Jurassic Coast Transport Infrastructure Gap Analysis Study

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4 Demand Responsive Transport Services:Constraints and Opportunities4.1 In troduction4.1.1 Demand Responsive Transport (DRT) services already operate in both Devonand Dorset, branded as Fare Car in the former and Door to Dorset (D2D) in thelatter. Whilst only one DRT service operates in the study area (D2D service103/103A), continuing local authority budgetary pressures will see existingsupported services reappraised and additional services may be introduced.This chapter therefore examines their constraints and opportunities andsuggests how DRT services can best meet visitor travel needs.4.2 Types of DRT4.2.1 There are three commonly operated types of DRT service:- Flexible bus services (such as D2D)- Shared car services (such as Fare Car); and- Taxibus services.Each type can be defined as a bus service that shares the followingcharacteristics:- has at least some element of f lexible routing to cater for demand;- is subject to pre-booking by passengers; and- is open to all residents and visitors, regardless of mobility.Additional details on the types of DRT are set out in Appendix C andbackground details on D2D service 103/103A are contained in Appendix D.4.3 Wh y DRT?4.3.1 Delivering accessibility is one of government’s four shared priorities whichmust be covered by 2 nd LTPs. Accessibility is defined as enabling peop le toaccess emp loyment, education, healthcare facilities, food shops and -importantly for this report - leisure and exercise opportunities.4.3.2 Low population densities (and thus low passenger demand) make efficient andprofitable public transport difficult to provide in many rural areas inDoc No 3 Rev: B Date: November 2008 61G:\Final Report Web version\CTR-ADA Study Report Rev9.4. doc
conventional forms. As a result, DRT services have been imp lemented asanother mechanism to improve or maintain accessibility, both in terms ofwidening geographical coverage (by diverting from fixed routes to pick uppassengers at more convenient locations) as well as to the vehicle itself(which are often low-floor and step-free). In some cases, they are introducedto reduce local authority subsidy of supported services.4.3.3 DoCC view DRT as a cost effective of ‘addressing rural accessibility andachieving [passenger] growth in the rural area’ [DoCC 2006: 77]. It is seen asa way of enab ling all households within the service area to access busservices, and the County Council intend to systematically review existing busservices to identify services to be replaced with flexible types of service,focussing on areas having the highest indices of unmet need’ [ibid].4.3.4 Many DRT services in the UK were launched on receipt of monies fromsuccessful Rural and Urban Bus Challenge bids by local authorities. Mostrequired significant levels of local authority financial support for ongoingoperation, and due to funding shortfalls, some have recently beendiscontinued. Urban DRT services do exist, but the vast majority of are foundin sparsely populated rural areas where their flexibility can be put to greatesteffect.Enoch et al 2004 have asserted that DRT has traditionally been ‘driven by thesocial exclusion agenda, and features schemes that are cumbersome,expensive, bespoke and cost heavy. In general, the systems have tended tohave their own call centres, sometimes combining other local authorityfunctions to save replication and thus reduce costs. The subsidy levels of th einfrastructure (call centres, software, vehicles, etc.) are enormous burdensfor councils but so are the operational cost elements. It is debatable thatcurrent systems can be made more effective to provide good value formoney’ [Enoch et al 2004: 15].4.3.5 Shared car schemes are more cost effective than f lexib le bus services wherepassenger demand levels are low, partly because they do not require the loca lauthority to purchase and operating expensive hardware and software or payfor a call centre. The DfT state that ‘the next level in terms of ‘commercialviability’ refers to the low-tech shared taxi schemes, e.g. Lovedean Carsharein Hampshire. Average subsidy per passenger trip here is roughly £1.However, a more rural scheme of a similar type, the Fare Car in Devon costsDoc No 3 Rev: B Date: November 2008 62G:\Final Report Web version\CTR-ADA Study Report Rev9.4. doc
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Jurassic Coast Transport Infrastruc
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Contents1 Introduction 11.1 Backgro
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authorities (LPAs) - East Devon, Pu
Page 21 and 22: Table 2.2: Selected planning polici
Page 23: 2.5.4 Most of the study area has de
Page 28 and 29: Table 2.3: Potential car bus interc
Page 30 and 31: a1) Existing public car parks2.6.2
Page 32: - Land at Bowd Cross, between Newto
Page 41: 2.6.17 Two sites have been identifi
Page 48 and 49: operate during summer weekends only
Page 50 and 51: Figure 2.16: Breeze Up To The Downs
Page 52 and 53: Table 3.1 Appropriateness of bus se
Page 54 and 55: Table 3.2 Existing bus provision to
Page 56 and 57: 3.2 Fin dings3.2.1 The majority of
Page 58 and 59: service, but the holiday park is 86
Page 60 and 61: 3.4.13 As an alternative to combini
Page 62 and 63: 3.6.3 Inconsistencies with NaPTAN d
Page 64 and 65: 3.7 Strategy Measure D: Enhan ce ro
Page 66 and 67: 3.9.2 Of the sites that are not wel
Page 70 and 71: ather more than that - £10 per tri
Page 72 and 73: complicated timetable or a lack of
Page 74 and 75: Figure 4.3: D2D Service 103 instruc
Page 76 and 77: highlights that the f lexib le DRT
Page 78 and 79: 4.7.9 Whilst local residents using
Page 80 and 81: 4.9.3 Potential users may not be co
Page 82 and 83: that DRT are comp licated by their
Page 84 and 85: Figure 4.5 and 4.6 - The home page
Page 86 and 87: etween Charmouth and Symondsbury an
Page 88 and 89: 4.14 Summary an d Recommen dations4
Page 90 and 91: Service understanding- Ensure that
Page 92 and 93: Joint working- DoCC should work clo
Page 94 and 95: 5.2.3 The appraisal methodology loo
Page 97 and 98: 5.3.6 The incumbent train operating
Page 99 and 100: connections are in place (especiall
Page 101 and 102: Figures 5.2 to 5.5:Axminster Railwa
Page 103 and 104: Figures 5.8 to 5.12Axminster Railwa
Page 105 and 106: Figure 5.15Axminster Railway Statio
Page 108 and 109: 5.4.5 Neither the bus nor rail time
Page 110: wait at Honiton. As at Axminster, h
Page 113 and 114: Figures 5.24 to 5.25Honiton Railway
Page 115 and 116: The road underneath the station has
Page 117: 5.5 Exmouth Railw ay StationIntrodu
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fairly good signage. There is a pub
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Figures 5.39 to 5.42Exmouth Railway
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The stepped entrance to the ticket
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Figures 5.54 to 5.55Exmouth Railway
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Table 5.2 Rail-Bus Interchange Audi
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6 Presenting Public Transport Infor
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6.3 Con ven tion al at-stop in form
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6.3.6 At-stop bus information in th
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and to change the relevant timetabl
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attractions and accommodation sites
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6.7.7 Operators and local authoriti
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6.7.13 Service 40 operates a simple
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Figure 6.6: Example of a Spider Map
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information for visitors. These cou
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6.9.7 A certain amount of pro-activ
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and timetable information, whereas
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Figure 6.10: Stop-specific timetabl
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effective partnership between the b
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close working between the three mai
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6.12.7 Whilst various circumstances
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6.16 Summary & Recommendations6.16.
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7 Partnership working7.1 In troduct
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of different organisations involved
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8.1.5 Although it is unrealistic to
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8.1.14 Although RTPI systems are ex
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WDDCWDLPWest Dorset District Counci
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Appendices
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Appendix A: Detailed information on
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FleetChicker ellWeymouth(Wyke Regis
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Appendix BBus Stop Access Audit
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IssuesTraffic speed or volume? No f
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Appendix C: Types of Demand Respons
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unfamiliar with it. Given that maki
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Passenger feedbackAs detailed passe
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• Are the connecting bus services
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Jurassic Coast Transport Infrastructure Gap Analysis Study

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