The performance of the Department for Transport - Fleet News

Processed: 26-02-2010 19:10:26 Page Layout: COENEW [E] PPSysB Job: 442441 Unit: PAG2Ev 22Transport Committee: EvidenceWe should also note that there is no universally accepted definition of “accessible”; however, theDepartment does publish a Code of Practice which sets the standards that rail station infrastructure shouldmeet when facilities are renewed or upgraded. The Association of Train Operating Company (ATOC)’s KeyPerformance Indicator measure for level access of “access from the street to platform”, which drives theclassification in the National Rail Enquiry Service (NRES) as well as the table above, is widely seen to beout-of-step with current customer expectations. Visibility of station facilities in the National Rail Enquiriesdatabase overall also needs improvement. ATOC has just completed carrying out a programme of accessaudits to address this, and is in the process of creating a new “station journey planner” which should beavailable on the NRES website by the end of the year.8. The Resource Accounts include (Note 32.1, p 379) reference to indemnities relating to Crossrail enteredinto during 2008–09 (£730 million). Some of this relates to “voluntary” funding from businesses and from BAA.At what point are the contributions expected and where they are voluntary is there anything the Departmentcan do if they are not forthcoming?The City of London Corporation has committed to make a contribution towards the Crossrail project of£200 million. The payment shall become payable on or after 31 March 2016 when a number or relevantmilestones relating to completion of civil construction at the Crossrail Farringdon and Liverpool Streetstations and the Stockley Viaduct works have been met.The City of London Corporation has also agreed to seek voluntary contributions towards the Crossrailconstruction costs from very large businesses across Greater London with the aim of raising £150 million.The Government has agreed to support the City in its eVorts to raise these voluntary contributions, andthe City has agreed to guarantee the first £50 million of this amount. The detailed arrangements for raisingvoluntary contributions, including timescales, have not yet been finalised.The contribution from BAA towards Crossrail is subject to a letter agreement entered into by HeathrowAirport Ltd (HAL), a wholly-owned subsidiary of BAA which owns and operates Heathrow, and theDepartment for Transport on 10 November 2008. Under the terms of the agreement HAL agrees to pay acontribution of £180 million (£230 million in outturn prices) to DfT in two instalments linked to progresson construction of the Stockley Viaduct works, which will deliver greater capacity and reliability for railservices into Heathrow. The first instalment will be paid on or after 1 April 2013 at the point that 50 per centof the value of the Stockley Viaduct works has been carried out. The second instalment will be paid whenthe Stockley Viaduct works have been completed to allow trial running of trains, and is expected to be madein 2016.Buses/Local Transport9. Previous SR periods included objectives to increase bus and light rail patronage. While this has been achievedoverall, largely as a result of increased usage in London and the impact of the national concessionary farescheme (para 3.68, p 37), the suggestion is that, otherwise, increases are patchy. The Report suggests that“eVective partnerships between bus operators and local authorities are the key to successful bus operations.There are many such examples, but not enough” (para 3.58, p 35) and para 3.62 talks about the new qualitycontract schemes under last year’s Local Transport Act. Are any of these quality contracts now up and running,and if so what impact are they having on services and levels of usage? How else can bus patronage be increased?The Government continues to believe that eVective partnerships have been key to providing successfulbus services. In parts of the country where bus patronage is rising and passengers are experiencing a higherquality of service, it is because local authorities and bus operators have worked together to deliver packagesof improvements designed around the needs of local passengers. Generally the operator will oVer a goodvalue service with attractive ticket options, that is reliable and punctual, with modern vehicles and backedup with eVective marketing. For their part, the local authorities will support the operation of the bus servicesby providing bus priority infrastructure, better transport information and a supportive parking policy. It isthis package approach which enables buses to meet their full potential and attractive additional patronage.This is why the Local Transport Act 2008 included provisions to help enable successful partnerships toflourish in more of our communities.The Department has been greatly encouraged by the progress that is being made as a result of the Act. Itis clear that the Act has been a catalyst for many local authorities to review what improvement their localcommunities most want from their bus services, and how the new statutory arrangements can help them todeliver those improvements. The Department has been working with a number of local authorities and busoperators who are considering implementing partnership arrangements that make use of the new statutorypowers, and we expect new partnerships to come to fruition in a number of towns and cities in themonths ahead.This is an embargoed advance copy.Not to be published in any form until00:01 on Thursday 4 MarchThe Government has also recognised that, because partnerships depend on both local authorities and busoperators being willing partners, they cannot always be relied upon to deliver the necessary improvements.The Act therefore also included provisions to make Quality Contracts Schemes (QCSs) a much more realisticoption where they are in the public interest. The Department has recently consulted on the draft regulationsand guidance that are needed to support the provisions in the Act. Subject to the outcome of the