Fears fare rise will keep people off the buses

Anne Byrne from the "Express and Echo" was at last week's Exeter HATOC and this week's issue carries and article about my question over fare rises on the P&R services.

26 April 2012

PARK and ride fares in Exeter have risen by 22.5 per cent according to a city councillor who fears increases will put people off using the service.

Cowick city councillor Paul Bull brought the matter up at the Exeter and Devon joint highways committee (Exeter HATOC) as the cost of a park and ride flexi ticket rose from £10 to £12.25.

Cllr Bull said: "In the various transport strategies for development in the areas surrounding Exeter, there is an identified need for a step-change in the use of public transport.

"It will be a real challenge when trying to move commuters away from their cars onto public transport when we are faced with retrograde steps such as this price hike.

"We need to be doing all we can to remove traffic from some of our most congested commuter routes, to improve the effects of air pollution – yet all this measure will do will be to drive traffic to city centre car parks."

A Stagecoach South West spokeswoman said: "The bus industry is currently facing a perfect storm of rising costs: with a cut of 20 per cent in the tax relief on fuel duty, increased costs for fuel, utilities and wages and a cut in local authority concessionary reimbursement.

"Our park and ride services are entirely dependent on passenger revenue for their operation and fares have not changed since January, 2010.

"However, the simple truth is unless fares are now increased the revenue generated would no longer support the operational costs we incur.

"Without the increase, services levels would have to be reviewed."

Exeter HATOC | 19 April 2012 | New routes for Exeter

I'm very concerned about the inadequate provision of public transport in and around Exeter.

Stagecoach appears to concentrate on radial routes running from outlying areas into the city centre and out the other side.

Surely there are strong arguments for some orbital routes. Indeed, one such one could run from Alphington and the planned SW of Exeter Urban Extension planned by Teignbridge District Council to Cranbrook, taking in Newcourt en route.

So I raised this as a question of Stagecoach representatives at the Exeter HATOC meeting on 19 April 2012

4. Bus Services in Exeter

Bus and Coach Operators to answer Members questions

Q3) Better Bus Area Fund

Later in this meeting we are looking at elements of the Devon and Torbay Local Transport Plan 2012-2026

On the Devon County Council website, an important part of this strategy the Better Bus Area Fund Bid.

This main thrust of this bid seems to with developing new and improving existing bus corridors.

Looking at diagrams within that document, it seems to me that there may be an argument for some sort of orbital bus route – indeed 2, running clockwise and anti-clockwise – which could be easily achieve by bridging the gap Alphington/SW Exeter development and the one at Newcourt

Would Stagecoach be prepared to investigate plans to introduce an orbital route to complement the numerous bus corridors?

The minutes of the meeting record:

*125 Bus Services in Exeter

(Councillors (Councillors Clark and Macdonald attended in accordance with Standing Order 25(2) and spoke to this item).

Arising on a question from Councillor Bull about the introduction of smart cards and reference to a new orbital route (referred to in the new LTP for Devon) Mr Bailey reported that it was hoped that smart cards would be introduced for the mega rider service in July/August and then be extended to other services; in regard to any new proposed orbital route the company would be happy to tender for the service should this be offered in the future.

Indeed the Stagecoach spokesperson made reference that a previous attempt to introduce such an orbital route proved unsuccessful. He seemed to ignore the fact that my request was as a result of significant development already delivered and planned to be delivered in the near future, along with 2500 homes in the greater Alphington area.

His mantra was a continual one of "we are a commercial operation so we can only deliver new routes if there is subsidy from Devon County Council"

Since the Local Transportation Access Strategy for South West Exeter published in January 2011 makes reference to "

> Additional buses to extend local bus routes to serve new development with a frequent service

> Enhanced bus service with good levels of priority and improved technology (e.g. smartcards)

this does not bode well for the future.

And it certain puts paid to some of my other ideas for bus services for Exeter which would include:
>  Introduction of a commuter bus from Exeter St David's to the industrial estate of Matford/Marsh Barton to get commuters in the habit of using rail travel as much as possible ahead of the planned new rail halt at Marsh Barton [thus taking commutertraffic off the roads through and surrounding Alphington]
>  Once the halt is delivered, a circular route to run around the industrial estate.
> That would allow the GREEN P&R bus to stop ONLY at the halt, and the above bus to serve the estate.
> A circular route to travel between Exeter St David's. Exeter Central and the Bus Station. A 10 minute service could possibly be delivered by 3/4 buses. They must have plenty of storage space for bulky luggage.
> A direct express service between Exeter St David's and Exeter Airport, with one stop only in the city      centre.

Exeter HATOC | 19 April 2012 | Bus fares

At each meeting of Exeter HATOC [Highways and Traffic Orders Committee] a recurring agenda item is councillors questions regarding bus services

For the meeting on 19 April 2012

4. Bus Services in Exeter

Bus and Coach Operators to answer Members questions

I had a question on the 22.5% fare rise on the FlexiRider multi-journey ticket

Since Graham has raided the subject of bus fare rises, I would like to ask him about the recent increase to fares on the Park and Ride services

Many residents ask me about the cost of bus fares.

They want to know why it is more expensive to catch a bus than park a car in the City Centre

They are asking if our local buses will ever be as affordable as the Park & Ride bus for those outside of Exeter?

They feel they have to deal with what they believe are “the most expensive in Europe in terms of miles travelled against cost”.

Both Michelle Hargreaves locally and Brian Souter nationally seem to agree as they both talks about average rises of 5%.

Sir Brian Souter has defended a fare hike – claiming it was a “miracle” they hadn’t risen more and says other carriers fares are up by around 8% or 9%.”

However, the prices of fares for the P&R services have risen by a minimum of 10%.

The group ticket has risen by 10%. 

The return fare and the weekly ticket have gone up by 12.5% 

Most worryingly, the Flexiticket multi-journey ticket has gone from £10 to £12.25. That’s an increase of 22.5%

So my question is why have those using the P&R services been hit with such a massive hike?

We need public transport to achieve a step change in public travel in the developments surrounding Exeter – and this can only be achieved by making our bus services truly affordable.

Do Stagecoach have a policy of raising prices on the P&R services to encourage people to drive cars to use the Exeter City Council car parks?

Can Stagecoach give any assurances about the affordability of bus fares in Exeter and the planned developments?

The minutes of the meeting record:

*125 Bus Services in Exeter

(Councillors (Councillors Clark and Macdonald attended in accordance with Standing Order 25(2) and spoke to this item).

Arising on a question from Councillor Bull relating to high fare increases for the P&R services of 10% and 22.5 % for the multi ride Mr Bailey reported that the multi ride was a special offer of 12 for 10 journeys and that the average fare increase across the network in Exeter was 5%.

According to Stagecoach SW's own website, the cost of an adult return fare is £2.25.

My calculation of the correct FlexiRider fare is £11.25 - that's 2x £2.25 - and is a £1 cheaper than being charged by Stagecoach.

Did Stagecoach just get their figures wrong?

IMPORTANT UPDATE
At a follow-up meeting with Stagecoach management, it came to light that the printed leaflet for the P&R services had the price of £10.25.

I'm convinced that Stagecoach aren't very good at sums - th result is a costly reprint of the leaflet

Exeter HATOC | 19 April 2012 | HGV Movements in Exeter

Another item under consideration  at Exeter HATOC on  19 April 2012 was the issue of HGV movements around the city.

Prompted by the desire to have a system of priority signing of HGV routes, I wanted to speak on other issues, affecting primarily areas West of the Exe, including my ward of Cowick and the neighbouring ones of St Thomas and Alphington.

9. Exeter HGV Traffic Management Proposals

Report of the Head of Highways and Traffic Management (HTM/12/26 - text only | pdf ) (Page 36) on proposals to address HGV movements in the city centre by better managing freight traffic in terms of route choice and ensuring that there is a consistent and comprehensive strategy in place to influence heavy goods vehicle driver behaviour for accessing the city centre.

Electoral Division: All in Exeter

HATOC 19 April 2012

Agenda item 9

Exeter HGV Management Proposals

As we start to look at HGV movements around the city centre area, it is probably timely that we take time to ensure signage in other areas of the City.

It has recently been brought to my attention that significant areas of the City restrict movement of HGV’s above 7 and half tonnes to access only.

A DCC officer has confirmed that

There is a lorry ban covering most of Exeter preventing lorries from passing through the city unless requiring access to premises within the ban area, or travelling on certain routes.

Now,  I am qualified to drive vehicles up to that weight – and sometimes still do for my work – but this came as a surprise, so much so that I decided to see how clear the signage was on the approaches to Cowick.

I went to the major approaches Cowick to find out how visible the No goods vehicles over maximum gross weight shown (in tonnes) except for loading and unloading signs were

Approaching Exeter – in my car, I’ll add -  from the Ide A30 interchange, I turned left into Cowick Lane at Alphington Cross.

At the traffic lights of that triangle there is a restriction sign – I saw because I was in a car, but a HGV driver might miss it because it was somewhat obscured by overhanging branches.

However, there are no restriction signs for large vehicles turning right into Cowick Lane from the outbound Alphington Road.

Similarly approaching Cowick Lane from the new new link road from Marsh Barton there is no signage prohibiting HGVs over 7 and half tonnes going straight over the junction.

So on to the approach into Exeter from Pocombe Bridge.

At the Welcome to Exeter sign there is a restriction sign – in among a series of other signage clutter – which directs large vehicles off the B3212 and takes them via Ide to the A30 Ide interchange. This is partly obscured by greenery

Neither entrance to Cowick is clear. Can the position and clarity of vehicle restriction signs be investigated with the utmost urgency?

But what concerns me is there appears to be a descepancy regarding Cowick Street.

The officer referred to above responded to me and a local resident

There is no restriction on HGVs using Cowick Street providing they are travelling to or from a location in the city. The vehicles you describe would appear to comply with this requirement.

The same officer goes on to say

As Cowick Street is a B road it will not be considered for a lorry ban as it is a strategic route into the city.

Also, there are many businesses in Cowick Street which require deliveries.

Yet at Exe Bridges there is a restrictive sign on the entrance to Cowick Street, and there SHOULD be no throughway to Cowick Street at the First and Last end due to the restrictions at Pocombe Bridge and Alphington Cross – I assume a similar restriction occurs at the Exwick approach from the A377 via St Andrews Road.

Of course, HGVs are permitted to enter Cowick Street for deliveries – is there any way they can be directed to enter and exit Cowick Street ONLY via the Exe Bridges roundabout?

The e-mail exchange about HGVs using Cowick Street was prompted by a resident complaining about large tipper lorries

Earlier today, I saw for myself a low sided tipper heading into Exeter along Dunsford Road.

I wasn’t quick enough to either follow it or count the wheels. Why? A 6-wheeled tipper is rated at  26 tonne laden, and an 8-wheeled one at 32 tonne.

There is confusion over signage, and confusion over advice.

The report acknowledges that the current city- wide ban is largely unenforceable and ineffective?

The plan would be to ENCOURAGE HGVs to use the most effective routes.

I can’t see any concrete proposals for positive HGV signage from West of Exe through Alphington, Cowick and St Thomas

So can we sure that revoking the current would not just open our roads West of Exe to severe battering by HGVs?

Can we try and sort this out?

The minute of the meeting notes"

*130 Exeter HGV Traffic Management Proposals

(Councillor Bull attended and spoke to this item in accordance with Standing Order 25)

The Committee considered the report of the Head of Highways and Traffic Management (HTM/12/26 - text only | pdf ) on proposals to address HGV movements in the city centre by better managing freight traffic in terms of route choice and ensuring that there was a consistent and comprehensive strategy in place to influence heavy goods vehicle driver behaviour for accessing the city centre.

Members referred to the need to develop a strategy relating to Marsh Barton and Sowton industrial estates and also discussed issues relating to HGV movements in Cowick Street.

It was RESOLVED

(a) that the scheme shown on drawing B2300114/DIR/1200/001 and estimated at 25,000 be approved for implementation to help minimise the impacts of HGVs on local roads;

(b) that traffic regulation orders to revoke the Exeter wide lorry ban and to allow HGVs in bus lanes on Cowick Street, Fore Street (Heavitree) and Pinhoe Road at an estimated cost of 15,000 be advertised and made and sealed if there are no significant objections;

(c) that the changes to existing signage as shown on drawings TE/EX/102/7 and TE/EX/102/8 and estimated at 20,000 be approved for implementation to provide better information about height and weight restrictions on main routes into the city centre;

(d) that proposals to progress a HGV traffic management communication strategy, working closely with city centre businesses and haulage associations be supported.

(Councillor Hannaford requested that his abstention from the vote taken be recorded)

One issue that was mentioned during the discussions was that HGV traffic was often seen in Alphington, particularly along Chudleigh Raof and Church Road.

Exeter HATOC | 19 April 2012 | Speed Enforcement

For  the Exeter HATOC meeting on 19 April 2012 I asked for the following item to be placed on the agenda.

5. Speed Enforcement/Speed Complaints Action Review Forum (SCARF) process

In accordance with Standing Order 23(2) Councillors Bull and Prowse have asked that

the Committee consider these items.

Here's what I had to say:

HATOC 19 April 2012

Agenda item 5

Speed enforcement/SCARF

If a pedestrian where to be hit by a car travelling at 40mph, less than 1 in 10 survive.

At 20mph more than 9 out of 10 pedestrians will survive.

Simple and effective numbers – that’s why I and many others care passionately about speeding in or wards. It can save lives.

As a city councillor, I am constantly being told about speeding – I guess it’s up there with dog poo.

I hear about it on Barley Lane in Cowick

I hear about in Bowhay Lane

I’m told by Cllr Macdonald the same is true in Warwick Way in Pinhoe.

It’s the same all across the city, so at a recent HATOC meeting I was pleased to hear the Chair say that

"Exeter already is a 20 mph residential are city. It's been done"

– indeed the comment appears to borne out by this map 

So why isn’t that the perception across the city?

People say to me its unenforceable and ineffective.

I know I’m confused about whether it’s a 20mph speed LIMIT or a 20mph ZONE.

The LIMIT should be used for individual roads, or for small number of roads – and are only suitable in areas were speed limits are already low.

The 20mph speed LIMIT is indicated by large terminal speed limit ROUNDEL signs and samller repeater roundels along the road –or roads – covered by the limit.

As I understand it , the purpose of a ZONE is to create conditions within which drivers naturally drive at AROUND 20mph because of the general nature of the location, or as a result of traffic measures being put into place.

These ZONES are indicated by large GATEWAY signs and no additional speed limit signs are required.

I’m pleased to say every road in Cowick off the main highways of Cowick Lane, Buddle Lane and Dunsford is within a 20mph ZONE.

Or are they?

As I said, the ZONE is there to create conditions within which drivers naturally drive at AROUND 20mph because of the general nature of the location, or as a result of traffic measures being put into place.

And this is where I enter Cllr Prowse mode!

According to Dept for Transport Circular 01/2006

Paragraph 79 refers to direction 16(1) of

The Traffic Signs Regulations and General Directions 2002

Which require that no point within the zone must be further than 50m from a traffic calming feature.

So lets take Barley Lane.

Entering by a right turn from Dunsford Roa, there is the correct Gateway signage and a nice painted 20mph sign on the highway.

Heading to the entrance to the new Sylvan Heights there are traffic calming measure – but the pillows are only 2 rather than 3 wide, and the rumble strip causes noise nuisance to neighbours without lowing down traffic. Surely here the road needs to be raised into a table similar to that found on Okehampton Street?

These traffic calming measures were paid for by Section 106 money to DCC specfications – yet they are ineffective. Somehting needs to be down about them

That’s 3 in 100m or so – but then nothing for the rest of Barley Lane and up into Nadder Park Road.

Back to that circular and TSRGD – to be a zone no point within the zone must be further than 50m from a traffic calming feature.

No true in the case of Barley Lane and much elsewhere of the Cowick 20mph ZONE.

So the fact that Cowick is a 20mph ZONE is a MYTH.

Would it matter if there were conditions within which drivers naturally drive at AROUND 20mph because of the general nature of the location

That’s not the case in Barley Lane.

To get some empirical data rather than just anecdotal eveidence, I drove at 20mph between 2 lamp-posts and timed myself.

At 20mph I took 6seconds.

I then watched and monitored traffic on 2 separate occasions.

3s = 5

4s = 14

5s = 28

6s = 5

That’s 52 vehicle movements I observed, and only 5 observing the 20mph speed limit

That’s only 9.6% of traffic observing the speed limit

But by the same token, that’s 9.6% of traffic going TWICE AS FAST as they should be.

And so I refer you all back to the figures when I started if a collision with a pedestrian occured, only ONE in ten would survive.

But the fact remains, if we think that anything up to 27mph would not be prosecuted that still leaves something like 35.5% of drivers on Barley Lane liable for speeding fines and points.

It is acknowledged that in almost every local authority

Implemting wide area 20mph limits, local councilors have had to fight police apathy towards enforcement

It is local elected Councillors who through democratic debate are responsible for setting local speed limits

Police have a duty to enforce and should not be permitted to dictate to communities which speed limits should be implemented.

Its no good setting up enforcement cameras on Dunsford Hill – they need to be in Barley Lane.

I have had promises from the local neighbourhood police team that they would attend with the mobile speed camera, but never than confirmation about dates.

It seems impossible to get a response from the D&C Speed Watch team

They were due to announce a new recruitment drive for Community Police Volunteers to assist with Speed Gun work in the New Year, but despite a reminder early last month, nothing seems to have come of this.

County members have mentioned the mysterious SCARF initiative - yet I can find no reference to it, let along what it really does or how to contact it.

I’ve now had officer input on this and I hope that the initiative will be able to do some monitoring of speeds in the very near future.

Vehicle activated signs appear to be effective, but this comes at a cost.

We’re going to talk latter in the meeting about a number of these signs for Exwick.

Can I make my pleas NOW for some for Cowick – barley lane is almost essential but one in Bowhay Lane would make a good second site.

Can this committee or even the Exeter Locality Committee commission additional Vehicle Activated Signs?

Thank you for following this far.

And here's how it was minuted:

*126 Speed Enforcement/Speed Complaints Action Review Forum (SCARF) process

(Councillor Bull attended and spoke to this item in accordance with Standing Order 25)

In accordance with Standing Order 23(2) Councillors Bull and Prowse have asked that

the Committee consider these items.

Councillor Prowse asked questions relating to the SCARF process and enforcement of speeding restrictions within roads in his division. Councillor Bull also related incidents of perceived excessive speeding and efficacy of traffic calming measures. Other members related to similar concerns and made reference to the former Environment and Economy

Scrutiny Committee Task Group on enforcement issues.

The Neighbourhood Group Manager outlined a revised and streamlined SCARF process and indicated that members concerns about speeding issues should be directed to their local Neighbourhood Highway Officer. Members of the public should refer issues via the Customer Services Centre. If a problem was then identified preventative action and options could then be considered against other priorities action included setting up a local Speed watch, Vehicle Actuated Signs or recommending the site for enforcement action. If none of these were effective then a formal SCARF process could be initiated which could lead to a road engineering solution if there was a serious casualty record. Other engineering work could be done as part of a wider scheme within the LTP or as part of a development and section 106 funding.

Inspector Pryce (Devon and Cornwall Constabulary) in terms of enforcement of 20 mph limits or zones advised that the first priority should not be the issuing of penalty notices (in large part to local residents) but for better understanding and education and confirmed that persistent offenders (violators) would be subject to enforcement action. Perceived issues and problems would need objective analysis over usually longer periods and then remedial actions would have to be prioritised against the finite resources available. He outlined the extensive areas covered but the Constabulary s Casualty Reduction Officers and confirmed that they would not be able to attend all meetings of the local HATOCS within their areas but would endeavour to attend for specific items if requested.

The Chairman confirmed that a 20 mph city wide zone was not being proposed and zones would apply to residential areas only.

Councillor Hannaford referred the appropriateness of 20 mph limit in Exwick Road which the Neighbourhood Group Manager agreed he would investigate.

The Chairman thanked Inspector Pryce for his attendance and answers to members questions.