RHA has marked five years since diversifying into the coach sector began, a milestone that to the obvious pleasure of Managing Director of the trade body Richard Smith. Looking at achievements since then, led by the creation of National Coach Week, he could not resist a subtle nod to those who were not fully onboard at the beginning.
It started in the second half of 2020, a time that in most ways for the coach industry is best forgotten. A disastrous period of little work – in some cases, not one job for months on end – was showing scant sign of blowing over.
Multiple operators and two large coach dealers – including the storied Moseley group – had fallen. The general air around the sector was one of malaise.
But Honk for Hope had been successful in bringing the industry together, even when the machinations of the Metropolitan Police and others put a stop to a planned second venture into central London.
A nonetheless grim situation was aggravated by controversial remarks from then-minister Baroness Vere on the risk and consequence of business closures, but the time did at least see the sector work together and build skills in making a political case.
History shows that it ultimately emerged from a difficult period and is steadily building back. The extent of demand for new vehicles, interest from third parties in buying businesses and a period of strong rates (albeit mirrored by costs) have illustrated resilience that during the worst of 2020 looked far away.
RHA’s move to represent coach operators was not the only shift in the trade body field during that period. The UK Coach Operators Association (UKCOA) was born out of the longstanding London Tourist Coach Operators Association, and work was also done by the Coach and Bus Association Cymru.
Sector politics and personal preference aside, an argument is to be made that the coach industry’s ability to influence politicians both locally and nationally has been the primary beneficiary of trade body diversification.
Not always have the three national associations been on exactly the same page – as policy around PSVAR illustrates – but the triple-pronged approach to getting coach on the front foot politically has made great headway. A change of government aided that, with Simon Lightwood as minister responsible for the industry taking a more listening tone than before.
Each of the national trade bodies – RHA, UKCOA and the Confederation of Passenger Transport – has the ear of those in power, which must be welcomed. That aside, there is much that affects coaching still in need of a conclusion from ministers.
The ongoing PSVAR saga is front and centre, but that the 50km, regular service restriction on the youngest PCV drivers continues to linger is disappointing. It is true that Bus Services Bill work will have occupied much Department for Transport time, but that justification lasts only so long. Continual lobbying is still required to get things over the proverbial line.
Cordial coexistence between the three national coach trade bodies nevertheless looks the long-term order of the day. And that is the best possible result for the wider sector.
