Scottish Transport Statistics No 33 2014 Edition
Chapter 2: Bus and Coach Travel
- Passenger journey numbers and vehicle‐kilometres
- Passenger receipts
- Bus fare indices
BUS AND COACH TRAVEL
1. Introduction
1.1 This chapter provides information on bus and coach travel, such as the numbers of passenger journeys and vehicle-kilometres, passenger receipts and local bus fare indices, the numbers of vehicles of various types and the numbers of staff employed.
1.2 Estimates of passenger numbers, receipts and fares are based on a survey by the DfT and are therefore subject to sampling error. Figures from 2004-05 onwards are based on an improved methodology and may not be directly comparable with previous years. See the Notes and Definitions section, page 225.
Key points
- 425 million journeys were made by bus in 2013-14. More than a third of these were made under the National Concessionary Travel Scheme.
- There were 1.3 million people with National Concessionary Travel cards in Scotland in 2014.
- The bus industry received almost £300 million in funding from Local or Central Government in 2013-14. Passenger revenue in 2013-14 stood at £364 million in Scotland.
2. Main Points
Vehicles & Passengers
2.1 Around 425 million passenger journeys were made by bus in Scotland in 2013-14. This is a increase of 0.2 per cent on 2012-13 and a 13 per cent fall from a peak in 2007-08. Journeys under the National Concessionary Travel Scheme make up just over a third of this figure (36%). (Table 2.2a)
2.2 Similarly, vehicle kilometres have fallen by 15 per cent over the past five years, with the distance covered falling in four of the last five years; 2012-13 to 2013-14 being the only period seeing a rise (up 1%). The fall has been similar in both commercial and subsidised services. (Table 2.3a)
2.3 There is further evidence of contraction in the industry with the number of buses in operators' fleets falling by 15 per cent over the past five years, and an 8 per cent fall in the number of staff employed in the industry over the same period. (Table 2.1a and 2.4)
2.4 There is a slightly contrasting picture for Great Britain as a whole, which has seen passenger journeys remain relatively stable over the past five years and, although vehicle kilometres have fallen, they have done so at a slower rate than in Scotland (a 5% fall compared to a 15% fall). (Table 2.3a)
2.5 The picture of bus use in Scotland also contrasts with train travel in Scotland, which accounts for only a fifth of the passenger journeys made by bus but has seen steady increases in passenger numbers over the past few years. (Table SGB1)
2.6 There are regional variations in bus travel with the Southwest and Strathclyde and South East (corresponding to the Regional Transport Partnership areas of SPT, SWestrans (Dumfries and Galloway) and SEStran) accounting for 82 per cent of bus journeys in Scotland. (Table 2.2b)
2.7 Bus use is higher in urban areas and lower in rural areas. The Scottish Household Survey travel diary shows 61 per cent of those who used the bus the previous day lived in large urban areas compared to two per cent of users living in remote rural areas. (This compares to population estimates of 39% living in large urban areas and 6% living in remote rural areas.) These figures are supported by the results of the more general question on bus use included in the Transport and Travel in Scotland publication which shows 59 per cent of respondents in large urban areas had used the bus in the last month compared to 20 per cent of those in remote rural areas. (Table 2.10)
Operator revenue
2.8 Bus operators in Scotland received £655 million in revenue in 2013-14, a decrease of 1 per cent on the previous year but a 3 per cent increase over the last 5 years. Adjusting for the effects of inflation total passenger revenue decreased 3 per cent over the last 5 years. (Table 2.8)
2.9 Almost half (£291 million, 44%) of operator revenue came from Local or Central Government: whether through concessionary travel reimbursement, Bus Service Operators Grant (BSOG) or supported services. Passenger revenue (ie ticket sales to non-concessionary passengers) accounted for around 56 per cent of operators' revenue (£364 million). Additional non-revenue support is excluded from these figures, specifically the Scottish Green Bus Fund and the Bus Investment Fund. (Table 2.8)
2.10 In real terms (adjusting for the effects of inflation), funding from Local and National Government is now 5 per cent lower than five years ago and passenger revenue is 3 per cent lower than 5 years ago. When looking at these figures it is necessary to consider the passenger number figures in Table 2.2a and the fares data in Table 2.5. The fall in passenger revenue over the last five years is the result of a 12 per cent decrease in passengers although fares have decreased by 2 per cent below general inflation over the same period. (Table 2.8, 2.2a and 2.5)
Fares
2.11 Bus fares in Scotland have fallen by 2 per cent in real terms (adjusting for the effects of inflation) over the past five years, which is better than the increase of 4 per cent for Great Britain. In current prices, i.e. viewing fare increases in the way that a consumer would, fares have risen by almost a fifth over the past five years. The increase in current prices is lower than in Great Britain as a whole which has seen an increase of 26 per cent over the last five years. (Table 2.5)
Operator costs
2.12 Operating costs for bus operators have risen consistently over time. Over the past five years operating costs per vehicle km have increased by 14 per cent in real terms. Operating costs per journey have risen by 10 per cent from £1.28 per passenger journey to £1.41. Although these increases are higher than those seen in the rest of GB (excluding London), operating costs per vehicle km remain higher in GB (£1.83 in Scotland, compared to £1.90 for GB excluding London). See also 'Other sources of data', as more detailed costs data is available from the Confederation of Passenger Transport. (Table 2.6 and 2.7)
Passenger Satisfaction
2.13 People were satisfied with most aspects of bus services that the Scottish Household Survey asked them about. (Table 2.11)
2.14 At least three quarters of respondents were satisfied with the extent to which buses ran to timetable; the cleanliness of buses; the ease of changing to other forms of transport; the ease of finding out route and timetable information; and the simplicity of deciding which ticket they need.
2.15 Respondents gave lower satisfaction scores for the extent to which buses were environmentally friendly (56%) and whether the fares were good value (55%).
2.16 Additionally there was a noticeable difference in those who felt safe on the bus during the day and in the evening. Ninety-three per cent of respondents agreed that they felt safe using the bus during the day compared to 62 per cent in the evening.
Concessionary Travel
2.17 The National Concessionary Travel Scheme for older and disabled people was rolled out across Scotland in April 2006. The scheme enables individuals aged 60+ or those with a disability (who meet certain criteria) to travel free on buses across Scotland. In some local authorities the card can be used on trains and ferries. There is also a scheme for young people, The Young Scot Card. Those aged 16 - 18, or full-time volunteers aged under 26 can use the card to get a third off adult single fares on bus services in Scotland, a third off rail travel and two free journeys to the mainland for islanders. Almost 153,000 young people were eligible to access the travel concessions available through their Young Scot card in 2014. The young persons scheme is excluded from the analysis in paragraph 2.19 and 2.20 but is included in Table 11.29. (Table 2.13)
2.18 Twenty-six per cent of all adults (16+) had a concessionary fare pass under the Scheme in 2013, and 86 per cent of those aged 60 or over had a pass. These proportions have changed little over the period since the introduction of the national scheme, though there has been a steady increase in pass holder numbers over the period. (Table 2.12 and 2.13)
2.19 The majority of pass holders (88%) in the older and disabled persons scheme hold a pass on the basis of age. Of those who have a pass for the disabled or visually impaired, two thirds (68%) have a companion card which allows someone to travel with them on the bus. Card holder numbers by Local Authority are shown in Table 2.14. (Table 2.13)
2.20 Details of trips made on buses under the National Concessionary Travel Scheme are included in Table 2.2a. Further details of journeys made on all modes of transport under the National Schemes and current and previous Local schemes are shown in table 11.29. Bus journeys account for almost all (96%) of journeys made under the concessionary travel scheme. See the notes in Chapter 11 for more detail around what is included in this table.
Other sources of data (not National Statistics)
2.21 Some industry data are available, though, as they are not produced by Government they are not National Statistics and do not comply with the Code of Practice for Official Statistics. They are included here as an alternative information source which may be of interest to readers.
2.22 The Confederation of Passenger Transport (CPT) publish a Cost Index on their website. This shows that wages, staffing and labour accounted for around 60% of operating costs, with fuel accounting for just under 20%. Total costs had been rising above inflation for the last few years, however in the year to June 2014, they rose below inflation.
2.23 The Office of the Traffic Commissioner are responsible for the licensing of the operators of buses and coaches and the registration of local bus services (routes). Statistics are published in the Traffic Commissioners' Annual Reports. There were 41 cases of action taken at public inquiry for non-compliance (under the Public Passenger Vehicles Act 1981) in Scotland in 2013-14, seven more than in 2012-13.
Figure 2.1 Vehicle stock by type of vehicle
Figure 2.2 Passenger journeys (boardings) and vehicle-kilometres
Source: DfT Bus Statistics
1 This table covers all operators who run local bus services, including those who also do non-local work (e.g. private hire, school contracts). In previous years this table has also included operators who do solely non-local work. However, the Department for Transport no longer collects figures for these ‘non-local’ operators. In previous years non-local operators have accounted for around 8% of the Public Service Vehicles in use. Figures presented here will be lower than those previously published by a corresponding margin.
2 London buses (on local services) are equipped with non-ITSO (Oyster) smartcard readers.
3 Previous figures have been revised.
Source: DfT Bus Statistics
1This table covers all operators who run local bus services, including those who also do non-local work (e.g. private hire, school contracts). In previous years this table has also included operators who do solely non-local work. However, the Department for Transport no longer collects figures for these ‘non-local’ operators. In previous years non-local operators have accounted for around 8% of the Public Service Vehicles in use. Figures presented here will be lower than those previously published by a corresponding margin.
2 Buses which have an Accessibility certificate issued under the Disability Discrimination Act PSV Accessibility Regulations 2000 (DDA PSVAR 2000 Certificate)
3 Buses which do not have a DDA PSVAR 2000 Certificate but which have low floor designs, suitable for wheelchair access
Source: DfT Bus Statistics
1 There is a break in the series in 2004/05 due to changes in the estimation methodology.
2 This table uses figures gathered through the Department for Transport’s survey of PSV operators. Figures obtained from this source are revised as a matter of course and this table is likely to differ from previously published figures. Links to further information can be found on the Sources sheet.
3 Figures include a degree of estimation (e.g. allowances for claims not yet been processed) and may incur some small revisions to previously published data.
4 Administrative data collected by Transport Scotland in relation to the older and disabled persons scheme and the young persons scheme bus journeys. This is around2-5% different from Scotland level estimates calculated from DfT survey data.
5 Estimated from DfT survey data; this will not be directly comparable with administrative
Source: DfT Bus Statistics
1 Regional groupings have been dictated by commercial sensitivities around the disclosure of bus operators' financial information.
2 This table uses figures gathered through the Department for Transport’s survey of PSV operators. Figures obtained from this source are revised as a matter of course and this table is likely to differ from previously published figures. Links to further information can be found on the Sources sheet.
3 Perth and Kinross, Stirling, Aberdeen City, Aberdeenshire, Angus, Dundee City
4 Eilean Siar, Highland, Moray, Orkney Islands, Shetland Islands, Argyll & Bute
5 Clackmannanshire, East Lothian, Falkirk, Fife, Midlothian, Scottish Borders, Edinburgh City, West Lothian
6 Dumfries & Galloway, East Ayrshire, East Dunbartonshire, East Renfrewshire, Inverclyde, North Ayrshire, South Ayrshire, South Lanarkshire, Renfrewshire, West Dunbartonshire, Glasgow City, North Lanarkshire
Source: DfT Bus Statistics
1 There is a break in the series in 2004/05 due to changes in the estimation methodology.
2 This table uses figures gathered through the Department for Transport’s survey of PSV operators. Figures obtained from this source are revised as a matter of course and this table is likely to differ from previously published figures. Links to further information can be found on the Sources sheet.
3 Commercial and subsidised totals may not match Scotland totals due to rounding.
Source: DfT Bus Statistics
1 There is a break in the series in 2004/05 due to changes in the estimation methodology.
2 This table uses figures gathered through the Department for Transport’s survey of PSV operators. Figures obtained from this source are revised as a matter of course and this table is likely to differ from previously published figures. Links to further information can be found on the Sources sheet.
Source: DfT Bus Statistics
1 Regional groupings have been dictated by commercial sensitivities around the disclosure of bus operators' financial information.
2 This table uses figures gathered through the Department for Transport’s survey of PSV operators. Figures obtained from this source are revised as a matter of course and this table is likely to differ from previously published figures. Links to further information can be found on the Sources sheet.
3 Perth and Kinross, Stirling, Aberdeen City, Aberdeenshire, Angus, Dundee City
4 Eilean Siar, Highland, Moray, Orkney Islands, Shetland Islands, Argyll & Bute
5 Clackmannanshire, East Lothian, Falkirk, Fife, Midlothian, Scottish Borders, Edinburgh City, West Lothian
6 Dumfries & Galloway, East Ayrshire, East Dunbartonshire, East Renfrewshire, Inverclyde, North Ayrshire, South Ayrshire, South Lanarkshire, Renfrewshire, West Dunbartonshire, Glasgow City, North Lanarkshire
Source: DfT Bus Statistics
1. Figures relate to the financial year end.
2. Figures for local operators only (including those doing some non-local work)
3. Staff are classified according to their main occupation as some may have more than one function.
4. Break in the series due to changes in the estimation methodology from 2004/05
Source: DfT Bus Statistics
1. Fares at March of each year
2. Adjusted for general inflation, using the Retail Prices Index.
| 2005 = 100 | |||||||||||
|---|---|---|---|---|---|---|---|---|---|---|---|
| 2004 | 2005 | 2006 | 2007 | 2008 | 2009 | 2010 | 2011 | 2012 | 2013 | 2014 | |
| At current prices | |||||||||||
| Scotland | 97.1 | 100.0 | 105.1 | 111.4 | 116.7 | 126.5 | 129.5 | 132.2 | 139.1 | 145.1 | 149.8 |
| Great Britain | 93.4 | 100.0 | 107.9 | 110.4 | 113.4 | 123.1 | 129.0 | 135.2 | 143.4 | 150.1 | 154.7 |
| At constant prices 2 | |||||||||||
| Scotland | 100.2 | 100.0 | 102.7 | 103.8 | 104.8 | 114.0 | 111.8 | 108.3 | 110.1 | 111.2 | 112.0 |
| Great Britain | 96.4 | 100.0 | 105.4 | 102.9 | 101.8 | 111.0 | 111.3 | 110.8 | 113.4 | 115.0 | 115.7 |
Source: DfT Bus Statistics
1 Adjusted for general inflation using the GDP market price deflator.
2 This table uses figures gathered through the Department for Transport’s survey of PSV operators. Figures obtained from this source are revised as a matter of course and this table is likely to differ from previously published figures. Links to further information can be found on the Sources sheet.
3 Buses in London operate under a different regulatory model to the rest of the country, and comparisons on an operating costs basis between London and the rest of the country would have little meaning. London figures are therefore excluded from this table.
Source: DfT Bus Statistics
1 Adjusted for general inflation using the GDP market price deflator.
2 This table uses figures gathered through the Department for Transport’s survey of PSV operators. Figures obtained from this source are revised as a matter of course and this table is likely to differ from previously published figures. Links to further information can be found on the Sources sheet.
3 Buses in London operate under a different regulatory model to the rest of the country, and comparisons on an operating costs basis between London and the rest of the country would have little meaning. London figures are therefore excluded from this table.
Source: DfT Bus Statistics
1. Passenger fare receipts only include fare receipts retained by bus operators. On some tendered or supported services, fare receipts are passed to the local authority.
2. This table uses figures gathered through the Department for Transport’s survey of PSV operators. Figures obtained from this source are revised as a matter of course and this table is likely to differ from previously published figures. Links to further information can be found on the Sources sheet.
3. Until 2003-04, receipts for local bus services include concessionary fare reimbursement from local authorities. From 2004-05 this only includes fare reciepts retained by bus operators. On some tendered or supported services, fare receipts are passed to the Local Authority.
4. Government support includes Bus Service Operators Grant, Concessionary Bus Travel and Local Authority gross costs incurred in support of bus services. The National Concessionary Travel scheme was introduced in April 2006. Figures for Governm support prior to this include all modes of concessionary travel so are not comparable with later years.
5. DfT have yet to publish this figure for 2012-13 due to delays in Department for Communities and Local Government publishing Government Support figures for 2012-13. This will be updated in the online version of these tables.
6. The figures for 2012/13 Include an additional transitional assistance of £10 million for concessionary fares and £3 million for bus service operators grant towards the costs of bus operators by way of grant made under section 38 of the Transport (Scotland) Act 2001. Concessionary fares for 2013/14 also included transitional assistance of £1.7 million.
1 This table includes some figures gathered through the Department for Transport’s survey of PSV operators. Figures obtained from this source are revised as a matter of course and this table is likely to differ from previously published figures. Links to further information can be found on the Sources sheet.
2 Total of all local authorities' gross costs incurred in support of bus services, either directly or by subsidies to operators or individuals.
3 Figures refer to Transport Scotland spending on elderly, disabled and youth schemes. Prior to the centralisation of funding in 2006/07 it is not possible split out spending on bus schemes alone.
4 Includes Local Authority spending.
5 GB figures cover the total of all local authorities' net costs of concessionary bus travel and include funding for taxi tokens as well as administation costs.
6 There is no information on concessionary spending for 'other' modes in England and Wales. Therefore, the only difference between the GB (bus) and GB (all modes) figures will be a result of the differences in the Scotland concessionary
7 Bus Service Operators Grant (BSOG) is a subsidy provided by Central Government to operatros of local bus services.
8 Statistics for Concessionary Fare spend and Local Authority support for bus for England are published by Department for Communities and Local Government. Figures for Great Britain are 2009-10 2010-11 2011-12 2012-13 2013-14
9 Totals exclude 'non-revenue' funding, specifically the Scottish Green Bus Fund and the Bus Investment Fund.
10 The figures for 2012/13 Include an additional transitional assistance of £10 million for concessionary fares and £3 million for bus service operators grant towards the costs of bus operators by way of grant made under section 38 of the Transport (Scotland) Act 2001. Concessionary fares for 2013/14 also included transitional assistance of £1.7 million.
11 Local Authority Transport Undertakings - Buses was added to the LFR 03 return in 2008/09. Data is not available for previous years and the total expenditure for 2007/08 is not comparable with later years.
Source: Scottish Household Survey
1 Prior to 2007 only journeys over 1/4 mile were recorded. Since 2007 all journeys are recorded. This creates a discontinuity in the time series between 2006 and 2007.
2 From 2007 onwards, two new categories, 'Go home' and 'Just go for a walk', were added. 'Go home' has been separated out in this table but 'Just go for a walk' has not as these are largely going to be walking (only) journeys.
3 Sample size in 2003 was 2,004 as this data was not collected in quarter 1; sample size in 2006 was 2,181 as a new concessionary scheme was introduced in April 2006.
Source: Scottish Household Survey
1 SHS data. Question asked of adults (16+), who have used the bus in the previous month
2 prior to 2012, question asked 'buses are on time'
3 Changes to the questionnaire have been made between years so some response options are removed and new ones added
4 The question about feeling safe and secure on the bus was split in 2009 to ask about during the day and in the evening.
5 This question is now asked every 2 years and will be updated next year in edition 34
Source: Scottish Household Survey
1 The question started thus: "do you have a concessionary travel pass which allows you to travel free of charge …" The remainer of the question depended upon the national minimum concessionary fare arrangements that applied at the time
- From April 2003 to March 2006, the question concluded: "…. on off-peak local bus services"
- From April 2006, the question concluded: "… on scheduled bus services" ** Figures for 2006 relate to the period from April to December, as new concessionary fare arrangements were introduced in April 2006 68
Source: Transport Scotland
1 As at October in each year, with the exception of 2009 where the figure is as at February
2 Figures for 2007 and 2008 should be interpreted with caution, due to possible double-counting in one Local Authority
3 This table displays changes over time at a national level. For the most up to date figures at national and Local Authority level consult table 23
4 The new supplier of the National Entitlement Card programme is able to provide a more detailed split of card holder eligibility than Transport Scotland received previously. As well as being able to better identify eligibility, the new reports also identify duplicate cards ie where a customer has a card due to expire at the end of the month and a replacement has been issued, so these can now be excluded from the totals. These changes mean that data for 2013 onwards is not directly comparable with earlier years.
Source: Transport Scotland
1 This table provides the most up to date figure for the number of concessionary passes on issue at Local Authority and national level. Table 2.13 displays changes over time at a national level.