A scant positive from the start of the current decade was how the coach industry gained some political traction. Elected representatives, it seemed, were finally willing to listen.
Much has passed since then, and National Coach Week has seen success in keeping the sector prominent. But even in halls of power, resource is finite. Occupying a lot of time at the Department for Transport (DfT) have been what is now the Bus Services Act in England, and railway reform.
Those are two of the UK government’s flagship transport policies. In Scotland and Wales, where resource is a fraction of that in Westminster, other matters are in hand. Coach does not feature there, either.
Within the last week, the industry has again been told that next steps for PSVAR are due soon. That clarity is of critical importance, and it is now approaching two years late on the timeframe initially – and very optimistically – promised by the previous government.
For in-scope home-to-school services, an extension of the medium-term exemption regime has already been telegraphed by a survey of operators active in that field three months ago.
That is inevitable, but much less clear is where PSVAR goes beyond the eventual expiry of exemptions. At the end of November, Buses and Local Transport Minister Simon Lightwood again made clear that there will be no wholesale rowing back, but the points of reference for the industry in readying for what comes next remain lacking.
Another item for coach that is dragging on is removal of the 50km, regular service restriction on the youngest PCV drivers. Radio silence has descended, and time is ticking by. Add to that the great unknown of decarbonisation and the DfT inbox for coaching looks rather full; the outbox, on the other hand, is largely bare.
Such a position has raised frustration among trade bodies. Confederation of Passenger Transport Chief Executive Graham Vidler’s displeasure around the lack of progress was clear in his opening remarks at the Confederation’s recent Coach Conference.
Polling of regular coach travellers backs up the tricky spot. They applaud the sector for its value-for-money, accessibility, convenience and environmental benefits; its spot in the wider public transport mix is also acknowledged. But those users see no interest in the mode from politicians. While a layperson’s position, it is still significant.
Some might argue that a lack of political involvement in the coach industry is no bad thing. Adding bureaucracy rarely works well; the railway gives clear evidence of that. And coach usually finds its way around challenge thanks to resilience and an ability to move quickly.
But the changes that will be upon it in the short-, medium- and long-term are driven by government. Decarbonisation, whenever it happens in a major way, will be structural for the sector, and will not be achieved without a guiding hand – something that is lacking now.
Assuming the political mojo of 2020 and 2021 existed in the first place, the challenge now is to get it back. And there are increasing signs of that not being easy in the face of multiple resource-sapping items at DfT.
