Additional comments and Campaign Responses

A number of respondents provided additional comments, some of which reiterated points made at earlier questions. In addition, responses to a campaign were received; initially, a brief version was submitted by respondents but then the wording was extended and became more detailed. A total of 1,107 campaign responses were received; 135 of the shorter version, and 972 of the extended version. The text of the campaign responses is provided in Appendix 2. Some of these respondents also referred to their personal experience of using bus services to illustrate the issues they raised.

Some of the consultation respondents welcomed the opportunity to respond to the consultation and provided background information on their organisation so as to provide context for their response. Some also noted their keenness to be involved in further discussions in this area and work with Transport Scotland.

A key theme emerging across the consultation responses, from political parties, trade unions, a regional transport partnership and individuals, was of a need for Scottish Ministers and Transport Scotland to provide financial and practical support to local authorities. The need for financial support was also noted by individuals who responded via the campaign.

Linked to this point, a number of consultation respondents highlighted concerns that BSIPs are being prioritised and financially incentivised more than the other two models of franchising or public control. Some respondents noted that public ownership through LTA bus services would be feasible and affordable and noted a preference to abandon the BSIP approach which is seen as a continuation of the existing system. These respondents felt that public control and ownership of the bus service offers an opportunity to integrate transport networks, bring down the cost of fares, set environmental standards and increase service levels. Individuals who responded via the campaign also noted the need to have public ownership of bus services, rather than subsidising private operators so that local authorities can establish publicly owned bus companies and control the bus networks.

Individuals who responded via the campaign noted that the new powers for public ownership (LTA Bus Services) and for public control (Local Services Franchises) offer an opportunity to secure a high quality bus network that would help to tackle climate change and social inequalities. Key advantages of these two options were integration of transport networks, reduced fares, environmental standards and increased service levels through cross-subsidy. As with some consultation respondents there were requests not to prioritise and incentivise the BSIP model.

A consultation respondent commented that while financial incentives are being offered to BSIPs, they are not being offered to LTA Bus Services or franchised services.

A few consultation respondents commented that the current bus system is run for private gain and has not provided the sustainable, integrated services that communities need. They also referred to this year’s report by Philip Alston of the Centre of Human Rights and Global Justice which outlined the impact of poor bus services and which concluded that BSIPs are a failure and breach human rights obligations. This report was also referred to in the campaign responses.

The need to pay cognisance to climate change was highlighted by a few consultation respondents, who commented that in order to meet the commitment of net zero by 2045, Scotland needs a public transport system that is integrated, affordable and accessible to all. The issue of climate change was also referred to by individuals in both campaigns.

While a number of consultation respondents were critical of the existing bus services across many parts of Scotland, there were a number of references to Lothian Buses which is seen to be a good example of a municipal bus company offering a high quality service; while other bus operators have seen decreases in passenger numbers, Lothian Buses has seen an increase. Participants in both campaigns also referred to Lothian Buses as an example of a successfully run publicly-owned bus company. A small number of consultation respondents also referred to the Bus Passenger Charter developed between East Lothian Council, bus companies and passengers and suggested this approach could be adopted across Scotland.

Other points raised by very small numbers of consultation respondents included:

LTAs should be able to transition flexibly to franchising without bus operators having a veto
The Transport (Scotland) Act 2019 places a duty on Ministers to consider the wider public interest in determining national transport strategy and that this should be central to Guidance for taking forward any of the bus powers in the Act
The flowcharts used to illustrate the process for implementing BSIPs or franchising must be updated to show the STAG (Scottish Transport Appraisal Guidance) process for developing local or regional transport strategies; additionally, there should be an equivalent flowchart for LTA Bus Services; and there is a need for information on how these flowcharts link together
A possible route for funding for LTA Bus Services and franchises could be via the Scottish National Investment Bank’s climate change provision
Regulations and guidance should support and promote the development of DDRT (Digital Demand Responsive Transport)
There is a need for a higher quality supportive infrastructure with the creation of mobility hubs as a way of encouraging more sustainable travel choices
There should be an additional Case to the Five Case Model, which is the Moral / Equity Case.
The consultation was too long; lacking in clarity and used opaque language

A number of other issues were raised by small numbers of individuals across both campaigns and these included:

Buses are too expensive
Buses are not frequent enough
There is a need for bus services to provide better geographical coverage
Bus services are too unreliable
A well run bus system offering cheaper fares would help to reduce inequalities
A well run bus system would help to reduce car usage and improve the environment
London’s transport system is better than Scotland

< Previous | Contents | Next >