The coach industry in England has seen some perhaps unexpectedly positive news in how it will now be treated via provisions of the Integrated National Transport Strategy, which was published in early April.
Statutory guidance on development and delivery of Local Transport Plans (LTP) documents, issued concurrently, now requires local transport authorities (LTAs) in England to consider coaches and coach services when developing and – critically – delivering those plans.
Some LTAs do so very well already, as shown by areas that are Coach Friendly accredited by the Confederation of Passenger Transport. More are in the pipeline, CEO Graham Vidler has said. Where high standards for coaches are already observed, the LTP guidance will likely lead to little major change.
But a common complaint from the sector is that some other LTAs pay as much attention to coaches as they do to what exists on the far side of the moon. Delivery will aways trump consideration from the industry’s point of view, but even recalcitrant authorities in England are now obliged to think about what coaches need.
Reaching that position is a major achievement on its own, and illustrates the value of collective engagement to shape such an outcome. A further key to the guidance is that authorities are instructed to engage with the coach industry in developing LTPs.
Parking and pick-up/drop-off provision will be a good starter for that, with the needs of vehicle access aids in PSVAR compliant coaches referenced. While that could be a double-edged sword, it may represent the first formal government recognition that an accessible coach is nothing if the lift cannot be used properly and safely.
The Integrated National Transport Strategy itself accepts how coaches can be “particularly overlooked” in transport planning – another core gripe of the industry – and that position should give still more to build upon.
Scotland and Wales have already shown signs of acknowledging the importance of coaches. The Regional Transport Plan approach in Wales includes the mode, and a north-south scheduled service went to feasibility study over a year ago. In Scotland, the situation in Edinburgh is moving in what appears to be a positive direction.
Guidance instructing local authorities to consider coach in wider transport work is a starting point for change, not the endgame. As has been seen with some Bus Service Improvement Plan work in England, the wheels of progress on the ground can turn painfully slowly, and the new approach within the guidance will not lead to overnight change.
However, the government’s position fires an opening salvo on actually doing meaningful things to make the experience better for coaches and coach passengers.
Part of the onus now sits with the sector and its representatives to contribute and turn words into actions. That can be difficult, with users of parking and pick-up/drop-off facilities often operators and drivers from well outside the area in question. But the government tone represents progress, and it should be welcomed.
