It is also a time when capacity on the public transport system is likely to be available as employees take time off for holiday and to care for their children. Special daily fare offers during school holidays, particularly the long summer break, are likely to produce high levels of generated travel and it may be commercially attractive to operators to stimulate this market with reduced fares, both for young people travelling individually and in groups accompanied by one or more adults.There is a specific market, particularly at weekends for family travel, generally involving children who are of fare paying age (over 5 years) but not old enough to undertake independent travel. There is some (rather dated, but nonetheless relevant) research by London Transport, that indicates a price elasticity for children close to -1, meaning that it may be commercially justified to allow young people in family groups to travel free of charge.In areas where there is a strong tradition of integration between public transport modes, in will be important to extend any intermodal offer to children. This is particularly important in areas like Tyne & Wear and Merseyside, where bus and metro/rail (and even ferry) services are complementary in the role they play. For other areas, a bus-only offer may be adequate, cheaper to secure, and avoid unnecessary complication. In no case does it appear that all elements of this good practice have been tried simultaneously in the same local transport or local education authority. A strong offer comprising all these elements of good practice should produce a significant improvement in child patronage, and ensure that growth in this important market segment can be achieved over a prolonged period. Clearly there are costs attached to pursuing the comprehensive approach to marketing travel for young people that these good practice guidelines propose. This will require significant funding to allow marketing and liaison to take place. However, assuming that child fares are retained albeit at a relatively low level, one benefit is that it should increase revenue for bus operators. A set of costed measures therefore has the potential to reduce, or at least contain, the level of operator reimbursement required. These effects have not been quantified, but there is at least a possibility that a strong marketing approach could pay for itself as a result of higher operator revenues. It is significant that South Yorkshire, after six years of promoting an unchanged flat fare together with their ?Safemark? project have begun - after a period of steady decline in patronage over a number of years ? to see an increase in patronage amongst young people, despite seeing a continuing decline in other fare paying passengers. These preliminary findings indicate that, assuming that fare policy is prioritised and funded over the medium term that a comprehensive strategy to simplify fares and promote them aggressively is needed to achieve a growth in the market for bus travel for young people. There are some indications that for some services like transport, free travel may not deliver good value for money. Although free goods tend not to be valued highly, simply because they are free. Though this finding is based on very limited evidence, it accords with the general finding made by CfIT in 2002 which argued that should additional funding be available, the scope of statutory concessionary travel should be widened to include children (up to 19 for those in full-time education) rather than deepened beyond the then statutory half fare requirement for older and disabled people.One of the benefits of supporting child/young people?s travel financially is that teenagers know how to use the service and may have a more positive attitude to public transport than their peers who have relied on lifts from parents and other adults. There is a potentially strong case for continuing the benefits for children through to the age that they leave full-time education. Delivery of the new 14-19 packages of education, including diplomas and training packages will be assisted by easy and affordable access to local public transport. Even beyond this level, some operators recognise that making public transport more affordable for higher education students makes commercial sense, and are willing to market tickets that give this group cheaper travel than other adults. Several PTEs are actively involved in keeping the price of travel down for this important group, either by extending child fare offers to those in full-time school or college education, or through advocacy with operators to encourage pricing for this group at a lower level than for adults. It is very important to encourage operators in recognising price sensitivities in the over 16/18 markets and see these as an opportunity to encourage young adults to defer car purchase decisions leading to reductions in traffic congestion. It is important to view pricing policies amongst these groups as part of the range of policy tools available to PTEs in dealing with traffic congestion issues. Again good practice would indicate a strong advocacy role in pricing and partnerships in marketing offers to young adults is consistent with policies to promote public transport use throughout the adult years.ConclusionsIn this section good practice has been identified, particularly from within the PTEs, but also drawing on identified good practice from elsewhere in the UK. There is a sound body of good practice already displayed within PTE areas, and through effective sharing of good practice, much can be achieved. It has not been possible to benchmark delivery of good services and attractive fares within the terms of reference of this work, but it would appear that there are a number of key elements of good practice that can be identified in terms of achieving growth in travel markets for young people. Some of these elements have also been highlighted in the qualitative research undertaken. Most, if not all these elements, are likely to be required to achieve consistent and sustained growth in public transport use by children and young-people:A medium-term approach to fares policy - through concessionary intervention - that allows fares to stay constant in money terms and not be dependent upon operators? commercial action;A simple fares and ticketing offer that is easy to communicate and readily understandable both by children/young people and their parents/carers;An adequately resourced and continuous programme of work through schools to ensure that children understand the public transport offer in their areas and have confidence to travel independently;A good quality of service delivery by local operators that values children and young people as customers and treats them with respect;A strategy for providing for young people as they approach adulthood and which avoids a large increase in fares as young people leave the ?shelter? of concessionary faresFuture changes to demandIntroductionAny changes to policies relating to young people and travel will need to reflect the changes likely to transport demand in coming years.Demographic ChangesIt is expected that the overall population will continue to increase in the short, medium and long term, largely due to migration. Population of the relevant cohorts will increase slowly and nationally and in the metropolitan areas the younger population is expected to become more ethnically diverse.2006201120162021202620310-14 yrs10,737,00010,912,00011,428,00011,947,00012,026,00011,974,00015-29 yrs11,876,00012.624,00012,458,00012,024,00012,191,00012,706,000<16 yrs11,537,00011,643,00012,096,000 12,687,00012,828,00012,781,000All ages60,587,00062,761,00064,975,00067,191,00069,260,00071,100,000Source: National Population Projections 2006 based ONSEducation/Employment ChangesThe next few years are likely to bring significant changes to demand for travel for young people, primarily due to the 14-19 agenda and the delivery of education. The main proposals were contained in the Green Paper ? Raising Expectations published in March 2007. The expectation will be that all young people under the age of 18 will be in:full time education (in school, college or home educated) orwork based learning such as apprenticeship or part time education and training if they are employed or self employed or volunteering for more than 20 hours per week.The school leaving age was raised for the new secondary school entrants in September 2008 The Education and Skills Act 2008, which introduced a duty on young people to participate (enforced through penalty notices), and on local authorities and employers to enable and support this. Part of this delivery will include a new range of 14-19 qualifications known as diplomas. These qualifications will be available at foundation, higher and advanced levels in 17 lines of learning. From 2013 all learners aged 14-19 will have an entitlement to study any of the diplomas at the level appropriate for them. The legislation places a new duty on local authorities to consider not only what transport is available for 16+ aged young people but also journey times. Funding for transport for this age group will also transfer back from the Learning and Skills Council to the individual LEAs. It is widely anticipated that these changes will increase the complexity of education journeys by diversifying the choice of location and times of travel and this will necessitate a move away from traditional morning and afternoon school bus contracts. There is also concern that the level of funding that is likely to be transferred back to the local authorities to meet travel demands will be inadequate.InterventionsIntroductionThis section contains a review of options available to authorities seeking to influence travel patterns amongst young people. It examines specific measures and the policy context in which they may be applied.The notion that a particular intervention will encourage young people to travel by a defined mode for any purpose is a false one. The research clearly points to variation by age and other personal characteristics, along with the inevitable differences which are due to the safety and availability of transport in specific geographic areas. It is also wrong to assume that all authorities and agencies are seeking to meet the same or similar objectives in their decision to intervene in a way which influences patterns of travel amongst young people. The outcomes are not only determined by the measures adopted but also the response amongst transport providers, from Local Authorities constructing cycleways to bus operators strengthening peak hour services. In short, the impact of any intervention is dependant upon a variety of related factors. In recognition of the complexity of linking outcomes to the specific intervention it is important to define the objectives which authorities may wish to meet in addressing travel for young people.ObjectivesThese may be broadly categorised in the following way:As a Component of Transport PolicySocial inclusionClimate change / environmentalBehavioural / HealthComponent of Transport PolicySome initiatives to address the quality of transport available to young people emerge as part of a more general transport policy. This is particularly notable in measures designed to reduce peak hour traffic congestion and therefore to reduce reliance on the private car for the journey to school. It is generally acknowledged that around 10 to 15% of vehicles during the morning peak hour are engaged in education journeys. Any ?mode switch? amongst young people travelling to school can therefore have a significant effect on congestion generally and ?school gate? traffic particularly. The latter issue also has an impact on road safety and can benefit those walking or cycling to school. A policy to address traffic congestion can consequently include a specific element which addresses young people and their parents? choices on the school run. Central and local government departments will place different emphasis upon the objectives defined above. Ministers responsible for transport, health and education will have priorities which suggest different objectives in addressing travel and transport amongst young people. Likewise, local authority members will approach the issue in a way which reflects their varying portfolios or the needs of their constituents. It is not therefore relevant to take policy commitments from central or local government as the exclusive determinant of a strategy for young people. Indeed the short term expediency of politicians is not the best means of guiding investment into transport measures which will have significant impact on the travel decisions of young people and therefore the attitudes amongst the next generation of adult travellers. The purpose of this research study is (partly) to assist those involved in transport for young people to understand the relationships between the desired outcome and the interventions required to achieve this. There is no right answer to achieving value for money investment in transport (for any age cohort). A discreet aim often incorporated into Local Transport Plans is to reduce reliance on the private car and encourage young people to choose healthier and more sustainable modes. In some areas, this follows from the acknowledged link between young people?s choice to travel by public transport, foot or bicycle and the attitude towards travel in adults and later life. This lies behind some of the measures which have been taken to improve vehicles (and drivers) employed on home to school transport. Deferring license holding and car ownership is a key outcomeSocial InclusionAccessibility to employment, training, education, leisure and other services has been long recognised as a key component in measuring the social inclusion of different groups within the population. This relates to the quality and quantity of transport available as well as the cost of travelling by different modes. Interventions to assist young people who may be excluded from some facilities through poverty, disability or concerns over safety/security have been a driving force behind fare concessions and the introduction of targeted transport improvements. This ?social inclusion? objective has in recent years become increasingly central to extend to decisions taken to improve bus services and to extend the provision of safer pedestrian and cycle routes.3. Climate Change / EnvironmentalEncouraging less motorised trips will reduce the impact of travel on the environment. This objective is adopted by a number of authorities and justifies policies which seek to dissuade young people from travelling by car, particularly on the journey to school/college It is likely that this will be adopted more extensively in the future in response to Local Transport Plan 3 guidance which incorporates climate change objectives.4. Behaviour and HealthInfluencing behaviour amongst young people is closely related to the second objective above. However, some interventions have been targeted at measures which are known to influence behaviour in their own right. The programme of ?Yellow Bus? provision in some areas has been found to reduce late arrival and absenteeism amongst young people as well as moderating behaviour during the journey to school. In this context the incidence of bullying can also reduce through the introduction of dedicated transport which effectively extends the ?school gates? to the bus stop.The need to address obesity amongst young people has encouraged some authorities to adopt travel plans for the journey to school which focuses upon walk and cycle modes. All authorities are required to have a sustainable mode of travel strategy in place ? and the target is for all maintained schools to have STPs, which was encouraged with one off capital payments. It is also recognised that whilst walking to and from local bus services provides only modest exercise, it can be an improvement on the ?door to door? transport characterised by the private car. Moderating young people?s natural inclination to seek out the ?easiest? form of transport is generally seen as a worthwhile objective in the battle against childhood obesity.Meeting ObjectivesIt is notable that certain interventions have emerged as front runners to achieve the various objectives described above. Concessionary fares, ?safer routes? to school and dedicated bus services are notable examples of measures to encourage young people to walk and cycle and travel by public transport. Research has been undertaken on the ?effectiveness? of these measures and is reported in Section 2 of this report. Interventions effectively fall into groups including;Concessionary and discounted faresInfrastructure and network improvementsTransport service changes; quality and quantityAwareness raising and information provisionOther categoriesConcessionary and Discounted FaresMany young people are entitled to discounted fares, purchased on the vehicle or as a form of a season / pre-paid ticket. A variety of approaches have been tried with discounts varying from free fares to 50% reduction of full fares. Similarly eligibility varies by age and time of day. A review of recent experience is contained in section 2 of this report. With opportunities to target concessions in a number of ways, this type of intervention is useful in addressing social exclusion. It is also capable of influencing mode choice, where travellers are particularly sensitive to price. Infrastructure and Network ImprovementsYoung people have much the same perceptions of transport as other groups of travellers. There is an awareness of personal security, safety, and the quality of infrastructure which implies that improvements will be of value in attracting or at least retaining younger users. Local Authorities have reflected this in many schemes designed to improve cycle and pedestrian networks, bus stops and shelters, interchange facilities and local rail stations. Whilst this has encouraged the use of sustainable transport amongst young people, it is not always clear how individual schemes relate to the range of objectives defined above and evidence suggests that security remains an important issue for young people.Transport Service ChangesThe introduction of dedicated school transport services represents the most obvious means of encouraging young people to travel by bus. The ?Yellow Bus? is a targeted, tailored approach which seeks to address the particular concerns of young people travelling on public transport. With drivers assigned to routes, seat belts, exclusion of the general public and often distinctive vehicles, the services attract young people who have previously travelled by private car. They also offer links between residential areas and schools which are not available on conventional public transport.Measures have also been taken to improve the timings and routes of registered bus services to provide better access to schools and colleges for young people. Whilst this may be intended to encourage bus use generally (and therefore address mode choice and sustainability objectives) it can also improve access to those experiencing social exclusion.Despite improvements in some areas young people perceive some services to be insecure, drivers to be difficult and vehicles dirty. In this respect they reflect views held by the wider population and the research carried out suggests that such attitudes are discouraging young people from using the bus services. Measures to tackle these issues should therefore elicit mode switch and increase ridership for the journey to/from school and for other purposes.Successful schemes to attract greater use of bus services through improvement to the quality and quantity have generated mode switch (from car) and have met objectives relating to sustainability of travel amongst young people.Awareness and Information ProvisionThe decision to travel by a particular mode is often based upon imperfect or (at worse) false information. Many young people travel exclusively by private car, with little or no experience of walking, cycling or public transport. Raising awareness of the choices available is therefore a challenge but offers value for money in meeting objectives associated with travel amongst young people.The ?Travel Plan? approach which schools are obliged to follow has played a role in raising awareness of travel and transport issues, but like many such initiatives is dependant upon the ?enthusiasm? of individual schools. Initiatives to publicise discounted fares and improve awareness of available cycleways (for example) have been successful in promoting use but are limited in their coverage geographically and temporally. Transport operators have almost universally ignored the market for travel amongst younger people and initiatives have largely come from the public sector seeking to influence mode choice and school journeys.It is recognised that establishing an appropriate media for communicating with young people is not easy. Messages passed through schools will not always reach the parental decision makers and older cohorts are typically resistant to conventional written information. Promoting concessionary fares and other ?offers? has been successful in those areas where a product is simple to understand, eligibility is straightforward and access is at zero or a low cost. In these circumstances communication with target groups can be an effective way of generating additional use of transport services amongst young people.Other InterventionsThe primary research (surveys) and focus groups carried out as part of this project have clearly shown that, whilst important, fare levels are not the only determinant of mode choice amongst young people. The attitude of bus drivers, quality of the vehicle, safety of walk (and cycle) routes and simplicity of the offer are also crucial in the decision making process. Interventions which focus exclusively on a single element of the complex mix of factors which influence mode choice may not therefore represent the most efficient or effective means of meeting defined objectives. Investment in measures to encourage public transport use should focus on those elements which have been identified by young people themselves as deterrents to using services.It is therefore reasonable to consider interventions which are concerned with improving attitudes amongst bus drivers (to young people), to schemes designed to provide a better impression of vehicles and measures which address perceived security during the journey. This could include more radical approaches such as the introduction of conductors on selected journeys to ?police? behaviour amongst young people. The range of ?interventions? may well be extended, whilst the impacts of well used measures such as concessionary fares are better understood. The following section considers this issue.ConclusionsThere is a clear consistency between the outcome of previous research and the results of the quantitative and qualitative surveys carried out in Barnsley and Liverpool. Young people exhibit travel preferences and attitudes which are very similar to their older counterparts. Notably, they are aware and critical of the quality of the whole experience from the nature of the vehicle, the approach of the driver and the level and structure of fares. In common with adults, their response to adjustments in one component of travel varies in accordance with the characteristics of service.This work provides a platform for improved local public transport for young people that will create growing patronage amongst this group both for school/college and leisure travel. We consider that a clear local strategy is required to ensure the right aspects of service are improved, with a strong customer emphasis. A combination of the following can make simple and easily communicated concessionary fares more effective:service quality improvements, with a strong emphasis of driver skills better emphasis on targeted marketing,intervention at key stages in children?s life choices (notably at the time secondary and further education choices are being made)There is a need for clearer funding mechanisms across government departments to ensure that funding is used in the best way, as well improved partnerships locally between PTEs, LEAs, operators (and other relevant local agencies) to ensure that resources targeted at this area are used in the most effective way.More research is needed to improve understanding of the sensitivity of young people?s travel decisions to key influences, and also to the implications of those travel decisions for wider social and economic policy objectives. This will help ensure that actions taken are relevant to local needs, and respond to the requirements articulated by children, young people and those who are responsible for them. See working paper for numerical evidence of child passenger growth. It is noteworthy that in conducting their own research, the recent Yellow Bus Commission, drawn together under the chairmanship of David Blunkett, MP and reporting in September 2008, found that 70% of parents regarded a daily fare of between 50p and ?1 as being a reasonable charge to make for home-to-school transport by bus.  We are not aware of combined transport identity cards being combined with other uses (or are we?), but an approach which fosters multiple use of cards ? for instance, school access or library use ? but automatically giving reduced fare availability by piggybacking on another application may be something that could be employed. This would parallel the arrangements being employed in Scotland with the use of local citizen?s cards to carry eligibility for free travel amongst older and disabled residents.  Whilst not directly related to generating public transport use, the opportunity to emphasise the need for respect for the public transport system and operators? employees should be a feature of educating young people about public transport, and can further enhance the partnership by directly involving operators in this work and reducing fleet repair costs. There are number of good practice examples of this work around the PTEs.  Public Subsidy for the bus industry, Commission for Integrated Transport, 2002 ? see recommendations 6, 12 and 13Concessionary Fares for Young People ? Research StudyFinal Summary ReportJanuary 2010 V0.7 -  PAGE i - Scott Wilson Transport ConsultancyConcessionary Fares for Young People ? Research StudyFinal Summary ReportJanuary 2010 V0.7  PAGE i Scott Wilson Transport ConsultancyJanuary 2010  TITLE \* MERGEFORMAT V0.17  PAGE 28 Scott Wilson Transport ConsultancyScott Wilson Transport ConsultancyWe work with clients to develop, implement and evaluate projects, programmes and change initiatives to improve performance and reduce risk.Scott Wilson Transport ConsultancyGreencoat House15 Francis StreetLondonSW1P 1DH Tel +44 (0) 20 7798 5200 Fax +44 (0) 20 7798 5201 Email consultancy@scottwilson.comwww.scottwilson.comThis document has been prepared in accordance with the scope of Scott Wilson's appointment with its client and is subject to the terms of that appointment.? It is addressed to and for the sole and confidential use and reliance of Scott Wilson's client.? Scott Wilson accepts no liability for any use of this document other than by its client and only for the purposes for which it was prepared and provided.? No person other than the client may copy (in whole or in part) use or rely on the contents of this document, without the prior written permission of the Company Secretary of Scott Wilson Ltd.? Any advice, opinions, or recommendations within this document should be read and relied upon only in the context of the document as a whole.? The contents of this document?do not?provide legal or tax advice or opinion.?? Scott Wilson Ltd?2008Table 3.1 Schools Selected for inclusion in schools survey%&JKLVWXfghuv|}~????????????????춫????????xtplZlpVNVNjh?A?Uh?A?"jh *CJUmHnHsH uhNhph F?h *mH sH h F?mH sH hVmH sH hRa?mH sH h?eqmH sH ?jh *Uh? ?h *mH sH jh *Uh?h?5?B*ph?4>h *5?B*ph?4>+jh *B*CJUmHnHph3f?sH uh *jh *UmHnHsH u&Kh}?????????????????????????????????????????????!?^? ??(^??^??^??^?? m?????????????????????      ! 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