Policy instruments (2) - Transport Policy and Planning in Great Britain - page 217

service. The current legal position is explained in DfT (2002c) and examples of the
various types of service are given in Sloman (2003) and Countryside Agency (2000).
Since 2004 the registration requirements for conventional 'fixed route' bus services
have been relaxed, subject to discretion exercised by the Traffic Commissioners. Buses
operating on flexible routes between two or more named points at specified times in
theory enable a better (or any) public transport service to be offered to a group of villages
than would be possible using one or more fixed-route services operating infrequently.
(See for example the websites for Wigglybus and Cango services supported by Wiltshire
and Hampshire County Councils respectively.) However because of route deviations
and variability in timing, more cost-effective vehicle utilisation (passenger journeys
per vehicle hour) is not necessarily forthcoming and additional costs are incurred in
handling bookings and organising routeings for each bus journey. Most such services
are at the margins of viability in terms of public funding and have only come into being
through special (and limited term) funding initiatives such as Rural Bus Challenge.
The maintenance of these services over the longer term and the potential for 'roll-out'
into more general use elsewhere is therefore questionable.
13.7 Community transport
The high cost per passenger journey of running conventional bus, DRT or taxi services
in situations of low demand has prompted increasing interest in the development of
'community transport'. This is an umbrella term covering a wide range of services
which, as transport modes, includes those described in the previous section. However
their distinctive features are that they are run on a 'not-for-profit' basis, utilise
volunteers for all or part of their operation and are managed by a local organisation
independent of (though possibly receiving financial support from) the local authority.
Formalised community transport has generally derived from - and still consists
in large part of - schemes with very humble beginnings linked to the activities of
local social and welfare clubs and village associations. At a town or district-wide level
however a larger purpose-specific community transport operation may be run, for
example by the local CVS (Council for Voluntary Service). The Community Transport
Association (cta.org.uk) is a national body which provides information and support
to local groups in this specialist area and acts on their behalf in dealings with central
government.
The involvement of the State in community transport derives from two main
sources. The first, as with passenger transport generally, is a 'passive' interest in public
safety and - where payment is involved - retaining a fair competitive environment for
the provision of commercial transport services. The second is a pro-active interest in
developing community transport to cater for local needs which cannot be met cost-
effectively by commercial bus or taxi companies, even operating with public subsidy.
Three forms of community transport are widespread:
• Community car schemes - operated by a pool of volunteer drivers using their
own private cars catering for pre-arranged journeys by individuals who are unable
to use (or do not have the option of ) public transport - typically for 'socially
necessary' journeys such as to hospitals and other health facilities. Drivers are
reimbursed for their expenses, normally on a mileage basis, and passengers may be
required to make a contribution. Subject to these conditions no special licensing
is required.